PROJECT ABSTRACT:

The main aim of this project is to design and fabricate an Eco-friendly vehicle
suitable for two riders, which is an energy efficient Hybrid-human powered three wheeled
electric vehicle. We have tried in minimizing cost and weight, while maximizing strength and
optimizing effectiveness under the restraint of limited power source. However, the safety of a
vehicle is the fact that takes precedence through our forum of design. The design goals for each
system of the vehicle have been laid out in each major component section. Our team has
designed the vehicle in such a way that it should be commercially viable as a product and should
be attractive to the consumers because of its visual appearance, performance, reliability and ease
of operation.
Based on last year’s performance as “BEST MANEUVERABILITY and BEST
DESIGN VEHICLE” we have changed our short comings and have tried our level best to
improve with the design procedure. We have increased our level of manufacturing and as well
has have increased the design aspect of the vehicle. If brought in market in mass production it
will be a cost saving as well as energy efficient vehicle easy to ride. Commercially speaking, the
structure is simple to manufacture, and if mass production is applied, it will be feasible for the
consumers as well as productive for the manufacturer in terms of capital returns. Having said this
vehicle is reliable and market feasible with all this, this vehicle includes some interesting and
effective engineering innovations which gives additive advantage to this vehicle.

TECHNICAL SPECIFICATION:-

 Length:- 74 inch

 Width:- 44 inch

 Power Source (Battery):- 24 V 32 Am-hr.

 Motor:- 400 Watts 24 V 16 A

 Approximate Cost:- Rs. 45882

TRIMETRIC VIEW OF OUR VEHICLE
TEAM STRUCTURE

Prof. S M Ramnani Kawale Akshay Vikash

Faculty Advisor
Team Captain Vice- Captain
Fa

Netravali Nilesh
Design Rege Saurabh Devadkar Shubham Manufacturing
Marketing Head Team Manager Head

Shah Ajinkya Ajay

Design Head

Kolhatkar Pushkar
Suspension Head

Ahire Vaibhav
Transmission
Head

Suraj Singh
Electronics Head
 CHASSIS SYSTEM

Trimetric view of the chassis

AIM OF CHASSIS DESIGN

 Dynamic stability
 Ergonomics consideration
 The team has given emphasis towards the driver comfort by use of a comfortable seat
which allows the driver a comfortable driving position.
 The placement of pedals, steering wheel has been done considering driver
ergonomics and safety without violating rules.
 A comfortable driver posture is of foremost importance which the team has
successfully achieved.
 The roll cage effectively protects the driver in case of frontal impact as well as
from rear or side impact.
 Safety
 The driver safety was considered of foremost importance while constructing the
chassis.
 For driver safety vehicle is provided with Seat belts and kill switch for any emergency
need
 Light weight
 To reduce the weight of the chassis, redundant members have been eliminated.
 Aesthetics
 Bends provided in the front and the rear adds beauty to the vehicle along with
increasing its strength.
 
Panelling will act as a barrier for intrusion of foreign bodies in to the cockpit and will
also add beauty to the overall vehicle.
 Use of one body concept
 Minimum and continuous members have been used so as to decrease the time for
assembly and manufacturing.

DIMENSIONS
Circular cross section
Seamless cold drawn pipe
 Outer Diameter of – 1 inch
 Thickness of pipe – 1.5 mm

Rectangular cross section-

 Width – 40 mm ( 1.75inch)
 Height – 25 mm ( 1 inch)
 Thickness – 2 mm

Square cross section-

 Width – 1 inch
 Height – 1 inch
 Thickness – 2 mm

CHEMICAL COMPOSITION

 Percentage of Carbon – 0.19

 Percentage of Manganese – 2.28
 Percentage of Chromium – 0.56
 Percentage of Silica – 0.55
 Percentage of Nickel -- 0.13

MECHANICAL PROPERTIES-

 Ultimate tensile strength – 1000 MPa

 Yeild tensile strength – 700 MPa
CHASSIS CAE/ FEA
Chassis and the complete vehicle design have been carried out in solid works. Solid
works Simulation was used to inspect thechassis during various types of impacts that may
occur during the vehicle running. Chassis has been analysed for all the static cases with
factor of safety.

