Mechanical Final Year Projetct - Hydraulic Bicycle

VISVESVARAYA TECHNOLOGICAL UNIVERSITY
BELAGAVI, 590014
PROJECT REPORT ON
“Design and Simulation of Hydraulic Bicycle”

Submitted in partial fulfilment of the requirement for the award of the degree
Bachelor of Engineering
In
“Mechanical Engineering”
Submitted by
JONATHAN PEREIRA P 1MJ17ME057

PRAJWAL S 1MJ17ME099
SYED NADEEM 1MJ17ME139
TARUN GUPTA 1MJ17ME141
Under the guidance of

Dr. Shankar .G
Assistant Professor
Department of Mechanical Engineering
MVJ College of Engineering

Near ITPB, Channasandra,
Bengaluru 560067
2020-21
Design and Simulation of Hydraulic Bicycle (2020-2021)
An Autonomous Institute
Affiliated to Visvesvaraya Technological University, Approved by AICTE, New
DelhiRecognized by UGC under 2(F) & 12(B), Accredited by NBA & NAAC
Near ITPB, Channasandra, Bengaluru-560067
DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE
Certified that the project work entitled “Design and Simulation of Hydraulic
Bicycle” carried out by
JONATHAN PEREIRA P 1MJ17ME057

PRAJWAL S 1MJ17ME099
SYED NADEEM 1MJ17ME139
TARUN GUPTA 1MJ17ME141
Are bonafide students of MVJ College of Engineering in partial fulfilment for the
award of Bachelor of Engineering in Mechanical Engineering of the Visvesvaraya
Technological University, Belagavi, during the year 2020-21. It is certified that
that all corrections/ suggestions indicated for Internal Assessment have been
incorporated in the report deposited in the departmental library. The project report
has been approved as it satisfies the academic requirements in respect of project
work prescribed for the said degree.
Signature of the Guide Signature of the HOD Signature of Principal

(Dr. Shankar .G) (Dr. Vivekananda Huddar) (Dr. P. Mahabaleswarappa)
External Viva
Name of the examiners Signature with date
1. …………………………… ……………………………….
2. …………………………… ……………………………….
Department of Mechanical Engineering, MVJCE, Bengaluru-560067

DECLARATION
We, hereby declare that project work entitled “Design and Simulation of
Hydraulic Bicycle” has been independently carried out by us under the
guidance of Dr. SHANKAR .G, Assistant Professor, Department of Mechanical
Engineering, MVJ College of Engineering, Bangalore, in partial fulfilment of the
requirements of the degree of B.E in Mechanical Engineering of Visvesvaraya
Technological University, Belagavi.
We, further declare that we have not submitted this report either in part or in full to
any other university for the award of any degree.
Regards,
JONATHAN PEREIRA P PRAJWAL S

1MJ17ME057 1MJ17ME099
SYED NADEEM TARUN GUPTA

1MJ17ME139 1MJ17ME141
Place: MVJCE, Bengaluru

Date:

ACKNOWLEDGEMENT
The satisfaction and euphoria that accompany a successful completion of any

task would be incomplete without the mention of people who made it possible. So,
with gratitude we acknowledge all those who has guided and encouraged us as
beacon of light and crowned our effort with success.
We are thankful to the Management of MVJ College of Engineering,
Bangalore, for their continuous support and encouragement for carrying out the
project work.
We are thankful to our Dr. P Mahabaleswarappa, Principal, MVJCE,
Bengaluru, for being a constant inspiration and providing all the facilities that was
needed throughout theproject work.
We like to express our gratitude out Dr. M. Brinda, Vice-Principal, MVJCE,
Bengaluru, for constant encouragement throughout the course.
We also like to express our sincere gratitude to our Prof. Vaman B. Gudi,
Registrar and Controller for Examinations, MVJCE, Bengaluru, for persistent
support.
We are thankful to our Dr. Vivekananda Huddar, Professor and Head,
Department of Mechanical Engineering, MVJCE, Bengaluru, for being a constant
Support and providing all the facilities that was needed throughout the project
work.
We consider it as a privilege and honour to express our sincere gratitude
to our guide Dr. Shankar .G, Assistant Professor, Department of Mechanical
Engineering, MVJCE, for his encouragement that has been a constant source of
motivation to us for successful completion of our project.
We are in debt to the support of all the teaching and non-teaching members of
Department of Mechanical Engineering, for their kind help and co-operation,
throughout our graduation. Their constant support and love have made this journey
a memorable.
Finally, we wish to thank our parents for their love and encouragement,
without whom wewould never have enjoyed so many opportunities.

ABSTRACT
A chain and sprocket bicycle cannot provide enough torque and has a mechanical
advantage which is less than one. This makes it difficult to operate at low speed,
especially with heavy loads and when ascending a gradient. However, with the
technology of fluid power systemswhich are used in doing work which requires
high torque. We can take advantage of the force multiplication ability in doing our
project thereby having mechanical advantage greater than one.
A hydraulic bicycle is a chainless bicycle that transfers power to the pedals by
means of a liquid flow through tubes from hydraulic pumps to hydraulic motors
and back.
This technique utilizes the pressurized fluid passing into the motor when peddling,
to produce the required tractive force. The pump is coupled to the driving sprocket
using a gearing arrangement to improve the pump RPM. The motor in turn is
coupled to the rear wheel using gear. The return line from the motor drains fluids
into a reservoir, the pump suctions fluid from the reservoir. The fluid, mostly oil of
low viscosity, is used due to the type of gear pump and motor used in the bicycle
which have low clearances.
In order to improve our Hydraulic bicycle, we can also use an accumulator. The
accumulator is essentially a pressure vessel, but it has a bladder filled with nitrogen
inside of it. we can also employ a reservoir to store the excess fluid when the
accumulator is not at maximum pressure.
Therefore, a hydraulic bicycle can be utilized for its higher starting torque and
effortless peak power delivery.
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CONTENTS
CHAPTER No. PAGE Nos.
1. INTRODUCTION…………………………………………………………......1-14
1.1) PATENT SEARCH AND CURRENT TECHNOLOGY
1.2) CONCEPT GENERATION
1.3) CONCEPT EVALUATION
1.4) HYDRAULIC GENERATION METHODS
1.5) HYDRAULIC HYBRID REGENERATIVE BRAKING SYSTEM
1.6) HYDRAULIC CIRCUIT DESIGN
1.7) FUNCTIONAL DECOMPOSITION
2. LITERATURE REVIEW………………………………………………….....15- 18
2.1) LITERATURE REVIEW SUMMARY
3. PROBLEM STATEMENT AND OBJECTIVES………………………….…19-20
3.1) PROBLEM STATEMENT AND DEVELOPMENTS
3.2) OBJECTIVES
4. METHODOLOGY……………………………………………………………21-25
4.1) CONCEPT
4.2) HYDRAULIC CIRCUIT
5. ANALYTICAL CALCULATIONS……………………………………….….26-31
5.1) CALCULATIONS
5.2) PERFORMANCE CHARACTERISTICS
6. COST ESTIMATION…………………………………………………………….32
7. COMONENTS AND CAD MODELING…………………………………….33-50
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7.1) PART DESIGN
7.2) ASSEMBLY
7.3) RENDERING
8. MATLAB SIMULATION: RESULTS AND DISCUSSION.…….………….51-78
8.1) INTRODUCTION
8.2) DRIVE MODES
8.3) SIMSCAPE MULTIBODY
8.4) COMPARITIVE STUDY
8.5) SIMULATION CODE FOR PARAMETERS
9. GANTT CHART………………………………………………………………….79
10. CONCLUSION…………………………………………………….……………...80
11. FUTURE SCOPE………………………………………………………………….81
12. REFERENCES………………………………………………………………...82-83
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LIST OF TABLES
Table Name Description Page No.
Table 1.1 Concept Evaluation 7
Table 1.2 Hydraulic Circuit Operation Modes 9
Table 6.1 Cost estimation report 32
Table 7.1 Parts of the Accumulator 33
Table 7.2 Accumulator Dimensions 34
Table 7.3 Parts of external gear pump 35
Table 7.4 Dimensions of external gear pump 35
Table 7.5 Dimensions of the external gear motor 36
Table 7.6 Dimensions of right-angle gearbox 38
Table 7.7 Specifications of right-angle gearbox 38
Table 7.8 Dimensions of square flange gearbox 40
Table 7.9 Parts of check valve 41
Table 7.10 Parts of ball valve 42
Table 7.11 Parts of pressure relief valve 43
Table 7.12 Hose specifications 46
Table 7.13 Parts of the hydraulic bicycle 49
Table 8.1 Comparative study 77
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LIST OF FIGURES
Figure Name Description Page No.
Figure 1.1 Electro-Hydraulic Bicycle Patent 3

Figure 1.2 Datum model 3
Figure 1.3 Datum Schematic 4
Figure 1.4 Concept one model 4
Figure 1.5 Concept one Schematic 4
Figure 1.6 Concept two model 5
Figure 1.7 Concept two schematic 5
Figure 1.8 Concept three model 5
Figure 1.9 Concept three schematic 5
Figure 1.10 Concept four model 6
Figure 1.11 Concept four schematic 6
Figure 1.12 Hydrostatic Principle 7
Figure 1.13 Hydrostatic Pump Motor System 8
Figure 1.14 Hydraulic Hybrid Regenerative Braking 8
Figure 1.15 Layout of Valve system and Fluid lines 9
Figure 1.16 Pedaling 10
Figure 1.17 Coasting 10
Figure 1.18 Accelerating 11
Figure 1.19 Braking 11
Figure 1.20 Charging 11
Figure 1.21 (Parallel): Accelerating/Pedaling 12
Figure 1.22 (Parallel): Braking/Charging 12
Figure 1.23 Energy Flow During “Pedaling” Mode 12
Figure 1.24 Energy Flow During “Coasting” Mode 13
Figure 1.25 Energy Flow During “Accelerating” Mode 13
Figure 1.26 Energy Flow During “Braking” Mode 13
Figure 1.27 Energy Flow During “Charging” Mode 13
Figure 1.28 Parallel Energy Flow During “Accelerating” and 14
“Pedaling” Mode
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Figure 1.29 Parallel Energy Flow During “Braking” and 14

