A

Major Project Report on

FABRICATION OF ECO CYCLE
Submitted in the partial fulfillment of academic requirements
For the Award of the Degree of
Bachelor of Technology
In
Mechanical Engineering
By
M.MANAS 16311A03E6
PRASHANTH.A 16311A03F4
P.SAITEJA 16311A03F5

Under the esteemed guidance of

Mr.B.SHIRISH
Assistant professor
Department of Mechanical Engineering

DEPARTMENT OF MECHANICAL ENGINEERING

Sreenidhi Institute ofScience and Technology (Autonomous)
(Affiliated to Jawaharlal Nehru Technological University, Hyderabad)
Approved by AICTE- Accredited by NBA

Ghatkesar, Hyderabd-501301

i
 DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE

This is to certify that a major project report entitled as “FABRICATION OF ECO CYCLE” is
being submitted byM.MANAS(16311A03E6);PRASHANTH.A (16311A03F4) and
P.SAITEJA(16311A03F5)in partial fulfillment of the requirements for the award of the degree of
Bachelor of Technology in Mechanical Engineering, as a record of bonafide work done by him
under our supervision andguidance.

Mr.B.SHIRISH Dr.CH. SHIVA REDDY

Assistant Professor Professor &HOD Mechanical
(Guide)

EXTERNAL EXAMINAR

ii
 DECLARATION

We here by certify that the project report entitled FABRICATION OF ECOCYCLE is being
submitted by us is worked out in Sreenidhi Institute of Science and Technology under the
guidance of Mr.B.SHIRISH The results embodied in this project report have not been submitted
to any other University or Institute for the award of any Degree or Diploma.

M.MANAS 16311A03E6
PRASHANTH.A 16311A03F4
P.SAITEJA 16311A03F5

iii
 ACKNOWLEDGEMENT

With deep sense of gratitude, we acknowledge the guidance, help & active cooperation
rendered by the following people whose guidance has sustained the effort which led to the successful
completion of the project.
Our project guide Mr.B.SHIRISH Assistant Professor, Department of Mechanical Engineering
has provided an excellent guidance in selecting the project and he has also enabled us to complete
the project with necessary technical support.
Our Head of the Department DR.CH. SHIVA REDDY, Professor, Department of Mechanical
Engineering has given the guidance for completing the project with the necessary technical support.
Encouragement and support has been given by DR.CH. SHIVA REDDY, Principal, SREENIDHI
INSTITUTE OF SCIENCE AND TECHNOLOGY in completing the project.
We would also like to express our sincere thanks to the Management of SREENIDHI
INSTITUTE OF SCIENCE AND TECHNOLOGY for their kind cooperation and timely help during
the course of our project.
We would also like to express our sincere thanks to all Staff Members of Department of
Mechanical Engineering, SREENIDHI INSTITUTE OF SCIENCE AND TECHNOLOGY for their
kind cooperation and timely help during the course of our project.
We also express our gratitude to one and all for instant support and help rendered in completing
the project.

M.MANAS(16311A03E6)

PRASHANTH.A(16311A03F4)

P.SAITEJA(16311A03F5)

iv
 ABSTRACT

The modern world today faces a huge crisis in fuel energy consumption and its conservation.
With ever increasing need for fuel and dependency of transportation systems on it, scientists
predict that by 2040, the world’s fuel reserves would be reduced to 20% of their current status and
prices for fuel are expected to reach 200$/ barrel. The situation is indeed very grim.
Hence, the need of the hour is to switch over to a new form of transport that reduces the
current strain on the natural resources and aims at ushering in an era of sustainable development
because

There is increasing concern over congestion and pollution associated with the use of motor
vehicle for personal transport. This project aims to design a vehicle that could be viable alternative to
cars for short distance journeys. The designed vehicle is an Ultra-Light Vehicle. It is powered by a
hybrid human-electric drive system. The vehicle design adopts off-the-shelf bicycle and electric
vehicle technology which work together to create a lightweight vehicle. A concept frame was devised
for investigation for the project. It incorporates straight-ahead position that has theoretical safety
benefits, while at the same time remaining simple in its design. The frame design consists of just two
members which make manufacturing easy. A preliminary study into this frame's structural integrity
has been completed. The vehicle can seat two adults, each of whom could power it via foot pedalling.
A mechanical drive system – which on its own could power the vehicle – has also been designed, as
has an electrical drive system that can be retrofitted at the rear side.

