CHAPTER 1

INTRODUCTION

In the ever-evolving landscape of transportation, the juxtaposition of human power and

mechanical ingenuity finds a unique expression in the domain of three-wheeled vehicles.
Human power, a testament to our endurance and physical capabilities, merges seamlessly with
the innovative design of mechanical three-wheelers, creating a harmonious blend of tradition
and modernity. Human-powered transportation has a storied history, with walking, cycling,
and manual labour forming the foundation of our earliest modes of movement. The simplicity
and sustainability inherent in human power persist as enduring qualities, providing a nostalgic
connection to our roots and an eco-friendly alternative in a world increasingly conscious of its
environmental impact. On the other hand, mechanical three-wheeled vehicles represent a
compelling intersection of engineering prowess and practical design. These vehicles, equipped
with engines or motors, offer a compromise between the stability of four wheels and the agility
of two, finding applications in various spheres of urban and rural mobility. From auto-
rickshaws to electric tricycles, the mechanical three-wheeler embodies versatility, catering to
diverse transportation needs across different cultures and regions. Exploring the synergy
between human power and the mechanical three-wheeler opens up intriguing discussions about
efficiency, accessibility, and sustainability. It prompts us to consider the role of these vehicles
in addressing transportation challenges in densely populated urban areas and remote locations
alike. As we embark on this exploration, we navigate the intersections of tradition and
innovation, seeking a balance that not only enhances our mobility but also aligns with the
evolving ethos of responsible and inclusive transportation solutions.
In this vehicle we are used engine is Honda Activa engine.
1.1-OBJECTIVE OF STUDY

• To learn how to fabricate a three wheeler hybrid vehicle.

• To learn how to maintain and repairing a three wheeler hybrid vehicle.

• To understand the various types of components in a three wheeler.

• To understand the working of a three wheeler.

• To understand the working of four stroke engine.

1.2-THREE-WHEELER HYBRID VEHICLE

Hybrid vehicle is generally used to increase mileage of the vehicle.

1.3-HONDA ACTIVA

SL NO: DESCRIPTION SPECIFICATION

01 Mileage (ARAI) 60 Kmpl

02 Engine Type Single Cylinder, SI Engine

03 Max Power 8.11 PS @ 7500 rpm
04 Displacement 109.19 cc

05 No. of Cylinders 1
06 Max Torque 8.83 Nm @ 5500 rpm

1.4-HISTORY

1.4.1-HISTORY OF HYBRID VEHICLE

The first hybrid car wasn't the Toyota Prius nor was it invented in the 1990s or 2000s. In fact,
it dates back to the early 20th century. Still, the first hybrid car was brought into existence for
reasons that will be familiar to those living in the 21st century: Internal combustion engines
were producing too much foul-smelling pollution.

The first hybrid car was partly the brainchild of a Viennese coach builder named Jacob Lohner,
who felt that gas-driven cars were too noisy and smelly. To find a solution to this problem,
Lohner turned to a young Austrian engineer named Ferdinand Porsche. In 1896, when he was
just 21 years old, Porsche invented the electric wheel-hub motor, a battery-operated motor that
actually fit inside the hub of a wheel. Lohner asked Porsche to combine his in-wheel motors
with one of Lohner's coaches. The result was the Lohner-Porsche Elektromobil. This vehicle
was first shown to the general public at the Paris Exposition of 1900.

Although initially a purely electric vehicle, the Elektromobil soon became history's first hybrid.
Faced with the problem of keeping the Elektromobil's batteries charged, Porsche added an
internal combustion engine that ran a generator, making the Elektromobil the first vehicle to
combine an electric motor with a gasoline-powered engine. This gas-electric hybrid could
achieve a top speed of 23 mph (37 km/h). The first person to buy an Elektromobil was E.W.
Hart of Luton, England, who requested that Porsche put motors on all four wheels. Porsche
complied, and the Elektromobil became not only the first hybrid but a pioneering four-wheel-
drive vehicle, too. The Elektromobil didn't introduce the concept of green driving — in fact,
there had been all-electric cars for several decades by the time it debuted — but it did show
how electricity and gasoline could be used together for increased fuel efficiency.

