Design and Fabrication of a Collapsible Human Powered Vehicle

THESIS

Submitted in partial fulfillment of the requirements of

BITS F421T, Thesis

by
Aman Aashir Dalal
ID No. - 2014A4TS0346G

Under the supervision of

Pravinsinh Solanki
Coordinator, Furniture Design
National Institute of Design, Ahmedabad

BITS Pilani - K. K. Birla Goa Campus

 ACKNOWLEDGEMENT

I would like to take this opportunity to express my sincere gratitude to the

following people:
My supervisor Mr. Pravinsinh Solanki who motivated and enabled me to
overcome challenges at every step of my work and taught me the importance
of practical user testing over conceptual designing.
My HOD, Dr. Shibu Clement and co-supervisor, Dr. Gaurav Singh for helping
me get through the Thesis formalities smoothly.
ARD, BITS Goa for being in constant communication throughout the duration
of the thesis and sorting out queries regarding the coursework.
My parents for their continuous support and encouragement.
My grandparents for hosting my stay in Ahmedabad and letting me work at
unusual hours.
Jaymin Panchasara and Shrijal Shah for introducing me to the fields of
Design and Architecture, knowledge of which helped a lot in many aspects of
the thesis.
Harsh Sanghvi, Sanjay Parmar, Advait Kelkar, and Tejas Patil for helping me
get acquainted with the work culture at NID in my initial days.

i
 BITS PILANI - K. K. BIRLA GOA CAMPUS

CERTIFICATE

This is to certify that the Thesis entitled, Design and Fabrication of a

Collapsible Human Powered Vehicle submitted by
Aman Aashir Dalal (ID No. 2014A4TS0346G) in partial fulfillment of the
requirements of BITS F421T Thesis embodies the work done by him
under my supervision.

Date: __________ _____________________

Signature of the Supervisor
Name: Pravinsinh Solanki
Designation: Coordinator, Furniture Design
National Institute of Design, Ahmedabad

ii
 LIST OF SYMBOLS AND ABBREVIATIONS USED

HPV Human Powered Vehicle

B2C Business to Consumer
FoS Factor of Safety
PU Polyurethane
FWD Front Wheel Drive
AISI American Iron and Steel Institute
MS Mild Steel
MDF Medium Density Fiberboard
CG Center of Gravity
h Normal standing height of human subjects in cm
s Comfortable steering position height in cm
R Ratio of comfortable steering position height to normal standing
height, R = s/h
HH Vertical distance between handlebar center and pedal assembly
center
rp RPM of pedal sprocket
rf RPM of front wheel sprocket and front wheel
Z Ratio of the number of teeth on the pedal sprocket to number of
teeth on the front sprocket
g Acceleration due to gravity
θ Angle of lean
v Velocity of HPV
r Turning radius of HPV
a Deceleration of HPV while braking

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 THESIS ABSTRACT

Thesis Title: Design and Fabrication of a Collapsible Human Powered Vehicle

Supervisor: Pravinsinh Solanki (National Institute of Design, Ahmedabad)
Semester: First
Year: 2017-18
Name of the student: Aman Aashir Dalal
ID No.: 2014A4TS0346G
Abstract: The global bicycle market is on the rise with the emergence of
increasing concern towards the environment, increasing traffic blockages in
cities, and increasing fitness consciousness among people. Bicycles are no longer
viewed only as a means for kids to move around or a tool for sport, but also as a
regular daily means of commute for adults. Since its invention and after years of
iterative research and development, the bicycle (also called ‘bike’) has reached a
highly efficient stage as a consumer product and an assembly line commodity. A
human being traveling on a bicycle at a speed of about 20 kmph using only the
energy required to walk, is the most mechanically-efficient and eco-friendly
means of transport available. However, there lies opportunity in making the
bicycle more compact, easier to carry and store, and appropriate for short
distance commute to work while still keeping it entirely powered by muscular
effort. Based on these thoughts, a human powered vehicle has been designed in
this thesis that is suitable for use in an urban environment by an adult. The
product so developed aims to promote sustainable transport and a fit and healthy
lifestyle among working adults who lead a busy life with a shortage of time to
exercise. It will also serve as a traveler’s friend who often ventures to new places
and would like to carry a compact means of transport along. The chapter-wise
breakdown of the report starts with introducing the design brief and objectives
of the thesis, reviews the existing literature, carries it forward with the design
phase and proposed concepts, results from ergonomics test, and fabrication of
the prototype.
Keywords: Human Powered Vehicle, Bicycles, Sustainable Transport, Travel,
Commute, Healthy Lifestyle

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 TABLE OF CONTENTS

Acknowledgement i
Certificate ii
List of Symbols and Abbreviations Used iii
Thesis Abstract iv
Table of Contents v
List of Tables and Figures viii
Chapter 1: Introduction 1
1.1: Design Brief and User Profile 1
1.2: Objectives 2
1.3: Proposed Innovations 3
Chapter 2: Literature Survey Summary 4
2.1: Previous Research 4
2.2: Market Product Survey 5
2.3: Important Considerations 6
Chapter 3: Ergonomics 8
3.1: Ergonomic Requirements 8
3.2: Anthropometry 8
3.2.1: Available Anthropometric Data 8
3.2.2: User Survey 9
3.2.3: Steering Height Decision 10
3.2.4: Weight Limit Decision 10
3.3: Ride Position 10
3.3.1: Comparison of Seated and Standing Positions 11
Chapter 4: Frame 12
4.1: Requirements 12
4.2: Design 12
4.2.1: CAD model 13
4.2.2: Foldability 14
4.2.3: Handlebar Positioning and Model 15
4.3: Material Selection 16

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 4.4: Analysis 17
4.5: Factor of Safety 19
4.6: Aesthetics 20
Chapter 5: Wheels 21
5.1: Requirements 21
5.2: Arrangement 21
5.3: Type and Size of Wheels 21
5.4: Wheelbase and Track Width 22
Chapter 6: Drivetrain 23
6.1: Requirements 23
6.2: Pedal Assembly Position 23
6.3: Schematic Diagram 25
6.4: Calculations 25
6.4.1: Sprocket Ratio 25
6.4.2: Speed of HPV 26
Chapter 7: Steering
7.1: Requirements 27
7.2: Lean-to-turn Mechanism 27
7.2.1: Turn Geometry 27
7.2.2: Turning Radius Calculation 28
Chapter 8: Braking 30
8.1: Requirements 30
8.2: Brake Force 30
8.3: Braking Equipment 31
Chapter 9: Final Design 32
9.1: Complete CAD Assembly 32
9.2: Technical Drawings 32
9.2.1: Base Frame 33
9.2.2: Stem 34
9.2.3: Handlebar 35
9.2.4: Sprockets 36
9.3: Vehicle Specifications 37
9.4: Manufactured Parts 37
Chapter 10: Conclusion 41
10.1: Developed Product 41

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 10.2: Further Scope 41
10.2.1: Additional Upgrades 42
10.2.1.1: Multiple Gear Ratios 42
10.2.1.2: Optional Seated Ride Position 43
10.2.1.3: Suspension System 43
10.2.2: Marketability 44
10.3: Large Scale Production 45
References 46

vii
 LIST OF TABLES AND FIGURES

Tables
Table 3.1: Scanned table of basic Indian anthropometric measurements (in mm) 9
Table 3.2 User survey to find comfortable handlebar position 10
Table 4.1: Material details for base frame, HPV-F01 17
Table 4.2: Material details for stem, HPV-F02 17
Table 4.3: Material model for analysis 18
Table 7.1: Value of turning radius at different values of lean angles and velocities 29
Table 9.1: HPV Specifications 37

