Dual speed motorcycle hub - UC DRC Home

Dual Speed Motorcycle Hub

A thesis submitted to the

Faculty of the Mechanical Engineering Technology Program

of the University of Cincinnati

in partial fulfillment of the

requirements for the degree of

Bachelor of Science

in Mechanical Engineering Technology

at the College of Engineering & Applied Science

by

TRAVIS PIERCE

Bachelor of Science University of Cincinnati

May 2011

Faculty Advisor: Professor Laura Caldwell

ii

TABLE OF CONTENTS

DUAL SPEED MOTORCYCLE HUB .................................................................................... 1

TABLE OF CONTENTS .......................................................................................................... II

LIST OF FIGURES ................................................................................................................ III

LIST OF TABLES .................................................................................................................. III

ABSTRACT ............................................................................................................................ III

INTRODUCTION .................................................................................................................... 1

BACKGROUND .................................................................................................................................................... 1 CURRENT DESIGN ............................................................................................................................................... 1 EXISTING SOLUTIONS ......................................................................................................................................... 2

CUSTOMER FEEDBACK, FEATURES, AND OBJECTIVES ............................................. 3

SURVEY ANALYSIS .............................................................................................................................................. 3 PRODUCT OBJECTIVES ........................................................................................................................................ 4 ENGINEERING CHARACTERISTICS ........................................................................................................................ 5

ALTERNATIVE DESIGNS ..................................................................................................... 6

SLIDING GEAR DESIGN ....................................................................................................................................... 6 SELECTOR RING DESIGN .................................................................................................................................... 6

CALCULATIONS .................................................................................................................... 9

DOWEL PINS ....................................................................................................................................................... 9

DRAWINGS ........................................................................................................................... 10

MODIFICATIONS ................................................................................................................. 12

SCHEDULE ............................................................................................................................ 13

BUDGET ................................................................................................................................ 14

REFERENCES ....................................................................................................................... 14

APPENDIX A – RESEARCH ............................................................................................... A1

APPENDIX B - SURVEY ...................................................................................................... B1

APPENDIX C – QFD ............................................................................................................. C1

APPENDIX D – PRODUCT OBJECTIVES ......................................................................... D1

APPENDIX E – BUDGET ..................................................................................................... E1

APPENDIX F – SCHEDULE ................................................................................................. F1

APPENDIX G- CALCULATIONS ....................................................................................... G1

APPENDIX H-DRAWING ................................................................................................... H1

iii

LIST OF FIGURES Figure 1-Suzuki DR650 Chain/Sprocket Setup ........................................................................ 1

Figure 2- U.S. Patent 4,083,421 ................................................................................................ 2

Figure 3-Sturmey-Archer 3-speed geared bicycle hub ............................................................. 3

Figure 4-Sliding Gear Design Drawing .................................................................................... 6

Figure 5- Selector Ring Design................................................................................................. 7

Figure 6- Outer Hub Assembly ............................................................................................... 10

Figure 7- Side Cover ............................................................................................................... 10

Figure 8- Locking rings Locked ............................................................................................. 11

Figure 9- Locking Rings Unlocked......................................................................................... 11

Figure 10- Modified and Stock Planetary Assemblies ........................................................... 12

LIST OF TABLES Table 1-Survey with Results ..................................................................................................... 4

Table 2-Engineering Characteristics ......................................................................................... 5

Table 3- Weighted Objective Method Table ............................................................................ 7

Table 4-Schedule .................................................................................................................... 13

Table 5-Budget........................................................................................................................ 14

ABSTRACT

Motorcycles are used as enjoyable and economic modes of transportation. Due to this,

many different types and classifications of motorcycles are manufactured. A narrow niche of

motorcycles is grouped as dual-sports. These motorcycles look very similar to off-road only

dirt bikes, but are completely road legal with lights and mirrors. The advantage of these

motorcycles is that they offer great mobility on-road as well as off-road, allowing the riders

to “choose their own path”.

