A Project Report

On

Development of Hybrid Kit (Tri-fuel Vehicle)

Submitted to
Amity University Uttar Pradesh

in partial fulfillment of the requirements for the award of the degree of

Bachelor of Technology
in
Mechanical and Automation Engineering
by
Kumar Abhishek
Anirudh Verma
Puneet Makkar
Pratiek Jain
Under the guidance of
Narendra Singh
DEPARTMENT OF MECHANICAL AND AUTOMATION
AMITY SCHOOL OF ENGINEERING AND TECHNOLOGY
AMITY UNIVERSITY UTTAR PRADESH
NOIDA (U.P)
April 2012

DECLARATION
We, Kumar Abhishek, Anirudh Verma, Puneet Makkar and Pratiek Jain, students of
B.Tech(MAE) hereby declare that the project titled DEVELOPMENT OF
HYBRID KIT (TRI-FUEL VEHICLE) which is submitted by us to Department of
Mechanical and Automation Engineering, Amity School of Engineering and
Technology, Amity University Uttar Pradesh, Noida, in partial fulfilment of
requirement for the award of the degree of Bachelor of Technology in Mechanical and
Automation Engineering, has not been previously formed the basis for the award of
any degree, diploma or other similar title or recognition.

Noida

Date

Name and signature of Students

CERTIFICATE
On the basis of declaration submitted by Abhishek, Anirudh Verma, Puneet Makkar
and Pratiek Jain, students of B.Tech (MAE). I hereby certify that the project titled
DEVELOPMENT OF HYBRID KIT (TRI-FUEL VEHICLE) which is
submitted to Department of Mechanical and Automation Engineering, Amity School
of Engineering and Technology, Amity University Uttar Pradesh, Noida, in partial
fulfilment of the requirement for the award of the degree of Bachelor of Technology
in Mechanical and Automation Engineering, is an original contribution with existing
knowledge and faithful record of work carried out by them under my guidance and
supervision.
To the best of my knowledge this work has not been submitted in part or full for any
Degree or Diploma to this University or elsewhere.

Noida

Date

(Narendra Singh)
Department of Mechanical and Automation
Engineering
Amity School of Engineering and Technology
Amity University Uttar Pradesh, Noida

ACKNOWLEDGEMENTS

We owe a great many thanks to a great many people who helped and supported us
during the writing of this project. Our deepest thanks to Lecturer, Mr. Narendra
Singh, the Guide of the project for guiding and correcting various documents of ours
with attention and care. He has taken pain to go through the project and make
necessary correction as and when needed.
We express our thanks to the Head of Department (Mechanical), Prof. Vivek Kumar
(ASET, Noida), for extending his support.
Our deep sense of gratitude to Mr. Manmit Saikia (Project Coordinator), for his
support and guidance. Thanks and appreciation to the helpful people at Amity School
of engineering and technology (ASET, Noida) for their support. We would also thank
our family members and friends for helping us out with the problems that we faced
during the working of the project.

ABSTRACT
The main aim of our project was to develop a simple bolt-on kit for a commuter
motorcycle with a view to reduce running costs and emissions.
We initially started out with the idea to achieve this by driving the motorcycle to its
top speed by an electric motor powered by a battery pack and use a small
displacement engine as a generator to charge the battery when it runs low.
The concept was then modified as it required heavy modification to the frame and
gearbox and it was something similar to a non-geared electric scooter with just a
range extender.
We finally decided to retain the gearbox and after removing the first two lower gears,
drive it by an electric motor to power the motorcycle at low speeds and then use a
micro-controller to switch over to the engine at higher speeds.
We also added an LPG kit to further bring down the running costs, making it a TriFuel Hybrid.

CONTENTS

Page
Candidates Declaration.....................................................................................

ii

Certificate.............................................................................................................

iii

Acknowledgements..............................................................................................

iv

Abstract.................................................................................................................

Contents................................................................................................................. vi
List of Figures.......................................................................................................

viii

List of Tables ........................................................................................................

ix

Chapter 1

Introduction
1.1. General....................................................................................

