Dual Speed Motorcycle Hub

A thesis submitted to the Faculty of the Mechanical Engineering Technology Program of the University of Cincinnati in partial fulfillment of the requirements for the degree of

Bachelor of Science

in Mechanical Engineering Technology at the College of Engineering & Applied Science

TRAVIS PIERCE

Bachelor of Science University of Cincinnati

May 2011

Faculty Advisor: Professor Laura Caldwell

TABLE OF CONTENTS

DUAL SPEED MOTORCYCLE HUB ...... 1 TABLE OF CONTENTS ...... II LIST OF FIGURES ...... III LIST OF TABLES ...... III ABSTRACT ...... III INTRODUCTION ...... 1

BACKGROUND ...... 1 CURRENT DESIGN ...... 1 EXISTING SOLUTIONS ...... 2 CUSTOMER FEEDBACK, FEATURES, AND OBJECTIVES ...... 3

SURVEY ANALYSIS ...... 3 PRODUCT OBJECTIVES ...... 4 ENGINEERING CHARACTERISTICS ...... 5 ALTERNATIVE DESIGNS ...... 6

SLIDING GEAR DESIGN ...... 6 SELECTOR RING DESIGN ...... 6 CALCULATIONS ...... 9

DOWEL PINS ...... 9 DRAWINGS ...... 10 MODIFICATIONS ...... 12 SCHEDULE ...... 13 BUDGET ...... 14 REFERENCES ...... 14 APPENDIX A – RESEARCH ...... A1 APPENDIX B - SURVEY ...... B1 APPENDIX C – QFD ...... C1 APPENDIX D – PRODUCT OBJECTIVES ...... D1 APPENDIX E – BUDGET ...... E1 APPENDIX F – SCHEDULE ...... F1 APPENDIX G- CALCULATIONS ...... G1 APPENDIX H-DRAWING ...... H1

LIST OF FIGURES Figure 1-Suzuki DR650 Chain/Sprocket Setup ...... 1 Figure 2- U.S. Patent 4,083,421 ...... 2 Figure 3-Sturmey-Archer 3-speed geared bicycle hub ...... 3 Figure 4-Sliding Gear Design Drawing ...... 6 Figure 5- Selector Ring Design...... 7 Figure 6- Outer Hub Assembly ...... 10 Figure 7- Side Cover ...... 10 Figure 8- Locking rings Locked ...... 11 Figure 9- Locking Rings Unlocked...... 11 Figure 10- Modified and Stock Planetary Assemblies ...... 12 LIST OF TABLES Table 1-Survey with Results ...... 4 Table 2-Engineering Characteristics ...... 5 Table 3- Weighted Objective Method Table ...... 7 Table 4-Schedule ...... 13 Table 5-Budget...... 14

ABSTRACT

Motorcycles are used as enjoyable and economic modes of transportation. Due to this, many different types and classifications of motorcycles are manufactured. A narrow niche of motorcycles is grouped as dual-sports. These motorcycles look very similar to off-road only dirt bikes, but are completely road legal with lights and mirrors. The advantage of these motorcycles is that they offer great mobility on-road as well as off-road, allowing the riders to “choose their own path”. Due to being used on-road as well as off-road, comfort is important. Many riders will travel hundreds of miles in a day on their bikes and they want to be able to do it without being discomforted. Likewise, durability and reliability of their machines is always a topic of conversation. No rider wants to lose faith in their machine they trust their life with. With these thoughts in mind, the problem statement and the eventual solution to that problem statement were decided in this project.

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INTRODUCTION

BACKGROUND Dual sport motorcycles have gained much popularity around the world in the past 20 years. They allow economic and fun cruising while allowing go-anywhere capability. The problem lies in the methods manufacturers use to choose the gear ratios of the motorcycles. The manufacturer is able to choose the ratios as well as the number of ratios in the gearbox (most have 5 or 6 gear ratios), as well as the final drive ratio, dictated by the two sprockets connected by a chain. The motorcycle this project concentrates on is a 2001 Suzuki DR650. That same basic motorcycle has been in production since 1996 until now, only the colors of the plastics have changed. A common complaint from dual sport motorcycle riders is the lack of gearing for off- road use. From the manufacturer, these motorcycles are geared towards on-road use allowing them to cruise at 65-70mph in the middle range speed range of the motor while maintaining 45-55 miles per gallon fuel efficiency. The lack of low end gearing causes the rider to slip the clutch more than usual causing excess heat and wear in the engine.

