DESIGN OF IC ENGINE DRIVEN DISABLED VEHICLE JUNE,

2008

Dedication
I only have to remember the smile on their faces when I met them for the first time.
I only have to remember how excited they were when I told them about my final year project.
I only have to remember their words “we are here for you; we want you to be here for us”.
I cannot but offer them my hard work my hopes for success my determination for
excellence.
I cannot but thank them for what I came up with throughout this year.
I cannot but give them my IC engine driven disabled vehicle because my dream was theirs.

MU/FST/MED BY: HABTAMU FETENE i

DESIGN OF IC ENGINE DRIVEN DISABLED VEHICLE JUNE,
2008

Acknowledgement
First and foremost, I would like to thank my Final Year Project Advisor Ir.Fisseha Meressa, for
his support and assistance in guiding me throughout this project. Besides just putting up with me,
he was always able to give me insightful feedback, whatever the problem was.
Special thanks to Ato Mezigebe W/georgies calling me to see his vehicle when servicing the
vehicle in order to know much about IC engine driven disabled vehicle, which helps me in
designing my own.
A special thanks to our colleague Dawit Abebe and Yitagesu Zewdie for helping me sharing
ideas and material.
A special thanks to student Aschalu Anja for giving his camera to capture some photos
A special thanks to Dr.Nata Tadess for giving his computer.
Warm thanks to “DIF” for donating me the fund of final year project.
I would also like to thank my department friends for feeding me with constructive
suggestions and comments.
Finally, I would like to thank the Mechanical Engineering Department and Mekelle University
for their computer lab, materials and for making this final year project possible.

MU/FST/MED BY: HABTAMU FETENE ii

 Abstract
In this final year project, it was looking at a problem that a small portion of the Population
faces, this portion represents the “Disabled”. Before choosing the topic of this Project, it was
determined to make use of this final year project for a good cause. Noticing that the disabled
people in Ethiopia get very little attention from authorities, it was decided to aim this project
towards them in order to help as much as it can. This influence might end up being minimal, but
remember that a ten-kilometer walk starts with a small step. Disabled people rely heavily on their
wheelchairs and manually tricycle for transportation. The wheelchair or tricycle frees them from
their burdens and constraints and provides them with mobility. It has become a necessity to all,
such that they cannot live without it anymore. For all these reasons, and in order to start a
change, it was decided to concentrate this effort on Design of IC engine driven disabled vehicle
and improving the exciting one as much as it can. This project will mainly feature one major idea
in accordance with a few minor ones. The major idea that it will be trying to implement is to
introduce An IC engine driven disabled vehicle. By IC engine it mean that the vehicle will be
works by combustion engine(gasoline) in order to save his or her forces they drives manually in
wheelchair and tricycles and gives them comfort .This major idea tends to be solving in first
place the range that wheelchairs and tricycles is limited by. To be tedious and not satisfies his or
her want, they become bounded with a certain range that they cannot surpass. What it was
aiming for is to design a disabled vehicle that is able to run outdoors, and is able to run for
long hours. In addition to this major idea, it will be working on several issues that include
designing the whole body of the vehicle from scratch, that make navigation easier.
 Table of content
Contents Page No

Dedication.........................................................................................................................................i
Acknowledgement...........................................................................................................................ii
Abstract..........................................................................................................................................iii
Table of content..............................................................................................................................iv
Introduction......................................................................................................................................1
General Objective............................................................................................................................3
Specific Objective............................................................................................................................3
General specification.......................................................................................................................5
Project Tasks....................................................................................................................................7
1. Literature Review........................................................................................................................9
1.1 Causes of Disability...............................................................................................................9
1.2 Disabled Vehicles................................................................................................................11
1.2.1 Basic Styles...................................................................................................................11
1.2.2 Indoor vs. Outdoor Use.................................................................................................12
1.2.3 Disabled Vehicle power Sources Type.........................................................................13
1.3 IC Engine Driven Disable Vehicles.....................................................................................13
2. Chassis, Body and Chair............................................................................................................15
2.1Chassis Layout and Frame....................................................................................................15
2.2 Design of Chassis................................................................................................................17
2.3 Design of Body and Chair...................................................................................................23
2.3.1 Design of the Body.......................................................................................................23
2.3.2 Design of the Chair.......................................................................................................24
2.4 Distribution of Weight and Center of gravity position........................................................25
2.4.1 Center of gravity position.............................................................................................25
2.4.2 Distribution of weight Analysis....................................................................................28
3. Engine and Transmission System..............................................................................................31
3.1 Engine..................................................................................................................................31
3.1.1 Engine selection criteria...............................................................................................31
3.1.2 Power required and Engine selection...........................................................................32
3.1.3 Engine Mounting and Engine position.........................................................................36
3.1.4 Rear Wheel Drive.........................................................................................................37
3.2 Transmission System...........................................................................................................38
3.2.1 Advantage of using Automatic transmission for Disabled vehicle..............................38
3.2.2 Primary Reduction System- Planetary Gear Box.........................................................39
2.2.3 Secondary Reduction System- Chain drive..................................................................44
3.2.4 Design of Roller Chain.................................................................................................46
3.2.5 Traction and Tractive Effort.........................................................................................50
 3.3 Axle and Bearing.................................................................................................................53
3.3.1 Axle...............................................................................................................................53
3.3.2 Design of Rear Axle.....................................................................................................54
3.3.3 Bearing..........................................................................................................................61
3.3.4 Selection of Ball Bearings for Front and Rear Axle.....................................................62
4. Tire and Suspension System......................................................................................................63
4.1Tire........................................................................................................................................63
4.1.1 Wheel and Tire.............................................................................................................63
4.1.2 Front and Rear Wheel Selection...................................................................................65
4.1.3 Tire selection................................................................................................................65
4.2 Suspension system...............................................................................................................66
4.2.1 Sprung and Unsprung Weight......................................................................................67
4.2.2 Spring and damping......................................................................................................67
4.2.3 Design of Front and Rear Suspension System..............................................................69
Conclusion.....................................................................................................................................73
Recommendation...........................................................................................................................75
Appendix........................................................................................................................................76
Appendix 1.................................................................................................................................76
Appendix 2.................................................................................................................................77
Appendix 3.................................................................................................................................78
Appendix 4.................................................................................................................................80
Reference.......................................................................................................................................82
List of figures
Figure 1. Disable due to polio..........................................................................................................9
Figure 2. Disable due to paralysis due to hip injections................................................................10
Figure 3. Disable due to Club feet.................................................................................................10
Figure 4. Disable due to Spasticity................................................................................................11
Figure 5. Disable due to Spinal Cord Injury..................................................................................11
Figure 6. Electric Wheelchair........................................................................................................12
Figure 7. Manual Driven tricycle...................................................................................................12
Figure 8. Mobility Scooter............................................................................................................12
Figure 9. XWJY50C Mechanized Wheelchair motorcycle...........................................................13
Figure 10.Today available XWJY50C Mechanized Wheelchair..................................................14
Figure 11. Chassis layout...............................................................................................................15
Figure 12. Upper and Lower chassis.............................................................................................18
Figure 13. Side member frame......................................................................................................19
Figure 14. Bending moment diagram............................................................................................19
Figure 15. Bending moment diagram............................................................................................21
Figure 16. Lower and rear chassis frame.......................................................................................21
Figure 17. Side member frame......................................................................................................22
Figure 18. Bending moment diagram............................................................................................22
Figure 19. Bending moment diagram............................................................................................23
Figure 20. Body.............................................................................................................................24
Figure 21. Chair and its Component..............................................................................................24
Figure 22. 4-wheeler as seen from rear.........................................................................................25
Figure 23. Center of gravity of 4 and 3 Wheelers.........................................................................26
Figure 24. A single -Front -Wheel 3-wheeler................................................................................27
Figure 25. Distribution of weight and Center of gravity...............................................................28
Figure 26. Single Cylinder, 4-Stroke, Air –cooled........................................................................35
Figure 27. Planetary gear box.......................................................................................................41
Figure 28. Planetary gears are similar to manual transmission.....................................................41
Figure 29. Planetary gears in maximum reduction (low)..............................................................41
Figure 30. Planetary gears in the minimum reduction (Drive)......................................................42
Figure 31. Three Forward One Reverse Gear Operation...............................................................44
Figure 32. Roller chain..................................................................................................................45
Figure 33. Single Strand Sprocket.................................................................................................45
Figure 34. Chain Drive System.....................................................................................................46
Figure 35. Chain, Axle and Axle housing.....................................................................................53
Figure 36. Bearing loads due to lateral force on rear wheel..........................................................55
Figure 37. Ball bearing..................................................................................................................62
Figure 38. Front and Rear Wheel..................................................................................................63
Figure 39. Aluminum casted wheel with bearings........................................................................65
Figure 40. Tubeless and Radial Tire..............................................................................................65
Figure 41. Front and Rear suspension system...............................................................................66
Figure 42. Spring and Shock Absorber..........................................................................................68
Figure 43.Model the suspension geometry vehicle.......................................................................70
List of tables
Table 1. Six possible condition of operation with a simple...........................................................42
Table 2. Service and multiple –strand factors for chain drive.......................................................47
Table 3. Ball Bearings for Front Axle...........................................................................................62
Table 4. Ball Bearings for Rear Axle...........................................................................................62
Table 5. Tire selection...................................................................................................................66
Table 6.Determining Chain Length...............................................................................................76
Table 7. Maximum Bore and Hub Diameter.................................................................................77
Table 8. Stock Sprocket................................................................................................................79
Table 9. Kilowatt rating for 13 mm pitch single –strand roller chainlectronics Hand Book,”......81
Introduction
How far can the wheelchairs and manually drive tricycles run in the outdoors?
How can they make use of those long range highways?
That is how it was formulated the problem. It spurted out of a need, a need that is the desire to
use vehicle for long hours and go to any where without being restricted and limitation. Asking
some disabled people a couple of questions, it was concluded that their wheelchairs and
manually tricycles don’t provide them with a long range, or never go on far trips out of fear that
they might face a type of terrain that they cannot surpass.
General Objective
 To give them the opportunity to run on his or her vehicle for days and night without the
burden of thinking about their force and energy spent.
 To give them peace of mind, freedom, allow them to go on long trips and enjoy their time
without thinking to problem of force and energy.

