Debre Markos University

College Of Technology
Department of Mechanical Engineering

Thesis Work on:

Three wheel cycle design (Tricycle)

By

Sewnet Alene………….TER/3433/04

Fikru Belachew……...TER/2014/04

Simegnew Shiferaw…..TER/2032/04

Advisor

Hailemariam S. (MSc.)
A thesis submitted to Technology College, Mechanical Engineering Department in partial
fulfillment of the requirement for the Degree of Bachelor of Science in Mechanical Engineering

June, 2016
Copyright Statement
We hereby, submitted this thesis work entitled ―Design and Manufacturing Prototype of Three
wheel cycle,‖ as partial fulfillment requirement of Bachelor of Science (B.Sc.) Degree in
Mechanical Engineering and We confirm that the work is genuinely ours and it doesn’t not
contain any material for which the copyright belongs to a third party.

Name of Students signature and Date

Sewnet Alene __________________________

Fikru Belachew __________________________

Simegnew Shiferaw __________________________

 CERTIFICATE

I certify that this work entitled “Design and Manufacturing Prototype of three wheel cycle,” has
been under taken independently by Sewnet Alene, Fikru Belachew and Simegnew Shiferaw
under my guidance and advise and that it has not previously formed the basis for the Bachelor of
Science (B.Sc.) Degree program.

Name of the Advisor Signature and Date

Hailemariam Shegaw (MSc) ________________________

 ACKNOWLEDGEMENT

First and foremost, we would like to extend our infinite thanks to almighty God for the
opportunity and strength given to us to realize our aspiration.

We are indebted to and gratefully acknowledge our advisor Mr. Hailemariam Shegaw for his
encouragement, intellectual stimulation as well as constructive and helpful comments. Successful
and timely accomplishment of the study would have been very difficult without his charitable
time devotion from the beginning to the end of the thesis and thus we are very much thankful to
him for his enthusiasm and diligent efforts that enabled us to finalize the study.

Our heartfelt appreciation and gratitude goes to our family, our friends and everyone who helped
us to finalize the thesis.
Design of three wheel cycle 2016

ABSTRACT
Three wheel cycle is a small and manual driven vehicle used to transport peoples, materials
and for other purposes like shopping and for selling fresh foods in city areas like ice creams,
chips, and for newspaper, clothes etc. in Ethiopia three wheel cycles or tricycles are not
getting much of benefit, that is why we initiated to design and manufacture the prototype of
it. The three wheel bike is driven by chain in the middle of the rear wheel shaft so that one
can drive without experience of bicycle driving. In this thesis the von miss stress of frame
and wheel spokes were analyzed by using finite element method of CATIA V5R19 work
bench software. The dimension, material properties and the applied loads are used as an input
for the finite element method which is performed by CATIA V5R19 work bench. Finite
element model of each components of the bike assembly is done using CATIA V5 R19
software. In addition to this the whole parts and the overall assembly drawing were made by
using CATIA V5R19 work bench. Finite element simulation for von miss stress using
CATIA V5R19 for the case of structural analysis of frame and wheel spokes mainly is done
by applying load and fixing the stationary parts. Both the geometrical and force analysis of
the whole design were applied in ascending order the overall force applied on the tricycle is
1962N. The load is applied both in the passenger seat and at the driver seat post. The bending
moment and shear force of the analytical for frame, rear wheel shaft were determined
analytically. The results show that as the distance increases the bending stress increases as
well. In the case of frame the maximum bending moment is 318.8N/mm2 along the length.
Thus, this study provides effective reference for design application of three wheel bike.

Key words: Tricycle, free wheel, chain drive, CATIA V5R19, force analysis, Von miss

B.Sc. Thesis Page I

Design of three wheel cycle 2016

Table of contents
ABSTRACT----------------------------------------------------------------------------------------------------- I
List of figure --------------------------------------------------------------------------------------------------IV
List of tables----------------------------------------------------------------------------------------------------V
Nomenclature -------------------------------------------------------------------------------------------------VI
CHAPTER ONE----------------------------------------------------------------------------------------------- 1
1. Introduction ----------------------------------------------------------------------------------------------- 1
1.1. Background of Study ------------------------------------------------------------------------------ 1
1.2. Statement of the problem ------------------------------------------------------------------------- 2
1.3. Objective of the project---------------------------------------------------------------------------- 2
1.3.1. General objective ----------------------------------------------------------------------------- 2
1.3.2. Specific objective ----------------------------------------------------------------------------- 2
1.4. Research Methodologies -------------------------------------------------------------------------- 2
1.4.1. Data collection methods --------------------------------------------------------------------- 3
1.4.2. Data analysis ---------------------------------------------------------------------------------- 3
Design methodology --------------------------------------------------------------------------------------- 3
1.6. Organization of the project ----------------------------------------------------------------------- 4
1.7. Working principle ---------------------------------------------------------------------------------- 5
Chapter Two --------------------------------------------------------------------------------------------------- 6
2. Literature Review ---------------------------------------------------------------------------------------- 6
CHAPTER THREE ------------------------------------------------------------------------------------------- 9
3.1. Material Selection ---------------------------------------------------------------------------------- 9
3.2. Geometric Analysis ------------------------------------------------------------------------------- 10
3.3. Force Analysis ------------------------------------------------------------------------------------- 11
3.4. Part design ------------------------------------------------------------------------------------------ 17
3.4.1. Frame analysis ------------------------------------------------------------------------------- 17
3.4.2. Steering---------------------------------------------------------------------------------------- 27
3.4.3. Design of shaft for rear wheel ------------------------------------------------------------- 33
3.4.4. Design of Chain ------------------------------------------------------------------------------ 37
3.4.5. Design of pedal ------------------------------------------------------------------------------ 43
3.4.6. Design Of Bolt ------------------------------------------------------------------------------- 44
B.Sc. Thesis Page II
Design of three wheel cycle 2016

3.4.7. Bearing selection----------------------------------------------------------------------------- 47

3.4.8. Wheel Design -------------------------------------------------------------------------------- 49
CHAPTER FOUR -------------------------------------------------------------------------------------------- 64
4. Finite Element Methods and Conditions --------------------------------------------------------------- 64
4.1. Introduction ------------------------------------------------------------------------------------------- 64
4.1.1. Finite Element Methods ------------------------------------------------------------------------ 64
4.1.2. Modeling of Frame Analysis for Tricycle --------------------------------------------------- 65
4.1.3. Defining Material Properties of Study ------------------------------------------------------- 66
4.1.4. Mesh Generation -------------------------------------------------------------------------------- 66
4.1.5. Boundary Conditions and Applied Loads to Structural Analysis ------------------------ 66
Chapter Five--------------------------------------------------------------------------------------------------- 68
5. Results and Discussions ---------------------------------------------------------------------------------- 68
5.1. Von Misses Stress Analysis by Structural Effect for Frame ----------------------------------- 68
5.2. Von misses stress structural effect for spoke ----------------------------------------------------- 70
CHAPTER SIX ----------------------------------------------------------------------------------------------- 73
6. Conclusions and Recommendations -------------------------------------------------------------------- 73
6.1. Conclusion -------------------------------------------------------------------------------------------- 73
6.2. Recommendations ------------------------------------------------------------------------------------ 73
CHAPTER SEVEN ------------------------------------------------------------------------------------------ 74
7. Cost Analysis ---------------------------------------------------------------------------------------------- 74
CHAPTER EIGHT ------------------------------------------------------------------------------------------- 77
8. Manufacturing Process----------------------------------------------------------------------------------- 77
Design for Assembly -------------------------------------------------------------------------------------- 79
Design for frame assembly ------------------------------------------------------------------------------- 80
References: ---------------------------------------------------------------------------------------------------- 83

B.Sc. Thesis Page III

Design of three wheel cycle 2016

List of figure
Fig 1.1: two wheel bicycle [1] ........................................................................................................ 1
Fig: 3.1. Geometric description for tricycle .................................................................................. 10
Fig3.3. distributed load on frame .................................................................................................. 12
Fig3.6. shear force and bending moment diagram ........................................................................ 21
Fig3.7. steering scheme diagram .................................................................................................. 28
Fig3.8.kinematics of steering axis ................................................................................................ 28
Fig3.10.shear force and bending moment diagram for rotating shaft ........................................... 36
Fig3.11.chain and sprocket ........................................................................................................... 37
Fig3.12. derailleur [14] ................................................................................................................. 43
Fig3.13. applied force on the pedal [15] ....................................................................................... 44
Fig3.13. Spoke, nipple, and rim arrangement. 1) Spoke 2) Nipple 3) Rim [16] .......................... 50
Fig3.14. Geometry of a Spoke ...................................................................................................... 51
Fig3.16. In-plane spoke length and Spoke Lacings ...................................................................... 56
Fig3.17.rim.................................................................................................................................... 59
Fig3.18.straight spokes ................................................................................................................. 60
Fig3.19.elbow less spokes............................................................................................................. 61
Fig3.20. spoke thread .................................................................................................................... 61
Fig3.23.combined spoke pattern ................................................................................................... 63
Figure: 4.1. Assembly of frame .................................................................................................... 65
Figure: 4.2. Mesh analysis of frame.............................................................................................. 66
Figure: 4.3. Boundary conditions and loads ................................................................................. 67
Figure: 5.1. Contour Plot of Von Misses Stress Distribution without Temperature Effect .......... 68
Figure: 5.2. Shear force and bending moment diagram ................................................................ 69
Figure: 5.3. Spoke tension ............................................................................................................ 70
Figure: 5.4. Pedal force ................................................................................................................. 71
Figure: 5.5. Rear wheel shaft ........................................................................................................ 72
Figure: 8.1. (a) Assembly of frame and (b) Assembly of seat post and steering .......................... 80
Figure: 8.2. Assembly of (a). Front wheel b) rear wheels ............................................................ 81
Figure: 8.3. Assembly of chain and pedal..................................................................................... 81
Figure: 8.4. Assembly of cab and passenger seat ......................................................................... 82
Figure: 8.5. Assembly of cables for brakes and shifter................................................................. 82
Figure: 8.6. Final assembly ........................................................................................................... 82

B.Sc. Thesis Page IV

Design of three wheel cycle 2016

List of tables
Table3.1. Material selection for tricycle ......................................................................................... 9
Table3.2. Material selection for frame .......................................................................................... 17
Table3.3. Model input parameter ranges for the frame and tubes [8]........................................... 22
Table3.4.material selection for handle bar .................................................................................... 31
Table3.5. Metric mechanical property classes for steel bolts ....................................................... 45
Table3.6.geometry for wheel parts ............................................................................................... 50
Table3.7. Strength of Spokes of Various Materials ...................................................................... 51
Table3.8. material selection for spoke .......................................................................................... 52
Table3.9. pretention model ........................................................................................................... 53
Table: 7.1. Cost analysis table ...................................................................................................... 76
Table: 8.1. Manufacturing process of frame ................................................................................. 78
Table: 8.2. Manufacturing process of sprocket ............................................................................. 78
Table: 8.3. Manufacturing process of shaft .................................................................................. 79
Table: 8.4. Manufacturing process of rear seat post individually ................................................. 79

B.Sc. Thesis Page V

Design of three wheel cycle 2016

Nomenclature
Force of traction
Aerodynamic force
Rolling resistance

µp peak coefficient of tire/road friction

N normal force on the driving wheel

Ci tire longitudinal stiffness

S slop
Density of air, which is 1
Cd air drag coefficient
Af frontal area
V forward velocity
θ the grade angle
g gravity
Fa air drag
Column length

Young’s modulus

Moment of inertia
G mass center

M mass

Sliding angle

Rolling angle, shows the rotation along x-axis

Yawing (heading) angle, shows the rotation along z-axis

Steering angle shows the turning of steering wheels.

