Design and Development of Hydro-Mechanical Bicycle (2020-2021)

Design and Development of Hydro-Mechanical Bicycle (2020-2021)
Chapter 1: INTRODUCTION
Vehicular Pollution has grown at an alarming rate over the past few decades due to booming
urbanization in India.
Two wheelers have a major contribution towards the growing air pollution, followed by
other vehicles, bringing down the AQI. (optimum level less than 50, Bengaluru being
90100). Cycling has proven its worth by assuring better health and being an eco-friendly
transportation means with minimum carbon footprint.
In bicycle design, there are many attempts to replace the classic chain transmission with
hydraulic transmission for a higher durability and a continuousness in changing speed
levels.
The hydraulic drivetrain being designed in a closed circuit which other than being least
affected by harsh environment eliminates the slippage that occurs in a belt or chain drive at
high velocities.
The large discrepancy of the power level between the human power and the hydraulic power
makes the system design different from a hydraulic hybrid vehicle. The system needs to be
designed such that the bicycle interacts with a human in an efficient, intelligent and
comfortable way.
If a system has a high-power density, then it can output large amounts of energy based on
its mass. For example, a tiny hydraulic accumulator may have the same power output as a
large battery, therefore Hydraulic drivetrain can be compact than its electric counterpart
therefore it can be easily integrated into a bicycle.
Compared to a hydraulic accumulator, a battery has relatively higher energy density but
lower power density which limits the charge/discharge capability over short periods of time
and also provides much more acceleration when compared to electric counterpart.
The Hydraulic transmission multiplies the effort and hence has a mechanical advantage
greater than one unlike chain and sprocket driven mechanism whose mechanical advantage
is lesser than one.
Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | 1

1.1 Patent Search and Current Technology:

The automobile automatic transmission accomplishes the very same goal that our hydraulic
setup is designed to accomplish – the transfer of mechanical energy from a rotating source
to a wheel. However, we obviously cannot use automatic transmission on a bicycle because
of its size and weight. Several variable displacement pumps are also on the market.
A patent granted in May (2007) describes a device that can adjustably control flow from
hydraulic devices. This device could prove especially useful. A way to vary the flow from
a pump to the hydraulic motor(s) would cut the need for multiple pump combinations.
Further research into the specifications of this device would need to be done before we can
consider using the device in our project.
A patent granted in June (1998) describes an infinitely variable hydraulic pedal pump for
bicycles. The pump ‘s displacement is controlled by a valve on the handlebars. This device
may also prove useful in our final design.
Notwithstanding, there are potential advantages to fluid power in human-powered vehicles.
In particular, with respect to traditional “pure mechanical” bicycles based on the chain
sprocket transmission system, the use of a hybrid hydrostatic transmission allows for
energy recovery during braking phases and enables power management strategies, which
decouple the human power input from the instantaneous power request given by the vehicle
resistance.
In particular, the energy stored within the transmission system during phases of braking or
of excessive input energy could be utilized in subsequent phases, such as vehicle starts or
uphill pedalling conditions, to assist the cyclist. Moreover, a properly designed fluid power
system can avoid the typical disadvantages of chain drives, which are:
• The safety risk to the rider in the form of entangling clothing in the chain and the
sprocket due to the fact that the chain drive is typically exposed;
• The undesirable occurrence in variable-speed bicycles of shifting to the wrong gear

and positioning the chain in an intermediate position between sprockets, which
leads to surprising and dangerous slipping of the chain and the consequent
unbalancing of the cyclist;
• The lubrication requirement of the chain, which attracts dust and dirt, causing aging
and decay of the efficiency of the system and unpleasant effects due to contact with
clothing.
Current hydraulic power transmission uses heavy components which add weight to the
bicycle
• Most hydraulic designs use too many interconnections leading to system

complexity and loss of efficiency.
• Many such designs use too many unnecessary linkages which increase friction and
hydraulic losses
• There has always been a demand to improve bicycle transmission even from as
early 1973.

• Chain bicycles require more effort and to reduce the effort, various mechanisms
were invented using gears which made it have so many linkages.
• Due to the tension in the chain, it requires frequent maintenance and replacement
because it is worn out.
• To have an effective vehicle, it must have enough tractive effort to overcome the
aerodynamic drag and the rolling resistance on the wheels.
• Therefore, we need a bicycle which demands less energy as it is powered by human
pedalling.
1.2 Concept generation:

A total of 5 concepts of hydraulic bicycle were considered, and the best out of them was
selected base on the benefits it provided over others while being simple and cost efficient.
A datum concept was selected for comparison with other concepts of hydraulic bicycle.
Datum
Fig 1.1: Datum Model
Fig 1.2: Datum Schematic
It is made up of a pump to drive a motor coupled to the rear wheel. When cycling the pedal
is used to pressurize the fluid which goes to the rear wheel using hoses, the fluid returns to
the pump using suction line.