Specific Objective
 To remove the range boundaries that keep haunting disabled persons
General specification
Type of vehicle: three wheelers
Dimensions:
Over all Length = 1800 mm
Over all Width = 810 mm
Over all Height = 1110 mm
Seat Height = 400 mm
Wheel Base = 690 mm
Minimum ground Clearance = 250 mm
Basic Weight with oil, Fuel tank and Battery = 145 Kg
Loading Capacity = 150 Kg
Engine:
Type = single – cylinder, four –stroke, Air –cooled petrol engine
Bore x stroke = 39 x 41.4mm
Compression ratio = 9.0: 1
Capacity= 49cc
Max. Rated power = 2.25 Kw at 7,500 rpm
Max. Torque = 2.79Nm at 5500 rpm
Weight = 18.59kg
Gears = Planetary gear box 3-speed
Max speed = 140km /hr
Fuel tank capacity = 4.8 L
Transmission:
Type = Automatic Transmission
Primary Reduction = Planetary Gear Box
Secondary Reduction = Chain
Brake:
Front = Disc type
Rear = Dram type
Operation = Left lever operation
= Right hand operation
= Left or Right foot operation
Suspension:
Front Suspension = Telescopic Fork
Rear Suspension = Swing arm (mono cross)
Shock Absorber:
Front Shock Absorber = Coil-gas spring / Oil Damper
Rear Shock Absorber = Coil-gas spring / Oil Damper
Wheels and Tires:
Wheel Type = Disc and Aluminum casted
Tire Type = Tubeless and Radial
Steering:
Type =Rotating Fork
Project Tasks
The specific tasks mainly focus on:
 Over All Layout of the Vehicle
 Design of Chassis, Body and Chair
 Engine selection
 Design of Transmission System
 Design of Axle
 Selection of Bearing
 Selection of Tire and Wheel
 Design of Suspension system
 Selection of Spring and Damper (Shock Absorber)
1. Literature Review

1.1 Causes of Disability

1. Polio
Poliomyelitis ("polio") is a viral disease that can damage motor nerves, and leave its victims
(more often boys than girls) with paralyzed muscles in the legs, arms, chest and/or back. It is
spreads via contaminated water or food entering the mouth. Though it attacks primarily children,
unvaccinated adults can also fall victim to the disease.(Franklin D. Roosevelt contracted the
disease at age 39 before becoming President of the United States, and walked with canes and leg
braces for the rest of his life.) Once common in many parts of the world, polio was virtually
eradicated in developed countries in the 1950´s with the development of effective vaccines. The
disease is still found in some developing countries, however, particularly in Africa. The first sign
of a polio attack is just a simple fever, not noticeably different than fevers associated with many
other diseases. After the onset of the fever, limbs may grow limp. Though most children who
contract the disease never develop any paralysis, and others experience only minor temporary
effects, a significant percentage of victims are left with permanent incapacitating nerve damage.

Figure 1. Disable due to polio

2. Paralysis Due To Hip Injections

When a child comes down with a fever in Congo, it is commonly assumed to be malaria (because
of the high incidence of malaria in the country) and is treated by neighborhood nurses with an
injection of quinine to the hip muscles. This technique, however, can cause nerve damage and
leave the child with a fully or partially paralyzed leg. The child may subsequently require a leg
brace in order to walk without falling, or to prevent the leg or foot from becoming deformed.
(There are other, safer ways to administer quinine, and other ways to treat malaria, but nurses in
Congo have been slow to abandon their traditional preference for quinine injections.)
 Figure 2. Disable due to paralysis due to hip injections
3. Club Feet
Club feet are a congenital disorder affecting primarily boys. In developed countries it is usually
corrected successfully in early infancy without surgery. In DRC, parents often do not have the
money to obtain the early treatment necessary, so a surgical intervention is required later in life,
followed by bracing (to keep the deformity from returning

Figure 3. Disable due to Club feet

4. Spasticity
Spasticity results from a different type of nerve damage than polio, usually in the spinal cord or
the brain itself. The muscles may continue to work, but do not respond smoothly to the brain’s
instructions, resulting in jerky movements. In the developed world, the ailment (generally known
as Cerebral Palsy) is usually present from birth, or appears soon thereafter. In DR Congo, most
spasticity results from bouts of meningitis, or from spinal cord injury due to accidents. Bracing is
helpful to only some sufferers of spasticity. Braces can help keep legs and feet in the correct
position for walking, but often they interfere with balance more than they assist. In severe cases
of spasticity, arms and the upper torso are also affected, making walking very difficult with or
without bracing.

Figure 4. Disable due to Spasticity

5. Spinal Cord Injury
In 2004, ACDF assisted its first cases of spinal cord injury, enabling four youths who
were previously immobile to stand up, walk, and return to school. Elie and Cedric were both
injured in accidents

Figure 5. Disable due to Spinal Cord Injury

1.2 Disabled Vehicles

1.2.1 Basic Styles

Many of today's sophisticated disabled vehicles conform to three basic styles.
a) Wheelchairs( manual or Power driven)
b) Tricycle(manual or power driven)
c) Mobility Scooters(only power driven)
 Figure 6. Electric Wheelchair

Figure 7. Manual Driven tricycle

Figure 8. Mobility Scooter

1.2.2 Indoor vs. Outdoor Use

There are several groups of powered wheelchairs, tricycle and mobility scooter, based on the
intended use. Wheelchairs, tricycle and mobility scooter designed strictly for indoor use have a
smaller area between the wheels, allowing them to negotiate the tighter turns and more confined
spaces of the indoor world. Other designs allow the electric and IC engine wheelchair, tricycle
and mobility scooter to be used both indoors and outdoors, on sidewalks, driveways, and hard,
even surfaces.

1.2.3 Disabled Vehicle power Sources Type

1. Manually drive type
2. Electrically drive type
3. Hybrid type (Electric +IC engine)
4. IC engine driven type

1.3 IC Engine Driven Disable Vehicles

Most of IC engine driven disabled Vehicle is outdoor use and is a tricycle kind and mobility
scooters there is a three wheelers type. This vehicle is has a manual transmission system so it
will have a Lever arm to change the gear and also have braking system is operated in three ways
1. Right hand operating brake on the steering wheel
2. Left Hand operated brake Lever
3. Brake pedal
The critical thing I want to change is the transmission system that is Automatic kind, which
decreases the burden and energy of disabled person as much as possible I will tire to design
Automatic transmission kind of vehicle that is suitable for disabled person.

Figure 9. XWJY50C Mechanized Wheelchair motorcycle

Figure 10.Today available XWJY50C Mechanized Wheelchair
Motorcycle at Mekelle
 2. Chassis, Body and Chair

2.1Chassis Layout and Frame

Chassis Layout
The chassis connect the axles of tires and wheels to the body of the vehicle, where the drive i.e. the
disabled person sits. In order to construct primarily it was considered that, it should be small
enough since it is easy and allows a disabled person to enter with his vehicle some place like super
market. Finally it has been decided to design a three wheelers kind of vehicle.

Figure 11. Chassis layout

The chassis consists:

 The frame or body
 Suspension members (spring and shock absorbers )
 Steering gears and linkage
 Axles or spindles or both
 Brake assemblies
 Tires and wheels
When these units work together, we have a vehicle that approaches the idea; that is one that will
  Travel smoothly on the road so the driver (disabled person) feels no
bumps or vibration (suspension system).or minimum
 Travel in straight line until the driver (disabled person) wishes to
turn and then will respond quickly and easily to Turing motions of
steering wheel (steering system).even if it has self aligning torque
 Stop smoothly and quickly, as the brakes are applied (Braking
system).
 Enables the tires to roll down the road with a minimum amount of
drag, there by yielding maximum tire life and fuel mileage.
Chassis frame
The frame in a vehicle may be compared to the skeleton in human body, without which a human
body would not be able to stand or erect-like wise, if a vehicle did not have a frame it could not
support its own weight or the weight of its disabled person or his cargo load. In construction of an
IC engine, driven disabled vehicle chassis is the basic requirement .the chassis serves the following
purposes.
 To form base for mounting engine and transmission units.
 To a accommodate suspension system.
 To take the engine and transmission thrust and torque stresses.
 To serve as the body, fuel tank, and battery mounting unit.
Chassis is subjected to the following loads.
1) Static load
2) Impact load
3) Inertial load
4) Combined load
Defects in Chassis Frame
The following defects may be found in chassis and body
1. Cracks
2. Dislocated parts
3. Broken welds
4. Buckling
The chassis should checked fore these defects and suitability rectified .further the vehicle should
be guarded against corrosion and rusting .these can prove to be very dangerous .

to prevent rusting the vehicle should be regularly painted if this is not done ,the chassis will be
affected and soon lose its strength.
It is important that the chassis is properly aligned .after some repair is carried out on the frame;
the alignment should be checked with the original measurements. This will ensure that vehicle
runs properly.

In our case there is a sub – frame

1) Upper and Rear chassis
2) Lower and Rear chassis
3) Engine supporting member
4) Front chassis

All chassis have the same material, but have different cross –section depending weight
concentration; the side members and the cross –members are rigidly attached to each other by
welding, heavy side member s are eminence and cross –members are combined with the floor of
the body this has led to much reduction of weight which is main point in design consideration.
The main thing in this design of chassis is that it is best form to resist Torsion to save engine and
transmission part from stresses due to road shocks.