Due to being used on-road as well as off-road, comfort is important. Many riders will

travel hundreds of miles in a day on their bikes and they want to be able to do it without

being discomforted. Likewise, durability and reliability of their machines is always a topic

of conversation. No rider wants to lose faith in their machine they trust their life with.

With these thoughts in mind, the problem statement and the eventual solution to that

problem statement were decided in this project.

Dual Speed Motorcycle Hub Travis Pierce

1

INTRODUCTION

BACKGROUND Dual sport motorcycles have gained much popularity around the world in the past 20

years. They allow economic and fun cruising while allowing go-anywhere capability. The

problem lies in the methods manufacturers use to choose the gear ratios of the motorcycles.

The manufacturer is able to choose the ratios as well as the number of ratios in the gearbox

(most have 5 or 6 gear ratios), as well as the final drive ratio, dictated by the two sprockets

connected by a chain. The motorcycle this project concentrates on is a 2001 Suzuki DR650.

That same basic motorcycle has been in production since 1996 until now, only the colors of

the plastics have changed.

A common complaint from dual sport motorcycle riders is the lack of gearing for off-

road use. From the manufacturer, these motorcycles are geared towards on-road use

allowing them to cruise at 65-70mph in the middle range speed range of the motor while

maintaining 45-55 miles per gallon fuel efficiency. The lack of low end gearing causes the

rider to slip the clutch more than usual causing excess heat and wear in the engine.

CURRENT DESIGN

Figure 1-Suzuki DR650 Chain/Sprocket Setup

Front

Sprocket

Rear

Sprocket

Drive

Chain


2

The chain and sprocket setup of the 1995+ Suzuki DR650 is very similar to that on most

dual sport motorcycles. A front sprocket, attached to the output shaft of the transmission, is

connected a rear sprocket, attached to the rear wheel, via a chain. This is shown above in

figure 1 on page 1 (1). The sizes of the two sprockets determine the final drive ratio. The

slack of the chain is adjusted by the stationary rear axle with a built in adjuster.

EXISTING SOLUTIONS By far the most common solution used by riders today is to change the sprocket sizes.

Many different sprocket sizes are available through retail stores for nearly every chain driven

motorcycle. The advantages the changing the sprockets are that the rider can get the lower

gearing they are after and the sprockets themselves are usually inexpensive (under $50). The

disadvantages to changing the sprockets are that it takes time and tools to disassemble the

bike for the sprocket change and once changed, the motorcycle has a reduced top speed,

reduced comfort and reduced fuel economy as the engine speed is now higher in each gear at

a prescribed speed.

Figure 2- U.S. Patent 4,083,421

In 1978 a patent was submitted for a two-speed geared hub for a motorcycle or scooter

(shown above in figure 2) (2). The design of the hub utilized an internal planetary gear to

give a lower range while using a selector ring to lock out the gear allowing a 1:1 ratio for

highway travel. Actuating the selector requires the rider to stop the motorcycle, dismount

and move a lever mounted directly on the hub. This is not convenient for the rider. The

patent also makes no provision for attaching spokes to the hub or even attaching a brake rotor

or chain sprocket. This hub was never used in a production motorcycle.


3

Figure 3-Sturmey-Archer 3-speed geared bicycle hub

Sturmey-Archer came up with a similar solution in the mid 1950s for bicycles (3). The 3

speed Sturmey-Archer SW geared bicycle hub, which is still in production, also uses a

planetary gear setup to allow gear changes. Newer models have up to 3 planetary gears

inside allowing up to 8 selectable gears. This type of hub allows for silent operation, smooth

gear changes and increased durability. Sturmey-Archer solved the issue with gear selection

by using tension on a chain that runs through the stationary hollow axle of the rear wheel. A

few features, such as the ability to coast and an internal drum brake which are present in

some of the models would not be necessary for a motorcycle application.