V is the forward speed,

R is the radius of the turn and

G is the acceleration of gravity this is in the idealized case.

Is the kinematic steering angle

Is the steering angle, and

B.Sc. Thesis Page VI

Design of three wheel cycle 2016

Length of the crank arm

Fi is preload o clamped load

F is external tensile load
Fb is portion of F taken by bolt
Fm is portion of f taken by member
Is resultant load of the bolt
FRm is resultant load of the member
C is Fraction of external load F carried by bolt
1-C is Fraction of external load F carried by member
Fp is minimum proof load
Is minimum proof strength
St is minimum tensile strength area
Ad is area of unthreaded portion of bolt

Is the caster angle of the steering axis

Is the approximate radius

Is the wheelbase

Is the lean angle

Is the steering angle, and

Is the caster angle of the steering axis

Length of handle bar (m)

B.Sc. Thesis Page VII

Design of three wheel cycle 2016

Applied force on the handle bar (N)

Outer diameter of handle bar (m)
Inner diameter of handle bar (m)
N number of revolutions
T Number of teeth on the sprocket

K stress concentration factor

Normal stress in the chain (MPa)
A cross sectional area of the chain (m)
Moment about the crank (Nm)
F applied force on the pedal (N)

B.Sc. Thesis Page VIII

Design of three wheel cycle 2016

CHAPTER ONE
1. Introduction
1.1. Background of Study

There were several unverified, claims for the invention of machines like bicycle. In 1493, the
earliest comes from a sketch which being attributed to Gains Giacomo Caprotti. Primitive
version of a bicycle sketch was surfaced in 1974 by LeonardThe Celerifere was built by Comte
de Sicrac, in 1791. The Celerifere purportedly was a hobby horse with two wheels instead of a
rocker. A rider would power forward by running or walking with their feet and then glide on the
celerifere. In 1817, German Baron, Karl Drais Von Sauerbronn invented a laufmaschine, means
a running machine, an improved two-wheel version of the celerifere,. It was variously called the
running machine, velocipede, and Draisienne and Dandy horse. It had a steer-able front wheel
directing the front wheel a bito da VinciThe start of the 20th Century was the golden age for
bicycle, as cycling had become an important means of transportation in many parts of the world.
Sturmey Archer invented internal hub gears in 1903. These internal hub gears were used on bikes
by 1930. In 1950s the parallelogram derailleur were introduced in the market. Tullio
Campagnolo in 1930s patents the quick release hub. Also Schwinn made the fat tire, spring fork,
streamline Excelsior. The safety bike is safer than the ordinary one. It consists of the chain and
sprocket system.

Fig 1.1: two wheel bicycle [1]

B.Sc. Thesis Page 1

Design of three wheel cycle 2016

1.2. Statement of the problem

the problems in transporting both materials and peoples now a days in Ethiopia is a big concern,
especially in the case of decreasing the expense of fuel currency so we obligated to use machines
which do not concern with this like solar energy and manually driven machine, so three wheel
bike is a manual driven vehicle which used to transport both materials and peoples.
The main problems seen in bicycle are its not carry load in addition to rider, it needs support for
stand or not stable , limited function, they are not perfect to maneuver, they can’t start and stop
without putting feet down , haven’t relaxed setting position and to some extent they are not
stable on and off the pavement. In our tricycle design we try to solve the problems which are
listed in the above. They are really stable on and off the pavement, they can transport three
peoples including the rider, they are weather proofed, they can start and stop without putting legs
down. They are easy to ride and maneuver.

1.3. Objective of the project

1.3.1.General objective
The main objectives of this project is to design and manufacture prototype of three wheel cycle

1.3.2.Specific objective
 Calculate geometric and force analysis of the component
 Selecting the proper material for each components and validate software based
analysis
 To determine the dimension of overall system
 To preparing detail part and assembly drawing using CATIA V5
 To manufacture prototype

1.4. Research Methodologies

Research methods
The technique implemented in this project is first review literature related to Bicycle to grasp
some idea how to adapt, manufacture and transfer system for the society.

B.Sc. Thesis Page 2

Design of three wheel cycle 2016

1.4.1. Data collection methods

a) Primary data collection

Source of primary data collection activities in our study we will use anobservation technique to
collect data.

b) Secondary data collection

As secondary data collection we use literature review.

1.4.2. Data analysis

Design methodology
To achieving the proper dimension and geometrical feature of each component we consider the
entire design factor thus is associated with the design component. Modeling and analyzing the
project by using CATIA V5.
1.5. Scope and limitations
1.5.1. Scope
The scope of the thesis is mainly concerned in to reduce transportation problem in low income
family by buying it in small price by doing the design analysis of the different parts of the
tricycle. In addition we are going to prepare the part drawing of each component, assembly
drawing of the tricycle in 2D and 3D models using the available simulation soft wares. The main
simulation soft wares options we are going to use basically CATIA V5R19. Because of its
simplicity and best drawing feature we are selected to use the CATIA V5R19 software to prepare
the drawing. We are also ready to prepare the cost analysis of the tricycle as well as the cost of
each component row material cost and manufacturing cost. Finally by using available material
make the prototype.

1.5.2. Limitation
Even though we are going to design the tricycle to solve the problem in transportation in low
income family, it has two limiting factor the first on is the tricycle itself and the second one is
resources limitation.
Tricycle has its own limitation. The limitation include

 It does not transport more than two passengers

 Applicable in flat area rather than mountain/slop/ area.
 Its maximum speed is deepened on the capacity of the trailer to apply load on the
pedal

B.Sc. Thesis Page 3

Design of three wheel cycle 2016

 In small amount drug force affect but we are trying to reduce drug force
The second limiting factor include
 Luck of time
 There is no full row material and necessary machine like milling
to accomplish prototype.

1.6. Organization of the project

This three wheel cycle design is organized in to eight chapters. In the first chapter, background
and justification of three wheel cycle and the objectives to be achieved are discussed. In chapter
two, a review of literature relevant to this work, which has been investigated by different
researchers, is given. Analytical methods and conditions are discussed in chapter three. The
discussion is started with material properties, different assumption and conditions of the study.
These are followed by, geometric and force analysis finally, part design is also discussed that is
design of frame, design of wheel, shaft for rear wheel, spokes, and some standard parts. Next, in
chapter four finite element methods and conditions are performed. In chapter five the results of
the analysis are summarized and discussions are made based on the outputs of the previous
chapters. In addition, comparison of analytical and numerical solutions is made. And chapter six
gives conclusion achieved from this project work and propose future work or recommendation in
this field of study and give additional improvement of this machine. In chapter seven
identification of cost for each and every parts have been analyzed. In addition to this working
principle of the vehicle was fully mentioned. Finally, in chapter eight manufacturing process and
assembly procedure for the entire work have been worked with table and diagram as needed.

B.Sc. Thesis Page 4

Design of three wheel cycle 2016

1.7. Working principle

The working principles of three wheel bikes is first seating on the seat post, and then apply a
load on the driving pedals at the same time hold the steering with two hands, since our tricycle
is:
 Easy to ride and stable
 Easy to maneuver
 Great brakes on steep down hill
 Stable on and off the pavement
 Relaxed seating position
 Stop and start without putting feet down.

B.Sc. Thesis Page 5

Design of three wheel cycle 2016

Chapter Two
2. Literature Review
We are designing and prototyping three wheel cycle, operated by manual. To design this
machine initially we start from reviewing different literatures, international journals and different
websites which are familiar with our design projects.
Arizonia, (1994), [2], the bicycle has been around in some form since the early 1800s, when
Baron von Drais of Germany developed his ―Draisienne,‖ a twowheeled device with a saddle
and a steering handlebar, but no pedals. During the 19th century, such features as pneumatic
tires, gearing, pedals, and brakes were added to the point where the bicycle of the late 1800s
looked much like the bicycle of today. As breakthroughs in mass production techniques drove
bicycle prices down and the bicycle became more popular, a major problem arose. The roads of
the day were, for the most part, dirt trails. In foul weather, these became quagmires and bicyclists
found riding difficult, if not impossible. This problem led bicyclists to create and lead the ―Good
Roads Movement.‖ One major thrust of this campaign was to build short stretches of all-weather
paved roads around the country, demonstrating how such roads would improve transportation in
America. As the automobile's popularity grew during the first part of this century, the bicycle's
popularity declined, eventually becoming little more than a child’s toy. However, since the late
1960s, adult bicycle use has grown dramatically. Today, millions of Americans use the bicycle to
fulfill their transportation, recreational, fitness and utilitarian needs.

M.Rama Narasimha Reddy, Asst-Prof, (2004), [3] this project was developed for the users to rotate
the back wheel of a two wheeler using propeller shaft. Usually in two wheelers, chain and
sprocket method is used to drive the back wheel. But in this project, the Engine is connected at
the front part of the vehicle. The shaft of the engine is connected with a long rod. The other side
of the long rod is connected with a set of bevel gears. The bevel gears are used to rotate the shaft
in 90 o angle. The back wheel of the vehicle is connected with the bevel gear (driven). Thus the
back wheel is rotated in perpendicular to the engine shaft. Thus the two wheeled will move
forward. According to the direction of motion of the engine, the wheel will be moved forward or
reverse. This avoids the usage of chain and sprocket method.

B.Sc. Thesis Page 6

Design of three wheel cycle 2016

Henri P. Gavin, Associate Member ASCE2,(2009),[4], The radial, lateral, and tangential stiffness
of spooked bicycle wheels depends upon the rim’s bending inertia, torsional inertia, the spoke
sizes, and the spoke geometry. The spokes of three rear bicycle wheels of different spoke
patterns were instrumented with strain gauges in order to investigate the effect of the spoke
pattern on the spoke strain and fatigue resistance properties of the wheels. Spoke strains due to
radial loads were measured in the laboratory. Time-records of the strain of a right pulling spoke
were collected from each of the wheels under actual riding conditions. Analytical, numerical,
laboratory, and field studies show that spoke strains due to radial loads and in service conditions
are insensitive to the spoke pattern. Small variations in the spoke strains between the wheels in
the road tests can be attributed to variations in the loads, but do not significantly affect the
fatigue life of the wheels.

TejasMulay1, Harish Sonawane1, Prof. P. Baskar2, (2014), [5], the alloy wheels have always been
a subject of interest among the high performance bikers. A lot of research has been going on the
different materials and design for the wheels. With the increase in the engine power and hence
top speed of the bikes, it has been very important to select proper wheels. In case of sudden
braking or passing over a path hole, large amount of shear forces are generated into the front
wheel. Aluminum alloy wheel is the first alloy commercially used for rims. Recently Magnesium
alloys have been used widely due to light weight property. The alloy wheels help in increasing
the power to weight ratio of the bike. Static-structural analysis of the wheel has become
inevitable before doing experimental analysis.

