Drivetrain

a. Transmission

The goal for the system design was to transfer power from the engine to wheels with optimum final drive ratio and minimum loss. Final Drive Ratio was calculated by Lap Simulation on Optimum lab where the engine as well as vehicle dynamic characteristics were considered. The system was aimed to be designed with minimum compliance between the components; therefore various analyses were performed to finalize the fittings. Drexler differential was used because of it low weight and tunable torque bias ratio. The output of the engine gear box was coupled with the differential using a chain drive and spline fitting was used to connect differential with the half shafts. The design was validated and analyzed on ANSYS to determine the structural strength and accordingly material was finalized. Lathe, Vertical Milling, Computer Numerical Control, Splining and Anodizing was used to manufacture the drivetrain Components.

FBD of Mounts

Finite Element Analysis: (1) Sprocket (2) Adapter (3) Mounts

Half-Shaft Torsional Testing

Vertical Milling Machining of Mounts

b. Pneumatic Shifting and Servo-motor Controlled Clutch:

For ergonomic and faster shifting mechanism, electro-pneumatic system was implemented. The shifting was actuated using two paddles mounted behind the steering wheel. Using optimum Lap, maximum number of shifts was calculated which was then used to determine the compressed air volume and pressure requirement. To actuate the shifting lever on the engine, a double acting cylinder was used which was controlled using 5/3 value. This system was analyzed using FluidSim. The clutch was controlled using servo-motor which was tuned according to the paddle displacement using Arduino.

Electro-Pneumatic Shifting Assembly and Circuit

FBD and Mounting of Servomotor

Shifting and Clutch Actuation Paddles

Get in Touch

shakshi_himmatramka@berkeley.edu

+1 (510) 990 1432