Concept one:
Fig 1.3: Concept one model
Fig 1.4: Concept one Schematic

In this concept the pump pressurizes fluid going to the motor when peddling but the pump
is coupled to the pedals using gears to improve the pump RPM. The motor is coupled to
the rear wheel using gears. The return line from the motor drains fluid into a reservoir, the
pump suctions fluid from the reservoir.
Concept two:
Fig 1.5: Concept two Model
Fig 1.6: Concept two schematic

It is inspired by ‘concept one’ design which utilizes chains to transmit power between
motor/pump and the sprockets.
Concept Three:
Fig 1.7: Concept three Model
Fig 1.8: Concept three Schematic
This arrangement eliminates the need for mounting the motor close to the driven sprocket,
by utilizing a large chain supported by a triple sprocket arrangement.
Concept Four:
Fig 1.9: Concept four Model

Fig 1.10: Concept four Schematic
This concept uses single pump and two motors. The two motors are coupled to the rims of
the rear wheel using a disc with gears that is mounted to the wheel via the hub.
1.3 Concept Evaluation:

The first evaluation was done on four concepts. The datum being current design. Each
concept/ criterion has to be considered against the chosen datum. The following table shows
concept evaluation.
Table 1.1: Concept Evaluation

The best concept is the one which has or scores the most positives. Concept one was
selected as the reference for designing the hydraulic bicycle. In our case we came up with
a hybrid concept. It uses several mechanisms from different concepts which were
considered to be safe, affordable, easy to maintain, lesser number of parts.
1.4 Hydraulic Circuit Design

The hydraulic circuit is shown in the figure below. Besides the pump, motor and the
accumulator, there are some other components to achieve different functions such as
regenerative braking and manual charge. A bidirectional poppet type valve is chosen as the
on-off valve between the accumulator and the high-pressure line. This is to avoid valve
leakage and maintain accumulator pressure when the accumulator power is not used. The
regenerative braking is achieved by using some check valves and switch valve. The
regenerative flow is used to charge the accumulator. A check valve is set to supplement oil
to the pump inlet from the tank. A pressure relief valve is set as the safety valve. A hand
pump is used for the manual charge to the accumulator since the charge power through
pedals is greater than a rider can provide.
Fig 1.11: Layout of Hydraulic circuit
Human Powered Mode
• In this mode, the power is provided by the rider and the accumulator is not used.
• Peddling provides power to the Hydraulic motor that drives the rear wheel.
• This is done by closing valve 1 and opening valve 2.

Hydraulic Powered Mode

• It uses only power through the accumulator by engaging and disengaging valve 1.
• When using the accumulator, valve 2 remains open.
Fig 1.12: Human powered mode Fig 1.13: Hydraulic powered mode
Regenerative Braking
• It is used to capture braking energy during deceleration.

• The function is achieved by closing both valves 1 and 2.
• This turns the motor into pump drawing fluid from the reservoir to charge the
accumulator.
Charge Mode
• It can be charged either via Pedaling or by using a hand pump.

• As pedaling requires higher input torque, a hand pump is preferred.

Fig 1.14: Regenerative braking mode Fig 1.15: Charge mode
The generation of pressurised was realised using a pump and then fluid the is transferred
through the hoses to the motor, to produce torque at the rear wheels.
1.5 Hydraulic Generation Methods

Basic Hydrostatic Principle
Fig 1.16: Hydrostatic principle
Due to the incompressible characteristic of liquids, the input forces are directly translated
into fluid pressure, which can then be turned directly back into output forces. The above
figure shows the hydrostatic principle applied using pistons and cylinders. Similarly,
principles can be used with pumps and motors in the place of pistons and cylinders.

Hydrostatic Pump Motor System
Fig 1.17: Hydrostatic Pump Motor System
The hydrostatic principle has been employed for centuries, but it is only recently being
looked at in the world of transportation. The addition of an accumulator and reservoir have
allowed for the storage of energy that is normally lost during braking.
1.6 Hydraulic Hybrid Regenerative Braking System
Fig 1.18: Layout of Hydraulic Hybrid Regenerative Braking System
The accumulator is essentially a pressure vessel, but it has a bladder filled with nitrogen
inside of it. As the vehicle slows down, the motor accepts the torque created by its kinetic
energy, converting it to fluid pressure instead of wasting it as heat as in a vehicle with
traditional friction brakes. This fluid is then routed to the accumulator, compressing the air
in the bladder, leaving potential energy in the form of pressurized air to be used as a boost
of acceleration or an assist during the launching of the vehicle. Because the fluid levels will
vary inversely to the pressure levels in the accumulator, there will be a reservoir to store
the excess fluid when the accumulator is not at maximum pressure.

Chapter 2: LITERATURE REVIEW
2.1 Literature Survey Summary
Dinh Quang TRUONG, Kyoung Kwan AHN, Le Duy KHOA and Do Hoang THINH
[1]: -
This paper develops a newly bicycle concept named smart bicycle (SBIC) withautomatic
transmission and energy recuperating ability. The SBIC operation is based on a hydrostatic
transmission (HST). Several HST designs were proposed. Moreover, a use of energy
converting and storing devices was an optional design for the SBIC to recovery energy
during the deceleration or going downhill process, and to support this energy to the hydraulic
system during the acceleration or going uphill process. The working efficiency of the bicycle
was then increased and Simulations were carried out to evaluate the working performances
of the proposed SBIC concepts.
Gianluca Marinaro, Zhuangying Xu, Zhengpu Chen, Chenxi Li Yizhou Mao and
Andrea Vacca [2]: - This paper describes an innovative design for a hydraulic hybrid
bicycle, i.e., the PurdueTracer. The PurdueTracer is an energy-efficient human-powered
hydraulic bicycle with flexible operation and software aids. An open-circuit hydraulic hybrid
transmission allows PurdueTracer to operate in four modes: Pedalling, Charging, Boost, and
Regeneration, to satisfy users need for different riding occasions. An aluminium chassis that
also functions as a system reservoir was customized for the PurdueTracer to optimize the
durability, riding comfort, and space for components. The selection of the hydraulic
components was performed by creating a model of the bicycle in AMESim simulation
software and conducting a numerical optimization based on the model. The electronic system
equipped users with informative feedback showing the bicycle performance, intuitive
execution of functions, and comprehensive guidance for operation. This paper also describes
the design approach and the main results of the PurdueTracer.
Feng Wang, Michael Bissen, William Ward and Kim Stelson [3]: - This paper introduces
the modelling and design of a hybrid bicycle with hydraulic transmission. A pump coupled
to the pedal shaft provides flow to a hydraulic motor coupled to the drive wheel shaft,
constituting the simplest hydrostatic drivetrain. A hydraulic accumulator was added to
provide large acceleration when needed. This turns the bicycle into a hydraulic hybrid. A
multi-functional hydraulic circuit was designed to achieve different bicycle functions
including human powered mode, hydraulic-powered mode, regenerative braking and charge
mode. A mathematical model was developed to help the system parameters design. A
dynamic simulation model was developed to evaluate the system performance.
Optimizing a Hydraulic Regenerative Braking System for a 20” Bicycle Wheel: The
University of Michigan ME 450: Design & Manufacturing III Winter 2009[4]: -A key
goal for this team was to build a functioning prototype 20” wheel that weighs less and has
fewer moving parts than previous generations. The team made minimal changes to the extant
hydraulic system, as the parts have been well-researched and recommended by their sponsor,
David Swain of the EPA. Working with Mr. Swain, they created a list of customer

