International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056

Volume: 07 Issue: 05 | May 2020 www.irjet.net p-ISSN: 2395-0072

Design of Efficient and Optimised Drivetrain Assembly

Siddhesh Pawar1, Subodh Potdar2, Omkar Bhor3, Atharva Gunjal4
1,2,3,4Department of Mechanical Engineering, MGM College of Engineering and Technology, Kamothe.
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Abstract - In the automobiles industry, it is essential to 4. Differential Carrier Brackets - These are mounts for
holding differential and shafts.
design drive train with more fuel efficiency, fewer losses and
reliability, and compact design. This article deals with the 5. Half Shafts: - Half shafts are power transmission shafts
design of efficient and weight-optimised drivetrain design used to transmit power from the differential to the wheels.
for Formula Student vehicle considering various parameters 2. OBJECTIVE
affecting it.
1. To find the final drive ratio for maximum fuel efficiency
Key Words: – 2. Reduce maximum possible mass from the drivetrain
assembly to reduce inertia losses and enhance the
Drive Train, Efficiency, Optimisation, Final Drive Ratio, performance.
Sprocket, Differential, Differential, Brackets, shaft, Turn
Buckle. 3. SELECTION OF FINAL DRIVE RATIO

What is Final Drive Ratio?

1. INTRODUCTION
In chain driven system the final drive ratio is the ratio of
What is Drivetrain? teeth on driven sprocket to the driving sprocket.
Vehicle dynamics simulation carried on Optimum Lap
The drivetrain system transmits power from the engine to
software gave the final drive ratio. It is a lap time
wheels and all necessary components between them. The estimation tool that utilizes a basic quasi-SteadyState
different types of power train are; vehicle model. (The vehicle is allowed to accelerate in a
corner until it reaches its maximum allowed corner speed.
1. Chain Drive - Power transmitted via chain from driving Similarly, the vehicle is allowed to decelerate in a corner
sprocket to driven sprocket. The chain drive is the as well).
cheapest type of drive train. Eventually, it requires time to
Optimum Lap rapidly analyze the characteristics of a
time maintenance. There is less power loss as compared to vehicle on a given track. The input parameters are
belt drive. selected by the engine/transmission specification and the
2. Belt Drive - Belt is used to transmit power from driving set of wheels used in the car.
pulley to driven pulley. A belt drive is smooth with fewer
The engine's behavior determines the input parameters
jerks as compared to chain drive. The belt drive is for the powertrain under the different rotational speeds,
expensive and has considerable power loss. the torque values of torque are selected by torque vs. rpm
3. Shaft Drive - The shaft that's connected to the gearbox graph of KTM Duke 390 engine with stock ECU.
output via a universal joint, which is essentially a coupling
that facilitates the transmission of rotary power at any
3.1 Simulation Result
selected angle. It is the most expensive type of drive train For simulation result we selected 3D batch chart where we
with negligible power loss. can find optimum lap time and fuel efficiency at different
final drive ratio and longitudinal coefficient of friction as
Considering cost, power losses & ease to assemble chain- the coefficient of static friction depends on tread design
driven drivetrain was analyzed. and compound, tire construction, inflation pressure, road
surface, tire load, and temperature.
1.1The components of the chain-driven drivetrain are: As Fuel consumption is related to combined effect of
1. Driving Sprocket - Located at the output shaft of the transmission ratios and final drive ratio but we have 6-
engine. Used to transmit power from engine to driven speed transmission of KTM we have to find most efficient
sprocket. final drive ratio over track by using optimum lap.
2. Driven Sprocket - Connected with the driving sprocket
via a chain. Used to transmit power to the shaft. By graphs provided Figure 1 Lap time vs Final drive
ratio& Figure 2 by the optimum lap of fuel consumption
3. Differential - Used to transmit power, and it can rotate
wheels at different speeds to prevent understeer, and lap speed and comparing results of other parameters
oversteer, and slipping at corners. like lap speed acceleration we selected 3.42 as final drive
ratio.

