Drivetrain:

The transmission, also referred to as the drive-train, is that part of the race-car which transfers
power from the engine crankshaft to the wheels. The power produced at the crankshaft is at an
rpm too high for direct transmission to the wheels. Hence, it is the drive-train system which
decides the most efficient gearing down of this speed.
The drive-train system of the car technically also includes the gear box. However, the selection
of a Honda CBR R600 engine meant that a gear-box would come attached with the engine itself.
As a first-year team, the initial design decision with regard to transmission was to not touch the
gearbox itself. Hence, the gear-box of the Honda engine has not been included in any
further discussions. For the purpose of simplicity, we consider the drive-train to be the system
which transfers rotary power from the front sprocket of the engine (attached to the end of the
gearbox)to the wheels
Thus task ahead of the transmission team was to decide the differential to be used, designed the
sprocket that has to be connected to the differential for power transmission and differential
mountings.
With a study of available options for differentials, we had to make an educated selection from a
Torque-biasing Differential, Clutch-pack Limited Slip Differential, Open Differential and Spool
Differential. We have opted for a Taylor Race Torque-biasing Differential for implementation in
our first-year vehicle. With the TRE model, we do not have to design housing by ourselves a
task acknowledged as very risky by most veterans of the competition. The TRE differential offers
torque biasing at a theoretical ratio of 4:1 Tripod CV-joints are used on hollow shafts with plastic
fillers.
Using a 14 tooth drive sprocket, a chain-sprocket system has been incorporated. A custom
designed 46 tooth rear sprocket is being used which gives a final drive ratio of 3.28. The 520 Oseries chain has been used over the 530 series, as it offers a better fit for our pitch and chain
length.
The sprocket was manufactured at the facility of LGB sports. Material used was Al
7075.Aluminum 7075 provides the advantage of reduced weight with high strength. Differential
mountings were made of aluminum rested on the base of mild steel bolted to space frame.
Mountings were in shape of two C cups bolted together to hold differential bearings.
Design Calculations:
The front sprocket of the HONDA CBR R600 engine used by our vehicleis a 14-teeth Al 7075
sprocket.
Target Speed (without restrictor) = 165 km/hr
No. of teeth on small sprocket, z = 14.

Diameter of smaller sprocket,

d = p / Sin(180/z) = 15.875 / Sin(180/14) = 71.34mm
For 40 teeth on driven sprocket, at 10000 rpm
1st gear = 69.01 km/hr
2nd gear = 94.82 km/hr
3rd gear = 110.73 km/hr
4th gear = 137.61 km/hr
5th gear = 153.72 km/hr
6th gear = 166.7 km/hr
Final gear ratio = 40/14 = 2.857
Now, velocity at wheels: V = [(pi) x D x N / 60000] m/s
N at wheels = [10000 / (1.822 x 1.173 x 2.857)] = 1637.73 rpm
Therefore, V = 166.701 km/hr

Diameter of driven sprocket:

D = p / Sin(180/Z) = 15.875 / Sin(180/40) = 202.33mm
Pitch, p = 15.875mm = .625 = 5/8
Available motorcycle chains are 520, 525 and 530 series.
Roller Dia = 5/8 of pitch = .390 = 0.4 (standard figure)
Roller Width = Chain Width 2 x Plate Thickness = (5/8 x .625) (2/8 x .625) = .25 =
So, 520 series chain is selected.
Corresponding sprocket thickness = .227 = 5.76mm
Or, sprocket thickness = .93 x Roller Width - .006 = .226 ~ .227 (standard figure)
Angle between teeth = 360/40 = 9 deg. Dia of bore = 3 = 76.2mm
Half Shaft Analysis:
Assumed Weight of car + driver = 400 kg

Assuming the worst case of 100% weight transfer to the rear wheels on launch, a coefficient
of friction of 1.3, and a tire with a 270mm rolling radius, the maximum torque per axle would be,
max = (400 x 1.3 x .270)/2 = 70.2 kg-m
Using this torque, and the Handbook stress calculation for a tubular halfshaft, we can
calculatethe stress:
Stress,= [16 x T] / [(pi)x(d^3)x(1-k^4)] = 503694675.6 N/m2
Assuming that shear ultimate is 75% of tension ultimate (again from the handbook) the
ultimateshear stress for 300M steel would be (assuming heat treated to Rc54) would be
about:280,000 psi x .75 = 210,000 psi = 1448000000 N/m2
Therefore, the Margin of Safety in absolute worst case scenario, MOS = 1448000000 /
503694675.6 = 2.87
Communication with Taylor Race Engineering provided that actual failure upon testing
onlyoccurred at 1800 ft-lb = 248.2 N-m. Therefore, in practical test situations, MOS = 248.2 /
70.2 =3.54