NAME: RITHIK GOWDA M

EMAIL: rithikrahul3214@gmail.com

PROJECT REPORT
DESIGN OF ELECTRIC SCOOTER

ABSTRACT:

Most of the transport vehicles prevailing in the cities of developing countries are accountable
for noise and air pollution, with the exception of human powered vehicles (HPV). However
the human powered vehicles running commercially need a lot of physical effort to drive. A
motor assisted battery driven Hybrid rickshaw can provide a relatively comfortable non-
polluting and a silent transport system for urban and rural areas of Bangladesh. The primary
focus of this research was to develop an Electric Hybrid Rickshaw without requiring
significant changes to the structure of widely popular existing rickshaws. In fact, it is a
combination of a battery operated motor driving system with the existing pedal arrangement.
This would allow the use of relatively smaller motor and storage batteries for automation as
well as reducing human effort while keeping the option of full human power drive readily
possible. The performance test revealed that the hybrid vehicle provides satisfactory speed,
easier motion control and a good scope of manipulating the shares of human effort and motor
power. Besides reducing air and sound pollution, such rickshaws–demanding less physical
effort, may provide large scale employment in urban and rural areas of Bangladesh.
using hub motor transmission. This vehicle is designed to carry a load of 250kg with 60
kmph speed.
INTRODUCTION:

Today, the rickshaw represents over a century of rich Indian culture. Originally brought to the
country from China, the rickshaw was a hand-pulled vehicle used by traders for
transportation of goods. In 1914, the traders asked the governing body for permission to
allow the transportation of people as passengers. The request was granted, and rickshaws
became a mode of transport for the elite, although now it is used by people of all classes.
Since its introduction in 1880, the rickshaw has advanced and evolved into different
categories of vehicle: Hand-pulled, cycled, and motorised. Cycle rickshaws began to appear
in India around 1930; as the price of bicycles began to fall, the popularity of cycle rickshaws
began to rise, and by 1935 the cycle rickshaw outnumbered its hand-pulled counterpart [1].
The auto rickshaw was introduced in 1957 [2] powered by a 250 cc, 8 horsepower, 2 stroke,
single-cylinder petrol engine; today, many auto rickshaws are liquified petroleum gas (LPG)
powered. The auto rickshaw’s performance in terms of top speed outclasses both the hand-
pulled and cycle rickshaw and is used in a different manner to them. The auto rickshaw is
typically used on more open and faster roads, whereas the others are used in narrower and
more congested urban environments. It could be argued that the auto rickshaw is not a
competitor for the same type of business as the others. All three forms of rickshaw are still in
use to this day, compounding their heritage, tradition, and role within the Indian society. The
cycle rickshaw design has not developed a great deal since its introduction and has fallen
behind the times in terms of modern-day bicycle design. Bicycles have advanced to a stage
where high-grade lightweight materials and efficient electric motors can make the cyclists
ride almost effortless, a vast contrast from the laborious task facing the rickshaw drivers.
Cycle rickshaws are heavy and uncomfortable and are therefore exhausting for the drivers to
cycle; they are ergonomically inept and often found to be in a poor working condition, only
adding to the driver’s exertion.
India has a population of over 1.2 billion people, and the population growth rate for urban
areas over the decade between the last two censuses 2001–2011 was 31.08%, showing that
cities in India are becoming increasingly crowded. Kolkata, the capital of the state of West
Bengal, has a population of over 14 million (urban area) meaning it has a population density
of 24,000 people per square kilometre; the density of population gives an insight into the
congestion the cities’ roads and transport networks have to contend with. The residential
streets are frequently narrow, crowded with pedestrians, and often have market stalls
protruding onto the roadside; this hinders the ability of larger conventional cars and buses to
navigate effectively though them; therefore, smaller more manoeuvrable vehicles, such as the
rickshaws, manage considerably better
In a culture of separate classes, cycle rickshaw drivers are regarded poorly, less respected
than auto rickshaw drivers. If the drivers were to drive an E-Rickshaw, they would be seen
more positively . The deprived and exploited sections of society are not explicitly recognized
in policy documents by the government and very little attention has been paid in humanising
the livelihood of the rickshaw pullers This gives an alarming understanding of how the
rickshaw drivers are seen by the community they serve. It shows that little help or thought is
given to them. Drivers are prone to long-term fatigue injuries and this leads to them
becoming unable to work and therefore seen as lazy among members of their community.
The drivers’ physical efforts result in injury.

