HUMAN POWERED VEHICLE

A PROJECT REPORT

Submitted by

PRANAY JOSHI, PRAVEEN GEHLOT,

RAJAT BHATI, RAJUL OJHA, URVISH BHOOT

in partial fulfillment for the award of the degree of

BACHELOR OF TECHNOLOGY
IN

MECHANICAL ENGINEERING

At

JIET GROUP OF INSTITUTION

JODHPUR INSTITUTE OF ENGINEERING &

TECHNOLOGY

NH-62, NEW PALI ROAD, MOGRA,

JODHPUR (RAJ.)

RAJASTHAN TECHNICAL UNIVERSITY, KOTA

2017-18

i
 BONAFIDE CERTIFICATE

Certified that this project report “HUMAN POWERED VEHICLE” is the

bonafide work of “PRANAY JOSHI, PRAVEEN GEHLOT, RAJAT BHATI,

RAJUL OJHA, URVISH BHOOT” having “14EJIME072, 14EJIME076,

14EJIME082, 14EJIME085, 14EJIME111” who carried out the project work

under my supervision in partial fulfillment for the award of Bachelor of

Technology in Mechanical Engineering, affiliated from Rajasthan Technical

University, Kota.

SIGNATURE SIGNATURE

PROF. M.R. BAID Er. ASHWANI MATHUR

HOD – MECHANICAL ENGINEERING ASSOCIATE PROFESSOR
JIET, JODHPUR

SIGNATURE SIGNATURE

Dr. PROF. B.S. SISODIA Er. SUNIL GUPTA

PROFESSOR ASSOCIATE PROFESSOR

Internal Examiner

External Examiner
ii
 ABSTRACT

In a world that is running out of fossil fuels, harvesting human kinetic energy will

provide an immediate solution to various mechanical challenges and fuel

limitations. Also harvesting renewable source of energy can also be a tool behind

solving the problem. This project deals with developing a Human Powered Hybrid

Vehicle that uses both human and electric energy to drive the vehicle. The main

objectives behind this project is to build a suitable mode of transportation which

would utilize human energy in an efficient way to be used for driving the vehicle

such as it runs faster than the present day human powered vehicles. For this purpose,

the human strength and weakness, the aerodynamic effect of the fairing, the

effectiveness of the drive train etc. are taken into consideration. Structural and weight

analysis were performed to select the right material for the frame so as to build a

vehicle which would be very light weight but strong enough to sustain high loads

exerted by the driver during a ride. Utmost priority has been given on the driver

safety. About 450W are produced by elite cyclists in one-hour journey and a healthy

amateur can generate 200W in same time while pedaling. This energy is harvested

to generate electricity on demand and to use it when needed to ensure minimum

wastage. Measures have been taken to capture the solar energy and to make use of it

for driving the vehicle.

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 ACKNOWLEDGEMENT

We take this opportunity to express our profound gratitude and deep regards
to our Guide Professor Ashwani Mathur and Head of Mechanical Engineering
Department Professor M.R. Baid for his exemplary guidance, monitoring and
constant encouragement throughout the course of this project. The blessing, help and
guidance given by him time to time shall carry me a long way in the journey of life
on which we are about to embark.

We would like thank to our other professors and all laboratory maintenance
staff for providing us assistance in various hardware and software problem
encountered during course of our project.

We are obliged to faculty members of the Mechanical Department of

Jodhpur Institute of Engineering & Technology, Jodhpur, for the valuable
information provided by them in their respective fields. We are grateful for their
cooperation during the period of our assignment.

Pranay Joshi

Praveen Gehlot

Rajat Bhati

Rajul Ojha

Urvish Bhoot

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 Table of Contents

ABSTRACT .................................................................................................................................... 1

ACKNOWLEDGEMENT ............................................................................................................. 2

List of Figures ................................................................................................................................. 5

List of Tables .................................................................................................................................. 6

CHAPTER 1 ................................................................................................................................... 7

1.1 INTRODUCTION ........................................................................................................... 7

1.2 HISTORY ......................................................................................................................... 8
1.3 WORKING....................................................................................................................... 9
1.3.1 POWER COLLECTION ............................................................................................ 9
1.3.2 POWER TRANSMISSION ..................................................................................... 10
1.3.3 TWO-WHEEL DRIVE ............................................................................................ 10
1.3.4 SPEED AND TORQUE CONVERSION ................................................................ 11
1.3.5 IMPLEMENTATION .............................................................................................. 11
1.3.6 INTEGRATION ....................................................................................................... 11
1.4 ADVANTAGES ............................................................................................................. 12
1.5 DISADVANTAGES....................................................................................................... 12
CHAPTER 2 ................................................................................................................................. 13