FRONT IMPACT

CONCLUSION
For a frontal impact of 4200 N force,

 Maximum axial and bending stress is 203.299 MPa

 Maximum Deflection observed is 5.598 mm

 Minimum Factor of safety is 2.61

SIDE IMPACT

CONCLUSION
For a side impact of 2100N force

 Maximum Axial and Bending stress is 179.010 MPa

 Maximum Displacement observed is 8.759 mm

 Minimum Factor of safety is 2.96

OFFSET IMPACT

CONCLUSION
For an offset impact of 3000 N force

 Maximum axial and bending stress is 272.641 MPa

 Maximum Deflection observed is 6.200 mm

 Factor of safety is 1.94

REAR IMPACT

CONCLUSION
For an rear impact of 3000N force

 Maximum axial and bending stress is 333.474 MPa

 Maximum Deflection observed is 12.07 mm

 Minimum Factor of safety is 1.59

Along with the chassis, analysis was also done on various mounts provided on the chassis
for different subsystem such as transmission suspension.

SEAT MOUNT ANALYSIS

CONCLUSION

 Maximum axial and bending stress is 186.010 MPa

 Maximum Deflection observed is 4.022 mm

 Minimum Factor of safety is 2.85

MOTOR MOUNT ANALYSIS

CONCLUSION

 Maximum axial and bending stress is 186.010 MPa

 Maximum Deflection observed is 4.022 mm

 Minimum Factor of safety is 2.85

PEDAL MOUNT ANALYSIS

CONCLUSION

 Maximum axial and bending stress is 85.761 MPa

 Maximum Deflection observed is 1.114 mm

 Minimum Factor of safety is 6.18

SUSPENSION MOUNTS

FRONT SUSPENSION MOUNT

CONCLUSION

 Maximum axial and bending stress is 38.573 MPa

 Maximum Deflection observed is .6 mm

 Minimum Factor of safety is 13.74

 REAR SUSPENSION MOUNT

CONCLUSION

 Maximum axial and bending stress is 69.503 MPa

 Maximum Deflection observed is 1.046 mm

 Minimum Factor of safety is 7.63

 SUSPENSION

Trimetric view of the suspension system

ABSTRACT:

The suspension system is one of the most important systems while designing a three
wheeler. All the loads during accelerations, either lateral or longitudinal, must be put to the
ground through the tires, which are held in contact with the ground by the suspension system.
The suspension system must therefore keep the largest contact tire patch at all times. If the
optimum designing of suspension is not done, the vehicle will not perform up to its full
potential. A good suspension must therefore incorporate a good kinematic design to keep the
tire as perpendicular to the pavement as possible, optimal damping and spring rates to keep
the tire on the grounded at all times, and strong components that do not deflect under the
loads induced upon them.
During the design phase of the Efficycle 2013 vehicle safety, durability, and maintainability
were considered to be our top priorities.

The primary functions of suspension system are:

 Provide vertical compliance so the wheels can follow the uneven road isolating the
chassis from roughness in the road.

 Resist roll of chassis.

 React to the forces produced at the tires viz. acceleration, braking cornering.
The basic factors consider during suspension design are:

WEIGHT DISTRIBUTION

The static weight distribution of Vehicle is consider as 60:40 i.e. 60% of vehicle weight is
acting on rear part of the vehicle while rest of the 40%will act on front part of vehicle.

WHEELBASE

The wheelbase, l, is the distance between the centre of the front axle and the centre of the rear
axle. The wheelbase has a big influence on the axle load distribution.
Wheel Base of our vehicle=56in

TRACK WIDTH

The track width is of major importance when designing a vehicle. It has influence on the
vehicle cornering behaviour and tendency to roll. The larger the track width is the smaller the
lateral load transfer is when cornering and vice versa.
Track Width of our vehicle=42in

INSTANT CENTRE AND ROLL CENTRE

The roll centre establishes the force coupling point between the sprung and the unsprung
masses of the car. When the car corners the centrifugal force acting on the centre of gravity
can be translated to the roll centre and down to the tires where the reactive lateral forces are
built up. Instant centre is the momentary centre which the suspension linkage pivots around.
As the suspension moves the instant centre moves due to the changes in the suspension
geometry.

SELECTION OF TYPE OF SUSPENSION:

During the selection the following parameters come into picture-

(1) Manufacturing constraints

(2) Reliability

(3) Kinematic analysis

(4) Track width w.r.t. rule book;

(5) Ground clearance

(6) Roll-center optimization

(7) Motion ratio

REAR SUSPENSION:

For Rear suspension we are using Dependent Trailing Arm Suspension as

It can be constructed with low unsprung mass. Designing of this system is not much complex.
For effective suspension action we have set the rear springs at an angle of 71° with the
horizontal.

