Design and Fabrication of Shaft Driven Bicycle

Abstract

A shaft driven bicycle is a bicycle that uses a shaft drive instead of a chain which contain two set

of bevel gear at both the ends to make a new kind of transmission system for bicycle for getting

high reliability system, and more safe system. This project is developed for the users to rotate the

back wheel of a two wheeler using propeller shaft. Usually in two wheelers, chain and sprocket

method is used to drive the back wheel. Shaft-driven bikes have a large bevel gear where a

conventional bike would have its chain ring. This meshes with another bevel gear mounted on

the drive shaft. The use of bevel gears allows the axis of the drive torque from the pedals to be

turned through 90 degrees. The drive shaft then has another bevel gear near the rear wheel hub

which meshes with a bevel gear on the hub where the rear sprocket would be on a conventional

bike, and cancelling out the first drive torque change of axis.
 Chapter 1

INTRODUCTION

A shaft-driven bicycle is a bicycle that uses a drive shaft instead of a chain to transmit power

from the pedals to the wheel arrangement. Shaft drives were introduced over a century ago, but

were mostly supplanted by chain-driven bicycles due to the gear ranges possible with sprockets

and derailleur. Recently, due to advancements in internal gear technology, a small number of

modern shaft-driven bicycles have been introduced. Shaft-driven bikes have a large bevel gear

where a conventional bike would have its chain ring. This meshes with another bevel gear

mounted on the drive shaft as shown in figure below.

Fig.1 Replacement of Chain drive bicycle with drive shaft

The use of bevel gears allows the axis of the drive torque from the pedals to be turned through 90

degrees. The drive shaft then has another bevel gear near the rear wheel hub which meshes with

a bevel gear on the hub where the rear sprocket would be on a conventional bike, and cancelling

out the first drive torque change of axis. The design of bevel gear produces less vibration and

less noise than conventional straight-cut or spur-cut gear with the straight teeth. The shaft drives

only needs periodic lubrications using a grease gun to keep the gears running quite, smooth and

efficient transfer of energy from the pedals to the rear wheel. It is attractive in look compared

with chain driven bicycle.

Use of drive shaft:

1.The torque that is produced from the pedal and transmission must be transferred to the rear

wheels to push the vehicle forward and reverse. The drive shaft must provide a smooth,

uninterrupted flow of power to the axles. The drive shaft and differential are used to transfer this

torque.

Functions of the Drive Shaft:

1) First, it must transmit torque from the transmission to the foot pedal.

2) During the operation, it is necessary to transmit maximum low-gear torque developed by the

pedal.

3) The drive shafts must also be capable of rotating at the very fast speeds required by the

vehicle.

4) The drive shaft must also operate through constantly changing angles between the

transmission, the differential and the axles.

 Chapter 2

LITERATURE REVIEW

2.1 DESIGN AND FABRICATION OF SHAFT DRIVE FOR BICYCLE

G. Hari Prasad, S.Marurthi, R.Ganapathi, M.Janardhan,M.P.Madhusudhan.

International Journal of Emerging Engineering Research and Technology Volume 2, Issue 2,

May 2014.

This project was developed for the users to rotate the back wheel of a two wheeler using

propeller shaft. Usually in two wheelers, chain and sprocket method is used to drive the back

wheel. But in this project, the Engine is connected at the front part of the vehicle. The shaft of

the engine is connected with a long rod. The other side of the long rod is connected with a set of

bevel gears. The bevel gears are used to rotate the shaft in 90 o angle. The back wheel of the

vehicle is connected with the bevel gear (driven). Thus the back wheel is rotated in perpendicular

to the engine shaft. Thus the two wheeler will move forward. According to the direction of

motion of the engine, the wheel will be moved forward or reverse. This avoids the usage of chain

and sprocket method.

2.2 DRIVE SHAFT MECHANISM IN MOTOR VEHICLE

S. Vanangamudi, S. Prabhakar, C. Thamotharan and R. Anbazhagan.

Middle-East Journal of Scientific Research, IDOSI Publications, 2014

The job involved is the design for suitable propeller shaft and replacement of chain drive

smoothly to transmit power from the engine to the wheel without slip. It needs only a less

maintenance because it will not get worn out during service as compared to chain drive. It is cost
effective. Propeller shaft strength is more and also propeller shaft diameter is less. It absorbs the

shock. Because the propeller shaft center is fitted with the universal joint is a flexible joint. It

turns into any ANGULAR position. The both end of the shaft are fitted with the bevel pinion, the

bevel pinion engaged with the crown and power is transmitted to the rear wheel through the

propeller shaft and gear box.

2.3 DEVELOPMENT AND IMPLEMENTATION OF REVERSE DRIVE MECHANISM

IN BIKES

Sathishkumar, J.Jerris, J.Purushothaman, J.Jude Shelley, A.Abdulkhadeer, RanjeetPokharel,

J.ArshadBasha, P.Saravanan.

November 2014 in IJSR (INTERNATIONAL JOURNAL OF SCIENTIFIC RESEARCH)

They have designed a gear box which will be fit to the vehicle without altering the existing

gear box. The paper deals with the design of such a gear box and the assembly process of the

gear box to the vehicle. The design deals with the conditions of the gear box operation, and the

design of the gear box based on easy assembly and easy manufacturing at low cost.

The reverse gear on the manual transmission system typically uses an Idler gear Idler gear is

an intermediate gear which does not drive a shaft to perform any work. Sometimes, a single idler

gear is used to reverse the direction, in which case it may be referred to as a reverse idler. In our

system we are going to use the compound idler gear. The input gear is connected with the crank

shaft and output gear is connected with the flywheel. During forward gear the input gear is

directly meshed with the output gear. If the input gear rotates in clockwise direction, the output

gear will rotate in anticlockwise direction. So the vehicle moves in the forward direction. During
reverse gear the idler gear is meshed in between the input and output gear. Idler gear here using

is a compound gear, so smaller gear in compound gear is meshed with input gear and larger gear

is meshed with output gear. When the input gear rotates in clockwise direction the idler gear

rotates in anticlockwise direction. Also the output gear meshed with idler gear rotates in

clockwise direction. So the vehicle moves in reverse direction. The disadvantage is that

sometimes the chain gets loosened easily and need to maintain frequently.

