Framework for drivetrain

Drivetrain problems are different from each other; however, it is possible to identify a framework that
can help with the solution. Of course, exceptions and small deviations from the framework is still
possible.

Step 1) Calculate the max traction force in the worst configuration. In the example below it is when the
vehicle starts to move on a road having the maximum slope (or gradient). At this condition, because the
velocity of the vehicle is really low, the air-drag resistance can be neglected. The only resistances are
rolling and hill resistance. Important is the mass. When we calculate the resistances, we need to take
into account all the masses on the vehicles (the mass of the vehicle, the mass of the passengers, the
mass of the trailer, etc.). See Q1.

Step 2) We need to check if on the front wheel (or rear wheel, depending on the type of transmission),
there is enough grip between wheel and road to transfer the maximum traction force. The max
allowable force that can be transfer due to friction between wheel and road is obtained multiplying the
friction coefficient, the mass of the vehicle on the front wheel, and the gravitational acceleration. In this
case, the mass on the front wheel is not that of step 1). It depends on the weight distribution. The
calculation of the weight on the front wheel is complex. Therefore, the assumption is to neglect the
weight of the trailer and to consider the weight of the vehicle, passengers, and other weight inside the
vehicle. In the end, we need to check that the max allowable force due to friction is greater than the max
traction force calculated in step 1). See Q1.

Step 3) After checked that there is enough grip (or after modification of the design to satisfy the
condition), the next step is to calculate the first and the last gear ratio. The first gear ratio is calculated
using the max traction torque, which can be calculated knowing the max traction force (from step 1) and
the dynamic radius of the wheel. The last gear ration (the 6th in this example) is calculated when the
vehicle reaches the max velocity, which occurs when the engine is at its max power (and corresponding
engine speed). Of course, we need to compare apple with apple. Velocity is meter per second. Engine is
RPM. Therefore, we need the dynamic radius to convert the vehicle velocity in RPM at the wheel. See
Q3.

Step 4) Knowing the first and the last gear ration, we can calculate all the intermediate gear ratios using
the geometric or Jante method. See slides of the lesson and Q4.
The Giulietta 1.4 MultiAir TB 170hp has de following specifications:

Max power: 125 kW @ 5500 RPM

Max torque: 250 Nm @ 2500 RPM

Max speed: 218 km/h

Transmission: Front wheels

Number of gears: 6 + 1R

Jante coefficient: 1.071

Final drive ration: 3.83

Powertrain efficiency: 88%

Tires: 225/45 R 17

Dynamic radius: 0.316 m

Tire friction coefficient: 0.9 (dry) [-]

Tire rolling resistance: 0.011 [-]

Total weight of vehicle: 1365 kg

Weight distribution: 40% front / 60% rear

Max towable weight: 1300 kg

Aerodynamic drag coefficient: 0.31

Width: 1.798 m

Height: 1.465 m
The design conditions are:

Density: 1.28 kg/m3

Gravity acceleration: 9.81 m/s2

Max gradient 1st gear 40%

Total weight of passengers and trunk: 600 kg

Q1)

The Giulietta is tested at maximum load and with a fully loaded trailer attached. Calculate the traction
force at first gear and at the max gradient and verify that the tires can generate the required frictional
forces to transfer the calculated traction forces. If not, advise for improvement (min 2 advice).

Solution

Slope:

𝛼 = atan(0.4) = 21.8014°
Rolling resistance

𝐹𝑟𝑜𝑙𝑙 = 𝑓𝑟𝑜𝑙 ⋅ 𝑚 ∙ 𝑔 ∙ 𝑐𝑜 𝑠(𝛼) = 0.011 ⋅ (1365 + 1300 + 600) ⋅ 9.81 ⋅ cos(21.8014°) = 327.127 [𝑁]
Hill resistance

𝐹ℎ𝑖𝑙𝑙 = 𝑚 ∙ 𝑔 ∙ 𝑠𝑖 𝑛(𝛼) = (1365 + 1300 + 600) ⋅ 9.81 ⋅ sin(21.8014°) = 11895.51 [𝑁]

Total traction force at first gear

𝐹𝑡1𝑠𝑡 = 11895.51 + 327.127 = 12222.6 [𝑁]

Max weight at front wheel: we assume that on the front wheel is acting only the weight of the vehicle.

𝑚𝑎𝑠𝑠 = 0.4 ⋅ (1365 + 600) = 786 [𝑘𝑔]

Max frictional forces dry.