Due to the gearing constraints and power of the DR650 motorcycle, a geared hub will

have to be very durable while still being easy for the rider to operate. The Sturmey-Archer

design hub is easy for the rider to operate, but is too complex while also being weak due to

all the smaller internal moving components. A hub design based off the 1978 patent drawing

gives way to a much more robust and simpler unit, which customer surveys indicate as being

preferred by potential purchasers. Further data on the hub designs, information from the

interviews and background information can be seen in Appendix A.

CUSTOMER FEEDBACK, FEATURES, AND OBJECTIVES

SURVEY ANALYSIS

From the information gathered from interviews and the ten motorcycle owners surveyed

(the results of the surveys can be found in Appendix B), riders want a system that would

allow them good gearing for off-road as well as on-road, with it easily selectable between the


4

two modes and able to take the abuse of any type of riding. According to the surveys,

paramount to the design has to be its durability, reliability and safety with cost and

functionality following close behind.

Interviewees Matt (4) and John (5) indicated they would be very interested in a durable

system that would save them so much time and energy. Matt would like to ride his

motorcycle more on-road to his off-road destination instead of using a trailer as he currently

does. Whereas John would like to get more off-road usability out of his mostly on-road

ridden motorcycle.

Table 1 shows the results of the surveys along with the designer’s multiplier which I

contributed. The designer multiplier allowed me to increase the weights of items I believed

to be more important, such as the maintenance intervals and cost.

Table 1-Survey with Results

PRODUCT OBJECTIVES The product objectives are decided based on the customer surveys and interviews. Their

importance and ranking is based on information from the potential customers. The list below

shows the features customers chose in the ranking they chose them:

Reliability: 16%

1.) Hub and internal components are made of the same materials with the same

characteristics as those currently manufactured for motorcycles.

2.) Actuator cable will be made of metal and travel within a protective sheathing.

Durability: 16%




Safety: 12%

Avg.

Customer

Importance

Designer's

Muliplier

Relative

Weight

Reliability 5.0 1.00 16%

Durability 4.9 1.00 16%

Safety 3.6 1.00 12%

Cost 3.3 1.03 11%

Ease of Operation 3.0 1.10 10%

Light Weight 2.9 1.00 10%

Maintenance Intervals 1.9 1.10 8%

Ease of Dismantling 2.0 1.03 7%

Having Failsafe 1.4 1.00 6%

Ease of Maintenance 2.4 1.05 5%


5

1.) Actuator lever located so operator’s hand will not be within 12 inches of any moving

parts when operating lever.

2.) The cable for the actuator will be routed and secured to that no part of it comes within

.5 inches of any moving parts.

3.) The hub will be designed so that it will not lock up and will remain in the mode

selected by the operator even during off-road use, highway use, hard cornering and

hard braking and acceleration.

Cost Effective for Application: 11%

1.) Retail price will not be more than 150% the price of a new rear wheel

Easy to Operate: 10%

1.) No tools needed for mode changes

2.) The actuator able to be operated while the user is wearing gloves.

3.) Location and operation of actuator in accordance with ergonomic standards

Lightweight: 10%

1.) Hub will not weigh more than 3 times the weight of the stock hub.

Reasonable maintenance intervals and requirements: 8%

1.) Maintenance will be same as those for existing motorcycle final drives.

Fail Safe: 6%

1.) Using tools in the motorcycle’s onboard tool kit, the hub will be able to be

dismantled and reassembled to operate in a single speed.

Able to be dismantled in field: 5%



ENGINEERING CHARACTERISTICS

Engineering characteristics are characteristics of the final product that designer have the

ability to alter to meet the expected customers’ satisfactions. A list of engineering

characteristics of a dual speed hub for a Suzuki DR650 motorcycle is listed in order of

importance below in table 2. More thorough data can be seen in Appendix C.

Table 2-Engineering Characteristics

Engineering Characteristics Relative

Importance

Manufacturing Precision 23%

Minimal Moving Components 21%

Materials Used 20%

Actuation Mechanism 12%

Gear Oil Capacity 10%

Standard Fasteners 8%

Size 7%


6

The justification for adding design multipliers to Easy to operate, Cost effective, Ease of

dismantling, Able to be dismantled in the field, and Reasonable maintenance intervals is that

the designer felt that these were the most important factors in developing the geared hub.

