POWERTRAIN

DESIGN OBJECTIVES:
1) To design a drive-train which delivers desired
torque.
2) To design a drive-train layout which minimizes the
engine setting height for a lower centre of gravity.
3) To design a drive-train sub-frame which supports
and isolates the drive-train assembly from the roll-
cage, reducing vibrations transmitted to the roll-
cage.
4) To design a sealed CVT guard for covering the CVTs.

DRIVE-TRAIN DESIGN (LONGITUDNAL VEHICLE

DYNAMICS)
 Minimum torque requirement = 406 N-m
 Engagement RPM = 2600 RPM
 Torque supplied by engine at engagement = 18.5 N-
m
 CVT reduction ratio at engagement = 3:1
 Required reduction ratio for meeting minimum
torque requirement = 25.8
 Minimum reduction ratio of gearbox for meeting
minimum torque requirement = 8.6
 Minimum speed requirement at 1:1 CVT shift = 40
km/h
 Tuned CVT shift speed = 3300 RPM = 345.4 rad/s
 Required vehicle speed = 35.9 rad/s
 Maximum reduction ratio of gearbox for satisfactory
speed = 9.621

Constant power curve

  Optimal reduction ratio of gearbox for maximum
speed and grade-ability = 9.2
 Designed reduction value of gearbox = 9.1677
 Design acceleration = 0.54g

ENGINE MOUNT DESIGN SELECTION

ITERATION
1:
SANDWICH
ITERATION
2

ITERATION
3 : SUB-
FRAME
(MACHINED
AND
WELDED)

Sub-frame was chosen to be the mount type for the

entire drive-train as it offers the following advantages :
1) The entire drive-train assembly is decoupled/isolated
from the roll-cage.
2) The design becomes fool-proof in terms of the CVT
centre to centre distance as the possibility of
manufacturing errors is minimized if precise
manufacturing techniques are used.
3) The engine and the gearbox can be mounted on the
sub-frame, and the sub-frame can be equipped with
isolators and bolted to the roll-cage. Hence, if any flex
occurs on the rubber the CVT centre to centre distance
remains unaltered and hence, the performance is
unaffected.
4) Forces generated by the engine and the gearbox can
be damped enough that they will not disturb the
driver.
5) The drive-train becomes a sub-assembly and various
DAQ and testing operations can be carried out even
when the sub-assembly is not on the vehicle.

 Material chosen for the sub-frame = AL 6061-T6;

best for suited application considering costs,
weight and market availability.
 DRIVETRAIN LAYOUT SELECTION

ITERATION 1 :  21 %
VERTICAL reduction in
GEARS IN engine setting
GEARBOX height
compared to
last year.
 Possibility of
gear
“churning”
due to gear
oil.
ITERATION 2 :  44.71 %
HORIZONTAL reduction in
GEARS IN engine setting
GEARBOX height
compared to
last year.
 More scope of
engine height
reduction.
  56 %
ITERATION 3 : reduction in
SETTING OF engine setting
GEARBOX height
INPUTSHAFT compared to
AT A HEIGHT last year.
 Optimal drive-
train layout.

GEARBOX DESIGN
1) Gears design : From longitudinal vehicle dynamics
calculations, gear configuration for the desired
reduction ratio was obtained as :
Gear Number of teeth
Input shaft pinion 18
Intermediate shaft wheel 54
Intermediate shaft pinion 18
Output shaft wheel 55

 Selected pressure angle = 20 degrees.

