1

CHAPTER 1
INTRODUCTION
Efficiencies of both living and non-living beings depend to a great extent on
the physical environment for specific applications. The nature keeps conditions in
the physical environment in the dynamic state ranging from one extreme to the
other. From the invention of fire, man has been improving his environment for the
betterment of life in that way we had improved a lot for the comfort of humanity.
In that way transportation plays an important role in day to day life and one among
them is bicycle and it is one of the traditional ways of transport and thus provide us
comforts to enable us perform better and have longer lives.

1.1 DEFINITION
1.1.1 BICYCLE
A bicycle, often called a bike, is a human-powered, pedal-driven, single-
track vehicle, having two wheels attached to a frame, one behind the other. A
bicycle rider is called a cyclist, or bicyclist. Bicycles were introduced in the 19th
century in Europe and now number more than a billion worldwide, twice as many
as automobiles. They are the principal means of transportation in many regions.
They also provide a popular form of recreation, and have been adapted for use as
children's toys, general fitness, military and police applications, courier services,
and bicycle racing.

The basic shape and conFigureuration of a typical upright, or safety bicycle,
has changed little since the first chain-driven model was developed around
2

1885. But many details have been improved, especially since the advent of modern
materials and computer-aided design. These have allowed for a proliferation of
specialized designs for many types of cycling.

The bicycle's invention has had an enormous effect on society, both in terms
of culture and of advancing modern industrial methods. Several components that
eventually played a key role in the development of the automobile were initially
invented for use in the bicycle, including ball bearings, pneumatic tires, chain-
driven sprockets, and tension-spoke wheels.

1.2 HISTORY
The first verifiable claim for a practically used bicycle belongs to
German Baron Karl von Drais, a civil servant to the Grand Duke
of Baden in Germany. Drais invented his Laufmaschine (German for "running
machine") of 1817 that was called Draisine (English) or draisienne (French) by the
press. Karl von Drais patented this design in 1818, which was the first
commercially successful two-wheeled, steerable, human-propelled machine,
commonly called a velocipede and nicknamed hobby-horse It was initially
manufactured in Germany and France.

It shifted their use and public perception from being a dangerous toy for
sporting young men to being an everyday transport tool for men and women of all
ages. Aside from the obvious safety problems, the high-wheeler's direct front
wheel drive limited its top speed. Accordingly, inventors tried a rear wheel chain
drive. Although Harry John Lawson invented a rear-chain-drive bicycle in 1879
3

with his "bicyclist", it still had a huge front wheel and a small rear wheel.
Detractors called it "The Crocodile", and it failed in the market.

John Kemp Starley, James's nephew, produced the first successful "safety
bicycle" (again a retrospective name), the "Rover," in 1885, which he never
patented. It featured a steerable front wheel that had significant caster, equally
sized wheels and a chain drive to the rear wheel.

Widely imitated, the safety bicycle completely replaced the high-wheeler in
North America and Western Europe by 1890. Meanwhile John Dunlop's
reinvention of the pneumatic bicycle tier in 1888 had made for a much smoother
ride on paved streets; the previous type were quite smooth-riding, when used on
the dirt roads common at the time. As with the original velocipede, safety bicycles
had been much less comfortable than high-wheelers precisely because of the
smaller wheel size, and frames were often buttressed with complicated bicycle
suspension spring assemblies. The pneumatic tire made all of these obsolete, and
frame designers found a diamond pattern to be the strongest and most efficient
design.

The chain drive improved comfort and speed, as the drive was transferred to
the non-steering rear wheel and allowed for smooth, relaxed and injury free
pedaling (earlier designs that required pedaling the steering front wheel were
difficult to pedal while turning, due to the misalignment of rotational planes of leg
and pedal). With easier pedaling, the rider more easily turned corners.

4

The pneumatic tire and the diamond frame improved rider comfort but do
not form a crucial design or safety feature. A hard rubber tire on a bicycle is just as
ride able but is bone jarring. The frame design allows for a lighter weight, and
more simple construction and maintenance, hence lower price.