COMPONENTS:

Chassis and body

Motor
Battery
Control unit
Differential unit
Brakes
Transmission

CHASIS AND BODY:

The chassis is the "skeleton" of the rickshaw which provides the structural strength and the
mounting points for other components. The chassis provides necessary support to the vehicle
components placed on it such as suspension components and the weight of the driver.
Chassis and body can with stand the load of 9000 N
Four passengers and rider weight=3x80 kg=240 kg
Battery, motor and other components weight=150 kgs
Weight of the chassis and body=150kg
So the chassis can with stand =540x9.8=5292N
In the market we can purchase the fabricated chassis along with body
Chassis with 150 kg made with structural steel can with stand 5300N
The cost of the chassis with body is around 15000
The chassis is the main part which ensures drive quality and safety of the vehicle. It is made
of mild steel. These days, most of the locally-made chassis are often built without proper
design, leading to an imbalance in the drive, and often causing the vehicle to pivot or topple
very easily. The chassis manufactured by a professional E Rickshaw Manufacturer is robust
as the design adheres to all quality / technical parameters, which are often ignored by others.
The chassis, if inaccurately made, will have handling problems, will be damaged easily, and
corrode if not treated for resisting certain chemicals (from the battery or otherwise) or
moisture.

BATTERY;
The batteries used in e rickshaws are lead acid as they provide low-cost alternative. They
range from 80A to 120A nowadays. A larger battery with more capacity can be used, but
adversely it can increase weight and reduce mileage. To prevent it, the ratio of weight and
AH (measure of battery capacity) must be maintained, so we recommend to use not more
than 110AH batteries as they exceed 125 kgs. Deep discharge batteries made for electric
vehicles may be used depending on the customer’s preference. To maintain long life, a low
amperage charger ~10 to 15A should be used, a charger with current and voltage maintained
is preferred to prevent bulging and higher cycles.
Arguably, the battery is the most important component of an electric vehicle, it has a huge
bearing on the range capabilities. There are many considerations that must be satisfied when
choosing a battery option such as, cost, ampere hours, voltage, depth of discharge, cycle life,
physical size, and weight. it was discovered that the motor will require a total of between
2.142 kWh and 2.52 kWh. Taking the higher usage, the Ah capacity can be calculated as 105
Ah. As stated in the PDS (see Appendix C), the main considerations in the design of the e-
rickshaw are cost and range; therefore, the chosen battery must reflect that. Firstly, as cost is
the major limitation in this design, the cost of a lithium battery system suitable for the design
could cost as much as £1500, based on typical retail prices (March 2019). This consequently
rules out the possibility of using lithium batteries in the design. A suitable lead acid battery
system would cost around £200 based on typical retail prices (March 2019), which consumes
the majority of the budget; therefore, the sourcing of inexpensive refurbished or second-hand
units may be the most viable option. Due to the depth of discharge in lead acid batteries being
around 50%, achieving a life cycle of 1000 cycles , a system of 4110 Ah units will be
installed in a circuit of 2 parallel branches; this will provide the motor with the 24 V needed
and a capacity of 210 Ah, assuming a depth of discharge (DOD) of 50% a usable capacity of
110 Ah, which exceeds the targeted range.