2.1 LITERATURE REVIEW ............................................................................................. 13

2.1.1 IDEA GENERATION ................................................................................................... 13
 AEROVELO-ETA .......................................................................................................... 13
 SECOND APPROACH: ELF ......................................................................................... 15
 THIRD APPROACH: RETRO DIRECT CHAIN MECHANISM ................................. 17
 FOURTH APPROACH: GEAR MECHANISM IN CYCLE ......................................... 19
 FINALIZED DESIGN .................................................................................................... 21
2.1.2 SOFTWARE INTRODUCTION FOR PROJECT .................................................. 22
2.2 CALCULATIONS ......................................................................................................... 39
 MOTOR TORQUE CALCULATIONS .......................................................................... 39
 CONCLUSION ............................................................................................................... 44

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 2.3 COMPARISON ............................................................................................................. 45
1 . MECHANISM ................................................................................................................... 45
2 . SPECIFICATIONS ........................................................................................................... 47
3 . ERGONOMICS (Center of Gravity) ................................................................................. 47
CHAPTER 3 ................................................................................................................................. 48

CONCLUSIONS ...................................................................................................................... 48
Appendix A ................................................................................................................................... 49

Parts and Assembly Drawings ................................................................................................ 49

REFERENCES ............................................................................................................................. 56

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 List of Figures
Figure 1 AEROVELO-ETA....................................................................................................................... 13
Figure 2 ELF .............................................................................................................................................. 15
Figure 3 RETRO-DIRECT CHAIN MECHANISM.................................................................................. 17
Figure 4 SHAFT DRIVEN MECHANISM ............................................................................................... 19
Figure 5 GEAR MECHANISM ................................................................................................................. 19
Figure 6 DOUBLE CHAIN MECHANISM .............................................................................................. 21
Figure 7 SOLIDWORK ENVIORNMENT ............................................................................................... 22
Figure 8 FRAME ....................................................................................................................................... 25
Figure 9 HUB SPROCKET........................................................................................................................ 25
Figure 10 REAR WHEEL SHAFT ............................................................................................................ 26
Figure 11 PADDLE ................................................................................................................................... 26
Figure 12 CRANKSHAFT ......................................................................................................................... 27
Figure 13 STEERING(HANDLE) ............................................................................................................. 27
Figure 14 CHAIN INNER Figure 15 CHAIN OUTER ................. 28
Figure 16 BOTTOM CONE Figure 17 BOTTOM HEAD SET........ 28
Figure 18 BEARING RETAINER ............................................................................................................. 28
Figure 19 SPROCKET Figure 20 CRANK BEARING ............ 29
Figure 21 CRANK BEARING CAGE ....................................................................................................... 29
Figure 22 HEAD-SET TOP Figure 23 HEAD-SET......................... 30
Figure 24 LOCK NUT ..................................................................................................................................... 30
Figure 25 LOCK WASHER....................................................................................................................... 30
Figure 26 SEAT POST Figure 27 STAR NUT ......................... 31
Figure 28 TOP CONE FOR CRANK ........................................................................................................ 31
Figure 29 FRONT HUB WHEEL .............................................................................................................. 32
Figure 30 REAR WHEEL.......................................................................................................................... 32
Figure 31 TOTAL DEFORMATION ........................................................................................................ 34
Figure 32 EQUIVALENT ELASTIC STRAIN ......................................................................................... 35
Figure 33 EQUIVALENT STRESS........................................................................................................... 36
Figure 34 MAXIMUM PRINCIPAL STRESS .......................................................................................... 37
Figure 35 MAXIMUM PRINCIPAL ELASTIC STRAIN ........................................................................ 38
Figure 36 FREE BODY DIAGRAM OF A VEHICLE MOVING UP AN INCLINED SURFACE. ........ 41
Figure 37 BICYCLE ................................................................................................................................. 45
Figure 38 FINAL DESIGN DOUBLE CHAN MECHANISM ................................................................ 46

vii
 List of Tables

Table 1 VALUES OF CO-EFFICIENT OF ROLLING RESISTANCE ................................................... 39

Table 2 CYCLE SPECIFICATION .......................................................................................................... 47

viii
 CHAPTER 1

1.1 INTRODUCTION

HPV means "Human Powered Vehicle". This term includes all Vehicles that
are powered only by muscular-strength. The large area of HPV can be divided into
many categories. The largest is the bicycle. But you can find HPV's in the air, in and
under the water and also on the rail. Some HPV's are built for competition to get
faster and faster, but other are for daily use, like the rickshaw in India. A real HPV
can be powered by an electric engine, but the energy must come from a human
powered generator. Electric bicycles with batteries onboard do not include to HPV's.

In present scenario, with increasing number of automobiles the need for

petroleum products is reaching the peak point. These petroleum products are non-
renewable sources and it has a danger of exhaustion in future, so it is better to move
to an alternate energy sources. The price of crude oil has increased significantly over
the past few years and there seems to be no turning back. The environment has also
been more of a focus throughout the world in the past few years, and it seems that
cleaner alternatives have been steadily on the rise with no end in sight.

The term "hybrid" usually implies that more than one energy source is used to
power all or part of a vehicle's propulsion. Solar power may be also used to provide
power for communications or controls or other auxiliary functions. Rechargeable
battery is used with long life for charging. DC electric motor is also used in this
project. The hybrid bicycle is a project that can promote both cleaner technology as
well as a lesser dependence on oil. It will run on clean electric power with the ability
to recharge the battery 3 separate ways: through the charger, by generating power
through the pedals of the bicycle, and by solar-cell generative power.