1.3 TYPES OF DRIVES
Chain drive
Belt drive
Shaft drive
Hydraulic drive

1.3.1 CHAIN DRIVE
Chain drive is a way of transmitting mechanical power from one place to
another. It is often used to convey power to the wheels of a vehicle, particularly
bicycle and motorcycles. It is also used in a wide variety of machines besides
vehicles. Most often; the power is conveyed by a roller chain, known as the drive
chain or transmission chain passing over a sprocket gear, with the teeth of the gear
meshing with the holes in the links of the chain. The gear is turned, and this pulls
the chain putting mechanical force into the system. Another type of drive chain is
the Morse chain, invented by the Morse Chain Company of Ithaca, New
York, USA. This has inverted teeth sometimes the power is output by simply
rotating the chain, which can be used to lift or drag objects. In other situations, a
second gear is placed and the power is recovered by attaching shafts or hubs to this
gear. Though drive chains are often simple oval loops, they can also go around
corners by placing more than two gears along the chain; gears that do not put
5

power into the system or transmit it out are generally known as idler-wheels. By
varying the diameter of the input and output gears with respect to each other,
the gear ratio can be altered, so that, for example, the pedals of a bicycle can spin
all the way around more than once for every rotation of the gear that drives the
wheels.

1.3.2 LIMTIATIONS OF CHAIN DRIVE
Although chains can be made stronger than belts, their greater mass
increases drive train inertia.
Frequent lubrication is required and the efficiency varies depending upon the
condition.

1.3.3 SHAFT DRIVE
A drive shaft, driveshaft, driving shaft, propeller shaft (prop shaft),
or Cardan shaft is a mechanical component for transmitting torque and rotation,
usually used to connect other components of a drive train that cannot be connected
directly because of distance or the need to allow for relative movement between
them. Drive shafts are carriers of torque they are subject to torsion and shear stress,
equivalent to the difference between the input torque and the load. They must
therefore be strong enough to bear the stress, whilst avoiding too much additional
weight as that would in turn increase their inertia. To allow for variations in the
alignment and distance between the driving and driven components, drive shafts
frequently incorporate one or more universal joints, jaw couplings, or rag joints,
and sometimes a splined joint or prismatic joint.

6

1.3.4 BELT DRIVES
A belt is a looped strip of flexible material, used to mechanically link two or
more rotating shafts.
They may be used as a source of motion, to efficiently transmit power, or to
track relative movement. Belts are looped over pulleys.
In a two pulley system, the belt can either drive the pulleys in the same
direction, or the belt may be crossed, so that the direction of the shafts is opposite.


Figure 1.1 Belt drive

1.3.4.1 ADVANTAGES OF BELT DRIVE
They are simple and economical.
Parallel shafts are not required.
7

Overload and jam protection are provided.
Noise and vibration are damped out. Machinery life is prolonged
because load fluctuations are cushioned (shock-absorbed).
They are lubrication-free. They require only low maintenance.
They are highly efficient (9098%, usually 95%). Some misalignment
is tolerable.
They are very economical when shafts are separated by large
distances.

1.3.4.2 DISADVANTAGES OF BELT DRIVE
The angular-velocity ratio is not necessarily constant or equal to the ratio
of pulley diameters, because of belt slip and stretch.
Heat buildup occurs. Speed is limited to usually 7000 feet per minute (35
meters per second). Power transmission is limited to 370 kilowatts (500
horsepower).
Operating temperatures are usually restricted to 31 to 185F (35 to
85C).
Some adjustment of center distance or use of an idler pulley is necessary
for wear and stretch compensation.


1.3.5 HYDRAULIC DRIVE
A hydraulic drive system is a drive or transmission system that uses
pressurized hydraulic fluid to drive hydraulic machinery. The term hydrostatic
8

refers to the transfer of energy from flow and pressure, not from the kinetic
energy of the flow.
A hydraulic drive system consists of three parts: The generator (e.g. a hydraulic
pump), driven by an electric motor, a combustion engine or a windmill; valves,
filters, piping etc. (to guide and control the system); the motor (e.g. a hydraulic
motor or hydraulic cylinder) to drive the machinery.