requirements for the project, as well as the final characteristics of the prototype. Their four
categories for engineering specifications were safety, cost, weight, and functionality. Due to
the conflicting nature of these specifications, it had been difficult to improve many of the
bike’s systems without adversely affecting others. Compromises had been necessary in order
to create a feasible design. In reducing the weight of the prototype compared to previous
designs, they have significantly reduced the number of gears, replaced the bulky fiberglass
hub support system with a lightweight aluminium spoke system, and removed excess
material from the internal support plate (“super bracket”). These modification choices were
made from a broad number of concepts, based on a thorough analysis of the forces and
torques required of each of the components. The main engineering obstacles to implementing
these design improvements have been dealing with the nonstandard interface between metric
and non-metric components, and determining the routing of the hydraulic circuit.
ME450 Fall 2009 Chainless Challenge [5]: - This team had been tasked to design, build,
and test a bicycle which incorporates a hydraulic drivetrain to compete in the Chainless
Challenge competition sponsored by Parker Hannifin Corporation. The student group, BLUE
lab, began this project, in conjunction with the hydraulic drivetrain, a fluid accumulator will
allow the storage of energy, enabling regenerative braking and the release of energy when
assistance in acceleration is needed. The use of regenerative braking gives our design a
competitive edge by capturing normally wasted energy. They have emphasized drivetrain
efficiency and safe functioning in order to create a fast, reliable bicycle, which are essential
characteristics in meeting their goal of winning the competition.
2012 PARKER CHAINLESS CHALLENGE - HYDRAULIC SYSTEM by PATRICK

ELDRIDGE Bachelor of Science University of Cincinnati [6]: -This project emphasized
on further improvements on existing hydraulic systems as discussed in earlier papers. The
results of the survey and quality function deployment were analysed to produce a list of
features, which were used to generate the product objectives, or what they intended to
incorporate into the vehicle. This list is sorted from most important to least important, based
on the quality function deployment. The major sections are the same list of customer features
from the survey and Quality Function Deployment. The line items under the customer
features are testable and/or measurable, and will be how the feature is manifested in the
vehicle.
11% Safety: Protected moving parts and plastic guards covering pinch points. Vehicle will
have multiple, fully active, independent brakes that provide a failsafe braking condition.
Rider protected from high pressure fluid with guards. Accumulators not to be charged
beyond manufacturer’s specifications.
11% Ease of operation: Can be operated by one-person Operator needs to be of average
physical condition
11% Manoeuvrability: 10ft radius maximum for U-turn Handle bars for control
11% Reliability: Factor of safety to be enforced in design, per a reputable engineering text.
All hose connection will be tightened to manufacturer’s recommendations Assembly
methods will include the use of Loctite on all mechanical fasteners.
10% Speed: Maximum cruising speed 17-25 mph
10% Price: Non-prototype production costs are less than $2500.00 per vehicle
10% Ease of maintenance: Drain plugs in convenient locations for replacing fluid Standard

size nuts and bolts. Standard size hydraulic equipment. All nuts and bolts placed so wrenches
can reach them.
Hydraulic Bicycle Thesis [7]: -A chain and sprocket bicycle cannot provide enough torque
and has a mechanical advantage which is less than one. This makes it difficult to operate on
low speed especially with heavy loads and when ascending a gradient. However, with the
technology of fluid power systems which are used in doing work which requires high torque.
They took advantage of the force multiplication ability in doing their project. The
manufacture and application of hydraulic power systems is generally expensive. Hence a
hydraulic powered bicycle is quite expensive to build than a conventional chain and sprocket
bicycle. Following this they designed and fabricated a hydraulic powered bicycle for
demonstration at a price of 36000 rupees. This bicycle is powered by human labour by
pedalling at an average speed of 70 rpm just as a chain and sprocket bicycle but a lesser
torque has to be applied to produce a huge torque on the rear wheel.
2.2 Patent Search and Current Technology:
Fig 2.1: Electro-Hydraulic Bicycle Patent
The automobile automatic transmission accomplishes the very same goal that our hydraulic
setup is designed to accomplish – the transfer of mechanical energy from a rotating source
to a wheel. However, we obviously cannot use automatic transmission on a bicycle because
of its size and weight. Several variable displacement pumps are also on the market.
A patent granted in May (2007) describes a device that can adjustably control flow from
hydraulic devices. This device could prove especially useful. A way to vary the flow from
a pump to the hydraulic motor(s) would cut the need for multiple pump combinations.
Further research into the specifications of this device would need to be done before we can
consider using the device in our project.

