ABSTRACT:

The development of the chain drive helped make the bicycle that we know today possible.
The chain drive eliminated the need to have the cyclist directly above the wheel. Instead
the cyclist could be positioned between the two wheels for better balance. More recently,
bicycles with a shaft drive have been developed and it is slowly changing the bike
industry. They both have unique advantages and can produce nearly the same efficiency.
This paper illustrates the characteristics of the two alternate drive mechanisms, chain
drive and shaft drive. After carefully examining the two alternatives, the conventional
shaft drive was selected for the project since its cost and flexibility were determined to be
better suited for the project.
INTRODUCTION

GENERAL INTRODUCTION

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

transmit power from the pedals to the rear wheel. Shaft drives were introduced
over a century ago, but were mostly supplanted by chain-driven bicycles due to
the gear ranges possible with sprockets and derailleur. If roller bearing could be
accurately and cheaply made by machinery, it is possible that bearing of this
description might supplant, to a great extent.

The pinion drive shaft system eliminates eight points of chain sliding friction
and replaces it with just two points of higher-efficiency bearing rolling friction.

Shaft-driven bikes have a roller and pinion where a conventional bike would
have its chain ring. Pinion meshes with the roller bearing provided at the rear
side of shaft. The use of roller and pinion allows the axis of the drive torque
from the pedals to be turned through 90degrees. The drive shaft then has
another roller bearing near the rear wheel hub which meshes with a pinion on
the hub where the rear sprocket would be on a conventional bike, and cancelling
out the first drive torque change of axis.

An automotive drive shaft transmits power from the engine to the differential
gear of a rear wheel drive vehicle. The drive shaft is usually manufactured in
two pieces to increase the fundamental bending natural frequency because the
bending natural frequency of a shaft is inversely proportional to the square of
beam length and proportional to the square root of specific modulus which
increases the total weight of an automotive vehicle and decreases fuel
efficiency. So, a single piece drive shaft is preferred here and the material of it
is considered to be Titanium alloy because of its high strength and low density.
Drive shafts are carriers of torque and are subject to torsion and shear stress,
equivalent to the difference between the input torque and the load. They must
therefore be strong enough to bear the stress, whilst avoiding too much
additional weight as that would in turn increase their inertia.

Purpose of the Drive Shaft (Or Propeller Shaft)

The torque that is produced from the engine and transmission must be
transferred to the rear wheels to push the vehicle forward and reverse. The drive
shaft must provide a smooth, uninterrupted flow of power to the axles. The
drive shaft and differential are used to transfer this torque.

Functions of the Drive Shaft

a) First, it must transmit torque from the transmission to the differential gear
box.

b) During the operation, it is necessary to transmit maximum low-gear torque

developed by the engine.

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

Objectives of dynamic bicycle

a) Increase durability of bicycle with the help of shaft drive.

b) Reduce maintenance cost of bicycle.

c) Increase power transmission efficiency of the bicycle and makes system more
reliable.
 LITERATURE REVIEW

A traditional derailleur system has 8 points of 'sliding' friction while their new system has
two points of 'rolling' friction which leads to a 49% reduction in friction. A weight reduction
of 10-15% is also expected.

A revolutionary drive train concept that sets new standards in efficiency and eliminates the
need for derailleur and chains. To achieve ultimate efficiency, Driven utilizes 21 Ceramic
Speed hybrid bearings. Each bearing contains unique ceramic balls that are 58% lighter and
2.3 times harder than traditional steel, increasing the speed of the bearing by 30-50%. Each
bearing works in harmony to deliver greater power, playing a pivotal role in performance and
speed.