Figures
Figure 1.1: Example of a Human Powered Vehicle[2] 1
Figure 2.1: Me-mover, a step driven HPV 6
Figure 2.2: Trikke, a carving motion HPV 6
Figure 2.3: Elliptigo, an elliptical bicycle 6
Figure 2.4: Runbike, a compact HPV 6
Figure 3.1: Illustration showing measurement landmarks with reference 9
numbers
Figure 3.2: Comparison of standing and seated ride positions 11
Figure 3.3: Comparison of active muscle groups during a standing ride position, 11
seated ride position, and running
Figure 4.1: Isometric view of Base Frame (HPV-F01) CAD 13
Figure 4.2: Isometric view of Stem (HPV-F02) CAD 14
Figure 4.3: Open and folded configurations of the HPV frame 14
Figure 4.4: Functioning of the hinge joint between base frame and stem 15
Figure 4.5: Isometric view of Handlebar (HPV-S01) CAD 15
Figure 4.6: Handlebar positioning 16
Figure 5.1: Type and size of wheels 22
Figure 5.2: Wheelbase and track width 22
Figure 6.1: Calculation for pedal assembly placement 24
Figure 6.2: Placement of pedal assembly 25
Figure 6.3: Choice of sprocket ratio 26
Figure 7.1: Turn geometry of a skateboard – back view 28
Figure 7.2: Free body diagram for calculation of turning radius 28
Figure 8.1: Left hand brake lever for rear brake 31
Figure 9.1: Isometric view of the full HPV CAD assembly 32
Figure 9.2: Technical Drawing: HPV-F01 Base Frame 33
Figure 9.3: Technical Drawing: HPV-F02 Stem 34
Figure 9.4: Technical Drawing: HPV-S01 Handlebar 35
Figure 9.5: Technical Drawing: HPV-D02 Front/Rear Sprockets 36
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Figure 9.6: Tube bending machine 38
Figure 9.7: Base frame made of mild steel tubes 38
Figure 9.8: Post spray painting of stem 39
Figure 9.9: Stem made of plywood 39
Figure 9.10: HPV stage 1 prototype studio shot 40
Figure 10.1: CAD assembly side view with labels 41
Figure 10.2: CAD assembly rear-isometric view 42
Figure 10.3: Multiple gear ratio drivetrain of a bicycle 43
Figure 10.4: Incorporation of suspension spring in the frame 44
Figure 10.5: A suspension truck (by Avenue Trucks) 44

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 CHAPTER 1
Introduction

In a world that is constantly being burdened by the irresponsibly escalating

levels of fossil fuels in the environment, a need for an alternative means of
transport is both necessary and urgent. There already exists an excellent
alternative in the form of human powered vehicles (here bicycles) but they are
not yet used as a mainstream means of everyday commute replacing cars and
motorbikes for short-distance travel. However, this mode is gaining popularity
with increasing fitness consciousness among people, increasing traffic
problems in developing countries, and increasing awareness about the
deteriorating environment. Inspiration needs to be taken from countries like
Netherlands, where 36% of people list cycling as their most frequent mode of
transport on a typical day which is more than any other country[1]. The
popularity of this mode is supported by the country’s outstanding cycling
infrastructure with independent cycle paths, protected intersections, bicycle
parking, shorter and quicker cycle routes. For developing countries like India,
instant changes in the entire infrastructure of cities are not possible. Hence,
in order to promote such a variant of transport, modifications could be made
in the mobility device itself so as to suit the needs of people.

Figure 1.1: Example of a Human Powered Vehicle[2]

1.1 Design Brief and User Profile

The human powered vehicle (HPV) designed and developed in this thesis
follows a strict design brief and end-user profile.
Design Brief:
To design or modify a human-powered vehicle that enables the user to travel
distances upto 3 kilometers comfortably and without exhaustion, allows
him/her to carry the vehicle by rolling with use of one hand after being
collapsed into its folded state, and is permitted and compact enough to be
carried in buses, trains, metros, airplanes, and any other type of public
transport without any extra luggage fee. The vehicle may be ridden for more

1
than 3 kilometers for fitness benefits and would cause a rise in the heart rate
of the rider which makes it a type of cardio-vascular exercise.
User Profile:
The vehicle should be designed to fit one average adult Indian male or female.

 Target gender: both male and female

 Target age group: 18 to 30 years
 Target weight limit: 80 kilogram (95th percentile Indian male/female
subject)
 Target height range: 5’ 0” to 6’ 0”
 User occupation: Any occupation with daily commute to work
 Location: Urban setting in India
 Lifestyle: Fitness oriented individual, supports environment friendly
living
1.2 Objectives
The thesis aims to fulfil the following objectives in order to furnish a finished
HPV:

 To design a vehicle powered solely by human power.

 To make an ergonomically and aesthetically satisfying design.
 To make the HPV light in weight (less than 10 kg).
 To make the HPV compact enough or collapsible to be carried indoors
and in public transport.
 To make the HPV suitable to provide health benefits and not impart any
injury risks to the user.
The HPV thus designed aims to fulfil the following indirect objectives
subsequently:
 Promote use of human powered sustainable vehicles instead of fossil
fuel powered vehicles for traveling short distances.
 Provide an eco-friendly lifestyle in terms of daily commute of an
individual.
 Provide additional health benefits when used at a non-exhaustive
amount.
 Yield a high level of fitness in the following areas when used at an
intensive amount: cardiovascular fitness, muscle strength and
flexibility, joint mobility, enhanced posture, mind-muscle coordination,
reduction in body fat levels etc.
 Solve the problem popularly known as last mile commute problem i.e.
the movement of people from a transportation hub (e.g. metro station)
to their final destination (e.g. home or office).

2
1.3 Proposed Innovations
The following innovations are proposed to make the HPV user friendly and
easy to learn for new users. They also make it an efficient fitness device when
used intensively.
 Pedal axis placement at wheel axle height for easy ride start and stop
and lower overall center of gravity.
 Addition of a third wheel for higher stability.
 Aerodynamically efficient aesthetics.
 Spring mechanism for lean-turning to replace the conventional bicycle
handle-turning.
 Optional standing ride position for intensive exercise.

3
 CHAPTER 2
Literature Survey Summary

This section reviews the work done in the area of HPVs by various institutes,
individuals, and private organizations in the past.
2.1 Previous Research
The world’s first human powered vehicle was the German primitive of the
bicycle called Draisine, invented in 1817 making use of two wheels. Its
evolution led to the design of the pedal-bicycle in the early 1860s. Since then,
the sector of bicycles has been an area of huge interest among engineers,
designers, technicians, manufacturers, sportspersons, and the laymen
consumer. Thus, the amount of published work in the sector is astounding.
The following presents some interesting points from recent works relevant to
the thesis:

 P. Cox[3] (2009) in his extensive work “Energy and the Bicycle – Human
Powered Vehicles in Perspective” has studied the entire history of HPVs
and presented it in a concise format. It is a must read before beginning
any work in this area. He also answers the rudimentary question ‘Why
build a different bicycle?’ as ‘to create machinery fit for purpose’.
Different kinds of HPVs can satisfy different kinds of requirements in
the most efficient way and that is the driving force of the constant
research and development in this sector since many years.

 C. Austin et. al.[4] (2013) designed and built a recumbent trike for the
ASME HPVC. Their highly detailed assembly presentation and intensive
drive train calculations are worth mentioning. The tadpole style HPV
Cerberus weight a net 29.9 kg and utilized 2 front wheels and 1 rear
wheel. Despite the heavy weight, the team was able to achieve a
maximum speed of 35 kmph.