CURRENT DESIGN

Front Sprocket

Drive Chain Rear Sprocket

Figure 1-Suzuki DR650 Chain/Sprocket Setup

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The chain and sprocket setup of the 1995+ Suzuki DR650 is very similar to that on most dual sport motorcycles. A front sprocket, attached to the output shaft of the transmission, is connected a rear sprocket, attached to the rear wheel, via a chain. This is shown above in figure 1 on page 1 (1). The sizes of the two sprockets determine the final drive ratio. The slack of the chain is adjusted by the stationary rear axle with a built in adjuster.

EXISTING SOLUTIONS By far the most common solution used by riders today is to change the sprocket sizes. Many different sprocket sizes are available through retail stores for nearly every chain driven motorcycle. The advantages the changing the sprockets are that the rider can get the lower gearing they are after and the sprockets themselves are usually inexpensive (under $50). The disadvantages to changing the sprockets are that it takes time and tools to disassemble the bike for the sprocket change and once changed, the motorcycle has a reduced top speed, reduced comfort and reduced fuel economy as the engine speed is now higher in each gear at a prescribed speed.

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

In 1978 a patent was submitted for a two-speed geared hub for a motorcycle or scooter (shown above in figure 2) (2). The design of the hub utilized an internal planetary gear to give a lower range while using a selector ring to lock out the gear allowing a 1:1 ratio for highway travel. Actuating the selector requires the rider to stop the motorcycle, dismount and move a lever mounted directly on the hub. This is not convenient for the rider. The patent also makes no provision for attaching spokes to the hub or even attaching a brake rotor or chain sprocket. This hub was never used in a production motorcycle.

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

Sturmey-Archer came up with a similar solution in the mid 1950s for bicycles (3). The 3 speed Sturmey-Archer SW geared bicycle hub, which is still in production, also uses a planetary gear setup to allow gear changes. Newer models have up to 3 planetary gears inside allowing up to 8 selectable gears. This type of hub allows for silent operation, smooth gear changes and increased durability. Sturmey-Archer solved the issue with gear selection by using tension on a chain that runs through the stationary hollow axle of the rear wheel. A few features, such as the ability to coast and an internal drum brake which are present in some of the models would not be necessary for a motorcycle application.

Due to the gearing constraints and power of the DR650 motorcycle, a geared hub will have to be very durable while still being easy for the rider to operate. The Sturmey-Archer design hub is easy for the rider to operate, but is too complex while also being weak due to all the smaller internal moving components. A hub design based off the 1978 patent drawing gives way to a much more robust and simpler unit, which customer surveys indicate as being preferred by potential purchasers. Further data on the hub designs, information from the interviews and background information can be seen in Appendix A.

CUSTOMER FEEDBACK, FEATURES, AND OBJECTIVES

SURVEY ANALYSIS

From the information gathered from interviews and the ten motorcycle owners surveyed (the results of the surveys can be found in Appendix B), riders want a system that would allow them good gearing for off-road as well as on-road, with it easily selectable between the

3 Dual Speed Motorcycle Hub Travis Pierce two modes and able to take the abuse of any type of riding. According to the surveys, paramount to the design has to be its durability, reliability and safety with cost and functionality following close behind.

Interviewees Matt (4) and John (5) indicated they would be very interested in a durable system that would save them so much time and energy. Matt would like to ride his motorcycle more on-road to his off-road destination instead of using a trailer as he currently does. Whereas John would like to get more off-road usability out of his mostly on-road ridden motorcycle.

Table 1 shows the results of the surveys along with the designer’s multiplier which I contributed. The designer multiplier allowed me to increase the weights of items I believed to be more important, such as the maintenance intervals and cost.