Ultimately Lohner and Porsche sold about 300 Elektromobils and the idea of a gas-electric
hybrid faded into history for many years. Porsche became better known for founding the
company known today as Porsche SE and the designer of the original Volkswagen Beetle.

The idea of the gas-electric hybrid did actually resurface several times over the following
century, but it remained for Toyota to turn it into a viable enterprise with the Prius, which was
introduced in Japan in 1997 and outside Japan in 2001. By 2008 Toyota had sold one million
Priuses worldwide. The Lohner-Porsche Elektromobil, by contrast, has been forgotten by the
general public, though several survive and occasionally show up at antique auto shows.
Without the Elektromobil the Prius would probably still exist, but Porsche and Lohner deserve
credit for having an idea that was nearly 100 years ahead of its time.
1.4.2-HISTORY OF HONDA ACTIVA

The Honda Activa is a motor scooter made by Honda Motorcycle and Scooter India (HMSI).
It was launched in India in May 1999. Production in Mexico began in 2004. It is a 109/125 cc,
7 bhp (5.2 kW) scooter. The vehicle has the option of kick- and self-start.

1.5-FOUR STROKE ENGINE

A four-stroke (also four-cycle) engine is an internal combustion (IC) engine in which the piston
completes four separate strokes while turning the crankshaft. A stroke refers to the full travel
of the piston along the cylinder, in either direction. Two-stroke engines often have a high
power-to-weight ratio, power being available in a narrow range of rotational speeds called the
power band. Two-stroke engines have fewer moving parts than four-stroke engines.

These four strokes can also be referred to as "suck, squeeze, bang, blow" respectively, which
can be easier to remember. Four-stroke engines are the most common internal combustion
engine design for motorized land transport, being used in automobiles, trucks, diesel trains,
light aircraft and motorcycles. The major alternative design is the two-stroke cycle. The exhaust
emissions from four stroke engines, like other combustion engines, contain significant
quantities of greenhouse gases, as well as other forms of air pollution. The use of four stroke
engines in cars and other transport applications is scheduled to be phased out in some
jurisdictions, and as of 2022 other major jurisdictions are considering similar proposals.

1.6-WORKING OF THE ENGINE

The four strokes of the engine go by the following names:

1.6.1-Suction/Intake Stroke:
Intake stroke occurs when the air-fuel mixture is introduced to the combustion chamber.
In this stroke, the piston moves from TDC (Top Dead Center – the farthest position of piston
to the crankshaft) to BDC (Bottom Dead Center – the nearest position of piston to the
crankshaft.) The movement of the piston towards the BDC creates a low-pressure area in the
cylinder. The inlet valve remains to open a few degrees of crankshaft rotation after BDC. The
intake valve then closes and the air-fuel mixture is sealed in the cylinder.
• Key points
• Inlet valve - Open
• Outlet valve – Closed
• Crankshaft rotation - 180°

1.6.2-Compression Stroke:
In compression stroke, the trapped air-fuel mixture is compressed inside the cylinder. During
the stroke, the piston moves from BDC to TDC compressing the air-fuel mixture. The
momentum of the flywheel helps the piston move forward. Compressing the air-fuel mixture
allows more energy to be released when the charge is ignited. The charge is the volume of
compressed air-fuel mixture trapped inside the combustion chamber ready for ignition. The
inlet and outlet valves must be closed to ensure that the cylinder is sealed resulting in
compression.
• Key points
• Inlet valve - Closed
• Outlet valve – Closed
• Crankshaft rotation - 180° (Total 360°)

1.6.3-Power/Combustion Stroke:
The second rotation of the crankshaft has begun when it completes a full rotation during the
compression stroke. The power stroke occurs when the compressed air-fuel mixture is ignited
with the help of a spark plug. Ignition or Combustion is the rapid, oxidizing chemical reaction
in which a fuel chemically combines with oxygen in the atmosphere and releases energy in the
form of heat. The hot expanding gases force the piston head away from the cylinder head.
• Key points
• Inlet valve - Closed
• Outlet valve – Closed
• Crankshaft rotation - 180° (Total 540°)