Dmitri lurie, (2012), [6], the goal of this project was the investigation of the stability of several
non-trivial transportation devices, such as a motorcycle with a sidecar and a two-wheel bicycle,
under various dynamic conditions. The first approach is a theoretical study of the stability in the
motion of a motorcycle with a sidecar. Its specific feature is its lack of symmetry. In the project,
conditions were obtained that guarantee directional, lateral, and, most importantly, rollover
stability. Under certain dynamic conditions, tipping may be possible about a line through the
ground contacts of the side wheel and the front or rear wheels. In this problem, stabilization is
permanently fixed through design choices and manufacturing expertise. The project also studies
the dynamic control maintained over a bicycle through the course of its motion. The first
dynamic topic concerns the self-stability of a bicycle where the gyroscopic effects have been

B.Sc. Thesis Page 7

Design of three wheel cycle 2016

removed. The problem is more than a century old, but only recently (2011) has it been realized
that an uncontrolled bicycle without any gyro effects can demonstrate self-stability due to an
appropriate feedback applied through the steering column alone. In this project, the values of
some constructive parameters were determined that maximize the forward velocity range for
uncontrolled stability. The second dynamic topic of the project concerns the controlled stability
of a moving bicycle. Its vertical position is then maintained via special action taken by a rider
who properly operates the handlebar. A bicycle is similar to an inverted pendulum acted upon by
an additional force created through rotation of the handlebar. The main idea is to operate the
handlebar so as to make this force identical to the force that appears when fast vertical
oscillations of a pivot stabilize an inverted pendulum. As a consequence, the bicycle can be
stabilized for forward velocities above a certain limit. Based on the reference of the above
literature we can modify by adding certain improvement’s like covering the bicycle or weather
proof, three wheels for the positioning system and certain technical improvements.

B.Sc. Thesis Page 8

Design of three wheel cycle 2016

CHAPTER THREE
3. Methods And Conditions
3.1. Material Selection
The most important characteristics to be considered with selecting material are;
 Tensile strength
 Elastic modulus
 Yield strength
 Fracture resistance
The material selected must be having sufficient strength and be easily worked. The most
economical materials that satisfies both process and mechanical requirement should be selected
These will be the material that gives the lower cost over working life of the part involving
maintenance and replacement the relative cost of equipment made from different materials will
depend on the cost of fabrication as well as the basic cost of the material. Materials with a
relatively high design stress such as stainless steel and low alloy steel can be used more
efficiently than carbon steel and aluminum alloys. In this design the material selected for each
individual part by considering all necessary thing.
Table3.1. Material selection for tricycle
Part name Material tensile strength ( ) yield strength
( )
Frame alloyed steel metals 300 170

Handle bar Steel 521 345

Shaft Stain less steel 527 296
Chain Steel 159 192
Pedal Carbon steel 105 422
Bolt and nut Steel 520 420
Wheel Steel
Spoke Steel 1269 -
Rim Aluminum alloy
Hub Aluminum alloy

B.Sc. Thesis Page 9

Design of three wheel cycle 2016

3.2. Geometric Analysis

Based on the following specifications:
 Weight=1962N, which is 200Kg
 Maximum height=1.32m
 Minimum height=0.62m
 Maximum width of vehicle=1.2m
 Maximum length =2m

Fig: 3.1. Geometric description for tricycle

……………………………………..…. (3.1)

Assume from the center.

Therefore

This is the actual length of top tube,

B.Sc. Thesis Page 10

Design of three wheel cycle 2016

Assumption

 The distance from the rear axle to the from axel is 1.8m
 The distance from the front axle to the center is considered as 0.75m
 The angle of the link with the horizontal is taken to be ϴ.
 The max angle is taken to be 45

To calculate the actual length of the seat post let’s considers the top tube and the angle between
the central shaft and the axel.

3.3. Force Analysis

Load is uniformly distributed throughout the length. So that the weight can be calculated as

Fig3.2. front frame scheme

B.Sc. Thesis Page 11

Design of three wheel cycle 2016

Fig3.3. distributed load on frame

If the bike and rider are considered to be a single system, the forces that act on that system and
its components can be roughly divided into two groups: internal and external. The external forces
are due to gravity, inertia, contact with the ground, and contact with the atmosphere. The internal
forces are caused by the rider and by interaction between components.

Fig3.4.reaction force on each portion

B.Sc. Thesis Page 12

Design of three wheel cycle 2016

Force of Traction and Resistant Forces

Where

Force of traction

Aerodynamic force

Rolling resistance,

The dynamic equilibrium of the system can be written as

F=Fa+Fr+Fi+Fg ……………………………………………………………………………….. (3.2)

∑ ………………….……… (3.3)

Where

µp peak coefficient of tire/road friction

N normal force on the driving wheel

Ci tire longitudinal stiffness

S slop
Therefore, total force can be written as
= N (1- )………………………………………………..……(3.4)
Having 0.6 and the normal force on the driving wheel is , consider the longitudinal
stiffness as 1.
= N (1-

Define the mass of tricycle (m) where

Density of air, which is 1

Cd air drag coefficient
Af frontal area
V forward velocity
θ the grade angle
g gravity
f0 and f1 the rolling resistance
Fa air drag

B.Sc. Thesis Page 13

Design of three wheel cycle 2016

……………………………………………….. (3.5)

…………………………………………… (3.6)

………………………………………………………. (3.7)

…………………………………………………... (3.8)

Where
Fr rolling resistance
Fi inertia
Fg gravitational force

v= and

w=mg………………………………………………...…………….………. (3.9)

Substituting this equation in eq(1),a nonlinear equation describing the dynamic equilibrium can
be written as

( )

{ ( )

( )

Theoretical maximum speed is found by setting ̇

The maximum speed based on tire traction capability is

B.Sc. Thesis Page 14

Design of three wheel cycle 2016

To find time history of velocity, integrate

̇

√ √
[ √√ ]…….(3.10)
√

[ ]

Where is initial velocity at time , if the vehicle starts from rest i.e. at , the
velocity can be simplified to

√ √

( )

Power requirement
The maximum speed represents the maximum tire traction capability assuming that an adequate
or unlimited power can be delivered by the rider. However rider’s output is constrained because
of human’s physical strength. To obtain the maximum speed for a human powered vehicle the
capability of the rider’s power output has to be considered. Define the rider’s total available
power. The power transmitted to the rear wheel is modified by the cycling efficiency . [7]

B.Sc. Thesis Page 15

Design of three wheel cycle 2016

………………………………………………... (3.11)

Integrating the above equation we will get

Where the constants are given below

[ ]

When the vehicle starts from rest i.e. , the equation is singular. This implies that the
acceleration can be high when the speed is near zero. Since the equation is very nonlinear, a
simple way to integrate is to partition in to

Where: , , , , , are functions of , , , and they are determined by the following

sequential steps.
Step 1.Calculate from the following equation

√( √ )
√( √ )

Step 2.Calculate and with

Step 3.calculate , , with

B.Sc. Thesis Page 16

 Design of three wheel cycle 2016

The maximum speed is obtained by setting ̇ , this leads to

The maximum speed based on a given power output is the real root of the above result, which
has the same solution as i.e.

√( √ )
√( √ )

If the total power the rider delivers 250-500watt then the maximum speed will become
√ ……......................................… (3.12)

Assume the mass of the rider is

on a flat road and on a 9% grade road.
Therefor in our design we consider

3.4. Part design

3.4.1. Frame analysis
Since the vehicle is driven manually the frame materials should be light materials.
Assumptions:
 Tube(light steel )material
 alloyed steel metals
Table3.2. Material selection for frame
Material Tensile Yield
strength( ) strength( )
ASTM(AISI ) 300 170

B.Sc. Thesis Page 17

Design of three wheel cycle 2016

In tricycle the frame analysis is based on the load which is 1962N.

Fig3.5. frame

Analysis
 Young’s modulus E=207GPa
 Poisons ratio
 Density
 Vertical load through the seat post and passenger seat is 1962N.

Stress analysis of the frame

The point chosen on tricycle frame is on the passenger seat and driver seat tube with the
assumption that the total weight of both the passengers and rider is 1962N.
……… (3.12)

Where, total weight

Length of seat (m)
External diameter of the seat tube (m)
Internal diameter of the seat tube (m)

B.Sc. Thesis Page 18

Design of three wheel cycle 2016

Shear stress is zero. The maximum shear stress can be calculated as

follows

if , the design is safe.

Taking moment about A,

Therefor

B.Sc. Thesis Page 19

Design of three wheel cycle 2016

⁄ ⁄

Taking section x-x between A and B

( ⁄ )
is the maximum bending moment.
Therefore

B.Sc. Thesis Page 20

Design of three wheel cycle 2016

Fig3.6. shear force and bending moment diagram

Design stress is given by

…………………………………….. (3.13)

From our design stress we can select our design we can select our design material
Take F.S=2

Therefor allowable stress is

, therefor the design is safe.

The following table below shows input parameters for the frame and tubes.

B.Sc. Thesis Page 21

Design of three wheel cycle 2016

Table3.3. Model input parameter ranges for the frame and tubes [8]
Frame parameter Range Tube Tube size
Seat tube length(mm) 490-640 Seat tube
Head angle(degree) 42-74 Top tube
Rake offset(mm) 38-80 Down tube
Chain stay length(mm) 405-470
Wheel base(mm) 972-1100 Seat stay
Top tube length(mm) 526-610 Chain stay

The smaller frames (490mm seat tube) behave the most favorably in terms of both vertical
compliance and lateral stiffness, while the shorter top tube length (525mm) and larger head
tube angle (74.5°) results in a laterally stiffer frame which generally, since this combination will
result in the shortest down tube which is mostly responsible for supporting lateral loads. The
optimized values show a considerable improvement over the best of the existing frames, with a
13% increase in vertical displacement (from 0.342 to 0.387) and 15% decrease in lateral
displacement (from 1.708 to 1.453) when compared to the best of the analyzed frames.

For seat post

To check whether the frame is short or long column we use Euler’s formula of crippling load

Where:
Column length

Young’s modulus

Moment of inertia
Since the material in circular tube in shape, the moment of inertia is calculated as follows;[9]

Since , having internal radius of and outer radius of

Therefore,

Since the seat post is fixed in both sides the equivalent length is equal to the actual length

i.e.

B.Sc. Thesis Page 22

Design of three wheel cycle 2016

If the applied load is less than the crippling load, the design is safe.
In our case the applied load is 1962N and the crippling load is

The design is safe.

Now let’s calculate slenderness ratio

Area of the tube is

√ √

Therefore,

The slenderness ratio is less than 180, it is considered as short column.

B.Sc. Thesis Page 23

Design of three wheel cycle 2016

Design of spring for suspension

Design of spring is required to hold the seat of passengers to make a safe travel.

Assume the total load exerted is

Internal diameter of spring is

Length

Let

Figure: squared and grounded spring [9]

Twisting moment

Using trial and error method we select the value as

Select standard size

B.Sc. Thesis Page 24

Design of three wheel cycle 2016

Taking the appropriate value of

Number of turns of the coil is

Assume the deflection of spring

Take

So,

Therefore,

Free length of spring deflection for 1962N is 10mm,

Free length,

Pitch of coil

B.Sc. Thesis Page 25

Design of three wheel cycle 2016

Figure: spring for suspension [10]

Stability

Though longitudinally stable when stationary, a bike may become longitudinally unstable under
sufficient acceleration or deceleration, and Euler's second law can be used to analyze the ground
reaction forces generated. the normal (vertical) ground reaction forces at the wheels for a bike
with a wheelbase and a center of mass at height and at a distance in front of the rear wheel
hub, and for simplicity, with both wheels locked can be expressed as: [11]

For the rear wheel

……………..……. (3.14)

Assumptions:
 Wheel base
 Center of mass height
 Distance from rear wheel hub

Therefor

For the front wheel

……………….…. (3.15)

The frictional (horizontal) forces are simply

B.Sc. Thesis Page 26

Design of three wheel cycle 2016

For the rear wheel

………………………….…. (3.16)

For the front wheel,

…………………………..… (3.17)

Where is the coefficient of friction, is the total mass of the bike and rider, and is the
acceleration of gravity. Tricycles are made of different parts. The main part is the frame. The
core is made of metal tubes which are welded together. The movable part of the frame is the
front fork which holds the front wheel. The rider sits on the seat supported by seat post. The
handlebars are connected to the frame through the handlebars stem. The pedals, the crank, the
brake, the brake cable, the brake calipers, and the brake pads.The gears and the chain drives the
ball bearings are used to reduce friction in the tricycles;
In wheels: - front and rear hubs

 In the bottom bracket

 In the fork tube
 In the pedals
 In the freewheel

3.4.2. Steering
Design Implications for Three Wheelers to utilize the bicycle model for a three wheeled layout,
two wheels must be on the same axle line and placed laterally equidistant from the fore-aft
vehicle centerline, and the third tire placed on that centerline. Consider one wheel to be at front,
providing steering.