Table 1-Survey with Results Avg. Designer's Relative Customer Muliplier Weight Importance Reliability 5.0 1.00 16% Durability 4.9 1.00 16% Safety 3.6 1.00 12% Cost 3.3 1.03 11% Ease of Operation 3.0 1.10 10% Light Weight 2.9 1.00 10% Maintenance Intervals 1.9 1.10 8% Ease of Dismantling 2.0 1.03 7% Having Failsafe 1.4 1.00 6% Ease of Maintenance 2.4 1.05 5%

PRODUCT OBJECTIVES The product objectives are decided based on the customer surveys and interviews. Their importance and ranking is based on information from the potential customers. The list below shows the features customers chose in the ranking they chose them: Reliability: 16% 1.) Hub and internal components are made of the same materials with the same characteristics as those currently manufactured for motorcycles. 2.) Actuator cable will be made of metal and travel within a protective sheathing. Durability: 16% 1.) Hub and internal components are made of the same materials with the same characteristics as those currently manufactured for motorcycles. 2.) Actuator cable will be made of metal and travel within a protective sheathing. Safety: 12%

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1.) Actuator lever located so operator’s hand will not be within 12 inches of any moving parts when operating lever. 2.) The cable for the actuator will be routed and secured to that no part of it comes within .5 inches of any moving parts. 3.) The hub will be designed so that it will not lock up and will remain in the mode selected by the operator even during off-road use, highway use, hard cornering and hard braking and acceleration. Cost Effective for Application: 11% 1.) Retail price will not be more than 150% the price of a new rear wheel Easy to Operate: 10% 1.) No tools needed for mode changes 2.) The actuator able to be operated while the user is wearing gloves. 3.) Location and operation of actuator in accordance with ergonomic standards Lightweight: 10% 1.) Hub will not weigh more than 3 times the weight of the stock hub. Reasonable maintenance intervals and requirements: 8% 1.) Maintenance will be same as those for existing motorcycle final drives. Fail Safe: 6% 1.) Using tools in the motorcycle’s onboard tool kit, the hub will be able to be dismantled and reassembled to operate in a single speed. Able to be dismantled in field: 5% 1.) Using tools in the motorcycle’s onboard tool kit, the hub will be able to be dismantled and reassembled to operate in a single speed.

ENGINEERING CHARACTERISTICS

Engineering characteristics are characteristics of the final product that designer have the ability to alter to meet the expected customers’ satisfactions. A list of engineering characteristics of a dual speed hub for a Suzuki DR650 motorcycle is listed in order of importance below in table 2. More thorough data can be seen in Appendix C.

Table 2-Engineering Characteristics

Relative Engineering Characteristics Importance Manufacturing Precision 23% Minimal Moving Components 21% Materials Used 20% Actuation Mechanism 12% Gear Oil Capacity 10% Standard Fasteners 8% Size 7%

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The justification for adding design multipliers to Easy to operate, Cost effective, Ease of dismantling, Able to be dismantled in the field, and Reasonable maintenance intervals is that the designer felt that these were the most important factors in developing the geared hub.

ALTERNATIVE DESIGNS

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

SLIDING GEAR DESIGN The sliding gear design is similar to that of bicycles with planetary gears sliding laterally side to side to engage and disengage. The issue with this design is that it is complex and requires quite a bit of movement inside the hub to change speeds. Figure 4 illustrates the movement of the planetary assembly.

Figure 4-Sliding Gear Design Drawing

SELECTOR RING DESIGN Figure 5 illustrates the selector ring design in which just a selector ring slides laterally to lock and unlock the planetary assembly. This is a much more simple and durable design.

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Figure 5- Selector Ring Design

Both of these concepts were subjectively analyzed with criteria compared to the survey results from the potential customers. From this, the weighted objective method table shown below was created. Based on the criteria selected, the selector ring design won out.

Table 3- Weighted Objective Method Table DESIGN WEIGHT Sliding Gear Setup Selector Ring Setup CRITERIA FACTOR SCORE RATING RATING SCORE Safety 0.12 4 0.48 4 0.48 Reliability 0.16 2 0.32 4 0.64 Durability 0.16 1 0.16 4 0.64 Ease of operation 0.10 3 0.30 3 0.30 Lightweight 0.10 3 0.30 3 0.30 Cost 0.11 1 0.11 4 0.44 Ease of dismantling 0.07 2 0.14 4 0.28 Able to be dismanlted in field 0.05 2 0.10 3 0.15 Fail Safe 0.06 2 0.12 4 0.24 Reasonable Maintenance Intervals 0.08 3 0.24 4 0.32 TTL: 2.27 3.79

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Although the two designs were compared using the same objectives and criteria, the selector ring design became the clear winner, particularly in categories such as durability and cost, both of which proved very important to the potential customers.