2.2 Design of Chassis

Material: Pressed steel structural kind (ASTM –A36)
Density (Kg / m) = 7860
Ultimate strength (Mpa) = 400
Yield strength (Mpa) = 250
Shear (Mpa) =145
E = 200 GPa
G = 77 GPa
F.S = 2 .5 (Material selection from Bere book reference)
1) Upper and Rear Chassis

Cross –section side members

Circular kind
Cross members

Fuel tank support members - flat and thin

Figure 12. Upper and Lower chassis

Loads:
Weight of disabled person and his material that is vehicle loading capacity (150 Kg) =
1500N
Fuel tank weight (4.8 L) = 50 N
Battery and other accessories (7 Kg) =70N
Total =1500 + 50 + 70 = 1620 N,
(The Data is taken from XWJY mechanized whellchair moter cycle)

1620

810 N 810 N

The total weight is distributed along the cross-member to the side members so 810N
for one side is loaded.
Side Member:
Therefore, load on side member will be 810 N

Figure 13. Side member frame

Where: Ps is load on spring (on suspension system)

∑ F X =0 , X=0

∑ F Y =0 , Y + PS =810N

∑Mp = 0 , 810 * 0.075 = y * 0.45

Y = 135 N

Ps = 675N

For the above side members

Figure 14. Bending moment diagram

 The allowable stress is:
σa = σu / F.s = 400 *10 6 / 2.5 =160 Mpa
The maximum stress is occurred at y = D/2 and the maximum stress is also the allowable
stress.
From theory of elastic bending state
M = σ
I y
The upper and rear chassis frame member is a tubular kind, therefore
I=пD4
64
M = σ
П D 4 / 64 D/2
σ = 32 *M
П * D3
For this member assume D =30mm and Now to check the material is safe or not

σ = 32 * 202.5 = 76.39 Mpa

П * (0.030) 3
This is less than 160 Mpa therefore the material is safe for D = 30 mm

Cross Member:
There is along and short member and also the fuel supporting thin plate the short and long cross
member is a tubular cross- section and almost have equal cross-section about the side member
but on this member the load is only of the person and his staff (materials )so the total load is
1500N.
 Figure 15. Bending moment diagram

Assume D =30 mm also

σ = 32 * 183.75 = 69.32 Mpa
П * (0.030) 3
Therefore, this is also safe
N.B since there is a common of upper and lower frame so after determine the lower we calculate
the short member.

2) Lower and Rear Chassis Frame

Figure 16. Lower and rear chassis frame

Loads:
 ¾ of weight of the vehicle neglecting the wheel and tire and axles = ¾ * 1250 N =
937.5 N the weight of the vehicle is 1250 N
 Total = 937.5 -120 = 817.5 N since weight due to the fuel tank and battery and
other are normally in the weight of the vehicle why I subtract
Side Member:
Therefore the force on side member is 408.75N

Figure 17. Side member frame

∑ F X =0 , X=0

∑ F Y =0 , Y + Pt = 408.75 +Ps, where Ps = 675 N

∑Mpt = 0 , Y * (0.75 -0.155) = 408.75 * (0.375 -0.155)

0.595 Y = 89.925
Y = 151.13N
Pt = 932.62 N

Figure 18. Bending moment diagram

M maximum = 56.67 Nm
The cross-section is square so Y =b/2
Assume b=15mm
M = σ
b 4 /12 b /2
σ = 6M
b3
 σ= 6 * 56.67 = 100.75 Mpa
(0.015)3
Therefore it is less than the allowable stress and safe.

Cross Member:
Two long one at the end and other at the engine that supports it equal in dimension
One short previously stated it joins the upper and the lower frame by welding and the analysis
is done in separately.

Figure 19. Bending moment diagram

M = σ
b 4 /12 b /2
σ= 6M
b3
σ= 6 * 202.125 = 151.59 Mpa
(0.0.020)3
This value is less than the allowable stress, therefore it is safe design

2.3 Design of Body and Chair

2.3.1 Design of the Body

Material:
Wood material like chip wood and cover with varnish –in order to decrease the weight
 Figure 20. Body

2.3.2 Design of the Chair

The chair was simple and it was composed three metals welded together to form a vertical frame
and this frame attached to the body by bolts and the Frame on both sides of this frame extends
(left and right) metallic bars, which is his hand supporter. The bars on the right and left side
flexible that means movable up and down in order to increase the option. The bars on the upper
side are used to form a backrest. On this frame sits a piece of sponge that is cushioned and
covered by leather. Sponge of the frame is riveted to the frame and the sit is also a sponge
material that is cushioned and cover by leather.
Material: - For frame and bar - steel
For sit and backrest –sponge covered by leather

Figure 21. Chair and its Component

Normally on this chair, it was used the following joints

1. Welding
2. Rivet
3. Bolt
2.4 Distribution of Weight and Center of gravity position

2.4.1 Center of gravity position

Figure 22. 4-wheeler as seen from rear

Consider first a 4-Wheeler as seen from the rear, like here to the above. If the vehicle is in a
curve towards the left, for example, we can imagine that a centrifugal force (magenta color) is
exerted on the center of gravity (black and yellow circle) of the vehicle-occupants system, while
the vehicle's weight exerts a downward gravitational force (cyan color).

Thus, the centrifugal force (magenta) tends to roll the vehicle over towards the right, around an
imaginary point (deep blue) under the right tires, while the gravitational force (cyan) holds
the vehicle back to avoid rollover.

It is as though the centrifugal force and the gravitational force combined together into a
resulting force (black) exerted on the center of gravity to turn it around this imaginary point
(deep blue).
We can thus easily understand that if the center of gravity height (red) is greater than the half-
track (in green) (the half distance between the two wheels seen from the rear), the resulting
force (black) will be aligned over the imaginary point (deep blue) and will thus roll the vehicle
over in a curve.

The ratio of the center of gravity height (red) to this half-track (green) thus plays a crucial
role in determining the stability against rollover of a 4-Wheeler. Ideally, this center of gravity
height (red) should be low like for a sports car, in order to insure a safety margin against
rollover. This explains why these vehicles have a higher rollover propensity.

Figure 23. Center of gravity of 4 and 3 Wheelers

In the case of 3-Wheelers, another factor comes into play: As can be seen for a 4-Wheeler on the
illustration at the above, the 4-Wheeler rolls over around a line (blue) corresponding to the
imaginary point (deep blue) of the previous illustration. But in the case of a 3-Wheeler, the
vehicle rather rolls over around a line (blue) going from the unique wheel to one of the two
symmetrical wheels. We can immediately see that the green line between the center of gravity
and the rollover line is thus shorter than in the case of the 4-Wheeler, even though the center of
gravity height, the length and the track of the 3-Wheeler are the same as those of the 4-Wheeler.
The center of gravity height (red) is thus proportionately greater, which reduces the safety
margin against rollover in curves.

Moreover, a 3-Wheeler in a curve can also be subject to a braking or accelerating force that will
combine with the lateral centrifugal force, which may further increase chances of rolling over of
this 3-Wheeler. For example in the case of the single-front-wheel 3-Wheeler, here above to the
right, braking in a curve towards the left will increase chances of rolling over this 3-Wheeler.

So in the case of 3-Wheeler:

- The center of gravity height should be low in relation to the half-track, like for a 4-Wheeler.
- But the center of gravity's position also has importance: The farther it is from the two
symmetric wheels towards the single wheel, the shorter is the distance from the center of gravity
to the rollover line, which reduces the safety margin against rollover of the 3-Wheeler compared
to the 4-Wheeler

Summarizing, the 3-Wheeler's center of gravity must be low and close to the two symmetrical
wheels, that are alone to avoid a rollover in curves. However, this center of gravity must not be
too close to these two symmetric wheels, to avoid tipping backward or forward.

"The total weight of a motor tricycle or three-wheeled vehicle on all its front wheels, as
measured at the tire-ground interfaces, shall be not less than 25 per cent and not greater than 70
per cent of the loaded weight of that vehicle."

The image below illustrates the case of a single-front-wheel 3-Wheeler having its vehicle-
occupants center of gravity located at less than 25% of the wheelbase length from the rear
wheels. This leaves less than 25% of the weight on the front wheel.

Figure 24. A single -Front -Wheel 3-wheeler

 2.4.2 Distribution of weight Analysis

Figure 25. Distribution of weight and Center of gravity

The C.G is located 25 mm from the central axis and 500 mm from the ground.
W = 1250 N – Weight of the Vehicle
b = 0.6 m –Wheel base
a = 0.49 –Wheel Track
c = 0.025 –Distance C.G from the central axis
h = 0.5 –height of C.G from the road surface
l =0.25 distance of C.G from the rear axis
RF – is the vertical reaction at the front Tire, N
RR 1 and RR 2 – is the vertical reaction at the rear tires, N
There are three Unknowns that can be determined as follows
Moment about the rear axes is gives,
RF * b = W * l
RF = Wl
b
RF = 1250 * 0.25 = 520.8 N
0.6
Moment about the central axes is gives,
[RR 2 – RR 1] a = Wc
2
 RR 2 – RR 1 = 2 * W c ---------------------------------(1)
a
Moment about the central axis of front wheel or tire gives,

[RR 1 + RR 2] b =W (b – l)
RR 1 + RR 2 = W (b – l)
B
RR 1 + RR 2 = W (1- l) --------------------------------- (2)
b
Addition and Subtraction of last two equations respectively gives,
RR 2 =W [2 c - l + 1]
2 a b
= 1250 [2*0.025 -0.25 +1]
2 0.49 0.6
RR 2 = 428.125 N
RR 1 = W [1 –l -2c]
2 b a
=1250 [1-0.25 -2*0.025]
2 0.6 0.49
= 625 [1- 0.417-0.102]
RR 1 = 300.625 N
3. Engine and Transmission System
The vehicle is a three wheel so as the engine drive the rear wheel through two reduction system
the former is the Gear Box which is integrated on engine the later is the Chain Drive in this it
has also see Axle design and Bearing selection we design this vehicle which have opportunity of
3-speed possible speed.