1.2. History and Current Scenario...

1.3. Our Approach
Chapter 2

Literature Survey
2.1. Introduction.................................................................

2.2. Power sources that can be used...................................... 4

2.3Hybrid vehicle power train configurations.............................

2.4. Scenario in India...................................................................

2.5. Liquefied Petroleum Gas (L.P.G)............................................... 6

2.6 Comparisons of Petrol and L.P.G......................................
2.7 L.P.G A clean fuel.
2.8 Health and Environment
2.9 L.P.G Emissions

Chapter 3

Project Design

3.1. Design Approach...................................................................... 12

3.1.1 Selection of Motor
3.1.2 Sprocket Design
3.1.3. Motor Mounting
3.1.4. Battery Mounting
3.1.5. Microcontroller Design
3.1.6. L.P.G kit installation
3.2 converting Petrol engine to L.P.G. powered engine

Chapter 4

Experimentation
4.1. Specifications............................................................................ 17
4.2. Formula Used for initial sprocket design.............................
4.3. Observed Data............................................................

Chapter 5

17

18

Result and Analysis

5.1. Result........................................................................................ 22
5.2. Analysis..................................................................................... 24

Chapter 6

Conclusion........................................................................................ 25

Chapter 7

Future Prospects.............................................................................. 26

Chapter 8

Appendix
8.1. Microcontroller Programming........................................ 27

Chapter 9

References...................................................................................... 52

LIST OF FIGURES

Sno.

Titles

Page no.

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.

Different types of wear

Different types of lubrication
Four ball tribometer
Pin on disc
Block on ring
SRV test machine
Project Apparatus
Electrical circuit of Apparatus
Frame on SolidWorks
Ring Arrangement on SolidWorks
Graph between Depth of Penetration vs. Load for Aluminium
Graph of Specific wear rate for Aluminium
Graph between Depth of Penetration vs. Load for Mild Steel
Graph of Specific wear rate for Mild Steel
Aluminium Disc with wear pattern
Mild Steel Disc with wear pattern

6
7
8
9
10
11
12
13
14
15
22
22
23
23
24
24

LIST OF TABLES

Sno.

Titles

Page No.

1.
2.
3.
4.
5.
6.
7.
8.

Range meter table of Aluminium for Dry testing

Specific Wear rate table of Aluminium for Dry testing
Range meter table of Aluminium for Wet testing
Specific Wear rate table of Aluminium for Wet testing
Range meter table of Mild Steel for Dry testing
Specific Wear rate table of Mild Steel for Dry testing
Range meter table of Mild Steel for Wet testing
Specific Wear rate table of Mild Steel for Wet testing

18
19
19
19
20
20
20
21

CHAPTER 1

INTRODUCTION

1.1. General
A hybrid vehicle is a vehicle which uses two distinct fuels for propulsion. A
hybrid electric vehicle (HEV) is a type of vehicle which combines an internal
combustion engine (either Gasoline/Diesel) along with an electric drive
system. The addition of the electric drive is with a view to achieve either better
fuel economy than a conventional vehicle, or better performance. There are a
variety of HEV types, most commonly characterised as either:
i. Serial Hybrids
ii. Parallel Hybrids
1.2. History and Current Scenario
The first gasoline-electric hybrid automobile in the world was the LohnerPorsche Mixte Hybrid developed by Ferdinand Porsche in 1901. The hybridelectric vehicle concept was unable to grab the attention of the masses until
the release of the Toyota Prius in Japan in 1997, followed by the Honda
Insight in 1999. Also, hybrids were initially thought to be unnecessary due to
the low cost of gasoline, but the recent global increases in the price of
petroleum caused many automakers to invest in researching, development and
finally release of hybrids in the late 2000s.
Indian Scenario: Even with the successful launch of hybrids in the
international market, hybrids failed to make an impression on the Indian
market as the Indian market was perceived to be of slow acceptance to newer
and more expensive technologies. But, since then there has been a drastic
growth in the Indian economy and owing to the increasing cost of fossil fuels,
automobile manufacturers have started investing in the Indian market.
Hybrid Two Wheelers: Till now, there has only been research and development
in producing hybrid four wheelers. As far as two wheelers are concerned, there
has been a lack of initiation and R&D. Also, the very few Hybrid two wheelers
showcased recently were all non-geared scooters.
1.3. Our Approach:
We initially started out with the idea to convert the motorcycle into a
hybrid by driving the motorcycle to its top speed by an electric motor
powered by a battery pack and use a small displacement engine as a
generator to charge the battery when it runs low.