We, Team Coureurs Passione’s have attempted to design a trike which caters to all the
demands, is ergonomically safe to drive, eco-friendly
The design process was done based on several engineering and reverse engineering methods.
Following are the major points taken into consideration during the design phase of the vehicle
Among the fabrication processes which are involved in this project are drilling, turning, bending and
welding.

v
 CONTENTS

TOPICS PAGE NO

CERTIFICATE ii

DECLARATION iii

ACKNOWLEDGEMENT iv

ABSTRACT v

LIST OF FIGURES viii

LIST OF TABLES ix

CHAPTER -1 INTRODUCTION 1

1.1 DESIGN METHODOLOGY 3

1.2 FRAME MATERIAL SELECTION 4

CHAPTER -2 DESIGN OF SUBSYSTEMS 6

2.1 DRIVE TRAIN HUMAN 6
2.2 DRIVE TRAIN HYBRID 10
2.3 STEERING 11
2.4 SUSPENSION 16
2.5 WHEELS AND TYRES 17
2.7 ELECTRICAL SYSTEM 22
2.8 SEATS 23
2.9 SAFETY AND ERGONOMICS 23
2.10 TECHNICAL SPECIFICATIONS 24

vi
CHAPTER -3 DESIGN 26

CHAPTER -4 ANALYSIS 29
4.1 FRONTAL ANALYSIS 29
4.2 SIDE IMPACT ANALYSIS 30
4.3 ROLL OVER ANALYSIS 31
4.4 REAR IMPACT ANALYSIS 32

CHAPTER -5 MARKET ANALYSIS 41

CHAPTER -6 CONCLUSION AND FUTURE SCOPE OF STUDY

6.1 CONCLUSION 42
6.2 FUTURE SCOPE OF STUDY 43

BIBILIOGRAPHY 44

vii
 LIST OF FIGURES

FIG NO DESCRIPTION PAGE NO

2.1 Electrical circuit 9

2.2 Drivetrain circuit 12

2.3 Roll cage view 26

2.4 Isometric view 26

2.5 Front view 27

2.6 Side view 28

2.7 Top view 28

2.8 Front impact analysis 29

2.9 Rear impact analysis 30

2.10 Side impact analysis 32

2.11 Rollover analysis 33

2.12 Transmission cad model 38

2.13 Steering cad model 39

2.14 40
Braking cad model

viii
 LIST OF TABLES
TABLE NO DESCRIPTION PAGE NO

1.1 Frame material selection 4

1.2 Material bending strength and stiffness 5

1.3 Electrical specifications 8

1.4 Steering parameters 11

1.5 Steering Error table 14

1.6 Tire specifications 16

1.7 Braking specifications 17

1.8 Braking stopping distance 19

1.9 Seats configuration 23

1.10 Technical specifications 24

ix
 CHAPTER-1

INTRODUCTION

• To manufacture an ecofriendly-efficient vehicle which uses human and electric power for its
locomotion.
• Every part used is opted such that it is highly effective among its alternatives considering their
financial constraints.
• It has to be made with least possible weight and factors are set so that they meet the
requirements.
• Automobiles have always played a major role in the part and parcel of human life. The initial
major development made in the yester days was by the innovation of the cycle. The term
tricycle stands for a hybrid or an efficient cycle. The efficiency of this cycle is achieved by
reducing the human effort involved in the localization of the vehicle. The team had a sole aim
of designing an efficient vehicle and manufacturing it in an economical way. This reflects in
the combined efforts of the team members who have worked hard in order to design the
vehicle which is in accordance with the rule book. The engineering process has been
documented in the following report. The report also includes problemDefinition, design report
and design development. The overall objective of manufacturing our vehicle is to increase the
vehicle performance, ergonomics, quality and overall efficiency. The design process was done
based on several engineering and reverse engineering methods. Following are the major points
taken into consideration during the design phase of the vehicle.
Common Problems Faced in Current Motorized Tricycle
The common problems faced by consumers by using current motorized orbattery powered
tricycles can be divided into:
Cost
Manufacturing of battery powered tricycle normally expensive and requiredLot of money.
This is because the components that used for produce a tricycleNormally are very expensive. The
components consist of electric cells, battery charger, electric motor (DC or AC), motor controller
and power transmission System. If the performance is high, of course the cost will double up.

1|Page
Weight
The mass of an electrical vehicle has critical effects on the performance, Range, and cost of
an electrical vehicle. If the tricycle is too heavy, the electric motor Will require more power to
move. So it is important to design a light, strong and rigid tricycle framework which can reduce the
total weight of the tricycle. Besides That it is also important to choose a better electric motor mass
and proper battery mass that can reduce the weight of tricycle, increase transmission efficiency and
Double the vehicle range.

Vibration
Most tricycles have vibration problem due to inherent unbalance design. The unbalance may
be due to faulty design or poor manufacture. Naturally, a frame of tricycle designed to support
heavy loads like motor and battery, are also subjected to vibration. In this entire situation, the
structure or components subjected to vibration can fail because of material fatigue resulting from the
cyclic variation of the induced Stress. Furthermore, the vibration causes more rapid wear of tricycle
parts such as bearings and gears also creates excessive noise. It also causes fasteners such as nuts
and bolts to become loose. Due to vibration, it‟s also causes some electrical parts fail to work

Stability

As well as being rigid and crash-resistant, it is clearly important that aTricycle design should

also be stable. For maximum stability, wheels should belocated at the vehicle extremities and the

center of gravity should be kept as low asPossible. This is one area where the weight of the batteries

can be beneficial, as theyCan be laid along the bottom of the vehicle, making it extremely stable.