“Charging” Modes
Figure 4.1 Concept Model 21
Figure 4.2 Concept Schematic 21
Figure 4.3 Direct Drive Hydraulic Circuit 22
Figure 4.4 Discharge Mode Hydraulic Circuit 23
Figure 4.5 Recharge Mode Hydraulic Circuit 24
Figure 4.6 PowerDrive Mode Hydraulic Circuit 25
Figure 5.1 Human Power Input 26
Figure 5.2 Motor Performance Curves 27
Figure 5.3 Motor Displacement V/s Torque 28
Figure 5.4 Speed V/s Torque 29
Figure 5.5 Pump Displacement V/s Torque 29
Figure 5.6 Pump Displacement V/s System flow rate 30
Figure 5.7 Pump Speed V/s Pump flow rate 31
Figure 5.8 Motor Speed V/s Motor flow rate 31
Figure 7.1 C/S view of Accumulator 33
Figure 7.2 Accumulator CAD Model 34
Figure 7.3 Accumulator Dimensions 34
Figure 7.4 9cc External gear pump CAD Model 34
Figure 7.5 Exploded view of external gear pump 35
Figure 7.6 Side view and front view of external gear pump 35
Figure 7.7 External gear motor CAD Model 36
Figure 7.8 Side view and front view of external gear pump 36
Figure 7.9 Right angle gearbox CAD Model 37
Figure 7.10 Side view and front view of right-angle gearbox 37
Figure 7.11 Square flange gearbox CAD Model 39
Figure 7.12 Side view and front view square flange gearbox 39
Figure 7.13 Check valve CAD Model 41
Figure 7.14 C/S view of check valve 41
Figure 7.15 Ball valve CAD Model 42
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Figure 7.16 Dimensions of ball valve 42
Figure 7.17 Parts of ball valve 42
Figure 7.18 Pressure relief valve CAD Model 43
Figure 7.19 C/S view of pressure relief valve 43
Figure 7.20 Reservoir with breather CAD Model 44
Figure 7.21 Dimensions of reservoir (mm) 44
Figure 7.22 Breather cap CAD Model 44
Figure 7.23 C/S and top view of breather cap 44
Figure 7.24 Types of hoses 45
Figure 7.25 Single steel wire braided hose 45
Figure 7.26 Hose fittings 46
Figure 7.27 Hose 46
Figure 7.28 450 pipe fitting CAD Model 46
Figure 7.31 Straight pipe fitting CAD Model 46
Figure 7.32 Tee pipe fitting CAD Model 47
Figure 7.33 Tee Accumulator fitting CAD Model 47
Figure 7.34 Right side view 47
Figure 7.35 Front view 47
Figure 7.36 Left side view 47
Figure 7.37 Top view 47
Figure 7.38 Isometric view 48
Figure 7.39 Exploded view of the Hydraulic bicycle 48
Figure 7.40 Rendered left side view 50
Figure 7.41 Rendered right side view 50
Figure 7.42 Rendered hydraulic bicycle CAD Model 50
Figure 8.1 Simulink 51
Figure 8.2 Simscape 51
Figure 8.3 Pedal Forces 52
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Figure 8.4 Crank force and crank angle 52
Figure 8.5 Plot of Graph showing ½(cos2θ + 1) 52
Figure 8.6 Direct Drive Mode-a 53
Figure 8.7 Direct Drive Mode-b 53
Figure 8.8 Direct Drive Mode – Pedaling motion simulation 54
Figure 8.9 Direct Drive Mode- vehicle 54
Figure 8.10 Direct Drive – output -a 55
Figure 8.11 Direct Drive – output - b 55
Figure 8.12 Direct Drive - graph -a 56
Figure 8.13 Direct Drive – graph -b 56
Figure 8.14 Direct Drive – graph -c 57
Figure 8.15 Direct Drive – graph -d 57
Figure 8.16 Accumulator Discharge Mode -a 58
Figure 8.17 Accumulator Discharge Mode -b 58
Figure 8.18 Accumulator Discharge – graph -a 59
Figure 8.19 Accumulator Discharge – graph -b 59
Figure 8.20 Accumulator Discharge – graph -c 60
Figure 8.21 Accumulator Discharge – graph -d 60
Figure 8.22 Accumulator Discharge – graph -e 61
Figure 8.23 Accumulator Discharge Mode -a 61
Figure 8.24 Accumulator Discharge - graph -a 62
Figure 8.25 Accumulator Discharge - graph -b 62
Figure 8.26 Accumulator Discharge - graph -c 63
Figure 8.27 PowerDrive Mode -a 63
Figure 8.28 PowerDrive Mode -b 64
Figure 8.29 PowerDrive - graph -a 64
Figure 8.30 PowerDrive - graph -b 65
Figure 8.31 PowerDrive - graph -c 65
Figure 8.32 PowerDrive - graph -d 66
Figure 8.33 PowerDrive - graph -e 66
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Figure 8.34 Simscape Multibody circuit-a 67
Figure 8.35 Simscape Multibody circuit-b 67
Figure 8.36 Bicycle chassis circuit 68
Figure 8.37 Rear-frame circuit 68
Figure 8.38 Rear-wheel circuit 68
Figure 8.39 Steering handle circuit 68
Figure 8.40 Front-frame circuit 68
Figure 8.41 Plane circuit 69
Figure 8.42 Plane-grids circuit 69
Figure 8.43 SimMechanics explorer 69
Figure 8.44 Input Power - graph 70
Figure 8.45 Headwind - graph 71
Figure 8.46 Grade - graph 72
Figure 8.47 Grade - Headwind - graph 73
Figure 8.48 Tailwind - graph 74
Figure 8.49 Front Gearbox - graph 75
Figure 8.50 Rear Gearbox - graph 76
Figure 9.1 Gantt Chart - Phase 1 79
Figure 9.2 Gantt Chart -Phase 2 79
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Chapter 1: INTRODUCTION
Vehicular Pollution has grown at an alarming rate over the past few decades due to booming
urbanization in India.
Two wheelers have a major contribution towards the growing air pollution, followed by
other vehicles, bringing down the AQI. (Optimum level less than 50, Bengaluru being
around 90-100). Cycling has proven its worth by assuring better health and being an eco-
friendly transportation means with minimum carbon footprint.
In bicycle design, there are many attempts to replace the classic chain transmission with
hydraulic transmission for a higher durability and a continuousness in changing speed
levels.
The hydraulic drivetrain being designed in a closed circuit which other than being least
affected by harsh environment eliminates the slippage that occurs in a belt or chain drive at
high velocities.
The large discrepancy of the power level between the human power and the hydraulic power
makes the system design different from a hydraulic hybrid vehicle. The system needs to be
designed such that the bicycle interacts with a human in an efficient, intelligent and
comfortable way.
If a system has a high-power density, then it can output large amounts of energy based on
its mass. For example, a tiny hydraulic accumulator may have the same power output as a
large battery, therefore Hydraulic drivetrain can be compact than its electric counterpart
therefore it can be easily integrated into a bicycle.
Compared to a hydraulic accumulator, a battery has relatively higher energy density but
lower power density which limits the charge/discharge capability over short periods of time
and also provides much more acceleration when compared to electric counterpart.
The Hydraulic transmission multiplies the effort and hence has a mechanical advantage
greater than one unlike chain and sprocket driven mechanism whose mechanical advantage
is lesser than one.
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1.1 Patent Search and Current Technology:

The automobile automatic transmission accomplishes the very same goal that our hydraulic
setup is designed to accomplish – the transfer of mechanical energy from a rotating source
to a wheel. However, we obviously cannot use automatic transmission on a bicycle because
of its size and weight. Several variable displacement pumps are also on the market.
A patent granted in May (2007) describes a device that can adjustably control flow from
hydraulic devices. This device could prove especially useful. A way to vary the flow from
a pump to the hydraulic motor(s) would cut the need for multiple pump combinations.
Further research into the specifications of this device would need to be done before we can
consider using the device in our project.
A patent granted in June (1998) describes an infinitely variable hydraulic pedal pump for
bicycles. The pump ‘s displacement is controlled by a valve on the handlebars. This device
may also prove useful in our final design.
Notwithstanding, there are potential advantages to fluid power in human-powered vehicles.
In particular, with respect to traditional “pure mechanical” bicycles based on the chain
sprocket transmission system, the use of a hybrid hydrostatic transmission allows for
energy recovery during braking phases and enables power management strategies, which
decouple the human power input from the instantaneous power request given by the vehicle
resistance.
In particular, the energy stored within the transmission system during phases of braking or
of excessive input energy could be utilized in subsequent phases, such as vehicle starts or
uphill pedalling conditions, to assist the cyclist. Moreover, a properly designed fluid power
system can avoid the typical disadvantages of chain drives, which are:
The safety risk to the rider in the form of entangling clothing in the chain and the sprocket
due to the fact that the chain drive is typically exposed;
The undesirable occurrence in variable-speed bicycles of shifting to the wrong gear and
positioning the chain in an intermediate position between sprockets, which leads to
surprising and dangerous slipping of the chain and the consequent unbalancing of the
cyclist;
The lubrication requirement of the chain, which attracts dust and dirt, causing aging and
decay of the efficiency of the system and unpleasant effects due to contact withclothing.
Current hydraulic power transmission uses heavy components which add weight to the
bicycle
Most hydraulic designs use too many interconnections leading to systemcomplexity and
loss of efficiency.
Many such designs use too many unnecessary linkages which increase friction and
hydraulic losses
• There has always been a demand to improve bicycle transmission even
from asearly 1973.
• Chain bicycles require more effort and to reduce the effort, various
mechanisms were invented using gears which made it have so many
linkages.
• Due to the tension in the chain, it requires frequent maintenance and
replacementbecause it is worn out.

To have an effective vehicle, it must have enough tractive effort to overcome the
aerodynamic drag and the rolling resistance on the wheels.
Therefore, we need a bicycle which demands less energy as it is powered by human
pedalling.
Fig 2.1: Electro-Hydraulic Bicycle Patent
1.2 Concept generation:

A total of 5 concepts of hydraulic bicycle were considered, and the best out of them was
selected base on the benefits it provided over others while being simple and cost efficient.
A datum concept was selected for comparison with other concepts of hydraulic bicycle.
Datum:
Fig 2.2: Datum Model

Fig 2.3: Datum Schematic

It is made up of a pump to drive a motor coupled to the rear wheel. When cycling the pedal
is used to pressurize the fluid which goes to the rear wheel using hoses, the fluid returns to
the pump using suction line.
Concept one:
Fig 2.4: Concept one model
Fig 2.5: Concept one Schematic

In this concept the pump pressurizes fluid going to the motor when peddling but the pump
is coupled to the pedals using gears to improve the pump RPM. The motor is coupled to
the rear wheel using gears. The return line from the motor drains fluid into a reservoir, the
pump suctions fluid from the reservoir.

Concept two:
Fig 2.6: Concept two Model
Fig 2.7: Concept two schematic
It is inspired by ‘concept one’ design which utilizes chains to transmit power between
motor/pump and the sprockets.
Concept Three:
Fig 2.8: Concept three Model
Fig 2.9: Concept three Schematic

This arrangement eliminates the need for mounting the motor close to the driven sprocket,
by utilizing a large chain supported by a triple sprocket arrangement.
Concept Four:
Fig 2.10: Concept four Model
Fig 2.11: Concept four Schematic
This concept uses single pump and two motors. The two motors are coupled to the
rims ofthe rear wheel using a disc with gears that is mounted to the wheel via the hub.
1.3 Concept Evaluation:

The first evaluation was done on four concepts. The datum being current design. Each
concept/ criterion has to be considered against the chosen datum. The notation of ‘S’
denotes that the criteria under comparison for a particular concept with the datum was
on same footing with it, while the ‘+’ and ‘-’ notations in the table denote it’s
respectively leading or lagging in the performance, when compared with datum.
The following table (1.1) shows concept evaluation.

Table 1.1: Concept Evaluation:
The best concept is the one which has or scores the most positives. Concept one was
selected as the reference for designing the hydraulic bicycle. In our case we came up with
a hybrid concept. It uses several mechanisms from different concepts which were
considered to be safe, affordable, easy to maintain, lesser number of parts.
1.4 Hydraulic Generation Methods

Basic Hydrostatic Principle
Fig 2.12: Hydrostatic principle

Due to the incompressible characteristic of liquids, the input forces are directly translated
into fluid pressure, which can then be turned directly back into output forces. The above
figure shows the hydrostatic principle applied using pistons and cylinders. Similarly,
principles can be used with pumps and motors in the place of pistons and cylinders.
Hydrostatic Pump Motor System
Fig 2.13: Hydrostatic Pump Motor System
The hydrostatic principle has been employed for centuries, but it is only recently being
looked at in the world of transportation. The addition of an accumulator and reservoir have
allowed for the storage of energy that is normally lost during braking.
1.5 Hydraulic Hybrid Regenerative Braking System
Fig 2.14: Layout of Hydraulic Hybrid Regenerative Braking System
The accumulator is essentially a pressure vessel, but it has a bladder filled with nitrogen
inside of it. As the vehicle slows down, the motor accepts the torque created by its kinetic
energy, converting it to fluid pressure instead of wasting it as heat as in a vehicle with
traditional friction brakes. This fluid is then routed to the accumulator, compressing the air
in the bladder, leaving potential energy in the form of pressurized air to be used as a boost
of acceleration or an assist during the launching of the vehicle. Because the fluid levels will
vary inversely to the pressure levels in the accumulator, there will be a reservoir to store
the excess fluid when the accumulator is not at maximum pressure.