MOTOR:

highest average of 385.7 W, the motor must be capable of achieving this output. The results
were of average wattage; therefore, a larger motor will be needed to meet the peak power
demands. The testing was not sufficient to accurately identify peak power as energy expelled,
though acceleration up gradient could not be calculated accurately as the increments of
gradient were too large; therefore, an estimated simulation was carried out to show a
reasonable indication of the peak power. A simulation was executed where it was assumed
the driver was accelerating up a slope of 2.06% as per the maximum discovered in testing,
assuming they would reach a top speed of 13 km/h in 10 s, though testing this was never
achieved, thus being an exaggerated scenario. This will give an overestimation of peak
power; therefore, the wattage should be an acceptable measure for a motor that can replicate
all human power. The result of the simulation showed a wattage of 468 W; therefore, a 500
W 24 V DC motor is an acceptable choice for the design.
CONTROL UNIT:

A control unit is needed to manage each electrical component; the unit will receive signals
from any activated sensor and it will then send the required output signal to whatever
component is related to the activated sensor. The control unit will control the speed of the
motor, based on the cadence sensor, by restricting/enabling the power provided by the
batteries; it will also provide power to any lighting when the drive engages the button or
switch to turn them on.

HANDLE:
The addition of a handle can be easily incorporated into the curb-side of the frame; this is a
simple and inexpensive, yet practical solution for the aid of embarking the rickshaw. The
handle will be mild steel tubing bent to shape and welded directly onto the frame.
WHEEL SIZE AND TYRE WIDTH :
The coefficient of rolling resistance can be reduced by the wheel and tyre choice; as a general
rule, the larger the wheel diameter and wider the tyre thickness, the lower the coefficient of
rolling resistance will be . In the case of the design, the donor rickshaw wheels will be
analysed for dimensions as a slight increase in the coefficient of rolling resistance can
increase the energy used considerably. The condition will also be analysed as warped or
damaged wheels will also contribute to wasted energy. A comparison of a coefficient of
rolling resistances 0.015 and 0.012 for the area of Park Circus was drawn, with total of 42 km
(the expected daily range). It was calculated that with a coefficient of rolling resistance of
0.014, it uses 0.004 kWh/km more, 0.168 kWh over 42 km, thus the battery capacity will be
depleted by an extra 7 Ah; therefore, it is crucial to have the most efficient wheel and tyre
choice available.
GEARING:
Commonly in India, the rickshaws are fitted with a singular gear and therefore unable to
change torque for different gradients and speeds; this is largely due to cost reduction, lower
maintenance, and for simplicity of design. This fits with the PDS brief and therefore should
be continued. The pedal sprocket transfers the human power onto the rear shaft via a link
chain and a gear attached to the shaft, and the power can be stepped up or stepped down by a
multitude of gear sizes. Typically, on a rickshaw the ratio is 1:0.56 and the pedal sprocket of
48 teeth is stepped down to a 27 tooth on the rear shaft [12]; therefore, for every one full
pedal cycle, the rear shaft rotates 1.778 times; the rickshaw, neglecting any losses in grips at
the wheels, should move 1.778 times the circumference of the rear wheels. With this ratio, a
pedal sprocket cadence of 90 RPM would propel the rickshaw at a speed of 20 km/h, and this
is acceptable for the final design; although, this ratio does not suit acceleration, and therefore
must be replaced with a ratio that reduces the physical efforts of the driver.
A ratio of 1:1 will provide the driver with increased torque allowing the easier rotation of the
pedals and will drive at a speed of 11 km/h at a cadence of 90 RPM. It is important to keep
the gearing ratio to a reasonably achievable speed;

BRAKES AND SUSPENSION:

Front suspension is telescopic suspension or helical spring shock absorbers
Back suspension is leaf springs.
Drum brakes are using for brakes with hydraulic actuating.