ALTERNATIVE DESIGNS

Below are the two basic designs that were used to decide the final hub design.

SLIDING GEAR DESIGN The sliding gear design is similar to that of bicycles with planetary gears sliding laterally side

to side to engage and disengage. The issue with this design is that it is complex and requires

quite a bit of movement inside the hub to change speeds. Figure 4 illustrates the movement

of the planetary assembly.

Figure 4-Sliding Gear Design Drawing

SELECTOR RING DESIGN Figure 5 illustrates the selector ring design in which just a selector ring slides laterally to lock

and unlock the planetary assembly. This is a much more simple and durable design.


7

Figure 5- Selector Ring Design

Both of these concepts were subjectively analyzed with criteria compared to the survey

results from the potential customers. From this, the weighted objective method table shown

below was created. Based on the criteria selected, the selector ring design won out.

Table 3- Weighted Objective Method Table

DESIGN WEIGHT Sliding Gear Setup Selector Ring Setup

CRITERIA FACTO R SCO RE RATING RATING SCO RE

Safety 0.12 4 0.48 4 0.48

Reliability 0.16 2 0.32 4 0.64

Durability 0.16 1 0.16 4 0.64

Ease of operation 0.10 3 0.30 3 0.30

Lightweight 0.10 3 0.30 3 0.30

Cost 0.11 1 0.11 4 0.44

Ease of dismantling 0.07 2 0.14 4 0.28

Able to be dismanlted in field 0.05 2 0.10 3 0.15

Fail Safe 0.06 2 0.12 4 0.24

Reasonable Maintenance Intervals 0.08 3 0.24 4 0.32

TTL: 2.27 3.79


8

Although the two designs were compared using the same objectives and criteria, the selector

ring design became the clear winner, particularly in categories such as durability and cost,

both of which proved very important to the potential customers.


9

CALCULATIONS

DOWEL PINS

Gear ratio for first: 10.33:1 in low range

(First Gear Ratio)+(Sprocket Ratio)+(Primary Ratio)+(Planetary Ratio in Low)

(29/12)+(41/15)+(61/28)+(3/1)=10.33:1


10

DRAWINGS

Figure 6 shows the outer hub assembly. This assembly contains the planetary gear, bearings

and selector components. It also becomes an integral part of the rear wheel by holding the

spokes.

Figure 6- Outer Hub Assembly

The side cover is the other “half” of the hub. Removed, it allows access to the internal

working components, bolted back on, it protects those internal components from the

elements. The cover is also used to provide strength and rigidity.

Figure 7- Side Cover


11

The locking rings are used to lock or unlock the internal planetary assembly, thus engaging

high or low ratios. Figure 8 illustrates the rings together, figure 9 apart.

Figure 8- Locking rings Locked

Figure 9- Locking Rings Unlocked


12

MODIFICATIONS For cost purposes and to demonstrate the functionality of the geared hub, a simple planetary

assembly from a GM 700R4 automatic transmission was used. This is a very common and

durable assembly. For use in this application it had to be modified slightly. The rear cover

was removed, holes were drilled and taped in the sun gears ring and outer ring was machined

to make it narrower. Figure 10 below illustrates these modifications.

Figure 10- Modified and Stock Planetary Assemblies


13

SCHEDULE Below in Table 3 is a schedule of the important dates of the project. A design freeze

solidifying the design features and specs is due January 12. After, parts will be machined as

needed and manufactured goods will be purchased. A more complete schedule can be seen

in Appendix F.