 Shrishti and Amrit[5] (2014) have presented three concepts for the frame
of their 3-wheel crossbreed HPV in their thesis. The seating
arrangement is kept adjustable to accommodate users of various
heights. The prototype has been made of Stainless Steel and has solar
batteries that could assist the rider in powering the HPV upto a certain
distance.

 Abhilash and Sri[6] (2014) have designed, analyzed, and fabricated a 3-

wheel HPV that combines the ergonomics and feel of an automobile with
the simplicity and environment friendliness of a bicycle. They have

4
 performed Finite Element Analysis to cross-check the maximum
stresses acting at different points on the vehicle and ensure passenger
as well as pedestrian safety.

 Fisher, Sahyoun, Schmelzer, Taylor, and Toy[7] (2015) built the One-Ride
HPV. It is different from Austin et. al. (2013) in the fact that it makes
use of only two wheels even in the recumbent position. It includes not
only adjustable seating but also adjustable telescopic steering
positions.

 Abdullah, Shamsudin, Ramli, Harun, and Yusuff[8] (2016) have

designed, analyzed, and fabricated a 4-wheel recumbent type HPV with
a 1 m track and 1.5 m wheel base. Its purpose is recreational and is a
single-seater vehicle fabricated in its full scale dimensions.

 Abdullah, Ahmad, Mat, and Ramli[9] (2017) have designed and analyzed
a 3-wheel recumbent type foldable HPV. It makes use of a transformable
chassis and reduces the envelope volume by 50.6% when folded. This
is similar to the recumbent type HPV developed by Abdullah et. al.
(2016) but is updated and modified in terms of number of wheels and
collapsibility.
2.2 Market Product Survey
Many establishments have developed various types of HPVs for B2C purposes.
This section lists out the most innovative and relevant products available in
the market in the HPV domain apart from the bicycle.

 Me-Mover[10] is a step driven vehicle built on a foldable chassis designed

and produced in Denmark. Its major intention is providing outdoor
fitness and intense cardio as it works out 6 muscle groups and raises
the heart rate instantly. The steps to motion mechanism used in the
HPV is a first of its kind and gives rise to a lot of development
possibilities.

 Trikke[11] uses a flexible frame on three wheels with self-stabilization

during turns with its novel design. The company offers both body
powered and electric variants. The body powered variant offers an
exhilarating experience by engaging the entire body core muscles in a
wave-like motion called ‘carving’ and using the flexibility of the frame to
move the wheels forward. The HPV comes with a single foldable joint
which makes it easier to carry around during transport.

 Halfbike by Design Lab Kolelinia[12] is a stand-up HPV which gives the

rider an experience which is a cross between running and biking. It
uses pedal power and works on three wheels with a lean-to-turn
mechanism.
5
 Figure 2.1: Me-mover, a step driven HPV Figure 2.2: Trikke, a carving motion HPV

 Street Strider[13] and Elliptigo[14] are outdoor elliptical bicycles that

convert elliptical motion of the legs into rotational motion of the wheels.
Elliptigo uses a two wheel frame whereas Street Strider uses a three
wheel frame (with two front wheels) though both of them are powered
by the same kind of body motion. These offer the benefits of the elliptical
machine combined with the ability to move around to places. Though
these HPVs are not so compact, the innovative motion conversion is
worth to take note of.

Figure 2.3: Elliptigo, an elliptical bicycle Figure 2.4: Runbike, a compact HPV

 Runbike by Laurini[15] is a kind of a bicycle compressed over its length

with the seat removed. It is compact and sporty and weighs much less
than a regular bicycle. According to reviews, it is good for quick and
short trips, and for recreational purposes but not so comfortable to
carry around as there is no foldability.

2.3 Important Considerations

From the current level of research by institutes and individuals, and the
innovations ventured by private organizations as surveyed in the previous
sub-sections, a lot of inputs are taken in order to design a superior vehicle
and make it befitting for actual consumer use. The following is a list of

6
important considerations and past developments which have influenced the
design of the HPV in this thesis:
 The HPV designed uses a 3-wheel frame with 2-wheels at the rear and
a single front wheel making it more stable than 2-wheeled vehicles
which cannot stand upright without a stand while at rest.
 An ergonomic stand-up ride position is chosen that makes the HPV
engage the entire body muscle groups (Refer Figure 6) instead of only
the quadriceps and hamstrings (leg muscles). This will help provide an
all-round full body workout.
 A single joint fold is provided in the frame to collapse it to compact
dimensions and make it transport compatible. The joint is kept simple
to operate and lock in position to make quick folding and unfolding
possible.
 The HPV uses a pedal driven system similar to the one found on a
bicycle. The vehicle is single-speed (fixed gear ratio) with sprockets
connected using a bicycle chain for ease of production and repair.
 The turning mechanism used is lean-to-turn and there is no angular
movement of the steering or handlebar unlike the one in a generic
bicycle. This mechanism is inspired by the turning of a skateboard on
which a rider leans towards the desired turning direction.
 For ease of management and progress of the project, the design has
been broken down into five subsystems:
1. Frame
2. Wheels
3. Drivetrain
4. Steering
5. Braking

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 CHAPTER 3
Ergonomics

Ergonomics is one of the most important concerns while designing a vehicle

to be used by people. Ergonomics refers to the process of designing a product
in such a way that it correctly fits and is comfortable to use for the end user.
The product would lose its purpose if it is made functional but not ergonomic.
3.1 Ergonomic Requirements
Here are the ergonomic requirements that were taken care of in the design
process:

 The height of the pedal assembly placement should make it is easy for
the rider to get on and off the vehicle, and for pedaling the vehicle
forward.
 The design should be such that the method of setting the vehicle in
motion and bringing it to a halt is intuitive and does not need special
instructions.
 The handlebar height should suit riders of height range 5’ 0” to 6’ 0” as
stated in the brief. It is possible to make a height-adjustable handlebar
to match this requirement.
 The lean-to-turn mechanism must be comfortable and easy to take
control of. It should not be frightening for the rider and should not over-
turn the vehicle. The maximum recommended angle of turning should
be clearly stated or implied in the design of the vehicle.
 The pedals and handlebar arrangement should be such that it lets the
rider remain in an upright body position while riding which causes no
negative impact to the physique or any injury to him/her during long
distance rides or in the long term.
3.2 Anthropometry
Anthropometry is the study of measurements and proportions of the human
body. Anthropometric data will be used to decide the basic dimensions of the
HPV i.e. pedal assembly height and handlebar height and the proposed weight
capacity.
3.2.1 Available Anthropometric Data
Anthropometric data of Indian subjects is available as a courtesy of Indian
Anthropometric Dimensions for Ergonomic Design Practice[16]. Table 1 gives
the percentile data for standing Indian male and female subjects. The
parameters have been defined as follows:

8
1. Weight: body weight of the subject with minimum clothes and without
shoes.
2. Normal standing: top of the head, standing in normal relaxed erect posture.
3. Stature: top of the head, standing in erect stretched posture.
4. Eye: inner corner of the eye.

Figure 3.1: Illustration showing measurement landmarks with reference numbers

Table 3.1: Scanned table of basic Indian anthropometric measurements (in mm)

The highlighted measurements of Table 1 show the 50th percentile data that
has been used to decide the basic dimensions of the HPV.
3.2.2 User Survey
A group of 17 individuals of age 18 to 30 years was surveyed to find the
appropriate ratio of the handlebar height to the rider height. The average of
all the ratios obtained was multiplied with the 50th percentile normal standing
parameter to obtain the most comfortable handlebar height.