1.6 Hydraulic Circuit Design

The hydraulic circuit is shown in the figure below. Besides the pump, motor and the
accumulator, there are some other components to achieve different functions such as
regenerative braking and manual charge. A ball valve is chosen as the on-off valve
between the accumulator and the high-pressure line. This is to avoid valve leakage and
maintain accumulator pressure when the accumulator power is not used. The regenerative
braking is achieved by using some check valves and switch valve. The regenerative flow is
used to charge the accumulator. A check valve is set to supplement oilto the pump inlet from
the tank. A pressure relief valve is set as the safety valve.
In order to direct the hydraulic fluid to the right place, and in turn create the possibility of
the 5 different modes, we will have to employ a rider-controlled system of valves and fluid
lines. A schematic of our design can be seen in Figure below, V1, V2, and V3 are the
solenoid valves that will be either open or closed depending on mode. The other valves
pictured are check valves responsible for only allowing fluid flow in the correct direction
(as indicated on diagram). All other components can be seen as labelled.
Fig 2.15: Hydraulic schematic of valve system and Fluid lines
Table 1.2: Hydraulic circuit Operation Modes:
The position of the 3 ball valves in the fluid system will dictate the pressures on each side
of our pump and motor, as well as where the resulting flows are directed. Depending on
which side has a high pressure and which side has a low pressure will translate into which
way torque is applied to the pump motor shaft. A difference in pressure over the pump or

motor will indicate an energy transfer from mechanical energy to hydraulic pressure (or
vice versa). With the pump, it will only ever be able to input energy to the system, by means
of the rider pedaling. This will result in a low pressure at P2, and a high pressure at P3,
converting the rider’s mechanical input into high pressure fluid that can directed to either
the motor or the accumulator.
With the motor, a high pressure at P1 and a low pressure at P2 will result in an accelerating
torque being applied to the rear wheel (by means of the motor gear system).
In order to emulate the “freewheeling” ability of a normal bike, the motor will circulate the
fluid in a closed loop with no energy transfer. This will create a constant pressure during
circulation, and therefore there will be no torque on the motor shaft. Some of these modes
can also function simultaneously. While accelerating, the rider will also be able to pedal,
creating a parallel functioning of the “accelerating” and“pedaling” modes.
Similarly, the rider will also be able to pedal while braking, employ both modes “braking”
and “charging”. Both of these situations will require a large torque from the rider to
overcome the high pressures involved, but the possibility of the parallel functioning
exists nonetheless. Valve 1 is normally closed, and valves 2 and 3 are normally open. This
gives a default mode of “pedaling”. The other modes will be driver chosen, and executed
by the electrical subsystem, which is described in the following section.
Hydraulic Schematic with Respective Fluid Flows/Pressure for Each Mode

In each of the diagrams, the following conventions can be used to understand what is
pictured. A redarrow indicates high pressure flow, whereas the blue arrow indicates low
pressure flow. Agreen circle with a red X indicates a closed valve, while the absence of the
X indicates an open valve.
Fig 1.16: Pedaling Fig 1.17: Coasting
Pedaling: In this mode, the power is provided given by the rider only and the accumulator’s
power is not used. The rider pedals to generate the hydraulic power to power the hydraulicmotor
and thus the rear wheel. This function is achieved by closing valve V1 and opening valves V2 and
V3.
Coasting: In this mode, the power is provided by the circulation of pressurized fluid in a
closed circuit. This function is achieved by closing valve V1 and V3, while opening valve
V2.

Fig 1.18: Accelerating
Accelerating: In this mode, only the accumulator power is used. While using the
accumulator power, all valves V1, V2, V3 remain open. To avoid valve leakage and
maintain the accumulator pressure when the accumulator power is not used, a bidirectional
poppet type valve is chosen for valve V1.
Fig 1.19: Braking Fig 1.20: Charging
Braking: More precisely ‘regenerative braking’, it is used to capture the braking energy
during deceleration. This function is achieved by closing both valves V2 and V3. This turns
the motor into a pump drawing fluid from the reservoir to charge the accumulator. The
stored energy can be used for starting where high torque is needed to overcome the inertia
of the bicycle.
Charging: In this mode of operation, the accumulator is charged with pressurized fluid that
flows from the pump when the pedal cranked. Here the valve V1 is set open, while the
valves V2 and V3 are closed. No torque is produced at the motor and the cycle remains
stationary.

Fig 1.21: (Parallel): Accelerating/Pedaling Fig 1.22: (Parallel): Braking/Charging
Parallel mode (Accelerating/Pedaling): In this parallel mode of operation, both

acceleration and pedaling processes occur simultaneously. This is achieved by toggling all
valves, V1, V2 & V3 open. This mode helps attaining the maximum possible speed.
Parallel mode (Braking/Charging): In this parallel mode of operation, both braking and
charging processes occur simultaneously. This is achieved by opening valve V1 and closing
valves V2 and V3. This mode helps achieving the fastest possible charging of the
accumulator.
1.7 Functional Decomposition

Due to the HRB design of the bike, it will employ the following five modes of operation:
pedaling, coasting, accelerating, braking, and charging.
Pedaling: During pedaling, the energy input from the rider’s feet will be directed as
hydrostatic drive to the rear wheel. A flow chart of this energy transfer can be seen below.
Fig 1.23: Energy Flow During “Pedaling” Mode
Coasting: During coasting, there will be no energy transfer of any sort. Fluid will simply
be circulated without any energy input, output or storage (neglecting fluid losses). Here
the rider will not have to be pedaling at all times. The circulation of the fluid without energy
transfer emulates the “free-wheeling” feature that is
possible on the average bike.

Fig 1.24: Energy Flow During “Coasting” Mode
Accelerating: While accelerating, the energy stored in the accumulator will be released to
accelerate the rider.
Fig 2.25: Energy Flow During “Accelerating” Mode
Braking: During braking, the rider’s kinetic energy will be converted into fluid pressure,
which will then be directed to the accumulator for storage. Energy Flow During “Braking”
Mode
Fig 1.26: Energy Flow During “Braking” Mode
Charging: Charging will also increase the amount of energy stored in the accumulator by
the rider pedaling. This mode will normally be used while the bike is stationary.
Energy Flow During “Charging” Mode
Fig 1.27: Energy Flow During “Charging” Mode
As shown in Figures below, the system will also employ parallel functioning of
accelerating/pedaling and braking/charging, allowing the rider to pedal at all times. Due to
the design of the system and for the convenience of the rider, there will be no required user
signal to allow for these modes to function simultaneously.

Fig 1.28: Parallel Energy flow of “Accelerating” and “Pedaling” Modes
Fig 1.29: Parallel Energy flow of “Braking” and “Charging” Modes
As seen from the foregoing figures, the valve system and fluid lines are integral to each
mode of operation, and will be responsible for making sure each mode functions correctly.
The position of the valves (open vs. closed) will be dictated by a user-input driven control
system. This will then direct the fluid pressures in the desired direction. Thus, achieving
the various modes of operation as per the requirements of the user.

Chapter 2: LITERATURE REVIEW
A Total of 12 Literature papers have been observed throughout the entire Project giving us
insight on various aspects of modelling a Hydro Mechanical bicycle. Most of the papers
were of Parker chainless cycle giving us a preview of the past working bicycles. Summary
of all the papers have been noted below.
2.1 Literature Survey Summary
Dinh Quang Truong, Kyoung Kwan Ahn, Le Duy Khoa and Do Hoang Thinh-
Development of a Smart Bicycle based on Hydrostatic Automatic Transmission [1]: -
This paper develops a newly bicycle concept named smart bicycle (SBIC) with automatic
transmission and energy recuperating ability. The SBIC operation is based on a hydrostatic
transmission (HST). Several HST designs were proposed. Moreover, a use of energy
converting and storing devices was an optional design for the SBIC to recovery energy
during the deceleration or going downhill process, and to support this energy to the hydraulic
system during the acceleration or going uphill process. The working efficiency of the bicycle
was then increased and Simulations were carried out to evaluate the working performances
of the proposed SBIC concepts.
Gianluca Marinaro, Zhuangying Xu, Zhengpu Chen, Chenxi Li Yizhou Mao and
Andrea Vacca [2]: -
This paper describes an innovative design for a hydraulic hybrid bicycle, i.e., the
PurdueTracer. The PurdueTracer is an energy-efficient human-powered hydraulic bicycle
with flexible operation and software aids. An open-circuit hydraulic hybrid transmission
allows PurdueTracer to operate in four modes: Pedalling, Charging, Boost, and
Regeneration, to satisfy users need for different riding occasions. An aluminium chassis that
also functions as a system reservoir was customized for the PurdueTracer to optimize the
durability, riding comfort, and space for components. The selection of the hydraulic
components was performed by creating a model of the bicycle in AMESim simulation
software and conducting a numerical optimization based on the model. The electronic system
equipped users with informative feedback showing the bicycle performance, intuitive
execution of functions, and comprehensive guidance for operation. This paper also describes
the design approach and the main results of the PurdueTracer.
Feng Wang, Michael Bissen, William Ward and Kim Stelson [3]: -
This paper introduces the modelling and design of a hybrid bicycle with hydraulic
transmission. A pump coupled to the pedal shaft provides flow to a hydraulic motor coupled
to the drive wheel shaft, constituting the simplest hydrostatic drivetrain. A hydraulic
accumulator was added to provide large acceleration when needed. This turns the bicycle
into a hydraulic hybrid. A multi-functional hydraulic circuit was designed to achieve
different bicycle functions including human powered mode, hydraulic-powered mode,
regenerative braking and charge mode. A mathematical model was developed to help the
system parameters design. A dynamic simulation model was developed to evaluate the
system performance.

Optimizing a Hydraulic Regenerative Braking System for a 20” Bicycle Wheel: The
University of Michigan ME 450: Design & Manufacturing III Winter 2009[4]:-
A key goal for this team was to build a functioning prototype 20” wheel that weighs less and
has fewer moving parts than previous generations. The team made minimal changes to the
extant hydraulic system, as the parts have been well-researched and recommended by their
sponsor, David Swain of the EPA. Working with Mr. Swain, they created a list of customer
requirements for the project, as well as the final characteristics of the prototype. Their four
categories for engineering specifications were safety, cost, weight, and functionality. Due
tothe conflicting nature of these specifications, it had been difficult to improve many of the
bike’s systems without adversely affecting others. Compromises had been necessary in order
to create a feasible design. In reducing the weight of the prototype compared to previous
designs, they have significantly reduced the number of gears, replaced the bulky fiberglass
hub support system with a lightweight aluminium spoke system, and removed excess
material from the internal support plate (“super bracket”). These modification choices were
made from a broad number of concepts, based on a thorough analysis of the forces and
torques required of each of the components. The main engineering obstacles to implementing
these design improvements have been dealing with the nonstandard interface between metric
and non-metric components, and determining the routing of the hydraulic circuit.
ME450 Fall 2009 Chainless Challenge By Andrew Berwald, Philip Bonkoski, Henry
Kohring, Chris Levay [5]: -
This team had been tasked to design, build, and test a bicycle which incorporates a hydraulic
drivetrain to compete in the Chainless Challenge competition sponsored by Parker Hannifin
Corporation. The student group, BLUE lab, began this project, in conjunction with the
hydraulic drivetrain, a fluid accumulator will allow the storage of energy, enabling
regenerative braking and the release of energy when assistance in acceleration is needed. The
use of regenerative braking gives our design a competitive edge by capturing normally
wasted energy. They have emphasized drivetrain efficiency and safe functioning in order
tocreate a fast, reliable bicycle, which are essential characteristics in meeting their goal of
winning the competition.
2012 Parker Chainless Challenge - Hydraulic System By Patrick Eldridge-

UNIVERSITY OF CINCINNATI [6]: -
This project emphasized on further improvements on existing hydraulic systems as discussed
in earlier papers. The results of the survey and quality function deployment were analysed
to produce a list of features, which were used to generate the product objectives, or what they
intended to incorporate into the vehicle. This list is sorted from most important to least
important, based on the quality function deployment. The major sections are the same list
ofcustomer features from the survey and Quality Function Deployment. The line items
under the customer features are testable and/or measurable, and will be how the feature is
manifested in the vehicle.
11% Safety: Protected moving parts and plastic guards covering pinch points. Vehicle will
have multiple, fully active, independent brakes that provide a failsafe braking condition.
Rider protected from high pressure fluid with guards.