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 1.1 DESIGN METHODOLOGY

The design methodology used in making the model is

IDENTIFYING DEFECTS IN PREVIOUS MODEL

Studying the previous design and analyzing the defects and problems faced in the previous design.

PROTOTYPING THE DESIGN

Making hand sketch design‟s by consideration of previous design.

The Rule book and Prototyping the design and incorporating the improvements made to the previous

design.

ERGONOMICS OF THE DRIVER

Adjustment of the seating angle and pedaling position to improve the comfort of the driver.

CAD&CAE DESIGNS OF THE DEVELOPED DESIGN

Designing the developed model using Solid Works and performing analysis of the model using

theCAE software - Ansys

More perfection in design is obtained, as it is based on placing of subsystems.Safety and Comfort of

the drivers.

Factors considered in Design to make the vehicle light:

Minimizing the number of trusses, to reduce the additional weight.

Transmission and steering systems are also designed to have their best minimum weight.

Customized and Adjustable pedal cells are also designed.

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1.2 FRAME MATERIAL SELECTION

The selection of the materials is done by taking the rulebook constraints cost and availability into
considerations.

I. AISI1018
Circular 25.4 x 21.4 x2 mm

II. AISI4130
Circular 25.4 x 21.4 x2 mm

AVALIABILITY
COST/METER

WELABILITY

MACHANIABILTY
MATERIAL

ULTIMATETENSILESTG

WEIGHTKG
YIELD STG

AISI
GOOD

GOOD
GOOD

1018 365 470 480 1.152

AISI
GOOD

POOR
GOOD

4130 460 560 900 1.152

TABLE1.1

VOLUMETRIC ANALYSIS

Let m/l be the mass per unit length of the cross-

section Let A be area of cross-section
Let do, di be the outer diameter, inner diameter of the cross-section used d be the density of
material in cross- section

d=7.84 g/cc (For AISI 1018)

=1.152Kg/m

4|Page
d=7.84 g/cc (For AISI 4130)
= 1.152Kg/m

CALCULATION OF BENDING STRENGTH AND BENDING STIFFNESS

The reference material given in rulebook is a circular cross-section with outer diameter=1inch and a
Carbon Percentage=0.18%;
Bending stiffness=EI
Bending strength=M=Sy*I/C

AISI 1018

Sy =365MPa E=205GPa C=12.7mm I=

3 4 9
EI=205X10 X 1.0137X10 =2.079X10 N-mm2

Bending N-mm

AISI 4130

Sy=460MPa E=210GPa C=12.7mm

3 4 9
Bending Stiffness=EI=210X10 X 1.0137X10 =2.128X10 N-mm2

Bending N-mm

The values of bending strength and bending stiffness calculated are compared to the values of
bending strength and bending stiffness of reference material selected

Material Bending Strength Bending Stiffness

AISI 1018 29.13 X N mm 2.098 X
AISI 4130 36.71 X N mm 2.128 X

TABLE1.2

5|Page
 CHAPTER 2
SELECTION & DESIGN OF SUB-SYSTEMS
2.1 DRIVETRAIN - HUMAN

For transmission we used an intermediate axle to transmit the power from the driver to the rear
wheel. Four sprockets are mounted on the axle. Two manual drive sprockets are connected to two of
the sprockets on the axle. The power is transmitted from the axle to the rear wheel with the help of a
sprocket mounted on the rear wheel connected to a sprocket on the axle .

ASSUMPTIONS
Maximum force applied on the pedal by the driver is 75lbs Maximum weight of each driver is
assumed to be 60kgs
The effect of aerodynamic force is neglected

ANALYSIS:
Analysis for shaft is done by taking two ends of the shaft as fixed supports and torsional loads
applied on the shaft and the amount of torsional load is 320416N mm
Analysis for sprocket is done by taking the bore in the sprocket as fixed support and a load
of 973.88 N is applied on the sprocket teeth.
The analysis is done by taking meshing element as hexagonal tetrahedron of size 2 mm. The
impact condition is taken by considering the impact time as 0.1 sec.

Calculations

Mass of the vehicle (m) = 225kg

Radius of the rear wheel(r) = 0.33m
Gradient angle (θ) = 5°
Initial torque required = m*g*r*Sin (θ) +µ*m*g*r*cos (θ) +1/2 ρ*v^2*cd*a+ m*a*r
= 98.8861 N-m
Let the maximum force applied on the pedal = 75lbs Force (F) = 75*0.4535*9.8 = 333.3N

Crank length = 18 cm

6|Page
Total torque produced at the pedal (T) = 333.3*0.18 + 75*0.4535*9.81*0.07(considering couple at
pedal) = 60.2378 N-m ~ 60 N-m
Reduction in the chain drive from the pedal to intermediate axle = 2 Gear ratio = 2:1
Torque at the 24 teeth sprocket =30N-m
As there are two drivers,
Torque at the rear wheel=30*2=60N-m
Acceleration of the vehicle=0.47m/s

Gear box calculations: -

Manually a torque of 60 N-m is produced at the axle and the remaining amount of torque is to be
given by the motor, but the torque of the motor is only 3N-m and so the gear box is used to give
a torque of 80N-m, this torque is supplied to axle by a means of a 2-stage epicyclic gear box.