POWER TRANSMISSION:

vehicle with two drive wheels has the problem that when it turns a corner the drive wheels
must rotate at different speeds to maintain traction. The automotive differential is designed to
drive a pair of wheels while allowing them to rotate at different speeds. The size of
differential axle is 33”
DESIGN REQUIREMENTS:

three passengers to carry

Speed 60 Kmph= 16.66m/s

DESIGN CALCULATIONS:

Power required
P=FxV
F= Total Force
V= Velocity of the vehicle
F= F total = F gradient+ F rolling + F aerodynamic drag
Force due to climbing hills ( F gradient )

Fh = W sin Φ (Angle of incline Φ is 2.5)

= Mg sin Φ

= 250 x 9.8 x sin 2.5

= 106.86N

Force due to Rolling resistance :

Fr= CrW cosΦ (for asphalt roads Cr =0.004)

= 0.015 x 250 x9.8 x cos 2.5

= 36.7N

Aerodynamic drag force:

Fd = 0.5 ρ Cd A V^2 (Cd value is 0.5 for frontal area A=0.7 m2 , ρ density
of air 1.2kg/m3)

= 0.5 x (1.2) x 0.44 x 2.09x 16.66m/s x16.66m/s

= 153.14N

TOTAL FORCE OF THE VEHICLE:

F = Fh + Fr + Fd = 106.86+36.7+153.14

= 296.7N Power required

= F x V=296.66x 16.66=4942.35Watt
So we select approximately 5000W watt motor

POWER OF MOTOR: 4942.35W(approximately 5000W )

Battery :

Watt hour=5000x1 hour=5000 watt. hour

Battery watt.hr = 5000w.hr × 1.03 = 5150 w.hr.

Take voltage= 72 V

Current (Ah) in battery

=5150w.hr ÷ 72v = 71.2Ah(approximately 70Ah)

Motor Specification:

Volt (V) = 72 V,

Power (P) = 5000Watts

Battery specification:

Voltage Rating = 72 v

Current Rating = 27 Ah

Wattage of battery = Voltage Rating × Current Rating

= 72 × 70 = 5000wh (watt.hr.)
Selection of battery charger :

Suppose we have to charge a battery in 5 hr.

So our required wattage is 5150w.hr.

According to above condition,

Wattage of charger = 5000w.hr ÷ 5 hr = 1000w

Hence, current rating of charger = 1000W ÷ 72V = 13.8A

As per the above calculation to charge 72v ,70Ah battery in 5 hour we

require 72v, 14A charger

SPECIFICATIONS AND AVAILABILITY OF BATTERY

,MOTOR AND CHARGER

SPECIFICATIONS OF BATTERY THAT SHOULD B EUSED:

BATTERY: AQUEOUSS E Rickshaw Lithium Ion Battery Pack -72v

80ah, Model Name/Number: AQLIN728000

PRICE=88800Rs

AVAILABILITY=aliexpress,amazon
PRODUCT SPECIFICATION

Model Name/Number AQLIN728000

Battery Capacity 80Ah
Voltage 72v
Brand AQUEOUSS
Weight 50 kg Approx
Battery Type Lithium-Ion
Usage/Application Electric Vehicle
Capacity 80Ah
Size 18650/26650
Battery Dimensions Customised as per
the customer's requirement.
Maximum Discharge Current 2c-3c
I Deal In New Only
Cell Size 18650/26650
Energy Wh 5760Wh
Minimum Order Quantity 10
SPECIFICATIONS OF MOTOR THAT SHOULD BE USED:

GOGOA1 17inch E-Motorcycle In-Wheel Hub Motor 5000W

PRICE:55,500Rs

PRODUCT DESCRIPTION
17inch 273 E-Motorcycle In-Wheel Hub Motor(45H) 5000W

17inch Hub Motor specially designed for electric motorcycle, the rated power
can be made 2kw,3kw,4kw,5kw,6kw,7kw or 8kw. Max speed can be customized
from 30-120KMPH.