B.Sc. Thesis Page 27

Design of three wheel cycle 2016

Fig3.7. steering scheme diagram

G: mass center

M: mass

Sliding angle

Rolling angle, shows the rotation along x-axis

Pitching angle, shows the rotation along y-axis

Yawing (heading) angle, shows the rotation along z-axis

Steering angle shows the turning of steering wheels.

Fig3.8.kinematics of steering axis

Because of the no slip hypothesis, each velocity is perpendicular to the wheel axis. In this case,
wheel A and B have the same rotation axis. If , so the three wheelers have to be

B.Sc. Thesis Page 28

Design of three wheel cycle 2016

independent to rotate at different velocities. This means that if the three wheels is a rear wheel
drive, a differential is needed between the rear wheels. So in this design there is a sprocket in
between the two rear wheels attached with shaft. Tilting systems are usually applied to narrow
three wheeled vehicles, because of their natural instability caused by their small track and the
possibility of their rollover (which is more elaborate for this kind of vehicles in comparison to
conventional four wheeled vehicles). A three wheeled vehicle, which has two passenger sits
behind each other, has less space in the frontal area, and therefore, the vehicle acts like a
motorcycle on roads.

Leaning

However, unlike other wheeled vehicles, bikes must also lean during a turn to balance the
relevant forces: gravitational, inertial, frictional, and ground support. The angle of lean can
easily be calculated using the laws of circular motion:

……………….. (3.18)

Where, v is the forward speed,

R is the radius of the turn and

G is the acceleration of gravity this is in the idealized case.

…………………. (3.19)

Given that the maximum forward speed is 5m/s, and the radius of turn is 0.6m

The acceleration of gravity is 9.81m/

Therefor

, is the angle of lean.

B.Sc. Thesis Page 29

Design of three wheel cycle 2016

Steering angle

Several effects influence the steering angle, the angle at which the front assembly is rotated
about the steering axis, necessary to maintain a steady-state turn. Some of these are unique to
single-track vehicles, while others are also experienced by automobiles. Some of these may be
mentioned elsewhere in this article, and they are repeated here, though not necessarily in order of
importance, so that they may be found in one place. First, the actual kinematic steering angle, the
angle projected onto the road plane to which the front assembly is rotated is a function of the
steering angle and the steering axis angle:

Fig3.9.steering angle diagram

………………… (3.20)

Where is the kinematic steering angle

Is the steering angle, and

Is the caster angle of the steering axis

Having the steering angle and caster angle of the steering axis is , then the kinematic
steering angle become

, is the kinematic steering angle

B.Sc. Thesis Page 30

Design of three wheel cycle 2016

Second, the lean of the bike decreases the actual radius of the turn proportionally to the cosine of
the lean angle. The resulting radius can be roughly approximated (within 2% of exact value) by:

………………. (3.21)

Where is the approximate radius

Is the wheelbase

Is the lean angle

Is the steering angle, and

Is the caster angle of the steering axis

Third, because the front and rear tires can have different slip angles due to weight distribution,
tire properties, etc., bikes can experience under steer or over steer. When under steering, the
steering angle must be greater, and when over steering, the steering angle must be less than it
would be if the slip angles were equal to maintain a given turn radius. Some authors even use
the term counter-steering to refer to the need on some bikes under some conditions to steer in the
opposite direction of the turn (negative steering angle) to maintain control in response to
significant rear wheel slippage. Fourth, camber thrust contributes to the centripetal
force necessary to cause the bike to deviate from a straight path, along with cornering force due
to the slip angle, and can be the largest contributor.

Design of handle bar

Material selection for handle bar steel

Table3.4.material selection for handle bar

Material Tensile strength ( ) Yield strength ( ) Elongation (%)

AISI heat treated 521 345 32

B.Sc. Thesis Page 31

Design of three wheel cycle 2016

steel

Stress analysis for the handle bar

……….…. (3.22)

Where length of handle bar (m)

Applied force on the handle bar (N)
Outer diameter of handle bar (m)
Inner diameter of handle bar (m)
, given that the applied load on the handle bar is

, since the load is applied along x-axis.

√( ) ………… (3.23)

,
This is the maximum shear stress.

B.Sc. Thesis Page 32

Design of three wheel cycle 2016

Self-stability

Between the two unstable regimes mentioned in the previous section, and influenced by all the
factors described above that contribute to balance (trail, mass distribution, gyroscopic effects,
etc.), there may be a range of forward speeds for a given bike design at which these effects steer
an uncontrolled bike upright. It has been proven that neither gyroscopic effects nor positive trail
are sufficient by themselves or necessary for self-stability, although they certainly can enhance
hands-free control. However, even without self-stability a bike may be ridden by steering it to
keep it over its wheels. Friction between the wheels and the ground then generates the centripetal
acceleration necessary to alter the course from straight ahead as a combination of cornering
force and camber thrust. The radius of the turn of an upright (not leaning) bike can be roughly
approximated, for small steering angles, by:

……………………….. (3.24)

Where is the approximate radius

Is the wheelbase,

Is the steer angle, and

Is the caster angle of the steering axis.

3.4.3. Design of shaft for rear wheel

Applied power on shaft transmits to 0.25kw at 100rpm to find out design of shaft with assuming
suitable material. [12]
Given data-

B.Sc. Thesis Page 33

Design of three wheel cycle 2016

Power = 0.25kw
N=100rpm
Step 1 - Design of shaft for finding diameter:
Assuming material for shaft –
SAE=1030
Sut = 527, Syt = 296

Step 2- T=torque

P= ………….. (3.24)

0.25=

T=7.96×KL Where KL is a load factor, KL=1.75

T=5.96×1.75
T= 13.93N-M
T=13.93×1000Nmm

For solid shaft:-

Тmax<0.3syt or
Tmax<0.18
=0.3×296 =0.18×527
=88.8Mpa =94.86 Mpa
Consider minimum value of
Tmax = 88.8 N/mm2 (Without keyway)

Tmax = 88.8 × 0.75 (With keyway)

Tmax = 66.6N/mm2

Torque= Т

13.93×1000=

B.Sc. Thesis Page 34

Design of three wheel cycle 2016

d=10.21mm
Considering bending stress develop on a shaft therefore diameter of shaft will be increased by
50%
d=10.21±1.5
d=15.32mm
d=16mm (standard diameter for design data book page no:-182)
d=16mm
Therefore diameter of shaft is 16mm

Determination of Maximum Tensional Moments acting on the shaft

The Shaft is to carry a uniform distributed load of 932N and supported by two wheels at the
ends.

Fig: Vertical load diagram

Considering vertical forces in Figure 4 we obtain

Taking moment about we obtain

(1962*0.6605)-1.32RB=0

B.Sc. Thesis Page 35

Design of three wheel cycle 2016

RB=981N
the maximum bending moment occurs at the midway of the shaft with a value of 307.5Nm
= 307.5Nm

Fig3.10.shear force and bending moment diagram for rotating shaft

the maximum torsional moment is given as;
………. (3.25)

Where; P = power transmitted to the shaft (KW)

N = number of revolutions = 100rpm

P = F.V

Where; F = applied force on the pedal = 414.63N

V = speed = 35.24m/s
P = 414.63N × 35.24m/s = 14.56KW
N = number or revolutions per minute

= =134.8Nm

B.Sc. Thesis Page 36

Design of three wheel cycle 2016

3.4.4.Design of Chain
The chains are made up of number of rigid links which are hinged together by pin joints in order
to provide the necessary flexibility for wrapping round the driving and driven wheels. These
wheels have projecting teeth of special profile and fit into the corresponding recesses in the links
of the chain as shown in figure below the toothed wheels are known as sprocket wheels or
simply sprockets. The sprockets and the chain are thus constrained to move together without
slipping and ensures perfect velocity ratio. The chains are mostly used to transmit motion and
power from one shaft to another, when the center distance between their shafts is short and longs.

The following terms are frequently used in chain drive.

1. Pitch of chain. It is the distance between the hinge center of a link and the corresponding
hinge center of the adjacent. It is usually denoted by p.
2. Pitch circle diameter of chain sprocket. It is the diameter of the circle on which the hinge
centers of the chain lie, when the chain is wrapped round a sprocket. The points A, B, C,
and Dare the hinge centers of the chain and the circle drawn through these centers is
called pitch circle and its diameter (D) is known as pitch circle diameter. [13]

Fig3.11.chain and sprocket

Let D= Diameter of the pitch circle, and

T= Number of teeth on the sprocket

Design Procedure of Chain and Sprocket gear

1. First of all, determine the velocity ratio of the chain drive.

2. Select the minimum number of teeth on the smaller sprocket or pinion from.
3. Find the number of teeth on the larger sprocket.
4. Determine the design power by using the service factor, such that

B.Sc. Thesis Page 37

Design of three wheel cycle 2016

Design power = Rated power × Service factor

5. Choose the type of chain, number of strands for the design power and r.p.m of the smaller
sprocket.
6. Note down the parameters of the chain, such as pitch, roller diameter, minimum width of roller
etc.
7. Find pitch circle diameters and pitch line velocity of the smaller sprocket.
8. Determine the load (W) on the chain by using the following relation, i.e.

W=

9. Calculate the factor of safety by dividing the breaking load (WB) to the load on the chain (W).
10. Fix the center distance between the sprockets.
11. Determine the length of the chain.
Rated power = 500N force exerted on it; N1 =100 rpm; N2 = rpm
We know that the velocity ratio of chain drive,

V.R = =

From the text book of machine design Table 21.5, we find that for the roller chain, the numbers
of teeth on the smaller sprocket or pinion (T1) for a velocity ratio of 5 are 17.
The number of teeth on the largest sprocket or gear

T2 =T1 = 17( ) = 85 where T2 =largest sprocket teeth

T1 = large smallest teeth

From above text Table 21.4, we find that corresponding to a pinion speed of 100 r.p.m. the
power transmitted for chain No. 5 is 1.882 kW per strand. Therefore, a chain No. 5 with two
strands can be used to transmit the required power. From Table 21.1, we find that
Pitch, p= 9.525mm
Roller diameter, d= 6.35 mm
Minimum width of roller, w= 5.72 mm

B.Sc. Thesis Page 38

Design of three wheel cycle 2016

Breaking load, WB = 10.2 KN = 10.2 × 103 N

We know that the pitch circle diameter of the smaller sprocket or pinion,
d1 = p = 9.525 = 52mm

d1 = 52mm
And pitch circle diameter of the larger sprocket or gear,
d2 = p = 9.525 = 316mm

d2 = 316mm
Pitch line velocity of the of the smaller sprocket,
V1 = d1*N1 = 0.052*100 = 2.45 ⁄

The pitch line velocity of the of the largest sprocket;

V2 = d2*N2 = *150. = 2.45 ⁄

Therefor Load of chain =

W= ⁄
= 3469.38N-m

And factor of safety =

f.s = = 2.94 safe

The minimum center distance between the smaller and larger sprockets should be 30 to 50 times
the pitch. Let us take it as 45 times the pitch.
∴Centre distance between the sprockets,
p=45 * 9.525 = 428.625 mm
In order to accommodate initial sag in the chain, the value of center distance is reduced by 2- 5
mm
∴ Correct center distance
x = 428.625 – 4.625 = 424 mm

Where x = center distance between the sprockets

B.Sc. Thesis Page 39

Design of three wheel cycle 2016

We know that the number of chain links

K= + +* +2

K= + +* +2

∴ Length of the chain,

L=k×p

Dimensions of Tooth Profile

The standard profiles for the teeth of a sprocket are shown in Fig. below according to Indian
Standards (IS: 2403 – 1991), the principal dimensions of the tooth profile are as follows:

1. Tooth flank radius (re)

= 0.008 d1 (T2+ 180) ... (Maximum)

= 0.12 d1 (T+ 2) ... (Minimum)

Where d1= Roller diameter, and

T= Number of teeth

= 0.008 *6.35* (852+ 180) =537…

= 0.12 *6.35* (17 + 2) = 150 …

2. Roller seating radius (ri)

= 0.505 d1+ 0.069 √ 1

0.505 *6.35+ 0.069 √

= 0.5mm…

= 0.505* 6.35 = 0.32mm…………… ….