3.1 Engine

3.1.1 Engine selection criteria

The prime mover of this disabled vehicle is an IC engine, which is, used a fuel of petrol.
It was seen the following criteria to make selection
1. Compactness
The engine should be more compact as required less space.
2. The vehicle is light duty to carry only the disabled persons and his Material. A Single cylinder
engine develops enough power to carry such Loads.
3. A petrol engine runs at a lower compression ratio than a desire engine. Therefore the weight –
power ratio of a petrol engine is less than a desire Engine.
4. A lighter engine (single –cylinder four-stroke Air –cooled petrol engine) makes the vehicle
(three-wheeler) lighter hence for the same traction force a three wheeler gives high
acceleration
Force = mass x acceleration
5. An Air –cooled engine does not require water, radiator and water Circulating Pump,
therefore, for weight –power ratio of an Air –cooled engine is decreased.
6. Better if its is transmission is Automatic since it reducing shifting effort of
Disabled person, simplifying installation (No shifting linkage) it is highly
Important for disabled persons later I will come on transmission system.
Besides the above criteria, it was considered the following engine parameter and performances.
 Maximum rated power
 Normal rated power
 Rated speed
 Indicated horse power (ihp)
 Break horse power (bhp)
  Friction horse power (fhp)
 Mean effective pressure
 Mechanical efficiency
 Specific fuel consumption
 Volumetric efficiency
 Engine specific weight
 Specific volume
 power per unit piston –Area

3.1.2 Power required and Engine selection

Power required
The motion of the vehicle moving on a road is resisted by aerodynamic force, known as wind or
air resistance, and road resistance which is generally termed as rolling
resistance. In addition to these two types of resistance, the vehicle to over come grade resistance
when it moves on a gradient, because the weight of the vehicle to be lifted through a vertical
distance. Hence, the power required to propel a vehicle is proportional to the total resistance to
its motion and the speed.

Pv = power required by the vehicle

Preq = IC engine horse power required
V = speed of the vehicle in Km/hr
= transmission or driving line efficiency
R = total resistance in, N
Ra = air resistance in, N
Rr = rolling resistance in, N
Rg = grade resistance in, N
A = projected frontal area, m2
W = vehicle weight, N
Therefore, power required to propel the vehicle is given as follows:
Pv =

Where, R = (Ra + Rr) …………………..….when the vehicle moving along a level road.
R = (Ra+ Rr + Rg)…………………when the vehicle moving up a gradient.

But the IC engine power required will take into account the lesser in transmission, hence

Preq = , Kw

Let see each resistance one by one

 Air resistance
This is the resistance of the performance offered by air to the movement of the vehicle. The air
resistance has an influence of the performance, ride and stability of the vehicle and shape of the
body of the vehicle, its speed and wind velocity, generally
Ra = KaAV2
Ka = coefficient of air resistance
= 0.023 for best streamlined vehicle
As specified above the projected area can be calculated as follow
A = A1+A2 +2*A3
Where:-
A1 = area of wind screen
A2 = area of body below wind screen
A3 = tires area
Then from the geometry

Total area become

The air resistance became
Since maximum vehicle velocity for my design is

 Rolling resistance
The magnitude of rolling resistance depending on
1) The nature of road surface
2) Type of tires
3) The weight of the vehicle, and
4) The speed of the vehicle
This is given by

 Grade resistance (slope)

The component of the weight of the vehicle parallel to the gradient on the slope
on which moves is termed as grade resistance.
Thus, it depends up on the steepness of the grade. Hence

θ = inclination of the slope to the horizontal.

, for small θ

So,

Where the maximum slope of a road for my design is 15o

Finally the power required to propel the vehicle, is given with considering when the vehicle
move up the slope. Because at this case it need maximum power.

The IC engine power required can be calculated by taking in to account losses in transmission,

. Hence
This is power required resistance power. Select an IC engine has this power and the required
traction power requirement.

Engine selection
Based on the criteria and power required selection is made from Lifan Company which is found
in china 50cc engine which have 3-speed automatic transmission electronic and carburetor.

Figure 26. Single Cylinder, 4-Stroke, Air –cooled

Automatic petrol engine
Engine specification
Type: - single – cylinder, four –stroke, Air –cooled petrol engine

Bore x stroke: -39 x 41.4mm

Compression ratio: - 9.0: 1

Displacement: - 49cc

Max. Rated power: - 2.25 Kw at 7,500 rpm

Max. Torque: - 2.79Nm at 5500 rpm

Carburetor:-19mm walbro standard of Japan

Idle: - 1,500rpm

Start: - Electric start and hand kick start lever

Spark plug: - A7TC or NGKC6HSA

Plug gap: - 0.28 or 0.6 - 0.8mm

Ignition system:-CDI (Electric ignition)

Lubrication:-pressure /splash

Oil capacity: - 0.8L (10w-30)

Weight:-18.59kg

Clutch:-unicycle shift Auto

Gears:-planetary gear box 3-speed

Magneto: - perm ant magnetic

Voltage:-6volt

Engine:-has charged coil

Max speed:-140km /hr

Fuel tank capacity: - 4.8 L

The planetary gear box has the following gear ratio
 First Gear: - 2.86:1

 Second Gear: - 1.72:1

 Third Gear: -1.23:1

 Reverse Gear: - 2.86:1

3.1.3 Engine Mounting and Engine position

A Mid-Engine type
Benefits
 Chosen for relatively favorable weight distribution
 The heaviest component is near to the center of the vehicle, reducing the vehicle’s
moment of inertia and making it easier and faster to turn the vehicle to a new
direction.
 In addition, the engine weight is more evenly carried by all the wheels with this
layout .as a result, vehicle stability, and traction and ride quality are naturally
improved when turning, braking and accelerating.
  Mounting the engine in the middle instead of front the front of the vehicle puts more
weight over the rear tires so they have more traction and provide more assistance to
the front tire in breaking the vehicle, with less chance of rear wheel lockup and less
chance of a skid or spinout.
 It also rear drive the added weight on rear tires (since two tires at the rear ) can almost
improve acceleration on slippery surfaces, providing much of benefit of all wheel
drive with out the added weight and expense of all wheel drive.
 Minimize the secondary reduction chain length, it almost near to the rear wheel.

3.1.4 Rear Wheel Drive

Advantage
1. Even Weight distribution
 The engine can lie between the front and rear wheels (engine layout) and the
transmission is moved much farther back sine two wheel at the back.
2. Weight transfer for during acceleration
 During heavy acceleration, weight is placed on rear or driving wheels ,which
improves traction
3. No torque steer
 Unless it is an all wheel steer with an offset differential of course we have not a
differential so no offsetting the wheel
4. Steering radius
 As no complicated drive shaft, joints are required at the front wheels it is possible
using front wheel drive, resulting in a small steering radius for a given wheelbase.

5. Better handling in dry conditions

 The more even weight distribution and weight transfer improve the handling of the
vehicle .the front and rear tires are placed under more even loads, which allows for
more grip while cornering.
6. Better braking
 The more even weight distribution helps prevent lockup from wheels becoming
unloaded under heavy barking.
 Even though the advantage is there is also disadvantage
o Over steer and related problem of fishtailing
 o On snow, ice and sand RWD loses its traction advantage
o Decreased interior space
o Increased weight-less complex but large drive train like chain sprocket
o Improper weight distribution when loaded
o High initial purchase price

3.2 Transmission System

3.2.1 Advantage of using Automatic transmission for Disabled vehicle

There is a lot of advantage using Automatic transmission system for the disabled persons.
It is very compact compared to manually transmitted transmission system it requires
less space.
 Have no free bearing force.
 Permit high torque levels, power specializing or power combination and future
very good efficiency levels.
 Increasing fuel economy since engine is running at constant and maximum speed
we must utilized as much as possible automatically the fuel is supplied.
 Reducing cost.
 Enhanced efficiency power transfer.
 Narrower spacing of ratio, with up to 16 gears
 Reducing shifting effort sine the disabled persons has not much effort to shift or
to be he is comfort there is no shifting of gears manual.
 Simplified installation no shift linkage that is for gear shifter and clutch lever so it
is simple installation.
 Prevention of in correct operation (over –revving of engine) it will require not
much training of the disabled person since much of the operation is automatic
system.
 Reducing the disabled person stress.
 Lower weight and smaller dimensions
o Enhanced safety for both for disabled person and the vehicle itself.
 3.2.2 Primary Reduction System- Planetary Gear Box
How the automatic transmission works
The automatic transmission allows engine torque and power to be transmitted to the drive wheels
within a narrow range of engine operating speeds. The transmission will allow the engine to turn
fast enough to produce plenty of power and torque at very low speeds, while keeping it at a
sensible rpm at high vehicle speeds.The transmission uses a light fluid as the medium for the
transmission of power. This fluid also operates the hydraulic control circuits and acts as a
lubricant. Because the transmission fluid performs all of these three functions, trouble within the
unit can easily travel from one part to another.
The automatic transmission operates on a principle that fluids cannot be compressed, and that
when put into motion, will cause a similar reaction upon any resisting force. To understand this
law of fluids, think of two fans placed opposite each other. If one fan is turned on, it will begin to
turn the opposite fan blades. This principle is applied to the operation of the fluid coupling and
torque converter by using driving and driven members in place of fan blades.
Every type of automatic transmission has two sections.
 The front section contains the fluid coupling or torque converter and takes the place of
the driver operated clutch.
 The rear section contains the valve body assembly and the hydraulically controlled gear
units, which take the place of the manually shifted standard transmission.
Advantage
1) Reducing shifting Effort of the disabled person
2) Simplified installation no shift linkage is used it will make the disabled person safe
3) Prevention of incorrect operation (over –revving of the engine)
Band and Clutches called planetary holding member are applied by hydraulic pressure to drive or
hold parts of a compound planetary gear system to make the gear shifts.

 A torque converter, takes the place of the clutch in a manual transmission.

 An input shaft connects the torque converter to the transmission section.
 The transmission pump provides hydraulic fluid to a valve body, which makes
shift decisions and acts as on them. Fluid pressure from the pump is directed to
perform work in various places, in transmissions, housing, fluid pan, oil passages
and extension housing.
Power transmission
 Uses three methods of transmitting power fluid, friction and gears.
 The torque converter transmits power using fluid.
 The planetary holding members use fluid and friction
 Gears in the transmission transmit power also change speed and torque.
 The basic areas of transmission are torque converter, planetary gears,
and hydraulic controls
 Automatic transmission sense road speed and engine load to determine a
correct shift.
 In conventional automatic transmissions, gear shifts are made by
hydraulic pressure.
The planetary gearbox
The rear section of the transmission is the gearbox, containing the gear train and valve body to
shift the gears. The ability of the torque converter to multiply engine torque is limited, so the unit
tends to be more efficient when the turbine is rotating at relatively high speeds. A planetary
gearbox is used to carry the power output from the turbine to the driveshaft to make the most
efficient use of the converter.