2.4 ROADSTER CYCLE

Kenneth S. Keyes perform a work on roadster cycle at Idosi publication in 2011.

An improved three-speed or coaster bicycle having a driver bevel gear connected to the pedals, a

driven bevel gear at the hub of the rear wheel, one or more drive shafts having beveled gears at

each end and capable of transmitting the rotation of the driver gear to the driven gear. This

invention relates to coaster and three-speed bicycles, and in particular, to bicycles having bevel

gears and one or more drive shafts that replace the traditional spur gears and chain.

2.4 Kenneth S. Keyes have performed a patented work or invention related to drive shaft

driven bicycle. The object of his invention was to provide a bicycle having a means of linear

transmission from the pedal to hub of the bicycle for better efficiency & speed ratios than prior

bicycle. A number of problem may be associated with traditional coaster or 3-speed bicycle

chains. They are subjected to slippage if the length of the chain is not correctly adjusted.
To overcome above problem, Keyes designed a bicycle which had a driver bevel gear connected

to the pedals, a driven bevel gear at the hub of the rear wheel, one or more drive shafts having

beveled gears at each end & capable of transmitting the rotation of the driver gear to the driven

gear.
 Chapter 3

DESIGN METHODOLOGY

Design Assumption

1. The shaft rotates at constant speed about its longitudinal axis.

2. The shaft has a uniform, circular cross section.

3. The shaft is perfectly balanced, i.e. at every cross section, the mass center coincides with the
Geometric center.

4. All damping and nonlinear effects are executed.

5. The stress-strain relationship for thecomposite material is linear & elastic; hence, Hooke’s
law is applicable for composite materials.

6. Acoustical fluid interactions are neglected, i.e. the shaft is assumed to be acting in a
vacuum.

7. Since lamina is thin and no out-of-plane loads are applied, it is considered as under the
plane stress.

2. Design calculation

2.1For Drive Shaft

Diameter of shaft (d) = 0.02 m

Length of shaft (L) = 0.4 m

Length of pedal crank (l) = 0.175 m

Speed of pedal gear = 120 rpm

If person does not turn the pedal then he will stand on it and so the maximum torque will be,

T = (body mass of the rider) x (g) x (length of pedal crank)

T = 80 x 9.81 x 0.175

... T = 137.34 N-m

Power (P) = 2πNT / 60

P = 2π x 120 x 137.34 / 60

= 1725.86 watts

J = πd4 / 32

= π x 0.024 / 32

= 3.925 x 10-5 m4

Shear stress (τ) = TR / J

=137.34 x 0.01 / 3.925 x 10-5

= 349991.0828N/
2
m

I = πd4 / 64

= π x 0.024 / 64

= 7.85 x 10-9 m4

Bending moment,

M = EI / R
=2.06 x 1011 x 7.85 x 10-9 / 0.01

= 161710 N-m

Rate of twist

= 137.34 / (0.84 x 1011 x 3.835 x 10-8)

= 0.0426 rad / m

ϴ = TL / GJ = Rate of twist x Length of shaft

= 0.0426 x 0.4

= 0.01704 rad

5.2.2. For bevel gears

Speed of gear (Ng) = 120 rpm

Velocity ratio (i) = 4.33

Teeth of pinion (Zp) = 9

Diameter of crown = 0.15 m

Diameter of pinion = 0.045 m

Select suitable teeth on crown,

i = Zc / Zp = Np / Nc
 4.33 = Zc / 9 = Np / 120

Zc = 39

Np = 520 rpm

Pitch angle,

For pinion

tanγp = Zp / Zc

= 9 / 39

γp = 13

for crown

tanγc = 39 / 9

= 77

Module (m)

Diameter = module x
teeth 150 = m x 39

m = 3.589 mm

Normal module (mn) = 3.5 mm

mn = m x cosβ

3.5 = 3.589 x cosβ

β = 12.78°

Cone distance,

A = 0.5 x

A = 78.30 mm

Pitch circle diameter

Pc = π m

= π x 3.589

= 11.27 mm

= 39 / cos (77) x cos3 (12.78)

= 187
= 9 / cos (77) x cos3 (12.78)

= 43

Tangential force (Ft)

Ft = Pd x Cv / V

Where, Pd = 1.25 x 1725.86

= 2.157 KN-m / sec

= π x 0.045 x 520 / 60

= 1.225 m/s

Ft = 1000 x 2.157 x 1.50 / 1.225

 = 2.641 KN

Dynamic load calculation

Fd = CvNsf km Ft

Where, Cv = [(5.5+ Vm0.5) / 5.5]0.5

= [(5.5+ 50.5) / 5.5]0.5

= 1.18

Nsf = 1.5

km = 1.1
Fd = 1.18 x 1.5 x 1.1 x 2.641

= 7.011 KN

Beam strength calculation,

Lewis equation

Fs = ([σb] b Yv (1- b/A)) / Pd

= 720 x 25 x 0.4686 x (1 – 25 / 78.30) /0.2

= 28.708 KN

=
= 2 x 39 / (9+39)

= 1.625

K = σes2 sinα (1/Ep + 1/Ec) / 1.4

σes = 2.75 x (BHN) – 70

 = 2.75 x 265 – 70

= 658.75 N/ mm2

K = 658.752 x sin (20) x (2/ 540) / 1.4

K = 392.64

Fw = 45 x 25 x 1.625 x 392.64

= 717.8 KN Hence Fw>Fd

VI. Result

Sr. no. Parameter Symbol Unit Value

1 Moment of inertia I m4 1.917 x 10-8

2 Polar moment of inertia J m4 3.835 x 10-8

3 Torque T N-m 137.34

4 Power P W 1725.86

5 Shear stress τ N/m2 44.76 x 106

6 Bending moment M N-m 315921.6

7 Angle of twist ϴ rad 0.0149

Table 6.1 result

3. ANALYSIS OF SPIRAL BEVEL GEAR

Fig.3.1 CAD Model of spiral bevel gear

The CAD geometry is created by using SOLIDWORKS and used for finite elemental analysis in
ANSYS.