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KTM 520X1R chain which has 15.875 mm pitch and

breaking load nearly 36.3KN.
Table 1- Dimensions and the breaking load of the roller chain

Figure 1 Lap time vs Final drive ratio

5. SPROCKET DIAMETER CALCULATION

The work of the sprocket is to transfer the torque of the

engine to both half shafts connected to wheels. Sprocket is
driven by pinion with the help of a chain wound on
the sprocket.
The formula for finding the diameter of the sprocket is

D = P x cosec (180/t2)

Where P is chain pitch which is wound on sprocket and t is

the number of teeth on the sprocket.

The formula for finding the number of teeth of the

sprocket is

N1 / N2 = t2 / t1

Where N1 / N2 is the final drive ratio and t1 is the number

of teeth on pinion and t2 is the number of t1 is the number
of teeth on the sprocket.
4. 4. SELECTION OF POWER TRANSMITTING
CHAIN We know the value of the final drive ratio (3.42) and the
Gears, chains, or belts can transmit the power of the number of teeth on the pinion i.e. The pinion sprocket
engine to the shafts. Yet, the chain is more suitable than (driving sprocket) which has the number of teeth is 14.
the belt system by considering the variation in speed and
load. The gear assembly is not as economical as the engine Therefore, we get the number of teeth on driven sprocket
and shaft assembly are not too close to each other; t2 = 48
therefore, we selected a roller chain drive system. Chain
tension is continuously acting on the chain, which leads to We also know the value of chain pitch which is P= 15.875
the formation of fatigue on-chain; this causes the chain mm hence we can obtain the value of the diameter of the
breakage. Considering factors in Table 1, we selected the sprocket is 242 mm.

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Figure 2-final drive ratio vs Fuel consumption
 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 07 Issue: 05 | May 2020 www.irjet.net p-ISSN: 2395-0072

6. Maximum chain tension=maximum torque on F=Tk-T(k+1) N

sprocket / radius of sprocket The chain is making -19.860 angle from the negative X-
axis due to this back tension is getting split into X and Z
Maximum torque on sprocket=Maximum Engine Torque components and a number of the tooth increases the chain
*Combined Gear ratio*Final drive ratio angle is also increased by angle spacing between each
tooth around the chain which is 2 β.
=34*7.07*3.42
7. DESIGN OF SPROCKET
=822 Nm

Therefor maximum chain tension= According to the selected final drive ratio (i.e., 3.4), the
number of teeth of the driving sprocket is 14, and
822/0.121 similarly, the driven sprocket has 48 teeth. The thickness
=6.7 KN of the sprocket is 6.35mm, about the 520 chains used. The
sprocket has been designed on CATIA, considering the
8. Sprocket Teeth Back Tension holes on the differential for mounting. After designing, the
sprocket analyzed on Ansys concerning the back tensions
The back tension generated due to wrapping the chain calculated for each tooth gave maximum stress
around the sprocket is responsible for the deformation of concentration regions, where removal of a considerable
the sprocket. amount of material for weight reduction was possible. EN8
Tk = T0 x (sin (θ)/sin (θ+2 β)) ^k-1 (AISI 1040) medium carbon steel material was finalized
for the sprocket considering its mechanical properties.
Where,
Table 3-Mechanical properties of EN8 (unalloyed medium carbon
Tk = Tooth back tension at teeth k steel)
T0 = Chain tension = 6.7 x 10 ^3 N

N = Number of teeth = 48 Max Stress 700-775 N/mm2

2 β = 360/N = 7.5
Yield stress 385 N/mm2

Tooth Back Force on X– Z–

Number Tension tooth com com Max Elongation 16 % min
(k) (Tk) = (N) (N)
(Tk -T(k+1))
Hardness 201-255 Brinell

1 6700 2200 1970 - 960

2 4500 1410 1327 - 444
3 3090 990 980 - 190
4 2100 670 668 40
5 1430 456 454 31
6 974 307 300 61
7 667 197 186 64
Table 2 Forces on respective tooth

K = Number of engaged teeth = ((wrap angle x N)/360) We

calculate the value of Back Tension up to 7 teeth, as
tension becomes very less after 7TH teeth.