3. Roller seating angle (α),

= 140 –

= 120 –

B.Sc. Thesis Page 40

Design of three wheel cycle 2016

= 140 –

= 120 –

4. Tooth height above the pitch polygon (ha)

= 0.625 p– 0.5 d1+ 0.8 (Maximum)

= 0.5

= 0.625 *9.525– 0.5* 6.35+ 0.8

= 3.11mm

= 0.5 (9.525— 6.35) = 1.53mm … (Minimum)

5. Top diameter (Da)

=D+ 1.25 p– d1... (Maximum)

=316+ 1.25* 9.525– 6.35= 322mm... (Maximum)

D +P* +-d1

52 +9.525* +- 6.35 = 46mm (Minimum)

6. Root diameter (DF)

= D– 2 r = 316-2*0.32 = 315mm (Maximum)

D– 2 r = 52-2*0.32 = 51mm (Maximum)

7. Tooth width (bf1)

= 0.93 b1 when p ≤12.7 mm

= 0.95 b1 when p> 12.7 mm

So that 0.93*5.72 = 5.32mm

8. Tooth side radius (Rx) = p

Rx = p = 9.525
9. Tooth side relief (Ba)
B.Sc. Thesis Page 41
Design of three wheel cycle 2016

Ba = 0.1 p to 0.15 p

Ba =0.1*9.525 = 1.4mm

Ba = (Number of strands – 1) pt + bf1

10. Widths over teeth (bf2 and bf3)

Assume number of strand is 3
(3 -1)9.525 + 5.72 = 25mm

Stresses Analysis of the Tricycle Chain

The tensile force in the chain, which is equal to the inertial force of the tricycle, was found
to be

Since the links contain holes, the stress in the links is not evenly distributed, but reaches a
maximum near the hole. The maximum stress acting on the outer links in the chain is found by;

Where;

= maximum stress in the chain (MPa)

K = stress concentration factor = 2.4
= normal stress in the chain (MPa)
A = cross sectional area of the chain (m)
F = = tension in one arm of the chain (N)

The shear stress (τ) acting on the pin holding the links together is given by

Since different gearing is required the set up will become a bit more complicated. This requires a
derailleur which allows the different gearing. The derailleur consists of multiple sprockets of
different diameters attached to one another, and a mechanism that moves the roller chain from
one sprocket to another.as the roller chain moves from smaller diameter sprocket to a larger
diameter sprocket the gear ratio decreases.

B.Sc. Thesis Page 42

 Design of three wheel cycle 2016

Fig3.12. derailleur [14]

3.4.5. Design of pedal

In this research work it was assumed that no friction exist between parts and the force on the
pedal to be constant. In the tricycle frame, the ride’s weight is assumed to be 1962N and that all
the weight is placed on the seat. It was assumed that all the reaction forces are equal to the
weight.
Determination of force applied on pedal

Where; = moment about the crank (Nm)

F = applied force on the pedal (N)
= tension in the chain= Inertial force ( )
= length of the crank arm = 205mm = 0.205m
R = radius of the crank = 85mm = 0.085m

To analyze the maximum state of stress acting on the crank, a point on the surface of the crank is
chosen for maximum shear stress, and a point at the farthest distance away from the pedal is
chosen for maximum bending stress. Since the stress acting on the crank are a combination of the
torsion and bending moment,
The total stress is given by:

B.Sc. Thesis Page 43

Design of three wheel cycle 2016

Where; are bending stresses on the pedal and =torsional stress

Fig3.13. applied force on the pedal [15]

With the state of stress found at this point on the crank, the principal stress and maximum shear
stress are calculated as follows.

3.4.6. Design of Bolt

When a connection is desired that can be disassembled without destructive methods and that is
strong enough to resist external tensile loads, moment loads, and shear loads, or a
combination of these, then the simple bolted joint using hardened-medium carbon steel is a

B.Sc. Thesis Page 44

Design of three wheel cycle 2016

good solution. Bolt is one type of non-permanent fastener is used to connect the different part of
the geo-membrane pulling machine.
Table3.5. Metric mechanical property classes for steel bolts

Property Size Minimum Minimum Minimum Material Head

class proof strength tensile yield marking
( ) strength strength
( ) ( )
5.8 M12 380 520 420 Cast iron

The dimensions of the bolt is taken from the standard table as follows

Nominal Regular hexagonal

size(mm)
M12 W H R
18 8 0.6mm

Metric thread fine pitch series selection

Nominal size Pitch(mm) Tensile and At Minor diameter
area
12 1.25 92.1 86

L-the combined length of the threaded and unthreaded portion of the bolt

From the metric series

Geometric analysis

Where; W is width the bolt

H is height of the bolt =8mm for M12
Is length of unthreaded portion of the bolt
Is length of threaded portion of the bolt

B.Sc. Thesis Page 45

Design of three wheel cycle 2016

L is the combined length of the threaded and

unthreaded portion of the bolt from the metric series
= 2d + 6mm, L 125mm, d 48mm. d=12mm
=2x12mm +6mm = 30mm
= l-LT, where, l-length of the bolt
L=12mm +3mm +25mm = 40mm, where, 25mm= height of base
12mm= head of height
3mm=washer thickness
Now, =40mm- 30mm= 10mm
= L- =40mm-10mm = 30mm
Tensile stress of the bolt due to external force is as follows
Fi is preload o clamped load
F is external tensile load
Fb is portion of F taken by bolt
Fm is portion of f taken by member= Fb + Fi
Is resultant load of the bolt
FRm is resultant load of the member
C is Fraction of external load F carried by bolt
1-C is Fraction of external load F carried by member
Fp is minimum proof load
Is minimum proof strength
St is minimum tensile strength area
Ad is area of unthreaded portion of bolt
To calculate the resultant force of the bolt
Fbr= Fbl +FL
FRB =CX f +FL, Since Fb=C x F where, FL= 0.75Fp, Fp= SpAt
Since non-permanent join=0.75SpAt
Fb = 0.75X 380X92.1 =26248.5N

C= where, kb=stiffness of the bolt

Km=stiffness of the member

B.Sc. Thesis Page 46

Design of three wheel cycle 2016

Kb= At = 92.1mm from the table

Ad = = = 113mm2

E= Steel= 207Gpa

Kb = = 58211.86N/mm2

Km = = = 2704691.430N/mm

C= = = 0.1816

FRB = CXF +FL = 0.1618 X 15000 + 26248.5 = 28675.5N

Also to calculate (Ft) tensile of the bolt

ti = = = = 285N/mm2

So, the tensile stress due to external applied load on the bolt is;

= At x FRB = = = 320N

Than to calculate by this result the design is safe. Since the bending stress the bolt is the yield
stress. Additionally we can check by calculating factor of safety.

F.S = = = 3.6

F.S = 3.6 1 so, the design is safe.

3.4.7. Bearing selection

Most bearing manufacturing provides engineering manuals and brochures containing lavish
description of the various types available. In the small space available here, only a meager
outline of the most common types can be given. So you should a survey of bearing
manufacturers’ literature in your studies of this section.

B.Sc. Thesis Page 47

Design of three wheel cycle 2016

Rolling contact bearing: - bearing is an outstanding advantage of a rolling contact bearing over
a sliding bearing that it has a low starting friction. Due to this low friction offered by rolling
contact bearings, these are called antifriction bearings.
Bearing life: Roller of rolling contact bearings rolls, contact stresses occur on the inner ring , the
rolling element and on the outer ring.

Common life measures are:-

 Number of revolutions of the inner ring(outer ring stationary) until the first tangible
evidence 0f fatigue
 Number of hours of use at a standard angular speed until the first tangible evidence of
fatigue

Assume that, L= 45x106 revolution and

Reliability =0.95
Thickness of bearing =6mm
N=100rpm
Bearing load life at rated reliability
Using a regulation equation of the form the result of many tests for various kinds of bearings
result in a= 10/3 for roller bearings (cylindrical and tapered roller)
In selecting a bearing for a given application, it is necessary to relate the desired load and life
requirements to the published catalog load rating corresponding to the catalog rating life.

Where the subscripts 1 and 2 can refer to any set of load and life conditions. Letting F1 and L1
correlate with the catalog load rating and rating life and F2 and L2 correlate with desired load
and life for the application, we can express L=60n
Where t is in hour, n is in rev/min and 60min/h is the appropriate conversion factor.

We shall denote the catalog load rating as C10. The catalog load rating is often referred to as a
basic dynamic load rating or sometimes just basic load rating, if the manufacturer’s rating life is
106 revolutions.

B.Sc. Thesis Page 48

 Design of three wheel cycle 2016

Solving for FR and noting that it is simply an alternate notation for the catalog load rating C10,
we obtain an expression for a catalog load rating as a function of the desired load, desired life,
and catalog rating life.

Where FR is catalog rating KN and

FD desired radial load KN

LR rating life in hours

LD desired life in hours

nR rating speed in rev/min

nD desired speed in rev/min

C10=FR=FD ( =FD

C10=FR=250N ( =5.302KN

3.4.8. Wheel Design

Wheels are responsible for supporting the vehicle, transferring power to the pavement, and
keeping the rider in a turn when necessary. Wheel design consists mainly of selecting the best
components for a specific use. There is not much to decide in the way of spoke patterns, unless
there are limited spoke lengths available. It should be no surprise that tangential spooking is the
best for all wheels almost without exception. It is only a matter of convenience how close the
spokes are to fully tangential. For instance, with 3 6-spokes cross three is nearly tangential, and
cross-four is fully tangential.[16]

B.Sc. Thesis Page 49

Design of three wheel cycle 2016

Fig3.13. Spoke, nipple, and rim arrangement. 1) Spoke 2) Nipple 3) Rim [16]

The spoke wheel was designed to be strong in the radial direction and maintains that design goal
by running spokes from the outer rim to the inner hub of the wheel. These spokes are then put in
tension by rotating the nipple in order to draw the spoke into the rim. A spoke wheel in a
laterally loaded situation does not have as much force available from the tension of the spoke as
a wheel in a radially loaded case does to counteract the force of the pavement on the wheel. The
force in the Y-direction is the force available to hold the rim centered between the flanges of the
hub.