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CALCULATIONS DOWEL PINS

Gear ratio for first: 10.33:1 in low range (First Gear Ratio)+(Sprocket Ratio)+(Primary Ratio)+(Planetary Ratio in Low) (29/12)+(41/15)+(61/28)+(3/1)=10.33:1

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DRAWINGS

Figure 6 shows the outer hub assembly. This assembly contains the planetary gear, bearings and selector components. It also becomes an integral part of the rear wheel by holding the spokes.

Figure 6- Outer Hub Assembly

The side cover is the other “half” of the hub. Removed, it allows access to the internal working components, bolted back on, it protects those internal components from the elements. The cover is also used to provide strength and rigidity.

Figure 7- Side Cover

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The locking rings are used to lock or unlock the internal planetary assembly, thus engaging high or low ratios. Figure 8 illustrates the rings together, figure 9 apart.

Figure 8- Locking rings Locked

Figure 9- Locking Rings Unlocked

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MODIFICATIONS For cost purposes and to demonstrate the functionality of the geared hub, a simple planetary assembly from a GM 700R4 automatic transmission was used. This is a very common and durable assembly. For use in this application it had to be modified slightly. The rear cover was removed, holes were drilled and taped in the sun gears ring and outer ring was machined to make it narrower. Figure 10 below illustrates these modifications.

Figure 10- Modified and Stock Planetary Assemblies

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SCHEDULE Below in Table 3 is a schedule of the important dates of the project. A design freeze solidifying the design features and specs is due January 12. After, parts will be machined as needed and manufactured goods will be purchased. A more complete schedule can be seen in Appendix F.

Table 4-Schedule

Travis Pierce

Dual Speed Motorcycle Hub

11/8-11/14 11/15-11/21 11/22-11/28 11/25-12/5 12/6-12/12 12/13-12/19 12/20-12/26 12/27-1/2 1/3-1/9 1/10-1/16 1/17-1/23 1/24-1/30 1/31-2/6 2/7-2/13 2/14-2/20 2/21-2/27 2/28-3/6 3/7-3/13 3/14-3/20 3/21-3/27 3/28-4/3 4/4-4/10 4/11-4/17 4/18-4/24 4/25-5/1 5/2-5/8 5/9-5/15 5/16-5/22 5/23-5/29 5/30-6/5 Date 11/1-11/7 Bill of Materials 12 22 Outter hub machined 19

Specialty internals machined 19

Acquire non-custom pieces 19

Assemble hub 2

Preliminary hub testing 9

Wheel out to be assembled 23

Winter Oral Report 2 1 Initial Testing 16

Winter Written Report 7 15 Modifications 7

Final Testing 7

Demo to Adviser 9

Demo to Faculty 16

Oral Report 23

Report 30

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BUDGET Below in Table 4 is the preliminary budget for the project. The actual costs of the project different significantly than those projected due to the many complications with scheduling and machining. Due to wheel making process, a donor wheel and rim was not needed, as it was easier and cheaper to use new pieces. A more complete view of the estimated budget can be viewed in Appendix D.

Table 5-Budget Projected Actual Costs Materials, components, labor Cost Planetary gear sets $50.00 $45.00 Machined hub $700.00 $1250.00 Donor 17” rear wheel $100.00 Not Needed Machined internal components $200.00 $250.00 Lacing wheel $200.00 $200.00 Gear oil $9.00 $9.00 Gaskets, seals $20.00 $25.00 Bearings ---- $75.00 Total $1279.00 $1854.00

REFERENCES

1. Pierce, Travis. 2001 Suzuki DR650 Chain and Sprocket Setup. Cincinnati : 2010. 2. Google Patents. [Online] Google. [Cited: September 25, 2010.] http://www.google.com/patents?id=CToxAAAAEBAJ&pg=PA2&dq=geared+motorcycle+h ub&source=gbs_selected_pages&cad=4#v=onepage&q&f=false. 3. Hayes, Brian. Sturmey-Archer SW 3-speed Hub. Harris Cyclery. [Online] 2007. [Cited: 11 12, 2010.] http://www.sheldonbrown.com/sw.html. 4. Williams, Matt. Newport, September 28, 2010. 5. Herzog, John. Milford, October 1, 2010.