1.3.5.1 PRINCIPLE OF HYDRAULIC DRIVE
Pascal's law is the basis of hydraulic drive systems. As the pressure in the
system is the same, the force that the fluid gives to the surroundings is therefore
equal to pressure area. In such a way, a small piston feels a small force and a
large piston feels a large force.The same principle applies for a hydraulic pump
with a small swept volume that asks for a small torque, combined with a hydraulic
motor with a large swept volume that gives a large torque. In such a way a
transmission with a certain ratio can be built.
Most hydraulic drive systems make use of hydraulic cylinders. Here the same
principle is used a small torque can be transmitted into a large force.
By throttling the fluid between the generator part and the motor part, or by using
hydraulic pumps and/or motors with adjustable swept volume, the ratio of the
transmission can be changed easily. In case throttling is used, the efficiency of the
transmission is limited. In case adjustable pumps and motors are used, the
efficiency, however, is very large. In fact, up to around 1980, a hydraulic drive
system had hardly any competition from other adjustable drive systems.
Nowadays, electric drive systems using electric servo-motors can be
controlled in an excellent way and can easily compete with rotating hydraulic drive
9

systems. Hydraulic cylinders are, in fact, without competition for linear forces. For
these cylinders, hydraulic systems will remain of interest and if such a system is
available, it is easy and logical to use this system for the rotating drives of the
cooling systems, also.

















10

CHAPTER 2
GEARS
2.1 INTRODUCTION
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 and the torques of the two gears differing in an inverse relationship.

2.2 TYPES OF GEARS
2.2.1 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 radially, and although they are not
straight-sided in form (they are usually of special form to achieve constant drive
11

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.

2.2.2 HELICAL GEAR
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 in parallel 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 conFigureuration
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 spur
gears, teeth suddenly meet at a line contact across their entire width causing stress
and noise. Spur 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. 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
12

of sliding friction between the meshing teeth, often addressed with additives in the
lubricant

2.2.3 Bevel



Figure 2.1 Bevel Gears
Bevel gears are gears where the axes of the two shafts intersect and the tooth-
bearing faces of the gears themselves are conically shaped. Bevel gears are most
often mounted on shafts that are 90 degrees apart, but can be designed to work at
other angles as well. The pitch surface of bevel gears is a cone. 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.
There are two issues regarding tooth shape. One is the cross-sectional profile of
the individual tooth. The other is the line or curve on which the tooth is set on the
face of the gear: in other words the line or curve along which the cross-sectional
profile is projected to form the actual three-dimensional shape of the tooth. The
primary effect of both the cross-sectional profile and the tooth line or curve is on
13

the smoothness of operation of the gears. Some result in a smoother gear action
than others.
MATERIALS USED IN MANUFACTURING PROCESS
The various materials used for gears include a wide variety of cast irons,
non-ferrous material &non metallic materials the selection of the gear material
depends upon: i) Type of service ii) Peripheral speed iii) Degree of accuracy
required iv) Method of manufacture v) Required dimensions & weight of the drive
vi) Allowable stress vii) Shock resistance viii) Wear resistance.
Cast iron is popular due to its good wearing properties, excellent
machinability & ease of producing complicated shapes by the casting
method. It is suitable where large gears of complicated shapes are
needed.
Steel is sufficiently strong & highly resistant to wear by abrasion.
Cast steel is used where stress on gear is high & it is difficult to
fabricate the gears.
Plain carbon steels find application for industrial gears where high
toughness combined with high strength.
Alloy steels are used where high tooth strength & low tooth wear are
required.
Aluminum is used where low inertia of rotating mass is desired.
Gears made of nonmetallic materials give noiseless operation at high
peripheral speeds.