Accumulators not to be charged beyond manufacturer’s specifications.

11% Ease of operation: Can be operated by one-person Operator needs to be of average
physical condition
11% Maneuverability: 10ft radius maximum for U-turn Handle bars for control.
11% Reliability: Factor of safety to be enforced in design, per a reputable engineering text.
All hose connection will be tightened to manufacturer’s recommendations Assembly
methods will include the use of Loctite on all mechanical fasteners.
10% Speed: Maximum cruising speed 17-25 mph.
10% Price: Non-prototype production costs are less than $2500.00 per vehicle
10% Ease of maintenance: Drain plugs in convenient locations for replacing fluid Standard
size nuts and bolts. Standard size hydraulic equipment. All nuts and bolts placed so wrenches
can reach them.
Hydraulic Bicycle Thesis [7]: -

A chain and sprocket bicycle cannot provide enough torque and has a mechanical advantage
which is less than one. This makes it difficult to operate on low speed especially with heavy
loads and when ascending a gradient. However, with the technology of fluid power systems
which are used in doing work which requires high torque. They took advantage of the force
multiplication ability in doing their project. The manufacture and application of hydraulic
power systems is generally expensive. Hence a hydraulic powered bicycle is quite expensive
to build than a conventional chain and sprocket bicycle. Following this they designed and
fabricated a hydraulic powered bicycle for demonstration at a price of 36000 rupees. This
bicycle is powered by human labour by pedalling at an average speed of 70 rpm just as a
chain and sprocket bicycle but a lesser torque has to be applied to produce a huge torque
onthe rear wheel.
Simulation of a Hydraulic Powertrain by Peter M Bombara, Bradley

E. Thomas, Levi J. Scheenstra- WESTERN MICHIGAN UNIVERSITY [8]: -
Computer modeling and physical testing was used to provide information on the system’s
dynamic behavior. The project focus was on creating a simulation model to evaluate
performance in different configurations. The project took place in three stages. In the first
stage, the simulation model was built in a virtual environment using ‘simulink’ software.
Inthe second stage, the simulation model was validated by testing of the hydraulic pump
and motor as well as the performance of the existing hydraulic bicycle. The third stage of
the project involved the analysis of the simulation data. This data was collected to further
improve the performance parameters.
Working Model of Hydraulic Bicycle by Santhosh Kumar, Ravi Kant Gautam, Vivek
Singh, Saurabh Yadav-VISHVESHWARYA INSTITUTE OF ENGINEERING
AND TECHNOLOGY [9]: -
The bicycle was made up of a great array of both mechanical and hydraulic equipment. It
incorporated three drive modes namely, the direct drive mode wherein the fluid was simply
circulated through the hydraulic circuit, the regenerative Braking mode where, the system
would store energy while coasting downhill, and finally the assisted drive which would allow
the user to either use accumulator energy alone or to pedal alongside for gaining additional
power with minimal effort input. The effect each component had on the performance was

investigated at the end. The model allows the user to change any of these components. The
performance data was finally reviewed.
Fluid Power Vehicle Challenge The Incompressibles by Russell Posin, David Vitt,
Nicholas Gholdoian and Kyle Franck- CALIFORNIA POLYTECHNIC STATE
UNIVERSITY [10] :-
The goal of this project was to build a human powered vehicle that uses hydraulic fluid as
a means of power transfer between the rider and the wheels. This Final Design Review
document outlines in detail the final design hydraulic bicycle and results through testing. It
included justification for why key design parameters were chosen and how they are
expected achieve performance goals. The bicycle was benefited from the new hydraulic
system that utilized more appropriate poppet-style solenoid-driven valves to reduce internal
leakage and the same bent-axis style pump and motor. The mechatronics system was based
on an Arduino system, using a pre-designed computer system to expedite the development
time and ensure a properly controlled bicycle.
Fluid Power Vehicle Challenge Final Design Review by Jacob Torrey, Aaron Trujillo,
Kayla Londono and Bryson Chan- CALIFORNIA POLYTECHNIC STATE
UNIVERSITY [11]: -
The FPVC combined mechanical engineering disciplines to design and manufacture a
vehicle that utilizes hydraulic power. Rolling resistance has been drastically reduced using
quality road racing tires. The bike was designed to be more user friendly.
SIMULATION OF RIDING A BICYCLE USING SIMULINK by Jason Thomas

Parks B.S., California State University, San Jose, 1999 [12]: -
Simulation of a bicycle was built in Simulink. A logic controller was designed to control
the cadence through the manipulation of the applied force. The simulation data about how
a bicycle performs was generated with good accuracy.
These papers have helped us to determine concepts like - analytical and component
specifications, utilizing HRBS to pump incompressible hydraulic fluid into high-
pressure accumulators, the operation of check valves and control valves during
different instances, methods to use SIMULINK software and build an artificial
environment etc.,

Chapter 3: PROBLEM STATEMENT AND OBJECTIVES
3.1 Problem statement and Developments:

Considering the use of bicycles in local transport, sports, and commercial basis, there has
been a challenge in its effective use in terms of the tractive effort to overcome certain loads
especially when ascending a hill, when heavier loads are being carried, when they are used
by the disabled and the aged. The chain and sprocket system alone cannot provide the
required power.
Riding the bicycle in rough terrains can cause rattling of the chain, its exposure to
environmental elements thus causing wearing and reducing it operational life.
In an electric powered bicycle regular charging and checking on battery leakage makes it
inconvenient for regular use.
Providing high power output while accelerating tends to deplete the battery quickly,while
also tending to stress the battery, this reduces the battery cycle life, thereby requiring it to
be replaced. This proves quite uneconomical.
Design Aspects:
Rider’s cycling torque should not exceed 100 Nm
It should produce low noise.
It should be able to multiply input force i.e. Mechanical advantage achieved should be more
than one.
Hydraulic fluid should be able to operate in Indian ambient conditions.
It should achieve an average speed of 15km/h.
Tractive effort should overcome a grade of 9% at full load.
Full load should not exceed 200 kg.
Hydraulic fitting should be able to with working pressures of up to 35 MPa.
Maintenance
Easy access of parts for cleaning.
Changing of hydraulic fluid should be simple.
Easy assembly of parts.
No special tools for maintenance
Environment
Pollution due to leakages of fluid should be minimal.
Temperature operation range should be between 10˚C to 40˚C.
Weight and Size

1. It should not weigh more than 20kg.
2. Its lateral width should not be more than 0.4m.

3.2 Objectives:
Primarily it was decided to dilute the effort required by the user, to assist in strain free and
smooth riding experience. As the pollutant emissions from engine-run vehicles have
incurred enough damage to the ecological system, it is of the need that we try reducing the
carbon footprint as much as possible. Electric bicycles although overcome few of the
aforementioned disadvantages, they too have shortcomings, which the hydraulic circuit
concept majorly overcomes. The objectives set for the project development are:
Reducing the effort required by the user as much as possible by increasing mechanical
advantage up to an appropriate level, well above one, along with an externally assisting
power source.
Providing a low cost, low maintenance, eco-friendly and a dependable means of transport
to all sections of the society.
Aiding in a hassle-free switching of different operation modes by a well-designed and

responsive logic circuit.

Chapter 4: METHODOLOGY:
4.1 Concept:
As discussed in the literature survey, the first concept of hydraulic drivetrain is selected. In
this concept, the pump pressurizes the fluid that goes to the motor when peddling while the
pump is coupled to the pedals using gears to improve the input pump RPM. The motor is
coupled to the rear wheel using gears. The return line from the motor drains fluid into a
reservoir, the pump suctions fluid from the reservoir.
A hydraulic drivetrain is chosen in this design due to its high-power density. The simplified
hydraulic schematic of the hybrid bicycle is shown in the below figure. The drivetrain is a
hydrostatic transmission consisting of a fixed displacement pump and a fixed displacement
motor. To reduce bicycle weight, the drivetrain is designed as a closed circuit. The rider
inputs torque to the pump through pedals and a gearing arrangement (pump gear). The
motor drives the rear wheel through another set of gearing arrangement (motor gear). A
hydraulic accumulator is installed in the high-pressure line, with an on off valve set between
the accumulator and the line. The bicycle drivetrain is a series hydraulic hybrid system.
Besides the pump, motor and the accumulator, there are some other components in the
bicycle including a hand pump for manual charge, a plastic reservoir, control valves and
hoses, a control panel, a 12 V battery, a speedometer and some mounting brackets.
Fig 4.1: Concept Model Fig 4.2: Concept Schematic
Principle of operation
The actuation of the motor is carried out on the basis of Hydrostatic principle. The hydraulic
circuit comprises a pump to drive a motor coupled to the rear wheel. When cycling the
pedals are used to pressurize fluid which goes to the rear wheel using hoses, the fluid returns
to the pump using a drain line.

Mounting of components on the bicycle

In this concept the pump is cranked up the pedals through a gearing arrangement, this
increases the pump RPM.The gear fixed to the bicycle at the bottom bracket, is keyed into
the pedal shaft. For goodmeshing of pump gear and pedal gear, the pump is mounted on a
mild steel plate which is bolted to the bicycle frame. The motor is attached to the reducer
gearbox at the rear, by bolting it around its square flange. It is also mounted on a mild steel
plate which is welded to the bicycle frame. All the fittings are welded to the frame.
4.2 Hydraulic Circuit:

Automation Studio provides a user-friendly platform with access to built-in component
libraries to help accelerate your design process. With integrated simulation capabilities,
quickly animate, analyze and validate systems performance.
All technologies can be linked together to create and simulate an entire machine.
Four drive modes must be implemented in the hydraulic circuit: direct drive, accumulator
discharge, accumulator regenerative braking, and PowerDrive.
1. Direct Drive Mode:
Fig 4.3: Direct Drive Hydraulic Circuit
Direct drive mode connects the pump and the motor via the reservoir and two valves
as shown in Figure. In this mode, fluid flows from the pump through two valves
before reaching the reservoir; each valve has a pressure drop associated with it that
has a direct relationship with flowrate.
This mode allows for pressure generated from the rider through the pump to be
utilized directly by the motor. The pump not only needs to be connected to the
motor but also must have the suction side directly connected to the reservoir to pull
fluid and avoid air entering the system.

2. Discharge Mode:
Fig 4.4: Discharge Mode Hydraulic Circuit
Discharge mode allows for the pressurized fluid stored in the accumulator to discharge
through the motor to propel the bicycle forward. Fluid travels from the accumulator
through one valve to the motor, then through a second valve to the reservoir, as seen in
Figure. Because of the high pressures associated with the discharge mode and a flow rate
dictated by the speed of the bicycle, the pressure drop across the valves in discharge mode
is not as considerable as in direct drive mode.
Comparatively, the pressure drop throughout the 2 solenoids in discharge mode is small
when considering the high operating pressure of the accumulator.

3. Recharge Mode:
Fig 4.5: Recharge Mode Hydraulic Circuit
Regenerative braking mode utilizes the energy associated with the motion of the bike to
build pressure in the accumulator. When this mode is engaged, the motor at the rear wheel
acts as a pump, increasing the pressure and volume of the accumulator. Fluid flows from
the motor through a one-way valve into the accumulator; this one-way valve prevents the
accumulator pressure from discharging back into the motor and causing the wheel to spin
the opposite direction. The motor pulls fluid from the reservoir, as seen in Figure.

4. PowerDrive Mode:
Fig 4.6: PowerDrive Mode Hydraulic Circuit
The Figure shows the PowerDrive circuit which is similar to Direct Drive Model with the
addition of Boost system consisting of the accumulator. Here both pedaling and
accumulator is used to power the rear wheel giving it an extra boost during the discharge
of fluid.

