Modification of A Formula Student Race Car Engine, For Addition of A Continuously Variable Transmission

Modification of a Formula Student race car engine,
for addition of a Continuously Variable Transmission

L. Marquenie
AES 2008.135
Master Traineeship
Coach:
Supervisor:
Dr. Ir. P.C.J.N. Rosielle

Prof.dr.ir. M. Steinbuch
Institute:
Technical University of Eindhoven

Department of Mechanical Engineering
Section Automotive Engineering Science
Period:
Summer 2008
Traineeship Loek Marquenie
University Racing Eindhoven
Preface
During the spring of 2007 I got acquainted with University Racing Eindhoven (URE) for the first time, at
the TU/e Fast event. This day they demonstrated their race car among other sports cars, and although
I already heard of them, I now got a first glimpse of the team in action.
Being quite impressed by the performance of the little car, especially the acceleration, I imagined
myself being part of the team, and experience what it takes to have a race car built and competing
with it. About one year later it was time to start with my Master traineeship, and although I was offered
a handfull of projects, my decision was already made; Go to URE and ask for a 3-month traineeship
assignment.
From there on an exciting period in my engineering career began, as I was witness of the final
assembly of the URE04 and 3 spectacular races throughout Europe.
The project that Ive been assigned to, together with Bas Verhappen, a graduating student at Fontys
Automotive Engineering, was aimed at next years race car, the URE05. Nevertheless we both were
involved in helping the team with the competition as well, and kept our motivation high because of this.
We managed to deliver a design for part of the URE05s drivetrain (which will contain a CVT), and
hope that the cars performance will benefit from our work.
During the project, I was coached by Nick Rosielle, head of the Constructions and Mechanisms Group
at the TU/e. I want to thank him for his straightforward coaching and the extensive knowledge he was
able to provide to us about the subject.
Furthermore I want to thank Bas Verhappen for his cooperation and helpfullness, all URE members for
the teamwork and fun, and last but not least, my family and friends for supporting me during this
period.
Summary
This report describes a study on the structural integration of a CVT into the driveline of the URE05
race car. The focus of the assignment is on how the CVT is to be connected to the engine and to
design all the necessary engine modifications.
The traineeship assignment is performed as part of the CVT project that is defined by University
Racing Eindhoven. With this project the team wants to make the transition of a standard stepped gear
transmission to a Continuously Varable Transmission. Several pre-studies have pointed out the
increased performance a CVT can offer to a race car and therefore URE have decided to choose for
this transmission concept.
On the structural level of the CVT integration, there are many aspects to be concerned with, for
instance keeping the added weight to a minimum.
The assigment was started with an examination on all components, followed by a comparison between
several drivetrain concepts. After carefull consideration a final concept has been chosen, which met all
requirements. This concept consists of a transversal placement of the engine, with the CVT directly
bolted onto the engine output. By placing the CVT upright, relative good packaging was achieved.
The concept is further elaborated in detail, and if initial testing of the CVT shows good results, the
design will be taken into production.
Furthermore a new lower gearbox housing has been designed, which is specifically adapted to the use
of the CVT and a dry sump lubrication system. Consequently, drivetrain centre of gravity and mass are
significantly lowered by this measure.
Contents
Preface....2
Summary........3
Contents.....4
1
Introduction.....6
1.1
About University Racing Eindhoven.......6
1.2
Project assignment (in brief)....6
1.3
Assignment description.........................7
1.4
Method of approach and project planning.........7
Analysis..................8
2.1
Race car overview.....8
2.2
The engine and drivetrain........9
2.3
Continuously Variable Transmission....11
Concept design....12
3.1
Introduction.......12
3.2
Requirements...12
3.3
Designing directions....12
3.4
Materials....12
3.5
Production methods........13
3.6
Layout options..13
3.7
Concept choice....15
3.8
Lowering the engine....18
Detailed design...............19
4.1
Introduction...........................19
4.2
Connection of the CVT to the engine..............19
4.3
CVT mounting...........................21
4.4
Transmission components.........22
4.5
Clutch actuation........................23
4.6
The design in 2D................24
4.7
Lubrication system...25
4.8
Lower gearbox housing......26
4.9
The design in 3D..28
Conclusions......29
5.1
Conclusions......29
5.2
Recommendations..........29
Bibliography.......30
APPENDIX A
- Specifications sheet URE05....................................................................................3
APPENDIX B
- Layout options (top view).........................................................................................5
APPENDIX C
- Pictures of final drive types......................................................................................8
APPENDIX D.1 - Concept D packaging visualization (side, top and rear view)..................................9
APPENDIX D.2 - Concept J packaging visualization (side, top and rear view).................................10
APPENDIX E
- DIN5480 Calculation of Engine-CVT connector sleeve (dutch).............................11
APPENDIX F
- Clutch actuation design in 3D...............................................................................13
APPENDIX G.1 - Engine Lubrication : standard wet sump scheme..................................................14

APPENDIX G.2 - Engine Lubrication : standard wet sump technical drawing...................................15
APPENDIX G.4 - Engine Lubrication : Modified dry sump scheme...................................................17
APPENDIX H
- Various views of the lower gearbox housing design..............................................18
Chapter 1
Introduction
In this chapter an overview will be given of the racing team and the project.
1.1 About University Racing Eindhoven

Founded in September 2003, University Racing
Eindhoven is a group of enthusiastic students
from the Technical university of Eindhoven.
Each year they participate in the Formula
Student Competition, in which student teams
from all over the world design, build and race
with a single-seater race car.
The team is gaining more and more experience
and their highest ranking so far is a respectable
th
9 place, obtained at the Ferrari test circuit in
Fiorino, Italy.
Fig. 1.1. University Racing Eindhoven and the URE04 at
Silverstone, England.
1.2 Project assignment (in brief)

Modification of a Suzuki GSX-R600 K2 engine and a SECVT, in order to enable them to be fitted
together. The engine / CVT combination will be used in the URE05 Formula Student race car.
Main requirements
All necessary engine functions must be preserved. Examples are lubrication systems,
mounting supports, etc.
Investigate how the engine-cvt combination can be placed in the race car, regarding a low
centre of gravity, direction of rotation of components, and other important criteria.
Fig. 1.2. The GSX-R600 K2 engine (left) and the SECVT (right).
1.3 Assignment description