Planetary gears function very similarly to conventional transmission gears. Their construction is
different in that three elements make up one gear system, and in that the three elements are
different from one another. The three elements are

 An outer gear that is shaped like a hoop, with teeth cut into the inner surface.
 A sun gear mounted on a shaft and located at the very center of the outer gear.
 A set of three planet gears, held by pins in a ring-like planet carrier and meshing with
both the sun gear and the outer gear.

Either the outer gear or the sun gear may be held stationary, providing more than one possible
torque multiplication factor for each set of gears. If all three gears are forced to rotate at the same
speed, the gear set forms, in effect, a solid shaft.

Bands and clutches are used to hold various portions of the gear-sets to the transmission case or
to the shaft on which they are mounted.
 Figure 27. Planetary gear box

Advantage

 All of the gears are in constant mesh, means no gear clashing or wear as gears Turing at
different speeds are engaged and disengaged with each other.
 The load is distributed over several gears instead of only two.

Figure 28. Planetary gears are similar to manual transmission

gears, but are composed of three parts

Figure 29. Planetary gears in maximum reduction (low).

The ring gear is held and a lower gear ratio is obtained
 Figure 30. Planetary gears in the minimum reduction (Drive).
The ring gear is allowed to revolve, providing a higher gear ratio

There are six possible condition of operation with a simple planetary gear set.

Condition 1 2 4 5 6

Ring D T H T D

Carrier T D T H H

Sun H H D D T

Speed l L l lR LR
D= drive (out put) L = reduction

H= hold R = reverse

L= increase(over drive ) T = turn ( input )

Table 1. Six possible condition of operation with a simple
Planetary gear set

Basic gear rules are-

1) Two gears with external teeth in mesh will rotate in opposite directions.
2) Two gears I mesh, one with internal and the other with external teeth (ring and planet
pinions) will rotate in the same direction.

3) When pinion gears more in automatic transmission this is referred to as “Walking “or
“idling”.
 4) When walking inside of the ring gear, pinions are mouthing in a direction that is opposite
to their own rotation.

5) When the carrier is held from turning ,the pinions idle this produces a change in direction
(reverse)

Transmission shift control

Electronic shift control is different from older mechanical control. it has line pressure only ,there
is no governor or modulator pressure.

Forward gear are controlled by electronic device reverse only works when all of the solenoids
off.

In typical electronic system, there are two solenoids with four possible gears here is how a
simple three-speed electronic automatic transmission would operate.

FIRST GEAR

Solenoid A is ON and solenoid B is OFF. Only the manual valve used in first gear, first gear has
the forward clutch and a one-way clutch only it has no shift valve all of the first valves seated by
spring pressure regulator valve and also in response to throttle pressure.

SECOND GEAR

Solenoid A and B are ON B went from OFF to ON ,the brake band is ON and the 1-2 shift valve
provides the fluid shift solenoid B moves the 1-2 shift valve by damping pressure OFF the end of
the shift valve.

THIRD GEAR

To apply third gear, solenoid A is OFF, and solenoid B is ON

Rear-Wheel Drive (RWD)

 Gear solenoid A Solenoid B

1 st ON OFF

2 st ON OFF

3 st OFF OFF

Figure 31. Three Forward One Reverse Gear Operation

Control Automatically

2.2.3 Secondary Reduction System- Chain drive

Chain Drive

Nearly all types of power transmission chain have two basic components: side bars or link plates,
and pin and bushing joints. the chain articulates at each joint to operate around a toothed
sprocket. The pitch of the chain is the distance between the centers of articulating joints.

Power transmission chains have several advantageous.

 Relatively unrestricted shaft center distances.

 Compactness.

 Ease of assembly.

 Elasticity in tension with no slip or creep and

 Ability to operate in relatively high –temperature.

There are seven major types of power –transmission chains, with numerous modification and
special shape for specific applications.

o Detachable
o Pintle

o Off set-side bar

o Roller

o Double pitch

o Bead or slider

o Inverted-tooth silent

Roller chain

Figure 32. Roller chain

Is available in pitch from 6 to 75mm

 In the single width roller, chain ultimate strength ranges from 6 to 900 Mpa.
  Small pitch sprocket can operate at speed as high as 10,000rpm and 750 to 900 kW
drives are not unusual.

 Are assembled from roller links and pin lines

Sprockets

Figure 33. Single Strand Sprocket

 Basic sprocket types and with precision steel roller chains can form ANSI standards
 Used for mounting of flanges, hubs or other devices, the plate sprocket is flat, hubless
sprocket.

 Small and medium size sprockets are turned from bar stoke or forging or are welding by
welding a bar-stok hub to a hot rolled plate.

 For small and low load application, only one hub extension may be needed.

 Large diameter sprocket normally have two hub projection from the center plane of the
sprocket

3.2.4 Design of Roller Chain

Figure 34. Chain Drive System

Consists primarily of:

  The selection chain and sprocket sizes
 Determination of chain length

 Determination of center distance

 Method of lubrication

Materials:

For Chain: - Steel

For Sprocket: - Cast steel or welded hub construction

- It is single strand

Maximum net power =2.25kw which is coming from engine

Type of input is IC engine with mechanical drive

The smaller sprocket is mounted on the out put shaft of the Gearbox that is planetary gear box
out put shaft in my case I have 3- forward gears and one reveres gear with different rpm

Maximum net power =2.25 kW

Smaller sprocket =900 rpm

1. Service Factor

The corresponding service factor from table below for moderate shock load and IC engine input
power is 1.4

Therefore Design power= 2.25 x 1.4 = 3.15 Kw

Multiple-strand factor
Service Factor For Single strand chain (kilo watt rating )
 Number
Type of input power Multiple-
of strand
Types of strand
IC engine with Electric IC engine with
driven load factor
Hydraulic Motor or mechanical
drive Turbine drive

Smooth 1.0 1.0 1.2 2 1.7

Moderate 1.2 1.3 1.4 3 2.5

shock

Heavy 1.4 1.5 1.7 4 3.3

shock
Table 2. Service and multiple –strand factors for chain drive

2. Tentative chain selection

On the Design power (kilo watt) rating chart (page 687, figure 20-2-15 Machine Drawing and
Design book) , the suggested selection using a Design of 3.15kw and a 9000 rpm sprocket is no.
40 chain number 13mm pitch chain see Appendix 4.

3. Final Selection Chain and Smaller Sprocket

On the kilo watt power rating table for a no.40 chain number at 900 rpm, the computed design of
3.15 kW is realized with 17-tooth sprocket follow the column headed by the revolution of small
sprocket 900 rpm and find the nearest value to the design power. Follow this line horizontally to
the left to find the number of teeth for smaller sprocket. So from Appendix 2 we can find by
reading chain number 40, smaller sprocket 900rpm and nearest power 3.3.7 kW we chose.

Teeth for smaller sprocket =17

-Maximum bore and hub diameter that will accommodate the

Shaft that will accommodate the shaft (From Appendix 2)

No. of teeth Maximum Bore Maximum Hub Diameter

17 35mm 54mm

4. Selection of Large Sprocket

Since the driver is to operate at 900 rpm and driven at a minimum of 391 rpm, the speed ratio is
2.30:1 therefore the large sprocket should have 17 x 2.30 = 39.1 teeth. Since standard sprocket
sizes near this number of teeth are either 39 or 40 From (Appendix 3) .it may be more
economical and time saving to try to use a combination of standards sprockets that is 17 and 39
teeth numbers.

5. Chain length in Pitch

Since -17 and -39 tooth sprockets are to be placed on 400mm centers ,best result obtained by
using a centers distance calculation are as follows to determine Chain Length.

Chain Length = 2C + M / 2 +S / C

C= Center Distance / pitch

= 400 / 13 = 30.77

M = Total Number of Teeth on both sprocket

= 17 + 39 = 56

S =Value Obtained from table (Appendix 1)

F = 39 -17 = 22

S = 12.26
Substituting Values for C, M, and S we get

Chain Length in pitch

= 2C + M / 2 + S / C

= 2 x 30.77 + 56 /2 + 12.26 / 30.77 = 89.94 pitches

Since the chain is couple to an even number of pitches we will use 90 pitches because the leeway
on 400mm centers is not critical

6. Chain Length in Millimeters

Length of chain = number of pitches x pitch

= 90 x 13 = 1170 mm

Length of chain =1170 mm

Failure in Roller Chain

1. May fail due to failure of either the chain or sprocket.

2. Sprocket fails by way of wear of teeth, which occurs due to the relative motion of
rollers or bushes along the teeth under impact load.

3. The major chain failure is due to increase in pitch, which occurs because of the
joint wear .it may become so large that it fails to match the sprocket teeth and the
chain may run off the sprocket.

4. Roller and bush surface may develop pits, which are essentially caused by fatigue
loading in pressure of lubrication sometimes due to heavy shocks the rollers and
bushes may split.
Method of Lubrication

-Chain drive must have a periodic lubrication otherwise; there is a crack and not

Smooth rotation.

-It is a self –lubricated.

3.2.5 Traction and Tractive Effort

The force available at the contact between the rear wheel tires and road is known as Tractive
effort. The ability of the rear wheels to transmit this effort without slipping is known as traction.
Hence usable Tractive effort will never exceed traction.

Te = 60,000 Pe N-m

2∏ N

Tw = (g.r x a.r) ŋt Te = G ŋt Te

Tractive effort, F = Tw /r =G ŋt Te / r

Where:

Pe =engine b.p Kw

TE =Mean engine torque in N-m

ŋt = Overall transmission efficiency

g.r = Gearbox gear ratio

a.r = Back axle ratio

G =Over all gear ratio

r =Radius of tyre in, m

N=rpm of crank shaft

F =Tractive effort

Pe = 2.25kw Te= 60,000 x 2.25 x 103 = 3.91 x 103 N-m

N =5500 rpm 2X 3.14 X 5500

ŋt =60% Assumption

r=190mm or 0.19m

Torque at rear wheel is different at different G value

Since the engine have a gear box of 3 speeds.