Module of the gear: -

m=

Kw = power of the motor = 0.6 Kw, = Service factor = = 12.5/10= 1.25

= factor of safety = 1.5, z = pinion no. of teeth(a) = 18

n = speed of the motor = 1500 rpm, = a/(a+v) =a/(a+5) = 0.375
= base-width to module ratio = 10, Sut = ultimate tensile strength of the gear material= 850
2
N/mm Y = Lewis form factor = 0.308

Substituting the above values, we get module „m‟ = 1.1747

Zp = = 42 teeth

Since the module is small the gear size will be small and it will not fit the shaft of the motor and so
increasing the module from 1.1747 to 1.25.

Gear Ratio = 42/18 = 2.33

By adding a 14 teeth sprocket to this we increase the reduction

Reduction obtained from the sprockets = 24/14 = 1.71

Gear ratio from gearbox output to rear wheel is 1.71

7|Page
Total gear ratio = 2.33×1.71 = 4

Torque obtained = 4×10 = 40 N-m

MAXIUM SPEED
We take,
v=
v=
v = 8.88 m/s

Hence,

Maximum Velocity v = 8.88 m/s = 32 km/hr

DRIVE TRAIN - ELECTRIC

Electrical power is an alternative source of power to run the vehicle. The power required to move
the vehicle is produced by a brushless DC motor which converts electrical energy to mechanical
energy which is required to drive the vehicle.
The electric power to run the motor is drawn from a Li- ion battery. Li-ion battery is being
used as it has the advantage of higher power to volume ratio. It helps in reducing the weight of the
vehicle in opposition to a lead acid battery.
A controlling device called controller or an ECS is placed in between the battery and the
motor. It is used to control the performance of the motor. A device called throttle which controls the
speed is connected to the motor controller.
Assumptions
(Velocity ratio is constant.)

MOTOR BATTERY MOTOR

CONTROLLER
Type-BLDC Type-Li-ion Type-according

to motor
Power-600W Rating-35Ah Power-600W

Voltage-48V Voltage-48V Current-20A

Torque-10 N- - -
M
Speed-500rpm - -
TABLE1.3

8|Page
E-bike throttle- 1 number
Kill switch-2 numbers

Our vehicle has to run uninterruptedly for 2 hours with good speed to perform well in all rounds in
the dynamic events.

Taking this reason into consideration, we preferred maximum power of motor according to the
rulebook.

So, Power = 600W P = VI

I = P/V=600W/48V I = 12.5A
Here, voltage (V) = 48V and current=I Therefore, rated current is approximately 12.5A

After benchmarking, a motor with 3N-m torque and a speed of 1500 rpm has been selected
collaboration with transmission department.

The capacity of the battery must be good enough to run the motor for 2 hours straight.

Q= I*T=12.5*2= 25Ah
Here, Q=capacity.
Considering the minimum efficiency of the battery to be 60% in the worst case , the battery
Capacity must be 35Ah.
Charge time for the battery with original charger (40 A) Q =
I*T 35 = 4*T
T = 8.75 hours.
It takes 9 hours approximately to completely charge the battery.

Speed and acceleration calculations

Torque from the motor=10 Nm

Reduction in electric power train =1.71*2.33=4
Reduction from sprocket to the electric gear train to driven axle = 1.7

FIG 2.1

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2.2 DRIVE TRAIN - HYBRID

In a hybrid vehicle, the human effort is reduced by using electric drive. Therefore, the combined

output of the vehicle will be more when compared to the output produced by using either one of

the drive.
Total torque produced in manual drive=59.4Nm∼60Nm.

Total torque produced at electric drive=40 Nm

The total output torque is 100 Nm

The required torque is only 85 Nm but we achieve 100 Nm as it satisfies the minimum condition

and overcomes all losses.

The maximum velocity of the vehicle when both human and electric drives are used = 35kmph

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2.3. STEERING

Steering systems are used to change the direction of the vehicle and to turn the vehicle without
loss of traction.
We are using twin lever steering mechanism, depending on the vehicle design and convenience
we chose 4 bar linkage mechanism which works on Ackermann's geometry.
Design methodology
Track width and wheel base selection, turning radius, Ackermann condition, turning angles,
wheel geometry, and selection of linkage, design error calculation, design and CAE of steering
parts fabrication.

Reasons for selecting four bar mechanism

1. simple mechanism and easy to implement

2. simple design and calculation
3. error is constant in Ackermann's principle
4. Economic design parts.