A patent granted in June (1998) describes an infinitely variable hydraulic pedal pump for
bicycles. The pump ‘s displacement is controlled by a valve on the handlebars. This device
may also prove useful in our final design.
Notwithstanding, there are potential advantages to fluid power in human-powered vehicles.
In particular, with respect to traditional “pure mechanical” bicycles based on the chain
sprocket transmission system, the use of a hybrid hydrostatic transmission allows for
energy recovery during braking phases and enables power management strategies, which
decouple the human power input from the instantaneous power request given by the vehicle
resistance.
In particular, the energy stored within the transmission system during phases of braking or
of excessive input energy could be utilized in subsequent phases, such as vehicle starts or
uphill pedalling conditions, to assist the cyclist. Moreover, a properly designed fluid power
system can avoid the typical disadvantages of chain drives, which are:
• The safety risk to the rider in the form of entangling clothing in the chain and the sprocket
due to the fact that the chain drive is typically exposed;
• The undesirable occurrence in variable-speed bicycles of shifting to the wrong gear and
positioning the chain in an intermediate position between sprockets, which leads to
surprising and dangerous slipping of the chain and the consequent unbalancing of the
cyclist;
• The lubrication requirement of the chain, which attracts dust and dirt, causing aging and
decay of the efficiency of the system and unpleasant effects due to contact with clothing.

Chapter 3: PROBLEM STATEMENT AND OBJECTIVES
3.1 Problem statement and Developments:

• Considering the use of bicycles in local transport, sports, and commercial basis,
there has been a challenge in its effective use in terms of the tractive effort to
overcome certain loads especially when ascending a hill, when heavier loads are
being carried, when they are used by the disabled and the aged. The chain and
sprocket system alone cannot provide the required power.
• Riding the bicycle in rough terrains can cause rattling of the chain, its exposure to
environmental elements thus causing wearing and reducing it operational life.
• In an electric powered bicycle regular charging and checking on battery leakage

makes it inconvenient for regular use.
• Providing high power output while accelerating tends to deplete the battery quickly,
while also tending to stress the battery, this reduces the battery cycle life, thereby
requiring it to be replaced. This proves quite uneconomical.
Design Aspects:
1. Rider’s cycling torque should not exceed 100 Nm
2. It should produce low noise.
3. It should be able to multiply input force i.e. Mechanical advantage achieved should be
more than one.
4. Hydraulic fluid should be able to operate in Indian ambient conditions.
5. It should achieve an average speed of 15km/h.
6. Tractive effort should overcome a grade of 9% at full load.
7. Full load should not exceed 200 kg.
8. Hydraulic fitting should be able to with working pressures of up to 35 MPa.
Maintenance
1. Easy access of parts for cleaning.
2. Changing of hydraulic fluid should be simple.
3. Easy assembly of parts.
4. No special tools for maintenance
Environment
1. Pollution due to leakages of fluid should be minimal.
2. Temperature operation range should be between 10˚C to 40˚C.
Weight and Size

1. It should not weigh more than 20kg.
2. Its lateral width should not be more than 0.4m.

3.2 Objectives:
Primarily it was decided to dilute the effort required by the user, to assist in strain free and
smooth riding experience. As the pollutant emissions from engine-run vehicles have
incurred enough damage to the ecological system, it is of the need that we try reducing the
carbon footprint as much as possible. Electric bicycles although overcome few of the
aforementioned disadvantages, they too have shortcomings, which the hydraulic circuit
concept majorly overcomes. The objectives set for the project development are:
• Reducing the effort required by the user as much as possible by increasing

mechanical advantage up to an appropriate level, well above one, along with an
externally assisting power source.
• Providing a low cost, low maintenance, eco-friendly and a dependable means of

transport to all sections of the society.
• Aiding in a hassle-free switching of different operation modes by a well-designed

and responsive logic circuit.

Chapter 4: METHODOLOGY:
4.1 Concept:
As discussed in the literature survey, the first concept of hydraulic drivetrain is selected. In
this concept, the pump pressurizes the fluid that goes to the motor when peddling while the
pump is coupled to the pedals using gears to improve the input pump RPM. The motor is
coupled to the rear wheel using gears. The return line from the motor drains fluid into a
reservoir, the pump suctions fluid from the reservoir.
A hydraulic drivetrain is chosen in this design due to its high-power density. The simplified
hydraulic schematic of the hybrid bicycle is shown in the below figure. The drivetrain is a
hydrostatic transmission consisting of a fixed displacement pump and a fixed displacement
motor. To reduce bicycle weight, the drivetrain is designed as a closed circuit. The rider
inputs torque to the pump through pedals and a gearing arrangement (pump gear). The
motor drives the rear wheel through another set of gearing arrangement (motor gear). A
hydraulic accumulator is installed in the high-pressure line, with an on off valve set between
the accumulator and the line. The bicycle drivetrain is a series hydraulic hybrid system.
Besides the pump, motor and the accumulator, there are some other components in the
bicycle including a hand pump for manual charge, a plastic reservoir, control valves and
hoses, a control panel, a 12 V battery, a speedometer and some mounting brackets.
Fig 4.1 Concept Model Fig: 4.2 Concept Schematic
Principle of operation
The actuation of the motor is carried out on the basis of Hydrostatic principle. The hydraulic
circuit comprises a pump to drive a motor coupled to the rear wheel. When cycling the
pedals are used to pressurize fluid which goes to the rear wheel using hoses, the fluid returns
to the pump using a drain line.