G1 =2.86 x 2.294 =6.561

G2=1.72 x 2.294 =3.946

G3=1.67 x 2.294 =3.83

Tw1 = G1 x 0.6 x 3.91 x 103 = 8.1 x 104 –N-m

0.19

Tw2 = G2 x 0.6 x 3.91 x 103 = 4.87 x 104N-m

0.19

Tw3 =G3 x 0.6 x 3.91 x 103 = 4.73 x 1040N-m

0.19

Tractive Effort on each G value is equal to

F1= Tw1 = 8.1 x 104 = 4.26 x 105 N

r 0.19

F2 = Tw2 =4.87 x 104 = 2.56 x 105 N

r 0.19

F3 = Tw3 = 4.73 x 104 = 2.49 x105 N

r 0.19
When the tractive effort F > R , the total resistance on level ground or road ,the surplus tractive
effort is utilized for acceleration, hill climbing and draw-bar pull.
Relation between Engine Revolutions, N and Vehicle Speed, V
N/V ratio depends upon the overall gear ratio. A Vehicle having three different gears will have
three different values of N/V ratio. It is clear from the following expression.
N/V=2.65 x G/r
N1/V1=2.65 x G1/r=2.65 x 6.561/0.19=91.5
N2/V2=2.65 x G2/r=2.65 x3.946/0.19=55.1
N3/V3=2.65 x G3/r=2.65 x 3.83/0.19=53.4
V is in Km/hr and r is in meter.

3.3 Axle and Bearing

3.3.1 Axle

Figure 35. Chain, Axle and Axle housing

It used for transmitting power from large sprocket to the driving wheels. These Axles act as a
bearing for road wheels and provide for attachment for spring.
There are two types:
 Dead Axle –used in the bullock cart is a dead axle and carries a part of the weight of a
vehicle but does not drive the wheels connected to it.
 Live Axle –used in cars and other vehicles this axle does both carries the vehicle and
drive the wheel connected to it.
In this case
1. Front Axle – Dead Axle
2. Rear Axle –Live Axle
-Rear Axle is divided in to three types, depending up on the position and number of bearing.
 Semi-floating Rear Axle
 Three –quarter Rear Axle
 Fully floating Axle
1) Semi-floating Rear Axle
Application: - On most passenger cars and Light commercial vehicles
Bearing: - A single ball bearing is in side axle housing
-the Axle of the wheel is at the center of the axle casing and wheels are fitted at the two ends of
the axle .this is done by means of a key, bolt and nut.

-the whole weight of the vehicle is first transmitted to the suspension spring from there it is
transmitted to the axle casing and from there to rear axle and wheel; finally it transmitted to the
ground.
2) Three –quarter Rear Axle
Application: - On medium commercial vehicles and some passengers.
Bearing: - A single ball bearing is on the outer side between the wheel and the axle casing axle is
fitted inside the axle casing.
-the wheel is fitted with axle by means of bolt and nut.
-the weight of the vehicle supported partly by the axle housing and partly by the axle .The major
load is taken by the axle casing and not by the axle.
3) Fully Floating Axle
Application: - Mostly on heavy truck
Bearing:-Two tapper roller bearing are between the wheel and the Axle casing
-the Axle has been introduced the Axle casing.
-the Axle end is fitted with wheel by means of a flange, boalt and nut.
-the entire weight of the vehicle is supported by the wheel and the Axle casing.

3.3.2 Design of Rear Axle

Primarily consists
 Determining of Bearing load to lateral forces on Rear wheel
 Design of Axle shaft
 Design of Axle housing
Purpose:
 To carries a part of the weight of a vehicle
 To drive the wheel connected to it
Type:
 Live Axle
 Semi-floating Axle
 Mount on it is sprocket not differential

Material:
For Axle shaft-
Steel High –strength low Alloy
σu = 480 Mpa
σy = 345 Mpa , σa = σu / F.S 480 / 2.5 = 192MPa
E =200 Gpa
G =77 Gpa
F.S = 2..5
For Axle shaft housing:-
Reinforcing steel high strength
σu = 620 Mpa
 σy = 425 Mpa σa = σu / F.S 620 / 2.5 =248MPa
E = 200 Mpa
G =77 Gpa
F.S= 2.5
Selection is based on high strength, good merchantability, low notch sensitivity factor, good heat
treatment properties and high wear resistance properties.

1. Bearing loads Due to Lateral Force on Rear wheel

Bearing Loads due to side thrust on a wheel in semi-floating axle in shown below in the Fig.

Figure 36. Bearing loads due to lateral force on rear wheel

Symbol and abbreviation:-

F –Lateral force at the rim of the wheel
r- Radius of the wheel
L – Distance between the centers of wheel bearing

R1 and R2 –Radial reaction of the wheel bearing on the wheel hub

P – The thrust reaction of the bearing
r =190mm r / L = 190 / 550 = 0.35
L =550mm
In practice, the ratio r / L is 0.6
Considering the forces in the horizontal and vertical directions, we get
F=P, and R1 L = R2 L = F r
R1 = R2 = r / L F
R1 = R2 = 0.6 F
R1 = R2 = 3 / 5 F where F is different value at different condition so take the value from the
above calculation
F1 = 4.26 x 10 5 N
F2 = 2.56 x 105 N
F3 = 2.49 x 105 N
Thus, R1 = R2 = 2.56 x 105 N
R1 = R 2 =1.54 x 105 N
R1 = R2 = 1.49 x 105 N

2. Design of Axle Shaft

Shaft for semi-floating Axle are subjected to both Bending and Torsion .Hence the Diameter of
the Shaft should vary with bending moment along the length Accordingly, the diameter is
minimum near the sprocket end where the shaft is subjected to nearly total torsion and is
maximum at the outboard bending .where bending moment is maximum, the maximum stress in
the shaft occur when the wheels slip or lock due respectively to a sudden application of power or
braking on dry, hard pavement.
Symbol and abbreviation:-
Ff – frictional force
µ - coefficient of friction between the tyre and road
W – Load supported on one wheel under fully load condition
r – Effective radius of the wheel
l – Distance between the center planes of the road wheel and outboard bearing of
the axle
Mb = bending moment

fb = bending stress in the shaft

I = moment of inertia of Axle shaft section
y = Distance from the neutral axis to the outer most fiber of the shaft
d = Diameter of Axle Shaft
fs = shear stress in the shaft
F = tractive effort on each wheel section
Ip = polar moment of inertia of the shaft section
T = the maximum torque acting on the section of the shaft
-the frictional force under the above condition
Ff = µ x W
µ = 0.6 for dry, hard pavement
W = 428.125 N
Ff =0.6 x 428.125 = 256.88 N
-the frictional force produces a torque (µ x W x r) and a bending moment
(µ X W x l) at the center of the outboard bearing.
-the load W also produces a bending moment on the Axle at centre of the outboard bearing.
 Bending moment due to µW
=µXWxl
= 0.6 x 428.125 x 0.55
=141.28 N- m
 Bending moment due to W
=Wl
=428.125 x 0.55
=235.47 N-m
 Torque due to µW
=µ x w x r
=0.6 x 428.125 x 0.19
=48.81 N-m
-again driving the torque on each wheel

= Tw/2 = =4.05 x 104 N-m, 2.44 x 104 N-m And 2.37 x 104 N-m

N.B But driving torque should be less than, the torque produced due to frictional force .thus,
there are tow-bending moment on the shaft at the out boarding bearing a vertical moment Wl and
a horizontal moment µWl
-the resultant of these bending moments in the shaft is given by

Mb =

Mb = 274.56 N-m

-bending stress in the shaft

y = d /2 for solid circular Axle shaft

I = π d4

64

= or Pa

Assume d = 30 mm fb = 103.59Mpa

-the shear stress in the shaft

Where the polar moment of inertia of the shaft section

= for solid circular section

T = the maximum torque acting on the section of the shaft.

= µW r .

Therefore, or Pa

y=d/2

f s= 9.21Mpa

-using the formula for combined stress, the maximum Tensile (or compression) stress in the
shaft.
 = or Pa

σn =103.79MPa

σn = -0.21MPa

-negative sign for compression

 Since the maximum tensile stress is less than the allowable stress, there fore the material
to be selected is safe. allowable stress is 192MPa

σs =

σs = 51.99MPa

 This is also safe because the allowable shear stress is 240 Mpa

To use the above equation, W must be either known by way of assumption or by choice to use
that value of W under which the engine would just be able to spin the wheels in lowest gear.
Since the tractive effort on each wheel.

Now using torsion formula, the minimum diameter can be calculated and at the bearing the
equation for combined stress can be used, assuming a diameter proportionately larger than the
Minimum and thus, both the allowable tensile and shear stress in the shaft at the outboard
bearing can be compared with the calculated values.

3. Design of Axle Shaft Housing

The Axle housing, like Axle shafts, is subjected to both bending and torsion .The static load on
the outboard bearing depends on the driving force and the retarding force and attains its
maximum value when the wheel is either spun by the engine or locked by the brake .The bearing
load produces a bending moment on the Axle housing which is Zero at the center of the bearing
and increases uniformly to a maximum value at the centre of the spring seats and therefore
remains constant. As discussed in the case of Axle shaft, the maximum bending moment in this

case may be taken as

Where = the static load on the bearing

l = the distance between the center of the bearing and the spring seat
Or pad.
The axle housing is subjected to torque under all operating conditions. The maximum torque can
be taken as µWr

Now in a similar way, we can get,

3.3.3 Bearing

If a ball bearing is to function satisfactorily, both the fit between the inner ring and the axle and
the fit between the outer ring and the housing must be suitable for the application. Bearings can
be mounted directly on the axle. When the bearings can be mounted directly on the axle, the
inner ring should be located against a axle shoulder of proper height. This shoulder should be
properly machined squared with the bearing seat, and an axle fillet should be used. The radius of
fillet must clear the corner radius of the inner ring. To hold the bearing inner radius axially on
the axle, lock nut or lock washers are commonly used. Ball bearings provide better lubrication.
They can resist heavier loads and higher speeds for sufficient time without failure .Balls are
made of high carbon

Steel. Ball bearings require less space. As compared ball bearings are more costly, more
sensitive to misalignment and dirt. Thus, ball bearings are selected.

Advantages

 Low maintenance cost.

 Both radial and thrust loads can be carried.

