Professional Documents
Culture Documents
Thesis Ezradjolum
Thesis Ezradjolum
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A RESEARCH
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In partial fulfillment
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2021
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CERTIFICATION
Research 2, has been examined and hereby recommended for acceptance for oral
defense.
______________________________________
Adviser
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Critic
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APPROVAL SHEET
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Panel Chairman
Research 2.
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Acknowledgement
First and foremost, we owe a debt of gratitude to Ms. Kate Beronilla, our teacher, for
her excellent guidance, unwavering support, and patience during our studies. Their
research and daily life. We would like to express our gratitude to all members of the
REKTA FAMILY. It is because of their generous assistance and support that our
studies and lives at ASIST have been so enjoyable. Finally, we'd want to thank our
parents, siblings, and other members of our family. It would have been difficult for us
Abstract
and city development, is taking longer and growing more difficult to achieve. As a
result, our electric two-wheelers are more efficient and emit less air pollution per km
necessary to charge batteries and the lack of charging infrastructure, many people
have yet to adopt them. Bicycles or the provision of pedestrian amenities have
traditionally been the focus of sustainable and practical personal mobility solutions
for city environments. However, many cities suffer with traffic congestion, parking
issues, and pollution caused by fossil-fueled automobiles. It appears that pedal power
alone has not been sufficient to replace the use of gasoline and diesel vehicles to yet,
therefore it is time to look into the reasons for the continued use of ecologically
The project's main goal is to utilise incoming solar energy as a source of power for a
The main goal of this project is to construct a hardware model of a Solar Electric
Vehicle with the goal of reducing total carbon emissions from fossil fuel vehicles. We
did everything we could to make the vehicle a symbol of a greener environment. This
idea combines the use of incoming power with the production of solar panels.
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A rechargeable battery pack powers a light-weight motor unit mounted on the wheel
in this project. The solar electric bicycle takes a different technique. To address the
issue and weaknesses, this project will need to do research and study in order to build
superior technology. The major goal of this project is to design an electric vehicle
hardware model in order to reduce total carbon emissions caused by fossil fuel
vehicles.
also intends to demonstrate how this vehicle contributes to quick progress toward a
charger unit, and a throttle are all used in an electric vehicle. To make it a success,
we need to know numerous things, including what will be the prime mover, how to
Table of Contents
Preliminaries Page
Certification………………………………………………………………... ii
Acknowledgement………………………………………………................. iv
Dedication………………………………………………………………….. v
Abstract…………………………………………………………………….. vi
List of Tables………………………………………………………………. ix
List of Appendices…………………………………………………………. x
CHAPTER
1. THE PROBLEM
Theoretical Framework……………………………………………. 5
Conceptual Framework……………………………………………. 9
Research Design……………………………………………………. 14
15
Summary……………………………………………………………………...
Findings……………………………………………………………………….
Conclusions……………………………………………………………………
Recommendations…………………………………………………………….
REFERENCES……………………………………………………………………….
APPENDICES………………………………………………………………………...
DOCUMENTATIONS……………………………………………………………….
CURRICULUM VITAE…………………………………………………………….
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CHAPTER I
INTRODUCTION
The solar electric bicycle is designed to be a challenge to acquire the maximum pedal
assistance possible from the solar panel utilized on sunny summer days. The solar
electric bicycle is a fun way to go around. When not powered, it may not cost much
more energy to ride a solar electric bicycle than it does to ride a regular bicycle. Even
if the sun isn't shining or the batteries are dead, the bicycle should still be able to run
light. Because the battery is only charged once at home, e-bikes require large and
The solar bike method is unique. The PV panels are powerful enough to provide a
The battery is lightweight and compact. Despite the lack of sunlight, the battery may
a 220V AC, 50 Hz, 1.0A charger. However, we will require a site, such as a café that
allows us to use the mains. Another way to charge the battery is to use a fan or a 24V
DC fan to make a handmade windmill (a prototype of the fan has been shown in the
bicycle). The fan is mounted above the bicycle's front wheel and is powered by one of
While the bicycle is in motion, the battery will be charged. This method of charging
the battery will come in handy on cloudy days. The solar bike isn't designed to save
electrical energy required to bike for an entire day is really low. This is insignificant
in terms of energy savings. A solar bicycle or tricycle has the advantage of being light
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and may augment the power provided by the solar panel roof with the rider's foot
power. This allows for the operation of a relatively basic and inexpensive vehicle
voltage, and rpm are all linearly connected in such motors. Higher efficiency and
dependability, lower noise, longer lifetime, elimination of ionizing sparks from the
of BLDC (EMI).