9
 Sr. No. Age Normal Comfortable Ratio,
Standing, Steering R = s/h
h cm Position
Height,
s cm
1 18 168 92 0.55
2 19 171 91 0.53
3 20 174 103 0.59
4 20 155 81 0.52
5 21 159 78 0.49
6 21 154 91 0.59
7 21 174 106 0.61
8 21 180 104 0.58
9 22 175 102 0.58
10 22 169 91 0.54
11 24 168 99 0.59
12 24 159 95 0.60
13 24 161 82 0.51
14 25 171 97 0.57
15 27 168 99 0.59
16 29 173 97 0.56
17 30 165 96 0.58
∑R = 9.58

Table 3.2: User survey to find comfortable handlebar position

3.2.3 Steering Height Decision

The summation of the ratios ∑R = 9.58. The mean comes out to be
∑𝑅 9.58
𝑅′ = = = 0.56
𝑛𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑠𝑢𝑏𝑗𝑒𝑐𝑡𝑠 17
Multiplying R’ with the 50th percentile normal standing height gives us the
appropriate handlebar or steering height i.e. the vertical distance from the
pedal assembly center to the handlebar center.
𝐻𝐻 = ℎ𝑎𝑛𝑑𝑙𝑒𝑏𝑎𝑟 ℎ𝑒𝑖𝑔ℎ𝑡 = 0.56 × 1610 = 901.6 𝑚𝑚 ≈ 𝟗𝟎𝟎 𝒎𝒎
3.2.4 Weight Limit Decision
According to Table 1, the 95th percentile weight of an Indian male is 76 kg and
of an Indian female is 66 kg. The combined 95th percentile weight is given as
74 kg. Taking these numbers into account, we can round it off and put a
weight limit of 80 kg for the HPV. However we will consider a Factor of Safety
(FoS) of 2.0 for the analysis of the frame. Thus it should be designed and
analyzed to be able to take up weights upto 160 kg safely though weights
above 80 kg are not recommended.
3.3 Ride Position
Choosing an appropriate ride position is a very important ergonomic decision.
Before taking this decisions, multiple factors have been taken into account

10
such as user profile, approximate ride distances, fitness preferences, and
product complexity level.
3.3.1 Comparison of Seated and Standing Positions
A seated ride position has been used for bicycle since its introduction to the
public and undoubtedly has its benefits. But a standing up ride position is
more appropriate for our HPV and its design brief. Riding in an upright
position is far more natural and the combination with pedaling makes it feel
more like running. It keeps the spine vertical and aligned and prevents long
term spine injuries. There is no seat discomfort or numbness and an active
riding position is maintained at all times. This makes the HPV a more efficient
workout device than the bicycle and is more suitable for short distance rides.
Figure 6[X] shows the position of a typical rider after a medium distance bike
(seated) and trike (standing) ride. The spine clearly undergoes a bend in case
of the bicycle and thus is adverse for health.

Figure 3.2: Comparison of standing and seated ride positions

Figure 3.3 Comparison of active muscle groups during a standing ride position, seated ride
position, and running.

Figure 3.3 shows a comparison of the active muscle groups during (a)
Standing Ride, (b) Seated Ride, and (c) Running. The chosen standing ride
position thus engages the entire body and gives a better overall exercise to the
rider.

11
 CHAPTER 4
Frame

The frame is the most essential and defining part of the HPV. The goal was to
make the frame as sturdy as possible while also minimizing the weight. The
two ambitions are contradicting and therefore a balanced settlement was
reached. Another goal was to make the frame cost-effective and simple to
produce by reducing the complexities.
4.1 Requirements
The following requirements of the frame are based on the considerations of
Section 2.3 and basic requirements the HPV aims to satisfy.
 The frame needs to be sturdy enough to support the load of an 80 kg
rider while stationary and in motion. It should also be able to take the
loads from centrifugal forces acting during turns at high speeds.
 It cannot be too massive as the vehicle must be easy to pick up and
carry by an average male or female. It needs to be compact in
dimensions and also foldable at a joint.
 The wheel placement decided is such that there is a single large front
wheel and two small rear wheels making it a 3-wheel vehicle. The frame
should have provision and mounting points for the same.
 The frame should have space to mount the pedal assembly along with
the sprockets and sprocket guard. The provision for mounting the pedal
assembly should be at a practical height for the rider to step on before
the HPV is in motion.
 There should be no obstruction to the bicycle chain that goes from the
front wheel sprocket to the pedal assembly sprocket.
 The frame should have a handle or grasping point at appropriate
location for the user to be able to carry the vehicle or roll it while in
folded position similar to a luggage bag.
 Keeping the above points in mind, the frame should be aesthetic in
appearance.
4.2 Design
The frame is a standing type, delta-style tricycle configuration. The
standing type configuration refers to the rider position during the use of the
HPV. A delta-style tricycle has one wheel in the front and two wheels in the
rear. This type of configuration has good low-speed aerodynamics and better
handling for a standing rider. This frame type also supports a lean-to-turn
steering type. The frame is designed to have 4 inches of ground clearance to
accommodate speed bumps.

12
Simplicity was marked as a key design requirement for the HPV. The design
of the frame is thus made as simple as possible with minimum welds and
cuts, straight-forward manufacturing process, and widely available materials,
but it is ensured that the structure produced is strong and sturdy and not
compromised in this aspect.
The frame consists of a single hinge joint between the lower frame called the
base frame and the upper frame called the stem. This lets the user fold the
vehicle easily and does not introduce any complicated structure either.
Accommodation has been given in the hinge to lock the HPV position in either
closed or open configuration.
Two AISI 1018 Mild-Low Carbon Steel pipes are used to make the base
frame. The structure includes two bends which were made using standard
pipe-bending equipment. The details of the base frame material are given in
Table 3 (Section 4.3).
Manually cut Plywood sheets are used to make the stem. Two plywood sheets
have been joined together to make the stem durable and prevent it from
cracks or possibility of breakage.
4.2.1 CAD Model
Figures 4.1 and 4.2 show the isometric view of the final CAD model of the
frame created after multiple iterations and improvements. The first figure is
an image of the base frame or lower frame and the second image is an image
of the stem or upper frame.

Figure 4.1: Isometric view of Base Frame (HPV-F01) CAD

13
 Figure 4.2: Isometric view of Stem (HPV-F02) CAD

4.2.2 Foldability
To provide foldability, a hinge joint is used to connect the base frame and the
stem. Provision is given to lock up the vehicle in its open or usable position
(Figure 4.3 (a)) and its closed or folded position (Figure 4.3 (b)). Figure 4.4
shows how the hinge will function to fold the vehicle.

Figure 4.3: Open and folded configurations of the HPV frame

14
 Figure 4.4: Functioning of the hinge joint between base frame and stem

4.2.3 Handlebar Positioning and Model

A cylindrical handle bar of diameter 1.5 inch and single-side length 4 inches
is attached to the top of the stem for the rider to hold on to and steer the HPV.
The isometric view of the handlebar is shown in Figure 4.5. The handlebar
position as decided in sub-section 3.2.3 is 900 mm from the pedal assembly
center and is shown in Figure 4.6. The rear brake lever will be fixed to the left
side handlebar similar to bicycles.