Driven sets a new benchmark in drive train technology, increasing optimal efficiency to 99%
and creating 49% less friction than market leaders. Unlike traditional drive train systems,
Driven eliminates friction caused by the articulation of a chain due to its innovative pinion
drive shaft design.
[1] “Loop Wheel Bicycle” by Shirsat T.V., Dashaputre M.G., Kolekar S.J., Gayakwad
A.A, Prof. Shahane T.S
A Loop wheel could also be a wheel with integral suspension, designed for higher
shock absorbing performance and bigger comfort. Loop wheels offer you with an influence
tool ride. They are more leisurely than traditional wheels: the carbon springs absorb
exhausting vibration, to boot as bumps and shocks. They’re very sturdy and durable. Loop
wheel springs square measure created of a fabric, strictly developed to supply optimum
compression and lateral stability to boot as strength and strength. Specially-designed
connectors attach the springs to the hub and rim. The three loops in each wheel work on as a
self-correcting system. This spring system between the hub and additionally the rim of the
wheel provides suspension that constantly adjusts to uneven parcel of land – whole thing the
rider from bumps and potholes at intervals the road. In effect, the hub floats at intervals the
rim, adjusting constantly as shocks from associate uneven road hit the rim of the wheel. The
spring configuration permits the force to be transferred smoothly between the hub and
additionally the rim.
A wheel is a circular component that is intended to rotate on an axle bearing. The
wheel is one of the main components of the wheel and axle which is one of the six simple
machines. Wheels, in conjunction with axles, allow heavy objects to be moved easily
facilitating movement or transportation while supporting a load, or performing labour in
machines. Wheels are also used for other purposes, such as a ship's wheel, steering wheel,
potter's wheel and flywheel.
A wheel is a circular component that is intended to rotate on an axle bearing. The
wheel is one of the main components of the wheel and axle which is one of the six simple
machines. Wheels, in conjunction with axles, allow heavy objects to be moved easily
facilitating movement or transportation while supporting a load, or performing labour in
machines. Wheels are also used for other purposes, such as a ship's wheel, steering wheel,
potter's wheel and flywheel.
After successful development of manufacturing process for very durable yet light
weight filamentary composite Loop-wheels, their successful demonstration in a small scale.
To share this technology with interested licenses there is wide range of opportunities from
low cost agricultural to most demanding high mobility applications..
[2] “On the stability of two-wheeled vehicle balancing passive human subjects” by
Balazs A. Kovacs, Gabor Stepan, Zaihua Wang, Tamas Insperger
A two-wheeled vehicle balancing a passive inverted pendulum is analysed based on
an experimental device. The corresponding mechanical model is a wheeled double pendulum,
where only the position of the lower pendulum is measured. The sampling effect of the digital
control is modelled as a zero-order hold. It is shown that the stabilization of the upright
position is possible by proper choice of the control parameters as function of the sampling
period of the controller. The model can be applied to analyse the behaviour of wheeled
vehicles with passive human subjects standing on it. The results are demonstrated on small-
scale experimental realization of the system.
Human balancing on moving vehicles is an actual topic nowadays. Standing still or
walking while traveling on a train or an airplane is different from standing or walking on a
sound floor. Perturbation coming from the moving floor and the visual perception of the
moving environment can significantly affect the passengers’ balancing abilities. With the
appearance of one or two-wheeled electric vehicles, new challenges have arisen. Namely, the
control mechanism of the vehicle should cooperate with the human subject driving the
vehicle. The interaction of the human driver’s reactions and the vehicle control mechanism
results in a complex system with many uncertain parameters, mostly from the driver’s side.
An experimental two-wheeled balancing unit was used as a basis of the mechanical
model. The cart is controlled by a micro-controller of type STM32F103C8T6. The position of
the cart is measured by a 3-axis acceleration and gyro sensor. The sampling frequency of the
accelerometer is 1 kHz. The sampling frequency of the gyro is 8 kHz.
The corresponding models involve uncertain parameters, which makes the evaluation
of the results obtained using these models difficult. In this paper, a model is analysed, where
the control mechanism of the human subject is switched off. This gives a kind of transition
between a vehicle driven by a human subject and an unmanned balancing vehicle. Namely, a
human subject standing on a two-wheeled vehicle is modelled as an unstable inverted
pendulum. The model is equivalent to a wheeled double inverted pendulum
The effect of friction in the drive and the electro-mechanical behaviour of the system
are neglected. Also, motor saturation and the dead zones of the sensors were not modelled.
Although these effected do not typically affect global behaviour, locally they may result in
bounded oscillations or even chaotic motions. Chaotic oscillations in digitally controlled
machines are a consequence of spatial quantization and temporal sampling of the controller.
[3] “The study on Differential Steering Control of In-wheel Motor Vehicle Based on
Double Closed Loop System” by Zhichao Li, Junqiu Li, Sen Yang
This paper describes a novel differential steering control system for an in-wheel motor
electric vehicle with four axles. Basically, the vehicle dynamic model and the differential
steering model are established based on the platform of MATLAB/Simulink respectively. A
two-degree-of-freedom vehicle model is established to get the referential yaw rate. Next, a
double closed loop control system based on the sliding mode structure control is proposed to
improve the handing stability. The yaw rate is controlled through a differential torque
controller. Meanwhile, a torque compensation controller for non-steering wheel motors is
designed to solve the problem of steering power loss. Furthermore, the simulation for
validation is performed. The results show that the control system can regulate the vehicle
states effectively to enhance the stability. The simulation also indicates that the control
strategy can provide a good performance even in complex driving conditions.
The multi-axis electric vehicle with in-wheel motors plays an important part in the
large cargo transportation. The application of motors simplifies the vehicle structure, reduces
energy loss and makes accurate dynamic response, which also improves the control
flexibility. The differential steering technology works through differential vertical moments