ABOUT HANDLE ACKERMANN MECHANISM

We have adopted this system because it mimics the bi- articular muscles and helps in reducing
steering effort of the vehicles. The steering can be accomplished quickly and the burden on the
driver is decreased.
Specification sheet:

S.no Specifications Values

1 Steering arm length 6”

2 Pivot to pivot distance 41”

3 Tie rod length 6.47”,27.47”

4 Steering ratio 1:1
5 Turning ratio 2.1 mts
Parameters Values

Track width 40”

Wheel base 49”

0
Max inner angle (δi) 36.44
0
Max outer angle(δo) 24.51
TABLE1.4

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Turning radius calculation

Where T = (pivot-pivot distance) T= 40”

R1 = 2.1 mts
a =424mm
Tan δi = wheel base/ (R1-T/2) Tan δi = 49”/ (82.67-40”/2)
ο
δi = 36.44
Tanδ0 = wheel
0
base/ (R1+T/2) Tanδ0 = 49”/ (82.67+40”/2)
Then δ0 = 24.51
Ackermann angle (β) = 30°
Steering arm length (d) = 6”
Critical velocity calculation
1/2
It is given by V (fRg)
Where
f = coefficient of friction
R = Turning radius of vehicle while Turning
g = Acceleration due to gravity
Let us consider
R=2.3metres 1/2
v = (o.6x2.3x9.81)
= 3.6m/s

Tie rod length calculations

P=T+2×6×Sin(α)
41=T+2×6×Sin(36)
P = Pivot to Pivot distance
T = Tie Rod length

Ackerman Angle T=33.9495 inches.

FIG 2.2

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Steering mechanism:

FIG 2.3
Calculation of Ackermann angle and steering arm length for minimum error:

FIG 2.4

Derivation:
From the above figure

AB =dcos(β−δo)−dcos(β+δi)

BC =w−dsin(β + δi)+dsin(βo−δ)

AC = w−2dsinβ

2 2 2
Applying Pythagoras theorem: AC =AB + BC

2 2
(w−2dsinβ)=(w−dsin (β+δi) +dsin (βo)) + (dcos (β−δ−δo) −dcos (β +δi))

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Error calculation table:

s.n δi δo β= 18 20 22 24 26 28 30 32 34 36
o 16
1 5 4.42 4.8 4.8 4.82 4.79 4.77 4.75 4.72 4.69 4.67 4.64 4.6
4 61 4 8 1 5 8 1 1 0
2 10 8.17 9.4 9.3 9.29 9.21 9.12 9.03 8.94 8.84 8.74 8.63 8.5
3 56 7 8 5 8 4 6 4 7 2
3 15 11.3 13. 13. 13.4 13.2 13.0 12.8 12.6 12.4 12.2 12.0 11.
4 78 6 4 6 8 9 9 8 7 5 8
4 20 14.1 17. 17. 17.2 16.9 16.6 16.3 15.2 15.6 15.2 14.9 14.
1 84 5 5 5 3 1 8 4 9 2 5
16.5 21. 21. 20.7 20.2 19.7 19.3 18.8 18.3 17.7 17.2 16.
5 25 9 62 1 2 6 9 0 1 1 9 6 7
18.8 25. 24. 23.8 23.1 22.5 21.8 21.1 20.4 19.7 19.0 18.
6 30 5 08 4 2 7 2 5 7 9 8 7 3
20.9 28. 27. 26.5 25.6 24.8 23.9 23.0 22.1 21.2 20.3 19.
7 35 5 21 3 2 7 0 3 4 6 5 3 3
22.9 30. 29. 28.7 27.7 26.6 25.5 24.4 23.3 22.1 21.0 19.
8 40 3 96 8 9 1 1 2 2 0 8 5 9
TABLE1.5

Calculation for critical velocity:

Formula for critical velocity is given by:

V = (fRg) 1/2 Where
F = coefficient of friction
R = Turning radius of vehicle while Turning
g = Acceleration due to gravity
let us consider
R=3 meters
1/2
v =(o.6x3x9.81)
= 4.20 m/s

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GRAPH BETWEEN STEERING ANGLES

30
25

20

15
10
5
0

5 10 15 20 25 30 35 40

ϴi

ERROR GRAPH

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 2.4. SUSPENSION
For any vehicle suspension system is opted for the following reasons:
Stability
Vehicle Handling
Smooth Ride

The Stability of our vehicle is achieved by opting for Ackermann Golden Ratio which
states that the ratio of Track Width to Wheel Base is 1.30

The distance between the C.O.G and Roll Center is 2 inches which produces very less
moment arm.

The Ride rate by a bump or a drop is distributed to the truss formed by the chassis.

As the above three criteria are achieved, It eliminates the need for suspension system
there by further reducing the weight of the vehicle.

2.5 WHEELS & TIRES

Wheels and tires have been selected taking into consideration the following parameters:

Low rolling resistance

Tread type

Durability of tire

Weight of tire

Taking a greater number of spokes on front tire in order to take the load

The diameter of the rear wheel is chosen to achieve the required torque.

Sno Specification Details No. of

spokes

1 Front tire 20" 140

2 Rear tire 20" 140

TABLE1.6

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 2.9 BRAKING SYSTEM

This report comprises of selection of braking system and calculation of braking torque depending
on stopping distance.