Chapter 5: ANALYTICAL CALCULATIONS
5.1 Calculations:
Parameters used for calculations
Rear wheel radius (rw) = 0.3 m
Radius of sprocket (rc) = 0.17 m
Coefficient of friction between the wheel tire and road surface = 0.5
Maximum operating pressure = 10 MPa
Power input = 300W
Rolling friction coefficient b/w rubber and asphalt rf = 0.004
Mechanical efficiency(η) of pump and motor are: 72% and 90% respectively
Volumetric efficiency(η) of pump and motor is: 92%
Fig 5.1: Human Power Input
From the Fig 5.1, The Average Power producing capacity of a Human is determined to be
close to 300W.
At Level Road conditions and steady state Conditions:

• No adhesive force
• Constant velocity
• No acceleration forces
• Density of air = 1.2 Kg/m3
Considering aerodynamic diagram at relative wind velocity of 10.55 m/s

Drag Force,Fd = (0.5*Cd*ρ*A* v2) = 0.9*(1/2) *1.2*1.5*0.3*(10.562) = 27.1N
Rolling friction resistance Fr = r*W = 0.004*110*9.81 = 1.08N
Total resisting force Ft = 27.1+1.08 = 28.18 N
Torque required at wheel (rear) Tw = r*Ft = 0.3*28.18 = 8.45 Nm
Torque at motor,Tm= 8.45/30 = 0.281 Nm

Motor calculations: -
Gear ratios
GR1 = Pedal Sprocket to pump (1:40)
GR2 = Motor to freewheel (30:1)
Required torque at hydraulic motor shaft
Tm(max) = Tw/GR2 = 8.45/30 = 0.281 Nm
Maximum displacement of the motor is then derived as
VDm(max) = 2πT/ΔP = 2π×8.45/1×106= 1.77 ~ 2.0 cc/rev
2cc motor to be selected.
Considering mechanical losses:
Pm = Power available at motor (i.e. ηt = ηp *ηm= 72*90)
ηt = 65%
ωm = Angular velocity of motor Pm = 0.65*300 = 195W
we know that Pm=Tm×ωm
→195 = 0.281*ωm
→ωm = 693.95 rad/s (6626.74rpm)
Qinm(max) = VDm*Nm = 2*10-3*(6626.74) = 13.25 L/min
ωms(wheel) = ωm /GR2 = 693.95/30 = 23.13 rad/s
V(wheel) = r *ωms = 0.3*23.13 = 6.94 m/s = 25 km/hr
Fig 5.2: Motor performance curves
Therefore, a Velocity of 25 kmph could be reached considering the efficiencies of gear

pumps chosen, however depending on the type of pumps chosen for example High
Performance Series of Bosch Rexroth and Parker Pumps having better efficiencies can
deliver higher speeds.
Pump Calculations:
9cc pump to be selected = VDp (From graph) VDp*Δpp = 2πTp
9*10-6*1*106 = 2πTp
Tp = 1.43 Nm
We know that P=Tp×ωp
300= 1.43* ωp
→ωp= 209.79 rad/s (2003.35 rpm)
For angular velocity of pump =ωps/ ωp = GR1= 1/40=>ωps = 209.79/40 = 5.24
rad/s (50 rpm)
Qin required to be supplied by pump Qinp=Qm/ (0.92×0.92) =13.25/ (0.92×0.92) =
15.65 lpm
Using the Equation for power available at the motor, we learn that pedal crank speed of 50
rpm is required to pump in 15.65 lpm of oil with the implementation of suitable gear boxes
considering max cadence to be 80 rpm into the Hydraulic Circuit to drive at 25 kmph.

5.2 Performance Characteristics:

From the Analytically Calculated values and interpolated values Performance
characteristics are drawn using Python programs in order to study the nature of variations
amongst different parameters/variables and their interdependencies.
Motor Displacement v/s Torque

import matplotlib.pyplot as plt
x= [ 0.16, 0.32, 0.48, 0.64, 0.80, 0.95]
y= [ 1, 2, 3, 4, 5, 6]
plt.plot(x,y, color='red', marker='.',markersize='10', linestyle='-', markeredgecolor='blue')
plt.title("Motor Displacement v/s Torque")
plt.xlabel("Torque(Nm)")
plt.ylabel("Motor Displacement (cc)")
plt.show()
Fig 5.3: Motor Displacement v/s Torque
Speed v/s Torque

x= [0.16, 0.32, 0.48, 0.64, 0.80, 0.95]
y= [ 43.88, 21.94, 14.63, 10.97, 8.78, 7.39]
plt.plot(x ,y, color='green', marker='D', markersize='5', linestyle='-',
markeredgecolor='blue' )
plt.title("Speed v/s Torque")
plt.xlabel("Torque (Nm)")
plt.ylabel("Speed (Km/hr)")
plt.show()

Fig 5.4: Speed v/s Torque
Pump displacement v/s Torque

x= [1.11, 1.27, 1.43, 1.59, 1.75, 1.91]
y= [ 7, 8, 9, 10, 11, 12]
plt.plot(x,y,color='blue',marker='x',markersize='8',linestyle='-',markeredgecolor='purple' )
plt.title("Pump displacement v/s Torque")
plt.xlabel("Torque (Nm)")
plt.ylabel("Pump Displacement (cc)")
plt.show()
Fig 5.5: Pump displacement v/s Torque

Pump displacement v/s System flow rate

x= [7, 8, 9, 10, 11, 12]
y= [11.2,12.8,14.4,16,17.6,19.2]
plt.plot(x,y,color='green',marker='.',markersize='13',linestyle='--',
markeredgecolor='purple')
plt.title("Pump displacement v/s System flow rate")
plt.xlabel("Pump Displacement (cc)")
plt.ylabel("System flow rate (LPM)")
plt.show()
Fig 5.6: Pump displacement v/s System flow rate
Pump speed v/s Pump flow rate

x= [500, 1000, 1500, 2000, 2500, 3000]
y= [4.5,9,13.5,18,22.5,27]
plt.plot(x,y,color='orange',marker='p',linewidth='2.5',markersize='8',linestyle=':',
markeredgecolor='indigo')
plt.title("Pump Speed v/s Pump flow rate")
plt.xlabel("Pump Speed (RPM)")
plt.ylabel("Pump flow rate (LPM)”)
plt.show()

Fig 5.7: Pump speed v/s Pump flow rate
Motor speed v/s Motor flow rate

x= [3000, 4000, 5000, 6000, 7000, 8000]
y= [6, 8, 10, 12, 14, 16]
plt.plot(x,y,color='green',marker='x',markersize='8',linestyle='-.',
markeredgecolor='indigo')
plt.title("Motor Speed v/s Motor flow rate")
plt.xlabel("Motor Speed(RPM)")
plt.ylabel("Motor flow rate (LPM)")
plt.show()
Fig 5.8: Motor speed v/s Motor flow rate

Chapter 6: COST ESTIMATION
Table 6.1: Cost estimation report:

Item No Description Quantity Total Cost
1 𝑊𝑜𝑟𝑚 𝐺ear Box 2 𝑁𝑜𝑠 4000
2 𝐵𝑙𝑎𝑑𝑑𝑒𝑟 𝐴𝑐𝑐𝑢𝑚𝑢𝑙𝑎𝑡𝑜𝑟 6𝐿 1𝑁𝑜𝑠 6000
3 𝐶ℎ𝑒𝑐𝑘 𝑣𝑎𝑙𝑣𝑒𝑠 3 𝑁𝑜𝑠 750
4 𝐵𝑎𝑙𝑙 𝑉𝑎𝑙𝑣𝑒𝑠 2 𝑁𝑜𝑠 500
5 𝐻𝑜𝑠𝑒 1𝑁𝑜𝑠 − 5𝑚 1000
6 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝑅𝑒𝑙𝑖𝑒𝑓 𝑉𝑎𝑙𝑣𝑒𝑠 1 𝑁𝑜𝑠 800
7 𝐹𝑖𝑡𝑡𝑖𝑛𝑔𝑠 25 𝑁𝑜𝑠 1500
8 𝑅𝑒𝑠𝑒𝑟𝑣𝑜𝑖𝑟 1 𝑁𝑜𝑠 600
9 𝐹𝑖𝑙𝑡𝑒𝑟 1 𝑁𝑜𝑠 200
10 𝑂𝑖𝑙(𝑉𝐺 22) 1 𝑁𝑜𝑠 − 8 𝑙 800
11 𝑃𝑢𝑚𝑝(9𝑐𝑐) 1 𝑁𝑜𝑠 3500
12 𝑀𝑜𝑡𝑜𝑟(2𝑐𝑐) 1 𝑁𝑜𝑠 2800
Total Cost is estimated to be 22450+3000 (Depending on the Bicycle required by the user)
+550 Miscellaneous cost +1200 TIG Welding = 27,200/-

Chapter 7: COMPONENTS AND CAD MODELING

Solidworks is a solid modeling computer-aided design (CAD) and computer-aided
engineering (CAE) computer program published by Dassault Systèmes.
All the parts, assembly and rendering of the Hydraulic bicycle was done using the CAD
software Solidworks.
7.1 Part Design

Bladder type Accumulator
Bladder-type accumulators consist of a seamless cylindrical pressure container (1) made of
high-strength steel. An elastic bladder (2) mounted inside the container separates the
accumulator into a gas side and a fluid side. Via the gas valve (4), the bladder is filled with
nitrogen up to the intended gas filling pressure p0. The oil valve (3) located inside the oil
port of the bladder-type accumulator closes if the pressure on the gas side is higher
compared to the fluid side. This prevents the bladder from entering the oil channel and
being destroyed. When the minimum operating pressure is reached, a small fluid volume
should remain between the bladder and the oil valve in order to prevent the bladder from
hitting the valve during each expansion process. The gas valve (4) consists of sealing cap
(4.1), gas valve inserts (4.2), gas prefill valve body (4.3), and O-ring (4.4). These parts can
be replaced individually. The type cap (7) includes the technical data and features of the
hydraulic accumulator.
Table 7.1: Parts of the Accumulator
1 Containers
2 Bladder
3 Oil valve
4 Gas valve
5 Gas valve support
6 Nut
7 Type cap
8 Cover cap
9 Protective cap of oil

valve
Fig 7.1: C/S view of Accumulator

Fig 7.2: Accumulator CAD Model Fig 7.3: Accumulator Dimensions
Table 7.2: Accumulator Dimensions

Nominal h Ød a b Øe Øf Øg SW
capacity (l)
(mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm)
6 535.5 166.3 65 715 G1 1/4” 52.4 36H8 50
External Gear pump

The external gear pump consists essentially of a pair of gear wheels supported in bearing
bushes and the housing with a front and a rear cover. The drive shaft protrudes from the
front cover where it is usually sealed by the shaft seal ring. The bearing forces are absorbed
by slide bearings. These are designed for high pressures and have excellent dry-running
qualities, especially at low rotational speeds. The gear wheels have 12 teeth. This keeps
both flow pulsation and noise emission to a minimum. The internal sealing of the pressure
chambers is achieved by operating pressure-dependent forces. This ensures optimum
efficiency. On the outer face, the movable bearing bushes are pressurized with operating
pressure and pressed as seals against the gear wheels. Special seals form the boundary of
the pressurized zone. An external gear pump having a displacement of 9cc/rev has been
considered for the project.
Fig 7.4: 9cc External gear pump CAD Model

Fig 7.5: Exploded view of external gear pump
Table 7.3: Parts of external gear pump:

1 Snap ring 8 Housing seal ring
2 Shaft seal 9 Pump housing
3 Front cover 10 Bearing bushing
4 Slide bearings 11 Axial field seal
5 Centring pin 12 Supporting element
6 Gear wheel 13 Rear cover
7 Drive shaft 14 Torx screws
Pump Dimensions:
Fig 7.6: Side view and front view of external gear pump
Table 7.4: Dimensions of external gear pump

Displacement A B C D E F G H I
(cc/rev) (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm) (mm)
9 172 100 105 101 55 38.1 17.5 71.67 61

External gear motor

If pressurized oil is fed into the motor, a torque can be obtained from the shaft leading out
of the housing. Motors can be either for one direction of rotation or reversible. An
external gear motor with a displacement capacity of 2cc/rev has been considered for the
project.
Fig 7.7: External gear motor CAD Model
Fig 7.8: Side view and front view of external gear motor
Table 7.5: Dimensions