FE model is created using ANSYS. Second order tetrahedral elements are used to capture bevel
geometry for better accuracy.
 Fig.3.2 FE Model of spiral bevel gear
All translational degrees of freedom and rotation about bevel gear is fixed for FE analysis. These

are minimum required boundary condition to get proper convergence of the model. Tangential

load is applied on the four teeth of the bevel gear.

Equivalent von Mises stress and deformations within gear are plotted. Stress observed in gear is

well within acceptable limit.

Fig.3.3 Von Mises stresses

 .

Fig. 3.4 Tooth deformation

 Chapter 4

COMPONENTS OF BICYCLE

1. Pedal :

A bicycle pedal is the part of a bicycle that the rider pushes with their foot to propel the bicycle.

It provides the connection between the cyclist's foot or shoe and the crank allowing the leg to

turn the bottom bracket spindle and propel the bicycle's wheels. Pedals usually consist of a

spindle that threads into the end of the crank and a body, on which the foot rests or is

attached, that is free to rotate on bearings with respect to the spindle. Part attached to crank

that cyclist rotate to provide the bicycle power.

2. Fender:

Piece of curved metal covering a part of wheel to protect the cyclist from being splashed.

3. Front Brake:

Mechanism activated by brake cable compressing a calliper of return springs. It forces a pair of

brake pads against the sidewalls to stop the bicycle.

4. Hub:

Centre part of the wheel from which spoke radiate, inside the hub are ball bearings enabling

to rotate around in axle.

 5. Drive Mechanism:

A kind of gear in which the two wheels working together lie in different planes and have

their teeth cut at right angles to the surfaces of two cones whose apices coincide with the

point where the axes of the wheels would meet.

Fig.4.1 Bevel gears

Two meshing gears transmitting rotational motion. Note that the smaller gear is rotating faster.
Although the larger gear is rotating less quickly, its torque is proportionally greater. One subtlety
of this particular arrangement is that the linear speed at the pitch diameter is the same on both
gears. A gear or cogwheel is a rotating machine part having cut teeth, or cogs, which mesh with
another toothed part in order to transmit torque, in most cases with teeth on the one gear being of
identical shape, and often also with that shape on the other gear. Two or more gears working in
tandem are called a transmission and can produce a mechanical advantage through a gear ratio
and thus may be considered a simple machine. Geared devices can change the speed, torque, and
direction of a power source. The most common situation is for a gear to mesh with another gear;
however, a gear can also mesh with a non-rotating toothed part, called a rack, thereby producing
translation instead of rotation. The gears in a transmission are analogous to the wheels in a
crossed belt pulley system. An advantage of gears is that the teeth of a gear prevent slippage.
When two gears mesh, and one gear is bigger than the other (even though the size of the teeth
must match), a mechanical advantage is produced, with the rotational speeds and the torques of
the two gears differing in an inverse relationship. In transmissions which offer multiple gear
ratios, such as bicycles, motorcycles, and cars, the term gear, as in first gear, refers to a gear ratio
rather than an actual physical gear. The term is used to describe similar devices even when the
gear ratio is continuous rather than discrete, or when the device does not actually contain any
gears, as in a continuously variable transmission. The earliest known reference to gears was circa
A.D. 50 by Hero of Alexandria, but they can be traced back to the Greek mechanics of the
Alexandrian school in the 3rd century B.C. and were greatly developed by the Greek polymath
Archimedes (287–212 B.C.). The Antikythera mechanism is an example of a very early and
intricate geared device, designed to calculate astronomical positions. Its time of construction is
now estimated between 150 and 100 BC. The definite velocity ratio which results from having
teeth gives gears an advantage over other drives (such as traction drives and V-belts) in precision
machines such as watches that depend upon an exact velocity ratio. In cases where driver and
follower are proximal, gears also have an advantage over other drives in the reduced number of
parts required; the downside is that gears are more expensive to manufacture and their
lubrication requirements may impose a higher operating cost.

 Types

1 External gear:
An external gear is one with the teeth formed on the outer surface of a cylinder or cone.

2 Internal gear:
An internal gear is one with the teeth formed on the inner surface of a cylinder or cone.
For bevel gears, an internal gear is one with the pitch angle exceeding 90 degrees.
Internal gears do not cause output shaft direction reversal.
 List of gears
1. Spur gear :
Spur gears or straight-cut gears are the simplest type of gear. They consist of a
cylinder or disk with the teeth projecting radials, and although they are not
 straight-sided in form (they are usually of special form to achieve constant drive
ratio, mainly involute), the edge of each tooth is straight and aligned parallel to
the axis of rotation. These gears can be meshed together correctly only if they are
fitted to parallel shafts.