1
1.2 HISTORY

A bicycle, also called a cycle or bike, is a human-powered, pedal-

driven, single-track vehicle, having two wheels attached to a frame, one behind the
other. A bicycle rider is called a cyclist, or bicyclist.

Bicycles were introduced in the late 19th century in Europe, and by the early
21st century, more than 1 billion have been produced worldwide. These numbers far
exceed the number of cars, both in total and ranked by the number of individual
models produced. They are the principal means of transportation in many regions.
They also provide a popular form of recreation, and have been adapted for use as
children's toys, general fitness, military and police applications, courier services,
bicycle racing and bicycle stunts.

The basic shape and configuration of a typical upright or "safety bicycle", has
changed little since the first chain-driven model was developed around 1885. But
many details have been improved, especially since the advent of modern
materials and computer-aided design. These have allowed for a proliferation of
specialized designs for many types of cycling.

The bicycle's invention has had an enormous effect on society, both in terms
of culture and of advancing modern industrial methods. Several components that
eventually played a key role in the development of the automobile were initially
invented for use in the bicycle, including ball bearings, pneumatic tires, chain-driven
sprockets and tension-spoked wheels.

The history of bicycle drivetrain systems is closely linked to the history of the
bicycle. Major changes in bicycle form have often been initiated or accompanied by
advances in drivetrain systems. Several early drivetrains used straight-cut gears that
meshed directly with each other outside of the hub. Some bicycles have used a
double-sided rear wheel, with different-sized sprockets on each side. To change
gears, the rider would stop and dismount, remove the rear wheel and reinstall it in
the reverse direction.

2
1.3 WORKING

The bicycle is extraordinarily efficient in both biological and mechanical

terms. The bicycle is the most efficient human-powered means of transportation in
terms of energy a person must expend to travel a given distance. From a mechanical
viewpoint, up to 99% of the energy delivered by the rider into the pedals is
transmitted to the wheels, although the use of gearing mechanisms may reduce this
by 10–15%. In terms of the ratio of cargo weight a bicycle can carry to total weight,
it is also an efficient means of cargo transportation.

A human traveling on a bicycle at low to medium speeds of around 16– 24

km/h (10–15 mph) uses only the power required to walk. Air drag, which is
proportional to the square of speed, requires dramatically higher power outputs as
speeds increase. If the rider is sitting upright, the rider's body creates about 75% of
the total drag of the bicycle/rider combination. Drag can be reduced by seating the
rider in a more aerodynamically streamlined position. Drag can also be reduced by
covering the bicycle with an aerodynamic fairing. The fastest recorded unplaced
speed on a flat surface is 144.18 km/h (89.59 mph)

In addition, the carbon dioxide generated in the production and transportation

of the food required by the bicyclist, per mile traveled, is less than 1/10 that generated
by energy efficient motorcars.

1.3.1 POWER COLLECTION

Bicycle drivetrain systems have been developed to collect power from riders
by a variety of methods.

FROM LEGS

 Crank set and pedals

 Treadle bicycle
 Swing bike and Risigo that moved the seat and pedals in coordination.
3
1.3.2 POWER TRANSMISSION

Bicycle drivetrain systems have been developed to transmit power from riders
to drive wheels by a variety of methods. Most bicycle drivetrain systems incorporate
a freewheel to allow coasting, but direct drive and fixed-gear systems do not. The
latter are sometimes also described as bicycle brake systems.

DIRECT
Some human powered Vehicles, both historical and modern, employ direct
drive. Examples include most Penny-farthings, unicycles, and children's tricycles.

Another interpretation of direct drive is that the rider pushes directly against
the ground with a foot, as employed in balance bicycles and Chukudus.

ROTATING

 Chain
 Chainless

NON-ROTATING

 Hydraulic
 Electric, in which turning the cranks generates electricity that then drives an
electric motor in the rear wheel.

1.3.3 TWO-WHEEL DRIVE

In 1991, a two-wheel drive bicycle was marketed under the Legacy name. It
used a flexible shaft and two bevel gears to transmit torque from the rear wheel,
driven by a conventional bicycle chain with derailleurs, to the front wheel. In 1994,
Steve Christini and Mike Dunn introduced a two-wheel drive
option. Their AWD system, aimed at mountain bikers, comprises an adapted
differential that sends power to the front wheel once the rear begins to slip. In the
late 1990s, 2WD 'Dual Power' Mountain bikes were sold in Germany under
the Subaru name. They used one belt to transfer power from the rear wheel to the

4
head tube, a small gearbox to allow rotation of the front fork, and then a second belt
to transfer power to the front wheel.

1.3.4 SPEED AND TORQUE CONVERSION

A cyclist's legs produce power optimally within a narrow pedaling speed

range. Gearing is optimized to use this narrow range as best as possible. Bicycle
drivetrain systems have been developed to convert speed and torque by a variety of
methods.