But we realized that the end result would be an electric non-geared

vehicle which is already available in the market, with the addition of

just a generator as a range extender.

Also, this concept required heavy modification to the frame and

gearbox which was not cost effective.

We therefore came up with the idea to change the concept and finally
decided to retain the gearbox and after removing the first two lower
gears, drive it by an electric motor to power the motorcycle at low
speeds and then use a micro-controller to switch over to the engine at
higher speeds.

Figure -1 approach for the hybrid vehicle

CHAPTER 2
2.1.

LITERATURE SURVEY

Introduction:

A hybrid vehicle is a vehicle that uses two or more distinct power sources to move the
vehicle. The term most commonly refers to hybrid electric vehicles (HEVs), which
combine an internal combustion engine and one or more electric motors.
2.2.

2.3.
2.3.1.

Power sources that can be used:

On-board or out-board rechargeable energy storage system (RESS)
Air engine (Compressed air)
Coal, wood or other solid combustibles
Electricity
Electromagnetic fields, Radio waves
Compressed natural gas (Compressed or liquefied natural gas)
Human-powered vehicle (e.g. pedalling or rowing)
Hydrogen vehicle
Liquid nitrogen vehicle
Petrol or Diesel fuel
Solar vehicle
Wind Propulsion
Waste heat from internal combustion engine
Hybrid vehicle power train configurations
Parallel hybrid
In this type of vehicle a single electric motor and the internal combustion
engine are installed so that they can both individually or with each other
propel the vehicle. The internal combustion engine, the electric motor and
gear box are coupled discreetly controlled clutches. For electric driving the
clutch between the internal combustion engine is open while the clutch to the
gear box is engaged. While in combustion mode the engine and motor run at
the same speed.
Honda Insight was the first mass production parallel hybrid.

2.3.2.

Mild parallel hybrid

These types use a generally small electric motor (usually <20 kW) to provide
self-stop/start features and to provide extra power help during the acceleration,
and to generate on the deceleration (aka regenerative braking).
On-road examples include Honda Civic Hybrid, Honda Insight, Honda CR-Z,
Honda Accord Hybrid,Mercedes Benz S400 Blue-HYBRID, BMW 7-Series
hybrids, General Motors BAS Hybrids and Smart fortwowith micro hybrid
drive.
2.3.3.

Power-split or series-parallel hybrid

In this an electric drive train consists of two motors: an electric motor and an
internal combustion engine. The power is shared to drive the wheels via a
power splitter, (a simple planetary gear set). The ratio can be from 0-100% for
the combustion engine,or 0-100% for the electric motor, or an anything in
between, such as 40% for the electric motor and 60%for the combustion
engine. The electric motor can act as a generator charging the batteries.
Typical passenger car installations include the Toyota Prius, the Ford Escape,
Ford Fusion, the LexusRX400h, RX450h, GS450h, LS600h and CT200h.

2.3.4.

Series hybrid
A Hybrid of this type is also been referred to as an Extended Range Electric
Vehicle orRange-Extended Electric Vehicle (EREV/REEV). These are driven
by the electric motor with no mechanical connection to the engine. Instead
there is an engine tuned for running a generator when the battery packs energy
supply isn't sufficient for demands. The vehicle cannot not move unless the
internal combustion engine was running was one of its disadvantages.
In 1997 Toyota released the first series-hybrid bus sold in Japan. Meanwhile,
GM will introduce the Chevy Volt EREV in 2010, aiming for an all-electric
range of 40 miles, and a price tag of around $40,000.