2. Helical gears:
Helical or "dry fixed" gears offer a refinement over spur gears. The leading edges
of the teeth are not parallel to the axis of rotation, but are set at an angle. Since the
gear is curved, this angling causes the tooth shape to be a segment of a helix.
Helical gears can be meshed unparallel or crossed orientations. The former refers
to when the shafts are parallel to each other; this is the most common orientation.
In the latter, the shafts are non-parallel, and in this configuration the gears are
sometimes known as "skew gears". The angled teeth engage more gradually than
do spur gear teeth, causing them to run more smoothly and quietly. With parallel
helical gears, each pair of teeth first make contact at a single point at one side of
the gear wheel; a moving curve of contact then grows gradually across the tooth
face to a maximum then recedes until the teeth break contact at a single point on
the opposite side. In skew gears, teeth suddenly meet at a line contact across their
entire width causing stress and noise. Skew gears make a characteristic whine at
high speeds. Whereas spur gears are used for low speed applications and those
situations where noise control is not a problem, the use of helical gears is
indicated when the application involves high speeds, large power transmission, or
where noise abatement is important. The speed is considered to be high when the
pitch line velocity exceeds 25 m/s. A disadvantage of helical gears is a resultant
thrust along the axis of the gear, which needs to be accommodated by appropriate
thrust bearings, and a greater degree of sliding friction between the meshing teeth,
often addressed with additives in the lubricant.
3. Skew gears :
For a 'crossed' or 'skew' configuration, the gears must have the same pressure
angle and normal pitch; however, the helix angle and handedness can be different.
The relationship between the two shafts is actually defined by the helix angle(s)
 of the two shafts and the handedness, as defined: Where is the helix angle for the
gear? The crossed configuration is less mechanically sound because there is only
a point contact between the gears, whereas in the parallel configuration there is a
line contact. Quite commonly, helical gears are used with the helix angle of one
having the negative of the helix angle of the other; such a pair might also be
referred to as having a right-handed helix and a left-handed helix of equal angles.
The two equal but opposite angles add to zero: the angle between shafts is zero –
that is, the shafts are parallel. Where the sum or the difference (as described in the
equations above) is not zero the shafts are crossed. For shafts crossed at right
angles, the helix angles are of the same hand because they must add to 90 degrees.
4. Double helical gears:
Double helical gears, or herringbone gears, overcome the problem of axial thrust
presented by "single" helical gears, by having two sets of teeth that are set in a V
shape. A double helical gear can be thought of as two mirrored helical gears
joined together. This arrangement cancels out the net axial thrust, since each half
of the gear thrusts in the opposite direction resulting in a net axial force of zero.
This arrangement can remove the need for thrust bearings. However, double
helical gears are more difficult to manufacture due to their more complicated
shape. For both possible rotational directions, there exist two possible
arrangements for the oppositely oriented helical gears or gear faces. One
arrangement is stable, and the other is unstable. In a stable orientation, the helical
gear faces are oriented so that each axial force is directed toward the center of the
gear. In an unstable orientation, both axial forces are directed away from the
center of the gear. In both arrangements, the total (or net) axial force on each gear
is zero when the gears are aligned correctly. If the gears become misaligned in the
axial direction, the unstable arrangement will generate a net force that may lead to
disassembly of the gear train, while the stable arrangement generates a net
corrective force. If the direction of rotation is reversed, the direction of the axial
thrusts is also reversed, so a stable configuration becomes unstable, and vice
versa. Stable double helical gears can be directly interchanged with spur gears
without any need for different bearings.
5. Bevel gear:
A bevel gear is shaped like a right circular cone with most of its tip cut off. When
two bevel gears mesh, their imaginary vertices must occupy the same point. Their
shaft axes also intersect at this point, forming an arbitrary non-straight angle
between the shafts. The angle between the shafts can be anything except zero or
180 degrees. Bevel gears with equal numbers of teeth and shaft axes at 90 degrees
are called miter gears.
6. Spiral bevels:
Spiral bevel gears can be manufactured as Gleason types (circular arc with non-
constant tooth depth), Oerlikon and Curvex types (circular arc with constant tooth
depth), KlingelnbergCycloPalloid (Epicycloids with constant tooth depth) or
KlingelnbergPalloid. Spiral bevel gears have the same advantages and
disadvantages relative to their straight-cut cousins as helical gears do to spur
gears. Straight bevel gears are generally used only at speeds below 5 m/s (1000
ft/min), or, for small gears, 1000 rpm. Note: The cylindrical gear tooth profile
corresponds to an involute, but the bevel gear tooth profile to an octoid. All
traditional bevel gear generators (like Gleason, Klingelnberg,
Heidenreich&Harbeck, and WMWModule) manufacture bevel gears with an
octoidal tooth profile. Furthermore those "involute bevel gear sets" causes more
noise.
7. Hypoid gear:
Hypoid gears resemble spiral bevel gears except the shaft axes do not intersect.
The pitch surfaces appear conical but, to compensate for the offset shaft, are in
fact hyperboloids of revolution. Hypoid gears are almost always designed to
operate with shafts at 90 degrees. Depending on which side the shaft is offset to,
relative to the angling of the teeth, contact between hypoid gear teeth may be even
smoother and more gradual than with spiral bevel gear teeth, but also have a
sliding action along the meshing teeth as it rotates and therefore usually require
some of the most viscous types of gear oil to avoid it being extruded from the
mating tooth faces, the oil is normally designated HP (for hypoid) followed by a
 number denoting the viscosity. Also, the pinion can be designed with fewer teeth
than a spiral bevel pinion, with the result that gear ratios of 60:1 and higher are
feasible using a single set of hypoid gears. This style of gear is most commonly
found driving mechanical differentials; which are normally straight cut bevel
gears; in motor vehicle axles.
 Backlash:
Backlash is the error in motion that occurs when gears change direction. It exists because
there is always some gap between the trailing face of the driving tooth and the leading
face of the tooth behind it on the driven gear, and that gap must be closed before force
can be transferred in the new direction. The term "backlash" can also be used to refer to
the size of the gap, not just the phenomenon it causes; thus, one could speak of a pair of
gears as having, for example, "0.1 mm of backlash." A pair of gears could be designed to
have zero backlash, but this would presuppose perfection in manufacturing, uniform
thermal expansion characteristics throughout the system, and no lubricant. Therefore,
gear pairs are designed to have some backlash. It is usually provided by reducing the
tooth thickness of each gear by half the desired gap distance. In the case of a large gear
and a small pinion, however, the backlash is usually taken entirely off the gear and the
pinion is given full sized teeth. Backlash can also be provided by moving the gears
further apart. The backlash of a gear train equals the sum of the backlash of each pair of
gears, so in long trains backlash can become a problem. For situations in which precision
is important, such as instrumentation and control, backlash can be minimized through one
of several techniques. For instance, the gear can be split along a plane perpendicular to
the axis, one half fixed to the shaft in the usual manner, the other half placedalongside it,
free to rotate about the shaft, but with springs between the two halves providing relative
torque between them, so that one achieves, in effect, a single gear with expanding teeth.
Another method involves tapering the teeth in the axial direction and providing for the
gear to be slid in the axial direction to take up slack.
 Shifting of gears:
In some machines (automobiles) it is necessary to alter the gear ratio to suit the task, a
process known as gear shifting or changing gear. There are several outcomes of gear
shifting in motor vehicles. In the case of vehicle noise emissions, there are higher sound
 levels emitted when the vehicle is engaged in lower gears. The design life of the lower
ratio gears is shorter, so cheaper gears may be used (i.e. spur for 1st and reverse) which
tends to generate more noise due to smaller overlap ratio and a lower mesh stiffness etc.
than the helical gears used for the high ratios. This fact has been utilized in analyzing
vehicle generated sound since the late 1960s, and has been incorporated into the
simulation of urban roadway noise and corresponding design of urban noise barriers
along roadways.
 Tooth profile :
A profile is one side of a tooth in a cross section between the outside circle and the root
circle. Usually a profile is the curve of intersection of a tooth surface and a plane or
surface normal to the pitch surface, such as the transverse, normal, or axial plane. The
fillet curve (root fillet) is the concave portion of the tooth profile where it joins the
bottom of the tooth space. The velocity ratio is dependent on the profile of the teeth.
Friction and wear between two gears is also dependent on the tooth profile. There are a
great many tooth profiles that will give a constant velocity ratio, and in many cases, given
an arbitrary tooth shape, it is possible to develop a tooth profile for the mating gear that
will give a constant velocity ratio. However, two constant velocity tooth profiles have
been by far the most commonly used in modern times. They are the cycloid and the
involute. The cycloid was more common until the late 1800s; since then the involute has
largely superseded it, particularly in drive train applications. The cycloid is in some ways
the more interesting and flexible shape; however the involute has two advantages: it is
easier to manufacture, and it permits the center to center spacing of the gears to vary over
some range without ruining the constancy of the velocity ratio. Cycloidal gears only work
properly if the center spacing is exactly right.
 Gear materials :
Numerous nonferrous alloys, cast irons, powder-metallurgy and plastics are used in the
manufacture of gears. However, steels are most commonly used because of their high
strengthto-weight ratio and low cost. Plastic is commonly used where cost or weight is a
concern. A properly designed plastic gear can replace steel in many cases because it has
many desirable properties, including dirt tolerance, low speed meshing, the ability to
"skip" quite well and the ability to be made with materials not needing additional
 lubrication. Manufacturers have employed plastic gears to reduce costs in consumer
items including copy machines, optical storage devices, cheap dynamos, consumer audio
equipment, servo motors, and printers.
 The module system :
As a result, the term module is usually understood to mean the pitch diameter in
millimeters divided by the number of teeth. When the module is based upon inch
measurements, it is known as the English module to avoid confusion with the metric
module. Module is a direct dimension, whereas diametral pitch is an inverse dimension
(like "threads per inch").