1.3.5 IMPLEMENTATION

Several technologies have been developed to alter gear ratios. They can be
used individually, as an external derailleur or an internal hub gear, or in combinations
such as the SRAM Dual Drive, which uses a standard 8 or 9-speed cassette mounted
on a three-speed internally geared hub, offering a similar gear range as a bicycle with
a cassette and triple chain rings.

 Derailleur gears
 Hub gear
 Gearbox bicycle
 Retro-Direct
 Lever and cam mechanism, as in the String bike.

1.3.6 INTEGRATION

While several combinations of power collection, transmission, and conversion

exist, not all combinations are feasible. For example, a shaft-drive is usually
accompanied by a hub gear, and derailleurs are usually implemented with chain
drive.

5
1.4 ADVANTAGES

 Health

Pretty much any kind of human-powered Vehicle is powered by a human ...

you. And that means exercise. Depending on the type of Vehicle, you may be using
different muscle groups, but you're pretty much guaranteed to be doing some work
to get around, especially climbing hills, etc.

You may be using other muscles just to maintain balance, may be fighting
wind resistance, and may be using more or less agility, coordination, etc. to keep
going safely. It's all good. In addition, you're getting fresh (presumably) air,
sunshine, and all that other good stuff.

Finally, this kind of exercise is a great way to reduce stress, and that may have
the biggest health benefit of all.

 Environment friendly no use of fossil fuel so no waste is release to

environment.
 Light weight comparative to normal vehicles.
 Maintenance cost is low.

1.5 DISADVANTAGES

1. Not suitable for long distance travelling.

2. Limitation in speed range.
3. Load carrying capacity is less.
4. Not suitable for off route track.

6
 CHAPTER 2

2.1 LITERATURE REVIEW

2.1.1 IDEA GENERATION

 AEROVELO-ETA

World fastest human powered vehicle, created ground shape record of

144.17km/hrs.

Figure 1 AEROVELO-ETA

ETA at a glance

 Top Achieved Speed: 144.17 km/hrs.

 9544 MPGe equivalent fuel efficiency.
 Empty Weight: 25kg.
 Shell Construction: Pre-preg Carbon-Honeycomb Sandwich.
 Frame: Wet lay carbon fiber.
 Tires: Ultra-thin 650c clinchers.
 Vision system: dual SD cameras/screens with on-screen data display.

7
 Custom build cranks, chain-ring, bottom bracket, hubs, wheels, headset.

There are several particular features that make Eta fast, but it is truly the way they
all fit together that take Eta to the next level. In the end, everything fits into an
incredibly small package, with good ergonomics for rider output, excellent handling
qualities, large low-rolling-resistance tires and an advanced aerodynamic shape.

Drive train- The drivetrain is done in two stages: first from a 93 tooth chain-ring
to a custom 7-speed cassette, and then from a 39 tooth chain-ring to an 18 tooth cog
at the front wheel hub. To keep the chain lines as short as possible, Eta is front wheel
drive. This innovative system, refined in the speed bike community more than 20
years ago, means that the second chain is connected to a wheel that is also steering.
As long as the second chain is parallel to the head tube angle, this system works
incredibly well. [4]

This idea was dropped because:

 Lack of resource available (wind tunnel) to study the design, aerodynamic

structure of the cycle.
 Material required to build the cycle was not available and too much costly if
buy online.
 Turning was not possible and built only for speed increment for race purpose.

8
 SECOND APPROACH: ELF

Elf is a solar and paddle hybrid vehicle powered by sun and human.

Figure 2 ELF

An ELF can be used just like any other bike or trike that only needs the
strength in your legs to make it go. What makes the ELF more fun and useful,
however, is the electric motor that gives you a boost of power whenever you need or
want it. You can maximize your calorie burn by just using the pedals, stay cool and
comfortable by letting the motor do all the work, or any combination of the two. It’s
up to you. [5]

Specification-
1. 1800 Mile Per Gesoline.
2. Approx 74 Kg Complete Structural Weight.
3. Can Carry Load From 160-250kg.
4. Speed 25kmph With Electric Assist And 35 Kmph With Paddling

9
 5. Electric Motor Can Carry Maximum Distance Upto 48miles Without Any
Paddling.

Advantage

1. No carbon emission and complete use of fossil fuels.

2. Everyone from 14-80 years is able to operate all.
3. Help in burning calories at same time giving power output.

This idea was rejected because-

 Manufacturing of structure was not available.

 Too costly to buy.
 Components were not easily available and were very expensive.

10
 THIRD APPROACH: RETRO DIRECT CHAIN MECHANISM

Figure 3 RETRO-DIRECT CHAIN MECHANISM

Retro-direct is a gearing mechanism used on some bicycles in the early 20th

century, which provides a second gear ratio when pedaled backwards. In the single-
chain system, the chain runs from the top of a chain ring attached to the cranks to the
top of a sprocket attached to the rear wheel hub with a freewheel, as with most
bicycle chain drives. The chain then, usually, wraps around the rear sprocket to an
idler sprocket between the rear wheel and the cranks, then runs back to a second
sprocket attached to the rear wheel with a second freewheel, and finally returns to
the bottom of the chain ring. Other configurations are possible, including one chain
for forward pedaling, and a second crossed-chain configuration for reverse pedaling.
Only one freewheel is engaged at a time, while the other spins backward freely. Since
the chain wraps around the second sprocket in the opposite direction to the first
sprocket, the cyclist needs only to pedal backwards to engage it. The small amount
of out-of-line required of the chain is easily accommodated. The rear wheel cannot
rotate backwards because the two freewheels try to drive the pedals forward and
backward at the same time.