Motor Specification:

1. Motor Type: BLDC Hub Motor with Permanent Magnets

2. Motor design: Double axle out with 17inch Aluminium rim
3. Rim size:3.5×17
4. Matching Tire: 120/70-17
5. Magnet Height: 45MM
6. of Pole Pairs: 28 pairs
7. Rated Power: 5000W
8. Max Power:7200W(Peak 10000W)
9. Rated Voltage: 72V( 60V-144V Can be optional)
10. Speed: 100km/h (30-100km/h can be customized)
11. Max No-load RPM:1000RPM
12. Max Torque: 230N.M
13. Max Efficiency: 88%
14. Continuous current:78 A
15. Max current:120A ,Peak 170A
16. Brake type: Disc brake
17. Rear Fock width for installation: 200mm
18. Winding Core material: Aluminium
19. Cross Section of Phase wire: 16 mm2
20. Hall sensor phasing angle: 120 degree
21. Temperature Sensor: Optional
22. Working Temperature: 70 degree, Peak 120 degree
23. Waterproof Grade: IP54
24. W./ G..W. : 21kgs / 22kgs
25. Package Size: 58*58*40CM
SPECFICATIONS OF BATEERY CHARGER THAT SHOULD
BE USED:

Type:
Electric
Brand Name:
HJBP
Model Number:
Q5000
Socket Standard:
EU/AU/UK/US
Place of Origin:
Guangdong, China
Use:
Standard Battery
Main application:
lithium battery,
Charger power:
5000W
Charger max vol:
12V/24V/36V/48V/60V/72V
Charger shell material:
All aluminum
Cool type:
Fan cooling
AC input voltage range:
AC90-160V or AC195-265V
AC input plug:
Global standard plug
DC output plug:
All kinds of customized
Main function:
Over current,over voltage,prevent reverse
Certificate:
CE,FCC,ROHS,
MAIN BODY DESIGN:
ANALYSIS OF E RICKSHAW CHASIS:

Structure designing was followed by its testing and consequent validity. To analyze the
chassis design before construction, finite element analysis could serve the purpose. While the
process of solving Finite Element problems is a science, creating the models is quite an art.
Conventionally in FEA, the frame is subdivided into elements. The number, orientation and
size of elements as well as loads and boundary conditions are all critical to analyze the
chassis .

Finite Element Analysis:

• Bending loads:
Bending loads are caused by the weight of the components on the chassis. Bending loads are
loads applied normal to an axis that produce a bending moment. To simulate these loads,
forces will be applied in the vertical plane to simulate the bending force cause by the weights
of the various components, the driver and passenger .
To analyze this load, boundary conditions are considered in ANSYS software as
 The wheels are in fixed condition
 The chassis and passenger loads are under loading condition.

• Breaking loads:
Braking loads are those experienced by the car during deceleration. The loads originate at the
surface of the road where the tyres are in contact with the tarmac. The forces are transferred
through the suspension struts onto the chassis of the vehicle through the mounting points .
1. The situation while thrust acting on front wheel of the rickshaw, the boundary
conditions are as:
• Rear wheels are under fixed condition
• Loads acting at front wheel
 2. The condition while thrust acting at rear wheel of the rickshaw, the boundary
conditions are as:

• front wheel is under fixed condition

• Loads acting at rear wheels

From above analysis, following are the observations

1. The failure in chassis observed while in bump testing are on to the welding joints .
2. In case of overloading on the chassis, there are certain welding joints which show the
failure of the part.
3. Depending on the type and place load, material shows the weakness and failure tendency
CONCLUSION:

Following are the conclusions of the work

1. Stress concentration can be minimised by providing the rib at neck ring.

2. Quality of welding and welding joints should be designed to reduce the
failure at the joint.
3. Stress distribution should be uniform.
4. As per analysis, some parts need to redesign for safe side.
5. Overload factors is to be consider in order to provide extra strength to the
chassis.
An Electric Auto Riksha is designed which is suitable for rural as well as urban
areas. We can made this Auto by assembling various components.
Fuel rates are increasing day by day this electric Auto is the best replacement
for conventional Autos