Mounting of components on the bicycle

In this concept the pump is coupled to the pedals using gears, this increases the pump RPM.
The gear fixed to the bicycle at the bottom bracket, is keyed into the pedal shaft. For good
meshing of pump gear and pedal gear, the pump is mounted on a mild steel plate which is
bolted to the bicycle frame. The motor is coupled to the rear wheel using a gearing
arrangement. It is also mounted on a mild steel plate which is bolted to the bicycle frame.
Hydraulic Schematic
In order to direct the hydraulic fluid to the right place, and in turn create the possibility of
the 5 different modes, we will have to employ a rider-controlled system of valves and fluid
lines. A schematic of our design can be seen in Figure below, V1, V2, and V3 are the
solenoid valves that will be either open or closed depending on mode. The other valves
pictured are check valves responsible for only allowing fluid flow in the correct direction
(as indicated on diagram). All other components can be seen as labelled.
Fig 4.3: Hydraulic schematic of valve system and Fluid lines
Table: 4.1 Hydraulic circuit Operation Modes
The position of the 3 solenoids in our fluid system will dictate the pressures on each side
of our pump and motor, as well as where the resulting flows are directed. Depending on

which side has a high pressure and which side has a low pressure will translate into which
way torque is applied to the pump motor shaft. A difference in pressure over the pump or
motor will indicate an energy transfer from mechanical energy to hydraulic pressure (or
vice versa). With the pump, it will only ever be able to input energy to the system, by means
of the rider pedaling. This will result in a low pressure at P2, and a high pressure at P3,
converting the rider’s mechanical input into high pressure fluid that can directed to either
the motor or the accumulator.
With the motor, a high pressure at P1 and a low pressure at P2 will result in an accelerating
torque being applied to the rear wheel (by means of the motor gear system).
A low pressure at P1 and a high pressure at P2 will mean a torque in the opposite direction,
which will then cause the rider to slow down. The ability to apply torque in both directions
is what gives our system its regenerative capability. This however, it requires a rear hub
that can apply torque as well. In order to emulate the “freewheeling” ability of a normal
bike, the motor will circulate the fluid in a closed loop with no energy transfer. This will
create a constant pressure during circulation, and therefore there will be no torque on the
motor shaft. Some of these modes can also function simultaneously. While accelerating,
the rider will also be able to pedal, creating a parallel functioning of the “accelerating” and
“pedaling” modes.
Similarly, the rider will also be able to pedal while braking, employ both modes
“braking” and “charging”. Both of these situations will require a large torque from the rider
to overcome the high pressures involved, but the possibility of the parallel functioning
exists nonetheless. Valve 1 is normally closed, and valves 2 and 3 are normally open. This
gives a default mode of “pedaling”. The other modes will be driver chosen, and executed
by the electrical subsystem, which is described in the following section.
Hydraulic Schematic with Respective Fluid Flows/Pressure for Each Mode In each of
the diagrams, the following conventions can be used to understand what is pictured. A red
arrow indicates high pressure flow, whereas the blue arrow indicates low pressure flow. A
green circle with a red X indicates a closed valve, while the absence of the X indicates an
open valve.
Fig 4.4: Pedaling Fig 4.5: Coasting

Pedaling: In this mode, the power is provided given by the rider only and the accumulator’s
power is not used. The rider pedals to generate the hydraulic power to power the hydraulic
motor and thus the rear wheel. This function is achieved by closing valve V1 and opening
valves V2 and V3.
Coasting: In this mode, the power is provided by the circulation of pressurized fluid in a
closed circuit. This function is achieved by closing valve V1 and V3, while opening valve
V2.
Fig 4.6: Accelerating
Accelerating: In this mode, only the accumulator power is used. While using the
accumulator power, all valves V1, V2, V3 remain open. To avoid valve leakage and
maintain the accumulator pressure when the accumulator power is not used, a bidirectional
poppet type valve is chosen for valve V1.
Fig 4.7: Braking Fig 4.8: Charging
Braking: More precisely ‘regenerative braking’, it is used to capture the braking energy
during deceleration. This function is achieved by closing both valves V2 and V3. This turns
the motor into a pump drawing fluid from the reservoir to charge the accumulator. The
stored energy can be used for starting where high torque is needed to overcome the inertia
of the bicycle.

Charging: In this mode of operation, the accumulator is charged with pressurized fluid that
flows from the pump when the pedal cranked. Here the valve V1 is set open, while the
valves V2 and V3 are closed. No torque is produced at the motor and the cycle remains
stationary.
Fig 4.9 (Parallel): Accelerating/Pedaling Fig 4.10 (Parallel): Braking/Charging
Parallel mode (Accelerating/Pedaling): In this parallel mode of operation, both

acceleration and pedaling processes occur simultaneously. This is achieved by toggling all
valves, V1, V2 & V3 open. This mode helps attaining the maximum possible speed.
Parallel mode (Braking/Charging): In this parallel mode of operation, both braking and
charging processes occur simultaneously. This is achieved by opening valve V1 and closing
valves V2 and V3. This mode helps achieving the fastest possible charging of the
accumulator.
4.2 Functional Decomposition