With the design of the car of 2009, the URE team wants to focus on the key research areas of the
Eindhoven University of Technology. One of them is the Continuous Variable Transmission (CVT).
Already two studies have been done on the benefits of the application of a CVT, showing that applying
one can benefit in faster lap times. New simulations agree with the previously stated conclusions of
those studies. The 2008 team management has therefore decided to replace the conventional stepped
gear transmission of next years race car with a CVT.
The implementation of a CVT into the race cars driveline involves a lot of work on several areas, for
instance component and coordinated control, as well as the structural realization. Regarding the last,
the outline of this project is focused on studying the various possibilities of replacing the existing
gearbox by a preselected CVT. Apart from simply integrating the CVT into the driveline, special
attention must as well go to optimizing the total powertrain layout, as far as weight and centre of
gravity are concerned. In concrete this means that the lowest parts of the engine are to be examined
for possible redesign. The crankshaft for example is preferably placed as low as possible to the
ground, as this is one of the heaviest components in the race car. In previous years the engines wet
sump oil pan has already been replaced by a more flat dry sump pan. However, with an engine
redesign in mind, placing the engines CoG even lower to the ground can possibly be realized to even
fuller extent.
1.4 Method of approach and project planning

The project has been assigned to two persons, due to the great number of tasks that needed to be
performed. Bas Verhappen, a graduating student from Fontys Highschool ( Department of Automotive
Engineering) and me, the author of this document, have accepted the assignment with great
motivation. The project has been divided into a couple of phases, the first one being an orientation
period where we were getting to know the team and the assignment subject. After that a concept
phase was gone through. This included brainstorm sessions, making use of sketches and considering
different options, regarding their pros and cons.
After selecting the most appropiate concept, a design freeze was introduced. This concept has been
further elaborated, using 2D and 3D modeling.
During the writing of this report Bas is busy with finalizing the engine-cvt design so that it can be taken
into production.
Chapter 2
Analysis
In this chapter the reader is presented a brief explanation of the main objects that are dealt with in this
report, namely the race car, the engine and the CVT.
2.1 Racecar overview
The URE team of 2008 has decided to take the design of next years car to a completely new level.
While in previous years the chassis consisted of a box of aluminum honeycomb panels, they now want
to make the transition to a carbonfibre monocoque chassis, as well as carbonfibre rims. Meanwhile,
the rear part of the car will be designed as a tubular space frame. Furthermore the standard 6-speed
gearbox of the engine will be replaced by a Continuous Variable Transmission system.
More extensive design specifications can be found in appendix A.
Fig. 2.1. 3D model of the URE05 race car
2.2 The engine and drivetrain

The new race car will keep the engine that has already been used in the previous three years, namely
a Suzuki GSX-R600 motorcycle engine. The main reasons for this are the high level of perfomance,
and the considerable amount of knowledge that has been gathered about this engine in the past
years. Also, a test rig has been adapted specifically for this engine.
Several upgrading modifications have been applied, which include camshaft tuning, crankshaft
balancing, an optimized intake design, and replacement of the wet sump system by a dry sump type.
The GSX-R600 is a 4-cylinder inline internal
combustion engine, with 4 valves per cyclinder.
Designed as a high-rev engine, its standard power-toweight ratio has a value of approximately 1,34 kW/kg.
Due to the mandatory air intake restrictor of 20mm
this has decreased to about 1,0 kW/kg.
The engine placement in the motorcycle, as well as in
the URE race cars is transversal.
The transmission part of the engine is fairly
straightforward, as it is commonly seen on sports bikes.
With a primary reduction between the crankshaft and
the wet-plate clutch, the high engine speeds are
lowered to more acceptable values for clutch and
gearbox. Since there is just a single wheel to be driven
on motorcycles, the transmission is not equipped with a
differential. Consequently, most Formula Student race
cars have a separate differential unit installed.
The total drivetrain layout of the URE04 is shown in
figure 2.3.
More specifications can be found in appendix A.
Fig. 2.2. Picture of the GSX-R600 K2 engine
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Exhaustside
Cylinders
Crankshaft
Primary reduction
Torsion dampener
Clutch
Gearbox (6-speed)
Chain + sprockets
Differential
Driveshafts
Wheels
6
5
8
10
11
Fig. 2.3
Schematic presentation of the URE04 drivetrain
Lower engine block functions

Since the main modifications to the engine will focus primarily on the lower section where power is
generated and transmitted, the functions of this part will be summed up. Functions of parts like the
cylinder head, valvetrain etc will be left out.
Also this summary is focused on the modified dry-sump engine.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Function
Performed by
Generating rotational power

Supporting torque reaction forces
Supporting engine reaction forces
Crankshaft speed reduction
Crankshaft torque multiplication
Disconnecting crankshaft from drivetrain
Reduce torque peaks within drivetrain
Provide variable reduction ratio's
Lubrication and parts cooling
Oil pressure
Oil pressure regulation
Oil temperature regulation
Oil filtering
Oil accumulation within engine
Oil scavenging
Oil accumulation outside engine
Crankshaft
Bearings and housing
Engine mounting supports
1st Reduction between crankshaft and clutch
1st Reduction between crankshaft and clutch
Clutch + actuation mechanism
Torsion dampener in clutch
Gearpairs 1 to 6 + actuation mechanism
Oil distribution circuit, incl. galleries and jets
Oil pressure pump + lining
Oil pressure relief valve
Oil/water heat exchanger
Oil filter
Drysump pan
Scavenging pump + lines
Swirlpot
Table. 2.1. Summary of the lower engine block functions
10
2.3 Continuous Variable Transmission

Since its not preferable to design a complete CVT from scratch, an investigation [5] has been
performed on various CVTs available on the market. From a number of candidates the best option
has been carefully selected, which is the SECVT, also from Suzuki. This CVT is applied in their
Burgman 650 motorscooter. Figure 2.4 shows a picture of the CVT, and an overview of its internal
parts is given in figure 2.5. The SECVT (which stands for Suzuki Electronically-controlled Continuously
Variable Transmission) is a lightweight dry CVT, with a so called hybrid belt.
The fact that the belt operates in a non-oiled environment, gives it a larger coefficient of friction with
the pullies, thereby greatly reducing the required clamping force. This in turn makes it possible to
create a more lightweight housing structure. Also, the need for a hydraulic actuation system and pump
is avoided. Instead, the pullies are actuated by an electric motor. The CVT system is cooled by a
pulley driven fan, which forces air along the internal parts.
Again, specifications can be found in appendix A.
During the writing of this report, the SECVT is
extensively examined on a wide range of
aspects. These include the constructional and
electrical design. Also a test rig and measuring
instrumentation are being prepared for
conducting experiments on performance and
control.
As a result of these examinations, it already
appeared that another belt had to be chosen.
This is because the standard belt will not able to
withstand the engine output torque. Fortunately,
a relatively new and stronger dry belt has just
been introduced on the market, by ContiTech
(figure 2.6)
This belt will therefore be acquired and installed.
Fig. 2.4. The donor SECVT
Fig. 2.5. Cross-sected 3D model of the