2.3.5

Plug-in hybrid electric vehicle (PHEV)

This subtype added to the hybrid market is the Plug-in Hybrid Electric Vehicle
(PHEV). The PHEV is usually a fuel-electric (parallel or serial) hybrid with
greater energy storage capacity (usuallyLi-ion batteries). It can even be
connected to mains electricity supply at the end of the journey. This concept is
beneficiary to those wishing to minimize on-road emissions by the use of ICE
during daily driving. As with pure electric vehicles, the total emission saving,
for example in CO2 terms, depends upon the energy source of the electricity
generating company.
2.3.6

Fuel cell, electric hybrid

This type of hybrid is generally an electric vehicle equipped with a fuel cell.
The fuel cells and battery are both power sources, making the vehicle a hybrid.
Fuel cells use hydrogen as a fuel and power the electric battery when it is
depleted. The Chevrolet Equinox FCEV, Ford Edge Hyseries Drive and Honda
FCX are examples of a fuel cell/electric hybrid.

2.4

Scenario in India

The low price and eco-friendliness have become the talk of the town. Since both the
words are synonymous with hybrid cars, the automobile manufacturing giants in India
are engaging in the production of hybrid cars.
The first hybrid car that was launched in India came from one of the leading
automobile manufacturing company, Honda India. Honda Civic Hybrid is the first
hybrid car of India. The car is eco-friendly and at the same time is fuel-efficient.
Coming from the house of automobile giant Mahindra & Mahindra, the hybrid
Scorpio is a hybrid of diesel and electric and not a hybrid of petrol and electric. At the
recent Auto Expo 2010 held at Delhi, the company has revealed the Mahindra Scorpio
Micro Hybrid SUV.
One of the leading automobile makers of India, Toyota, has launched its first hybrid
car, which is regarded as the world's most popular hybrid car. Toyata Prius will soon
roll out from the house of Toyota.
Maruti Suzuki, the market leader, earlier this year has showcased in the Auto Expo in
Delhi, its hybrid car, SX4 Hybrid. The car is yet to hit the roads of India.

After the successful launch of the cheapest car of the world, Nano, Tata Motors is all
geared up to produce hybrid edition of Nano
And the crude reality is that demand for fuel is set to double by 2050 and more fuel
burnt means a hotter, bleaker planet. With fuel price hike pinching consumers, many
are making a bee-line for CNG fitted vehicles. But car makers are also waiting in the
wings with another new technology - hybrid vehicles (LPG fitted vehicles).
The competition to save fuel and increase the mileage to par has taken its course in
the due time since the development of hybrids for Indian roads. The scenario has
inspired many other such vehicles in coming year and will keep inspiring the future
prospects in India.
2.5 Liquefied Petroleum Gas (L.P.G)
L.P.G is flammable mixture of different hydrocarbon gases, and is used in heating
purposes etc, and when it is specifically used as vehicle fuel it is termed as auto gas.
The main constituent of L.P.G is propane and butane. Propane and butane are obtained
from oil and gas wells. They are also the products of the petroleum refining process.
For the automobile engine purpose mainly two types of L.P.G are used :
1) Propane
2) Butane
Sometimes the mixture of both is also used. L.P.G serves as a fuel in place of petrol.
L.P.G is compressed and cooled to from liquid and this liquid is kept in pressure tank
which is sealed.
L.P.G is widely used in trucks, cars, buses etc, but our main focus in this section is to
run motorcycle on L.P.G.

2.5.1 ADVANTAGES OF USING L.P.G IN MOTORCYCLE.

i)

ii)
iii)
iv)

L.P.G contains less carbon than petrol. L.P.G powered vehicle produces
50% less carbon monoxide per kilometre. Therefore emission is reduced
by the use of L.P.G.
L.P.G mixes with air at all the temperatures.
Since the fuel is in vapour from so there is no crank case dilution.
L.P.G has high antiknock characteristic.

v)
vi)
vii)

Running on L.P.G translates into a cost saving of about 50 percent.

Higher octane rating than the petrol.

2.5.2 DISADVANTAGES OF USING L.P.G IN MOTORCYCLE.

i)
ii)
iii)
iv)

A special fuel feed system is required for L.P.G.