The main aim of braking system is to decelerate or to stop the vehicle in minimum stopping
distance.

Objectives

The goals of braking system are to dynamically balance the vehicle when brakes applied -
Braking power should be more than power supplied to the wheels.

Design methodology
Design considerations →Centre of gravity→Stopping Distance selection
Braking force requiredCalculations→benchmarking →selection of components→assembly

Design approach
There are two types‟ brakes that are suitable to our vehicle

1. Disc brakes
2. Rim or shoe brakes

Depending on the following criteria we have opted disc brakes To improve the braking
efficiency

To decrease the losses hence we have opted or disc brakes.

As per the rule book we are using three-disc brakes to lock the three wheels.

Specifications of the braking system:

S.no Component Specification

1 Lever size 160mm

2 Wire length 1350mm

3 Pad size 38*25*15

4 Disc dia 140(mm)

TABLE1.7

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Braking force calculations

Mass of the vehicle (m) =210kg (assumed)

Maximum speed of the vehicle (v) =35kmph=9.72m/s
Stopping distance(s) =4 m
Radius of front wheels (rf) =10inch
Radius of rear wheels (rr) =13inch
Angular velocity of front wheels (ωf) =38.267rad/s Angular velocity of rear wheels (ωr) =29.436
2
Moment of inertia for front wheels=0.61kg-m
2
Moment of inertia for rear wheels=0.2723kg-m .
Kinetic energy of the vehicle=translational + rotational energy=τθ.
2 2 2
½*230*9.72 + (1/2*38.267 *0.161)*2+1/2*29.436 *0.272 5= (kbR*Fb*r1+kbF*Fb*r1)*θ

11218.85= (kbR*r1+kbF*r1)*Fb Kbf/kbr=

Kbf/kbr=
Kbf/kbr=2.7847 Kbf=2.7847kbr
Kbf+kbr=1 Kbr=0.26, Kbf=0.73
2
V =2*a*s
2
From above equation Fb =m*v /2*S

From eq1
2
Fb=11218.85/ (0.065*θ) = 229*(9.72) /2*4 Θ=63.85deg

Sub in eq1
We get braking force required (Fb) =2703.17N (required)
(Fb) f=1973.3N, (Fb) r=702.78N
From the components we have chosen. Braking force generated would be calculated.
Coefficient of friction between pads and disc=0.4 Pedal efforts are On right lever=105lbs on left
lever=96 lbs.
For front wheels:
Clamping force= (pedal effort*pedal force*0.45*9.81) =2472.12N
Braking force (Fb) =2472.12*2*µ=2472.12*0.8=1977.696N
For rear wheels:

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Clamping force= (pedal effort*pedal ratio*0.45*9.81)=2260.24N
Braking force (Fb) =1808.1792N.
The stopping distance are calculated by taking the ground friction only into
consideration. Stopping distance (s): s=u2/2µg

Where u= velocity of vehicle Overall stopping distance (s2) =s+ (t*u) where t=0.138sec

Speed 15 20 25 30
(kmph)

Stopping 1.23 2.20 3.40 4.956

distance(m)

Overall 6.97 9.85 12.98 16.4

stopping
distance(m)
TABLE1.8
Generated braking force is more when compared with the required braking forces.
HENCE, THE CHOSEN COMPONENTS ARE OPTED.
Center of gravity
1) Along longitudinal axis

Rf =front wheel reactionforce

Rr =rear wheel reactionforce
From the above diagram
By applying the moment equation about point A,

We will get
Rf =142.44 kg
Rr = 67.56kg
Total weight of vehicle=210kg
From the above equation the center of gravity along longitudinal axis is 482.66mm

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 Along lateral axis

Since the vehicle is not symmetric, the center of gravity can be calculated by applying the

moment equation about p by applying the moment equation about P The reaction forces would.

Rf1=65.63kg, Rf2=63.93k, Rr=100.43kg

Depending on the following conditions the center of gravity along lateral axis is 625.31mm

From Rf1. Similarly the center of gravity along the vertical axis is 266.7mm

Location of center of gravity:

Longitudinal axis 482.66 mm

Lateral axis 625.31 mm
Vertical axis 266.7 mm

Load transfer:

Now by applying the moment equation about A=Rr*wheel base + m*g*x-m*d*h=0

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Then we will get the weight acting on the rear wheels during deceleration.

Deceleration=v/t

µ*g=v/t t=1.41sec

Deceleration=v/t

S.no Velocity Deceleration Rf(kg) Rr

2
(m/s) (m/s ) (kg)
1 9.72 6.49 163.23 65.77
2 8.33 5.89 162.01 66.99
3 6.94 4.92 156.51 72.49
4 5.55 3.94 150.96 78.04
5 4.16 2.95 145.39 83.61
6 2.77 1.97 139.81 89.19
TABLE1.9

The load transfers to the front wheels due to the deceleration of the vehicle.