11
 Usually the second sprocket is larger, which provides the cyclist a lower gear
for climbing steep inclines simply by pedaling backwards. While most historical
examples of retro-direct bicycles used the reverse gear for climbing, several modern
retro-direct riders prefer pedaling forward when standing to accelerate from rest and
climb, and engaging the higher cruising gear while pedaling backwards. [6]

This idea was rejected because-

The controlling of bicycle when operated with battery and hub motor was not
proper and operating in same situation was very much difficult.

18
 FOURTH APPROACH: GEAR MECHANISM IN CYCLE

Figure 4 SHAFT DRIVEN MECHANISM

Figure 5 GEAR MECHANISM

A shaft-driven bicycle is a bicycle that uses a drive shaft instead of a chain to

transmit power from the pedals to the wheel. Shaft drives were introduced over a
century ago, but were mostly supplanted by chain-driven bicycles due to the gear
ranges possible with sprockets and derailleurs. Recently, due to advancements in
internal gear technology, a small number of modern shaft-driven bicycles have been
introduced.

19
 Shaft-driven bikes have a large bevel gear where a conventional bike would
have its chain ring. This meshes with another bevel gear mounted on the drive shaft.
The use of bevel gears allows the axis of the drive torque from the pedals to be turned
through 90 degrees. The drive shaft then has another bevel gear near the rear wheel
hub which meshes with a bevel gear on the hub where the rear sprocket would be on
a conventional bike, and canceling out the first drive torque change of axis.

The 90-degree change of the drive plane that occurs at the bottom bracket and
again at the rear hub uses bevel gears for the most efficient performance, though
other mechanisms could be used, e.g. Hobson’s joints, worm gears or crossed helical
gears. [7]

This idea was rejected because-

1. Maintenance is difficult and costly.

2. Losses very high as compared to normal bicycle.
3. wear and tear of the shaft’s bevel gears is a major problem.

20
 FINALIZED DESIGN

Figure 6 DOUBLE CHAIN MECHANISM

In this finalized design we have used double chain mechanism to transmit

power from peddle to the rear wheel as:

No. of teeth’s at sprocket attached to paddle are 32, and no. of teeth’s at first
hub connected to the main sprocket are 16. Hence power output is double.

The first hub is connected in parallel to similar sprocket (that of the paddling
sprocket). Since the first hub is moving at speed just double to the initial sprocket
speed, it will transfer same momentum or rotation to the parallel connected sprocket
and will rotate at same speed as of the first hub.

Now the second sprocket is connected to the rare wheel (second final hub),
therefore transferring the same rotation speed to the final hub. As the final hub is
having 16 teeth’s in total and getting power from larger sprocket which is running at
double speed already will result in two times doubled power.

Hence final power is increased by 4 times that of initial speed.

21
2.1.2 SOFTWARE INTRODUCTION FOR PROJECT
2.1.2.1 SOLIDWORKS

SolidWorks is a solid modeling computer-aided design (CAD) and computer-

aided engineering (CAE) computer program that runs on Microsoft Windows.
SolidWorks is published by Dassault Systèmes.

Figure 7 SOLIDWORK ENVIORNMENT

 Modeling Technology:

SolidWorks is a solid modeler, and utilizes a parametric feature-based

approach which was initially developed by PTC (Creo/Pro-Engineer) to create
models and assemblies The software is written on Parasolid-kernel.

Parameters refer to constraints whose values determine the shape or geometry

of the model or assembly. Parameters can be either numeric parameters, such as line
lengths or circle diameters, or geometric parameters, such as tangent, parallel,
concentric, horizontal or vertical, etc. Numeric parameters can be associated with
each other through the use of relations, which allows them to capture design intent.

22
 Design intent is how the creator of the part wants it to respond to changes and
updates. For example, you would want the hole at the top of a beverage can to stay
at the top surface, regardless of the height or size of the can. SolidWorks allows the
user to specify that the hole is a feature on the top surface, and will then honor their
design intent no matter what height they later assign to the can.

Features refer to the building blocks of the part. They are the shapes and
operations that construct the part. Shape-based features typically begin with a 2D or
3D sketch of shapes such as bosses, holes, slots, etc. This shape is then extruded or
cut to add or remove material from the part. Operation-based features are not sketch-
based, and include features such as fillets, chamfers, shells, applying draft to the
faces of a part, etc. Building a model in SolidWorks usually starts with a 2D sketch
(although 3D sketches are available for power users). The sketch consists of
geometry such as points, lines, arcs, conics (except the hyperbola), and splines.
Dimensions are added to the sketch to define the size and location of the geometry.
Relations are used to define attributes such as tangency, parallelism,
perpendicularity, and concentricity. The parametric nature of SolidWorks means that
the dimensions and relations drive the geometry, not the other way around. The
dimensions in the sketch can be controlled independently, or by relationships to other
parameters inside or outside of the sketch.