Due to the HRB design of the bike, it will employ the following five modes of operation:
pedaling, coasting, accelerating, braking, and charging.
Pedaling: During pedaling, the energy input from the rider’s feet will be directed as
hydrostatic drive to the rear wheel. A flow chart of this energy transfer can be seen below.
Fig 4.11: Energy Flow During “Pedaling” Mode
Coasting: During coasting, there will be no energy transfer of any sort. Fluid will simply
be circulated without any energy input, output or storage (neglecting fluid losses). Here

the rider will not have to be pedaling at all times. The circulation of the fluid without
energy transfer emulates the “free-wheeling” feature that is possible on the average bike.
Fig 4.12: Energy Flow During “Coasting” Mode
Accelerating: While accelerating, the energy stored in the accumulator will be released to
accelerate the rider.
Fig 4.13: Energy Flow During “Accelerating” Mode
Braking: During braking, the rider’s kinetic energy will be converted into fluid pressure,
which will then be directed to the accumulator for storage. Energy Flow During “Braking”
Mode
Fig 4.14: Energy Flow During “Braking” Mode
Charging: Charging will also increase the amount of energy stored in the accumulator by
the rider pedaling. This mode will normally be used while the bike is stationary.
Energy Flow During “Charging” Mode
Fig 4.15: Energy Flow During “Charging” Mode
As shown in Figures below, the system will also employ parallel functioning of
accelerating/pedaling and braking/charging, allowing the rider to pedal at all times. Due to
the design of the system and for the convenience of the rider, there will be no required user
signal to allow for these modes to function simultaneously.

Fig 4.16: Parallel Energy flow of “Accelerating” and “Pedaling” Modes
Fig 4.17: Parallel Energy flow of “Braking” and “Charging” Modes
As seen from the foregoing figures, the valve system and fluid lines are integral to each
mode of operation, and will be responsible for making sure each mode functions correctly.
The position of the valves (open vs. closed) will be dictated by a user-input driven control
system. This will then direct the fluid pressures in the desired direction. Thus, achieving
the various modes of operation as per the requirements of the user.
4.3 Electrical subsystem:

The purpose of the electrical subsystem is to control the hydraulic solenoid valves. As
stated before, the “pedal” mode is the default mode of the bike due to the valves’ unpowered
positions.
The electrical subsystem is responsible for choosing any of the other modes of operation.
It receives a signal from the user via switch, and in turn supplies power to the valves to
create the desired mode as can be seen in the previous hydraulic schematic.

Fig 4.18: Logic schematic of control circuit

The switches can be seen on the left side of the schematic. The “brake”, “coast” and
“accelerate” switches will be pushbuttons that are normally open unless pressed. The
“charge” switch will be a 2-position switch, allowing the user to stay in charge mode
without holding down a button. This will be helpful as charging is done while the bike is
stationary, and has the possibility to take a long time. Fittingly, “charge” mode was given
the highest priority, as it would be unsafe for the other modes to engage while charging, by
simply bumping a button. Once these switches are closed, they will be sent a 5V signal
through the network of AND gates, with the destination being the OR gates labelled
“V1”, “V2” and “V3”, which are names for their respective valves. The purpose of this is
to translate a mode-based signal into which valves should be powered during that mode.
The AND gates are responsible for ensuring that if “accelerate” is pressed, the other modes
of higher priority (“brake”, “coast” and “charge”) are not pressed. Once the AND gate
network has done its job, the OR gates will get signals telling them whether or not to allow
power to their respective valves. If any of their inputs provide 5V, they will pass that 5V
through. This 5V output will then switch a transistor, allowing the battery to provide 12V
power to a relay, in turn allowing the battery to provide 12V at high current to the valves.
A schematic of the entire electronic subsystem can be seen.

Fig 4.19: Diagram of electronic subsystem
The logic part of the control circuit from above Figure is embodied in the “Logic circuit”
block, which also contains the transistors and relays for allowing power to the valves. (Note
the terminals for switch inputs and the terminals for output to the valves). Because the logic
circuit runs on 5V, there is a voltage regulator to step it down from the 12V battery, but
also make sure it is a clean, non-noisy signal.

Chapter 5: COMPONENT SELECTION
Pump and motors

We need two pump motors: one to pressurize the fluid using power from the pedals and
one attached to the rear wheel to supply power to the wheel during normal operation and
pressurize the accumulator during regenerative braking*.
We assume that efficiency will be the same at our lower operating speeds because the
output torque of the motor should remain constant at lower speeds. However, these pump
motors could easily pressurize the fluid beyond 34MPa, which would waste energy by
opening the pressure relief valve.
With further calculations, it is determined that we need 9cc Gerotor Hydraulic pump and
11.47cc Gerotor Hydraulic motor, the selected models based on the requirements are as
follows with following features/benefits:
• Three-piece construction for distribution flexibility.
• Aluminum pumping sections for light weight.
• Roller bearings for durability.
• CW, CCW and Bi-rotational pumps available.
• SAE shafts, flanges and porting available.
Fig 5.1: Pump and motor specifications

Table 5.1: Pump and Motor specifications

From the different models of PGG series, based on the requirements for pump and motor
specifications, Models PGG20025 and PGG20030 are selected for our project.
Rear wheel hub with Derailleur

In a traditional bicycle (Figure 3 below), a hub in the rear wheel is necessary to transmit
power from the cassette to the spokes and rim. It typically allows the rider to coast without
pedaling by “freewheeling,” a ratcheting feature that allows the cassette to spin slower than
the wheel. A fixed gear hub is less common and does not have the freewheeling feature, so
the pedals spin whenever the bicycle is in motion.
Fig 5.2: rear wheel hub