Figure 4.5: Isometric view of Handlebar (HPV-S01) CAD

15
 Figure 4.6: Handlebar positioning

4.3 Material Selection

The material chosen for the frame is of utmost important as it is a major
weight bearing part and has to sustain heavy vertical loading and centrifugal
forces.
Inspired from the chassis of formula student cars, the material for the lower
frame (base frame) is chosen to be AISI 1018 Mild/Low Carbon Steel. This
material is suitable for our purpose as it has excellent weldability, and
produces a uniform and hard case. It is ductile and thus it is possible to bend
the material pipes as per our requirement. Also, drilling is possible to make
holes for mounting the other parts.
The base frame is in the configuration of two pipes with two bends in the
length of each pipe. The left and right tubes of the base frame are mirror
images of each other. More details of the part HPV-F1 (lower frame/base) are
given in Table 3.

Part name Base Frame

Part code HPV-F01

Quantity 2

16
 AISI 1018 mild/low carbon
Material
steel

Cross-section Hollow Pipe

Outer diameter 1.25 inch

Inner diameter 1.125 inch

Thickness 0.0625 inch or 1.6 mm

Density 7.87 g/cm3

Length 1054 mm × 2

Weight 1.7 kg × 2

Table 4.1: Material details for base frame, HPV-F01

The stem of the frame is made by joining plywood sheets cut into required
shape using laser cutting machine. Two 15 mm thickness sheets were cut and
joined together using Araldite wood adhesive. After the joint was dry and
strong, sandpaper was used to manually smoothen out the joint area. Sharp
edges were converted to rounded edges by use of a mechanical file.

Part name Stem

Part code HPV-F02

Quantity 1

Material Plywood

Shape Refer to Figure 9.3

Thickness 15 mm + 15 mm

Weight 0.7 kg

Table 4.2: Material details for stem, HPV-F02

4.4 Analysis
The base frame was modeled in SolidWorks and analysis was carried out in
ANSYS for the two loading conditions: 1) Vertical loading (Figure 4.6) and 2)
Centrifugal loading (Figure 4.7). The results were then used to predict whether

17
the HPV frame will be safe or not for a given rider according to his/her weight.
The factor of safety (sub-section 4.5) was then incorporated to set a maximum
weight limit for the vehicle derived from the analysis results.
The material model used for both the analyses is given in Table 4.3.

Tensile Strength 440 MPa

Yield Strength 370 MPa

Modulus of Elasticity 205 GPa

Shear Modulus 80 GPa

Poisson’s Ratio 0.29

Density 7.87 g/cm3

Table 4.3: Material model for analysis

1) Vertical Loading:
The first analysis is carried out with a vertical downward loading (shown by
red arrow) of 1600 N (approximately equal to 160 kg user weight). The load is
given at the pedal assembly mounting point. The user weight has been taken
as such a large number for extreme analysis purposes only. The HPV is
stationary during the loading and the wheel mounting points have been set
to no vertical motion boundary condition. The result from this analysis gives
out a maximum equivalent stress of 267.66 N/mm2 or 267.66 MPa. This
number is 0.72 times the Yield Strength (from Table 4.3) which suggests that
the frame is rigid enough and would not undergo any yielding or plastic
deformation at this load in the vertical direction.
2) Centrifugal Loading:
Centrifugal force would be experienced by the frame while taking a turn. To
analyze the frame while undergoing this force, we have used a lean angle of
20 degrees and a user weight of 160 kg taking a turn at 20 kmph velocity. The
centrifugal force is indicated by the red arrow in Figure 4.8. All the joining
points of the frame have been marked fixed by giving a no horizontal motion
boundary condition. The result from this analysis gives out a maximum
equivalent stress of 193.15 N/mm2 or 193.15 MPa. This number is 0.52 times
the Yield Strength which suggests that the frame is rigid enough and would
not undergo any yielding or plastic deformation at this loading.
Note that the loads used in the analyses are much higher than the actual
loads that will be experienced by the frame in the real scenario. This is done
only for testing the safety at extreme and rough use. Nevertheless, the

18
analysis prove the frame to be safe at these heavy loads which in turn renders
it safe at normal loads too. However, a factor of safety needs to be incorporated
and a weight limit must be set for the user. This is done in the next sub-
section.

Figure 4.7: Stress analysis of the base frame due to user weight

Figure 4.8: Stress analysis of the frame during turning at lean angle of 20 degrees

4.5 Factor of Safety

Incorporating the factor of safety is important in order to secure the user and
provide a safe and ride-able road vehicle. The results from Section 4.4 suggest

19
that the base frame should be able to face a maximum stress of 267.66
kN/mm2 without undergoing any damage. This analysis was carried out at a
user load of 1600 N or 163.1 kg. Choosing a FoS of 2.0 we get the maximum
safe user weight:
𝑚𝑎𝑥. 𝑎𝑙𝑙𝑜𝑤𝑎𝑏𝑙𝑒 𝑙𝑜𝑎𝑑 163.1
𝑚𝑎𝑥. 𝑠𝑎𝑓𝑒 𝑢𝑠𝑒𝑟 𝑤𝑒𝑖𝑔ℎ𝑡 = = = 81.55 𝑘𝑔
𝐹𝑜𝑆 2
Rounding it up, we can set a weight limit of 80 kg for the HPV which is in
accordance to our design brief. Thus, we can say from our analysis and
calculations that our vehicle is within safe riding limits for users with upto 80
kg of weight.
4.6 Aesthetics
The base frame has been given a smooth curved shape connecting the rear
wheels to the front wheel and then fluently leading to the stem. The uniform
tubular structure brings out an even and well balanced appearance in the
vehicle. The left and right counter parts of the base frame being mirror images
adds a satisfactory aesthetic quality. A matte finish black spray paint has
been used to color the base frame.
The stem made with good quality wood has been given a shape that matches
with the base and looks fluent and effortless despite of the joint. Sharp edges
have been removed both for safety and for a finished look. It has a semicircle
cut at the top where the handlebar fits just right in and the entire product
looks connected end-to-end. It was decided not to give the wood a paint
coating as it looks pleasing in its natural form. However, a polish and
waterproof coating have been applied to prevent it from rain damage.
The overall appearance of the HPV can be termed as urban and elegant which
matches with our design brief.

20
 CHAPTER 5
Wheels

The HPV has been decided to be a 3-wheel vehicle. The front wheel is large in
diameter while the two rear wheels are smaller. This arrangement ensures a
more stable configuration than a 2-wheel bicycle because it can stay stable in
a stationary position as well. It also makes it easier for the rider to get on and
off while the vehicle is at rest. This is especially important because it is a
standing type HPV.
5.1 Requirements
The following requirements were to be taken care of while choosing the wheels:
 The dimensions of the large front wheel should be decided in
accordance with the frame design and provision of wheel slot.
 According to the frame, the front wheel should be of a large diameter
near to 20 inches.
 The rear wheels should be approximately 1:8 in scale to the front wheel.
 A short wheelbase is required to make the HPV compact but it should
not compromise with the stability of the ride.
 The rear track width of the vehicle should be sufficiently large such that
the vehicle remains stable when the rider gets on and off it.
5.2 Arrangement
The arrangement of the wheels of the HPV is as stated earlier, one large front
wheel along with two smaller rear wheels. It is as shown in Figure 5.2 (Note:
The light grey frame is just for reference and does not correspond to the actual
frame design.)
5.3 Type and Size of Wheels
Front Wheel:
A bicycle wheel also called a wire wheel of diameter 20 inches (508 mm) is
chosen to be the front wheel. It has a metal hub surrounded by tension
spokes, and a metal outer rim holding a pneumatic rubber tire.
Rear Wheels:
Two solid PU skateboard wheels of diameter 59 mm with hardness rating 78A
and equipped with two ABEC-7 bearings each are chosen to be the rear
wheels. They have high durability, are tested in performance on roads, and
are easily available in the market.
The drawings of the chosen wheels are shown in Figure 5.1.