𝐹𝑎𝑙𝑙𝑜𝑤𝑎𝑏𝑙𝑒 = 0.9 ⋅ 786 ⋅ 9.81 = 6939.6 [𝑁]

The allowable force is lower than the traction force. Possible countermeasures are:

- Limit the specification of max gradient.

- Change the size of tires.
- Change the type of tires for higher frictional coefficient.
- Limit the max towable weight at max gradient.
Q2)

Under the same loading conditions as in question 1, verify that the vehicle can achieve a speed of 110
km/h when driving on an inclined road of 10% with no headwind.

Solution

Slope:

𝛼 = atan(0.1) = 5.71059°
Rolling resistance

𝐹𝑟𝑜𝑙𝑙 = 𝑓𝑟𝑜𝑙 ⋅ 𝑚 ∙ 𝑔 ∙ 𝑐𝑜 𝑠(𝛼) = 0.011 ⋅ (1365 + 1300 + 600) ⋅ 9.81 ⋅ cos(5.71059°) = 350.578 [𝑁]
Hill resistance

𝐹ℎ𝑖𝑙𝑙 = 𝑚 ∙ 𝑔 ∙ 𝑠𝑖 𝑛(𝛼) = (1365 + 1300 + 600) ⋅ 9.81 ⋅ sin(5.71059°) = 3187.07 [𝑁]

Air resistance
110 𝑚
𝑣= = 30.5556
3.6 𝑠
1 1
𝐹𝑎𝑖𝑟 = ∙ 𝜌 ∙ 𝐶𝑑 ∙ 𝐴 ∙ 𝑣𝑟2 = ⋅ 1.28 ⋅ 0.31 ⋅ (1.798 ⋅ 1.465) ⋅ v 2 = 0.52256 ⋅ 𝑣 2 = 487.884 [𝑁]
2 2
Power required by the engine.
(𝐹𝑟𝑜𝑙𝑙 + 𝐹ℎ𝑖𝑙𝑙 + 𝐹𝑎𝑖𝑟 ) ⋅ 𝑣
𝑃𝑒𝑛𝑔𝑖𝑛𝑒 = = 139775.62 [𝑊] = 139.776 [𝑘𝑊]
𝜂
The vehicle cannot reach 110 km/h because the power required from the engine is higher than the max
power that the engine can deliver.

Q3)

Calculate 1st gear at dry condition using a maximum traction force of 10400 N and then 6th gear using
maximum vehicle speed and engine speed at maximum power.

Solution

Max torque at the wheels

𝑇𝑚𝑎𝑥 = 𝐹𝑡𝑚𝑎𝑥 ⋅ 𝑟𝑑𝑦𝑛 = 10400 ⋅ 0.316 = 3286.4 [𝑁𝑚]

1st gear ratio

𝑇𝑚𝑎𝑥 3286.4
𝑖1 = = = 3.9
𝑇𝑒𝑛𝑔𝑖𝑛𝑒 𝑚𝑎𝑥 ⋅ 𝐹𝐷𝑅 ⋅ 𝜂𝑡𝑟𝑎𝑛𝑠𝑚𝑖𝑠𝑠𝑖𝑜𝑛 250 ⋅ 3.83 ⋅ 0.88

Max wheels speed (@max vehicle speed)

 𝑘𝑚 𝑚
𝑣𝑤ℎ𝑒𝑒𝑙 = 218 = 60.5556
ℎ 𝑠
𝑣 60.5556 𝑟𝑎𝑑
𝜔𝑤ℎ𝑒𝑒𝑙 = = = 191.63
𝑟𝑑𝑦𝑛 0.316 𝑠
60 ⋅ 𝜔𝑤ℎ𝑒𝑒𝑙
𝑛𝑤ℎ𝑒𝑒𝑙 = = 1829.95 𝑅𝑃𝑀 = 30.4991 𝑅𝑃𝑆
2⋅𝜋
Engine speed at max power and 6th gear ratio

𝑛𝑒𝑛𝑔𝑖𝑛𝑒 = 5500 𝑅𝑃𝑀 = 91.6667 𝑅𝑃𝑆

𝑟𝑎𝑑
𝜔𝑒𝑛𝑔𝑖𝑛𝑒 = 575.959
𝑠
6th gear ratio
𝜔𝑒𝑛𝑔𝑖𝑛𝑒 𝑛𝑒𝑛𝑔𝑖𝑛𝑒
𝑖6 = = = 0.78475
𝜔𝑤ℎ𝑒𝑒𝑙 ⋅ 𝐹𝐷𝑅 𝑛𝑤ℎ𝑒𝑒𝑙 ⋅ 𝐹𝐷𝑅

Q4)

Assuming a geometrical transmission, calculate the remaining gear ratios.