At maximum speed when brakes are applied then the weight on the front wheels will be 21.34kg

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 2.7 ELECTRICAL SYSTEM

MOTOR SPECIFICATIONS

Type BLDC(Mid Drive)

Power 600W

Voltage 48V

Feedback Hall Sensor

Speed 500 rpm

Torque 10 N-m

Weight 6 Kg

BATTERY SPECIFICATIONS

Type Li-ion

Voltage 48V

Capacity 35 A-h

Weight 8 Kg

TABLE2.0

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MOTOR RUNTIME
The motor runs for 1.4 hr. on the full charge of the battery.
motor current= 8.33 amps
On complete discharge,
Battery current= 35 a-h
Motor runtime= 35/25 = 1.4 hours
2.8 SEATS

S.no Specification Details

1 Seat configuration Side by Side

No
2 Adjustment system adjustment
system
Provided to
3 Head restraints the
Seat
Seat height for
4 both 630mm
Drivers

5 Seat back angle 30degrees

6 Seat design Self-design

7 Fabrication Out house.

TABLE2.1

2.9 SAFETY AND ERGONOMICS

Helmet, 3 point OEM seat belt, chain guard.
Electric kill switch, Fire Extinguisher.
Front and rear bumpers.
Proximity detection system.
Head, Arm restraints are provided.
Lever ratio of 4:1 is provided.Comfortable
Seating and Pedaling distance.

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 2.10 TECHINCAL SPECIFICATIONS

SYSTEM WEIGHTand SPECIFICATIONS

CHASSIS 25 kg

TRANSMISSON 24 kg

SEATS 2.5 kg

ELECTRICAL 14 kg

WHEELS 10 kg

MISCELLANEOUS 16.5kg

TOTAL KERB WEIGHT 93 kg

WHEELBASE 40”

TRACK WIDTH 49”

OVERALL DIMENSIONS 40”*49”*48”

MAXIMUM SPEED 35 KMPH

MAXIMUM ACCELERATION 0.24m/s

GROUND CLEARANCE 8”

GRADEABILITY 30 deg

TABLE2.2

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IMPLEMENTATION OF LIGHT WEIGHT TECHNOLOGY

Aluminum Hubs used for sprocket mountings

Wooden Utility Box
Acrylic Sheets for body sheeting
Use of Li-ion battery
Use of aluminum for pedal cell
Use integrated seats

ERGONOMICS & COMFORT FEATURES

Using durable and high quality sheeting material.

Pedal position and seat inclination have been designed by considering driver comfort
Steering system has been designed to prevent driver fatigue.
Head restraints are provided.

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 CHAPTER 3
DESIGN OF TRICYCLE

FIG 2.5

DESIGN OF ROLLCAGE

FIG 2.6

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ISOMETRIC VIEW
FIG 2.7

FRONT VIEW

FIG 2.8

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SIDE VIEW

FIG 2.9

TOP VIEW

FIG 2.10

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 CHAPTER-4
DESIGN AND ANALYSIS DETAILS

CAE ANALYSIS OF VEHICLE/FRAME

4.1 FRONTAL IMPACT ANALYSIS
Material (AISI 1018, 25.4x21.4x2)

a) Assumptions & Considerations:

Frontal impact analysis is done by taking the wheel mounting elements as a fixed supports
and applying the load on the front members.
The vehicle is considered as a stationary body and the amount of load acting on the
vehicle is calculated by assuming that the impact is caused by the other vehicle, which is coming
in the opposite direction with a velocity of 30 kmph.
The analysis is done by considering the meshing element as hexagonal tetrahedron of size
2mm.
The impact condition is taken by considering the impact time as 0.1 seconds at a load of 16666
N.

b) Calculation of Impact Forces:

The Impact Force is calculated using the formula F= Where, m=mass of the vehicle =210

kg v=velocity ofthe vehicle=30Kmph t=impact time=0.1sec

F= F=16666.6N

c) Analysis Results:

FIG 2.11

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 Deformation

FIG 2.12

Stress Developed

d) Optimizations:
Optimization is done by adding support members to reduce stresses and deformation.

4.2 SIDE IMPACT ANALYSIS

Material-1 (AISI 1018, 25.4x21.4x2)

a) Assumptions & Considerations:

Analysis is done by taking the wheel mounting elements as a fixed supports and applying the
load on the side members.

The vehicle is considered as a stationary body and the amount of load acting on the vehicle is
calculated by assuming that the impact is caused by the other vehicle, which is coming in the
opposite direction with a velocity of 30 kmph.

The analysis is done by taking meshing element as hexagonal tetrahedron of size 2mm.

The impact condition is taken by considering the impact time as 0.1 seconds at a load of
16666.6 N.

b) Calculation of Impact Forces:

The Impact Force is calculated using the formula F=

Where, m=mass of the vehicle =210 kg v=velocity of

the vehicle=30Kmph t=impact time=0.1sec

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 F= F=16666.6N

c) Analysis Results:

Deformation

FIG 2.13

FIG 2.14

Stress developed
d) Optimizations:
Optimization is done by adding support members to reduce stresses and deformation.