21
 Figure 5.1: Type and size of wheels

5.4 Wheelbase and Track Width

Wheelbase is the horizontal distance between the axis of the front wheel and
the axis of the rear wheel when looked at from the side. A wheel base of 25
inches is chosen to accommodate the rider in a comfortable position.
Track Width is the distance between the centers of two wheels on the same
axle (here: rear wheels only). A track width of 6.5 inches is chosen for the
vehicle to be stable at rest as well as during motion.
The decisions regarding wheelbase and track width are taken from guidelines
given in the references and experiences used to design the existing
commercial HPVs in the market.

Figure 5.2: Wheelbase and track width

22
 CHAPTER 6
Drivetrain

A drivetrain is that subsystem of a vehicle which is responsible for converting

the vehicle’s energy source into kinetic energy or motion. It is a group of
components that delivers power to the driving wheels. A chain-driven system
was decided to be used for the HPV. It is similar to the one found on a regular
single-speed bicycle only differing in the sense that it drives the front wheel
in our case instead of the rear wheel.
6.1 Requirements
The following requirements guided the choice and design of the drivetrain:
 The drivetrain should connect the pedal assembly in the center of the
vehicle to the front wheel sprocket via a bicycle chain as the HPV is a
FWD vehicle
 The drivetrain should be able to support the load of an 80 kg human
standing on the pedals during rest or motion of the vehicle.
 The drivetrain should be compliant enough to let the rider use his leg
force to set the HPV in motion from a dead stop.
 The drivetrain should be mechanically efficient and require the least
human effort to run the HPV.
 The chosen components of the drivetrain should be such that they are
replaceable and have high availability in the market.
6.2 Pedal Assembly Position
The location to be decided for the pedal assembly is critical in determining the
stability of the HPV. Careful calculation and free body analysis is necessary
for this decision as it determines whether the vehicle will function as desired
or not. The pedal assembly is that group of components on which the rider
applies force through his/her legs and it gets converted to rotational motion
of the front wheel. It consists of the following major parts: opposing pedals,
chain-ring or sprocket (driver pedal gear), sprocket guard, roller chain, front
cog or sprocket (driven gear). The roller chain connects the pedal assembly
which is roughly placed in the center of the vehicle to the front cog which is
smaller in diameter with lesser number of teeth. Being small, it rotates the
front wheel at a greater angular velocity or RPM than the rotation of the pedals
by human effort. This attainment of higher RPM than the effort is called
mechanical advantage.
The position of the pedal assembly had to be chosen such that it is not too
high for the rider to climb on to. A nominal height of 9 inches was chosen for
the placement. The position in the length of the vehicle must roughly be in

23
the center, taking care that the rider’s legs do not collide with the front wheel
during the ride.
The free body diagram of the HPV with a 60 kg rider on board is shown in
Figure 6.1. The forces and moments are balanced according to the diagram
and the optimal position for the center of pedal assembly is found out as per
the given equations. The assumptions made to carry out the calculations are
stated clearly before carrying out the analysis.

Figure 6.1: Calculation for pedal assembly placement

Assumptions:
a) Weight of the front wheel is 2 kg and that of the rear wheels is negligible.
b) Weight of all the other parts sum to 6.5 kg and are exhibit.
For an optimal placement of the pedal assembly, the overall Center of Gravity
must lie approximately in the center of the wheelbase (here 317 mm in
horizontal direction from front wheel center). The CG of the frame and all other
components is approximated as a lumped mass at a horizontal distance of
125 mm from front wheel center as found out from the CAD model. Taking
the distance of the pedal assembly center as X, the following calculations are
performed.
2 × 0 𝑚𝑚 + 6.5 × 125 𝑚𝑚 + 60 × 𝑋 𝑚𝑚 = 68.5 × 317 𝑚𝑚

𝑋 = 348.36 ≈ 𝟑𝟓𝟎 𝒎𝒎

24
6.3 Schematic Diagram
The final placement of the pedal assembly is shown in the schematic diagram
in Figure 6.2. This diagram states all the distances and was useful during the
fabrication of the HPV.

Figure 6.2: Placement of pedal assembly

6.4 Calculations
6.4.1 Sprocket Ratio
The sprocket or chainring connected directly to the pedals is larger in
diameter than the one connected to the front wheel. This means that if the
rider turns the pedal at an RPM of rp, the front wheel turns at an RPM of rf
which is given by:
𝑟𝑓 = 𝑟𝑝 × 𝑍
where Z is the ratio of the number of teeth on the pedal sprocket to number
of teeth on the front sprocket. Z is also equal to the ratio of diameter of pedal
sprocket to the diameter of the front sprocket as the pitch (number of
teeth/diameter) of both the sprockets is the same.
Choosing a correct ratio of the sprockets or chainrings is essential to make
the HPV most comfortable for the rider. This depends on the requirement our
vehicle aims to satisfy and the terrain it will be used on. Since the vehicle is
to be used in an urban setting with horizontal roads and relatively less
gradients, a chainring to sprocket ratio equivalent to that of a single-speed
bike can be chosen.

25
After analysis of existing HPVs and single-speed bicycles, and checking
availability of chainring sizes in the market, the ratio Z is chosen as 3.0.
𝑍 = 3.00

Figure 6.3: Choice of sprocket ratio

6.4.2 Speed of HPV

The speed of HPV in m/s or kmph can be found out from rp, Z, and the front
wheel diameter as follows:
Assumption: Cadence (pedaling rate) of an average recreational cyclist is 80
rpm.
2𝜋
80 𝑟𝑝𝑚 = 80 × = 8.38 𝑟𝑎𝑑 𝑠 −1
60
This means that the crank/pedal chainring turns at 8.38 rad s-1 angular
velocity. Now the front wheel turns at the velocity of the front sprocket which
is given by:
8.38 × 𝑍 = 8.38 × 3 = 25.14 𝑟𝑎𝑑 𝑠 −1 = 240 𝑟𝑝𝑚
Multiplying the angular velocity of the front wheel with its radius gives us the
speed of the vehicle in m/s
𝑠𝑝𝑒𝑒𝑑 = 25.14 𝑟𝑎𝑑 𝑠 −1 × 10 𝑖𝑛 = 25.14 𝑟𝑎𝑑 𝑠 −1 × 0.254 𝑚 = 6.39 𝑚 𝑠 −1
6.39 𝑚 𝑠 −1 = 23.004 𝑘𝑚 ℎ𝑟 −1
Thus we can conclude that on pedaling the HPV at a moderate 80 rpm, a
speed of 23 kmph can ideally be achieved. The speed can be varied by
reducing this pedaling rpm or increasing it as per the rider’s requirement and
usage.