Table3.6.geometry for wheel parts

Geometry
Wheel parts Profile Diameter (m) Cross-sectional
area(
Spokes Circle 2mm
Rim Box 0.5588m 0.0032
Hub N/A 2 N/A

…………. (3.26)

B.Sc. Thesis Page 50

Design of three wheel cycle 2016

Fig3.14. Geometry of a Spoke

Spokes come in many varieties varying in shape, diameter, and material. The standard for spoke
measurement is to reference the spoke diameter instead of using the old term ―gauge.‖ Table 1
shown below gives a quick comparison of spoke materials and their Maximum Supported
Weights (MSW) as well as the respective strains.

Table3.7. Strength of Spokes of Various Materials

Spokes Tensile( ) E( ) (g/m2) MSW (N) (mm/m)

Steel 1269 200 7.92 2551 2.2

Aluminum 310.0 68.9 2.70 623 6.4

Composite 4150 231 1.78 8244 1.9

A rim is needed in order to keep all these spokes together and aligned. That rim’s stiffness can
be approximated by eq. below

………………………… (3.27)

Where Ns is the number of spokes,

Es is the spoke modulus of elasticity,
Ds is the diameter of the spokes,
Leff is the effective length of the spoke (spoke length – distance
threaded into nipple).

B.Sc. Thesis Page 51

Design of three wheel cycle 2016

Spoke Lengths
In order to know the length of the spoke one must know what lacing pattern is being used as eq.
below

√ ………………. (3.28)
Where, d is the distance from the center of the hub to the hub flange,
Is the radius from the center of the axle to the circle on
which the spoke holes lie
Is the inside radius of the rim, and
Is defined by the number of spoke crossings divided by
the number of spokes on one side multiplied by 360°

Spoke position offset

Radial component

Hub half-width

Table3.8. material selection for spoke

Parts Material Mechanical properties

Young’s modulus Poisons ratio
Spokes 304, stainless steel 10000 0.29
Rim Aluminum alloy 28000 0.33
assumption
Effective rim diameter
Hole circle in flange
Flange spacing center to center
Flange hole diameter
Cross pattern
Number of spokes

B.Sc. Thesis Page 52

Design of three wheel cycle 2016

Spoke angle

C = 71 / 2 = 35.5 mm

Fig3.15. spoke

Elasticity of a Single Spoke

First find elasticity of a single then find over all elasticity
Elasticity of spoke (N/mm) =AxE/L
Elastic modulus of steel G = 193
Effective length of spoke L =290 mm =0.290m
Diameter of spoke d = 1.6 mm = 0.0016 m
Radius of spoke r = d/2 = 0.0008 m
Cross section area of spoke A =itxr2
A = 7t x 0.0008 2 = 2.O l * m2
= 2.O l * x 193* /0.290 = 1.34 N/mm
Table3.9. pretention model

Model Total pretension (N) Pretention per spoke (N)

28 spokes 734.40 Nm 26.2125Nm
32 spokes 734.40 Nm 22.93 Nm
36 spokes 734.40 Nm 20.45 Nm

B.Sc. Thesis Page 53

Design of three wheel cycle 2016

Spoke Elongation from Tensioning

Elongation ………… (3.29)
Spoke elasticity (from Eq. 2)
Tension in spoke

Torsional Stiffness of Crossed Spoking

Torsional stiffness of hub rotation
Spoke elasticity (from Eq. 2) = 1.34e6 N/m
Number of spokes per flange = 18
Effective flange radius r = 21 mm = 0.021 m
Spoke elongation per degree of

hub rotation

= 195.4 Nm/deg
Torsional Stiffness of a Typical Hub Shaft
Torsional stiffness =KxG/L
Shear modulus of aluminum = 25.9 GPa
Inside radius of shaft = 5.2 mm = 0.0052 m
Outside radius of shaft = 7.3 mm = 0.0073 m
Length of shaft = 44 mm = 0.044 m
Area moment of inertia

B.Sc. Thesis Page 54

Design of three wheel cycle 2016

Torque Transfer to the Left Side of Hub

Torque stiffness of complete assembly

Torque stiffness of hub shaft
Torque stiffness of spokes (one side)
Torque stiffness of hub and left side

100 x 29 / 224 = 13% Percentage of torque to left side

Rim Compression from Spoke Tension

Compression at rim joint

Number of spokes
Tension in one spoke

Constriction Force of Inflated Tire

Tire tension from inflation
Tire pressure
Diameter of tire cross section d = 25 mm = 0.025 m
Radius of tire cross section
Cord angle of casing (45 typical) a = 45°
Area of tire cross section
Constricting component
Expanding component
A = 7r x 0.0125 = 4.909 m2

B.Sc. Thesis Page 55

Design of three wheel cycle 2016

For T = 0 the cord angle must be 35.27 degrees and is used for most hoses.
Spoke lacing
Figure 3 shows the various types of spoke lacing for a bicycle wheel with the most common
being 2x, 3x, and 4x. Spoke lacing means that any one spoke traced from hub to rim will cross
exactly n other spokes. Wheels laced with less spoke crossings are stiffer, according to standard
tested value, which makes sense due to the angle of the spoke with respect to the hub flange
circumference being closer to normal; this allows more force to be counteracted by the tension in
the spokes. Figures of In-plane spoke length and spoke lacings can be found in Figures bellow.

Fig3.16. In-plane spoke length and Spoke Lacings

STATICLOADS
Spoke tension
Spoke tension is the primary static load in the wheel. In a 36-spoke wheel the force of spoke
tension compresses the rim with a force of about a half ton. Total tension depends on the number
of spokes and their individual tension. Spoke tension and the compressive force in the rim are
directly related, and changes in one affect the other.
Tubular Tire Pressure
Although spoke tension is the principal static load on the rim, tubular tire inflation has a similar
effect. When inflated, the tire becomes fatter and shrinks in circumference. The resulting force
depends on the tire cross section, cord angle and inflation pressure. A tubular racing tire, inflated

B.Sc. Thesis Page 56

Design of three wheel cycle 2016

to 0.86 , for instance, shrinks with a force of 300 N. Its effect on

spoke tension can be detected with a tension meter. Cords in a typical two-ply bicycle tire lie at
90 degrees to each other and at 45 degrees to the length of the tire. When the tube- shaped casing
is inflated, it tries to expand and become fatter. In expanding, the cords move scissor like
becoming closer to parallel. As the cords try to shorten the tire, air pressure also tries to stretch it,
so that an equilibrium angle of about 3 5 degrees is reached where the cord angle and
lengthening effect are in balance. Hoses designed not to change length with pressure have this 35
degree angle built in.

DYNAMICLOADS
Dynamic loads have radial, lateral and torsional components that deform the wheel elastically.
These deformations are generally too small to be seen because, as in many structures, even high
forces cause invisibly small deflections. Loads cause stretch from tension (pull), shrink from
compression (push), and rotation from torsion (twist other radial, lateral and torsional dynamic
loads are caused by pedaling, braking, and riding while standing. These combined loads cause all
wheels to deteriorate gradually as they bend and twist elastically.
Wheel Deflection
Deformation of a loaded wheel can be measured with a spoke tension meter, or detected in the
tone of a plucked spoke. Although these methods work well enough to verify theory, they are
cumbersome and not sufficiently repeatable to analyze wheel deflections precisely.

Breaking loads
Braking with a caliper brake causes a small but significant radial load that affects spoke tension.
Under hard braking, the brake shoes retard the rim with a force of up to 500 N by pushing
rearward with 250 N forces and pulling on the front half of the rim equally. This increases
compression in the rear half of the rim and decreases compression in the front half about the
same as the increase from tire pressure.
Lateral loads
Since a bicycle is ridden by balancing, lateral loads (that bend the wheel sideways) are usually
small. Therefore, bicycle wheels need far less lateral strength than radial and torsional strength.
Although wheels have lateral strength of only about one-tenth their radial strength, this is

B.Sc. Thesis Page 57

Design of three wheel cycle 2016

adequate because they are only subjected to major side loads during the loss of control before a
crash. Normal side loads that occur when a rider leans out of the plane of the bicycle are small.
Torsional loads

Torque is a dynamic load caused by pedaling or by a hub brake. Torque is a twisting force in the
hub that produces or retards wheel rotation. As the chain turns the rear wheel sprocket it exerts
torque on the hub. Torque is expressed in terms of a force and the length of the lever on which it
acts. In the bicycle the force and lever are the tension in the chain and the radius of the sprocket.
Spokes are flexible and cannot transmit torque by acting as levers, so they transmit torque from
the hub to the rim by becoming tighter and looser. The lever arm is the distance by which the line
of the spoke misses intersecting the centerline of the rear axle. The force is the total change in
tension among the spokes, some of which become tighter, and some looser.

Spoke failure
Anyone who has had a spoke break can testify that it did not break at the outset of the ride, nor
when the first bumps in the road were encountered. Yet most people who break a spoke attribute
it to an event that occurred at the moment of failure. In fact, spokes break from fatigue, not
excessive force, and they break when they pass the bottom of the wheel, at a point where they
leave the load affected zone and return to normal tension. So it is not the bump in the road,
but leaving the bump that breaks the spoke.
Rear wheel spoke failure
Torque is not what causes more spoke failures in rear wheels than front wheels. Rear wheel
spokes fail more often because rear wheels carry more weight, receive more stress from the
rigidity of the rear frame triangle, and most of all, and carry most of their load on the spokes of
the right side. To make room for multi sprocket gear clusters, rear wheels are asymmetric. This
asymmetry makes spokes on the right side at least twice as tight as the ones on the left. The load
carried by each side of the wheel is in direct proportion to the spoke tension, so a 36-spoke rear
wheel with a seven-speed gear cluster is, in effect, hardly more than an 18-spoke wheel. The
greater the "dish" or asymmetry, the weaker the wheel and the sooner the spokes will break from
fatigue. In contrast, road shocks encountered by the front wheel are cushioned by the elasticity of
the fork and by the top tube and down tube, that absorb these forces by bending. Together, the
frame and the rider's arms absorb most of the peak loads on the front wheel.

B.Sc. Thesis Page 58

Design of three wheel cycle 2016

Strength and durability

Strength is a measure of the greatest load the wheel can carry before it collapses. Durability is a
measure of how far the wheel will travel before it loses alignment. The two are related, but are
not the same. A wheel can collapse when the spokes in its load-affected zone become loose. The
load that will cause collapse is roughly equal to the sum of the tension in four or five spokes. If
the spokes are sufficiently tight that they do not become slack from vertical loads, then both
lateral and torsional loads are no concern because they are relatively small and usually do not
occur in conjunction with extreme vertical loads. The more spokes carrying the load, the stronger
and more durable the wheel can be. Because wheel strength is closely related to the number of
spokes in the load affected zone, the number of spokes per length of rim is kept about the same
for different wheel sizes. A large wheel must have more spokes than a small wheel to achieve the
same strength. High-wheeled bicycles, for example, with wheels 140 cm in diameter had about
80 spokes instead of the usual 36. For a common 36-spoke wheel, the load-affected zone spans
about four spokes.

Fig3.17.rim

Straight spokes

Spokes are made from continuous rolls of wire. After the wire is straightened, a piece is cut off, a
head is formed on one end, and then it is cut to a precise length. After the thread is rolled on, the
head end is bent into an elbow. The elbow bend is greater than 90 degrees so that it will fit both
on the inside and outside of hubs. Since the entire spoke is cold formed, it is made tougher
through work hardening. However, cold forming also locks in stresses that can accelerate fatigue
unless they are relieved after a wheel is built. Rupture tests confirm that spokes are work
hardened. Straight gauge spokes do not break at their elbows and threads where they have been
worked the most, but most fatigue failures occur at these places.