In an assembly, the analog to sketch relations are mates. Just as sketch relations
define conditions such as tangency, parallelism, and concentricity with respect to
sketch geometry, assembly mates define equivalent relations with respect to the
individual parts or components, allowing the easy construction of assemblies.
SolidWorks also includes additional advanced mating features such as gear and cam
follower mates, which allow modeled gear assemblies to accurately reproduce the
rotational movement of an actual gear train.

Finally, drawings can be created either from parts or assemblies. Views are
automatically generated from the solid model, and notes, dimensions and tolerances

23
can then be easily added to the drawing as needed. The drawing module includes
most paper sizes and standards (ANSI, ISO, DIN, GOST, JIS, BSI and SAC).

 File format

SolidWorks files (previous to version 2015) use the Microsoft Structured

Storage file format. This means that there are various files embedded within each
SLDDRW (drawing files), SLDPRT (part files), SLDASM (assembly files) file,
including preview bitmaps and metadata sub-files. Various third-party tools
(see COM Structured Storage) can be used to extract these sub-files, although the
sub files in many cases use proprietary binary file formats.

24
 OUTPUT IMAGES

Figure 8 FRAME

Figure 9 HUB SPROCKET

25
Figure 10 REAR WHEEL SHAFT

Figure 11 PADDLE

26
 Figure 12 CRANKSHAFT

Figure 13 STEERING(HANDLE)

27
Figure 14 CHAIN INNER Figure 15 CHAIN OUTER

Figure 16 BOTTOM CONE Figure 17 BOTTOM HEAD SET

Figure 18 BEARING RETAINER

28
Figure 19 SPROCKET Figure 20 CRANK BEARING

Figure 21 CRANK BEARING CAGE

29
Figure 22 HEAD-SET TOP Figure 23 HEAD-SET

Figure 24 LOCK NUT

Figure 25 LOCK WASHER

30
Figure 26 SEAT POST Figure 27 STAR NUT

Figure 28 TOP CONE FOR CRANK

31
Figure 29 FRONT HUB WHEEL

Figure 30 REAR WHEEL

32
2.1.2.2 ANSYS
Ansys, Inc. develops and markets engineering simulation software. Ansys
software is used to design products and semiconductors, as well as to create
simulations that test a product's durability, temperature distribution, fluid
movements, and electromagnetic properties.

Software

Ansys develops and markets finite element analysis software used to simulate
engineering problems. The software creates simulated computer models of
structures, electronics, or machine components to simulate strength, toughness,
elasticity, temperature distribution, electromagnetism, fluid flow, and other
attributes. Ansys is used to determine how a product will function with different
specifications, without building test products or conducting crash tests. For example,
Ansys software may simulate how a bridge will hold up after years of traffic, how to
best process salmon in a cannery to reduce waste, or how to design a slide that uses
less material without sacrificing safety.

Most Ansys simulations are performed using the Ansys Workbench software,
which is one of the company's main products. Typically, Ansys users break down
larger structures into small components that are each modeled and tested
individually. A user may start by defining the dimensions of an object, and then
adding weight, pressure, temperature and other physical properties. Finally, the
Ansys software simulates and analyzes movement, fatigue, fractures, fluid flow,
temperature distribution, electromagnetic efficiency and other effects over time. [9]

33
ANSYS RESULT

1 Total Deformation

Figure 31 TOTAL DEFORMATION

34
2 Equivalent Elastic Strain

Figure 32 EQUIVALENT ELASTIC STRAIN

35
3 Equivalent Stress

Figure 33 EQUIVALENT STRESS

36
4 Maximum Principal Stress

Figure 34 MAXIMUM PRINCIPAL STRESS

37
5 Maximum Principal Elastic Strain

Figure 35 MAXIMUM PRINCIPAL ELASTIC STRAIN

38
2.2 CALCULATIONS

 MOTOR TORQUE CALCULATIONS

FACTORS AFFECTING THE REQUIRED TORQUE

When selecting drive motor for the electric vehicle, a number of factors must be
taken into account to determine the maximum torque required. These factors are:

1. Rolling resistance

2. Grade resistance

3. Acceleration force

1 . CALCULATING THE ROLLING RESISTANCE

Rolling Resistance is the opposing force that the vehicle has to overcome due to
the rolling motion between the wheels and the surface of motion of the vehicle. The
rolling resistance depends on the co-efficient of rolling friction which varies
depending upon the material of tires and the roughness of the surface of motion. The
Rolling resistance can be calculated as:

RR= GVW*Crr
RR= Rolling Resistance
GVW= Gross Vehicle Weight
Crr = Coefficient of rolling resistance