6. Drive Shaft:

A shaft-driven bicycle is a bicycle that uses a drive shaft instead of a chain to transmit power

from the pedals to the wheel. Shaft drives were introduced over a century ago, but were

mostly supplanted by chain-driven bicycles due to the gear ranges possible with sprockets

and derailleurs. Recently, due to advancements in internal gear technology, a small number

of modern shaft-driven bicycles have been introduced.

 Different Types of Shafts

1. Transmission shaft:

These shafts transmit power between the source and the machines absorbing power.

The counter shafts, line shafts, overhead shafts and all factory shafts are 6

transmission shafts. Since these shafts carry machine parts such as pulleys, gears etc.,

therefore they are subjected to bending moments in addition to twisting.

 2. Machine Shaft:

These shafts form an integral part of the machine itself. For example, the crankshaft

is an integral part of I.C.engines slider-crank mechanism.

3. Axle:

A shaft is called “an axle”, if it is a stationary machine element and is used for the

transmission of bending moment only. It simply acts as a support for rotating bodies.

Application: To support hoisting drum, a car wheel or a rope sheave.

4. Spindle:

A shaft is called “a spindle”, if it is a short shaft that imparts motion either to a

cutting tool or to a work-piece.

 Applications:

1. Drill press spindles-impart motion to cutting tool (i.e.) drill.

2. Lathe spindles-impart motion to work-piece. Apart from, an axle and a

spindle, shafts are used at so many places and almost everywhere wherever

power transmission is required. Few of them are:

1. Automobile Drive Shaft: Transmits power from main gearbox to

differential gear box.

2. Ship Propeller Shaft: Transmits power from gearbox to propeller attached

on it.

3. Helicopter Tail Rotor Shaft: Transmits power to rail rotor fan. Part of Drive

Shaft Bevel Gear Shaft Rod Bolt Bfrontevel Gear.

