I’d actually like to watch that system under load...I’m not sure if it can handle the torque that needs to be applied to actually drive the wheel. Materials seem a little thin!
I’d actually like to watch that system under load...I’m not sure if it can handle the torque that needs to be applied to actually drive the wheel. Materials seem a little thin!
Beautiful proof of concept. There are still serious hurdles before it’s ready for prime time, but what a phenomenal demonstration of what a group of engineers can come up with when not constrained by budget.
First hurdle... variable geometry driveshaft to allow for suspension integration and frame flex.
Beside that, they have not worked out a method of changing gears while moving. Currently the bike has to be stopped and adjusted/pulled apart to change gears. That would not be useful on a m/c, we had similar systems with leather belts and pulleys on veteran m/c's. They then progressed to 3 speed hub gear boxes like Sturmey Archer which ceased use in m/c's before WW2 and kept in mainstream use on GP bicycles until the late 1970's.
Just a big egg beater really.
The gains of the system are already in our shaft drive and longitudinal engine layout with one less power direction transfer than many shaft equipped across the frame 4's or V2's. Once you add necessary uni joints to handle suspension movement etc. or change direction you add losses.
Beside that, they have not worked out a method of changing gears while moving. Currently the bike has to be stopped and adjusted/pulled apart to change gears.
Not so - The gears change wirelessly. It's only when you want to change overall ratios that you need to stop and swap the shaft.
As for flexing a good start would be a proper CV joint in the swingarm pivot rather than a universal but precise positioning would be a must. BUT - materials selection for a 200ft-lb power feed would be crucial.