of steering axles generated by different motor torques. This technique was firstly proposed in
the study of sliding steering system of wheeled military vehicles. Since then, many researches
have been conducted in this field. Some studies involve the differential steering motion
control and torque distribution of the in-wheel motor vehicle. Different control approaches
are adopted to improve the steering performance. The differential steering technology has
excellent dynamic characteristics, which is effective to improve steering capability and
handling stability. Owing to the obvious strengths of in-wheel motor vehicles in economy,
the relevant study will be helpful for its popularization and energy saving. Large numbers of
studies in differential steering control have been conducted around traditional four-wheel
vehicle platform, while the researches on multi-axis vehicles need to be further deepened and
improved. In this paper, a novel four-axle distributed driven vehicle is studied, which has two
steering axles and eight independent in-wheel motors. A vehicle dynamic model using
differential steering method is established and the differential torque calculation method is
determined on MATLAB/Simulink platform. SMC strategy is developed to improve the
steering stability. Meanwhile, the vehicle speed tracking controller is designed to solve the
problem of power loss. Finally, the effectiveness of the above control strategy is verified by
simulation.
[4] “Fault estimation for automotive Electro-Rheological dampers: LPV-based observer
approach” by Marcelo M. Morato, Olivier Sename, Luc Dugard, Manh Quan Nguyen
This paper presents an LPV method for Fault Estimation, considering Electro-
Rheological dampers of automotive suspension systems. Faults upon the dampers are
modelled as Loss of Effectiveness multiplicative factors, which are estimated with the
proposed LPV observer. This framework is based upon an LPV extended-state observer,
whose gain is derived from the mixed 𝐻2/𝐻∞ norm minimization. The method is discussed
through simulation, and validation tests are realized on a real vehicle test-bench in order to
demonstrate the truthfulness and capability of the framework to identify faults on Electro-
Rheological dampers.
Advanced technological processes present evermore an increase on complexity and
become more vulnerable to faults due to instrumentation issue. For this, the highlights have
been given to Fault Tolerant Control (FTC) schemes that offer increased process availability
by avoiding breakdowns from simple faults. Active FTC requires an accurate online Fault
Detection and Isolation/Fault Estimation (FDI/FE) strategy, so that the control scheme knows
real-time information about the state of the controlled plant (faulty or healthy) to compute, if
necessary, an adequate reconfiguration mechanism; these concepts.
This paper presented an LPV-based observer method for fault estimation in Electro-
Rheological automotive dampers. As shown from experimental validation, the proposed
scheme is able to efficiently estimate the loss of efficiency (state of health) of the damper,
thanks to mixed 𝐻2/𝐻∞ performance objectives. In terms of implementation cost, let it be
stressed that: 1. the considered sensors are the ones used for control purposes of the vertical
car dynamical behaviour, namely the suspension deflection and the sprung mass acceleration.
So, no additional sensors on the damper itself are needed; the method uses on-board vehicle
sensors. 2. The observer is a Linear Parameter dependent system with one single parameter,
so the cost of implementation is actually very low and it can run very fast in real-time (as
shown by the presented experimental validation results). The observer computation is only
the combination of two simple linear models and there is no need for on-line optimization
procedure. 3. As this work opts for a (decoupled) QoV model, one FE observer of the form
will be designed individually for each corner of the vehicle. This provides simplicity and a
straight forward implementation that could be done on simple microcontrollers embedded to
each ER damper. If a full vehicle model was considered, this would have enlarged the
computational burden without actually leading to better results, given that the effect of the
damper faults can be entirely felt by the QoV model.
[5] “A load-dependent PWA-H1 controller for semi-active suspensions to exploit the
performance of MR dampers” by Jian Wu, Hongliang Zhou, Zhiyuan Liu, Mingqin Gu
Magnetorheological (MR) dampers enable wide-range adjustment of damping and are
considered as promising actuators for suspension performance optimization. However, MR
dampers also exhibit complex nonlinearities, including hysteresis and bi-viscosity. Moreover,
in addition to handling road irregularities, the suspension system needs to adjust its
performance according to variations in vehicle load. The above nonlinearities and
requirements both bring challenges to the design of semi-active suspension controllers. In this
paper, the nonlinearities of MR dampers are handled with a piecewise modelling method, and
the vibration attenuation is realized by designing a static piecewise-affine (PWA) H1
controller. Furthermore, to deal with the time-varying load and to fully utilize the capability
of MR dampers, a parameter-dependent piece wise quadratic Lyapunov function (PDPQLF)
is employed, which results in a load-dependent PWA (LDPWA) H1 controller. Simulation
and experimental results under random, bumpy and sinusoidal excitations show that the
proposed controller can achieve enhancements on both comfort and handling performance.
Above all, the proposed method enables effective high-frequency vibration suppression for
under load conditions, while for overload conditions, the low-frequency performance is more
significantly improved.
An LDPWA-H1 algorithm for MR semi-active suspensions has been given in this
paper to deal with the load variation and road disturbance. To guarantee the designed system
performance, the nonlinear constraint on the damping force is handled with a piecewise
approximation method and a piecewise affine controller. Further, the PDPQLF is used to
reduce the system conservatism and to obtain a load-adaptive property for the closed-loop
system. Simulation results under random and bumpy road profiles have been studied.
Specifically, the proposed algorithm can reveal a stiff damping property for overload
conditions and a soft damping property for under load conditions. Further, compared with the
GQLF-based PWA-H1 algorithm, the proposed algorithm can utilize the available force
region of MR dampers much better, which results to better comfort and handling
performance. While comparing with the classic SH-ADD algorithm, the proposed algorithm
can achieve better handling performance under random road profiles and avoid the oscillation
of damping force under bumpy roads. In the end, the superiority of the proposed algorithm
under LFB, which results from the full utilization of MR dampers, has been verified by
experiments.
 History