1.6.4-Exhaust Stroke:
As the piston reaches BDC during the power stroke, combustion is complete and the cylinder
is filled with exhaust gases. The exhaust valves open during this stroke and the inertia of the
flywheel and other moving parts push the piston back to TDC, forcing the exhaust gases
through the open exhaust valve. At the end of the exhaust stroke, the piston is at TDC and one
operating cycle has been completed.
• Key points
• Inlet valve - Closed
• Outlet valve – Open
• Crankshaft rotation - 180° (Total 720°)

1.7-DESIGN AND ENGINEERING PRINCIPLE

1.7.1-Power output limitations

The maximum amount of power generated by an engine is determined by the maximum amount
of air ingested. The amount of power generated by a piston engine is related to its size (cylinder
volume), whether it is a two-stroke engine or four-stroke design, volumetric efficiency, losses,
air-to-fuel ratio, the calorific value of the fuel, oxygen content of the air and speed (RPM). The
speed is ultimately limited by material strength and lubrication. Valves, pistons and connecting
rods suffer severe acceleration forces. At high engine speed, physical breakage and piston ring
flutter can occur, resulting in power loss or even engine destruction. Piston ring flutter occurs
when the rings oscillate vertically within the piston grooves they reside in. Ring flutter
compromises the seal between the ring and the cylinder wall, which causes a loss of cylinder
pressure and power. If an engine spins too quickly, valve springs cannot act quickly enough to
close the valves. This is commonly referred to as 'valve float', and it can result in piston to
valve contact, severely damaging the engine. At high speeds the lubrication of piston cylinder
wall interface tends to break down. This limits the piston speed for industrial engines to about
10 m/s.

1.7.2-Intake/exhaust port flow

The output power of an engine is dependent on the ability of intake (air–fuel mixture) and
exhaust matter to move quickly through valve ports, typically located in the cylinder head. To
increase an engine’s output power, irregularities in the intake and exhaust paths, such as casting
flaws, can be removed, and, with the aid of an air flow bench, the radii of valve port turns and
valve seat configuration can be modified to reduce resistance. This process is called porting,
and it can be done by hand or with a CNC machine.

1.7.3-Waste heat recovery of an internal combustion engine

An internal combustion engine is on average capable of converting only 40-45% of supplied
energy into mechanical work. A large part of the waste energy is in the form of heat that is
released to the environment through coolant, fins etc. If somehow waste heat could be captured
and turned to mechanical energy, the engine's performance and/or fuel efficiency could be
improved by improving the overall efficiency of the cycle. It has been found that even if 6%
of the entirely wasted heat is recovered it can increase the engine efficiency greatly.
Many methods have been devised in order to extract waste heat out of an engine exhaust and
use it further to extract some useful work, decreasing the exhaust pollutants at the same time.
Use of the Rankine Cycle, turbo charging and thermoelectric generation can be very useful as
a waste heat recovery system.
1.7.4-Supercharging
One way to increase engine power is to force more air into the cylinder so that more power can
be produced from each power stroke. This can be done using some type of air compression
device known as a supercharger, which can be powered by the engine crankshaft.
Supercharging increases the power output limits of an internal combustion engine relative to
its displacement. Most commonly, the supercharger is always running, but there have been
designs that allow it to be cut out or run at varying speeds (relative to engine speed).
Mechanically driven supercharging has the disadvantage that some of the output power is used
to drive the supercharger, while power is wasted in the high-pressure exhaust, as the air has
been compressed twice and then gains more potential volume in the combustion, but it is only
expanded in one stage.