14

2.2.4 BEVEL GEARING
Two bevel gears in mesh is known as bevel gearing. In bevel gearing, the
pitch cone angles of the pinion and gear are to be determined from the shaft angle,
i.e., the angle between the intersecting shafts. Figureure shows views of a bevel
gearing.

2.2.3.3 APPLICATION
The bevel gear has many diverse applications such as locomotives, marine
applications, automobiles, printing presses, cooling towers, power plants, steel
plants, railway track inspection machines, etc.
For examples, see the following articles on:
Bevel gears are used in differential drives, which can transmit power to two
axles spinning at different speeds, such as those on a cornering automobile.
Bevel gears are used as the main mechanism for a hand drill. As the handle
of the drill is turned in a vertical direction, the bevel gears change the
rotation of the chuck to a horizontal rotation. The bevel gears in a hand drill
have the added advantage of increasing the speed of rotation of the chuck
and this makes it possible to drill a range of materials.
The gears in a bevel gear planer permit minor adjustment during assembly
and allow for some displacement due to deflection under operating loads
without concentrating the load on the end of the tooth.
Spiral bevel gears are important components on rotorcraft drive systems.
These components are required to operate at high speeds, high loads, and for
a large number of load cycles. In this application, spiral bevel gears are used
15

to redirect the shaft from the horizontal gas turbine engine to the vertical
rotor.

2.2.3.4 TYPES
Bevel gears are classified in different types according to geometry
Straight bevel gears
They have conical pitch surface and teeth are straight and
tapering towards apex.
Spiral bevel gears
They have curved teeth at an angle allowing tooth contact to
be gradual and smooth.
Zero bevel gears
They are very similar to a bevel gear only exception is the teeth
are curved: the ends of each tooth are coplanar with the axis, but the middle of
each tooth is swept circumferentially around the gear. Zero bevel gears can be
thought of as spiral bevel gears (which also have curved teeth) but with a spiral
angle of zero (so the ends of the teeth align with the axis).
Hypoid bevel gears
They are similar to spiral bevel but the pitch surfaces
are hyperbolic and not conical. Pinion can be offset above, or below, the gear
16

center, thus allowing larger pinion diameter, and longer life and smoother
mesh, with additional ratios.


ADVANTAGE
This gear makes it possible to change the operating angle.
Differing of the number of teeth (effectively diameter) on each wheel
allows mechanical advantage to be changed. By increasing or decreasing the
ratio of teeth between the drive and driven wheels one may change the ratio
of rotations between the two, meaning that the rotational drive and torque of
the second wheel can be changed in relation to the first, with speed
increasing and torque decreasing, or speed decreasing and torque increasing.

DISADVANTAGE
One wheel of such gear is designed to work with its complementary wheel
and no other.
Must be precisely mounted.
The shafts' bearings must be capable of supporting significant forces.



17

2.2.4 BEVEL GEAR NOMENCLATURE

Figure 2.2 Bevel gear nomenclatures

ADDENDUM
Addendum is the height by which a tooth of a gear projects beyond (outside
for external, or inside for internal) the standard pitch circle or pitch line; also,
the radial distance between the pitch diameter and the outside diameter.
ADDENDUM ANGLE
Addendum angle in a bevel gear, is the angle between elements of the face
cone and pitch cone.


18

ADDENDUM CIRCLE
The addendum circle coincides with the tops of the teeth of a gear and is
concentric with the standard (reference) pitch circle and radially distant from it by
the amount of the addendum. For external gears, the addendum circle lies on the
outside cylinder while on internal gears the addendum circle lies on the internal
cylinder.
APEX TO BACK
Apex to back, in a bevel gear or hypoid gear, is the distance in the direction of
the axis from the apex of the pitch cone to a locating surface at the back of the
blank.
BACK ANGLE
The back angle of a bevel gear is the angle between an element of the back cone
and a plane of rotation, and usually is equal to the pitch angle.
BACK CONE DISTANCE
Back cone distance in a bevel gear is the distance along an element of the back
cone from its apex to the pitch cone.
BACKLASH
In mechanical engineering, backlash is the striking back of connected wheels
in a piece of mechanism when pressure is applied. Another source defines it as
the maximum distance through which one part of something can be moved
without moving a connected part. In the context of gears backlash, sometimes
called lash or play, is clearance between mating components, or the amount of
lost motion due to clearance or slackness when movement is reversed and
19

contact is re-established. For example, in a pair of gears backlash is the amount
of clearance between mated gear teeth.