Table 4-Schedule

Date 11

/1-1

1/7

11

/8-1

1/1

4

11

/15

-11

/21

11

/22

-11

/28

11

/25

-12

/5

12

/6-1

2/1

2

12

/13

-12

/19

12

/20

-12

/26

12

/27

-1/2

1/3

-1/9

1/1

0-1

/16

1/1

7-1

/23

1/2

4-1

/30

1/3

1-2

/6

2/7

-2/1

3

2/1

4-2

/20

2/2

1-2

/27

2/2

8-3

/6

3/7

-3/1

3

3/1

4-3

/20

3/2

1-3

/27

3/2

8-4

/3

4/4

-4/1

0

4/1

1-4

/17

4/1

8-4

/24

4/2

5-5

/1

5/2

-5/8

5/9

-5/1

5

5/1

6-5

/22

5/2

3-5

/29

5/3

0-6

/5

Bill of Materials 12

22

Outter hub machined 19

Specialty internals machined 19

Acquire non-custom pieces 19

Assemble hub 2

Preliminary hub testing 9

Wheel out to be assembled 23

Winter Oral Report 2

1

Initial Testing 16

Winter Written Report 7

15

Modifications 7

Final Testing 7

Demo to Adviser 9

Demo to Faculty 16

Oral Report 23

Report 30

Travis PierceDual Speed Motorcycle Hub


14

BUDGET Below in Table 4 is the preliminary budget for the project. The actual costs of the project

different significantly than those projected due to the many complications with scheduling

and machining. Due to wheel making process, a donor wheel and rim was not needed, as it

was easier and cheaper to use new pieces. A more complete view of the estimated budget

can be viewed in Appendix D.

Table 5-Budget

Materials, components, labor Projected

Cost

Actual Costs

Planetary gear sets $50.00 $45.00

Machined hub $700.00 $1250.00

Donor 17” rear wheel $100.00 Not Needed

Machined internal components $200.00 $250.00

Lacing wheel $200.00 $200.00

Gear oil $9.00 $9.00

Gaskets, seals $20.00 $25.00

Bearings ---- $75.00

Total $1279.00 $1854.00

REFERENCES

1. Pierce, Travis. 2001 Suzuki DR650 Chain and Sprocket Setup. Cincinnati : 2010.

2. Google Patents. [Online] Google. [Cited: September 25, 2010.]

http://www.google.com/patents?id=CToxAAAAEBAJ&pg=PA2&dq=geared+motorcycle+h

ub&source=gbs_selected_pages&cad=4#v=onepage&q&f=false.

3. Hayes, Brian. Sturmey-Archer SW 3-speed Hub. Harris Cyclery. [Online] 2007. [Cited:

11 12, 2010.] http://www.sheldonbrown.com/sw.html.

4. Williams, Matt. Newport, September 28, 2010.

5. Herzog, John. Milford, October 1, 2010.

Appendix A1

APPENDIX A – RESEARCH

3 speed Sturmey-Archer SW geared bicycle hub.

Uses planetary gear set to give 3 speeds. Other

versions of the hub can have up to 8 speeds with

more than one planetary set. Can also include a drum

brake. Actuated by tension on the chain leading out

of the hollow axle. Includes a one way clutch for

coasting, not needed in the motorcycle application.

Not heavy duty enough for a motorcycle application.

http://www.sheldonbrown.com/s

w.html

11/12/10

Harris Cyclery. Sturmey-Archer

Hub

Appendix A2

Stock DR650 chain and sprocket setup.

Guarding removed for picture.

Front

Sprocket

Rear

Sprocket

Drive

Chain

Personal Picture

Appendix A3

U.S. Patent 4,083,421

-Seems to be replacement for the transmission.

-Allows for 2 speeds

Does not include:

-How to attach to motorcycle

-How to attach a drive system (sprocket, etc)

-How to attach rear brake rotor or system

My proposed idea:

-Will have solutions for those items above

-Will be an addition to the stock transmission, not a

replacement.

http://www.google.com/patents?i

d=CToxAAAAEBAJ&pg=PA2&

dq=geared+motorcycle+hub&sou

rce=gbs_selected_pages&cad=4#

v=onepage&q&f=false

9/25/10

United States Patent. Two Speed

Transmission Hub

Appendix A4

Interview with potential customer September 28, 2010

Matt Williams, owner of 2004 Suzuki DRZ400 motorcycle, Newport, Kentucky

Lives approximately 55 miles from land he owns. Currently trailers his motorcycle there

due to the gearing not allowing for comfortable on road cruising.