SECVT internals
Fig. 2.6. The ContiTech Hybrid Ring
11
Chapter 3
Concept design
3.1 Introduction
After having looked at the main driveline components that will be implemented in the new race cars
driveline, an extensive investigation has been performed on how to connect all the different parts to
each other and how to place them in the car.
In abstract, the power from the crankshaft has to be transferred to the wheel driveshafts, with a CVT in
between. However, on a constructive level there are many different solutions to realize this, and each
option has its own specific advantages and drawbacks. Therefore its necessary to get an overview of
the requirements and other things to keep in mind when heading for a solution. This will be presented
in the first paragraphs of this chapter. After that, alternatives are being proposed and compared to
each other. From that examination a definitive concept will be chosen, which will be further elaborated
in detail.
3.2 Requirements
-
The design needs to be feasible and reliable.

All necessary engine and CVT functions, like lubrication, need to be maintained.
The CVT as well as the engine need to be demountable in a short period of time, for repair or
inspection.
Speeds and torques that are applied to the CVT need to be within the required range.
Direction of rotation needs to be correct.
3.3 Designing directions

-
A compact layout of the driveline, with a low weight and centre of gravity is preferrable.
Possibilty of redesign of engine housing with respect to lowering the engine CoG.
Existing driveline components should preferably be reused. This can be either engine or CVT
parts from Suzuki, or custom designed race parts from previous years that have proven to
perform well.
Reverse engineering can be applied to complex parts like new designed housing for example.
Exotic transmission solutions are to be avoided.
The use of standardized parts, like bearings and seals, is favorable, instead of designing them
on specification.
3.4 Materials
The main two materials that are to be used are steel and aluminium. Highly stressed components,
such as shafts, gears etc. will be made of high strength steel, for example 17CrNiMo6. Housing parts
can be made of aluminium, whether it be a casting type or one suitable for milling or turning.
12
3.5 Production methods

Although University Racing Eindhoven has some pretty well skilled craftsmen in its team and a small
intern production facility at hand, these recources will only be used for making simple parts and
assembling the car. Most parts will be manufactured at a professional facility that is present at the
TU/e campus, namely the GTD (which stands for collective technical services).
At the GTD facility parts can be made by a variety of production methods, including milling, turning,
welding, and electric discharge machining (EDM). Furthermore they have measuring equipment as
well as a machine that can make 3D scans of objects.
For parts that are to be cast, i.e. aluminium housing parts, an external specialist is consulted and
willing to cooperate in producing prototype casting parts.
3.6 Layout options

It is essential to check how much casting parts of the engine will have to be modified or even
redesigned when choosing for a particular driveline layout. And to what extent they need to be
changed; are modifications just minor or very intrusive into the existing design of the engine. Since the
GSX-R600 is a high performance engine with very accurately balanced parts and optimized
lightweight housing, altering the construction too much can endanger the reliability considerably.
Lets consider two opposite concepts, one being a solution where the complete gearbox part of the
engine is being replaced by the CVT internals, surrounded by custom designed housing. The other a
far more simple solution where the SECVT just is bolted on the engines output shaft.
In the first solution the variator forms an integral part of the engine, where every single aspect can be
optimized regarding packaging, weight and CoG.
With the second solution, one is restricted to the shape of the existing housing parts and it will very
likely result in a construction which takes up more space and weighs more.
However, the second solution offers much more reliability, and also feasibility, because all phases
(design, manufacturing, assembly, testing etc.) will have to be carried out by a limited number of
people and within one year.
Ofcourse, many solutions can be thought of, that are somewhere in between these two extremes.
After numerous of brainstorms it became evident that some sort of compromise had to be made
between optimality and reliability.
To begin with, a number of options are summed up below, with which can be varied.
-
Engine placement transversal or longitudinal

Transversal: Engine exhaust side forward or backward
Longitudinal: Engine exhaust side left or right.
Transmission (CVT, clutch etc.) at original intake side or moved to exhaust side.
Transmission between engine and driverseat or between engine and driveshaft.
CVT components incorporated in engine housing or original CVT unit attached to engine.
Components that can be used to realize drivetrain layout concepts:

-
Gears (spur, planetary, bevel gears, etc.)

Shafts, bearings.
Standard connection methods, such as bolted connections, splines, welding, etc.
Seals, static or dynamic (rotary seals, o-rings, liquid gasket, etc)
Gear chains, oiled when internal and greased if external.
Housing and mounting constructions
With these directions in mind, several concepts have been proposed. These can be seen in appendix
B.
13
The next step is to examine how much housing parts of the engine need modification or even redesign
to realize a particular concept. Modifications include drilling mounting holes or cutting away certain
pieces for example, while redesign means that it is required to replace a given housing section with a
completely new part. Apart from that it may be possible to redesign the lowest sections of the engine
housing, with the aim to lower the engine CoG. This will be examined seperately and is discussed in
paragraph 3.8.
Table 3.1 shows the absolutely necessary changes to the engine for each concept. Section
denomination is explained below and shown in the accompanying pictures.
Table. 3.1. Modification and redesign
A
B
C
D
E
F
G
H
I
J
Requires
modification
Requires
redesign
c
b, c, d
b, c, d
b, c, d
-
a, b, c , d, e
a, b, c , d, e
a, b, c , d, e
a, b, c , d, e
a, e
a
a, e
-
b
a
Fig. 3.1. and 3.2 Denomination of the engine housing parts
a = oil pan
b = lower gearbox housing
c = upper gearbox housing
d = cylinder block
e = clutch cover
housing section line
After carefull examination of the engine / CVT construction and specifications the following design
constraints have been imposed:
-
The CVT primary pulley cannot be directly connected to the crankshaft, due to limited speed range.
The CVT primary pulleys centreline cannot be placed coincident to the clutchshafts centreline,
when placed at the gearbox side. This would cause the pulley to interfere with the crankshaft.
The clutch cannot be placed at the exhaust side of the engine, this would require a total engine
redesign and is therefore not recommendable.
When the engine is placed transversal, the CVT cannot be located next to it, due to limited width
space within the rear frame
These constraints render the following concepts infeasible: A, B, C, E, G.