Figure 3-Design of sprocket without weight reduction

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 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
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The initial weight of the sprocket was 2370grams. The

material is removed from the low-stress concentration
areas after sprocket weight is 1106 grams; the FEA of
sprocket (without weight reduction) Figure 5. We
successfully reduced 1264grams of weight.

Sprocket is flame hardened(quenched) for better tensile

strength

7. ANALYSIS OF SPROCKET -

Analysis type - Static Structural

Material - EN8 (unalloyed medium carbon steel)

Meshing - Multizone – quad/tri Meshing

1. Fine relevance Centre

2. High Smoothing
3. Fine Span center
4. Element size - 4mm Figure 5- Max Von mises stress (without weight reduction)

Boundary Conditions -

The sprocket has fixed support at the mountings of the

differential. And the components (X &Z component) of
force (back tension) were applied on the first 7 teeth.

Figure 6- Max Von mises stress (with weight reduction)

8. THE DIAMETER OF HALF SHAFT

CALCULATIONS
The shaft transmits the rotational motion from driven
sprocket to the wheels of the vehicle. For transmitting the
torque from the engine shaft. It must sustain under peak
stress concentration and maximum bending moment due
to weight; therefore, the diameter of half shaft is
Figure 4- Boundary Conditions calculated by distortion energy theory with combined
bending and twisting moment. FS (Factor of safety) is
Result: - taken as 2 considering various loading factors.

1.Max Von mises stress =129.02 Mpa (with weight We know,

reduction)

2.Factor of safety=3.68

Since the yield strength of unalloyed medium carbon steel

(EN8) (385MPa) is greater than the maximum von misses
stress (129.02 Mpa) the design is confirmed as safe.

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 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
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Where M is maximum bending moment and T is maximum Meshing - Multi zone Quad/Tri Meshing type with
twisting moment. For axle material we selected the EN24
1. Fine Relevance Centre
which has
2. High Smoothing
3. Fine Span Centre
M=352 Nm,
4. Element Size - 4mm
T=411 Nm Boundary Condition -
σy (yield strength) =940 MPa One end of the shaft assigned with fixed support and
We get diameter of shaft d = 22mm other end assigned with torque of 411Nm and bending
moment of 352Nm.
9. ANALYSIS OF SHAFT
The finite element analysis of the shaft done on Ansys
Table 4 Material properties of EN24(AISI 4340) workbench considering the bending moment and twisting
moment for the shaft as boundary condition.
Max Stress 1225-1375 N/mm2

Yield Stress 1095 N/mm2

Max Elongation 10%

Hardness 363-429 Brinell

Figure 9- Analysis of shaft

Result of analysis-
Figure 7 - Meshing
The maximum von mises stress generated is 598 MPA and
we got factor of safety nearly 1.8 by FEA analysis.

10.SELECTION OF DIFFERENTIAL – To select differential,

we considered factors like reaction of differential under
change in traction In the market there are 4 types of
Differentials are available;

1. Open Differential

2. Limited Slip Differential (LSD)

3. Locking Differential(spool)

Figure 8 Boundary Condition

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Open differential is cheap in price and easy to maintain

but they tend to oversteer in rear wheel drive vehicle at
high speed.
The Spool is solid axel it is locking differential it works
as solid shaft which connect both wheels spools are very
useful in straight acceleration as it divide torque equally
bur it has disadvantages as tire wear due to locking effect
and considering event like autocross, skid pad which
requires vigorous turning it is not beneficial
The limited slip differential is made to overcome the
issues of open differential and locking differential in a
corner LSD would neither provide a full lock or full open
situation instead it biases the power to wheel who has
more traction.
Figure 11- RLS 12 Deep groove ball bearing

On considering the parameters of size and load capacity

we choose the RLS-12 Deep Groove Bearing which has
high rigidity to sustain the Thrust and Radial loads at
different RPMs and has the dimensions as per our
Differential. We use the circlip on one side of the bearing
and another end of the bearing closed this will restrict the
bearing and keep it at one place.