A good coolant system is necessary, because L.P.G vaporises using engine
coolant to provide the heat to convert liquid L.P.G into gas.
The vehicle weight is increased due to the use of heavy pressure cylinder
for storing L.P.G.
The ignition temperature of L.P.G is somewhat higher than petrol therefore
running on L.P.G could lead to a 5 percent reduction in valves life.

2.6 COMPARISON OF PETROL AND L.P.G

Petrol

L.P.G

i. Petrol has odour

ii. Octane rating of petrol is around 81

i. L.P.G is odourless
ii. Octane rating of L.P.G is around110

iii. Its engine is not as smooth as L.P.G

iii. Due to higher octane the combustion is

smoother and knocking is eliminated.

iv. Due to formation of carbon deposits on iv. Due absence of carbon deposit on the
the spark plug, the life of spark plug is electrode of spark plug, the life of plug is
shortened
increased
v. The mixture of petrol and air always
leaks past the piston rings and washes
away the lubricant from the upper cylinder
wall.

v. When L.P.G leaks past the rings into the

crankcase, it does not wash the oil from
the cylinder walls. Hence lubricant is not
washed away.

vi. The vaporiser functions as the

carburettor when the engine runs on L.P.G.
vi. Carburetor supplies the mixture of
It is a controlled device that reduces the
petrol and air in the proper ratio to the
L.P.G pressure and vaporizes it and
engine cylinder for combustion.
supplies to the engine with a regular flow
of gas as per the engine requirement.

2.7

L.P.G A CLEAN FUEL

L.P.G is considered to be a clean fuel when it is compared with gasoline. It is

considered clean because of the following reasons:
1)

Emissions at cold starting are low.

2)

Reduced emission of carbon monoxide gas.

3)

Less Evaporation losses due to the sealed system.

4)

Low emission of toxic air contaminants such as benzene and 1, 3 butadiene.

2.8

HEALTH AND ENVIORNMENT

During the combustion of different kinds of fuel different toxic gases are evolved.
These toxic gases in turn have different impact on human being health. There is chart
below that shows L.P.G powered vehicle evolve minimum green house gases as
compare to other fuels.

2.9

L.P.G EMISSIONS:-

The major harmful emissions from L.P.G are:

i)
Carbon monoxide (CO)-The main reason for CO emission is incomplete
combustion of fuel. CO is odourless, colourless and toxic gas.CO emission can cause
headache, lethargy, dizziness and even death.
ii)
Hydrocarbons (HC)-They are also a product of incomplete combustion of fuel.
L.P.G emission, because of composition of fuel contains only short chain hydrocarbon
they do not contain toxic element as in case of gasoline emission. However because of
hydrocarbon derivative a characteristic smell is observed when engine operate
indoors.
iii)
Nitrogen oxide (NOx)-These are generated from nitrogen and oxygen at high
pressure and temperature conditions inside the engine. NOx emission is a very serious
concern as they can react easily with ozone and can deplete it ,NOx are also very
toxic gases and are very harmful for human beings.
CO
Vol%
0.2-2
Table -1

HC
ppm C1
50-750

NOx
vppm
250-2000

CHAPTER 3 PROJECT DESIGN AND IMPLEMENTATION

3.1.

Project Design Approach:

3.1.1.

Selection of Motor We required a DC motor powerful enough to be

able to propel the bike and also carry the riders weight. For this purpose, a
12V, 1300W, 2800 rpm DC motor was selected.
Also, the weight of the motor had to be as low as possible so as to reduce
the kerb weight of the bike. A motor with shaft diameter of at least 18 mm
was required so as to prevent the shaft from rupturing under conditions of
extreme stress. A 12 volt motor was chosen so as to avoid excessive
expenditure on higher voltage battery packs.
We initially used a motor available in the lab but it was not successful as
the internal magnet of the motor was broken. We then procured a new
motor which was successful.

3.1.2.

Sprocket Design A bush is made according to the size of the shaft of

the motor. The bush had clearance in microns with the shaft, so basically
the shaft and the bush had an interference t. A slot was cut out into the
motor shaft by a slotter machine so as to have provision for a key. The key
way mechanism was introduced so as to prevent the shaft of the motor from
getting damage under stress. The sprocket is tightened to the bush using
bolts and the bush is attached to the motor shaft by an interference t, with
a key to transmit torque.
3.1.3.