When it comes to automotive cruise control, it is designed to keep the vehicle's speed
at a consistent level set by the driver. The car is the system in this example.
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The output is the vehicle speed, whereas the control is the vehicle throttle, which
affects the engine torque output. One method of implementing cruise control is to lock
the throttle at the intended speed, but when the car encounters a hill, it will slow up
In fact, any parameter that differs from what was expected at design time, such as the
vehicle's true mass, wind resistance, and tire pressure, would result in a proportional
mistake in the output velocity. Because there is no direct relationship between the
system's output (engine torque) and the actual conditions encountered, this form of
controller is known as an open-loop controller. This means that the system does not
Before the analyses of the data are discussed, a conceptual model of the research is
presented. To create this conceptual model, literature is studied. Since the solar bike is
like a normal e-bike, but with an extra battery charging option, literature regarding e-
This research analyzes the performance of the solar bike which can be divided into
three categories: energy production of the solar bike, user satisfaction of the solar
bike, and consideration to use a solar bike for commuting (likelihood to buy,
willingness to pay). The influences on these categories that are considered in the
research can be divided into five categories: user characteristics, user attitudes,
expected relationships between these categories are drawn. From the literature follows
influence the user satisfaction. Furthermore, it is assumed that the user satisfaction has
its influence on the consideration to use a solar bike for commuting. No literature is
known on this relationship. There is also no literature on the influences on the energy
production of a solar bike. It is assumed that commuting distance, bike parking, and
that the energy production has its influence on the user satisfaction.
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Transportation mode choices of commuters play role in the research. Assumed is that
the solar bike is equivalent to a regular e-bike. To get more insight in the differences
between regular cyclists and ebike users and their transportation mode choice reasons,
the following question (1) is stated: 1. What are differences between e-bike
commuters and regular bicycle commuters? To answer this question (1), OViN data
from 2013 (CBS, 2014), 2014 (CBS, 2015), and 2015 (CBS, 2016) is used to search
for differences between e-bike and regular bicycle usage. The following tasks were
set up: Analyzing OViN data on differences between e-bike cyclists and regular
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cyclists; Focus on commuters. The software used for the comparisons in the OViN
2. What is the effect of different factors on the energy production of the solar bike?
Firstly, there is checked whether there is a correlation between the energy production
of the solar bike and the user satisfaction to see whether the energy production can be
related to the user satisfaction. Secondly, the relation between solar radiation, parking
strategies, and commuting distance and the energy production is analyzed. Posttest
survey data is used to collect data related to parking strategies. Weather information
of KNMI is used to obtain data on solar radiation (KNMI, 2017). Because the energy
production is related to the solar radiation, the output variable of energy production is
also translated to a factor that can be seen as energy production efficiency towards the
available solar radiation. The following tasks were set up for this question (2):
variable; Aggregating the available solar bike data; Combining weather data with
the output variables of the solar bike; Performing a correlation analysis between the
energy production and solar bike grading; Combining the energy production data
with survey data; Performing regression analyses between solar radiation and
energy production; Combining the energy production data with KNMI weather
data, and survey data; Two analyses: parking situation, traveling situation.