Concept F has good packaging, but is regarded as an impractical solution, due to the long chain final
drive. This chain will also end up very near the left rear wheel, which will cause problems with the
14
length of the driveshafts. (both driveshaft lengths are preferably equal to each other, or close to
equal.)
Furthermore, concept H might look good at first hand, but has a bevel gear that is located at a point in
the driveline, where angular speeds are still high. So this solution is also discarded.
Concept I will very likely result in a construction that takes up too much space in longitudinal direction
(> 1m) , because engine, CVT and differential are all placed one behind another.
In addition to that, the output shaft of the CVT will have to be relocated to the other side of the CVT.
This leaves concept D and J as possible candidates, so one transversal and one longitudinal solution.
Reliability and feasibilty
Since there is no actual testing proof of the performance increase the CVT will provide, it is not
recommendable to fully integrate the CVT into the engine (though be it in a dry compartment). It will
require many parts to be redesigned, which endangers reliability and feasibility, if designed in haste.
Afterall, the car needs to be finished and tested within less then a year.
It will also pose a major setback if the performance results are not as good as expected, considering
the great amount of time, cost and effort that have to be put in a full-integration solution.
Regarding this, it has been decided to go for a bolt-on concept.
Although weight and CoG are not optimal this way, it is nonetheless assumed that overall perfomance
increase will not be affected too much because of that.
To make up for increased weight, redundant material on the CVT housing and its internals will be
removed, and lowering of the engine will further enhance the solutions characteristics.
If it turns out that the CVT gives a substantial improvement to the cars performance, a further study
can be conducted on a full integration.
In this respect, the application of the CVT must be carried out in small steps, by which it will evolve
into an optimal design.
3.7 Concept choice

From the investigation above, concept D and J have proven to be feasible solutions, which meet all
requirements.
The main two differences between these are the placement of the engine in the car, and the final
drive. Concept D can make use of the already existent chain reduction, while concept J needs a
bevel or hypoid gearpair to get the power to the rear wheels. Such a final drive is usually combined
with the differential, as is the case with most rear wheel driven cars. In appendix C pictures are shown
for both final drive types.
It must also be noted that both concepts make use of an offset gearpair between the clutch and the
CVT, to prevent the primary pulley from interfering with the crankshaft housing. This in turn gives the
practical opportunity to use the existent gearbox for this function. 5 of the 6 gearpairs can be taken out
as well as the original actuation mechanism, and with only slight modifications the necessary gearpair
is realized. This solution further enhances the overall reliability of the drivetrain.
Both options have been abstractly modelled in 3D, using Unigraphics NX5, in order to visualize the
spatial arrangment of all major components. In figures 3.3 and 3.4 these models are shown.
Position and size of the driverseat, rearframe and driveshafts have been taken over from last years
car, but their final design for the URE05 is still to be determined. It will nevertheless give a good
indication of the packaging of all components.
15
The shape of the CVT allows for a compact configuration, if the CVT is placed upright next to the
gearbox. In appendix D top, back and side views of concept D and J are shown as well.
Fig. 3.3. 3D ISO visualization of concept D
Fig. 3.4. 3D ISO visualization of concept J
16
In table 3.2 an overview is presented with important criteria, and how the two concepts differ from
each other, regarding these criteria.
It turns out that on most aspects concept D is the better solution, therefore we have chosen this
concept to be the one that will be further worked out in detail.
Concept
Comment
Packaging
Both concepts have more or less equal powertrain packaging
Weight
Bevel gear final drive type is usually more heavy than a chain type final drive
CoG
Both concepts have more or less equal powertrain CoG
Cost
Bevel gear final drive type is usually more expensive than a chain type final drive
Ratio adjustment
Chain drive allows for easy replacement of sprockets, bevel gear does not.
CVT servicability
Concept D has better CVT access for demounting
Experience
No URE experience with bevel gear final drive or ICE longitudinal placement so far
Final drive wear
Chain drives show more wear than an oiled bevel gear final drive
Exhaust cooling
Concept J has exhaust system located at right side, better airflow for cooling
Total +'s
Table 3.2. Comparison between concept D and J
To get an idea of how the actual construction of concept D will look like, a mock-up has been made.
This mock-up is depicted in figure 3.5 below.
Fig. 3.5. Mock-up of the selected solution
17
3.8 Lowering the engine

Although in previous years engine changes have been introduced in order to lower the engine location
in the race car (wet sump dry sump, purple line in fig. 3.6), it appeared that even more progress can
be accomplished, due to the application of a CVT. Since the gear selection mechanism is not needed
anymore and it is originally located in the bottom of the engine, an empty compartment is created. This
gives the opportunity to design a new lower gearbox housing, with the remaining lower engine
components placed as low to the ground as possible.
From figure 3.6 it can be immedeately seen that the clutch gear (yellow cirlce) is one of the lowest
components that absolutely needs to be retained. Futhermore, the oil gallery (green dot) beneath the
crankshaft is a vital part of the engine, that is preferably maintained at its original position.
No other parts need to be present beneath these two parts, and consequently a substantial section of
the lower gearbox housing (which is located under the blue line) can be removed.
It is chosen to define the clutch compartment as the new underside of the engine, since it has a fairly
large flat surface at the bottom (red line). Using this configuration, the original clutch housing cover will
still fit and can therefore be left intact. Another advantage of choosing this surface is that it is located
at an angle (+/- 15) with respect to last years dry sump oil pan (purple line) and will cause a rotated
placement of the engine in forward direction. This again lowers the engine CoG with respect to the
ground. Figure 3.7 shows the intended lower gearbox housing design.
Fig. 3.6. Side view of the

GSX engine.
Blue
= Gearbox section line
Yellow = Clutch gear

Green = Oil distribution gallery
Red
= Underside of clutch
compartment
Purple = Lowest surface of

URE04 engine
Fig. 3.7. Intended lower

engine housing
18
Chapter 4
Detailed design
4.1 Introduction
Now that a drivetrain layout and configuration have been chosen, the next phase can be started with.
In this detailed design phase, connection methods are determined and parts are given a shape that is
very close to ready-for-production. Reverse engineering and estimations will be used to dimension
new parts, so extensive calculations and FEM-analysis will only marginally alter the design.
During the designing process, the directions and requirements formulated in chapter 3 have still been
complied with.
4.2 Connection of the CVT to the engine