DESIGNING OF SPRING:

For the calculated spring rate and keeping in mind the geometrical constraints the spring was
designed.

Following are the calculated dimensions.

Free length = 335mm

No of active coils= 12
Wire dia. = 7mm
Coil mean die= 55mm

FRONT SUSPENSION:
For front suspension design the load acting on the front suspension is determined according
to weight distribution .Dynamic forces are calculated during acceleration, breaking and
cornering and accordingly spring stiffness is calculated.
For stability and ease of handling a caster is set to 12° with respect to vertical axis.

Free length = 224 mm

No of active coils= 32
Wire dia. = 3mm
Coil mean dia= 15mm

DAMPERS:
It was important that the energy stored in the springs is dissipated accordingly. Thus, the
damper characteristics required to be optimum so that there is no over damping. Extensive
work was carried out to have the dampers of required characteristics.

Rear Damper (C) = 1100 Ns/mm

Front Damper (C) = 687 Ns/mm
\
TRANSMISSION

Trimetric view of the Transmission system

INTRODUCTION: The concept of Efficycle is to build a hybrid vehicle that uses human
power and electrical power for its drive. The performance of a vehicle depends mainly on its
transmission system. For effectively utilising both the power, it is important to either
synchronise both drives or to make proper arrangement for different circumstances.

Aims:
1. Efficient drive
2. Reliable system
3. High performance
4. Versatility
5. Simple layout
Methodology: Keeping various failure modes in mind the transmission team worked for
achieving the set targets. The work was divided in two fields:
1. Manual transmission
2. Electrical transmission

1. Manual transmission: Various layouts were proposed by the team by considering

driver’s input power, ergonomics, feasibility & safety. These are as follows:
 Individual chain and paddle assembly
 Single chain dual paddle assembly with torque addition
 Dual chain dual paddle assembly with torque addition
On the basis of past experience and performance of vehicle during dynamic condition we
selected “Single chain multiple paddle assembly with torque addition”. Its various advantages
are as follows:
1. By eliminating one chain we have reduced the weight & cost of the system.
2. It also increases the cockpit area and fulfils the criteria of designing the vehicle for 95
percentile humans.
3. The system effectively utilises both the human powers by synchronising the paddle speed
using the concept of torque addition.

4. The chain losses were reduced and also the dynamics were improved considering its
inertia effect.

Other specifications:
1. Driving sprocket diameter = 180mm.
2. Driven sprocket diameter = 90mm.
3. Chain inclination = 11.8 degrees.
4. Total number of links = 159.
5. Total chain length = 1987.5mm.
6. Link pitch = 12.5mm

Human Power and efficiency calculations:

 Input Parameters-
a.) Human weight =1177.2N
b.) Human efficiency (due to ergonomics consideration) = 0.6
c.) Length of Paddle arm = 0.1778m
d.) Driving paddle speed = N= 60rpm
e.) Speed ratio = 2
f.) Driving wheel diameter=0.508m
g.) Total vehicle weight=W=2452.5N
h.) Static coefficient of friction=µ(s)=0.1
i.) Average rolling coefficient of friction= µ (r)=0.02
The variation of torque with paddle angle is shown in graph:

100
90
80
70
60
50
40
30
20
10
0
0 30 60 90 120 150 180 210 240 270 300 330 360 390

Rider 1 Rider2

It is observed that human applies torque which varies sinusoidal with paddle angle. Hence,
average torque obtained is less than maximum value. However, for simplicity we have
considered that the power is being applied only two times during a paddle rotation. Thus, the
average torque can be calculated over the cycle easily.
  Calculations – (for both riders)

a.) Paddle torque = 125.58Nm

b.) Average paddle torque = 40Nm
c.) Wheel torque =20 Nm
d.) Force at wheel=F=78.74N
e.) Average vehicle speed =3.2m/s (11.5kmph).
f.) Vehicle acceleration=a=0.12m/s^2.
g.) Average Gradient, (at constant momentum) =θ =1deg.
h.) Power= 250Watt

 Efficiency : The various losses in a manual drive can be divided as –

1 .Loss between paddle sprocket and chain (L1):- These are the losses due to
backlash between the paddle sprocket and chain links. Considering standard data;
Tooth space = 1.025*module
Tooth thickness= 1*module
Hence, the percent loss = 2.5% = 6.25 Watt.
2. Loss in chain link (L2): These are the losses which are accounted due to the
friction between the links.Considering loss per link = 0.03 Watt and total number
of links in manual drive on tension side = 100.Total loss = 3 Watt.
3. Loss between chain and sprocket (L3): Similarly there is loss between chain
links and rear sprocket = 2.5 %.( as calculated above) =6.02Watt

Hence, manual efficiency= 93.9%.