 Lubrication is simple.

 Low wear.

 Heavier loads and higher speeds are permissible.

Disadvantages

 Sensitive to dirt and needs regular checking.

Figure 37. Ball bearing

 3.3.4 Selection of Ball Bearings for Front and Rear Axle

The dimensions of ball bearings can be selected on standard tables based on the diameter of the
axle they are going to be fitted. The diameter of the shaft is calculated to be 20mm for front Axle
and 30mm for rear Axle. Therefore, the bore diameter of the ball bearing will be 20mm for front
Axle and 30mm for rear Axle. The following table shows the selected values of the dimensions
of the ball bearings from standard tables.

 For Front Axle one bearing at the canters

 For Rear Axle there are four bearing a single bearing on each end of the Axle the other
two on each side of the sprocket.

Bearing basic Bore(mm) OD (mm) w (mm) r(mm) (mm)

number

304 20 52 15 1.02 27.7 45.2

Table 3. Ball Bearings for Front Axle

Bearing basic Bore(mm) OD (mm) w (mm) r(mm) (mm)

number

306 30 72 19 1.02 38.4 64.8

Table 4. Ball Bearings for Rear Axle
4. Tire and Suspension System

4.1Tire

4.1.1 Wheel and Tire

Figure 38. Front and Rear Wheel

-Tire and wheel assemblies provide the only connection between the road and the vehicle.

Wheels

-Wheels are made of either stamped or pressed steel discs riveted or welded together, available in
form of Aluminum or magnesium rim that are die-cast or forged.
 Magnesium wheels:- Mag wheels
Made of aluminum alloy
 Aluminum wheels: - lighter in weight
Because the wheel and tire on a vehicle is unsprung weight
This means weight is not supported by vehicle springs.
-The rim has a hole for tire’s value stem and a drop centre area design to allow for easily tire
removal and installation.
-Wheel dimension are important when replacing tires
-Rim width is determined by measuring across between the flanges.
-Rim diameter is measured across the bead seating areas from the top to the
bottom of the wheel.
-replacing wheels must be equal to the original equipment wheels in
 Loading capacity
 Diameter
  Width
 Off-set
 Mounting configuration
-An incorrect wheel can affect
 Wheel and bearing life
 Ground and tire clearance
 Speedometer and odometer calibrations
 Antilock brake system
Tire
-Its primary purpose is:-
1. Providing traction
2. Suspension absorb road shocks
3. Carry the weight of a vehicle

-It must perform under a variety of conditions .the road might be wet or dry paved with asphalt,
concrete, or gravel or there might be no road at all.
-Tires are air springs that support the total weight of the vehicle. The air spring action of the tire
is very important to the ride quality and safe handling of the vehicle. Tire size,
construction, compound and inflation are very important to the ride quality of the vehicle
-Tire also design to carry the weight of the vehicle, to with stand side thrust over varing speed
and conditions, and to transfer braking and driving torque to road.
-Although good traction is desirable, it must be limited too much traction means much friction
too much friction gives a lot of rolling resistance, it wastes energy (engine power and fuel 0 it
must be kept in minimum level.
Tube and Tubeless Tire
Solid tire changes to pneumatic tires

-Passenger car - has a set inner lining that keeps

Air from leaking between tires
and rim
-air valve has a central core that is spring
Loaded to allow air to pass inward only, unless
the pin is depressed

4.1.2 Front and Rear Wheel Selection

The efficiency and reliability of a vehicle depend largely on the design and performance of the
wheel—axle assembly.

In general, the following is true when selecting wheels:

 The larger a wheel is, the easier it rolls.

 The harder a wheel is, the easier it rolls over rough surfaces.

 A wheel's capacity increases with its width.

Figure 39. Aluminum casted wheel with bearings

4.1.3 Tire selection

-Tire selection is depends on
 The load acting per tire
 The surface on which the vehicle is going to move
 On the bases of specification for various tires given by the manufactures
-The selected tire should be suitable for load capacity and road condition, it should also be
proper for the type of the job for which the vehicle is intended.
 Tubeless and radial kind

Figure 40. Tubeless and Radial Tire

 PATT SI P. REM PEC. WID DIAME MAX.LOA MAX.PSI
ERN ZE R. ARK RIM TH TER D(KG) (KPa)
3.0
HD- 4P 2.10×
0- TT/TL 80 413 150 250
310 R 10
10
Table 5. Tire selection

4.2 Suspension system

Figure 41. Front and Rear suspension system

In a practical suspension system, the wheel is connected to the body through various links that
permit an approximately vertical motion of the wheel relative to the body, controlled by the
springs and dampers
The main components of a suspension system are
1 spring,
2 shock absorbers
3 struts
4 tires
When an additional load is placed on the springs or the vehicle meets a bump in the road, the
springs will absorb the load by compressing. The springs are very important
components of the suspension system that provides ride comfort. Shocks and struts help control
how fast the springs and suspension are allowed to move, which is important in keeping tires in
firm contact with the road.
 4.2.1 Sprung and Unsprung Weight

Sprung weight:

It is the weight, which is supported i.e. the frame and the parts attached to the frame.

Unsprung weight:

It is the weight, which is not supported by sprung. i.e. Wheel axles, Axle shafts, rear housing and
chain

Note: - Unsprung should be kept as low as possible .This is because the roughness of the ride
increases as unsprung weight increases.

 Oscillation of sprung weight

1. Pitching

2. Rolling (Tilting)

3. Bouncing

4. Yawing (Spinning)

N.B:-On rods when pinching occurs yawing is also likely to occur

 Oscillation of sprung weight

 Hoping

 Tramping

 Windup

4.2.2 Spring and damping

The motorbike spring/shock assembly used consists of coil spring mounted over oil filled
adjustable shock absorber. The mounting position of the assembly was almost horizontally due to
packaging constrains but was not according to the shocks specifications that require vertical
mounting therefore reducing damper performance and causing oil liking. Therefore the position
of the spring/shock should be carefully considered to comply with the shocks specifications and
avoid such incidents

Figure 42. Spring and Shock Absorber

Spring

Springs are the flexible links that allow the frame and the body to ride relatively undisturbed
while the tires and suspension follow the bumps in the road. The springs support the weight of
the vehicle, maintain ride height, and absorb road shock.

Specifications for Coil Springs

In Ordering Coil Springs Give The Following Information As Completely As Possible:

1. Free Length, Maximum, Minimum.

2. Controlling Diameter, Outside Diameter Maximum. Inside Diameter Minimum. Pitch
Diameter. Works inside (Dia. Hole). Works Over (Dia. Shaft).
3. Number of Coils.
4. Wire Size. Decimal size if possible. Material, Kind and Grade.
5. Loads at deflected positions.
6. Style of Ends, Right or Left Hand Wound.
7. Finish. Plain unless otherwise specified.
8. Maximum Solid Length.

Shock absorber

If the suspension were equipped with just a spring, it would bounce up anddown several times
after each bump. When compressed by a bump a suspension system needs a way to dissipate the
energy that is stored in the spring. The shock absorber is the device that dissipates the energy and
keeps the suspension from bouncing out of control

Oil filled shock absorber

The most common type of shock absorber is oil filled. This type is used in car suspensions as
well as bike suspensions. Many shock absorbers have adjustable spring rates and damping.Some
shocks have a rod extending into the centre of the shock that can be turned, allowing you to open
or close more holes to adjust the damping. Some premium shocks have small one-way valves in
the piston that open up holes when the piston is moving in one direction at different speeds, and
close them when the piston is moving in the other direction .Most shocks have a small amount of
compression damping, and a much larger amount of rebound damping which means that the
shock moves easily when it is compressing to absorb a bump, then slowly lengthens to release
the energy stored in the spring

4.2.3 Design of Front and Rear Suspension System

The weight of a vehicle is unequally distributed between front and rear therefore the separate
front and rear suspension mechanisms have to meet different requirements. The front suspension,
which is connected to the steering system, has more critical role in controlling the vehicle’s
direction. The two systems must align the wheels so that the vehicle travels in the intended
direction and the tires remain essentially perpendicular to the road and do not wear abnormally:
There are several different front and rear suspensions system designs, including double A-arms
and McPherson strut types
Design approach
Choosing suspension geometries and components involves a wide range of choices and
compromises. An analysis of the tire, chassis and road interaction is required to decide the trade-
offs that will result in an optimum configuration for vehicle and the nature of the road for which
the vehicle has to perform.
The basic steps in designing a vehicle’s suspension are:
- Selection of the suspension type to be employed;
- Selection of the wheels;
- Establish the vehicle’s dimensions – wheel base and track width(s);
- set up suspension parameters;
- Model the suspension geometry;
- design components

Figure 43.Model the suspension geometry vehicle

moving over a Rough road

N.B:-Suspension is exited harmonically by road surface through a shock absorber, which may be
modeled by a linear spring in parallel with a viscous damper.
Approach: Model the vehicle as a single DOF system subjected to base motion,
: Focus on displacement transmissibility and
: Considering Base excitation.
Mass of the vehicle =145Kg
Load on a vehicle =150Kg
Total mass 145 + 150 =295Kg
Assume:
-Neglecting unsprung mass
-Road surface sinusoidal with y=10mm=0.010m
-Wave length 10m (one cycle)
-Displacement of Amplitude(X) of the vehicle=20mm=0.020m
-10mm bump in the road is transmitted in to a 20mm”bump” experienced by the chassis and
subsequently transmitted to disabled person. Hence suspension system should be decrease the
rough road bumps. The purpose of suspension system to remove this bump.
Symbol and abbreviation:
Wb-frequency of the base oscillation
y- Amplitude of base excitation
C-Damping constant
r-Frequency ration

K- Stiffness constant

Using this value we can read the safe value of and r from displacement ratio VS

frequency ratio.