B.Sc. Thesis Page 59

Design of three wheel cycle 2016

Fig3.18.straight spokes

Swaged spokes

Spokes are in pure tension at mid span where they do not need to resist bending, so they can be
swaged thinner there without sacrificing strength. Swaged spokes are made by drawing regular
spoke wire through a reducing die. After swaging, the unreduced ends are formed the same way
as un swaged spokes. The diameter reduction increases spoke elasticity, increases strength by
work hardening, and reduces weight. However, the most valuable contribution of swaging is that
peak stresses are absorbed in the straight midsection rather than concentrated in the threads and
elbow, thereby substantially reducing fatigue failures. Swaged spokes act like strain screws
commonly used in high-performance machinery.
Elbow-less spoke
Because spokes often fail at the elbow, hubs that use straight, elbow-less spokes have been
designed to avoid the bending stress that causes these failures. Some early high-wheeled bicycles
used straight spokes in a radial pattern with heads at the rim and threads in the hub. A recent
variation on this design used hubs with threaded flanges and straight elbow-less spokes threaded
at both ends with conventional nipples at the rim. The drawbacks of this design are that hubs
must be drilled for a specific spoke pattern and removing ends of broken spokes is difficult.

B.Sc. Thesis Page 60

Design of three wheel cycle 2016

Fig3.19.elbow less spokes

Spoke threads:
Most spokes both 1.8 and 2mm diameter has 56 threads per inch. Some 1.8 mm spokes have
been made with a finer 0.4 mm pitch thread that has several advantages. Finer threads allow finer
adjustment. Because it advances less each turn, a spoke with finer thread tightens with less
torque, thereby reducing spoke twist. These spokes are also stronger in the threads because the
grooves are not as deep. The most important feature of a finer thread is that it prevents
accidental.

Fig3.20. spoke thread

Spoke Materials: Although titanium and aluminum spokes have been made, they have few
advantages over steel and many disadvantages. Aluminum alloy spokes have less strength and
poor fatigue resistance than steel spokes, and titanium spokes have a special problem of galling
in the threads. Steel is less expensive than other materials, and it resists wear from fretting
motions at the hub better. Most spokes are either stain less steel or steel with plating to prevent
corrosion. Wheels with plated spokes are difficult to re true after exposure to wet weather.
Spoke Nipples: Nipples are both the spoke anchors and the means for turning the wheel. Most
spoke nipples are brass, although some are made of aluminum or steel. In our case we select steel
spokes. Special care must be taken not to round the corners of aluminum nipples with the spoke
wrench or to strip their threads. Steel, length 1.8 or 2 mm thread size, wrench size.

B.Sc. Thesis Page 61

Design of three wheel cycle 2016

Fig3.21.nipple threads and shapes

Hub: the hub may appear to be the most important part of the wheel because it is centrally
located and all other wheel components rotate around. Although flanges appear simple, their
design can have important effects on hub function.

Hub design: The combination of holes and necessary supporting materials between them
prescribes a minimum diameter for a hub flange. On the other hand if the hub is to be as light as
possible, its flanges should be no longer than necessary. For aluminum hubs the space between
spoke should be half again as wide as the spoke whole diameter. Because aluminum hubs have
less than one-fourth the strength of the spoke material and about twice its thickness, this spacing
is about the minimum necessary for a reasonable safety margin against the flange cracking.

Spoke patterns: a spoke pattern is defined by the number of times each spoke crosses
adjacent spokes on its way from the hub to the rim. Cross-zero, for instance, is a radial pattern.
Radial spokes project straight out on a line from the axle to the rim. Crossed spokes lie more or
less tangent to the flange and cross over one or more adjacent spokes between the hub and rim.
They project from the flanges both clockwise and counterclockwise so that they cross one
another. There is also mixed patterns called "crow's-foot" that has both radial and crossed
spokes.

Radial spoke: - Radial spokes carry loads just as well as crossed spokes, but they cannot
transmit torque.
Crossed spoke: - Crossed, tangential spoke is used to transmit torque. The term "tangential"
refers to the way the spokes project from the flanges.
Number of spoke crossing: - the number of spoke crossings in a wheel is defined as the
number of spokes from the same flange that each spoke crosses between the hub and rim. The

B.Sc. Thesis Page 62

Design of three wheel cycle 2016

maximum number of crossings is produced when the spokes lie most nearly tangent to the
flange. This number can be determined by dividing the number of spokes by nine. For example,
in a 32-spoke wheel the maximum number is three. If this number is exceeded, the effective
flange diameter will be reduced, and spokes will overlap the heads of others causing gridlock.
Identical and mirror image spoke
Wheels with crossed-spoke patterns can be built with the left and right sides identical to one
another or as mirror image opposites.

Fig3.22. identical and mirror spoke pattern

Combined spoke patterns: Wheels can be laced in patterns that combine radial and crossed
spokes. These patterns are interesting in appearance but have no measurable advantages over
standard crossed-spoke patterns.

Fig3.23.combined spoke pattern

B.Sc. Thesis Page 63

Design of three wheel cycle 2016

CHAPTER FOUR

4. Finite Element Methods and Conditions

4.1. Introduction
A computerized method for predicting how a product reacts to real-world forces, vibration, heat,
fluid flow and other physical effects is called finite element analysis. As finite elements analysis
has become more accessible, many researchers have looked for ways to use it to calculate wear.
Each has their own unique details, but the general formula is to alternate between a finite
elements analysis to determine pressures and calculate of wear which adjust the model. CATIA
VR 19 Workbench was chosen as the FEA software package because of its ability to accept a 3D
computer aided design (CAD) model. The program also allows for the accurate placement of
contact pressure, in addition to the modeling of contact surfaces.

4.1.1. Finite Element Methods

The finite element method is numerical analysis technique for obtaining approximate solutions to
a wide variety of engineering problems. Because of its diversity and flexibility as an analysis
tool, it is receiving much attention in almost every industry. In more and more engineering
situation today, we find that it is necessary to obtain approximate solutions to obtain than exact
to closed solution. The finite element method has become a powerful tool for the numerical
solutions of a wide range of engineering problems. It has been developed simultaneously with
the increasing use of the high-speed electronic digital computers and with the growing emphasis
on numerical methods for engineering analysis. This method started as a generalization of the
structural idea to some problems of elastic continuum problem, started in terms of different
equations. Structural analysis is the most common application of finite element analysis.
The seven types of structural analyses in CATIA V5 R 19 and each of these analysis types are
listed.

 Static analysis
 Modal analysis
 Harmonic analysis
 Transient dynamic analysis
 Spectrum analysis

B.Sc. Thesis Page 64

Design of three wheel cycle 2016

 Buckling analysis
 Explicit dynamic analysis

So from above structural analyses types, static structural analysis is used in this thesis. Static
structural is used to determine the displacements, stresses, strains and forces in structures or
components due to loads that do not induce significant inertia and damping effects. The kinds of
loading that can be applied in a static analysis include externally applied forces and pressures,
steady state inertial forces such as gravity. A static analysis calculates the effects of steady
loading conditions on a structure, while ignoring inertia and damping effects such as those
caused by time varying loads. Static analysis can, however including steady inertia loads (such as
gravity and rotational velocity), and time varying loads that can be approximated as static
equivalent loads. Since we will analysis contact pressure and von misses stress for structural
analysis with CATIA V5 R19 workbench. Here the methods for the analysis of finite element
will be discussed.

4.1.2. Modelling of Frame Analysis for Tricycle

The model made by using the CATIA software

Figure: 4.1. Assembly of frame

B.Sc. Thesis Page 65

Design of three wheel cycle 2016

4.1.3. Defining Material Properties of Study

The frame material is steel ISO standard with high carbon content with good thermo physical
characteristics, whose thermo mechanical characteristics adopted in this simulation in the contact
pressure and von misses stress analysis of the part the required material properties are added into
the software. Then the apply load and select the appropriate material using CATIA V5 R19
software.

4.1.4. Mesh Generation

The mesh with the default settings is not adequate to get the accurate results. In this analysis the
frame was finely meshed with ―Sizing‟ option in menu. The element size was chosen the image
below shows the meshed assembly. There are about 5069 nodes and 16409 elements to the entire
geometries. The meshed view of the model is given in figure below.

Figure: 4.2. Mesh analysis of frame.

4.1.5. Boundary Conditions and Applied Loads to Structural Analysis

Here the force is applied on the upper part of seat post, on the rear seat and on the steering in the
X, Y direction force distributed. At the same time, z direction displacement given as free to
rotate for allowing the movement. At the same time, z direction displacement is arrested, so
given the value as zero, the variable load is applied in the top face of the seat post is 1962N.

B.Sc. Thesis Page 66

Design of three wheel cycle 2016

Figure: 4.3. Boundary conditions and loads

From the above result it shows that the one which is painted with red shows high stress
concentration areas and, the yellow paints show that there is a threat of stress due to fluctuating
load applied on the part. The blue one shows that there is no concentration of stress due to the
applied load. Therefore, from our point of view we analysed that there is a high stress
concentration area in the top part of the seat post and at the junction area between the rear wheel
assembly area and the frame.

For the remaining parts we follow the same procedure as the previous frame analysis and relate
with the analytical value what we have earlier.

B.Sc. Thesis Page 67

Design of three wheel cycle 2016

Chapter Five

5. Results and Discussions

In this section, results of analytical method approach of frame and wheel of tricycle, finite
element approach for contact pressure and von misses stress without and within temperature
effect estimation in CATIA V5 R19 Workbench and analytical method is compared. Using both
CATIA V5 R19 Workbench software and analytical method, along with the boundary
conditions, a variable brake pressure [MPa] is applied then we got a value for these
aforementioned parameters. The result of the analysis summarized as follow.

5.1. Von Misses Stress Analysis by Structural Effect for Frame

Figure below shows von misses stress without temperature effect done by CATIA V5 R19
workbench software over the frame. As shown the contour plot, von miss’s stress is indicating by
red color, which has value of 1.16 and it minimum value is 2.36 also indicate
by blue color. Also the figure depicted that the von misses stress is high at around peripheral
edge of rear assembly in contact with rear wheel and rear frame assembly. The bottom side
figure below shows that magnified image of contact pressure on the frame.

Figure: 5.1. Contour Plot of Von Misses Stress Distribution without Temperature Effect

The same procedure used as Figure.5.1, and recorded von misses stress with respect to each
applied load in (MPa), is done by CATIA V5 R19 workbench.

B.Sc. Thesis Page 68

Design of three wheel cycle 2016

Analytical analysis for frame

From the previous calculation of frame analysis in chapter three we got the following shear force
and bending moment diagram.

Figure: 5.2. Shear force and bending moment diagram

Design stress is given by

…………………………………….. (3.13)

From our design stress we can select our design we can select our design material

B.Sc. Thesis Page 69

Design of three wheel cycle 2016

Take F.S=2

Therefor allowable stress is

, therefor the design is safe.

5.2. Von misses stress structural effect for spoke

Spokes encountered a highly stress and fluctuation of dynamic load. The maximum stress is at
the end of the elbow since we used a straight and elbowed spokes.

Figure: 5.3. Spoke tension

In the Pedal there is a maximum load exerted by the rider, so as to move the vehicle the total
applied load on it is .

B.Sc. Thesis Page 70

Design of three wheel cycle 2016

Figure: 5.4. Pedal force

Rear wheel shaft: in this part a high tension is applied both axially and laterally
Determination of Maximum Tensional Moments acting on the shaft
The Shaft is to carry a uniform distributed load of 932N and supported by two wheels at the
ends.