Solution

5 𝑖1 5 3.9
𝑘=√ =√ = 1.378055334
𝑖6 0.78475

i6 = 0.78475

i5 = k* i6 = 1.081428924

i4 = k* i5 = 1.490268897

i3 = k* i4 = 2.053673003

i2 = k* i3 = 2.830075036

i1 = k* i2 = 3.9

Q5)

Explain why the Jante method is the most appropriate for this vehicle.

With the Jante method we can reduce the acceleration losses of passenger cars and to achieve better
high power.
Q6)

Mention a disadvantage of the Jante method.

High reduction of engine speed at first gear with some potential uncomfortable driving style.
Framework for clutch

The framework consists of only two steps:

Step 1) Use the general formula to identify the inner and outer diameter of the clutch:

𝜆. 𝑇𝑒𝑛𝑔𝑖𝑛𝑒 = µ ⋅ 𝜋 ⋅ (𝑅 2 − 𝑟 2 ) ⋅ 𝑝𝑚𝑎𝑥 ⋅ 𝑟𝑚 ⋅ 𝑧
𝑚𝑎𝑥

Depending on the data available, the calculation can be simple or difficult. See Q7.

Step 2) Calculate the thickness of the clutch’s disks. For this purpose, we need to calculate first the total
energy of the engine during the slip time:

𝑇𝑒𝑛𝑔𝑖𝑛𝑒 ⋅ 𝜔𝑚𝑎𝑥 ⋅ 𝑡𝑠
𝑚𝑎𝑥

Part of this energy, around 40%, is converted in heat.

𝑄 ′ = 0.40 ⋅ 𝑇𝑒𝑛𝑔𝑖𝑛𝑒 ⋅ 𝜔𝑚𝑎𝑥 ⋅ 𝑡𝑠

𝑚𝑎𝑥

Part of the heat is dissipated through the housing of the clutch. The remaining part (around 15% of the
heat) is entrapped in the disks.

𝑄 = 0.15 ⋅ 𝑄 ′
The amount of heat entrapped in the disks is the parameter used to calculate the mass of all the disks:
𝑄
𝑚=
𝑐 ⋅ Δ𝑇
then the total thickness:
𝑚
𝑡ℎ𝑘𝑡𝑜𝑡𝑎𝑙 =
𝜌𝐴
And in conclusion, the thickness of a single disk:
𝑡ℎ𝑘𝑡𝑜𝑡𝑎𝑙
𝑡ℎ𝑘𝑑𝑖𝑠𝑘 =
𝑧
See Q8.
You need to design a clutch for the Giulietta. The data available are the following:

Number of disks: 4 with two friction surfaces per disk

Safety coefficient: 2

Slip time: 2 s

The max acceptable pressure at disks: 0.2 MPa

Density of the disks: 1900 kg/m3

Specific heat of the disks: 800 J/kg-degC

Friction coefficient of the disks: 0.2

Max increase of temperature: 100 degC

The outer radius is 1.6 times greater than the inner radius.

40% of the total energy input is converted into heat. 15% of it remains in the clutch.

Q7)

The clutch must be able to handle the maximum engine torque multiplied by the safety factor. What
will the outer radius of the friction plate become based on the use of the maximum allowable
pressure?

𝜆. 𝑇𝑒𝑛𝑔𝑖𝑛𝑒 = µ ⋅ 𝜋 ⋅ (𝑅 2 − 𝑟 2 ) ⋅ 𝑝𝑚𝑎𝑥 ⋅ 𝑟𝑚 ⋅ 𝑧
𝑚𝑎𝑥

𝑅+𝑟
𝜆. 𝑇𝑒𝑛𝑔𝑖𝑛𝑒 = µ ⋅ 𝜋 ⋅ (𝑅 2 − 𝑟 2 ) ⋅ 𝑝𝑚𝑎𝑥 ⋅ ( )⋅𝑧
𝑚𝑎𝑥 2
𝑅
𝑅2 +1
𝜆. 𝑇𝑒𝑛𝑔𝑖𝑛𝑒 = µ ⋅ 𝜋 ⋅ 𝑟 ⋅ ( 2 − 1) ⋅ 𝑝𝑚𝑎𝑥 ⋅ 𝑟 ⋅ ( 𝑟
2
)⋅𝑧
𝑚𝑎𝑥 𝑟 2