26
 CHAPTER 7
Steering

The steering subsystem is the set of components that permits and provides
directional control of the vehicle to the rider. The steering system contributes
to the agility of the vehicle. A smaller turning radius means tighter turns and
thus more agility. In compliance with the other subsystems, the steering
mechanism must also be light in weight so the overall vehicle weight does not
increase drastically.
7.1 Requirements
The following requirements guided the choice and design of the steering
system:
 The steering system should support a lean-to-turn feature. The rider
has to lean to whichever direction he/she wants to turn, consequently
turning the vehicle in that direction.
 The mechanism should have a safety limit of lean and should in no case
overturn the vehicle towards the leaning direction.
 The steering system should be light in weight compared to the frame
and drivetrain. It should not contribute much to the overall weight of
the vehicle.
 Given the lightweight requirement, the system should not be
complicated. It should use easily available components and should be
simple to build and mount on the frame.
 The HPV designed is a compact vehicle, thus the shortest turning
radius of the vehicle should be limited to a maximum of 10 m.
7.2 Lean-to-turn Mechanism
The lean-to-turn mechanism used is similar to the one used in skateboards.
The rider leans in the direction he/she wants to turn towards and achieves
the turn. This is how the steering is done for the vehicle in a very intuitive
manner.
7.2.1 Turn Geometry
Figure 7.1 shows the turn geometry of a skateboard. In the figure, the yellow
colored parts are called the front and rear trucks, the orange are the wheels
and the grey is the deck of the skateboard. The rider weight is shifted to the
left hand side making the front trucks turn the front wheels leftwards and the
rear trucks turn the rear wheels rightwards. The reason for using opposable
trucks in skateboards is that this makes the front and rear wheels fall into a
circular arc, the radius of which determines the turning radius. The

27
mechanism employed in the HPV is of a similar kind but with only the rear
trucks. In place of the front truck, the HPV has a large front wheel which
precisely leans in the direction of the weight shift and completes the turning
circle.

Figure 7.1: Turn geometry of a skateboard – back view

7.2.2 Turning Radius Calculation

The turning radius of the HPV depends largely on the velocity at which it is
running and the angle of lean. It is independent of the weight and height of
rider as those terms get cancelled while balancing the weight (mg) with
centrifugal force (mv2/r).

Figure 7.2: Free body diagram for calculation of turning radius

Figure 7.2 shows the free body diagram indicating the balance of the torques
applied by the weight of the vehicle and rider, and the centrifugal force due to
turning. By balancing of torques we can write the following equation.

28
 𝑚𝑣 2
× 𝐿𝑐𝑜𝑠𝜃 = 𝑚𝑔 × 𝐿𝑠𝑖𝑛𝜃
𝑟
where,
𝜃 is the angle of lean of the rider
L is the distance from the ground to the Center of Gravity of the rider and HPV
combo.
m is the combined mass of rider and HPV
v is the velocity of HPV
g is acceleration due to gravity = 9.81 m/s2
Note that m and L appear on both sides and are thus cancelled off. Now, we
get the equation for the turning radius as a function of angle of lean and
velocity of HPV.
𝑟 = 𝑣 2 /𝑔𝑡𝑎𝑛𝜃
Using the above equation, Table 7.1 is created which gives values of turning
radius at different values of lean angles and velocities.
Lean Angle (degrees) Velocity (kmph) Velocity (m/s) Turning Radius
(m)
15 15 4.17 6.61
15 20 5.56 11.75
15 25 6.94 18.36
20 15 4.17 4.86
20 20 5.56 8.65
20 25 6.94 13.51
25 15 4.17 3.80
25 20 5.56 6.75
25 25 6.94 10.55
30 15 4.17 3.07
30 20 5.56 5.45
30 25 6.94 8.52
35 15 4.17 2.53
35 20 5.56 4.50
35 25 6.94 7.03
40 15 4.17 2.11
40 20 5.56 3.75
40 25 6.94 5.86
45 15 4.17 1.77
45 20 5.56 3.15
45 25 6.94 4.92

Table 7.1: Value of turning radius at different values of lean angles and velocities

The actual value of turning radius obtained by a particular rider depends on

his comfort and experience with the vehicle and the amount of angle he/she
is willing to lean to without feeling prone to risk.

29
 CHAPTER 8
Braking

Braking is an important subsystem for any vehicle. Though there are some
HPVs which are not provided with brakes and require the user to use their
weight to slow down, it is an absolutely essential safety feature when it comes
to a standing type HPV as in our case. The braking strength needs to be
optimized depending on the vehicle. A too loose brake would not be sufficient
enough to stop the vehicle in a short distance whereas a too strong one would
case a sudden jerk causing unbalance or even the rider falling forward due to
inertia.
8.1 Requirements
The following requirements guided the choice and design of the braking
system:
 The brakes should be given at the rear wheels because the HPV has a
relatively short wheelbase and high center of gravity. Brakes in the front
would lead to a front-wheelstand in case the front wheel locks up due
to sudden excessive braking.
 There should be equal amount of braking force applied to the left and
right rear wheel for maintaining a straight line of motion while
controlling speed.
 The brake pads and rim surface tends to heat up due to friction when
the brakes are applied for a long time. This can be controlled by the
area of contact on the brake pad. The size of brake and brake pad must
be chosen carefully according to the brake force requirement of the
vehicle.
 The braking force should be enough to bring the HPV to a rest from its
maximum speed in a stopping distance of 10 m on full application in
general Indian road conditions.
8.2 Brake Force
As stated in the requirements, the braking force should be such that it can
bring the HPV to a rest from its maximum speed in a stopping distance of 10
meters on full application.
Assumption: Maximum speed of the HPV is 25 kmph = 6.94 m/s. Mass of
rider and HPV combined is taken as 68.5 kg.
Applying Newton’s first equation of motion,
02 = 6.942 + 2 × 𝑎 × (10 𝑚)

30
where,
a is the deceleration of the HPV
m is the combined mass of rider and HPV
On solving the previous equation for a, we get
𝑎 = −4.82 𝑚/𝑠 2
Note, the negative sign is due to the braking. The negative sign will be ignored
for further calculation as it is readily understood. From the value of a, we can
find the maximum braking force as
𝐹 = 𝑚 × 𝑎 = 68.5 × 4.82 = 𝟑𝟑𝟎 𝑵
8.3 Braking Equipment
Figure 8.2 shows the rear brake lever of a regular bicycle chosen for the HPV.
It was decided to place the brake on the left handlebar as left is usually
associated with the rear brake on two wheelers.

Figure 8.1: Left hand brake lever for rear brake

31
 CHAPTER 9
Final Design
9.1 CAD assembly
The open (left) and folded (right) CAD assembly of the HPV is shown in Figure
9.1. The parts were designed and assembled using SolidWorks 2014.

Figure 9.1: Isometric view of the full HPV CAD assembly

9.2 Technical Drawings

This section includes technical drawings of all parts that are designed
specifically for the HPV and are not directly taken from the market.
Please refer to Figures 9.2 to 9.5 on pages 33 to 36.

32
9.2.1 Base Frame

Figure 9.2: Technical Drawing: HPV-F01 Base Frame

33
9.2.2 Stem

Figure 9.3: Technical Drawing: HPV-F02 Stem

34
9.2.3 Handlebar

Figure 9.4: Technical Drawing: HPV-S01 Handlebar

35
9.2.4 Sprockets

Figure 9.5: Technical Drawing: HPV-D02 Front/Rear Sprockets

36
9.3 Vehicle Specifications
This section lists down all the dimensions and numbers that have been
obtained as a result of the entire design process of the HPV. The stated
numbers are theoretical values with the decisions and calculations clearly
shown in earlier sections of this report.