Motor Mounting The motor is mounted near the footrest of the bike

using a mounting plate of strong mild steel mounted perpendicular to the

chain-set in such a way that there is less stress on the shaft of the motor.
This resulted in a more stable sprocket-motor arrangement with the existing
chain-set of the motorcycle. The motor is kept low so as to have a lower
centre of gravity.
3.1.4. Battery Mounting A 12 volt battery was chosen to run the motor.
The battery is mounted on the leg guard of the bike and the frame was made
using angle plates. The battery position is thought of in such a way that it
became easy for us to connect the motor to the battery.
3.1.5.

Microcontroller Design To control the speed of the electric motor,

varying linearly with the accelerator position and to enable switching over
from the electric drive to the engine, we needed a the micro controller
which was designed by Spark Laboratories, Noida. The microcontroller is
designed in such a way that it gradually increases the speed of the bike by
sending continuous ON/OFF signals to the motor in form of short pulses
(using Pulse Width Modulation).
The basic principle:
Pulse-width modulation (PWM), or pulse-duration modulation (PDM), is a
commonly used technique for controlling power to inertial electrical
devices, made practical by modern electronic power switches.

Figure -2 PWM signal

The average value of voltage (and current) fed to the load is controlled by
turning the switch between supply and load on and off at a fast pace. The
longer the switch is on compared to the off periods, the higher the power
supplied to the load is.
The PWM switching frequency has to be much faster than what would
affect the load, which is to say the device that uses the power. Typically
switching has to be done several times a minute in an electric stove, 120 Hz
in a lamp dimmer, from few kilohertz (kHz) to tens of kHz for a motor
drive and well into the tens or hundreds of kHz in audio amplifiers and
computer power supplies.
The term duty cycle describes the proportion of 'on' time to the regular
interval or 'period' of time; a low duty cycle corresponds to low power,
because the power is off for most of the time. Duty cycle is expressed in
percent, 100% being fully on.
The main advantage of PWM is that power loss in the switching devices is
very low. When a switch is off there is practically no current, and when it is
on, there is almost no voltage drop across the switch. Power loss, being the
product of voltage and current, is thus in both cases close to zero. PWM
also works well with digital controls, which, because of their on/off nature,
can easily set the needed duty cycle.
PWM has also been used in certain communication systems where its duty
cycle has been used to convey information over a communications channel.

Figure -3 PWM signal in triangular form

PWM can be used to control the amount of power delivered to a load
without incurring the losses that would result from linear power delivery by
resistive means. Potential drawbacks to this technique are the pulsations
defined by the duty cycle, switching frequency and properties of the load.
With a sufficiently high switching frequency and, when necessary, using
additional passive electronic filters, the pulse train can be smoothed and
average analog waveform recovered.
Voltage regulation
PWM is also used in efficient voltage regulators. By switching voltage to
the load with the appropriate duty cycle, the output will approximate a
voltage at the desired level. The switching noise is usually filtered with an
inductor and a capacitor.
One method measures the output voltage. When it is lower than the desired
voltage, it turns on the switch. When the output voltage is above the desired
voltage, it turns off the switch.
Here, we have selected five modules or ranges of speed control. At the
least, for ease range of speed the on off function is quantum plated with
increased frequency/ reduced delay. This indirectly incorporates reduced
speed but not at the cost of torque. The motor here is controlled by the use
of potentiometer (rotary) fixed at the handle. An ADC is used that gives
digital output and these digital outputs matched to the understandable input
of the motor are divided into ranges of speed. This ensures step wise