Mechanical connection of pedals to pump and motor to wheel

The shaft of one pump motor must be connected to the pedals, and the shaft of the other
must be connected to the hub on the rear wheel. The connection to the pedals is the most
challenging because it requires a gear ratio of 9.6:1. The gears may transmit a force of up
380 N from one to the other, so enough teeth must be engaged to prevent one of them from
shearing off. The combination of pump and gear must be narrow enough to fit between the
rider’s legs.
We considered ring gears, spur gears, bevel gears, chains, and worm gears. Although worm
gears are capable of large ratios, we ruled them out because the worm cannot drive the gear.
Valves
Three valves are necessary to control fluid flow during the three modes of operation: normal
pedaling, regenerative braking*, and assist. One must be normally closed, and two must be
normally open. We considered ball, spool, and poppet valves. Although they are
inexpensive and reliable, manual ball valves are not appropriate because our valves must
be able to be actuated remotely. Spool valves are not ideal because their high leakage rate
would decrease the system’s efficiency. The valves must also be able to operate at a
pressure of 34 MPa and a flow rate of 0.5L/min. We selected Eaton Vickers poppet solenoid
valves SBV11-8-O-S6T-12DQP (normally open) and SBV11-8-C-S6T-12DQP (normally
closed). Although they are only open or closed and do not have any capability to throttle,
they have a low leakage rate of five drops per minute and are rated for 35 MPa and a flow
rate of 60 L/min.
Description: This is a 2-way 2-position, high pressure bi-directional, pilot operated,
normally open poppet type screw in cartridge valve. The valve is ideal for isolating and
holding actuators in position.
The sectional view of selected solenoid valve (open type) and its performance data is as
shown in the Figure 4.
Table 5.2: Valve specifications

Hose
The hose needs to be rated for at least 34MPa and should have SAE 6 fittings. Two hose
models meet these specifications: 471TC and 701. Both of these hoses are compatible with
a variety of hydraulics fluids and are rated for use at temperatures from -40°C to 100°C.
We selected the 471TC because it has a smaller minimum bend radius of 65mm which
allows the hose to turn sharp corners.
471TC Twin Tough Application: Petroleum base hydraulic fluids and lubricating oils.
Inner Tube: Synthetic rubber.
Reinforcement: Two braids steel wire. Cover: Synthetic rubber abrasion resistant, MSHA
accepted. Temperature Range: -40°F to +212°F (-40°C to +100°C).
•5000 psi constant working pressure in -6-6 and 4000 psi in -8-8.
• Two-wire braided construction.
•Abrasion-resistant TC cover.
The Specification of 471TC hoses is as shown in Figure 5.3.
Table 5.3: Hose specifications
Hydraulic Fittings
Upon the selection of Hoses, the fittings are selected according to the recommendation by
the manufacturer (Parker Hannifin) to meet the standards.
Universal Push-to-Connect (UPTC) Fittings: Traditionally, the fluid power industry has
used threaded connectors to make a leak free connection. The speed of making connections
is slow and the reliability of the connection is dependent on proper assembly procedures.
Parker’s UPTC connectors rely on a mechanical retaining mechanism (other than threads)
to create a seal. UPTC design is greatly improved compared to traditional threaded

connections. The selected type of fittings for Pump, Motor, Accumulator* and Reservoir*
are 1ET43 and 1C543 with Hose end size ¼ inch as shown in the Figure 5.4 and Figure 5.5.
Table 5.4: valve fitting specifications
Table 5.5: valve fitting specifications
The fittings used for valves are 1D0403 and 1C343 with Hose diameter ¼ inch as shown
in the Figure 5.6 and Figure 5.7.
Table 5.6: Valve fitting specification

Table 5.7: Valve fitting specification
Accumulator*
Designed for high pressure hydraulic systems the EHV bladder accumulator is available in
carbon & stainless steel, (70 to 690 bar, 0.2 to 57 Litres). The bladder type accumulator
EHV 10L with maximum working pressure 480bar, effective gas volume 9 litres and flow
rate of 900 L/min is selected.
Pressure Relief valve

Pressure relief valve (PRV) is a type of safety valve used to control or limit the pressure in
a system; pressure might otherwise build up and create a process upset, instrument or
equipment failure, or fire. The pressure is relieved by allowing the pressurized fluid to flow
from an auxiliary passage out of the system. The relief valve is designed or set to open at a
predetermined set pressure to protect pressure vessels and other equipment from being
subjected to pressures that exceed their design limits. Pressure Relief Sandwich valves-RV
series having maximum pressure rating 414bar is selected for safety purpose.
Filters
Medium Pressure Inline Hydraulic Oil Filter – iProtect® GMF Series. The Parker GMF
Series is a highly compact, environmentally friendly inline hydraulic oil filter that features
a re-usable element core. Capable of flows up to 600 L/min (158 GPM). Maximum
allowable operating pressure 70 bar (1,015 psi).
Table 5.8: Technical specification

Hydraulic Fluid:
DuraClean™ is a hydraulic oil provided exclusively by Parker. The fluid has a unique
additive chemistry designed to maximize oil life while providing optimum anti-wear
protection for the components of today's advanced hydraulic systems.
Table 5.9: Hydraulic fluid performance characteristics
Reservoir:
Fluid reservoirs serve the purpose of holding fluid that is transmitted through the hydraulic
system.
The capacity of the hydraulic reservoir is chosen to be 2L.
Table: 5.10: Reservoir specification

Chapter 6: PROJCET PLAN
The timeline for project work is shown below:

Literature survey was carried out on seven journal papers to gain an insight on the work
that had been previously carried out. Alterations were made to the hydraulic circuit design
in order to improve the maneuverability and reliability of the hydraulic bicycle. Component
selection was scrupulously carried out on the basis of analytical calculations, which was
further validated by the aid of simulations.
In the next phase the final purchase decisions will be made along with fabrication of the
bicycle. Further the analytical results will be experimentally validated and performance
parameters will be evaluated.
The timeline for project work is shown below:
TOPIC TIME PERIOD
Formation of team, and topic discussions Aug-Sept 2020
Literature Survey Oct-Dec 2020
Selection of materials and methods Nov-Dec 2020
Analytical calculations Nov-Dec 2020
Finalize specifications Nov-Dec 2020
Modelling and simulations Jan-Feb 2021
Purchase of parts (pump, motor and hoses) Feb-march 2021
Finalize prototype April-May 2021
Final report June-July 2021
Table 6.1: Project plan

