Drivetrain

The train takes the rotational mechanical energy from the engine and transfers it to the wheels.

Outline:

• Gearing
  • gearbox, on bikes is internal but doest need to be discussed there
  • cvt
  • design of ratios
  • shifter
• Final Drive (chain/sprocket, gear, or direct drive)
• Differentials
• Tires?
• Validation

Gearing

Gearing determines crawl speed, top speed and torque availability at any vehicle speed in between.

Need to also be mindful of how much tractive for you will be generating in any given gear. This plays with tire selection and helps determine what happens when the driver firewalls the go pedal.

This also plays into forces on the differential and driveline components.

Motorcycle Gearboxes

Motorcycle engines have internal sequential gearboxes. This is means that the gearing is located inside the crankcase. The oiling is managed by the engine's oil system. Typically these are 5 (YZ450) or 6 speeds (CBR600RR).

Continuously Variable Transmissions

These allow for an infinite combination of engine to wheel speeds. The benefits of this include allowing the engine to be run at peak power, peak efficiency, or peak torque at any vehicle speeds. The downsides are lower efficiency and a lower peak torque transfer.

Shifting

"stick"

electronic - solenoid

pneumatic

automatic (electronic or pneumatic)

not going to touch on driver controls (paddles or whatever)

Final Drive

• Chain Drive
• Belt Drive
• Driveshaft
• Gear Drive
• CVT

Differentials

this might warrant its own page. diffs are big bruh moment material

Validation

A physical measurement of driveline forces should be undertaken at some point. It is not likely needed to do this every year however it should be done at least once to correlate model to reality.

Izze racing makes a failure inexpensive setup to do this.

http://www.izzeracing.com/ewExternalFiles/Izze_W_SGAMP_V2_Datasheet.pdf