At first, the connection for transmitting power of the engine to the CVT will be examined, as well as
how the CVT will be suspended in the car.
In figure 4.1 the original input shaft of the CVT (left) and the output shaft of the engine (right) are
depicted. One way or another, these shafts have to be connected to each other, thereby restricting
relative motion between the two. Furthermore, correct sealing and shaft centering must be
guaranteed.
Several connection methods have been summed up, which can be made use of:
-
spline (radial or axial)

key slot
welding
bolted flange connection
interference fit
conical pressure fit

polygon connection
clips
loctite
Of course a combination of these methods can be applied. However, it is chosen to go for a

demountable, stiff and play-free connection.
Fig. 4.1. 2D cross-section of the CVT input shaft (left) and the engine output shaft (right)
19
As can be seen in figure 4.1. the engine output shaft protrudes quite
far out of its housing. In order to place the CVT as close to the
engine as possible (which is preferable), it is inevitable that the
engine output shaft needs to be cut off for a certain amount.
The CVT input on the contrary, is fairly small, so it leaves little room
for modification. These two facts have lead to the decision to only
modify the engine output shaft and make use of the spline and M12
fine thread that is already present on the CVT input.
The CVT input spline will be measured and copied onto the engine
shaft, presumably by EDM.
A splined connector sleeve can then be slid over the two shafts,
so torque can be transmitted. (see figure 4.3).
To fasten the CVT shaft axially to the engine, a bolt is used.
Fig. 4.2. CVT input
This bolt can be put under a high pretension of approximately
45.2 kN (8.8 quality), or 66.3 kN (10.9).
As well as shortening the engine output shaft, the 13mm hole that is already present, has to be
drilled through to let the bolt fit. When the CVT needs to be disconnected from the engine, the clutch
cover as well as the clutch have to be demounted, so the bolt cap is accessible for unscrewing.
Finally, to make sure that both shafts are correctly aligned, a center sleeve is added, which is placed
on both housing hubs. Due to this sleeve a new rotary seal had to be chosen, a standardized
62x36x7mm was found to fit good.
Two o-rings have been added as well, to make sure that the engine is completely sealed.
Fig. 4.3. 2D cross-section of the engine - CVT connection

red = Spline connector
blue = pretension bolt
green = centersleeve
purple = rotary seal / o-rings.
A preliminary calculation is done on the spline connection. This calculation is based upon DIN5480
and shows that at a input torque of 180Nm (allowable peak torque on belt) all safety factors are still
well above 2. See appendix E for this calculation. Further calculations and FEM-analysis will be done
on all parts, to ensure sufficient strength and stiffness.
20
4.3 CVT mounting

During a race, several forces are exerted on the the
CVT which must all be supported by the CVT mounts.
These forces can be divided into two major catagories,
namely g-forces caused by gravity and accelerations,
and reaction forces / torques from the engine and the
final drive.
Although a final design is still to be worked out, a simple

layout has been proposed, which is already shown in
figure 3.3. The idea is to use a plate A (see figure 4.4.)
which connects the CVT output hub to the differential
and the engine. As can be seen in figure 4.5. the
reaction forces of the chain (red), which tend to pull the
CVT secondary side backwards, are supported by plate
A. This results in a very short force loop for the chain
forces, which are considerably high.
Plate B is added to support the differential on both
sides.
Fig. 4.4. Schematic model of the CVT

suspension frame
Furthermore, the construction at C is used to fix the

upper part of the CVT to the engine, in order to restrict
rotational and transversal movement.
Fig. 4.5. Chain reaction forces supported by plate A
21
4.4
Transmission components
The gear reduction that must be present between the clutch and the CVT is easily realized by making
use of the gears that are part of the engine gearbox.
th
After an examination on reduction selection (see [5]) it became clear that the original 5 gear has the
most appropiate ratio. When using this gear pair, speeds and torques that are transmitted to the CVT
will stay beneath the allowable limits. Of course, other gearpairs can be applied as well, if necessary.
Furthermore, designing a custom gearpair with optimized ratio is also an option.
th
But for now, the 5 gearpair is taken to be incorporated in the design. It has a ratio of 1.208 (input
speed over output speed).
While normally one of the gears must be able to run freely on its shaft, both gears have to be fixed to
their respective shaft now. Axial movement must also be restricted.
th
In case of the 5 gearpair, the outgoing gear is fixed to the output shaft by means of splines, but it can
still move in axial direction. Clips and bushes are the most easy way to fully fixate this gear onto its
shaft.
The ingoing gear needs some more attention however, it originally has a splined bush in its hub, that
th
enables it to freewheel on the shaft when not selected. The dogteeth of the adjacent 4 gear are used
to lock this gear to the shaft (ingoing gear 4 is rotationally fixed to the shaft with splines).
Therefore this gear will be needed as well, it can be milled so that only a part with dogteeth and
splines is left. Again, clips and bushes are added to make sure the ingoing gear is fully fixed.
5th gear, in
Dogteeth body
Input
shaft
Clips, bushes
Output
shaft
5th gear, out
Fig. 4.6. 2D cross-section of the gear reduction design
22
4.5 Clutch actuation

Although the original clutch will be used in the new engine design, the placement of the CVT next to
the gearbox will result in significantly less available space for the clutch actuator.
This actuator normally consists of a clutch handle, a steel wire, a ball bearing spindle and 2 pushpins
inside the gearbox primary shaft.
When the wire is pulled, by means of the handle, a rotating motion of the spindle bearing is converted
into a translational movement, which in turn causes the pins to push the clutch plate package open.
It is this spindle bearing that cannot be fitted between the CVT and engine anymore, so a substitution
must be found.
Several options can be thought of, for instance the push-type of actuation can be transformed into a
pull-type one, commonly seen on Yamaha motorbikes. This will require a redesign of the clutch cover
housing and clutch pressure drum.
Other, less drastic, possibilities, are a flat lever design to push the pin, or hydraulic actuation.
In general, the main goal is to design a system which takes up no more than 30mm of axial space
between the CVT housing and the engine gearbox.
A complete description of that is not dealt with in this report, but nevertheless a brief solution is
proposed, namely a hydraulic version.
Advantages of hydraulics are the compactness, reliability and low complexity of the parts to be
manufactured.
In figures 4.7 and 4.8 an example is given of a hydraulic actuation, applied on a Formula Student race
car of 2008. Next to that, a cross section is given of a simple design layout, applicable on the current
engine / cvt design. 3D views can be found in appendix F.
Fig. 4.7. Picture of hydraulic actuation handle on steering wheel
Fig. 4.8. Picture of hydraulic

actuation cylinder,
mounted onto engine
Fig. 4.9. 2D cross-section of

hydraulic actuation
cylinder design proposal.
23
4.6
The design in 2D
In this paragraph the reader is presented an overview of the design, using a 2D cross-section of the
engine and the CVT. In this figure the complete transmission, from crankshaft gear to CVT output can
be seen. Especially components that are new have been depicted in detail. Other components that will
not be modified, such as the clutch, are shown with less accuracy.
Furthermore a legend is added, in order to indicate the various component groups.
Housing
Bolts / nut
Gearbox shafts
Spline connector
CVT internals
Center sleeve
Gears
Clutch
Bearings
Clutch actuation
Sealing
Clutch actuation piston
Clips / bushes
Fig. 4.10. 2D Cross-section of the engine / CVT design
24
4.7 Lubrication system