1.7.5-Turbo charging
A turbocharger is a supercharger that is driven by the engine's exhaust gases, by means of a
turbine. A turbocharger is incorporated into the exhaust system of a vehicle to make use of the
expelled exhaust. It consists of a two piece, high-speed turbine assembly with one side that
compresses the intake air, and the other side that is powered by the exhaust gas outflow.
When idling, and at low-to-moderate speeds, the turbine produces little power from the small
exhaust volume, the turbocharger has little effect and the engine operates nearly in a naturally
aspirated manner. When much more power output is required, the engine speed and throttle
opening are increased until the exhaust gases are sufficient to 'spool up' the turbocharger's
turbine to start compressing much more air than normal into the intake manifold. Thus,
additional power (and speed) is expelled through the function of this turbine.
Turbo charging allows for more efficient engine operation because it is driven by exhaust
pressure that would otherwise be (mostly) wasted, but there is a design limitation known as
turbo lag. The increased engine power is not immediately available due to the need to sharply
increase engine RPM, to build up pressure and to spin up the turbo, before the turbo starts to
do any useful air compression. The increased intake volume causes increased exhaust and spins
the turbo faster, and so forth until steady high power operation is reached. Another difficulty
is that the higher exhaust pressure causes the exhaust gas to transfer more of its heat to the
mechanical parts of the engine.
1.7.6-Rod and piston-to-stroke ratio
The rod-to-stroke ratio is the ratio of the length of the connecting rod to the length of the piston
stroke. A longer rod reduces sidewise pressure of the piston on the cylinder wall and the stress
forces, increasing engine life. It also increases the cost and engine height and weight.
A "square engine" is an engine with a bore diameter equal to its stroke length. An engine where
the bore diameter is larger than its stroke length is an over square engine, conversely, an engine
with a bore diameter that is smaller than its stroke length is an under square engine.

1.7.7-Valve train
The valves are typically operated by a camshaft rotating at half the speed of the crankshaft. It
has a series of cams along its length, each designed to open a valve during the appropriate part
of an intake or exhaust stroke. A tappet between valve and cam is a contact surface on which
the cam slides to open the valve. Many engines use one or more camshafts “above” a row (or
each row) of cylinders, as in the illustration, in which each cam directly actuates a valve through
a flat tappet. In other engine designs the camshaft is in the crankcase, in which case each cam
usually contacts a push rod, which contacts a rocker arm that opens a valve, or in case of a
flathead engine a push rod is not necessary. The overhead cam design typically allows higher
engine speeds because it provides the most direct path between cam and valve.

1.7.8-Valve clearance
Valve clearance refers to the small gap between a valve lifter and a valve stem that ensures that
the valve completely closes. On engines with mechanical valve adjustment, excessive clearance
causes noise from the valve train. A too-small valve clearance can result in the valves not
closing properly. This results in a loss of performance and possibly overheating of exhaust
valves. Typically, the clearance must be readjusted each 20,000 miles (32,000 km) with a feeler
gauge.
Most modern production engines use hydraulic lifters to automatically compensate for valve
train component wear. Dirty engine oil may cause lifter failure.
1.7.9-Energy balance
Otto engines are about 30% efficient; in other words, 30% of the energy generated by
combustion is converted into useful rotational energy at the output shaft of the engine, while
the remainder being lost due to waste heat, friction and engine accessories. There are a number
of ways to recover some of the energy lost to waste heat. The use of a turbocharger in diesel
engines is very effective by boosting incoming air pressure and in effect, provides the same
increase in performance as having more displacement. The Mack Truck company, decades ago,
developed a turbine system that converted waste heat into kinetic energy that it fed back into
the engine's transmission. In 2005, BMW announced the development of the turbo steamer, a
two-stage heat recovery system similar to the Mack system that recovers 80% of the energy in
the exhaust gas and raises the efficiency of an Otto engine by 15%. By contrast, a six-stroke
engine may reduce fuel consumption by as much as 40%.
Modern engines are often intentionally built to be slightly less efficient than they could
otherwise be. This is necessary for emission controls such as exhaust gas recirculation and
catalytic converters that reduce smog and other atmospheric pollutants. Reductions in
efficiency may be counteracted with an engine control unit using lean burn techniques.
In the United States, the Corporate Average Fuel Economy mandates that vehicles must
achieve an average of 34.9 mpg-US (6.7 L/100 km; 41.9 mpg-imp) compared to the current
standard of 25 mpg-US (9.4 L/100 km; 30.0 mpg-imp). As automakers look to meet these
standards by 2016, new ways of engineering the traditional internal combustion engine (ICE)
have to be considered. Some potential solutions to increase fuel efficiency to meet new
mandates include firing after the piston is farthest from the crankshaft, known as top dead
centre, and applying the Miller cycle. Together, this redesign could significantly reduce fuel
consumption and NOx emissions.
1.8-THERMODYNAMIC ANALYSIS OF ENGINE