Specification Value

Front Wheel Diameter 508 mm

Rear Wheel Diameter 59 mm

Wheelbase 635 mm

Track Width 165 mm

Base Frame Length 725 mm

Base Frame Height 505 mm

Ground Clearance 102 mm

Stem Length 645 mm

Net Handlebar Length 203 mm

Steering Height 900 mm

Pedal Assembly Center Height from Ground 235 mm

Sprocket Ratio 3.0

Front Sprocket Diameter 1 inch

Main Sprocket Diameter 3 inch

Maximum User Weight 80 kg

Stage 1 prototype weight 7.9 kg

Maximum Speed 23 kmph

Recommended User Height 5’ 0” to 6’ 0”

Table 9.1 HPV Specifications

9.4 Manufactured Parts

As the HPV is a customized vehicle, some parts had to be fabricated specially
for it and some other parts were readily available from other products or from
the market. This section shows images of the specially fabricated parts and
their processes.
The base frame, as mentioned in 4.2, was made using pipe bending procedure
on two Mild/Low Carbon Steel tubes. The process, shown in Figure 9.6, was
repeated twice for the left and right counterparts which are symmetrically
identical. The final shape of the tubes obtained is shown in Figure 9.7.

37
 Figure 9.6: Tube bending machine

Figure 9.7: Base frame counterparts made of mild steel tubes

The stem, as mentioned in 4.2, was made from plywood using laser cutting
machine followed by finishing with sandpaper and coloring using spray paint.
The post spray paint image is shown in Figure 9.8 and the final stem is shown
in Figure 9.9.

38
Figure 9.8: Post spray painting of stem

Figure 9.9: Stem made of plywood

39
Figure 9.10 shows the stage 1 prototype of the HPV with the parts assembled
together.

Figure 9.10: HPV stage 1 prototype studio shot

40
 CHAPTER 10
Conclusion

10.1 Developed Product

In the duration of this thesis, an attempt to create a distinctive user
experience while keeping in mind the design brief was made. The product thus
developed took inspiration from several commercial products and research
work as reviewed in Chapter 2. The HPV that has been made after multiple
design iterations and improvements is capable of being a marketable product
in the HPV domain, and is suitable for real life use after further development
and adaptation for mass production. Figure 10.1 shows the side view of the
final developed HPV CAD assembly with part labels built in Solidworks. Figure
10.2 shows the rear-isometric view of the same assembly.

Figure 10.1: CAD assembly side view with labels

10.2 Further Scope

The HPV is made to suit the design brief but some compromises have been
made in its fabrication due to budget, time, and manufacturing facility
constraints. The decisions regarding material and design have been made
keeping in mind the cost and feasibility of fabrication with the given

41
 Figure 10.2: CAD assembly rear-isometric view

resources. Thus, there remains a possibility of improvement in the design of

the vehicle, its efficiency, and incorporation of additional functions. This
section talks about the further scope and possibilities of development in the
HPV.
10.2.1 Additional Upgrades
Additional upgrades are the extra features that could be added to the HPV to
make it more functional and serve different purposes.
10.2.1.1 Multiple Gear Ratios
Most mountain bikes are equipped with multiple gears. This enables them to
help the rider navigate various terrains and slopes with less effort. Multiple
gear ratios are a useful tool when the vehicle is supposed to be used not only
on flat roads but also on inclined surfaces. A lower gear is optimal when the
vehicle is climbing up a hill and is in requirement of a high torque. It provides
lesser speed but reduces the otherwise high effort required from the rider’s
side. Similarly, a higher gear is optimal when the rider prioritizes speed over
effort. Though a multiple gear ratio drivetrain is very useful to make the
vehicle diverse in usage, it adds to the cost, complexity, and requires regular
maintenance. Figure 10.3 shows a regular bicycle drivetrain with its various
parts.

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 Figure 10.3: Multiple gear ratio drivetrain of a bicycle

10.2.1.2 Optional Seated Ride Position

Though this HPV was aimed to be a standing ride-position vehicle, some users
thought it might be uncomfortable for a long distance ride. Even though the
design brief states that the HPV is supposed to serve for short distance rides
only, it might be a good idea to provide a small and collapsible seat that can
be folded down parallel to the stem of the vehicle. This would provide the rider
with the option of riding the vehicle standing up or seated down. The downside
of this addition is that it would cause a significant increase in the net weight
of the vehicle and complexity of the folding mechanism.
10.2.1.3 Suspension System
Though the trucks of the rear skate wheels and rubber of the front wheel
provide some amount of cushioning from little bumps on roads, this is not
enough if the HPV is to be used on rocky or non-concreted terrains. It would
lead to a very bumpy ride and especially affect the rider in the standing
position. Thus, inclusion of a suspension system is a must in the next
upgrade of the vehicle. It would open up new terrains the HPV can be ridden
on and make it more ergonomic even on flat terrains. There are two suggested
ways of how the suspension system should be incorporated in the vehicle. The
first is incorporation of a suspension spring into the frame as shown in Figure
10.4. This would transfer the vertical motion on bumps to the suspension
spring which would absorb the energy and reduce the overall vertical motion
of the rider. The second way to include suspensions is by using a suspension
rear truck for the rear wheels. A suspension truck is different from a regular
skateboard truck in the fact that the wheels are suspended using a horizontal
U-shaped bend as shown in Figure 10.5. This lets some free-play remain

43
between the axle and the truck bolts enabling a limited vertical motion
without transferring it to the main frame.

Figure 10.4: Incorporation of suspension spring in the frame

Figure 10.5: A suspension truck (by Avenue Trucks)

10.2.2 Marketability
There definitely lies scope in marketability of a HPV in a developing country
like India. The high population and rising pollution is causing an increase in
awareness and people are becoming more concerned about the environment.
Being a developing country, much of the youth in their twenties is employed
in day jobs at companies which leave very less leisure time and time for
healthy activities. This section of people also commute most of the time via
public transport like buses, local trains, and metros. The problem some of
them face is getting from home to the public transport junction and then to
the workplace as they are not necessarily very close. This is popularly called
the last-mile problem. The solution to such problems can be brought about
by the HPV. Thus, the correct problems that people face need to be identified
in a market research and the HPV can be later marketed and demonstrated
appropriately. It should not be forgotten that apart from solving short-
commute problems, the HPV will always act as a health promoting device and
provide a fit and active lifestyle when used on a daily basis.

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10.3 Large Scale Production
Introducing the HPV designed in this thesis to the public as a commercial
product would only be possible if it is feasible to manufacture it on a large
scale. As with all vehicles, an efficient large scale production requires an
assembly line to be set up. It is suggested to divide the assembly line into the
following stations:
A) Base frame: The base frame will be manufactured in two parts which are
mirror images of each other. Thus care needs to be taken in the precision and
accuracy of the angles the tubing is bent by. For high volumes, this task needs
to be automated by using CNC bending machines because it is not possible
to reach a high level of accuracy in this process manually.
B) Stem: The stem is manufactured out of two equal parts of plywood joined
together using adhesive. At this station, the stem is to be plugged into the
base frame using a hinge joint. The stem is a part on which additional
accessories like handlebar and brake lever would be mounted later on.
C) Front Wheel: After A) and B) are assembled together, the front wheel is to
be mounted on the axle which passes through the base frame.
D) Rear Truck and Wheels: The rear skateboard truck and wheels sub-
assembly is mounted on a flat wooden board which is bolted to the bottom of
the base frame pipes.
E) Handlebar and Brake: These two parts can be mounted on the frame at the
same station. The handlebar is to be bolted to the stem and the brake lever
will be mounted on the handlebar. The brake wire should be securely attached
to the stem and further on to the base frame using clasps. The brake wire
ends at the rear wheels where the brake pad is mounted on the rear truck.
F) Pedal Assembly: The pedal assembly is the heart of the vehicle. Proper
position marking should be done on the base frame before going further with
its mounting. This is important as the position of the pedal assembly is
absolutely critical for the ride to be safe and comfortable. As widely available
and used in most bicycles, the sprockets are to be mounted on the right hand
side of the frame and bolted securely. A bicycle chain will connect the front
and the pedal sprocket.

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