working of motor i.e., when the potentiometer reaches a desired vicinity or

range the speed is controlled accordingly. This digital data to be extracted
was executed by a separate program that gives the ASCII codes of the
pattern of outputs for the potentiometer which is then used in motor control
module consisting of PWM.
Also, for switching over from electric drive to the engine, we used two
relays, both of which take their input from the neutral pressure switch in the
gearbox. One relay is connected to the motor circuit while the other relay is
connected to the ignition circuit of the engine.
While the neutral is engaged, there is flow of current in the input terminals
of both the relays which causes the motor circuit to close and the ignition
circuit to open up.
As the neutral gets disengaged (and there is no flow of current in the input
terminals of both the relays), switching over from electric drive to the
engine is accomplished by opening the motor circuit and closing the
ignition circuit. Also, to start up the engine, the stopping of the same motor
is delayed by 10 seconds so that it cranks up the engine while it is in the 3 rd
gear.
3.1.6. LPG KIT INSTALLATION:
COMPONENTS REQUIRED CONVERTING A 2-STROKE PETROL
MOTORCYCLE INTO A L.P.G MOTORCYCLE:
The main components required to convert petrol motorcycle into an L.P.G
motorcycle are as follows:
i) Vaporiser- It is the main component of an L.P.G powered motorcycle. This
instrument reduces the pressure of L.P.G so that it can be converted into
gaseous form before entering into the combustion chamber. It is also called
pressure regulator. The devices consists of bellow, the devices mainly consists

of three ports:
Input port- The input port is connected to the gas tank via a regulator switch. It
is through this port that the high pressure liquefied gas passes and the cavity

above the bellow acts as a buffer for this high pressure gas.
Output port- The output port is connected to carburettor via a throttling pipe.
This throttling pipe is required to decrease the pressure of buffer gas. A sealed
environment is provided at carburettor inlet so that the gas does not leak out
from the system.

Vacuum port- This port is connected to the vacuum pump .It is above this port
that bellow is connected, when vacuum pump contains pressure, the bellow is
tight and the gas is pushed to pass through the throttling valve, where its
pressure decreases so only because of the bellow movement the gas passes to
the throttling valve. The more a person accelerates the more will be the gas
pushes into the carburettor so in turn a vacuum pump is directly operated by
the carburettor.

figure -4 vaporiser
ii) Vacuum pump- As the bike is 2 stroke and in 2stroke bike there is a
requirement of 2t oil which is mixed with petrol and also in case of 2t bike
there is no oil sump so there has to be some arrangement for the 2t oil entrance
which should be delivered at consistent rate from the 2t oil reservoir for this
vary purpose a vacuum pump is required. A vacuum port consists of three
ports. Port1 is connected to the 2t oil reservoir, Port2 is connected to
carburettor and port3 is connected to the vaporiser. (It should be noted that the
port3 is the same port which is connected to the vacuum port of vaporiser)

figure -5 vacuum pump

iii) Tank-A tank is a secured device that stores the pressurized L.P.G in liquid
form. We initially thought of splitting the existing fuel tank into two, one half

to hold the petrol and the other half housing a small LPG gas cylinder. But
couldnt do so due to the unavailability of a smaller sized LPG tank.

figure -6 cylinder used

iv) Pipe and hose connections- Pipes and hose connections are used to connect
different terminal of vacuum pump with vaporiser, inlet to vaporiser, vacuum
pump to carburettor etc.

Figure -7 air filters for mixing of L.P.G and air

2T OIL RESERVOIR
CARBURETOR

ENGINE

VACUUM PUMP

Figure -8 SCHMETIC DIAGRAMVAPOURISER

OF L.P.G CONNECTION
KIT
(PRESSURE REGULATOR)