4.3 ROLLOVER ANALYSIS

Material-1 (AISI 1018, 25.4x21.4x2)

Assumptions & Considerations:

Analysis is done by taking the lower frame as a fixed support and applying a load of 1962N on
the front and top members.

The analysis is done by taking meshing element as hexagonal tetrahedron of fine size meshing
element.

The impact condition is taken by considering the impact time as 0.1 sec.

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 Calculation of Impact Forces:
The Impact Force is calculated using the formula
F=mg Where,
m=Total mass of the vehicle g=acceleration due to
gravity F=210x9.81 F=1962N

Analysis Results:

Deformation

FIG 2.15

Stress developed

FIG 2.16

b) Optimizations:
Optimization is done by adding support members to reduce stresses and

deformation 4.4 REAR IMPACT ANALYSIS

Material-1 (AISI 1018, 25.4x21.4x2)

a) Assumptions & Considerations:

Analysis is done by taking the wheel mounting elements as a fixed supports and applying the
load on the side members.

The vehicle is considered as a stationary body and the amount of load acting on the vehicle is
calculated by assuming that the impact is caused by the other vehicle, which is coming in the

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 opposite direction with a velocity of 30 kmph.

The analysis is done by taking meshing element as hexagonal -tetrahedron of fine size
meshing element
The impact condition is taken by considering the impact time as 0.1 seconds at a load of
16666.6 N.

b) Calculation of Impact Forces:

The Impact Forces is calculated using

the formula Where,

m=mass of the vehicle =210 kg

v=velocity of the vehicle=30KMPH
t=impact time=0.1sec

F= F=16666.6N

c) Analysis Results:

FIG 2.17

Deformation

FIG 2.18

Stress developed

d) Optimizations:
Optimization is done by adding support members to reduce stresses and deformation.

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ANALYSIS RESULTS OF PARTS:

C-clamp Analysis:
Assumptions and considerations:
The spindle mounting position is considered to be fixed and the force is acted upon the stub
mounting faces.
Impact force calculations:
The impact force is calculated by using the equation f=m*g
m= mass of the vehicle on the wheel=75kgg= acceleration due to gravity.
F= 210* 9.81=2207.25n
Where
Analysis results:

Deformation

FIG 2.19

Stress developed:

FIG 2.20

Analysis of PEDAL CELL:

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Stress developed

FIG 2.21

Deformation:

FIG 2.22

STEERING ARMS analysis:

Stress developed:

FIG 2.23

Deformation:

FIG 2.24

Analysis of SPINDLE:

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Stress developed:

FIG 2.25

Deformation:

FIG 2.26

PITMAN ARM Analysis

Stress developed:

FIG 2.27

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Deformation

FIG 2.28

WHEEL MOUNTS Analysis

Stress developed:

FIG 2.29

Deformation:

FIG 2.30

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Cad models of the subsystems:
Transmission FIG 2.31

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Powertrain:
FIG 2.32

Steering:

FIG 2.33

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Braking:

FIG 2.34

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 Chapter 5
MARKET SURVEY/ANALYSIS & COST REPORT

Steps made to minimize the cost:

I. Extensive market survey, every part is bought at its best value.
II.Effective bench marking.
III. Substitute lower cost materials where possible reduce complexity.

SYSTEM COST

Transmission 1200

Wheels & tires assembly 2500

Steering
Sss
1200
Braking system 250

Roll cage 2050

Safety & Ergonomics 3000

Electrical system 40000

Innovation 1500
Manufacturing 2450

TOTAL 55150

.
FIG 2.35

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 CHAPTER 6

6.1 CONCLUSION

Human powered hybrid vehicle presents the new milestone in the realm of “Green technology”.

The hybrid vehicle has designed for the benefits of humanity. It is a ecofriendly human powered

vehicle with a electric drive system. Suh a light weight tricycles can be modified and can be used

for transporting goods and can even used for disaster management. India being a load of multiple

lingual and multicultural festivals, such trikes becomes useful element for carrying out cleaning

and sanitations activities in public places.

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 6.2 FUTURE SCOPE OF STUDY
1. project can be run by using solar powered source and can charge the battery using solar
panels.

2. This project can be used for transportation of goods in industries between the work
stations.

3. This can be used by the security guards during the night time watch

4. This project is ecofriendly and can be used as means of transportation

5. The designer‟s freedom helps in innovative ideas and development of new technology

6. Can be used for physical fitness.

7. The high torque capacity helps in climbing the sloppy gradients easily

8. The power to weight ratio is comparatively high than the commercial vehicles

9. This can find a major application in places like zoo parks, airports etc.

10. Due to a smaller number of parts the maintenance problem is eliminated

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 BIBILIOGRAPHY/REFERENCES

Design of machine members by v b bhandari

Theory of machines by r s khurmi
Text book of automobile engineering by springer
Manufacturing processes by rk rajput
Finite element analysis by mc grew hill

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