APPENDIX A – RESEARCH

3 speed Sturmey-Archer SW geared bicycle hub.

Uses planetary gear set to give 3 speeds. Other

versions of the hub can have up to 8 speeds with

more than one planetary set. Can also include a drum

brake. Actuated by tension on the chain leading out

of the hollow axle. Includes a one way clutch for

coasting, not needed in the motorcycle application.

Not heavy duty enough for a motorcycle application.

http://www.sheldonbrown.com/s w.html 11/12/10 Harris Cyclery. Sturmey-Archer Hub

Appendix A1

Front Sprocket

Drive Chain Rear Sprocket

Stock DR650 chain and sprocket setup. Guarding removed for picture.

Personal Picture

Appendix A2

U.S. Patent 4,083,421 -Seems to be replacement for the transmission. -Allows for 2 speeds

Does not include: -How to attach to motorcycle -How to attach a drive system (sprocket, etc) -How to attach rear brake rotor or system

My proposed idea: -Will have solutions for those items above -Will be an addition to the stock transmission, not a replacement. http://www.google.com/patents?i d=CToxAAAAEBAJ&pg=PA2& dq=geared+motorcycle+hub&sou rce=gbs_selected_pages&cad=4# v=onepage&q&f=false 9/25/10 United States Patent. Two Speed

Transmission Hub

Appendix A3

Interview with potential customer September 28, 2010 Matt Williams, owner of 2004 Suzuki DRZ400 motorcycle, Newport, Kentucky Lives approximately 55 miles from land he owns. Currently trailers his motorcycle there due to the gearing not allowing for comfortable on road cruising. Uses motorcycle 80% off road, 20% on-road around town. Has installed a larger rear sprocket for lower speed off-road situations. Usually stores motorcycle inside, but can be stored outside. Cost is a factor, but the more usability can make it worth it.

Interview with potential customer October 1, 2010 John Herzog, owner of 2002 Suzuki DR650 motorcycle, Milford, Ohio Uses his motorcycle primarily on-road. Motorcycle has stock gearing, he swaps to a smaller front sprocket when going off-road, takes approximately 20 minutes to swap, tools are needed. Would be interested in an easier way to change ratios. Always stores motorcycle in garage.

Appendix A4

APPENDIX B - SURVEY

GEARED MOTORCYCLE HUB CUSTOMER SURVEY This is a survey to help determine what features customers deem as important. The product you will be evaluating is a system that will allow a rider to quickly alter the motorcycles overall gearing quickly and without tools.

How important is each feature to you for the design of a new geared hub? Please circle the appropriate answer. 1 = low importance 5 = high importance Averages: Safety 1 2 3(6) 4(2) 5(2) N/A 3.6 Durability 1 2 3 4(1) 5(9) N/A 4.9 Reliability 1 2 3 4 5(10) N/A 5.0 Light weight 1 2(3) 3(5) 4(2) 5 N/A 2.9 Ease of operation 1 2(2) 3(7) 4 5(1) N/A 3.0 Cost 1(1) 2 3(4) 4(5) 5 N/A 3.3 Ease of dismantling 1(3) 2(4) 3(3) 4 5 N/A 2.0 Having a failsafe 1(7) 2(2) 3(1) 4 5 N/A 1.4 Maintenance intervals 1(5) 2(3) 3 4(2) 5 N/A 1.9 Ease of Maintenance 1(1) 2(4) 3(5) 4 5 N/A 2.4

How much would you be willing to pay for this product? Under $500 $500-$750 $750-$1000 (2) $1000+ (8) Average=$1250

Thank you for your time.