The intake
(A) stroke is performed by an isobaric expansion, followed by the compression
(B) stroke, performed as an adiabatic compression. Through the combustion of fuel an
isochoric process is produced, followed by an adiabatic expansion, characterizing the power
(C) stroke. The cycle is closed by an isochoric process and an isobaric compression,
characterizing the exhaust (D) stroke.
The thermodynamic analysis of the actual four-stroke and two-stroke cycles is not a simple
task. However, the analysis can be simplified significantly if air standard assumptions are
utilized. Thermodynamic analysis The idealized four-stroke Otto cycle p-V diagram: the intake
(A) stroke is performed by an isobaric expansion, followed by the compression (B) stroke,
performed as an adiabatic compression. Through the combustion of fuel an isochoric process
is produced, followed by an adiabatic expansion, characterizing the power (C) stroke. The cycle
is closed by an isochoric process and an isobaric compression, characterizing the exhaust (D)
stroke. The resulting cycle, which closely resembles the actual operating conditions, is the Otto
cycle. During normal operation of the engine, as the air/fuel mixture is being compressed, an
electric spark is created to ignite the mixture. At low rpm this occurs close to TDC (Top Dead
Centre). As engine rpm rises, the speed of the flame front does not change so the spark point
is advanced earlier in the cycle to allow a greater proportion of the cycle for the charge to
combust before the power stroke commences. This advantage is reflected in the various Otto
engine designs; the atmospheric (non- compression) engine operates at 12% efficiency whereas
the compressed charge engine has an operating efficiency around 30%
1.9-MAIN PARTS OF FOUR STROKE ENGINE

1.9.1-PISTON
Piston is a component of reciprocating engines, reciprocating pumps, gas compressors,
hydraulic cylinders and pneumatic cylinders, among other similar mechanisms. It is the moving
component that is contained by a cylinder and is made gas-tight by piston rings. In an engine,
its purpose is to transfer force from expanding gas in the cylinder to the crankshaft via a piston
rod and/or connecting rod. In a pump, the function is reversed and force is transferred from the
crankshaft to the piston for the purpose of compressing or rejecting the fluid in the cylinder. In
some engines, the piston also acts as a valve by covering and uncovering ports in the cylinder.
1.9.2-PISTON RING
Piston ring is a metallic split ring that is attached to the outer diameter of a piston in an internal
combustion engine or steam engine. Two piston rings mounted on a two-stroke engine piston.
The ring gap for the bottom ring is visible in the centre of the image.
The main functions of piston rings in engines are:
Sealing the combustion chamber so that there is minimal loss of gases to the crank case.
Improving heat transfer from the piston to the cylinder wall. Maintaining the proper quantity
of the oil between the piston and the cylinder wall Regulating engine oil consumption by
scraping oil from the cylinder walls back to the sump.

1.9.3-CRANK SHAFT
The crankshaft is essentially the backbone of the internal combustion engine. The crankshaft
is responsible for the proper operation of the engine and converting a linear motion to a
rotational motion. Crankshafts should have very high fatigue strength and wear resistance to
ensure long service life.
There are three different types of cranks you can use in an engine.
• Cast Cranks:
These types of cranks are around for a long time and are found in a lot of diesel and petrol
engine.
• Forged Cranks :
These are a more robust crankshaft than a cast crank. ...
• Billet Cranks:
A crankshaft consists of crankpins, crank webs (crank arms or cheeks),balancing weights, and
main journals. The large end of the connecting rod is attached to the crankpin of the crankshaft.
During one stroke, the center-to-center distance between the crankpin and the crankshaft is half
of the piston displacement.
A crank is an arm attached at a right angle to a rotating shaft by which circular motion is
imparted to or received from the shaft. When combined with a connecting rod, it can be used
to convert circular motion into reciprocating motion, or vice versa crankshaft is a mechanical
part that is used to convert the reciprocating motion of a piston into rotational motion.