 Merits of a Drive Shaft :

1. They have high specific modulus and strength.

2. Reduced weight.

3. The fundamental natural frequency of the carbon fiber composite drive shaft can be

twice as high as that of steel or aluminium because the carbon fiber composite

material has more than 4 times the specific stiffness of steel or aluminium, which

makes it possible to manufacture the drive shaft of passenger cars in one piece. A

one-piece composite shaft can be manufactured so as to satisfy the vibration

requirements. This eliminates all the assembly, connecting the two piece steel shafts

and thus minimizes the overall weight, vibrations and the total cost

4. Due to the weight reduction, fuel consumption will be reduced.

5. They have high damping capacity hence they produce less vibration and noise.

6. They have good corrosion resistance.

7. Greater torque capacity than steel or alluminium shaft.

8. Longer fatigue life than steel or alluminium shaft.

9. Lower rotating weight transmits more of available power. 2.6 Drive Shaft

Vibration is the most common drive shaft problem. Small cars and short vans and

trucks (LMV) are able to use a single drive shaft with a slip joint at the front end

without experiencing any undue vibration. However, with vehicles of longer wheel

base, the longer drive shaft required would tend to sag and under certain operating

conditions would tend to whirl and then setup resonant vibrations in the body of the

vehicle, which will cause the body to vibrate as the shaft whirls. Vibration can be

either transverse or torsional. Transverse vibration is the result of unbalanced

condition acting on the shaft. This condition is usually by dirt or foreign material on
the shaft, and it can cause a rather noticeable vibration in the vehicle. Torsional

vibration occurs from the power impulses of the engine or from improper universal

join angles. It causes a noticeable sound disturbance and can cause a mechanical

shaking. In excess, both types of vibration can cause damage to the universal joints

and bearings. Whirling of a rotating shaft happens when the centre of gravity of the

shaft mass is eccentric and so is acted upon by a 8 centrifugal force which tends to

bend or bow the shaft so that it orbits about the shaft longitudinal axis like a rotating

skipping rope. As the speed rises, the eccentric deflection of the shaft increases, with

the result that the centrifugal force also will increase. The effect is therefore

cumulative and will continue until the whirling become critical, at which point the

shaft will vibrate violently. From the theory of whirling, it has been found that the

critical whirling speed of the shaft is inversely proportional to the square of the shaft

length. If, therefore, a shaft having, for example, a critical whirling speed of 6000

rev/min is doubled in length, the critical whirling of the new shaft will be reduced to a

quarter of this, i.e. the shaft will now begin to rotate at 1500 rev/min. The vibration

problem could solve by increasing the diameter of the shaft, but this would increase

its strength beyond its torque carrying requirements and at the same time increase its

inertia, which would oppose the vehicle’s acceleration and deceleration. Another

alternative solution frequently adopted by car, van, and commercial vehicle

manufacturers is the use of twopiece drive shafts supported by intermediate or centre

bearings. But this will increase the cost considerably.

7. Bearing:

For the smooth operation of Shaft, bearing mechanism is used. To have very less friction

loss the two ends of shaft are pivoted into the same dimension bearing.

Fig.4.2 Drive shaft & Bearing

 Chapter 5

OPERATIONS
5.1 LATHE

Fig 5.1 Lathe

A machine tool which rotates the workpiece on its axis to perform various and a lot of

operations such as cutting, sanding, knurling, drilling, facing, turning, order formation, and a lot

more with tools that are applied to the workpiece to create an object which has symmetry about

an axis of rotation.

Lathes are used in woodturning, metalworking, metal spinning, thermal spraying, parts

reclamation, and glass-working. Lathes can be used to shape pottery, the best-known design

being the potter's wheel. Most suitably equipped metalworking lathes can also be used to

produce most solids of revolution, plane surfaces and screw threads or helices. Ornamental lathes

can produce three-dimensional solids of incredible complexity. The work piece is usually held in
place by either one or two centers, at least one of which can typically be moved horizontally to

accommodate varying work piece lengths. Other work-holding methods include clamping the

work about the axis of rotation using a chuck or collet, or to a faceplate, using clamps or dogs.

Examples of objects that can be produced on a lathe include candlestick holders, gun

barrels, cue sticks, table legs, bowls, baseball bats, musical instruments, crankshafts,

and camshafts.

5.2 ARC WELDING

Gas metal arc welding (GMAW), sometimes referred to by its subtypes metal inert

gas (MIG) welding or metal active gas (MAG) welding, is awelding process in which an electric

arc forms between a consumable wire electrode and the workpiece metal(s), which heats the

workpiece metal(s), causing them to melt, and join. Along with the wire electrode, a shielding

gas feeds through the welding gun, which shields the process from contaminants in the air. The

process can be semi-automatic or automatic. A constant voltage, direct current power source is

most commonly used with GMAW, but constant current systems, as well as alternating current,

can be used.

There are four primary methods of metal transfer in GMAW, called globular, short-circuiting,

spray, and pulsed-spray, each of which has distinct properties and corresponding advantages and

limitations.

Originally developed for welding aluminum and other non-ferrous materials in the 1940s,

GMAW was soon applied to steels because it provided faster welding time compared to other

welding processes. The cost of inert gas limited its use in steels until several years later, when

the use of semi-inert gases such as carbon dioxide became common. Further developments
during the 1950s and 1960s gave the process more versatility and as a result, it became a highly

used industrial process. Today, GMAW is the most common industrial welding process,

preferred for its versatility, speed and the relative ease of adapting the process to robotic

automation.

Fig 5.2 Arc Welding

Unlike welding processes that do not employ a shielding gas, such as shielded metal arc welding,

it is rarely used outdoors or in other areas of air volatility. A related process, flux cored arc

welding, often does not use a shielding gas, but instead employs an electrode wire that is hollow

and filled with flux.