Chapter 7: REFERENCES
Journals:
[1] Steve J. Skerlos, Andrew Berwald, Phillip Bonkoski, Henry Kohring, Chris Levay (2010) at
the University of Michigan is working to develop a bicycle with a hydraulic drive to race in Parker
Hannifin Corporation’s Chainless Challenge competition in March, 2010.
[2] Bryan D’Souza, Andrew Kneifel, Victor Singh, Matthew Williams (2009), Optimizing a
Hydraulic Regenerative Braking System for a 20” Bicycle Wheel.
[3] Dr, Janet Dong, Patrick Eldridge (2012) “2012 PARKER CHAINLESS CHALLENGE -
HYDRAULIC SYSTEM”.
[4] Dinh Quong, Kyoung Kwan, le Duy Khoa, Do Hoang Thinh (2012), Development of a Smart
Bicycle Based on a Hydrostatic Automatic Transmission.
[5] Feng Wang, Michael Bissen, William Ward, Kim Stelson (2014), Modeling and Design of a
Hybrid Bicycle with Hydraulic Transmission.
[6] Marinaro, GianlucaXu, ZhuangyingChen, ZhengpuLi, ChenxiMao, YizhouVacca, Andrea

(2018), The PurdueTracer: An Energy-Efficient Human-Powered Hydraulic Bicycle with Flexible
Operation and Software Aids.
[7] Jamal Daniel, William Johnson, Alex Lagina, Timothy Li (2007), Chainless Challenge:
Human-Hydraulic Hybrid Bicycle.
[8] Schmidt, T.; Wilson, D.G. Human Power: Technical Journal ofthe IHPVA; IHPVA: San Luis
Obispo, CA, USA, 2004; Volume 10, ISSN 0898-6908.
[9] Brackett, D.C. Hydraulic Bicycle with Conjugate Drive Motors and Variable Stroke
Crankshaft. U.S. Patent 5,938,224, 17 August 1999.
[10] Alanen, N., Dykstra, J., Muccioli, J., & Yousuf, J. (2008). Hydraulic Regenerative Braking for
a 20” Bicycle Wheel. ME450 Fall 2008.
[11] Mierendorf, M., Murphee, A., Rogers, B., & Simmons, S. (2008). Hydraulic Regenerative
Braking for a 20” Bicycle Wheel. ME450 Winter 2008
Websites:
[1] www.parker.com
[2] www.mendeley.com
[3] www.scholar.google.com
[4] www.sciencedirect.com
[5] www.Springer.com

Design and Development of Hydro-Mechanical Bicycle (2020-2021)

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Design and Development of Hydro-Mechanical Bicycle (2020-2021)

Uploaded by

Copyright:

Available Formats

Design and Development of Hydro-Mechanical Bicycle (2020-2021)

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | 1

1.1 Patent Search and Current Technology:

• The undesirable occurrence in variable-speed bicycles of shifting to the wrong gear

• Most hydraulic designs use too many interconnections leading to system

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | 2

1.2 Concept generation:

Fig 1.1: Datum Model

Fig 1.2: Datum Schematic

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | 3

Fig 1.3: Concept one model

Fig 1.4: Concept one Schematic

Fig 1.5: Concept two Model

Fig 1.6: Concept two schematic

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | 4

Fig 1.7: Concept three Model

Fig 1.8: Concept three Schematic

Fig 1.9: Concept four Model

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | 5

Fig 1.10: Concept four Schematic

1.3 Concept Evaluation:

Table 1.1: Concept Evaluation

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | 6

1.4 Hydraulic Circuit Design

Fig 1.11: Layout of Hydraulic circuit

Human Powered Mode

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | 7

Hydraulic Powered Mode

• It is used to capture braking energy during deceleration.

• It can be charged either via Pedaling or by using a hand pump.

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | 8

Fig 1.14: Regenerative braking mode Fig 1.15: Charge mode

1.5 Hydraulic Generation Methods

Fig 1.16: Hydrostatic principle

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | 9

Hydrostatic Pump Motor System

Fig 1.17: Hydrostatic Pump Motor System

1.6 Hydraulic Hybrid Regenerative Braking System

Fig 1.18: Layout of Hydraulic Hybrid Regenerative Braking System

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | 10

Chapter 2: LITERATURE REVIEW

2.1 Literature Survey Summary

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | 11

2012 PARKER CHAINLESS CHALLENGE - HYDRAULIC SYSTEM by PATRICK

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | 12

2.2 Patent Search and Current Technology:

Fig 2.1: Electro-Hydraulic Bicycle Patent

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | 13

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | 14

Chapter 3: PROBLEM STATEMENT AND OBJECTIVES

3.1 Problem statement and Developments:

• In an electric powered bicycle regular charging and checking on battery leakage

Weight and Size

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | 15

• Reducing the effort required by the user as much as possible by increasing

• Providing a low cost, low maintenance, eco-friendly and a dependable means of

• Aiding in a hassle-free switching of different operation modes by a well-designed

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | 16

Fig 4.1 Concept Model Fig: 4.2 Concept Schematic

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | 17

Mounting of components on the bicycle

Fig 4.3: Hydraulic schematic of valve system and Fluid lines

Table: 4.1 Hydraulic circuit Operation Modes