, which is

But,

And,
Conclusion
In this project, it was concluded that IC engine drive disable vehicle
 will make them to run long road, easily to drive highway in the outdoors,
 Will give them the opportunity to run on his or her vehicle for days and night without
the burden of thinking about their force and energy spent.
 Will give them peace of mind, freedom, allow them to go on long trips and enjoy their
time without thinking to problem of force and energy
Recommendation
It will be highly recommended to:

 This project Should done with manufacturing

 This project will require more research, more effort, more time, and above all more
funding.
 Disabled people in Ethiopia get very little attention from authorities; they should have to
get much attention from authorities.
 It should remove the range boundaries that keep haunting disabled persons
 For this final year project to become an important invention it should done by next year
student and continues improvement must.
Appendix

Appendix 1
F S F S F S F S F S F S
1 0.03 32 25.94 63 100.54 94 223.82 125 395.79 156 616.44
2 0.10 33 27.58 64 103.75 95 228.61 126 402.14 157 624.37
3 0.23 34 29.28 65 107.02 96 233.44 127 408.55 158 634.37
4 0.41 35 31.03 66 110.34 97 238.33 128 415.01 159 640.38
5 0.63 36 32.83 67 113.71 98 243.27 129 421.52 160 648.46
6 0.91 37 34.68 68 117.13 99 248.26 130 428.08 161 656.59
7 1.24 38 36.58 69 120.60 100 253.30 131 434.69 162 664.77
8 1.62 39 38.53 70 124.12 101 258.39 132 441.36 163 673.00
9 2.05 40 40.53 71 127.69 102 263.54 133 448.07 164 681.28
10 2.53 41 42.58 72 131.31 103 268.73 134 454.83 165 689.62
11 3.06 42 44.68 73 134.99 104 273.97 135 461.64 166 698.00
12 3.65 43 46.84 74 138.71 105 279.27 136 468.51 167 706.44
13 4.28 44 49.04 75 142.48 106 284.67 137 475.42 168 714.92
14 4.96 45 51.29 76 146.31 107 290.01 138 482.39 169 723.46
15 5.70 46 53.60 77 150.18 108 295.45 139 489.40 170 732.05
16 6.48 47 55.95 78 154.11 109 300.95 140 496.47 171 740.60
17 7.32 48 58.36 79 158.09 110 306.50 141 503.59 172 749.37
18 8.21 49 60.82 80 162.11 111 312.09 142 510.76 173 758.11
19 9.14 50 63.33 81 166.19 112 317.74 143 517.98 174 766.90
20 10.13 51 65.88 82 170.32 113 323.44 144 525.57 175 775.74
21 11.17 52 68.49 83 174.50 114 329.19 145 532.57 176 784.63
22 12.26 53 71.15 84 178.73 115 334.99 146 539.94 177 793.57
23 13.40 54 73.86 85 183.01 116 340.84 147 547.36 178 802.57
24 14.59 55 76.62 86 187.34 117 346.75 148 554.83 179 811.61
25 15.83 56 79.44 87 191.73 118 352.70 149 562.36 180 820.70
26 17.12 57 82.30 88 196.16 119 358.70 150 569.93 181 829.85
27 18.47 58 85.21 89 200.64 120 364.76 151 577.56 182 839.04
28 19.86 59 88.17 90 205.18 121 370.86 152 585.23 183 848.29
29 21.30 60 91.19 91 209.76 122 377.02 153 592.96 184 857.58
30 22.80 61 94.25 92 214.40 123 383.22 154 600.73 185 866.93
31 24.34 62 97.37 93 219.08 124 389.48 155 608.56 - -

Table 6.Determining Chain Length

Appendix 2
METRIC (MILIMETRE)
No 10 pitch No.25 13 pitch No.40 16 pitch No.50 20 pitch No.60 25 pitch No.80
of Maxi Maxi Maxi Maxi Maxi Maxi Maximu Ma Maxi Maxi
Tee mum mum mum mum mum mum m Bore xim mum mum
th Bore Hub Bore Hub Bore Hub um Bore Hub
Dia, Dia, Dia, Hub Dia,
Dia,
11 15 22 20 30 25 37 32 45 41 50
12 16 25 22 34 29 42 33 51 45 69
13 20 28 25 38 33 47 38 57 51 76
14 22 32 30 42 33 53 45 64 58 85
15 22 35 32 46 39 58 45 70 61 93
16 25 38 32 50 43 63 50 76 69 101
17 28 40 35 54 45 68 56 82 71 109
18 31 44 39 58 48 73 58 88 79 118
19 32 47 43 62 52 78 62 94 84 126
20 33 50 45 67 57 83 68 100 89 134
21 34 53 45 71 58 88 71 106 95 142
22 36 56 49 75 62 94 75 111 98 150
23 40 59 53 79 67 99 79 119 106 158
24 43 62 57 83 71 104 83 124 116 167
25 45 65 58 87 72 109 86 131 119 175

Table 7. Maximum Bore and Hub Diameter

(America Sprocket Chain Manufactures Association)
Appendix 3

NUMBER OF TEETH ON SPROCKET

NO.25 NO.35 NO.40 NO.50 NO.60 NO.80
9 9 48 8 39 9 39 9 39 9 34
10 10 54 9 40 10 40 10 35 10 35
11 11 60 10 41 11 41 11 36 11 36
12 12 70 11 42 12 42 12 37 12 37
13 13 72 12 43 13 43 13 38 13 38
14 14 80 13 44 14 44 14 39 14 39
15 15 84 14 45 15 45 15 40 15 40
16 16 96 15 46 16 46 16 41 16 41
17 17 16 47 17 47 17 17 42
18 112 17 48 18 48 18 18 43
19 18 18 49 19 49 19 19 44
20 19 19 50 20 50 20 20 45
21 20 20 51 21 51 21 21 46
22 21 21 52 22 52 22 22 47
24 22 22 53 23 53 23 23 48
25 23 23 54 24 54 24 24 54
26 24 24 55 25 55 25 25 60
28 25 25 56 26 56 26 26
30 26 26 57 27 57 27 27
32 28 27 58 28 58 28 28
36 30 28 59 29 59 29 29
40 32 30 60 30 60 30 30
45 35 31 70 31 70 31 31
48 36 32 72 32 72 32 32
52 40 33 83 33 80 33 33
60 45 34 84 34 84
35 96 35 96
36 36 112
112 37
37 38
38
Table 8. Stock Sprocket
Appendix 4

No.
of
Teet 13 Pitch NO. 40 ASA STANDARD ROLLER CHAIN
h on Revolution per minute of small sprocket
Sma 50 20 40 60 90 12 18 24 30 35 40 45 50 55 60 65 70
ll 0 0 0 0 00 00 00 00 00 00 00 00 00 00 00 00
Spkt
.
17 0.3 0. 1. 2. 3. 4. 6. 4. 3. 2. 2. 1. 1. 1. 1. 1. 0.
9 8 6 7 8 7 3 1 5 0 7 4 3 1 0 9
18 0.3 1. 1. 2. 4. 5. 7. 4. 3. 2. 2. 1. 1. 1. 1. 1. 0.
0 9 7 0 1 3 7 4 7 2 8 6 4 2 1 9
19 0.3 1. 2. 2. 4. 5. 7. 5. 3. 2. 2. 2. 1. 1. 1. 1. 1.
1 0 9 1 4 8 1 8 9 4 0 7 5 3 1 0
20 0.3 1. 2. 3. 4. 5. 8. 5. 4. 3. 2. 2. 1. 1. 1. 1. 1.
1 1 0 4 7 3 5 0 1 6 1 8 6 4 2 1
21 0.3 1. 2. 3. 4. 6. 8. 6. 4. 3. 2. 2. 2. 1. 1. 1. 1.
2 3 2 7 1 7 0 3 4 8 3 0 7 5 3 2
22 0.4 1. 2. 3. 4. 6. 9. 6. 4. 3. 3. 2. 2. 1. 1. 1. 1.
3 4 4 9 4 2 4 6 6 0 5 1 8 6 4 3
23 0.4 1. 2. 3. 5. 6. 9. 6. 4. 3. 3. 2. 2. 2. 1. 1. 1.
3 5 6 1 7 6 8 9 9 2 7 3 0 7 5 4
24 0.4 1. 2. 3. 5. 7. 10 7. 5. 4. 3. 2. 2. 2. 1. 1. 1.
4 6 7 4 0 .1 3 2 1 4 8 4 1 8 6 5
25 0.4 1. 2. 3. 5. 7. 10 7. 5. 4. 3. 3. 2. 2. 2. 1.
5 7 9 6 3 .5 8 5 4 6 0 6 2 0 7
28 0.5 1. 3. 4. 6. 8. 11 9. 6. 5. 4. 3. 2. 2. 2.
6 0 4 4 3 .9 2 6 2 3 6 3. 6 3 1
1
30 0.5 1. 3. 4. 6. 8. 12 10 7. 5. 4. 3. 3. 2 2.
 8 3 8 9 9 .8 .1 3 8 8 1 4 .9 6
32 0.5 1. 5. 5. 7. 9. 13 11 8. 6. 5. 4. 3. 2.
9 1 1 4 5 .7 .2 1 4 2 4 7 3. 8
2
35 0.6 2. 5. 5. 8. 10 15 12 9. 7. 6. 5. 4. 3.
1 6 6 1 .5 .1 .8 2 3 0 0 3 7
40 0.7 2. 6. 6. 9. 12 17 15 11 8. 7. 6. 5.
4 5 5 0 .2 .5 .7 .2 9 3 1 2
45 0.7 2. 7. 7. 10 13 19 18 13 10 8. 7.
7 4 4 .6 .8 .8 .7 .4 .6 8 3

Table 9. Kilowatt rating for 13 mm pitch single –strand roller chainlectronics Hand Book,”
second edition, 1999
Reference

1. T.K.Garrett, “The Motor Vehicle,”13 th, 2004

2. Willium F .Millilcla and DouGlasL.Millken”Race Car Vehicle Dynamics,”
3. JACK ERSAVE, “Automotive Technology A systems Approach,” 3rd Edition, 2004
4. Thomas D. Gillespie,” Fundamental of Vehicle Dynamics,”
5. Thomas W.Birch,”Automotive Chassis System,” 2000
6. S Srinivasan,”Automotive Mechanics,” Second Edition, 2006
7. Singuresus.Rao,”Mechanical Vibration,” 3rd Edition, 1995
8. “Bajaj Owner’s Manual”
9. “XWJY50C Mechanized Wheel Chair Motorcycle Manual “