Since a large part of the lubrication system is situated in the lower gearbox housing, it is essential to
make sure that every function of it is maintained when designing a new housing.
In appendix G a comprehensive overview is shown of the standard engine lubrication system, as well
as the modified dry sump system of 2008.
The main differences of the dry sump system, in comparison to the wet symp, are coloured in blue.
Furthermore, the dashed outline indicates the different parts and oil lines that are present at (or in) the
URE04 lower gearbox housing.
After a couple of modifications, the dry sump system of the URE04 race car has proven to work well,
and therefore this system will largely be copied into the new gearbox housing design, as far as
components are concerned.
However, some components, like the oil filter / cooler assembly, will have to be replaced to another
location. Several options have been looked at. It turned out that this assembly could best be placed at
the crankcase de-aeration unit, which will not be used in the car. This location can be seen in figure 3.5
Oil lining will also be reconfigured, with the aim to have as few oil tubes outside the engine as
possible. Also, oil lining length will be kept to a minimum.
A part of the oil lining is integrated into the standard lower gearbox housing, these features on the new
housing will be maintained as much as possible, or even further optimized.
With the new lower gearbox housing design in mind, the scavenge pump can also be relocated into
the interior of the engine; there is more space available due to the removal of the gear selection
mechanism.
All these measures together have lead to a simple and compact oil lubrication system.
This assembly is depicted in figure 4.11.
Filter
Water inlet
Water outlet
Cooler
Cover
To filter / cooler
Scavenging pump
To swirlpot
From swirlpot
To main gallery
Pressure pump
Oil pressure regulator

Dry sump
Scavenging pipes
Pump drive gear
Fig. 4.11. 3D model of the lubrication system components that will be located in the lower engine block.
25
4.8 Lower gearbox housing

One of the most extensive parts that are to be designed is the new lower gearbox housing.
Although the underside of the original housing will be left out, the remainder of the part will still have a
complex shape with many details.
The following features will be incorporated into the design:
a.
b.
c.
d.
e.
f.
g.
h.
i.
Packing surface for fitting of upper gearbox housing

Packing surface for fitting of clutch cover
Bearing hubs
Main oil gallery and other distribution lines
Hub for oil pump assembly
(Threaded) Holes for bolts, dowel pins and oil tube connectors
Reinforcement ribs
Surfaces for guiding oil to scavenge pipes.
Mounting supports for engine suspension
Production method
A subject of long debate has been wether the housing is going to be manufactured by casting or
milling. Both methods have their advantages and drawbacks:
Freedom of form design

Aluminium alloy strength
Wall thickness accuracy
Risk of production imperfections
Cost
Casting
+
o
Milling
+
+
+
o
Table 4.1. Comparison between

casting and milling
production method
As can be seen milling is regarded as a more safe production method, especially when it comes to
single piece production.
On the contrary, the fact that milling has far less freedom in design form implies that the housing will
probably consist of several pieces, which will have to be bolted together for instance.
Furthermore URE is eager to have more experience with product casting, as it can be applied to a
whole range of other racing parts (uprights for example). Once a good connection has been
established with a prototype casting specialist (including sponsorship), URE has gained a very
valuable resource. Several casting specialist have been addressed already and one of them has
accepted to produce the first products for URE.
Concerning this, the new housing will be designed as a casting part.
Of course another milling version can be designed as well, but that is out of the scope of this report.
2D measurement and modeling
The first step in the design was to measure the hole
patterns of the 2 packing surfaces, as well as the
location and diameter of the bearing hubs.
These data have been imported into a 2D graphical
application, and together with an overlay of high
quality pictures the surfaces have been drawn in
digital format.
Fig. 4.12. A view of the packing
surface, halfway through
the 2D design stage.
26
3D modeling
The next step was to import the 2D data into a 3D modeler. In this program the packing surfaces could
be extruded into bodies with volume.
From this point on the rest of the housing has been designed, making use of reverse engineering of
the original housing shape.
Wall thickness has been kept in the range of 4 to 5.5 mm, however near bearing hubs more material
thickness was allowed. The end result is shown in figure 4.13. In appendix H more views are depicted.
Fig. 4.13. A full 3D view of the new lower gearbox housing. In the front part the main oil gallery can be seen, behind that are
the gear reduction compartment (right) and the clutch compartment (left).
Special attention has gone to making sure

that most of the oil will flow towards the
gear reduction compartment. The clutch
compartment has been semi-closed of by
housing walls, and oil that does end up
there, will be carried off by the large clutch
gear (see figure 4.14.).
Although in figure 4.13 the final product is
shown, an intermediate 3D model will
have to be made, before it can be cast.
This model will have extra material on it,
primarily for letting the liquid aluminium
flow into the mold (supply tubes), and as
surplus material that will be removed when
finishing the product in a CNC-machine.
Clutch
compartment
Fig. 4.14. Any excess of oil in the clutch compartment will be

transported to the main compartment by the clutch gear
27
4.9 The design in 3D

As a final result, the total assembly is presented, using 3D images.
Fig. 4.15.
View at the back of the
lower gearbox housing.
The gearbox housing is
made semi-transparent,
in order to show the
location of the oil pump
assembly.
As can be seen, the
pipes for transferring oil
to and from the swirlpot
protrude through the
gearbox housing.
The blue disc
represents the part of
the CVT housing, to
which the engine is
coupled.
Fig. 4.16. In this figure a section-view through the gear reduction is shown.
28
Chapter 5
Conclusions
In this chapter the project is concluded; first an overall conclusion is given in paragraph 5.1 and
secondly recommendations are presented in paragraph 5.2.
5.1 Conclusions
The aim of this project was to examine how the new SECVT could best be fitted into the driveline of
the URE05 race car and what modifications were needed to the engine to accomplish that.
Many aspects were involved in this problem, like driveline centre of gravity, weight, reliability and
conservation of all necessary functions.
After having looked at several options, which include CVT integration into the engine as well as
longitudinal placement of the engine, the transversal bolt-on concept (D) was considered the best
choice. Some properties of this concept are:
+
+
+
-
Reliable construction for testing and racing.