Advantages of crankshaft:
• Greater efficiency.
• Provides smooth running of an engine.
• Provides better torque.
• Increases engine power.

1.9.4-CRANK CASE
Crankcase is the housing for the crankshaft in a reciprocating internal combustion engine. In
most modern engines, the crankcase is integrated into the engine block. De Dion- Bouton
engine (circa 1905) with a crankcase formed from separate castings of the upper and lower
halves.
Four-stroke engines typically have an oil sump at the bottom of the crankcase and the majority
of the engine's oil is held within the crankcase. The fuel/air mixture does not pass through the
crankcase in a four-stroke engine, however a small amount of exhaust gasses often enter as
"blow-by" from the combustion chamber.
The crankcase often forms the lower half of the main bearing journals (with the bearing caps
forming the other half), although in some engines the crankcase completely surrounds the main
bearing journals. An open-crank engine has no crankcase. This design was used in early
engines and remains in use in some large diesel engines, such as used in ships.

1.9.5-CARBURETOR
carburetor, also spelled carburetor, device for supplying a spark-ignition engine with a mixture
of fuel and air. Components of carburetors usually include a storage chamber for liquid fuel, a
choke, an idling (or slow-running) jet, a main jet, a venturi-shaped air- flow restriction, and an
accelerator pump.
1.9.6-CONNECTING ROD
A connecting rod for an internal combustion engine consists of the 'big end', 'rod' and 'small
end' (or 'little end'). The small end attaches to the gudgeon pin (also called 'piston pin' or 'wrist
pin'), which can swivel in the piston, the connecting rod, or both. Typically, the big end
connects to the crankpin using a plain bearing to reduce friction; however, some smaller
engines may instead use a rolling-element bearing, in order to avoid the need for a pumped
lubrication system.
Connecting rods with rolling element bearings are typically a one piece design where the
crankshaft must be pressed together through them, rather than a two piece design that can be
bolted around the journal of a one piece crankshaft. Typically there is a pinhole bored through
the bearing on the big end of the connecting rod so that lubricating oil squirts out onto the thrust
side of the cylinder wall to lubricate at both ends, so that the angle between the connecting rod.

1.9.7-CYLINDER HEAD
The upper part of the engine is called the cylinder head, while the lower part is the engine
block. The cylinder head sits on the engine and closes off the combustion chamber. The gap
that remains between the cylinder head and the engine is completed by the head gasket.
Function of Cylinder Head:
It provides the mounting for various components such as inlet and outlet exhaust valves and
ducts, spark plugs, fuel injectors, and camshafts. In addition, it gives way to coolant, oil, and
combustion gases.

1.9.8-CAM SHAFT
The camshaft is a rotating object usually made of metal that contains pointed cams, which
converts rotational motion to reciprocal motion. Camshafts are used in internal combustion
engines (to operate the intake and exhaust valves), mechanically controlled ignition systems
and early electric motor speed controllers. Camshafts in automobiles are made from steel or
cast iron, and are a key factor in determining the RPM range of an engine's power band.

Working:
Camshaft, in internal-combustion engines, rotating shaft with attached disks of irregular shape
(the cams), which actuate the intake and exhaust valves of the cylinders. The cams and the
camshaft are usually formed as a unit, with the cams set at angles so as to open and close the
valves in a prescribed sequence as the cams rotate. A separate camshaft for each row of
cylinders is driven by gears or chains from the crankshaft.
1.9.9-GASKET OF HEAD
If you happen to check your bikes, you will find gaskets pretty much everywhere. From your
engine, to your moving parts, to on the frame and even your chain. Fun fact; the O- rings in the
chain of your bikes are nothing but gaskets keeping the chain moving, yet keeping the links
together strongly.
“Fills the space between two objects, generally to prevent leakage between the two objects
while under compression
1.9.10-INTAKE VALVE
Intake valve the typical four-stroke-cycle engine, the intake and exhaust valves and the fuel-
injection nozzle are located in the cylinder head (see figure). Often, dual valve arrangements
two intake and two exhaust valves are employed.