Contact Surface Crr

Concrete(good/fair/poor)
Asphalt(good/fair/poor)
Macadam(good/fair/poor)
Snow (2 inch/4 inch)
Dirt(smooth/sandy)
Mud(firm/medium/soft)
Grass(firm/soft)
Sand(firm/soft/dune)
0.010/0.015/0.020
0.012/0.017/0.022
0.015/0.022/0.037
0.025/0.037
0.025/0.037
0.037/0.090/0.150
0.055/0.075
0.060/0.150/0.300

Table 1 VALUES OF CO-EFFICIENT OF ROLLING RESISTANCE

39
2 . CALCULATING THE GRADE RESISTANCE

Grade resistance is the form of gravitational force. It is the force that tends to pull
the vehicle back when it is climbing an inclined surface. The grade resistance acting
on the vehicle can be calculated as:
GR = GVW *sinα

where
GR = Grade Resistance
Sinα= Grade or inclination angle

3 . CALCULATING THE ACCELERATION FORCE

Acceleration force is the force that helps the vehicle to reach a predefined speed
form rest in a specified period of time. The motor torque bears a direct relationship
with the acceleration force. Better the torque, lesser the time required by the vehicle
to reach a given speed. The acceleration force is a function of the mass of the vehicle.
Acceleration force is calculated as:

FA = m* a m
m = GVW / g
where
FA = Acceleration force
m = mass of the vehicle
g = acceleration due to gravity (9.81m / sec2)
a = required acceleration

4 . FINDING THE TOTAL TRACTIVE EFFORT

The Total Tractive Effort is the total force required to move the vehicle with the
desired characteristics and is the sum of the forces calculated in above three sections.
Therefore, the Total Tractive Effort can be calculated as:

TTE = RR * GR * FA

TTE = Total tractive effort

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5 . TORQUE REQUIRED ON THE DRIVE WHEEL

The torque that is required on the drive wheel will be the one that the drive
motor requires to produce so as to obtain the desired drive characteristics. The torque
is:

  Rf TTE  rwheel
where

  Torque

rwheel  radius of drive wheel

Rf  Friction factor that account for frictional losses between bearings, axles etc.

This torque can be obtained by directly mounting a motor with the torque value
on the differential of the vehicle or by using a gearbox or chain drive to magnify
a lesser torque to this value before it drives the wheel. [3] (Chauhan, August 2015)

Figure 36 FREE BODY DIAGRAM OF A VEHICLE MOVING UP AN INCLINED SURFACE.

41
Calculation
Motor Torque Calculation

1. RR ( Rolling Resistance) =>

RR= GVW*Crr
RR=100*0.015 { GVW= Gross Weight Vehicle }
RR=1.5 N { Crr = Coefficient of Rolling Resistance}

2. Grade Resistance =>

GR= GVW*SinƟ
= 100*Sin(0) { Ɵ=Inclination Angle }
GR = 0 N

3. Acceleration Force =>

FA = m*a
m = GVW/g { FA=Acceleraion Force }
m =100/9.81 { m = Mass of Vehicle }
m = 10.19
FA=10.19 N

 Finding the Total tractive Effort

TTE = RR+GR+FA
= 1.5+0+10.19
= 11.69 N

 Torque required on the Drive Wheel

Ʈ= Rf*TTE*rwheel { Rf = Friction factor that
= 0.75*11.69*0.316 account for frictional
Ʈ = 2.77 Nm losses b/w bearing etc. }

 V= ( πDN)/60
1800 = 3.14*0.632*N
N = 907.07 RPM

 P = (2πNT)/60
= 2*3.14*907.07*(2.77/60)
P = 263 W (approx..)
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MECHANICAL ADVANTAGES

 CHAIN DRIVES:
Mechanisms consisting of two sprockets connected by a chain are designed to
provide a specific mechanical advantage in power transmission systems.

Mechanical advantage in different gears of a bicycle. Typical forces applied to

the bicycle pedal and to the ground are shown, as are corresponding distances
moved by the pedal and rotated by the wheel. Note that even in low gear the MA
of a bicycle is less than 1.

Chains dissipate power through friction, stretch and wear, which means the power
output is actually less than the power input, which means the mechanical
advantage of the real system will be less than that calculated for an ideal
mechanism.
A chain drive can lose as much as 5% of the power through the system in friction
heat, deformation and wear, in which case the efficiency of the drive is 95%.

Example: bicycle chain drive

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 Calculating Speed Ratio :
The speed ratio describes the relationship between the crank gears and the cassette
gears connected by the chain. It defines the number of rotations of the rear wheel
for each rotation of the crank.

SPEED RATIO = ωout/ωin = NChainring/CCassette

M .A.= Fout/ Fin = (Lcrank /Rwheel)*( Ncassette/ Nchainring)

=(175/316)*(4)
M.A = 2.20

 CONCLUSION

The above results show that the motor torque for an electric vehicle can be
determined if some parameters of the vehicle like required grade ability and
acceleration are known. Further, if the required torque calculated is not produced by
the available motor specifications then modifications can be made in vehicle
parameters like Gross Vehicle Weight, Wheels size, Material of the wheels and
transmission system.