Table 7.5 of the external gear motor
Displacement A B C D
(cc/rev) (mm) (mm) (mm) (mm)
2 33.8 69.6 12 30

Gear Box
Right angle gear box (pump)
They are characterized by the fact that the drive shaft and the output shaft are arranged at
an angle of 90o . It is being used to limit the installation space when coupled with the gear
pump. A gear ratio of 1:40 is used for the hydraulic bicycle project.
Fig 7.9: Right angle Gearbox CAD Model
Fig 7.10: Side view and front view of right angle gearbox

Table 7.6: Dimensions of right angle gearbox:

Table 7.7: Specifications of right angle
Dimensions All dimensions gearbox:
in mm
Specifications Values
D1 50
Nominal 13.8
D2 3.4 output torque
(N.m)
D3h6 13
Nominal input 3000
D4g5 35
speed (rpm)
D5 15
Max input 6000
D6 M4x0.7P speed
D7 56 (rpm)
L1 42.6 Max radial 350
L2 26 load
L3 5.5 (N)
L4 1.5 Max axial 320

load
L5 15
(N)
L6 2
Operating -10 to +90
L7 4 temp
L8 129.6 (oC)
L9 4 Service life 20,000
L10 14 (hr)
L11 135 Efficiency >90%
C12 46
C22 M4x0.7P
C32 <8/<11
C42 29
C52 30
C62 6
C72 42.6
C82 25
C92 70.8
B 5
H 15

Gear box (motor)

A gear box coupled to the external gear motor with a gear ratio of 30:1 has been selected
for the project. To assist in the ease of mounting the 2cc motor upon it the model with
square flange with slots for bolting is chosen.
Fig 7.11: Square flange gearbox CAD Model
Fig 7.12: Side view and front view of Square flange gearbox

Table 7.8: Dimensions of square flange

gearbox:
Dimensions Dimensions in mm
B1 6
D1 100
D2 6.5
D3 20
D4 35
D5 80
D6 80
D20 14
D21 80
H1 22.5
L1 162.5
L2 89
L3 40
L4 36
L5 28
L6 4
L7 3
L8 10
L22 33.5
Q1 90
Z M6x16

Valves
• Check valves
A spring loaded check valve incorporates a spring to assist in closing the check
valve. They are designed to close prior to fluid flow reversal. Preventing backflow
eliminates the hydraulic shock also known as water hammer. The material of the
spring-loaded check valve is made of brass or bronze and it is corrosion resistant.
The flow indicator is marked on the surface of the check valve.
Fig 7.13: Check Valve CAD Model Fig 7.14: C/S view of check valve
Table 7.9: Parts of check valve

Position Description
1 Body
2 Pin
3 Spring
4 Plate
5 Washer
6 Plug
7 Adhesive
8 Nut
• Ball Valves
Ball valves use a metal ball with a hole bored through the centre, sandwiched
between two seats to control flow. By rotating the ball, a quarter turn (90 degrees)
around its axis, the hydraulic fluid can flow through or is blocked. The material of
ball valve is made of stainless steel. A total of three ball valves (3/4”) have been
used in hydraulic circuit for the project.

Fig 7.15: Ball Valve CAD Model Fig 7.16: Dimensions of ball valve
Table 7.10: Parts of ball valve

1 Body
2 Cap
3 Ball
4 Seat
5 Stem
6 Stem seal
7 Stem packing
8 Gland
Fig 7.17: Parts of ball valve
9 Washer
10 Nut
11 Handle
12 Handle sleeve
13 Body gasket
• Pressure Relief Valve (PRV)
A pressure Relief Valve is a safety device designed to protect the hydraulic system during
an overpressure event. The pressure relief valve must open at a predetermined set pressure,
flow a rated capacity at a specified overpressure, and close when the system pressure has
returned to a safe level. Pressure Relief Valves is designed with materials compatible with
many process fluids from simple air and water to the most corrosive media.
They are designed to operate in a consistently smooth and stable manner on a variety of
fluids and fluid phases.
The PRV being used for the Hydraulic bicycle project is a Kunkle pressure relief valve. It

has a large nozzle design that provides high capacity. Warn ring offers easy adjustability
for precise opening with minimum pre-open simmer and exact blower down control. Pivot
Between disc and spring corrects misalignment and compensates for spring side thrust. A
lift handle is provided for easy manual testing.
Fig 7.18: Pressure relief valve CAD Model Fig 7.19: C/S view of pressure relief valve
Table 7.11: Parts of pressure relief

valve:
1 Nozzle
2 Set screw
3 Regulator ring
4 Disc
5 Spring step
6 Spring
7 Body
8 Compression screw
9 Stem
10 Lift pin
11 Regulator ring set screw

Hydraulic Reservoir
The main function of a reservoir is to hold system hydraulic fluid in a convenient location
for the pump inlet. In addition to system requirements, the reservoir also holds excess fluid
needed when the hydraulic system is in operation. This excess fluid is needed when an
accumulator is being charged.
The reservoir is used along with a plastic breather cap which is temperature resistant up to
100oC that allows air and moisture to exit the reservoir as the fluid level in the reservoir
rises, helping to eliminate air bubbles and moisture that can affect system performance.
They also filter ambient air that is pulled into the reservoir as fluid levels in the reservoir
fall to prevent airborne contaminants from entering the system.
Fig 7.20: Reservior with breather CAD Model
Fig 7.21: Dimensions of reservoir (mm)
Fig 7.22: Breather cap CAD Model
Fig 7.23: C/S and top view of breather cap

Hydraulic Hose
A hydraulic hose is a synthetic rubber tube surrounded by some sort of flexible strength
enhancing winding, such as metal or fiber, and then covered in another rubber carcass. The
reinforcement windings are what give the hose its flexibility and strength, and these
reinforcements can be either braided or spiral wound.
Hose with
one braid
Hose with
two braids
Hose with
four braids
Fig 7.24: Types of hoses
A black rubber type hydraulic hose with one steel wire braid has been used to connect the
different hydraulic components in the project.
Fig 7.25: Single steel wire braided hose
A hose assembly consists of a hose and hose fittings.

Each of these components is rated independently in terms of working pressure. The
maximum working pressure for the assembly is the lowest maximum working pressure
between the fittings and hose.

Fig 7.26: Hose fittings Fig 7.27: Hose
Table 7.12: Hose specifications

Type OD Working Bursting Bending Working
(inches) pressure pressure radius temperature
(Bar) (Bar) (mm) (oC)
Rubber 0.5 225 900 100 -40 to 100
Hydraulic fittings and joints

A fitting or adapter is used in pipe systems to connect straight sections of pipe or tube,
adapt to different sizes or shapes, and for other purposes such as regulating (or measuring)
fluid flow. These fittings are used in plumbing to manipulate the conveyance of the
hydraulic fluid within a system of pipes or tubes.
The joints that are used in the project include the 45o, 90o, 135o and the straight fitting.
Fig 7.28: 45o pipe fitting CAD Model Fig 7.29: 90o pipe fitting CAD Model
Fig 7.30: 135o pipe fitting CAD Model Fig7.31: straight pipe fitting CAD Model
Pipe Tee is a type of pipe fitting which is T-shaped having two outlets, at 90° to the

connection to the main line. It is a short piece of pipe with a lateral outlet. Pipe Tee is used
to connect pipelines with a pipe at a right angle with the line. Pipe Tees are widely used as
pipe fittings.
Fig 7.32: Tee hose fitting CAD Model Fig 7.33: Tee Accumulator fitting CAD Model
7.2 Assembly
All the individual components that were modelled were assembled using the assembly
feature of SolidWorks to form the hydraulic circuit which was further integrated with the
bicycle. The 6 litre accumulator was positioned on the rear seat (support) of the bicycle.
The reservoir along with the breather was mounted on the bicycle frame. The gear pump of
9cc displacement along with the pump gear box were fixed in place and attached to the
pedal crank. The external gear motor is of 2cc displacement and its gear box were
assembled with the rear wheel of the bicycle. All the hydraulic components were fitted with
hoses, valves, joints and fittings in a convinient manner to obtain a hassle free operation of
the Hydraulic bicycle project.
Fig 7.34: Right side view Fig 7.35: Front view
Fig 7.36: Left side view Fig 7.37: Top view

Fig 7.38: Isometric view
Exploded View and Bill of Materials:

The figure below shows all the components of of the assembly.
Fig 7.39: Exploded view of the Hydraulic bicycle

Bill of Materials (BOM) – Hydraulic bicycle:

The table below shows the various numbered parts in the exploded view and the
corresponding quantity.
Table 7.13: Parts of the hydraulic bicycle

Item No. Description Qty
1 Bicycle 1
2 Motor gearbox 1
3 External gear motor 1
4 T fitting 6
5 Knuckle Pressure relief valve 1
6 Ball valve 3
7 45o fitting 3
8 Bladder type Accumulator (6L) 1
9 Accumulator T fitting 1
10 Reservoir (8L) 1
11 External gear Pump 1
12 Pump gearbox 1
13 Right brake lever 1
14 Left brake lever 1
15 Brake disc 2
16 Brake calliper 2
17 Check valve 2
18 135o fitting 2
19 90o fitting 6
20 Hose 1

7.3 Rendering
In computer-aided design (CAD), a rendering is a particular view of a 3D model that has
been converted into a realistic image. It includes basic lighting as well as more sophisticated
effects that simulate shadows, reflection and refraction. The rendering of the assembled
bicycle CAD model was done using SolidWorks Visualize which is a photo-realistic
rendering tool that utilizes the CAD data to create quality images.
Fig 7.40: Rendered left side view Fig 7.41: Rendered right side view
Fig 7.42: Rendered hydraulic bicycle CAD Model

Chapter 8: MATLAB SIMULATION: RESULTS

AND DISCUSSION
8.1 Introduction
MATLAB is a high-performance language for technical computing. It integrates
computation, visualization, and programming in an easy-to-use environment where
problems and solutions are expressed in familiar mathematical notation. Typical uses
include: Data analysis, exploration, and visualization.
Simulink library has been used for simulating different modes in the circuit of the Hydraulic
Bicycle. Simulink provides a graphical editor, customizable block libraries, and solvers for
modelling and simulating dynamic systems. It is integrated with MATLAB, enabling us to
incorporate MATLAB algorithms into models and export simulation results to MATLAB
for further analysis.
Fig 8.1: Simulink
Simscape is a part of Simulink where the signal flow is bi-directional between blocks. It
enables us to rapidly create models of physical systems within the Simulink environment.
With Simscape, we have built physical component models based on physical connections
that directly integrate with block diagrams and other modeling paradigms. It has aided us
in simpler modeling of our hydraulic system.
Fig 8.2: Simscape

Modelling pedalling motion:
Fig 8.3: Pedal Forces Fig 8.4: Crank force and crank angle
We know that the forces acting on the pedal are dynamic in nature.
Fc=Frider cos𝜃c ….. (8.1)
This model was derived from Okajima’s work (1983). The figure 8.3 shows the forces on
the pedal as well as foot and leg position as the crank goes around one revolution. The
forces appear to be cyclical, maximum when the crank is pointing forward and minimum
when the crank points backward. The force perpendicular to the crank appears to be at a
maximum when the crank is horizontal.
To simplify the way the forces are applied the forces are taken to be only in the vertical
direction. Since there are two cranks 180° out of phase from one another when one crank
is not being pushed the other is. Therefore, equation (8.1) is modified such that when the
crank angle, 𝜃c, is 0°, or a multiple thereof, measured from the horizontal the perpendicular
force, 𝐹c, is maximum and when 𝜃c is 90°, or a multiple thereof, 𝐹c is zero. This is
accomplished by taking the cosine of twice the angle, adding one to make it always positive,
and dividing by two to stay between zero and one. The resulting equation for 𝐹c from 𝐹rider
is given in equation 8.2
Fc=Frider ½ (cos2θ + 1)…..(8.2)
This equation will be used to model the pedalling motion in the Simscape circuit.
Fig 8.5: Plot of Graph showing ½(cos2θ + 1)

8.2 Drive Modes

There are four modes present in the hydraulic circuit namely:
1. Direct Drive model
2. Accumulator Discharge model
3. Accumulator Recharge model
4.Direct PowerDrive model
8.2.1 Direct Drive Model:
Fig 8.6: Direct Drive Mode-a
The model currently predicts steady state characteristics of the bike at a certain rider
cadence in RPM. The constant angular velocity source travels from the pedalling subsystem
through the front gear ratio into the pump and through another motor which spins the rear
wheel through a rear gear ratio.
Fig 8.7: Direct Drive Mode-b

The Circuit also includes Equivalent fluid resistance of the pipes from the accumulator to
the motor, the motor inertia, the fluid properties, the rolling resistance on the rear tire, and
the total bike mass. The purpose of this model is to quantify hydraulic losses from the
circuit to differentiate which configuration is most efficient and meets our leakage
requirement. Simscape can also output forces as well as motion and the direct drive model
will be useful to predict the initial pedalling torque experienced by the rider and the bike’s
top speed to drive gear ratio selection. Simscape’s robustness will also allow us to recreate
our intended hydraulic circuit for each drive mode to test its feasibility before implementing
it on the actual bike. The sinusoidal torque is inputted through the pump, lines and motor
to the rear wheel.
Sensors have been placed before and after the pump and motor respectively to measure the
velocity and torque.