For most of its applications gas metal arc welding is a fairly simple welding process to learn

requiring no more than a week or two to master basic welding technique. Even when welding is

performed by well-trained operators weld quality can fluctuate since it depends on a number of

external factors. All GMAW is dangerous, though perhaps less so than some other welding

methods, such as shielded metal arc welding.

5.2.1 OPERATION

The basic technique for GMAW is quite simple, since the electrode is fed automatically

through the torch (head of tip). By contrast, in gas tungsten arc welding, the welder must handle

a welding torch in one hand and a separate filler wire in the other, and in shielded metal arc

welding, the operator must frequently chip off slag and change welding electrodes. GMAW

requires only that the operator guide the welding gun with proper position and orientation along

the area being welded. Keeping a consistent contact tip-to-work distance (the stick out distance)

is important, because a long stick out distance can cause the electrode to overheat and also

wastes shielding gas. Stick out distance varies for different GMAW weld processes and

applications. The orientation of the gun is also important—it should be held so as to bisect the

angle between the workpieces; that is, at 45 degrees for a fillet weld and 90 degrees for welding

a flat surface. The travel angle, or lead angle, is the angle of the torch with respect to the

direction of travel, and it should generally remain approximately vertical. However, the desirable

angle changes somewhat depending on the type of shielding gas used—with pure inert gases; the

bottom of the torch is often slightly in front of the upper section, while the opposite is true when

the welding atmosphere is carbon dioxide.

5.3 CYLINDRICAL GRINDING MACHINE

The cylindrical grinder is a type of grinding machine used to shape the outside of an object.

The cylindrical grinder can work on a variety of shapes; however the object must have a central

axis of rotation. This includes but is not limited to such shapes as a cylinder, an ellipse, a cam, or

a crankshaft.
Fig 5.3 Cylindrical Grinding Machine

Cylindrical grinding is defined as having four essential actions:

1. The work (object) must be constantly rotating

2. The grinding wheel must be constantly rotating

3. The grinding wheel is fed towards and away from the work

4. Either the work or the grinding wheel is traversed with respect to the other.

5.3.1 APPLICATION

The cylindrical grinder is responsible for a plethora of innovations and inventions in the

progression of science and technology. Any situation in which extremely precise metalworking

is required, the cylindrical grinder is able to provide a level of precision unlike any other
machine tool. From the automotive industry to military applications, the benefits the cylindrical

grinder has given us are immeasurable.

5.4 BROACHING

Broaching is a machining process that uses a toothed tool, called a broach, to remove

material. There are two main types of broaching: linear androtary. In linear broaching, which is

the more common process, the broach is run linearly against a surface of the workpiece to effect

the cut. Linear broaches are used in a broaching machine, which is also sometimes shortened

to broach. In rotary broaching, the broach is rotated and pressed into the workpiece to cut an axis

symmetric shape. A rotary broach is used in a lathe or screw machine. In both processes the cut

is performed in one pass of the broach, which makes it very efficient.

Broaching is used when precision machining is required, especially for odd shapes.

Commonly machined surfaces include circular and non-circular holes, splines, keyways, and flat

surfaces. Typical workpieces include small to medium-sized castings, forgings, screw machine

parts, and stampings. Even though broaches can be expensive, broaching is usually favored over

other processes when used for high-quantity production runs.

Broaches are shaped similar to a saw, except the height of the teeth increases over the length

of the tool. Moreover, the broach contains three distinct sections: one for roughing, another for

semi-finishing, and the final one for finishing. Broaching is an unusual machining process

because it has the feed built into the tool. The profile of the machined surface is always the

inverse of the profile of the broach. The rise per tooth (RPT), also known as the step or feed per

tooth, determines the amount of material removed and the size of the chip. The broach can be
moved relative to the workpiece or vice versa. Because all of the features are built into the

broach no complex motion or skilled labor is required to use it. A broach is effectively a

collection of single-point cutting tools arrayed in sequence, cutting one after the other; its cut is

analogous to multiple passes of a shaper.

5.4.1 PROCESS

The process depends on the type of broaching being performed. Surface broaching is very

simple as either the workpiece is moved against a stationary surface broach, or the workpiece is

held stationary while the broach is moved against it.

Internal broaching is more involved. The process begins by clamping the workpiece into a

special holding fixture, called a workholder, which mounts in the broaching machine. The

broaching machine elevator, which is the part of the machine that moves the broach above the

workholder, then lowers the broach through the workpiece. Once through, the broaching

machine'spuller, essentially a hook, grabs the pilot of the broach. The elevator then releases the

top of the pilot and the puller pulls the broach through the workpiece completely. The workpiece

is then removed from the machine and the broach is raised back up to reengage with the

elevator. The broach usually only moves linearly, but sometimes it is also rotated to create a

spiral spline or gun-barrel rifling.

Cutting fluids are used for three reasons;

1. to cool the work piece and broach

2. to lubricate cutting surfaces

3. to flush the chips from the teeth.

 Fortified petroleum cutting fluids are the most common, however heavy duty water soluble

cutting fluids are being used because of their superior cooling, cleanliness, and non-

flammability.

5.4.2 USAGE

Broaching was developed for machining internal keyways. However, it was soon discovered

that broaching is very useful for machining other surfaces and shapes for high volume work

pieces. Because each broach is specialized to cut just one shape either the broach must be

specially designed for the geometry of the work piece or the work piece must be designed around

standard broach geometry. A customized broach is usually only viable with high volume work

pieces, because the broach can cost Rs.75,000 to Rs.150,000 to produce.

Broaching speeds vary from 20 to 120 surface feet per minute (SFPM). This results in a

complete cycle time of 5 to 30 seconds. Most of the time is consumed by the return stroke,

broach handling, and work piece loading and unloading.