Feasible design and manufacturing within a few months.
Good and quick access to CVT for disassembly, maintenance or inspection.
Higher weight and CoG, in comparison to a full integrated solution, more spacious as well.
To counter the fairly high weight and low compactness of the selected solution, a new lower gearbox
housing has been designed that is more adapted to the use of a CVT.
Redundant transmission components are left out and a more flat underside is applied, which enables
the engine to be placed as low to the ground as possible.
This new lower gearbox housing is designed as a casting part.
The design is currently further elaborated. Components are worked out to the last detail, with the help
of calculations and FEM analysis. After that technical drawings will be made, so the design can be
realized.
5.2 Recommendations
Regarding the project the following aspects are advised to carry out:
-
Perform a complete cost-analysis on the chosen concept.

Perform a risk-analysis; identify possible weak spots in the total design. What worst-case
scenarios are there during operation for instance? Have things been overlooked?
The 3D housing design needs a thorough investigation on correct dimensioning, wall thickness,
castability, oil circuit diameters, etc.
Once corrected, the 3D housing design can be modelled again, starting with a new file. This will
improve the program structure of the 3D model considerably, as well as file size. The main
advantages are:
(1) better manageability in large 3D assemblies and
(2) a more understandable model structure, for people who have not been involved yet, but who
need to work with it in later stages of the project.
The existing lower gearbox housing can be used as well, for testing of the CVT on the test rig. It
is strongly recommended to perform initial performance and durability tests using this setup,
before actually giving green light to the production of the new designed casting part. Therefore,
shaft connection components and the mounting construction should have production priority.
If the CVT drivetrain shows good results and adds to a more competitive race car, the whole
concept can be taken to a higher level. This involves a complete new powertrain, with lower fuel
consumption, lower weight and better adjustment of all components to each other.
29
Bibliography
[1] Fundamentals of machine elements
o
Bernard J. Hamrock
Bo jacobson
Steven R. Schmid
Publisher: The McGraw-Hill Companies, Inc. / 1999
ISBN 0-256-19069-0
[2] Roloff / Matek, Machineonderdelen ( + Tabellenboek)

o
Wilhelm Matek
Publisher / date: Acedemic Service, Schoonhoven / 2000
ISBN 90-395-1422-4
[3] Suzuki AN650 Service Manual

o
Suzuki Motor Corporation 2002

Nr. 99500-36110-01E
[4] Suzuki GSX-R600 Service Manual

o
Suzuki Motor Corporation 2000

Nr. 99500-35081-01E
[5] Design of a high performance drivetrain for the URE05

o
H.M.A. Smetsers
Masters thesis
Publisher / date: Not published yet
[6] Haalbaarheid van een CVT in een Formula Studentauto

o
M.H.L.M. v.d. Tillaart

date: april 2004
[7] Implementation of a Suzuki CVT in a in a Formula Student race car

o
B.B.F.M. Kuijpers
Bachelor end project
date: October 2008
30
Modification of a Formula Student race car engine,

for addition of a Continuously Variable Transmission
APPENDIX
L. Marquenie
AES 2008.135
Master Traineeship
Coach:
Supervisor:
Dr. Ir. P.C.J.N. Rosielle

Prof.dr.ir. M. Steinbuch
Institute:
Technical University of Eindhoven

Department of Mechanical Engineering
Section Automotive Engineering Science
Period:
Summer 2008
Contents
APPENDIX A
- Specifications sheet URE05....................................................................................3
APPENDIX B
- Layout options (top view).........................................................................................5
APPENDIX C
- Pictures of final drive types......................................................................................8
APPENDIX D.1 - Concept D packaging visualization (side, top and rear view)..................................9
APPENDIX D.2 - Concept J packaging visualization (side, top and rear view).................................10
APPENDIX E
- DIN5480 Calculation of Engine-CVT connector sleeve (dutch).............................11
APPENDIX F
- Clutch actuation design in 3D...............................................................................13
APPENDIX G.1 - Engine Lubrication : standard wet sump scheme..................................................14

APPENDIX G.4 - Engine Lubrication : Modified dry sump scheme...................................................17
APPENDIX H
- Various views of the lower gearbox housing design..............................................18
APPENDIX A - Specifications sheet URE05

Vehicle specifications
Vehicle type
Formula Student single-seater race car
Vehicle design weight
200 kg
Chassis front
Multishell Carbonfibre monocoque
Chassis rear
Steel tubular spaceframe
Overall dimensions [L x W x H]
2820 x 1334 x 975 mm
Trackwidth
1125 mm
Wheelbase
1600 mm
Suspension
Full multilink system
Rims
Custom 13" carbon fibre rims
Tyre type
Custom Hoosier or Goodyear
Rdyn
250 mm
Performance
Acceleration 0-100 km/h
3.5 s.
Top speed
adjustable 120 - 150 km/h
Engine specifications
Type
4-cil. 16V DOHC
Displacement
599 cc
Inlet restriction diameter
20mm
Bore x stroke
67 mm x 42.5 mm
Compression ratio
12.2:1
Max. power output
65 kW @ 12.000 rpm
Max. torque
62 Nm @ 8.000 rpm
Max. rpm
13.500
Min. rpm
3.000
Lubrication system
Student designed dry sump system
Injection
Student designed Motec M-400
Clutch
9 plate wet clutch, pushpin actuation
Gearbox transmission ratios

Primary reduction
1.927 (79:41)
st
2.785 (39:14)
nd
2.000 (32:16)
rd
1.600 (32:20)
th
1.363 (30:22)
th
1.208 (29:24)
th
1.086 (25:23)
Ratio coverage
2.56
Gear teeth type
Straight, involute
1
2
3
4
5
Final drive
Type
Chain reduction
Ratio
3.82 (42:11)
Differential
Limited slip
SECVT specifications
Type
Dry hybrid belt variator
Actuation
Servo electronic with 1:90.8 gear stage
RLOW
1.8
ROD
0.465
Ratio Coverage
3.87
Centreline distance
148.5 mm
Weight
25 kg
Est. weight after optimization
20 kg
Max input speed (standard)
7000 rpm
Max input torque (standard)
74 Nm
Max input torque (Contitech belt)
130 Nm
Max torque peak (Contitech belt)
180 Nm @ Rmid
APPENDIX B - Layout options (top view)
Concept A CVT directly on clutch

output, intermediate gear (red) within
primary reduction for direction reversal
and extra offset between primary pulley
and crankshaft
Concept C Engine reversed,

Transmission relocated to exhaust side.
Gear chain between clutch and CVT for
creating distance between CVT and
crankshaft.
F = Forward
Concept B Engine reversed,