𝑅
𝑅2 +1
𝜆. 𝑇𝑒𝑛𝑔𝑖𝑛𝑒 = µ ⋅ 𝜋 ⋅ 𝑟 ⋅ ( 2 − 1) ⋅ 𝑝𝑚𝑎𝑥 ⋅ ( 𝑟
3
)⋅𝑧
𝑚𝑎𝑥 𝑟 2

𝜆. 𝑇𝑒𝑛𝑔𝑖𝑛𝑒
𝑚𝑎𝑥
𝑟3 =
𝑅
𝑅2 +1
(µ ⋅ 𝜋 ⋅ ( 2 − 1) ⋅ 𝑝𝑚𝑎𝑥 ⋅ ( 𝑟 2 ) ⋅ 𝑧)
𝑟
 1
3

𝜆. 𝑇𝑒𝑛𝑔𝑖𝑛𝑒
𝑚𝑎𝑥
𝑟=
𝑅
𝑅2 +1
(µ ⋅ 𝜋 ⋅ ( 2 − 1) ⋅ 𝑝𝑚𝑎𝑥 ⋅ ( 𝑟 2 ) ⋅ 𝑧)
𝑟
( )
1
3
2 ⋅ 250
𝑟=( ) = 0.0625 𝑚 = 62.5 𝑚𝑚
1.6 + 1
0.2 ⋅ 𝜋 ⋅ (1.62 − 1) ⋅ 0.2 × 106 ⋅ 2 ⋅4⋅2
𝑅 = 1.6 ⋅ 0.0625 = 0.10015 𝑚 = 100 𝑚𝑚

Another way to solve numerically the problem is the following:

𝑇𝑒 ⋅ 𝜆 𝑇𝑒 ⋅ 𝜆 250 ⋅ 2 240.3846
𝐹𝑛 = = = =
𝑅+𝑟 𝑅 1.6 + 1 𝑟
𝜇⋅ ⋅𝑧 +1 0.2 ⋅ 𝑟 ⋅ 2 ⋅ 4 ⋅ 2
2 𝑟
𝜇⋅𝑟⋅ 2 ⋅𝑧

𝑅 2
𝐴 = 𝜋 ⋅ (𝑅 2 − 𝑟 2 ) = 𝜋 ⋅ 𝑟 2 ⋅ (( ) − 1) = 𝜋 ⋅ 𝑟 2 ⋅ (1.62 − 1) = 4.901 ⋅ 𝑟 2
𝑟
𝐹𝑛 240.3846 1 49.04923
𝑝𝑚𝑎𝑥 = = ⋅ 2
=
𝐴 𝑟 4.901 ⋅ 𝑟 𝑟3
1 1
49.04923 3 49.04923 3
𝑟=( ) =( ) = 0.0625 𝑚 = 62.5 𝑚𝑚
𝑝𝑚𝑎𝑥 0.2 × 106
𝑅 = 1.6 ⋅ 0.0625 = 0.10015 𝑚 = 100 𝑚𝑚

Q8)

What is the thickness of the plates when using the maximum heat storage?

In case of no answer to question 7, use 120 [mm] as the outer radius.

2 ⋅ 𝜋 ⋅ 2500
𝑄 = 0.15 ⋅ 0.40 ⋅ 𝑇𝑒𝑛𝑔𝑖𝑛𝑒 ⋅ 𝜔𝑚𝑎𝑥 ⋅ 𝑡𝑠 = 0.15 ⋅ 0.40 ⋅ 250 ⋅ ⋅ 2 = 7853.98 𝐽
𝑚𝑎𝑥 60
𝑄 7853.98
𝑄 = 𝑚 ⋅ 𝑐 ⋅ Δ𝑇 → 𝑚 = = = 0.098175 𝑘𝑔 = 98.175 𝑔
𝑐 ⋅ Δ𝑇 800 ⋅ 100
𝑚 0.098175
𝑡ℎ𝑘𝑡𝑜𝑡𝑎𝑙 = = 𝜋 = 0.0107433 𝑚 = 10.74 𝑚𝑚
𝜌𝐴 1900 ⋅ ⋅ (0.100152 − 0.06252 )
4
 𝑡ℎ𝑘𝑡𝑜𝑡𝑎𝑙 0.0107433
𝑡ℎ𝑘𝑑𝑖𝑠𝑘 = = = 2.68583 × 10−3 = 2.69 𝑚𝑚
𝑧 4