1.9.11-EXHAUST VALVE
An exhaust valve is a valve that releases burned gases from a cylinder. The exhaust valve closes
during the initial part of the induction stroke. The inlet valve usually opens a little before top
dead center and the exhaust valve remains open a little after top dead center.

1.9.12-FLY WHEEL
In a four-stroke engine , combustion occurred only once every four cycles. As a result, power
is only available for one cycle. However, this does not imply that the engine should work for
that cycle. This is where a flywheel comes in handy, as it provides constant power to the
crankshaft, keeping the engine.
1.9.13-ROCKER ARM
In the context of an internal combustion engine, a rocker arm is a valvetrain component that
typically transfers the motion of a pushrod to the corresponding intake/exhaust valve Rocker
arms in automobiles are typically made from stamped steel, or aluminum in higher-revving
applications. Some rocker arms (called roller rockers) include a bearing at the contact point, to
reduce wear and friction at the contact point.
In the typical use-case of an overhead valve (pushrod) engine, the camshaft at the bottom of
the engine pushes the pushrod upwards. The top of the pushrod presses upwards on one side of
the rocker arm (located at the top of the engine), which causes the rocker arm to rotate. This
rotation causes the other end of the rocker arm to press downwards on the top of the valve,
which opens the valve by moving it downwards.
A roller rocker is a rocker arm that uses needle bearings (or a single bearing ball in older
engines) at the contact point between the rocker and the valve, instead of metal sliding on metal.
This reduces friction, uneven wear and "bell-mouthing" of the valve guide. Roller rockers can
also be used in overhead cam engines. However, these generally have the roller at the point
where the cam lobe contacts the rocker, rather than at the point where the rocker contacts the
valve stem.
Friction may be reduced at the point of contact with the valve stem by a roller tip. A similar
arrangement transfers the motion via another roller tip to a second rocker arm. This rotates
about the rocker shaft, and transfers the motion via a tappet to the valve.
1.9.14-AIR FILTER
An air purifier or air cleaner is a device which removes contaminants from the air in a room to
improve indoor air quality. These devices are commonly marketed as being beneficial to
allergy sufferers and asthmatics, and at reducing or eliminating second- hand tobacco smoke.
The commercially graded air purifiers are manufactured as either small stand-alone units or
larger units that can be affixed to an air handler unit (AHU) or to an HVAC unit found in the
medical, industrial, and commercial industries. Air purifiers may also be used in industry to
remove impurities from air before processing. Pressure swing absorbers or other adsorption
techniques are typically used for this.

1.11-CHASSIS
A chassis or frame forms its skeleton. All the components of a Vehicle, like the suspension,
wheels, fuel tank, seats, handlebars etc, are attached to this base structure which lends a
motorcycle its strength and ability to handle well.
 CHAPTER - 2
2.1-LITERATURE REVIEW

1. Kuldeep Singh presented, 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 sources of energy can be
the key to solving this problem. Recent awareness of energy consumption and the
environment has generated interest in the eco-friendly transportation system in both
developed and developing regions of the world. But the mileage offered by electric
vehicles is less because of high power consumption in the initial stages. By using a
pedal-assisted drivetrain system we can reduce the consumption rate of battery power
by the motor, which increases the battery life. The delta configuration is chosen for a
low turning radius. Structural and weight analysis are performed to select the right
material for the frame so as to build a vehicle which would be lightweight but strong
enough to sustain high loads exerted by the driver during a ride. The overall design
objective is to minimize the weight and maximize the energy efficiency of the driver
and motor. In this paper, a design and development of a human powered transportation
system are presented. It allows driver to move in all types of terrain by transferring
power to the drive train through the use human powered pedal and electric powered
motor. The paper mainly focuses on the suspension and chassis design and analysis. It
also provides a detailed calculation into the power required by motor to run the vehicle.
2.
 CHAPTER – 3
3.1-EXPERIMENT METHODOLOGY

In this Main project we fabricate a Three wheeler hybrid vehicle. For this, first we buy a four
stroke engine (Honda Activa). Then transport into the college. Very first thing we did cleaned
and washed the engine. Then we repair the engine. Then we welded the frame and the chassis.