2.2.5 HYPOID
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.

2.2.6 WORM
. Worm gears resemble screws. A worm gear is usually meshed with
a spur gear or a helical gear, which is called the gear, wheel, or worm wheel.
Worm-and-gear sets are a simple and compact way to achieve a high torque, low
speed gear ratio. For example, helical gears are normally limited to gear ratios of
less than 10:1 while worm-and-gear sets vary from 10:1 to 500:1.A disadvantage is
the potential for considerable sliding action, leading to low efficiency.
Worm gears can be considered a species of helical gear, but its helix angle is
usually somewhat large (close to 90 degrees) and its body is usually fairly long in
the axial direction; and it is these attributes which give it screw like qualities. The
distinction between a worm and a helical gear is made when at least one tooth
persists for a full rotation around the helix. If this occurs, it is a 'worm'; if not, it is
a 'helical gear'. A worm may have as few as one tooth. If that tooth persists for
20

several turns around the helix, the worm will appear, superficially, to have more
than one tooth, but what one in fact sees is the same tooth reappearing at intervals
along the length of the worm. The usual screw nomenclature applies: a one-toothed
worm is called single thread or single start; a worm with more than one tooth is
called multiple threads or multiple starts. The helix angle of a worm is not usually
specified. Instead, the lead angle, which is equal to 90 degrees minus the helix
angle, is given.
















21

CHAPTER 3
MATERIAL SELECTION
3.1 Material selection and consideration
The material for the gear and shaft need to have the properties like high
strengths to withstand loads.
The properties like machinability, hardening are also to be considered for the
material. The availability and cost of the material plays a key role in the
selection of material.
The material selected for the gear is C45 which is selected from the Hand
book of Comparative World Steel Standards by Mr. John E.Bringas, Third
Edition.

The composition and properties of the material is taken from the same
1. Design Data book, Revised Edition 2011.
2. Hand book of Comparative World Steel Standards Third Edition.

3.2 COMPOSITION AND PROPERTIES OF THE MATERIAL
The composition of the material is,
Carbon - 0.4-0.5 %
Manganese - 0.6-0.9 %
22


Phosphorus - 0.04 % Max
Sulphur - 0.05 % Max
The properties of the material are,
Tensile strength 630 -710 MPa
Yield stress 360 MPa
Izod impact value 41 Nm
Brinell hardness 229 HB
Density - 7858 kg/m3
Poissons ratio - 0.27-0.30
Elastic Modulus - 190-210 Mpa
3.3 REASON FOR THE EXISTENCE OF VARIOUS ELEMENTS
Carbon
Carbon is the principle hardening element of steel. That is, this alloying element
determines the level of hardness or strength that can be attained by quenching.
Carbon is also responsible for increase in tensile strength, hardness, resistance to
wear and abrasion.

23

Manganese
Manganese increases hardenability and tensile strength of steel, but to a lesser
extent than carbon. It is also able to decrease the critical cooling rate during
hardening, thus increasing the steels hardenability much more efficient than any
other alloying elements.
Manganese also tends to increase the rate of carbon penetration during
carburizing and acts as a mild deoxidizing agent. Manganese is capable to form
Manganese Sulphide (MnS) with sulphur, which is beneficial to machining.
At the same time, it counters the brittleness from sulphur and is beneficial to the
surface finish of carbon steel. For welding purposes, the ratio of manganese to
sulphur should be at least 10 to 1.
Phosphorus
Phosphorus increases strength and hardness, but at the expense of ductility and
impact to toughness, especially in higher carbon steels that are quenched and
tempered. As such its content in most steel is limited to a maximum of 0.05%.
It strengthens low carbon steel to a degree, increases resistance to corrosion and
improves machinability in free-cutting steels. In terms of welding, phosphorus
content of over 0.04% makes weld brittle and increases the tendency to crack.
Sulphur
Sulphur improves machinability but lowers transverse ductility and notched
impact toughness and has little effects on the longitudinal mechanical properties.
24