Appendix B1

APPENDIX C – QFD

Travis Pierce Dual Speed Motorcycle Hub 9 = Strong 3 = Moderate

1 = Weak

Size PrecisionManufacturing Minimal Moving Components Materials Used Oil Capacity Gear Fasteners Standard Actuation Mechanism importance Customer Designer's Multiplier Modified Importance Relative weight % Relative weight Safety 1 9 1 3 3.6 1.00 3.6 0.12 12% Reliability 1 9 9 3 3 1 3 4.9 1.00 4.9 0.16 16% Durability 1 9 9 3 3 1 3 5.0 1.00 5.0 0.16 16% Ease to Operate 9 3 9 2.9 1.10 3.2 0.10 10% Lightweight 9 3 1 1 3.0 1.00 3.0 0.10 10% Cost Effective for Application 3 3 9 1 1 3.3 1.03 3.4 0.11 11% Ease of Dismantling 1 1 3 1 9 1 2.0 1.03 2.1 0.07 7% Able to be Dismantled in the Field 3 1 9 1.4 1.05 1.5 0.05 5% Fail Safe 3 1 1.9 1.00 1.9 0.06 6% Reasonable Maintanence Intervals 1 3 9 2.4 1.10 2.6 0.08 8% Abs. importance 1.25 4.37 3.96 3.75 1.92 1.56 2.38 19.2 31.2 Rel. importance 0.07 0.23 0.21 0.20 0.10 0.08 0.12

Appendix C1

APPENDIX D – PRODUCT OBJECTIVES

Product Objectives Motorcycle Geared Hub The following is a list of product objectives and how they will be obtained or measured to ensure that the goal of the project was met. The product objectives will focus on a geared hub, specifically on a 2001 Suzuki DR650 motorcycle. Mode change on the hub is only intended to be done while the motorcycle is stationary.

Reliability: 16% 3.) Hub and internal components are made of the same materials with the same characteristics as those currently manufactured for motorcycles. 4.) Actuator cable will be made of metal and travel within a protective sheathing. Durability: 16% 3.) Hub and internal components are made of the same materials with the same characteristics as those currently manufactured for motorcycles. 4.) Actuator cable will be made of metal and travel within a protective sheathing. Safety: 12% 4.) Actuator lever located so operator’s hand will not be within 12 inches of any moving parts when operating lever. 5.) The cable for the actuator will be routed and secured to that no part of it comes within .5 inches of any moving parts. 6.) The hub will be designed so that it will not lock up and will remain in the mode selected by the operator even during off-road use, highway use, hard cornering and hard braking and acceleration. Cost Effective for Application: 11% 1.) Retail price will not be more than 150% the price of a new rear wheel Easy to Operate: 10% 4.) No tools needed for mode changes 5.) The actuator able to be operated while the user is wearing gloves. 6.) Location and operation of actuator in accordance with ergonomic standards Lightweight: 10% 2.) Hub will not weigh more than 3 times the weight of the stock hub. Reasonable maintenance intervals and requirements: 8% 2.) Maintenance will be same as those for existing motorcycle final drives. Fail Safe: 6% 2.) Using tools in the motorcycle’s onboard tool kit, the hub will be able to be dismantled and reassembled to operate in a single speed. Able to be dismantled in field: 5% 2.) Using tools in the motorcycle’s onboard tool kit, the hub will be able to be dismantled and reassembled to operate in a single speed.

Appendix D1

APPENDIX E – BUDGET

Preliminary Prototype Budget Projected Materials, components, labor Actual Cost Cost Planetary gear sets $50.00 Machined hub $700.00 Donor 17” rear wheel $100.00 Machined internal components $200.00 Lacing wheel $200.00 Gear oil $9.00 Gaskets, seals $20.00 Total $1279.00

Appendix E1

APPENDIX F – SCHEDULE Travis Pierce

Dual Speed Motorcycle Hub

Investigate planetary gear setups 17 17 Purchase planetary assemblies 25 25 Motorcycle and wheel disassembly 7 7 Solidworks Drawings 30 22 Decide on place to have machineing done 5 17 Calculations 12 22 Design Freeze 12

Bill of Materials 12 22 Outter hub machined 19

Specialty internals machined 19

Acquire non-custom pieces 19

Assemble hub 2

Preliminary hub testing 9

Wheel out to be assembled 23

Winter Oral Report 2 1 Initial Testing 16

Winter Written Report 7 15 Modifications 7

Final Testing 7

Demo to Adviser 9

Demo to Faculty 16

Oral Report 23

Report 30

Appendix F1

APPENDIX G- CALCULATIONS

Gear ratio for first: 10.33:1 in low range (First Gear Ratio)+(Sprocket Ratio)+(Primary Ratio)+(Planetary Ratio in Low) (29/12)+(41/15)+(61/28)+(3/1)=10.33:1

Appendix G1

APPENDIX H-DRAWING

Appendix H1