3. What is the user experience of the solar bike? To gather user experiences a posttest
survey is conducted under test-users. Participants gave a general grading on the solar
bike, gave insight in the purposes of their usage of the solar bike, commented on
hindrance of crosswind on the front wheel (which is covered due to the solar panels),
and gave their opinion on solar bike statements by means of a Likert scale. The
grading of participants for the solar bike is analyzed in combination with user
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forecast. The relation between crosswind hindrance and daily wind speed
measurements is also interesting, due to the covered front wheel, and is evaluated
wind speeds and crosswind hindrance; Combining survey data with KNMI weather
data; Performing a multiple regression analysis between user experience factors and
1.5 Hypothesis
are found. Utility theory explains that people base their transport mode decisions on
cost, time, and effort (Heinen et al., 2010). The negative influence of hilliness (Heinen
et al., 2010), which affects the effort of cycling, is less for ecommuting than for
regular commuting, since e-commuting costs less effort due to the electric support. In
terms of time, e-commuting should have a higher probability, since the mean travel
1997; Heinen et al., 2010; Heinen et al., 2011; Heinen et al., 2013; Vinken, 2016)
probably differs between e-commuting and regular commuting, since the electrical
support can compensate the effort needed to cycle with strong winds. The negative
could be lesser for e-commuting than for regular commuting. When looking at
facilities at the workplace (Heinen et al., 2013; Wardman et al., 2007), charging
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facilities for e-bikes could increase the amount of e-commuters. Shower facilities are
less important for commuters who chose the e-bike so they transpire less. However,
secured bike parking could be more important, due to the value of e-bike compared
with the value of regular bicycles. The accessibility to a transport mode is also
important (Heinen et al., 2010). A commuter that does not have access to an e-bike,
cannot e-commute.
CHAPTER II
METHODOLOGY
A phenomenological technique was used in this qualitative investigation. Its goal was
to see how effective carburetors are compared to fuel injection. A qualitative study is
collect data. Furthermore, qualitative research allows the researcher to interact with
their participants and see the world through their eyes. This strategy was deemed to be
the most appropriate for providing a full examination of car-owner experiences by the
researcher.
The solar bike was tested by a group of 79 personnel, with 37 from the Abra State
Institute of Sciences and Technologies and 42 from the Abra Electric Cooperative.
The participants' ages range from 20 to 72, with an average of 44.5. Males make up
kilometers. The pre- and post-test surveys were completed by all 79 individuals. The
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ratings were based on data collected by a solar bike from 59 participants. As a result,
The survey data is compared to the OViN data (CBS, 2014,2015, 2016) in Table 3 to
see whether participant’s population is like the respondent’s population of OViN. The
descriptive statistics of the survey variables can be found in Appendix 1.3. The OViN
data of e-commuters is used for the comparison. The mean age, gender, and
commuting distance of the two data sources all differ significantly (see Appendix 1.4)
for independent sample test results). Gross income of the data sources has different
looking at the mean income ranges, it indicates that the OViN respondents have a
slightly higher income than the solar bike users. It may be concluded that the
Every year, CBS conducts a countrywide poll to collect information about Filipino
personal attributes. The data from 2013 (CBS, 2014), 2014 (CBS, 2015), and 2015
(CBS, 2016) has been evaluated to see if there are any differences between
ecommuters (those who ride electric bicycles) and regular commuters (who use non-
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electric bicycles). To limit the amount of data input for the studies, the OViN data is
Table 2 shows some of the differences between the two groups. Between 2018 and
2020, 14 380 commuting trips will be done by bicycle, with 1 092 journeys done on
an electric bicycle and 13 288 trips done on a non-electric bicycle. 38.0 percent of e-
commuters are men, while 62.0 percent are women. Regular commuters account for
distance traveled. Figure 2 shows that the majority of frequent commuters go between
1.0 and 2.5 kilometers. This distance category is also the largest for e-commuters,
however the percentage of e-commuters who travel more than 5.0 km every trip is
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higher than traditional commuters. The average commute distance for e-commuters is
6.0 kilometers, while the average commute distance for ordinary commuters is only
4.1 kilometers (see Table 2). This is in line with CBS (2016), who claims that electric
bicycle trips are 1.5 times longer in terms of distance than ordinary bicycle
excursions.