∙ The first shaft drives for cycles appear to have been invented independently in 1890 in the
United States and England. A. Fearnhead, of 354 Caledonian Road, North London developed
one in 1890 and received a patent in October 1891.His prototype shaft was enclosed within a
tube running along the top of the chain stay; later models were enclosed within the actual
chain stay .In the United States, Walter Still man filed for a patent on a shaft-driven bicycle
on Dec. 10, 1890 which was granted on July 21, 1891.

∙ The shaft drive was not well accepted in England, so in 1894 Fearn head took it to the USA
where Colonel Pope of the Columbia firm bought the exclusive American rights. Belatedly,
the English makers took it up, with Humber in particular plunging heavily on the deal.
Curiously enough, the greatest of all the Victorian cycle engineers, Professor Archibald
Sharp, was against shaft drive; in his classic 1896 book "Bicycle sand Tricycles", he writes
"The Fearn head Gear.... if bevel-wheels could be accurately and cheaply cut by machinery, it
is possible that gears of this description might supplant, to a great extent, the chain-drive
gear; but the fact that the teeth of the bevel wheels cannot be accurately milled is a serious
obstacle to their practical success".

∙ In the USA, they had been made by the League Cycle Company as early as 1893.
Soon after, the French company Metro pole marketed their A catane. By 1897Columbia
began aggressively to market the chainless bicycle it had acquired from the League Cycle
Company. Chainless bicycles were moderately popular in 1898 and1899, although sales were
still much smaller than regular bicycles, primarily due to the high cost. The bikes were also
somewhat less efficient than regular bicycles: there was roughly an 8 percent loss in the
gearing, in part due to limited manufacturing technology at the time. The rear wheel was also
more difficult to remove to change flats. Many of these deficiencies have been overcome in
the past century.
Present Theory & Practices

• Since its invention, the bicycle has seen many innovations and design changes.
However, one fundamental piece has remained relatively unchanged for nearly one
and a half centuries: the chain drive.

• Chainless Bicycle System (CBS) is a setup which makes bicycles run on the road
without chains. CBS uses the shaft-driven concept; it uses a drive-shaft for the
transmission of power from the pedals to the wheels in place of chains.

PROBLEM STATEMENT

Throughout the years, the chain-drive-mechanism has been improved and modernized,
but is still the same basic design. There are many shortcomings with this design: potential
for the chain to break, need for cleaning and relubrication of the chain and sprockets due
to their exposure to road debris, and the problem of the chain slipping off one of the
sprockets.