Its content is limited to 0.05% in steels since sulphur is beneficial to machining.
For welding, weld ability decreases with increasing sulphur content.
Sulphur is detrimental to surface quality in low carbon and low manganese steels
and it promotes hot shortness in welding with the tendency increasing with
increased sulphur.

















25

CHAPTER 4
DESIGN OF SHAFT DRIVEN BICYCLE
4.1 SHAFT DRIVEN BICYCLE
From the above we came out with an idea of using bevel gears and shaft for
driving a bicycle instead of conventional chain drives. We are going to use two set
of bevel gears and a shaft to make it.This would be a combination of gear train
with a driving shaft.

4.2 DESIGN PROCESS
4.2.1 GEAR DESIGN
4.2.2 DRIVING GEAR AND PINION
DRIVING GEAR
Diameter D = 130 mm
Number of teeth Z
1
= 42
Pitch p = D/Z
= 9 mm
Module m = D/Z= 3.09 mm
26


Figure 3.1 Driving gear

PINION GEAR
Diameter d = 61.8 mm
Number of teeth Z
2
= 20
Transmission ratio i = 2.1
27


Figure 3.2 Pinion gear

Cone distance R = ((i
2
+1)
1/2
((

)
2
E(M
t
)/i)
1/2

= 51 mm
Bending stress (
b
) = 0.9306 kgf/cm
2
Compressive stress (
c
) = 6236 kgf/cm
2





28

4.2.3 REAR GEAR AND PINION
Diameter D = 88 mm
Number of teeth Z
1
= 30
Pitch p = D/Z
= 9 mm
Module m = D/Z
= 3.09 mm

Figure 3.3 Rear wheel gear

29

PINION

Diameter d = 61.8 mm
Number of teeth Z
2
= 20
Transmission ratio i = Z
2
/Z
1

= 1.5

Figure 3.4 Pinion gear
Cone distance R = ((i
2
+1)
1/2
((

)
2
E(M
t
)/i)
1/2
= 51 mm
30

Bending stress (
b
) = 0.7 kgf/cm
2
Compressive stress (
c
) = 7492 kgf/cm
2















31

CHAPTER 5
COMPARISON BETWEEN CHAIN AND SHAFT DRIVE

5.1 DESIGN COMPARISON BETWEEN CHAIN DRIVE AND SHAFT
DRIVE
On comparing the torque between chain and shaft drive there is a lot of
difference between them.

5.1.1 CHAIN DRIVE
Sprocket diameter d = 180 mm
Rpm N = 300(assumed)
Number of teeth in larger sprocket = 44
Number of teeth in smaller sprocket = 18
Transmission ratio i = 44/18
= 2.44
Pedal Force applied F = 80 Kg
= 784 N (assumed)
Torque at front sprocket = F*d/2
32

= 784*0.18/2 =70.63 Nm

5.1.2 SHAFT DRIVE
Gear diameter d = 130 mm
rpm N = 173
Number of teeth in driver gear = 44
Number of teeth in driven gear = 18
Transmission ratio i = 44/30
= 1.46
Pedal Force applied F = 80 Kg
= 784 N (assumed)
Torque at driver gear = F*d/2
= 784*0.13/2
=51.01Nm
Torque at driven gear = F*d/2
= 784*0.088/2
= 34.496 Nm
33



TABLE 5.1 COMPARISONS BETWEEN CHAIN AND SHAFT DRIVE
Chain drive Shaft drive
Transmission ratio 2.44 1.46
Force applied on pedal 80kg 80kg
Torque at rear 23.52Nm 34.49Nm
From this table we can understand that the shaft driven bicycles higher
torque at the rear wheel than that of chain drives and there will be a quick pick up
in this vehicle.