In case of 120 mm:

𝑚 0.098175
𝑡ℎ𝑘𝑡𝑜𝑡𝑎𝑙 = = 𝜋 = 6.26941 × 10−3 𝑚 = 6.27 𝑚𝑚
𝜌𝐴 1900 ⋅ ⋅ (0.122 − 0.06252 )
4
𝑡ℎ𝑘𝑡𝑜𝑡𝑎𝑙 6.26941 × 10−3
𝑡ℎ𝑘𝑑𝑖𝑠𝑘 = = = 1.5673 × 10−3 = 1.57 𝑚𝑚
𝑧 4
Q9)

You are asked to increase the contact area of the plates without changing the number of plates and
without changing the outer and the inner diameter. What would be your advice?

Solution: To have conical plates.

The rings of planetary gears 1 and 2 are stationary. The carrier of 2 is connected to the solar of 1. The
input speed is 50 RPS.
Framework for planetary gear

A planetary gear can be easily calculated using (recursively) the following formula:

𝐴 ∗ 𝜔𝐴 + 𝐷 ∗ 𝜔𝐷 − (𝐴 + 𝐷) ∗ 𝜔𝐶 = 0
Where A and D are respectively the radius or the number of teeth of the sun and of the ring and 𝜔𝐴 , 𝜔𝐶 ,
and 𝜔𝐷 are respectively the angular velocity of the sun, the carrier, and the ring.

If the sun is fixed, the formula becomes:

𝐷 ∗ 𝜔𝐷 − (𝐴 + 𝐷) ∗ 𝜔𝐶 = 0
If the ring is fixed:

𝐴 ∗ 𝜔𝐴 − (𝐴 + 𝐷) ∗ 𝜔𝐶 = 0
If the carrier is fixed:

𝐴 ∗ 𝜔𝐴 + 𝐷 ∗ 𝜔𝐷 = 0
With one of the three formulas, it is possible to calculate the ratio of two shafts when the third is fixed.

In the example below the rings are fixed and the carrier of the planetary gear 2 becomes the sun of the
planetary gear 1. It is also possible that the carrier of the first planetary gear is connected rigidly with the
carrier of the second planetary gear. But this should not be scary. It is enough to apply one of the three
aforementioned formula’s first to one planetary gear, and then to the other.
The rings of planetary gears 1 and 2 are stationary. The carrier of 2 is connected to the solar of 1. The
input speed is 50 RPS.

Planetary 2 Planetary 1
A (sun) 26 teeth 26 teeth
C (carrier) 52 teeth 52 teeth
D (ring) 78 teeth 78 teeth

Q10)

Calculate the gear ratio of planetary 2 and the speed of the carrier.
𝜔𝐴 𝜔𝑠𝑢𝑛2 (𝐴 + 𝐷)
𝐴 ∗ 𝜔𝐴 − (𝐴 + 𝐷) ∗ 𝜔𝐶 = 0 => 𝐴 ∗ 𝜔𝐴 = (𝐴 + 𝐷) ∗ 𝜔𝐶 => 𝑖 = = =
𝜔𝐶 𝜔𝑐𝑎𝑟𝑟𝑖𝑒𝑟2 𝐴
𝜔𝑠𝑢𝑛2 (𝐴 + 𝐷)
𝑖2 = = = 4 => 𝜔𝑐𝑎𝑟𝑟𝑖𝑒𝑟2 = 200 𝑅𝑃𝑆
𝜔𝑐𝑎𝑟𝑟𝑖𝑒𝑟2 𝐴

Q11)

Calculate the gear ratio of planetary 1 and the speed at the output.

𝜔𝑐𝑎𝑟𝑟𝑖𝑒𝑟2 = 𝜔𝑠𝑢𝑛1 (𝐴 + 𝐷)
𝑖1 = = = 4 => 𝜔𝑐𝑎𝑟𝑟𝑖𝑒𝑟1 = 800 𝑅𝑃𝑆
𝜔𝑐𝑎𝑟𝑟𝑖𝑒𝑟1 𝐴