Fig 8.8: Direct Drive Mode- Pedaling motion simulation
The input into the model is constant rider power, but due to the cyclic motion of the pedal
crank, torque is applied through the crank in a cyclic motion. Constant power is converted
to torque by dividing by angular velocity of the crank, then converted to a normal force on
the crank arm. This value is modified to represent sinusoidal force application through each
crank arm and converted back to torque.
Fig 8.9: Direct Drive Mode- vehicle
The addition of the vehicle body block in Simscape allows for wind speed and road slope
inputs while accounting for aero drag and longitudinal load transfer.

Fig 8.10: Direct Drive- output-a
The sensor subsystem measures the angular velocity at the rear wheel at any given time
during the working of the circuit.
Fig 8.11: Direct Drive- output-b
The output subsystem gives the acceleration, velocity and displacement of the bicycle along
with the temporal changes in the same through an output scope block.

Graphical representations:
Angular velocity, Torque Vs Time
Fig 8.12: Direct Drive- graph-a
The above graph shows Angular velocity and torque, where blue and red lines represent the
input parameters (fluid before entering the pump) and output parameters (fluid leaving the
motor) respectively.
From the velocity graph of output there is a steady increase in the trend and remains
constant at 20.84 rad/s in contrast of the input which remains constant at 5.62 rad/s.
From the torque graph of input, there is a steady decrease from 598.8 Nm and remains in a
steady state at 50.36 Nm (median) accordingly the output too follows a similar trend to the
input, having a sudden decrease from 310.72 Nm and thereafter remains constant.
Linear velocity Vs Time
Fig 8.13: Direct Drive- graph-b
The above graph represents linear velocity of the bicycle, where there is a steady increase
and remains constant at 31.87 km/hr.

Displacement Vs Time
Fig 8.14: Direct Drive- graph-c
The above graph represents Displacement of the bicycle, where a linear increase is observed
having the peak value of 1730 m.
Acceleration Vs Time
Fig 8.15: Direct Drive- graph-d
The above graph represents Acceleration of the bicycle, where a sudden decrease from
14.96 m/s2 is observed and remains steady state cyclic motion.

8.2.2 Accumulator Discharge model:
Fig 8.16: Accumulator Discharge Mode-a
The Simscape model, shown in Figure, models the accumulator discharging from full
charge into the rear motor which is connected to the rear tire. The accumulator initially
starts with a specified fluid volume based on the maximum working pressure and nitrogen
pre-charge pressure. It discharges through a check valve to the motor/pump and dumps into
a fluid reservoir. The motor spins a shaft which goes through a rear gear ratio to the rear
tire which transfer rotational motion into translation. The current model accounts for the
equivalent fluid resistance of the pipes from the accumulator to the motor, the motor inertia,
the fluid properties, the rolling resistance on the rear tire, and the total bike mass.
Fig 8.17: Accumulator Discharge Mode-b
The purpose of the accumulator discharge model is to predict the performance of the bike
while varying accumulator volume, accumulator pre-charge, and accumulator maximum
pressure to determine which accumulator specifications maximize our bike’s efficiency
score to meet our requirements.
A vehicle body block was added to incorporate the effects of aero drag and longitudinal
weight transfer. The model also needed the addition of a needle valve at the accumulator
discharge exit in order to reduce the water hammer effect on the motor, which crashed the
model. The input into the model is the bladder accumulator volume, pre-charge pressure,
and max pressure, and the output is bike distance.

Graphical Representations:
Angular Velocity, Torque Vs Time
Fig 8.18: Accumulator Discharge- graph-a
From the Angular velocity Graph, initially there is a brief amount of time to charge the
accumulator and a sharp peak is observed at 7.532 of 11.51 rad/s following a linear decrease
and a peak at 22 sec of 5.56 rad/s after which there is a steady decrease as the accumulator
is drained.
From the Torque Graph, Similar to the angular velocity there is a brief moment of time
given to recharge the accumulator and a sharp peek is observed at 5.027 sec of 137.4 Nm
following a sudden decrease and remains constant as the accumulator is drained.
Pressure Vs Time
Fig 8.19: Accumulator Discharge- graph-b
From the pressure Graph, initially a pressure of 221.9 bars is observed in the accumulator
after recharging it to the maximum and during the discharge there is a steady decrease in
trend till it drains all the fluid. The discharge is initiated with the help of ball valve by
setting it open at time t=5s.
Linear Velocity Vs Time

Fig 8.20: Accumulator Discharge- graph-c
From the Linear Velocity Graph, as the fluid is discharged there is a sharp peak at 7.532
sec of 13.28 m/s following a linear decrease and a peak at 22.53 sec of 6.411 m/s after
which there is a steady decrease as the accumulator is drained.
Fig 8.21: Accumulator Discharge- graph-d
From the Displacement Graph, there is a Steady increase having a peak of 164.6 m at the
end of 200 seconds. As the discharge is initiated only after 5s, a steady rise in the curve is
seen starting from the 5 second mark.

Fig 8.22: Accumulator Discharge- graph-e
From the acceleration Graph, initially there is a Moment where the accumulator is
recharging and a Sharp peak is observed at 5 sec of 4.428 m/s2 following a sharp Decrease
in the trend and remains constant as the accumulator is drained.
8.2.3 Accumulator Recharge Model:
Fig 8.23: Accumulator Recharge Mode -a
A derivative of the accumulator discharge model was created to determine whether the bike
met the accumulator recharge/regen time requirement. Rear wheel speed is the input into
the model, pressurizing the accumulator from the pre-charge pressure to the max pressure.

Angular Velocity, Torque Vs Time
Fig 8.24: Accumulator Recharge- graph -a
From the Angular velocity graph, remains constant and assumed the bicycle is stationary.
From the Torque graph, torque is at a minimum of 0.06743 Nm and has a steady increase
till a peak at 0.3763 Nm.
Volume Vs Time
Fig 8.25: Accumulator Recharge- graph -b
This graph represents the capacity in the accumulator, initially the accumulator is at 6L and
has a steady decrease as the accumulator is drained.

Pressure Vs Time
Fig 8.26: Accumulator Recharge- graph -c
From the Pressure graph, as fluid enters the hydraulic motor there is a steady increase
reaching a peak at 10.25 bar.
8.2.4 Power Drive Model:
Fig 8.27: Power Drive Mode -a
The Simscape Model shows the PowerDrive circuit which is similar to Direct Drive Model
with the addition of Boost system consisting of the accumulator. Here both pedaling and
accumulator is used to power the rear wheel giving it an extra boost during the discharge
of fluid.

Fig 8.28: Power Drive Mode -b
The boost system consists of a needle valve at the accumulator discharge exit in order to
reduce the water hammer effect on the motor. The input into the model is the bladder
accumulator volume, pre-charge pressure, and max pressure.
Graphical Representations:
Angular Velocity Vs Time
Fig 8.29: Power Drive -graph -a
The above graph shows Angular velocity and torque, where blue and red lines represent the
input (fluid before entering the pump) and output (fluid leaving the motor) respectively.
From the angular velocity graph of input there is a steady increasing trend reaching a peak
at 43.6 sec of 15.14 rad/s and steadily decreases to a steady state having a value of 5.62
rad/s. The value of output angular velocity has peak at 16.28 sec of 31.41 rad/s in contrast

of the input which remains constant at 5.62 rad/s.

From the torque graph of input there is a sudden decrease in the trend from 598.3 Nm and
achieves a steady state at 50.36 Nm, in contrast of the output having similar trend to the
input has an abrupt decrease from 78.44 Nm and remains constant at 7.86 Nm.
Fig 8.30: Power Drive -graph -b
From the Linear Velocity Graph, there is a sudden increase reaching a peak at 16.562 sec
of 50.04 km/hr following a steady decrease and an increase reaching a peak at 135.842 sec
of 32.95 km/hr. In this case the accumulator starts discharging right from the beginning i.e.
time t=0s. This drastically decreases the starting torque, thus reducing the initial effort.
Fig 8.31: Power Drive -graph -c
In the Power Drive mode, we can choose when to allow the additional discharge from the
accumulator to provide the hydraulic drive system with additional boost. In the above case
the boost to the system is provided at 50s mark and thus the bicycle reaches its top speed
at the 60s mark, after which the bicycle gradually slows down as the accumulator
discharges and finally reaches a steady state which is maintained by the user effort alone.

Fig 8.32: Power Drive -graph -d
From the displacement graph, there is a linear increase in the trend having a peak at
1880m.
Fig 8.33: Power Drive -graph -e
From the Acceleration graph, there is a steady decrease from 3.527 m/s2 and reaches a peak
and remains constant.

8.3 SIMSCAPE MULTIBODY:

Simscape Multibody helps us develop control systems and test system-level performance.
Simscape Multibody (formerly SimMechanics) provides a multibody simulation
environment for 3D mechanical systems, from different domains. We can model multibody
systems using blocks representing bodies, joints, constraints, force elements, and sensors.
Simscape Multibody formulates and solves the equations of motion for the complete
mechanical system. We can import complete CAD assemblies, including all masses,
inertias, joints, constraints, and 3D geometry, into our model. An automatically generated
3D animation lets us visualize the system dynamics.
Fig 8.34: Simscape Multibody circuit-a
The figure 8.34 shows the layout of a Simscape multibody circuit, which is basically the
direct drive mode interfaced with the elements of Simscape multibody. The CAD model
used is that of a demo model, which was imported from the ‘Onshape’ public library.
Onshape instructs Simscape multibody and self-assigns the type of joint with the help of
an ‘xml’ file, which derives the connection type and material properties from the mate-type
and materials used during the fabrication of the bicycle components.
Fig 8.35: Simscape Multibody circuit-b

The figure 8.35 shows the layout of the Simscape multibody circuit, the bicycle assembly
mask houses in the interconnected component step files with their respective joints.
rotational multibody interface is used to provide torque from the Simscape circuit to the
torque input port of the multibody joint, while receiving a feedback from the same in the
form of angular velocity signals via the wheel hubs. The entire circuit is connected in series
with a configuration block to specify which houses in a solver for the multibody circuit,
while the mechanism configuration block specifies the direction in which gravity acts, in
this case -Z direction.
Fig 8.36: Bicycle chassis circuit

The above figure shows various components of the bicycle and their mutual links. The
connection between the tire and the chassis is of a revolute joint, while absence of joint
between the components indicates a welded joint. The interface between the CAD
multibody and the plane is made possible by a spatial contact force block, which provides
the interface with necessary contact force and friction, hence maintaining the multibody in
an equilibrium state. The other end of the spatial configuration block is connected to the
plane geometry block via the physical modeling connection port situated at the bottom,
which exports the signal to the plane outside the subsystem.
Fig 8.38: Rear-wheel circuit
Fig 8.37: Rear-frame circuit
Fig 8.39: Steering handle circuit
Fig 8.40: Front-frame circuit

Fig 8.41: Plane circuit Fig 8.42: Plane-grids circuit
The figures 8.36 to 8.41 give the circuit layout of various components and the plane model
with grids. The position of additional camera is given at a convenient position to set up
another view of the bicycle. The plane is modeled with square grids of side 1m, which
facilitates ease of visualization of bicycle speed. This sets up the multibody with plane in
contact at the wheels with its Z-axis pointing upwards in a spatial configuration.
Fig 8.43: SimMechanics explorer
The SimMechanics explorer is used in order to visualize our multibody circuit interfaced
with the Simscape direct drive circuit. The simulation is performed for 100s. Two views
are shown during the simulation runtime, the main view being the isometric view while the
additional view is positioned to be the top view. The simulation is set to run at 1x speed for
real time visualization.