 Calculated module on the basis of beam strength =
2.26 mm
 Selected standard module = 2.5 mm
  Obtained factor of safety against pitting = 3.26
 Obtained factor of safety under beam treatment of
gear teeth = 1.6
FEM Analysis of gears yielded satisfactory
performance and hence gear design was finalized.
2) Casing design : A casing for the gears, their shafts and
their bearings was designed on the basis of the drive-
train gears/shafts layout with appropriate FEA.
 Casing material selected = AL 6061-T6
 Machining process selected = CNC machining
SHAFT DESIGN
● Selected shaft material = AISI 8620.
● Calculated diameter of input shaft = 21.57 mm for a
FOS of 1.5.
● Calculated diameter of the intermediate shaft =
24.11 mm for a FOS of 1.5.
● Calculated diameters of output shafts for a FOS of
1.75 :
o Inner diameter = 16.3 mm
o Outer diameter = 34.5 mm
SUBFRAME ANALYSIS
The sub-frame will be subjected to the following inertial
loads :
1) Engine and gearbox inertia while accelerating.
2) Engine and gearbox inertia while de-accelerating.
3) Engine and gearbox inertia when vehicle takes a
turn.
4) Bump forces of engine and gearbox.
5) Harmonic forcing by the engine due to primary and
secondary imbalances at maximum frequencies of 64
Hz and 128 Hz.
ASSMUPTIONS :
● The static forces due to belt tension of CVT were
neglected.
● Entire sub-frame is heat affected by welding i.e the
strength of the sub-frame has dropped to 165 MPa
from 310 MPa.
Analysis case Minimum Maximum Maximum stress
FOS stress on on bolts (MPa)
sub-
frame
(MPa)
Acceleration 11 8.7715 12.43
Deceleration 10.18 10.315 26.89
Left turn at 1.7868 58.764 181.28
maximum speed
Right turn at 1.7347 60.528 166.42
maximum speed
Bump 3.6977 28.396 9.2677

Modal analysis :
Modal analysis of the sub-frame gives
the first natural frequency as 488.26 Hz,
which is far from 64 Hz. Hence the sub-
frame does not resonate with the engine during the
operation cycle.
Fatigue analysis :
The sub-frame is subjected to the periodic primary and
secondary unbalanced forces of the single cylinder Briggs
and Stratton engine. The secondary unbalance and
counterweights weight is neglected.
● The mass of the reciprocating parts was measured to
be 390 grams = 0.39 kg.
● Crank radius was measured to be approximately 2.5
cm = 0.025 cm
● The cylinder is aligned at 30 degrees with the
horizontal.
● Total primary unbalance at maximum RPM of 3800 =
m*r*ɯ2*sin (30) = 771.96 N
● Stress induced in the mount due to this unbalance
force plus the engine weight= 34.012 MPa
 ● Endurance limit for Aluminum 6061-T6 is 96.5 MPa,
and is not exceeded in any analysis conditions.
Hence the design is safe and was selected.
SUBFRAME MANUFACTURING AND WELDING :
● Machining process employed = Water Jet cutting :
economical, fairly accurate and precise machining.
● Welding process employed = TIG Welding with AC.
● Possible filler alternatives = ER4043, ER5356.
● Selected filler = ER4043.
VIBRATION ISOLATOR MATERIAL SELECTION
● 2 items with which isolation/damping can be
achieved : Commercial/OEM anti-vibration mounts
or rubber/rubber compounds.
● Commercial OEM anti-vibration mounts are
designed for commercial passenger vehicles, not for
off-road applications; use of such isolators presents
a risk of mount failure
● Commercial mounts available do not possess the
desired thread length and are expensive.
● Hence rubber was selected as the material for
vibration isolation.
● Several rubbers : 3 of them: Butyl Rubber, Natural
Rubber and Poly-Acrylic rubber suitable for vibration
damping.
● Natural rubber is the least expensive option and is
also explicitly used for making anti-vibration mounts.
● Hence, natural rubber was selected as the isolation
material. A sheet of natural rubber was purchased,
and circular cut-outs were placed below the sub-
frame bolt holes.
CVT GUARD DESIGN
● Selected material = 3 mm Aluminum 6061-T6
● Sealing = completely sealed CVT guard to prevent
any mud/debris entry.
● Manufactured using water jet cutting, bent and
welded together in place with ER4043 filler.