L.P.G TANK

3.2 CONVERTING PETROL ENGINE TO L.P.G POWERED

ENGINE
The L.P.G engine is similar in working with that of a petrol engine. What
exactly happens in a petrol engine is that carburettor creates a mixture of
petrol droplets and air at a desired quantity which is then supplied to the
inlet manifold of the engine, after this a spark is introduced which is
responsible for igniting this mixture. Due to the ignition explosion is
produced which then drives the engine.
L.P.G can be used instead of petrol for the ignition purpose; this can be
done by inserting L.P.G pipeline into the carburettor. When an L.P.G
connection is made and is given to the carburettor then the vapours of L.P.G
get mixed with air, as soon as a spark is created the mixtures ignites and
similarly as in the case of petrol engine explosion is produced which drives
the engine. Therefore a petrol engine can be best suited to convert into a
L.P.G engine.
In determining an engine performance the most important factor is the
compression ratio. In any petrol engine the pressure of the mixture is
maximum at the end of compression stroke this is increased further by the
help of heated walls of engine. Thus the high calorific value and density of
the mixture at a particular volume leads to normal combustion. In case of
L.P.G powered engines, as the fuel is in gaseous state so the pressure alone
at the starting of the engine should be high as possible. If the pressure is
high then there will be no need for the engine to warm up, the engine can
easily run without any warm up. As the pressure from the main storage area
(tank) is high and high pressure gas when entered into the combustion
chamber will extinguish the flame thus engine will not develop any sort
power so it becomes necessary to lower the pressure of the gas, the another
reason for lowering the pressure before entering into the combustion
chamber is that the liquefied gas can be converted into proper gas only by
lowering its pressure. Now this low pressure gas when enters into the
combustion chamber becomes a highly dense and pressured gas at the end
of compression stroke.

CHAPTER 4 EXPERIMENTATION
4.1 Specifications
Bike- Suzuki shogun 100cc bored to 135cc
Motor- 1300 watt
Battery 35mAh, 12V
L.P.G cylinder capacity -5kg

4.2 Calculations
Kw rating of the chain = Kw to be transmitted *Ks/K1*K2
.765*1.3/1*.85
= 1.17
Sprocket Size and wheel size
I=n1/n2=z2/z1=2
Rpm required at the wheel
= v=3.14*D*n/60*1000
PCD = d=p/sin(180/z)
P=12.8 mm
D=62mm
Allowable tension in the chain kw = P1*v/1000
P1= .765*1000/40 = 19.1 N

4.3 Observed data

Weve run the bike for almost 300kms now, over the course of our project fabrication.
The various fuel efficiency figures we got are as follows:

MODE

Petrol Only

Fuel Used

2
petrol

litres

Kilometres

Fuel

Cost of Cost

per

Run

Efficiency

Fuel

Kilometre

55 kms

27.5 kmpl

` 140

2.54 `/km

Electric Only

.5 units of
electricity

20 kms

20 km/charge

`2

0.1 `/km

48 kms

48 km/
(1 ltr + charge)

` 72

1.5 `/km

68 kms

68 km/kg

` 53

0.77 `/km

94 km/
(1 kg + charge)

` 55

0.58 `/km

.5 units of
Electric

+ electricity +

Petrol

1 litres of
petrol

LPG only
Electric

1 kg LPG
+

LPG

1 kg LPG
+ .5 units of 94 kms
electricity

Table -2 Observed Experimental Data for the bike

CHAPTER 5

RESULT AND THEIR ANALYSIS

CHAPTER 6

CONCLUSION

In this project of DEVELOPMENT OF HYBRID KIT (TRI-FUEL VEHICLE), we

have mainly found three main results
1. The mileage of the vehicle with Electric + LPG was found out to be 94km/ (1 kg +
charge)
2. The mileage of the vehicle with LPG only was found out to be 68 km/kg
3. The mileage of the vehicle with Electric + Petrol was found out to be 72 km/ (1 l +
charge)
Hence the fuel efficiency of the bike is increased by 241.18% with reduced cost per
Km.

CHAPTER 7

FUTURE PROSPECTS

7.1 FUTURE SCENARIO FOR L.P.G VEHICLES

Cost saving, longer life of the engine and less emission will attract the public for
making use of L.P.G run vehicles. Future of L.P.G vehicles is bright, provided the
following improvements in the systems are made.
i)
As the weight of the cylinder is a disadvantage, some amount of power is
wasted in carrying the cylinder along with vehicles. So any means can be develop to
make the cylinder of the same size as that of the spare wheel so that the space is also
saved and power in case will not be wasted.
ii)
Safety devices must be introduced to prevent accident due to explosion of gas
cylinders or leakage in pipes.

7.2

CHAPTER 8

APPENDIX

CHAPTER 9

REFERENCES