Uses motorcycle 80% off road, 20% on-road around town.

Has installed a larger rear sprocket for lower speed off-road situations.

Usually stores motorcycle inside, but can be stored outside.

Cost is a factor, but the more usability can make it worth it.

Interview with potential customer October 1, 2010

John Herzog, owner of 2002 Suzuki DR650 motorcycle, Milford, Ohio

Uses his motorcycle primarily on-road.

Motorcycle has stock gearing, he swaps to a smaller front sprocket when going off-road,

takes approximately 20 minutes to swap, tools are needed.

Would be interested in an easier way to change ratios.

Always stores motorcycle in garage.

Appendix B1

APPENDIX B - SURVEY

GEARED MOTORCYCLE HUB

CUSTOMER SURVEY

This is a survey to help determine what features customers deem as important. The product

you will be evaluating is a system that will allow a rider to quickly alter the motorcycles

overall gearing quickly and without tools.

How important is each feature to you for the design of a new geared hub?

Please circle the appropriate answer. 1 = low importance 5 = high importance

Safety 1 2 3(6) 4(2) 5(2) N/A

Durability 1 2 3 4(1) 5(9) N/A

Reliability 1 2 3 4 5(10) N/A

Light weight 1 2(3) 3(5) 4(2) 5 N/A

Ease of operation 1 2(2) 3(7) 4 5(1) N/A

Cost 1(1) 2 3(4) 4(5) 5 N/A

Ease of dismantling 1(3) 2(4) 3(3) 4 5 N/A

Having a failsafe 1(7) 2(2) 3(1) 4 5 N/A

Maintenance intervals 1(5) 2(3) 3 4(2) 5 N/A

Ease of Maintenance 1(1) 2(4) 3(5) 4 5 N/A

How much would you be willing to pay for this product?

Under $500

$500-$750

$750-$1000 (2)

$1000+ (8) Average=$1250

Thank you for your time.

Averages:

3.6

4.9

5.0

2.9

3.0

3.3

2.0

1.4

1.9

2.4

Appendix C1

APPENDIX C – QFD

Siz

e

Manufa

ctu

ring P

recis

ion

Min

imal M

ovin

g C

om

ponents

Mate

rials

Used

Gear

Oil

Capacity

Sta

ndard

Faste

ners

Actu

ation M

echanis

m

Custo

mer

import

ance

Desig

ner's M

ultip

lier

Modifie

d I

mport

ance

Rela

tive w

eig

ht

Rela

tive w

eig

ht

%

Safety 1 9 1 3 3.6 1.00 3.6 0.12 12%

Reliability 1 9 9 3 3 1 3 4.9 1.00 4.9 0.16 16%

Durability 1 9 9 3 3 1 3 5.0 1.00 5.0 0.16 16%

Ease to Operate 9 3 9 2.9 1.10 3.2 0.10 10%

Lightweight 9 3 1 1 3.0 1.00 3.0 0.10 10%

Cost Effective for Application 3 3 9 1 1 3.3 1.03 3.4 0.11 11%

Ease of Dismantling 1 1 3 1 9 1 2.0 1.03 2.1 0.07 7%

Able to be Dismantled in the Field 3 1 9 1.4 1.05 1.5 0.05 5%

Fail Safe 3 1 1.9 1.00 1.9 0.06 6%

Reasonable Maintanence Intervals 1 3 9 2.4 1.10 2.6 0.08 8%

Abs. importance 1.25 4.37 3.96 3.75 1.92 1.56 2.38 19.2 31.2

Rel. importance 0.07 0.23 0.21 0.20 0.10 0.08 0.12

Travis PierceDual Speed Motorcycle Hub9 = Strong3 = Moderate1 = Weak

Appendix D1

APPENDIX D – PRODUCT OBJECTIVES

Product Objectives

Motorcycle Geared Hub

The following is a list of product objectives and how they will be obtained or measured

to ensure that the goal of the project was met. The product objectives will focus on a geared

hub, specifically on a 2001 Suzuki DR650 motorcycle. Mode change on the hub is only

intended to be done while the motorcycle is stationary.