The only limitations on broaching are that there are no obstructions over the length of the

surface to be machined, the geometry to be cut does not have curves in multiple planes, and that

the work piece is strong enough to withstand the forces involved. Specifically for internal

broaching a hole must first exist in the work piece so the broach can enter.

Broaching works best on softer materials, such as brass, bronze, copper

alloys, aluminium, graphite, hard rubbers, wood, composites, and plastic. However, it still has a

good machinability rating on mild steels and free machining steels. Broaching is more difficult

on harder materials, stainless steel and titanium, but is still possible.

 Chapter 6

WORKING PRINCIPLE

The job involved is the design for suitable drive shaft and replacement of chain drive smoothly

to transmit power from the pedal to the wheel without slip. It needs only a less maintenance. It is

cost effective. Propeller shaft strength is more and also propeller shaft diameter is less. It absorbs

the shock. Because the propeller shaft center is fitted with the universal joint is a flexible joint. It

turns into any angular position. The both end of the shaft are fitted with the bevel pinion, the

bevel pinion engaged with the crown and power is transmitted to the rear wheel through the

propeller shaft and gear box. With our shaft drive bicycle, there is no more grease on your hands

or your clothes; and no more chain and derailleur maintenance

 Chapter 7

ADVANTAGES AND APPLICATIONS

Advantages

1) Drive system is less likely to become jammed.

2) The use of a gear system creates a smoother and more consistent pedaling motion.

3) Lower maintenance.

4) Efficiency is more as compared to conventional bicycle design.

5) High durability.

6) Low cost of ownership when manufactured in large scale.

Applications

1) It is used for racing purpose.

2) Also used for Off-road riding.

3) For Cycling.

4) For public and bicycle rental purpose.

 Chapter 8

TROUBLESHOOTING

When abnormal vibrations or noises are detected in the driveshaft area, this chart can be used to

help diagnose possible causes.

Table – 1 TROUBLESHOOTING

Problem Caused by What to do

As bicycle is accelerated from stop torque is required Apply more torque at starting

when gears are not shifting Rusting Clean with fluids

Vibration at speed High speed Maintain low speed

Noise at low speed Universal joint Apply grease

Gears pitch circle is not coincide Vibrations Adjust the position of gears

Gear backlash Noise, Overloading, Follow design characteristics

 Overheating

CHAPTER 9

COST ESTIMATION

1. Cost estimation may be defined as the process of forecasting the expenses that must be
incurred to manufacture a product. These expenses take into a consideration all
expenditure involved in a design and manufacturing with all related services facilities
such as pattern making, tool, making as well as a portion of the general administrative
and selling costs.

SR NO PART NAME QUANTITY COST

1 PEDESTAL BEARING 2 380/-

2 M.S.SHAFT 2FT. 120/-
3 BEVEL GEARS 4 2650/-
4 M.S.PIPE 2 FT 90/-
5 NUT AND BOLT - 40/-
6 COLOUR 500GM 90/-
TOTAL 3370/-

 Material cutting cost = 120/-

 Fabrication cost = 650/-

 Other cost = 550/-

  Labour cost = 1150/-

 Total cost of project = total + material cost + fabrication cost +other cost + labour

cost

= 3370 + 120+ 650+ 1150

= 5290/-

Chapter 10

CONCLUSION

The shaft driven bicycle is designed successfully. The bicycle works efficiently and transmits the

power from pedal to rear wheel smoothly, but it is requiring slightly more initial torque compare

to drive torque. The noise and the vibration of the gear pair are considerably reduced.

This bicycle can be used for racing purpose and off-road riding. As the speed of the shaft driven

bicycle is more enough, it can be utilized for generating pedal work.

The result obtained from this work is a useful approximation to help in the earlier stages of the

development, saving development time and helping the decision-making process to optimize the

design.
The drive shaft with the objective of minimization of the weight of shaft which was subjected to

the constraints such as torque transmission, torsion buckling capacity, stress-strain etc. The stress

distribution and maximum deformation in the drive shaft are the functions of stacking of the

material. The optimum stacking of material layers can be used as the effective tool to reduce

weight and stress acting on the drive shaft.

REFERENCES

[1] US PATENT DOCUMENTS Kenneth S. Keyes 5,078,416 1/1992 ………..…280/260.

[2] J.C. Martin, W.W. Spirduso “Determinants of Maximal Cycling power: Crank length,

Pedaling rate and Pedal speed”, Springer-Verlag, 84, 2001, 413-418.

[3] Rahul U. Urunkar, Prof. P.P. Deshpande “Study of Drive Mechanisms of Bicycle, Tricycle or

Like Vehicles to Optimize Operating Performance - A Review”, Int. Journal of Engineering

Research and Applications ISSN : 2248-9622, Vol. 4, Issue 1( Version 2), January 2014, pp.214-

219.

[4] Rastogi, N. (2004) “Design of composite drive shafts for automotive applications”, Visteon

Corporation, SAE technical paper series.

[5] A.K. Singh, A.S. Bobade, A.K. Ghodmare, B.C. Bisen, H.H. Walmik, P.C. Padole, V.U.

Gaikwad, C.K. Tembhurkar, N.K. Mandavgade “Concept of User Friendly Modified Folding

Bicycle”, European Journal of Applied Engineering and Scientific Research 2014, 3 (1):16-20.

[6] R.S. Khurmi, J.K. Gupta “A Text Book of Machine Design”, S CHAND, 2005.

[7] B.D. Shiwalkar “Design Data for Machine Elements”, Denett, 2013.

Website

[8] www.google.in

[9] Dynamic bicycles.com

[10] www.engineeringtoolbox.com

[11] Makeitform.com [12] Convertunits.com

[13] Webbicycle.netpaths.net/technology.php

Books

[14] “Design Data”- Data book of engineering.

[15] Machine design – Design data book

[16] Strength of material by R.S Kurm