Transmission relocated to exhaust side
of engine. Intermediate gear within
primary reduction for direction reversal
and extra offset between primary pulley
and crankshaft. Planetary gear for
reversal of direction.
Concept D Spur gear pair between

clutch and CVT for creating distance
between CVT and crankshaft.
B = Backward
Concept F Engine reversed, CVT

between seat and engine, gear chain
between clutch and CVT for creating
distance. Long chain for transferring
power to wheels
Concept E Engine reversed, CVT

directly on clutch output. Transmission
relocated to exhaust side of engine
Concept G Engine reversed, CVT

connected directly onto clutch and
located next to crankshaft.
F = Forward
B = Backward
R = Right
Concept H Engine placed longitudinal,

bevel gear between clutch and CVT for
90 degree turn of shaft rotation.
L = Left
Concept I Engine placed longitudinal,

CVT located next to crankshaft, bevel
gear incorporated in differential
F = Forward
B = Backward
R = Right
Concept J Engine placed longitudinal,

spur gear pair between clutch and CVT
for offset. Long shaft over transmission
to combined bevel gear / differential.
L = Left
APPENDIX C - Pictures of final drive types
Bevel gear final drive
Chain reduction final drive
APPENDIX D.1 - Concept D packaging visualization (side, top and rear view)
APPENDIX D.2 - Concept J packaging visualization (side, top and rear view)
10
APPENDIX E - DIN5480 Calculation of Engine-CVT connector sleeve (dutch)
Splines Engine_CVT connector

Statische berekening piekbel.
DIN 5480
As
Naaf
keuze
aflezen
benaderd
berekend
Splinegegevens
z (-)
24
m (mm)
24
aantal tanden
modulus
alpha (gr)
30
drukhoek
10
dragende splinebreedte
x*m (mm)
0,1
0,1
h_aP (-)
0,45
0,45
kophoogtefactor
h_fP (-)
0,55
0,55
voethoogtefactor
d (mm)
24
24
25,1
23,3
kopcirkel
d_f (mm)
23,1
25,3
voetcirkel
d_b (mm)
20,7846
20,8
basiscirkel (=d*cos(alpha))
d_a (mm)
sp_kop (mm)
0,1
h (mm)
s_voet (mm)
0,68
profielverschuiving (as)
steekcirkel (=m*z)
kopspeling (=d_f2-d_a1 of d_a2-d_f1)

dragende tandhoogte (=(m-sp_kop)/cos(alpha))
2,0944
Asgegevens
d_gat (mm)
13
I_p (mm^4)
29768,1
c (mm)
W_w (mm^3)
asgat
polair opp.traagheidsmoment (=pi/32*(d^4-d_gat^4))
12,55
maximale vezelafstand (=d_a/2)
2371,96
weerstand tegen torsie (=I_p/c)
Belasting
T_w (Nm)
180
torsiemoment t.h.v. spline (piekbelasting)
k (-)
0,75
verrekening percentage van tanden in ingrijping (zie [DUB])
F_t (kN)
0,83
omtrekskracht per ingrijping (=2*T_w/d/z/k)
R_e (N/mm^2)
785
rekgrens materiaal
k_2 (-)
0,58
verrekening toelaatbare materiaalspanning voor torsie
tau_w_toel (N/mm^2)
455
toelaatbare torsiespanning (=R_e*K_2)
Materiaal
v_v (-)
p_toel (N/mm^2)
3
262
verrekening type belasting (zie tab. 12-1b [Roloff / Matek])

toelaatbare vlaktedruk (=R_e/v_v)
11
Berekende torsiespanning
tau_w0 (N/mm^2)
75,8867
nominale torsiespanning (=T_w/W_w)
S_w (-)
5,99973
veiligheidsfactor (=tau_w_toel/tau_w0)
sigma_voet (N/mm^2)
56,9932
nominale voetspanning (=6*T_w*m/d/z/k/b/s_voet^2)
S_s (-)
6,88679
veiligheidsfactor
Berekende voetspanning
Berekende vlaktedruk
p_0 (N/mm^2)
123
nominale vlaktedruk (=F_N/h/b)
S_p (-)
2,14
veiligheidsfactor (p_toel/p_0)
12
APPENDIX F - Clutch actuation design in 3D
13
APPENDIX G.1 - Engine Lubrication : standard wet sump scheme
14
APPENDIX G.2 - Engine Lubrication : standard wet sump technical drawing
15
APPENDIX G.3 - Lubrication system : standard wet sump technical drawing
16
APPENDIX G.4 - Engine Lubrication : Modified dry sump scheme
17
APPENDIX H - Various views of the lower gearbox housing design
18
19
20

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Modification of a Formula Student race car engine,

for addition of a Continuously Variable Transmission

Dr. Ir. P.C.J.N. Rosielle

Technical University of Eindhoven

Traineeship Loek Marquenie

University Racing Eindhoven

Traineeship Loek Marquenie

University Racing Eindhoven

Traineeship Loek Marquenie

University Racing Eindhoven

About University Racing Eindhoven.......6

Project assignment (in brief)....6

Method of approach and project planning.........7

Race car overview.....8

The engine and drivetrain........9

Continuously Variable Transmission....11

Lowering the engine....18

Connection of the CVT to the engine..............19

The design in 2D................24

Lower gearbox housing......26

The design in 3D..28

Traineeship Loek Marquenie

University Racing Eindhoven

- Specifications sheet URE05....................................................................................3

- Layout options (top view).........................................................................................5

- Pictures of final drive types......................................................................................8

- DIN5480 Calculation of Engine-CVT connector sleeve (dutch).............................11

- Clutch actuation design in 3D...............................................................................13

APPENDIX G.1 - Engine Lubrication : standard wet sump scheme..................................................14

- Various views of the lower gearbox housing design..............................................18

Traineeship Loek Marquenie

University Racing Eindhoven

1.1 About University Racing Eindhoven

1.2 Project assignment (in brief)

Traineeship Loek Marquenie

University Racing Eindhoven

1.3 Assignment description

1.4 Method of approach and project planning

Traineeship Loek Marquenie

University Racing Eindhoven

2.1 Racecar overview

Fig. 2.1. 3D model of the URE05 race car

Traineeship Loek Marquenie

University Racing Eindhoven

2.2 The engine and drivetrain

Schematic presentation of the URE04 drivetrain

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University Racing Eindhoven

Lower engine block functions

Generating rotational power

Table. 2.1. Summary of the lower engine block functions

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University Racing Eindhoven

2.3 Continuous Variable Transmission

Fig. 2.5. Cross-sected 3D model of the

Fig. 2.6. The ContiTech Hybrid Ring

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University Racing Eindhoven

The design needs to be feasible and reliable.

3.3 Designing directions

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University Racing Eindhoven

3.5 Production methods