12. SHEAR FORCE DIAGRAM FOR DIFFERENTIAL

BRACKETS

Sprocket is fixed between two differential brackets and on

sprocket chain wounded due to this chain tension is
generated. This chain tension act between two brackets
this chain tension produces share force on brackets, each
bracket will be under different amount of force due to
Figure 10-: Chain-Drive Sealed Quaife ATB Helical LSD Differential
bending moment produced by chain tension.
By comparing the advantages & disadvantages of all types
of Differentials we choose the Limited Slip Differential Calculation of Shear Force
Torsion type provided by RT Quaife Engineering Ltd.
From Right Bearing to sprocket Distance is 13.57 mm and
11. SELECTION OF BEARING – from Left Bearing to Sprocket Distance is 89.15 mm.
Bearing is used to transfer the motion or torque, coming
from differential. For the selection of bearing, we consider
parameters like type of loading, Rotational Speed, and
Rigidity. There are two types of the load's act on bearing
Radial load and Thrust load. Thrust load acts parallel to
the axis of rotation of bearing, and Radial load acts
perpendicular to the axis of rotation of bearing. Rotational
speed depends on engine speed at different rpm, so the
rotational speed is also different at different rpm. The
bearing has rigid enough to sustain the Thrust and Radial
loads at different rotational speeds. Selection of bearing
also done by choosing bearing which is suitable for
differential which has dimensions as per the Differential
dimensions.

Figure 12-FBD of differential assembly

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Shear Force at B = 5.81 KN

Shear Force at c = 5.81 KN – 6.7 KN = -0.88 KN

Shear Force at D = -0.88 KN

Figure 14- Turnbuckle

14. DESIGN OF CHAIN TENSIONER-

We have to design a chain tensioner which can sustain the

maximum tension developed by drivetrain assembly
which is 3.35 KN (chain tension).

Consideration of factor of safety 4 is done due to

Figure 13- Forces acting on bearing fluctuating tension due to engine assembly and dynamic
braking on race track.
13. SELECTION OF CHAIN TENSIONER
14.1. Design of rod for turnbuckle
Chain Tensioners are of following types -
The factor of safety of rod is find by principle of maximum
1. Rigid Differential Mount - In rigid differential mounts stress theory and targeted FOS is 4 as rod is subjected
there are no moving components used to tension chain. under fluctuating tension, each rod in turnbuckle is design
by considering tensile stress and twisting moment.
2. Spring Tensioner - This uses a spring-loaded idler gear
to fix the slack in the chain. For rod we selected M8(d=8) bolt with 8.8 grade whose
ultimate stress is 1000 MPa and yield strength nearly
3. Indexable Pivot Tensioner (Turnbuckle) - This
640MPA and core diameter dc=7.1mm
mechanism works to tension the chain by pivoting the
differential mounting above the axis using the turnbuckle.
By formula,
4. Eccentric Chain Tensioner - The mechanism has
symmetrical plates with an outer frame and eccentric
plates.

From the above types of chain tensioners, we have

selected an indexable pivot tensioner as it is easy to
manufacture, low-priced and easy to assemble. The
turnbuckle was designed with one end consisting of a ball
joint and other end consisting of clevis joint for double
shearing on differential side.

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 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
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µ=0.15

Mt=0.098xpxd

By calculation we got Factor of safety of 6.2 which satisfy

our requirement.

14.2 Outside diameter of coupler nut (D)

The actual practice, the diameter of the coupler nut D is

taken from 1.25d to 1.5d.