Reliability: 16%




Durability: 16%




Safety: 12%

4.) Actuator lever located so operator’s hand will not be within 12 inches of any moving

parts when operating lever.

5.) The cable for the actuator will be routed and secured to that no part of it comes within

.5 inches of any moving parts.

6.) The hub will be designed so that it will not lock up and will remain in the mode

selected by the operator even during off-road use, highway use, hard cornering and

hard braking and acceleration.

Cost Effective for Application: 11%

1.) Retail price will not be more than 150% the price of a new rear wheel

Easy to Operate: 10%

4.) No tools needed for mode changes

5.) The actuator able to be operated while the user is wearing gloves.

6.) Location and operation of actuator in accordance with ergonomic standards

Lightweight: 10%

2.) Hub will not weigh more than 3 times the weight of the stock hub.

Reasonable maintenance intervals and requirements: 8%

2.) Maintenance will be same as those for existing motorcycle final drives.

Fail Safe: 6%



Able to be dismantled in field: 5%



Appendix E1

APPENDIX E – BUDGET

Preliminary Prototype Budget

Materials, components, labor Projected

Cost Actual Cost

Planetary gear sets $50.00

Machined hub $700.00

Donor 17” rear wheel $100.00

Machined internal components $200.00

Lacing wheel $200.00

Gear oil $9.00

Gaskets, seals $20.00

Total $1279.00

Appendix F1

APPENDIX F – SCHEDULE

Date 11

/1-1

1/7

11

/8-1

1/1

4

11

/15

-11

/21

11

/22

-11

/28

11

/25

-12

/5

12

/6-1

2/1

2

12

/13

-12

/19

12

/20

-12

/26

12

/27

-1/2

1/3

-1/9

1/1

0-1

/16

1/1

7-1

/23

1/2

4-1

/30

1/3

1-2

/6

2/7

-2/1

3

2/1

4-2

/20

2/2

1-2

/27

2/2

8-3

/6

3/7

-3/1

3

3/1

4-3

/20

3/2

1-3

/27

3/2

8-4

/3

4/4

-4/1

0

4/1

1-4

/17

4/1

8-4

/24

4/2

5-5

/1

5/2

-5/8

5/9

-5/1

5

5/1

6-5

/22

5/2

3-5

/29

5/3

0-6

/5

Investigate planetary gear setups 17

17

Purchase planetary assemblies 25

25

Motorcycle and wheel disassembly 7

7

Solidworks Drawings 30

22

Decide on place to have machineing done 5

17

Calculations 12

22

Design Freeze 12

Bill of Materials 12

22

Outter hub machined 19

Specialty internals machined 19

Acquire non-custom pieces 19

Assemble hub 2

Preliminary hub testing 9

Wheel out to be assembled 23

Winter Oral Report 2

1

Initial Testing 16

Winter Written Report 7

15

Modifications 7

Final Testing 7

Demo to Adviser 9

Demo to Faculty 16

Oral Report 23

Report 30

Travis PierceDual Speed Motorcycle Hub

Appendix G1

APPENDIX G- CALCULATIONS

Gear ratio for first: 10.33:1 in low range

(First Gear Ratio)+(Sprocket Ratio)+(Primary Ratio)+(Planetary Ratio in Low)

(29/12)+(41/15)+(61/28)+(3/1)=10.33:1

Appendix H1

APPENDIX H-DRAWING

Documents

Dual speed motorcycle hub - UC DRC Home