B.Sc. Thesis Page 71

Design of three wheel cycle 2016

Figure: 5.5. Rear wheel shaft

B.Sc. Thesis Page 72

Design of three wheel cycle 2016

CHAPTER SIX

6. Conclusions and Recommendations

6.1. Conclusion
In this thesis work, we presented the analytical analysis and finite element method of tricycle.
The method developed in this thesis work can be used to analysis von misses stress and
analytical analysis. Comparison of CATIA V5 R19 workbench result with analytical method is
done. So that, researchers may use both analytical and CATIA V5 workbench to predict von
misses and applied load exerted on a machine member. Generally from this thesis work the
following conclusions can be figure out.

 Analytical analysis of force distribution along the direction of frame was estimated.
 The analytical analysis of tricycle frame and von misses stress estimated.
 CATIA V5 workbench results show that applied load and von misses stress are
increasing with the increase of load applied on the bike.
 There is a high load and von misses stress components at inner and outer radius of the
frame tube, and this may lead to failure of frame due to buckle and twist, because these
parameters are as function of stress.

6.2. Recommendations
In the design procedure of three wheel bike we recommend to have a safe and adequate design
by adding motor inside the middle of the rear wheel and use gear reduction to have better speed
and performance. Adding a cab and for night work we recommend to use battery and lights such
as stop light, direction lights, parking light and increase the capacity of the bike. Finally we
recommend that it is better to work both analytically that means doing the force analysis and the
bending and shear force diagram and make a comparison with the finite element analysis to have
a better result and way of understanding. So, the best way is do both analytical and software
based analysis and compare.

B.Sc. Thesis Page 73

Design of three wheel cycle 2016

CHAPTER SEVEN

7. Cost Analysis
The cost analysis is based on manufacturing company prices and manufacturing methods. For
manufacturing cylindrical parts, they add ten millimeters more on the diameters of the raw
materials and in average 10 to 20 millimeters on the length based on the length of the part to be
produced. Surface finishing and sometimes to grasp the material, so based on the above reason
analyze the cost and size of the raw material. At manufacturing industry the prices of metals are
as follows. [17]
Cast-iron=82.20birr/Kg
Steel=104birr/Kg
Density of cast iron ρ = 7250 kg/
Aluminum=55 birr/kg
Bolt
Diameter of raw material = 20 +10 = 30mm
Length of raw material = 150 + 20 = 170mm

Volume =

Mass of the rod = Volume of rod * ρ =1. 202 * 7250 = 0.871Kg

mass of the rod = 0.871Kg
mass of the bolt = 0.871kg

Nut
Diameter of raw material = 34.64 +10 = 44.64mm
Length of raw material = 20 + 10 = 30mm

Volume =

Mass of the rod = Volume of rod * ρ =2.83 *10 * 7250 = 0.205 kg

Mass of the rod = 0.205 kg

B.Sc. Thesis Page 74

Design of three wheel cycle 2016

Mass of the nut = 0.205 kg

Cost = 0.205 Kg x 72.20Birr/Kg = 14.80 Birr

Wheel Design
Diameter of wheel=20’=508mm,

Length of material for wheel

Volume of wheel

Mass of wheel=volume of wheel*density of material

Since the wheel is light material we select aluminum density of aluminum is 2710kg/m3
Therefore,

Shaft for rear wheel

Diameter of raw material=16+10=26mm
Length of raw material = 132 + 20 = 152mm
Volume of shaft

Mass of shaft
Including the covering tube

Frame
Diameter of frame material=40mm
Length=1.5m
Area of tube

Volume

Mass=

B.Sc. Thesis Page 75

Design of three wheel cycle 2016

Cost

Table: 7.1. Cost analysis table

Part Part name Quantity Row Material cost Manufacturing Total costs
No cost of parts
1 Frame 1 1562 400 1962
2 Wheel 3 102.24 306.72
3 Shaft 2 432.2 100 532.2
4 Spoke 108 216 180 396
5 Chain 1 620 620
6 Shifter 1 100 100
7 Pedals 1 96 52 148
8 Sprocket 2 280 280
9 Bearings 14 560 560
10 Steering 1 220 220
11 Cable 2 15 30
12 Tire 3 300 300
13 Joints 5 50 20 70
14 Rear derailleur 1 250 250
15 Seat post 1 50 50

16 Passenger seat 1 56 150 206

17 Spring shock 2 75 50 125
Absorber
18 Pulley for brake 1 48 25 73

19 Labor cost 2500 2500

20 Contingency 1250 1250

Total 9978.92 Birr

B.Sc. Thesis Page 76

Design of three wheel cycle 2016

CHAPTER EIGHT

8. Manufacturing Process
Manufacturing processes is a very fundamental subject since it is of interest not only to
mechanical engineers but also to engineers from other discipline of engineering. There are
various manufacturing processes by which a product can be made. Each process however has its
own limitation and restriction and due to this reason a particular process is adopted to certain
specific applications. Thus while a product can be manufactured by two or more processes, the
real problem is to select the most economical out of them. This helps in designing the proper
product required for him. We may find that there are more than one process is available for
manufacturing a particular product and he can make a proper choice of the process which would
require lowest manufacturing cost. For manufacturing cylindrical parts, they add ten millimeters
more on the diameters of the raw materials and in average 10 to 20 millimeters on the length
based on the length of the part to be produced. For thin parts this additional size may rise to 30
millimeters. This additional material size is used for pre smoothing the material, surface
finishing and sometimes to grasp the material.
Manufacturing processes can be grouped as:

 Casting, foundry or molding processes.

 Forming or metal working processes.
 Machining (metal removal) processes.
 Joining and assembly
 Surface treatments (finishing).
 Heat treating

These groups are not mutually exclusive. For example, some finishing processes involve a small
amount of metal removal or metal forming

B.Sc. Thesis Page 77

Design of three wheel cycle 2016

Table: 8.1. Manufacturing process of frame

Manufacturing process of frame

Roll Machine Material Operation Size quantity Tool
No
1 Sawing Steel Cutting 9 Saw blade
machine
2 Bending Bending 2 Bender tool
machine
3 Welding Arc 7 Lead
machine welding
4 Surface 7 Grinder
finish
5 Heat
treatment

Table: 8.2. Manufacturing process of sprocket

Manufacturing process of sprocket

Roll Machine Material Operation Size quantity Tool
No
1 Sawing Cutting 7 Saw blade
machine
2 Lath Turning Cutter
machine
3 Lath Chamfer Inclined
machine cutter
4 Milling Cutting Mill cutter
machine
5 Lathe Facing Cutter
Machine
6 Lathe Facing in Cutter
machine other face

B.Sc. Thesis Page 78

Design of three wheel cycle 2016

Table: 8.3. Manufacturing process of shaft

Manufacturing process of shaft

Roll Machine Material Operation Size quantity Tool
No
1 Sawing Cast iron Cutting 2 Saw blade
machine
2 Lath Turning Cutter
machine
3 Lath Facing Drill bit
machine
4 Facing cutter

Table: 8.4. Manufacturing process of rear seat post individually

Manufacturing process of rear seat post individually

Roll Machine Material Operation Size quantity tool
no
1 Sawing Cutting 4 Saw blade
machine
2 Welding Arc Lead
Machine welding
3 Grinding Grind All Grinder
machine components
4 Heat Heat
treatment treatments
machine
5 Painting Painting brush
machine

Design for Assembly

Design for assembly is a procedure from a single part up to overall assembly of a machine.
Increasing of part number is affect design
Design for assembly consideration:

 Dimension accuracy between part

 Priority of part (the first part must be assemble first )
 Easy for maintenance

B.Sc. Thesis Page 79

Design of three wheel cycle 2016

 Choose the best way of assembly

 Use shoulder, key and other wear resistant part
 Attractive layout

Design for frame assembly

Assembly process of tricycle starts from frame because all other component is assemble in frame
in addition to this the frame is assemble to the rear seat post by welding and the steering by
bearing it give freedom to rotate the steering

A B

Figure: 8.1. (a) Assembly of frame and (b) Assembly of seat post and steering

Design for rear shaft and wheel assembly

Shaft for the real wheel is longer and one which assemble to the frame by using boll bearing and
assemble to the wheel by using nut because the shaft and wheel is rotate together sprocket also
rotate simultaneously.

B.Sc. Thesis Page 80

Design of three wheel cycle 2016

A B

Figure: 8.2. Assembly of (a). Front wheel b) rear wheels

Design for chain and sprocket assembly

Sprocket and chain assembly is performing before shaft assembles to chain but pedal sprocket is
assembling any time. It needs bearing to rotate the pedal finally insert the chain and pined the
chain end.

Figure: 8.3. Assembly of chain and pedal

Design for rear seat post assembly

Seat post assembly perform by considering maintenance and it must be carry two person so that
is connect to the fream by bolt nut conection

B.Sc. Thesis Page 81

Design of three wheel cycle 2016

Figure: 8.4. Assembly of cab and passenger seat

Design for break and sti shifter assembly

Figure: 8.5. Assembly of cables for brakes and shifter

Final assembly of tri cycle

Figure: 8.6. Final assembly

B.Sc. Thesis Page 82

Design of three wheel cycle 2016

References:
[1]. Karuppaiah.N, Deshpande.P.S, C.Sujatha and Ramamurti. V (2003), ―Vibration Analysis
in a Light Passenger Vehicle by Rigid Body / Finite Element Modelling‖, pp 106-120.
[2]. Ramji.K, Goel.V.K and Saran.V.H, Institution of Mechanical Engineers, Journal of the
automobile engineering. (part-D), U.K.Vol.216, 107-114.
[3]. Saran.V.H. and Goek.V.K. (2000), ―Rolling dynamic stiffness and damping
characteristics of small sized pneumatic tyres ―, proc. Institution of Mechanical
Engineers, (part-D), 214(3),
[4]. Mukul Shukla, Saravana kumar.G, Siva Prasad.K, Santosh kulkarni CAD-P Laboratory,
Mechanical Engineering Department IIT Kanpur(2003). ‖Development of a new chassis
for vikram 3 wheeler‖, pp 1 -12.
[5]. Vehicle Equations of Motions,‖ Suspensions and Steering Technology, SP-1136, Society
of Automotive Engineers‖, USA, 1996, pp.
[6]. A.M.Ummuhaani and Dr.P.Sadagopan ―Design, Fabrication and Stress Analysis of
a Composite Propeller Shaft‖, 2011 -28-0013.
[7]. Lessing, Hans Erhard, ―The evidence against Leonardo’s bicycle,‖ Cycle History, San
Francisco, 1998, pp. 49-56.
[8]. Brandt, Jobst, 1988, ―Headwinds, Crosswinds and Tailwinds: A practical Analysis of
Aerodynamic Drag,‖ Bike Tech, August, Vol. 5, pp. 4-6. Dwight H.B., 1985,
[9]. Fundamental of Vehicle Dynamics, Society of Automotive Engineers. Gross, Albert C.,
Kyle, Chester R. and Malesvicki, Douglas J., 1983,
[10]. The Aerodynamics of Human-Powered Land Vehicles,‖ Scientific American,
December, pp. 126 -134. Kyle, Chester R. and Zahradnik, Fred, 1987,
[11]. Arizonia, (1994),
[12]. M.Rama Narasimha Reddy, Asst-Prof, (2004),s
[13]. Henri P. Gavin, Associate Member ASCE2,(2009)
[14]. TejasMulay1, Harish Sonawane1, Prof. P. Baskar2, (2014),
[15]. Dmitri lurie, (2012),
[16]. Khurmi, R.;Theory of Machines, 14th ed.;S. Chand & Co. Ltd., New Dehli 2005;
[17]. Shigley’s Mechanical Engineering Design, Eighth Edition, Budynas−Nisbett‖
[18]. Wikipedia

B.Sc. Thesis Page 83