34

CHAPTER 6
FABRICATION

The fabrication of the model is made in two processes. The first process was
done with the lathe and gear hobbing operations. And then the second process
deals with the welding operation.

6.1 LATHE OPERATIONS
Basic operations like facing and turning were carried out for the
given solid shaft initially.

Figure 6.1 Lathe Machine
35


Figure 6.2 Solid shafts

6.2 GEAR HOBBING
Then the bevel gears are made threw gear hobbing process

Figure 5.2 Bevel gears

6.3 WELDING OPERATION
The welding process involves welding of the gear components and the shaft
together.

36

6.4 ASSEMBLING OF GEARS
The driver wheel and the pinion setup is engaged at the front where the
pedaling has to be done. The rear has a smaller gear with pinion arrangement and
both pinions are connected by means of shaft.
Number of teeth in larger gear = 42
Number of teeth in smaller gear = 30
Overall Transmission ratio i = 42/30 = 1.4

Figure 6.1 Assembled view of shaft drive setup

6.5 WORKING
When all the four gears are held up in its position with constant meshing the
larger gear is where the pedal is fixed. The pedal is pressed as in the case of a
ordinary bicycle and the gear rotates the shaft which in turn rotates the gear present
at the rear wheel thus make the cycle to move.
37

The freewheel mechanism is provided in this shaft driven cycle as in that of
normal cycles so reversal and sudden locking of gears are avoided.















38

CHAPTER 7
ADVANTAGES AND LIMITATIONS

7.1 ADVANTAGES OF SHAFT DRIVEN BICYCLE
Drive system is less likely to become jammed, a common problem with
chain-driven bicycles
The rider cannot become dirtied from chain grease or injured by "Chain
bite" when clothing or a body part catches between an unguarded chain and
a sprocket
Lower maintenance than a chain system when the drive shaft is enclosed in a
tube.
Greater ground clearance, lacking a derailleur or other low-hanging
machinery, the bicycle has nearly twice the ground clearance.
Constant velocity ratio can be obtained.

7.2 LIMITATIONS OF SHAFT DRIVEN BICYCLE
A drive shaft system weighs more than a chain system, usually 1-
2 pounds heavier.





39

CHAPTER 8

CONCLUSION
Since these type of cycles have greater torque it is well suited for riding in
mountains and slopes. Hence we conclude that shaft driven bicycles will be more
reliable and it suits for all terrains and climatic conditions.












40

CHAPTER 9
SUMMARY OF COST
TABLE 9.1 SUMMARY OF COST OF OUR PROJECT
S.NO EQUIPMENT DETAILS COST IN RUPEES
1 Gear material and
machining cost
2000
2 Freewheel and hub 200
3 MIG welding 100
4 Bearings 800
5 Total cost 3100









41

REFERENCES

[1] F.L .Livitin, Gear Geometry and Applied Theory.
[2] R.S. Khurmi, A textbook on machine design.
[3] Darley W Dudely, Handbook of practical gear design.
[4] R.S.Khurmi, Design of transmission systems.
[5] Franklin D Jones , Henry H Ryffel, Erik Oberg, Machinery's handbook, 27th
edition
[6] Neil Sclater, Nicholas Chironis, Mechanisms and Mechanical Devices
Sourcebook
[7] Harold A. Rothbert , Harold A. Rothbart, Mechanical Design Handbook
[8] Merhyle Franklin Spotts , Terry E. Shoup, Design of Machine Elements (7th
Edition)
[9] Robert L Norton, Machine Design An Integrated Approach (2nd Edition)












42

PHOTOGRAPHY


1 BEVEL GEAR







43




2 GEARS MOUNTED ON FRAME