The latter is the issue that cyclists encounter most often when using a multi-speed bicycle.
While this is typically an easy fix, it is a messy job because of the grease used to lubricate
the parts and the dirt that inevitably sticks to it as the bicycle is ridden. As the parts wear,
the problem can become even more common, especially when the rider is changing gear
ratios

Objectives

• The goal of this project was to improve the drive mechanism and eliminate the issues
commonly associated with a chain drive. The desire was to develop a more reliable
and efficient design that could become the new standard.

• 2D and 3D model of Chainless Bicycle.

• Manufacturing of low cost Chainless Bicycle using advance manufacturing process.

Project Methodology

Project Working

• In a chainless cycle, a drive shaft takes over the role of the chain. The pedals are
connected to the drive shaft by gears, allowing the drive shaft to transfer power from
the pedals to the rear wheel.

• The power from the drive shaft then spins a shaft rod that propels the rear wheel,
providing the cycle with power.

• The drive shaft connects to a hub transmission that replaces the stacked gears found
on a conventional bicycle. This transmission is factory-lubricated and sealed
permanently.
DESIGN:
CAD: -

Computer-aided design (CAD) is the use of computer systems (or workstations) to

aid in the creation, modification, analysis, or optimization of a design. CAD software is used
to increase the productivity of the designer, improve the quality of design, improve
communications through documentation, and to create a database for manufacturing. CAD
output is often in the form of electronic files for print, machining, or other manufacturing
operations. The term CADD (for Computer Aided Design and Drafting) is also used.

Its use in designing electronic systems is known as electronic design

automation (EDA). In mechanical design it is known as mechanical design
automation (MDA) or computer-aided drafting (CAD), which includes the process of
creating a technical drawing with the use of computer software.

CAD software for mechanical design uses either vector-based graphics to depict the
objects of traditional drafting, or may also produce raster graphics showing the overall
appearance of designed objects. However, it involves more than just shapes. As in the
manual drafting of technical and engineering drawings, the output of CAD must convey
information, such as materials, processes, dimensions, and tolerances, according to
application-specific conventions.

CAD may be used to design curves and figures in two-dimensional (2D) space; or

curves, surfaces, and solids in three-dimensional (3D) space.

CAD is an important industrial art extensively used in many applications,

including automotive, shipbuilding, and aerospace industries, industrial and architectural
design, prosthetics, and many more. CAD is also widely used to produce computer
animation for special effects in movies, advertising and technical manuals, often called
DCC digital content creation. The modern ubiquity and power of computers means that even
perfume bottles and shampoo dispensers are designed using techniques unheard of by
engineers of the 1960s. Because of its enormous economic importance, CAD has been a
major driving force for research in computational geometry, computer graphics (both
hardware and software), and discrete differential geometry.

The design of geometric models for object shapes, in particular, is occasionally

called computer-aided geometric design (CAGD)
USES:

Computer-aided design is one of the many tools used by engineers and designers and
is used in many ways depending on the profession of the user and the type of software in
question.

CAD is one part of the whole Digital Product Development (DPD) activity within the Product
Lifecycle Management (PLM) processes, and as such is used together with other tools, which
are either integrated modules or stand-alone products, such as:

• Computer-aided engineering (CAE) and Finite element analysis (FEA)

• Computer-aided manufacturing (CAM) including instructions to Computer Numerical

Control (CNC) machines

• Photorealistic rendering and Motion Simulation.

• Document management and revision control using Product Data Management (PDM).

CAD is also used for the accurate creation of photo simulations that are often required in
the preparation of Environmental Impact Reports, in which computer-aided designs of
intended buildings are superimposed into photographs of existing environments to represent
what that locale will be like, where the proposed facilities are allowed to be built. Potential
blockage of view corridors and shadow studies are also frequently analysed through the use
of CAD.

CAD has been proven to be useful to engineers as well. Using four properties which are
history, features, parameterization, and high-level constraints. The construction history can be
used to look back into the model's personal features and work on the single area rather than
the whole model. Parameters and constraints can be used to determine the size, shape, and
other properties of the different modelling elements. The features in the CAD system can be
used for the variety of tools for measurement such as tensile strength, yield strength,
electrical or electromagnetic properties. Also, its stress, strain, timing or how the element gets
affected in certain temperatures, etc.

TYPES:
 There are several different types of CAD, each requiring the operator to think
differently about how to use them and design their virtual components in a different manner
for each.

There are many producers of the lower-end 2D systems, including a number of free
and open-source programs. These provide an approach to the drawing process without all the
fuss over scale and placement on the drawing sheet that accompanied hand drafting since
these can be adjusted as required during the creation of the final draft.