2. Electrical transmission:
The rule book restricts us to use motor having power more than 400 Watt. Also we have to
accommodate two riders each weighing 115 kg. Thus, it requires high torque value. But to get
high torque more reduction is needed which ultimately restricts vehicle maximum speed.
Thus, to solve these critics we are using gearbox.
 Motor selection: As per the rule book we can use either PMDC or a BLDC
motor. However , BLDC has certain advantage over PMDC as follows:
a.) High efficiency
b.) More power to weight ratio
c.) More torque
d.) Smart controller
e.) Compact
f.) Noiseless operation etc.
Hence we have selected BLDC motor for electrical drive.

 Motor specifications:

1. Manufacturer: Tachometric Controls, Pune.

2. Rated power = 400 Watt.
3. Rated torque = 2.5 Nm @ 1500 rpm.
4. Rated current = 16 Amperes.
5. Controller = 24V DC.
  Motor characteristics:

 Gearbox selection: To meet the starting torque requirement and also to attain
maximum speed of 36 kmph we have done calculations for 3-Speed
gearbox.Starting torque required = 62.3 Nm.

SR NO GEAR SPEED TORQUE

REDUCTION (RPM) (Nm)

1 4.4545 336.73 11.13

2 2.5294 593.02 6.3235

3 1.7272 868.45 4.318

Final reduction :- 2.3

 Other specifications :

a.) Driving sprocket diameter : 17

b.) Driven sprocket diameter : 40
c.) Link pitch : 20mm
d.) No. of links : 74
e.) Chain length : 1480mm
f.) Chain inclination : 8.13 deg
 Motor power and Efficiency calculation:

 Input Parameters :
1. Driving wheel diameter=20inches=0.508m
2. Total vehicle weight=W=2452.5N
3. Static coefficient of friction=µ(s)=0.1
4. Average rolling coefficient of friction= µ (r)=0.02

 Calculations :
a.) Max. Force on wheel = F = =101N
b.) Max. Acceleration = a = 0.22m/s^2
c.) Gradient, (at constant momentum) =θ=1.25 deg.

 Efficiency : The various losses in a motor drive can be divided as –

1 .Gearbox loss (L1): These are the losses due to wear and tear of the gears inside
the gearbox. These losses are in the form of heat energy and need to be dissipated
using gearbox oil. Considering its efficiency to be 0.9, power loss in gearbox =.1*
400 =40 Watt.

2. Loss between motor sprocket and chain (L2):- These are the losses due to
backlash between the paddle sprocket and chain links. Considering standard data;
Tooth space = 1.025*module
Tooth thickness= 1*module
Hence, the loss = [(tooth space) – (tooth thickness)]/ (tooth space) = 2.5% = 9
Watt.
3. Loss in chain link (L3): These are the losses which are accounted
due to the friction between the links. Considering loss per link = 0.03 Watt and
total number of links in manual drive on tension side = 30. Loss = 1 Watt
(approx.)
4. Loss between chain and sprocket (L4) =8.75 Watt

Hence, motor efficiency= 85.3%

Shaft and Bearing calculation:

1. Shaft design and layout :

For effective and reliable drive it is important to design shaft which can sustain bending and
torsional loads without any failure. Also, the shaft weight should be minimum. Therefore, it
is important to calculate the optimum shaft diameter using the concept of Strength of
materials.
From manual calculations the result obtained are as follows:
a.) Material selected : EN19 8050 (Mild steel, density -8050kg/m^3)
b.) Length of shaft : 45in
c.) Shaft diameter : 25mm
d.) Distance between bearing : 34in
A systematic layout of shaft loading is shown below:

2. Bearing Selection: Using the reaction obtained from manual calculation on bearings
and diameter of shaft selected, we have chosen Deep groove ball bearing series 6205.
Its specification are:-
 Inner diameter – 25mm
 Outer diameter- 52mm
 Width – 15mm
 Life of bearing (90% reliability)- 35 million revolutions
 Dynamic load capacity – 14000N
 BRAKES

Drum Brakes Disc (disc Brakes)

 Considering the need of efficient braking and better controlling of the vehicle, team
has decided to use drum brakes for front wheel and two Mecahnical disc brakes for
rear.
 With the use of conventional brakes, team will be providing electric breaking with
the help of BLDC Motor.
 Mass of the vehicle: 250 kg.(inclusive of driver)

Important aspects of brake design:

o Effective braking performance in minimum distance and time.
o Reduced braking effort.
o Better controllability of the vehicle.
o Light in weight.
Mass of the vehicle: 250 kg (inclusive of driver)

Static weight distribution:

o Front: 40%
o Rear: 60%
Dynamic weight transfer: 10%
 Dynamic weight distribution
o Front: 50 %
o Rear: 50 %
Input force by driver: 200 N
o Maximum deceleration rate: 0.5g
o Front : 100 mm drum of Yo Bike
o Rear: 160 mm disc of Mountain Bicycle.
o Mechanical advantage:- 5

Other Details:
o Stopping Distance:- 3 m
o Stopping time:- 1.1s
o Brake Efficiency:- 88% (FRONT wheel locks 1st )
o Braking Torque:- 114 Nm
 USP OF VEHICLE

 SAFETY:

The chassis of the vehicle is so designed as to provide maximum safety to the driver
in case of any impact.
Side impact members have been provided for side and offset impacts. The Rear
rollover hoop has been provided to protect the driver. Such features are generally
absent in traditional go-karts.

 ERGONOMICS AND COMFORT:

Designing of the vehicle is so done that easy and good driving posture of the driver is
achieved. Seating angle and riding angle are maintained with the ergonomics
standards.

 GO GREEN CONCEPT

The material required for vehicle assembly has been selected by keeping in mind the
recyclability of material. Also while selecting the material the proper material
disposal methods have been studied.

 STABILITY

The vehicle is designed to achieve a low centre of gravity and low roll centre height.
The wheelbase and track width is designed such that the vehicle will have a high
stability during all dynamic events. The pitch, yaw and roll of the vehicle are
minimal.

 USE OF KILL SWITCH

The vehicle is fitted with a kill switch in case of emergencies. Such an accessory
further decreases the possibility of injury to the driver.
 INNOVATIONS

KERS (Kinetic Energy Restoring System)

o In this system we are going to convert Kinetic Energy of Vehicle into potential energy
that will be store in Battery.
o This system works on the principal that rate of change of magnetic flux induces an
electromotive force into the conductor.
o The emf generated into the coil of the motor is used to charge the battery.
o As we are using three phases BLDC motor we rectified the three phase output of coil
into pulsating DC Voltage Which is ideal for Battery charging.
o In battery charging mode BLDC motor is switched off and due to manual drive there
is linking of magnetic flux with the stator winding of BLDC motor which induces an
emf and used for battery charging.

TORQUE COUPLER:-

o To increase the efficiency of our mechanical drive, this time we are implementing the
concept of torque addition.
o The system will synchronise the power of both the drivers by connecting the paddles.
o Thus, the maximum power as well as average power increases and hence system
becomes efficient.

ELECTRIC BRAKING:-

o This year vehicle is well equipped with the electric braking feature.
o With the conventional brakes, we are providing electric brakes to the vehicle.
o This is achieved by connecting all the 3 phases of the BLDC motor.
o These brakes are effective which adds to the braking torque required to stop the
vehicle.
o There will be a provision of a switch which gets pressed when the mechanical brakes
are applied which in turn connects the three phases, which resist the motor to rotate.

LEVEL DETECTION
o In this system we are going to measure the level of the vehicle using digital
accelerometer.
o It works on the principle of capacitance which uses metal beam or micro machined
feature produces capacitance; change in capacitance related to acceleration.
o Accelerometer sends the data to microcontroller and it displays the result.
SECURITY SYSTEM
o In this system we are using lock to secure our vehicle.
o We are using a DC motor which is mounted on the front wheel of the vehicle which is
controlled by the microcontroller.
o Lock will engaged by the motor only after system accepts the password.