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2.3 COMPARISON

1 . MECHANISM

 Normal bicycle

Figure 37 BICYCLE

A bicycle mechanism to permit a forward force to be applied to the bicycle's

drive wheel by backward rotation of the bicycle's pedals in addition to permitting a
forward force to be applied to the drive wheel by a forward rotation of said pedals.
The bicycle mechanism preferably has pedal arms, having pedals mounted thereon,
mounted on a pedal shaft to drive the pedal shaft in a clockwise or counterclockwise
direction, and a driving means to cause the forward movement of the bicycle when
the pedal shaft is driven in either a clockwise or a counterclockwise direction.
Alternatively, the bicycle mechanism includes a pedal sprocket mounted on the pedal
shaft, a first chain assembly operably connected to the pedal sprocket, a second chain
assembly operably connected to a drive wheel, and a third chain assembly operably
connected to the first and second chain assemblies wherein the first chain assembly
is capable of imparting a forward or clockwise rotation to the drive wheel when the
pedal sprocket is driven in either a clockwise or counterclockwise direction.
45
  Our bicycle

Figure 38 FINAL DESIGN DOUBLE CHAN MECHANISM

In this finalized design we have used double chain mechanism to transmit

power from peddle to the rear wheel as:

No. of teeth’s at sprocket attached to paddle are 32, and no. of teeth’s at first
hub connected to the main sprocket are 16. Hence power output is double.

The first hub is connected in parallel to similar sprocket (that of the paddling
sprocket). Since the first hub is moving at speed just double to the initial sprocket
speed, it will transfer same momentum or rotation to the parallel connected sprocket
and will rotate at same speed as of the first hub.

Now the second sprocket is connected to the rare wheel (second final hub),
therefore transferring the same rotation speed to the final hub. As the final hub is
having 16 teeth’s in total and getting power from larger sprocket which is running at
double speed already will result in two times doubled power.

Hence final power is increased by 4 times that of initial speed.

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2 . SPECIFICATIONS

Frame material Aluminum alloy

Chain pitch 12.7 mm
Chain length (center to center) 405 mm
Sprocket teeth (paddle) 32
hub teeth (rear wheel) 16
Hub motor 24 volts, 750 watt (max)
Overall weight 80 (rider)+20 (bicycle) kg
Battery (Li-Polymer) 24 volts, 10,000 mAh
Wheel diameter 632 mm

Table 2 CYCLE SPECIFICATION

3 . ERGONOMICS (Center of Gravity)

 Normal bicycle

In normal bicycle the center of gravity lies either left side of the bike or right
side because the chain arrangement is in only one direction, making it instable and
imbalance.

 Our bicycle

The chain arrangement is balanced equally in both directions. Hence making

center of gravity balanced equally just below the rider’s setting and making bicycle
equipoise.

47
 CHAPTER 3

CONCLUSIONS
Various ways to couple human and electric machine are possible, using
mechanical and electrical methods. The extra energy tests show that electric cycles
with hub motor have good overall performance both in the flats and in the hills, and
both in the bicycle mode and in the electric drive mode because both transmission
lines are in parallel and are as short as technically possible, yielding minimal losses.
The motors can be weak or strong. This setup can use for a wide spectrum of
vehicles, from lightweight to heavy, from slow to fast.

Bottom bracket motor driven electric cycles are not ideal when the relative
contribution by the electric drive becomes very significant compared to human
power, because the transmission line from motor to wheel is of maximal length,
leading to maximized losses. Probably these drives are not ideal on very heavy or
very fast vehicles, but of course they work fine if human power is the dominant from
of drive power.

However, mechanical decoupling of human and electrical machine allows to

operate both independently and very dynamically and to minimize fatigue, to
maximize the efficient use of electric power.

48
 Appendix A
Parts and Assembly Drawings

49
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52
53
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55
REFERENCES

 Chauhan, S. (August 2015). Motor Torque Calculation For Electric Vehicle.

INTERNATIONAL JOURNAL OF SCIENTIFIC & TECHNOLOGY RESEARCH
VOLUME 4, 2.

 Cotter, R. (2014, August). Organic Transit. Retrieved from ELF:

https://organictransit.com/ot-team

 Dressel, A. (2018, January). Bicycle. Retrieved from

http:/www.en.wikipedia.org

 Epicenter, S. U. (n.d.). Bike Lab Worksheet . Solid Mechanics Case Study

Series, 1-4.

 Green, N. (n.d.). Retrieved from World Human Powered Vehicle

Association: http://www.whpva.org

 Maillard, P. (n.d.). Patent No. FR375189A. France.

 Warwick, G. (15 July 2013). Human power : creative engineering credited

as AeroVelo achieves "impossible" human-powered helo flight. McGraw-Hill,
Incorporated, 1-28.

 Planchard, D. C. (2016). Solidwork 2016 Tutorial. In Introduction to

Solidworks (pp. 1-36). SDC Publications.

 Warwick, G. (15 July 2013). Human power : creative engineering credited as

AeroVelo achieves "impossible" human-powered helo flight. McGraw-Hill,
Incorporated, 1-28.

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