3D wireframe is basically an extension of 2D drafting (not often used today). Each line has to
be manually inserted into the drawing. The final product has no mass properties associated
with it and cannot have features directly added to it, such as holes. The operator approaches
these in a similar fashion to the 2D systems, although many 3D systems allow using the
wireframe model to make the final engineering drawing views.

3D "dumb" solids are created in a way analogous to manipulations of real-world objects (not

often used today). Basic three-dimensional geometric forms (prisms, cylinders, spheres, and
so on) have solid volumes added or subtracted from them as if assembling or cutting real-
world objects. Two-dimensional projected views can easily be generated from the models.
Basic 3D solids don't usually include tools to easily allow motion of components, set limits to
their motion, or identify interference between components.

There are two types of 3D Solid Modelling

• Parametric modelling allows the operator to use what is referred to as "design intent".

The objects and features created are modifiable. Any future modifications can be
made by changing how the original part was created. If a feature was intended to be
located from the centre of the part, the operator should locate it from the centre of the
model. The feature could be located using any geometric object already available in
the part, but this random placement would defeat the design intent. If the operator
designs the part as it functions the parametric modeler is able to make changes to the
part while maintaining geometric and functional relationships.

• Direct or Explicit modeling provide the ability to edit geometry without a history tree.
With direct modelling, once a sketch is used to create geometry the sketch is
incorporated into the new geometry and the designer just modifies the geometry
without needing the original sketch. As with parametric modelling, direct
 modelling has the ability to include relationships between selected geometry (e.g.,
tangency, concentricity).

Top end systems offer the capabilities to incorporate more organic, aesthetics and ergonomic
features into designs. Freeform surface modelling is often combined with solids to allow the
designer to create products that fit the human form and visual requirements as well as they
interface with the machine.
COMPONENTS OF CHAINLESS BICYCLE SYSTEM

• bicycle pedal

• Brakes Arrangement

• HUB

• Bearings

• Drive-Shaft

• Bevel- Gear
PLAN OF PROPOSED WORK:
Sr. July Jan
Activity/month Aug Sept Oct Nov Dec Feb March
No 16 17

1 Search of topic

Selection of topic
2 and research
papers

Finalising of
3
sponsored project

4 Literature review

Basic diagram and

5 study of
components

Cad diagram and

starting the
6
calculation of
components

7 Calculations

Finalizing the
calculations and
8 preparing the final
cad diagram with
dimensions

Starting
9
manufacturing

10 Buying the
standard
components from
 market

11 Testing of model

Rough draft of
12
report

13 Final report

Future Scope

• This Chainless Bicycle System generates efficient and reliable output as compared to
the traditional system.

• In Future, this system can implement on bikes and also become a better transmission
system.

• This can also be implemented on the vehicles run by engines such as truck or other
high-powered vehicles

References
• [1] Aakash Patel, Hitesh Prajapati, Vivek Patel, Amit Patel, “Design & Modelling of
Chainless Bicycle with Gear Mechanism”, International Journal for Scientific
Research & Development| Vol. 5, Issue 05, 2017.

• [2] M. Rama Narasimha Reddy, G. Hari Prasad, S. Marurthi, R. Ganapathi, M.

Janardhan, M.P.Madhu Sudhan, “Design & Febrication of Shaft Drive for Bicycle”,
International Journal of Emerging Engineering Research and Technology, Volume 2,
Issue 2, May 2014

• [3] Yashwant Sharma, Praveen Banker, Yogesh Raikwar, Yogita Chauhan, Madhvi
Sharma, “R&D ON ELECTRIC BIKE”, IRJET- International Research Journal of
Engineering and Technology, Volume 05, Issue 02, Feb 2018.

• [4] Sanjay B. Zope, Amol R. Mayur Linagariya, Dignesh Savsani, “Dynamic

Chainless Bicycle”, IJARESTInternational Journal of Advance Research in
Engineering, Science & Technoloty, Vol.2, Issue 5, May-2015.

• [5] Miss. S. Chandana, Mr. R.Shiva Kumar, Mr. S. Suhas Mr. N.Sai Charan, Mr.
Alapati Bhargav, “Design And Analysis Of Shaft Driven Bicycle”, IJRI-International
Journal Of Resarch And Innovation.

• [6] M. Sunil babu, MD Mushtaq quadri, V. Naga prasad, G. Kedarnath, “Shaft Driven
Bicycle”, IJARIIE, Vol.3, Issue 02, 2017