Therefore D=10mm

15. DESIGN OF DIFFERENTIAL CARRIER BRACKET

Design of Differential Carrier brackets involved four stages

as follows: Figure 16- Topology Optimisation

1. Basic Design according to constraints and material 3. Mass Optimised design -

selection: Initially a basic design was made on Catia
according to design of chassis, half shaft mountings and After topology study we got regions where we can reduce
bearing dimensions. Aluminum 6061 T6 was selected. mass. Taking that into consideration we designed
optimised differential carrier brackets. Weight of
2. Topology Optimisation for Mass Reduction: A topology unoptimised bracket was 1202.85 grams and the weight of
study was carried on hyper mesh for mass reduction. We the optimised design of bracket is 423.42grams After
used Volume tetra 3D meshing and following properties of
topology study and optimisation in design we reduced
mesh are recommended for better results
779.43grams of weight.
a. Warpage < 5
4. Analysis of optimised design -
b. Jacobian <0.4
Analysis of the optimised design was carried out on Ansys
c. Aspect Ratio<10 to check whether it’s safe or not.

Analysis Type - Static Structural

Material - Aluminum 7075 (T6)

Figure 15- differential carrier bracket

Figure 17- Topology Optimisation result

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Figure 20-Boundary condition

Figure 18 optimised design

Meshing- Multi zone Quad/Tri Meshing type with: Young's Modulus 71.7 GPa

1. Fine Relevance center Poisson's Ratio 0.33

2. Fine Span Centre
Ultimate Tensile Strength 572MPa
3. High Smoothing
4. Element size - 4mm Tensile Yield Strength 503Mpa
Table 5-Mechanical properties Aluminum 7075 (T6)

Result -

1. Max Von mises Stress = 293.77 MPa

2. Max Deformation = 0.17943mm
3. Factor of safety (FOS)= 1.71

Since the tensile strength of Aluminum 7075 T6 (503MPa)

is more than max von mises stress (293.77MPa) the design
is considered as safe.

Figure 19 – Meshing

Boundary Conditions:

The differential carrier bracket had fixed supports at the

two mounting holes. A force of 6030N was applied radially
outward from the bearing casing towards the engine side.
Figure 21-Analysis result (von-mises) stress

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16. ASSEMBLY: [8] The Tsubaki Group, "the complete chain guide,"
[Online]. Available: http://chain-
guide.com/tsubaki.html.
[9] Smiths Metal Centres, "smithmetal," [Online].
Available: https://www.smithmetal.com/smiths-
metal-centres.htm.
[10] OptimumG, "OptimumLap," Denver, 2012.
[11] A. V. Dewade, "Design of chain tensioner for FSAE
car," IRJET, pune, 2017.

Figure 22-Drivetrain assembly

CONCLUSION –
The purpose of this article is not only to design and
manufacture the drivetrain of the car but also provide an
in-depth study of the processes and parameters
considered for designing it. The FEA results indicates that
the drivetrain system is safe to perform on track.
1. The final drive ratio for maximum efficiency was
determined to be 3.4

2. The total possible weight reduction from sprocket

and differential bracket collectively came out to
be 2043.43 grams.

References

[1] "deep-groove-ball-bearings," SKF, [Online].

Available:
https://www.skf.com/group/products/rolling-
bearings/ball-bearings/deep-groove-ball-
bearings/productid-RLS%2012.
[2] SAE SUPRA Rulebook.
[3] V. B. Bhandari, Design of Machine Elements, Tata
McGraw-Hill Education.
[4] J. Lebowsky, Drivetrain Design for the 2016 Global
Fomula Racing Combustion Car, 2016.
[5] S. H. Loewenthal, "Design og Power Transmitting
Shafts," NASA Reference Publication 1123, 1984.
[6] W. F. Milliken and D. L. Milliken, RACE CAR
VEHICLE DYNAMICS, Society of Automotive
Engineers, Inc..
[7] K. A. Newman and P. Dekraker, "Modeling the
Effects of Transmission Gear Count, Ratio
Progression and Final Drive Ratio on Fuel Econamy
and Performance Using ALPHA," SAE
INTERNATIONAL, 2016.

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