8.4 COMPARATIVE STUDY:

A juxtaposed study was carried out to bring forth the best performance conditions into light.
This section deals with various parameters and their temporal variation which are closely
related to the speed of the bicycle.
1) Power supplied by the user
Fig 8.43: Input power- graph
Code:
>> a=load('matlab-p100.mat')
plot(a.ans.velout)
hold on
b=load('matlab-p200.mat')
plot(b.ans.velout)
c=load('matlab-p300.mat')
plot(c.ans.velout)
legend("Power= 100 W", "Power= 200 W","Power=300 W")
ylabel('Velocity (km/hr)')
xlabel('Time (seconds)')
Brief:
The above plot shows that the speed of the bicycle decreases nearly by 10 km/hr for every
100 W of decrease in input power by the user.

2) Effect of Headwind
Fig 8.44: Headwind- graph
Code:
>>a=load('matlab-windzero.mat')
plot(a.ans.velout)
hold on
b=load('matlab-windfive.mat')
plot(b.ans.velout)
c=load('matlab-windten.mat')
plot(c.ans.velout)
d=load('matlab_windtwenty.mat')
plot(d.ans.velout)
e=load('matlab-windforty.mat')
plot(e.ans.velout)
legend("0 km/hr", "5 km/hr", "10 km/hr", "20 km/hr", "40 km/hr")
Brief:
From the above plot it can be deduced that as the velocity of the opposing wind, headwind,
doubles, the increase in difference of bicycle velocities also doubles, showing an inverse
direct relation between them.

3) Effect of Grade
Fig 8.45: Grade- graph
Code:
>> a=load('matlab-gradezero.mat')
plot(a.ans.velout)
hold on
b=load('matlab-gradefive.mat')
plot(b.ans.velout)
c=load('matlab-gradeten.mat')
plot(c.ans.velout)
d=load('matlab-gradetwenty.mat')
plot(d.ans.velout)
e=load('matlab-gradetwentythree.mat')
plot(e.ans.velout)
legend("grade 0","grade 5", "grade 10", "grade 20", "grade23")
Brief:
From the above plot it can be deduced that as the grade percentage of the slope increases,
it leads to a decrease in bicycle velocity and this happens to be in a direct proportion. The
bicycle seems to stall above 23% grade when its climb velocity is close to 1 km/hr.

4) Effect of Grade and Headwind
Fig 8.46: Grade-Headwind- graph
Code:
>> a=load('matlab-g0wsp0.mat')
plot(a.ans.velout)
hold on
b=load('matlab-g5wsp5.mat')
plot(b.ans.velout)
c=load('matlab-g10wsp5.mat')
plot(c.ans.velout)
plot(d.ans.velout)
e=load('matlab-g15wsp10.mat')
plot(e.ans.velout)
legend("g-0%, wsp-0 km/hr","g-5%, wsp-5 km/hr","g-10%, wsp-5 km/hr", "g-10%, wsp-
20 km/hr","g-15%, wsp-10 km/hr")
Brief:
It can be seen from the above plot that while both increase in grade percentage of the slope
and headwind have a negative impact on the velocity of the bicycle i.e. it tends to decrease
the bicycle velocity, the effect of slope grade percentage is more dominant on the bicycle
velocity than the change in Headwind velocity.

5) Effect of Tailwind
Fig 8.47: Tailwind- graph
Code:
>> a=load('matlab-s0.mat')
plot(a.ans.velout)
hold on
b=load('matlab-s5.mat')
plot(b.ans.velout)
c=load('matlab-s10.mat')
plot(c.ans.velout)
d=load('matlab-s20.mat')
plot(d.ans.velout)
legend("0 km/hr", "5 km/hr", "10 km/hr", "20 km/hr")
ylabel('Tailwind velocity (km/hr)')
Brief:
It can be seen from the above plot as the tailwind velocity increases, the bicycle velocity
also increases accordingly, hence being in direct proportion.

6) Effect of Front Gearbox Ratio
Fig 8.48: Front Gearbox- graph
Code:
>>a=load('matlab-g1/20.mat')
plot(a.ans.velout)
hold on
b=load('matlab-g1/30.mat')
plot(b.ans.velout)
c=load('matlab-g1/40.mat')
plot(c.ans.velout)
legend("GR=1:20","GR=1:30","GR=1:40")
Brief:
It can be seen from the above plot as the gear ratio of the front mounted gearbox decreases,
the bicycle velocity increases. But as the gear ratio further decreases the gearbox fails to
provide minimum required amount of shaft torque to the pump shaft to set it into motion,
and hence the least gear ratio of 1:40 turns out to be most efficient in providing adequate
amount torque at the wheel while delivering maximum speed.

7) Effect of Rear Gearbox Ratio
Fig 8.49: Rear Gearbox- graph
Code:
>>a=load('matlab-g20.mat')
plot(a.ans.velout)
hold on
b=load('matlab-g30.mat')
plot(b.ans.velout)
c=load('matlab-g40.mat')
plot(c.ans.velout)
legend("GR=20:1","GR=30:1","GR=40:1")
Brief:
It can be seen from the above plot as the gear ratio of the rear mounted gearbox increases,
the bicycle velocity decreases. But as the gear ratio further decreases the gearbox does not
provide adequate amount of torque to the wheels. A gear ratio of 30 is found to provide
adequate amount of torque (7.64 Nm) to the rear wheel, which makes the bicycle capable
enough to ascend a slope of grade 20%, while although a gear ratio of 20 provides better
velocity at level road, the bicycle fails to climb up a slope of grade 20%.
Hence an optimum gear ratio of 30 is proved to be most suitable.

Result Validation:
Table 8.1: Comparative study
Parameters Analytical Calculations Simscape Simulation
Velocity 25 km/hr 31.87 km/hr
Displacement ---- 1.880 km
Acceleration:0-15 kmph ---- 22.6s
Input Angular Velocity 5.25 rad/s 5.62 rad/s
Input Torque 57.20 Nm 50.36 Nm
Output Angular Velocity 23.13 rad/s 22.6 rad/s
Output Torque 8.43 Nm 7.86 Nm
Efficiency 64.93% 62.76%
It is seen that the performance of the Simulation model is a tad superior owing to the fact
that Simscape utilizes high performance pump and motor to model the physical hydraulic
components, while the pump and motor taken into consideration were standard
performance models.
8.5 Simulation code for parameters

Parameters/ Properties:
% Environmental parameters
gravity = 9.81; % [m/s^2] Gravity constant
air_density = 1.18; % [kg/m^3] Density of air at 25C
wind_speed = 1.5; % [m/s] Wind speed, positive is headwind
road_slope = 7; % [deg] Road slope, positive is incline
% Hydraulic Fluid Properties

fluid_density = 858.31; % [kg/m^3] Fluid density
fluid_kine_viscosity = 31.95; % [cSt] Fluid kinematic viscosity
fluid_bulk_modulus = 1.48042e9; % [N/m^2] Fluid bulk modulus
% Accumulator Properties
accum_vol = 0.006; % [m^3] Total accumulator volume
min_gas_vol= 4e-5; % measured in [m^3]
precharge_press = 10e5; % [Pa] Accumulator nitrogen precharge pressure
specific_heat_ratio= 1.4; % [-] Specific heat ratio of nitrogen in an adiabatic process
hard_stop_stiff_coeff= 1.8e8; % [Pa/m^3]
hard_stop_damping_coeff= 1.8e8; %[s*Pa/m^6]
accum_press = 10e5; % [Pa] Acumulator max allowable pressure
accu_housing_weight = 50; % [N] Weight of accumulator housing without fluid
accu_exit_dia = 0.01; % [m] Diameter of accumulator exit orifice
% [Accumulator Calculations]
accu_exit_area = pi*(accu_exit_dia/2)^2; % [m^2] Accumulator exit orifice cross
sectional area
accu_housing_mass = accu_housing_weight/gravity; % [kg] Mass of accumulator
housing without fluid
accu_vol_fluid_storage = accum_vol*(1-
((precharge_press/accum_press)^(1/specific_heat_ratio))); % [m^3] Initial fluid volume
inside accumulator before discharge
accu_fluid_mass = fluid_density*accu_vol_fluid_storage; % [kg] Mass of fluid inside

accumulator before discharge

% Biker
rider_power = 300; % [W] Rider constant power input
model_runtime = 350; % [sec] Model total runtime
% Tubing Parameters
tube_internal_dia = 0.01; % [m] Internal tube diameter
tube_length = 3.05; % [m] Total tube length
seg_num= 4;
tube_resistance_length = 0.5; % [m] Total aggregate equivalent length of local resistances
tube_surface_rough = 15e-6; % [m] Internal tube surface roughness for drawn tubing
% Vehicle Parameters
bike_weight =150; % [N] Bike weight excluding driver, fluid, and accumulator weight
driver_weight = 700; % [N] Driver weight
fluid_weight = 6.9E-2; % [N] Total fluid weight excluding accumulator fluid weight
front_wheel_weight = 10; % [N] Weight of front wheel
rear_wheel_weight = 15; % [N] Weight of rear wheel
CG_front_distance = 0.72; % [m] Horizontal distance from CG to front axle
CG_rear_distance = 0.3; % [m] Horizontal distance from CG to rear axle
CG_height = 0.9; % [m] Vertical distance of CG above ground
tire_dia = 0.64; % [m] Rear wheel diameter % [in] Rear wheel diameter
gear_ratio_front= 0.025; % [-] Front gear ratio (crank to pump input)
gear_ratio_rear= 30; % [-] Front gear ratio (crank to pump input)
rolling_resistance_coef = 0.005; % [-] Rolling resistance coefficient
frontal_area = 0.36; % [m^2] Frontal area of bike for aero
drag_coeff = 0.88; % [-] Drag coefficient for bike
crank_length = 0.17; % [m] Front crank arm length for pedal
driver_mass = driver_weight/gravity; % [kg] Driver mass
bike_mass = bike_weight/gravity; % [kg] Bike mass excluding driver and fluid
fluid_mass = fluid_weight/gravity; % [kg] Fluid mass excluding accumulator
rear_wheel_mass = rear_wheel_weight/gravity; % [kg] Mass of rear wheel
front_wheel_mass = front_wheel_weight/gravity; % [kg] Mass of rear wheel
tire_inertia = rear_wheel_mass*((tire_dia/2)^2); % [kg*m^2] Moment of inertia of wheel
(thin hoop,mr^2)
vehicle_mass = bike_mass + driver_mass; % [kg] Mass of vehicle
res_vol = 0.008; %[m^3]

Chapter 9: GANTT CHART

Literature survey was carried out on seven journal papers to gain an insight on the work
that had been previously carried out. Alterations were made to the hydraulic circuit design
in order to improve the maneuverability and reliability of the hydraulic bicycle. Component
selection was scrupulously carried out on the basis of analytical calculations and a CAD
model was developed to help visualize the actual Hydraulic bicycle assembly. The results
of analytical calculations were validated by the aid of simulation using Automation Studio
and was confirmed by using Simscape (MATLAB).
The Gantt Charts for project work are shown below:
Fig 9.2: Gantt Chart-Phase 2

Fig 9.1: Gantt Chart-Phase 1

Chapter 10: CONCLUSION
The project was a success because the team accomplished all their main objectives.
A multifunctional hydraulic circuit was developed and simulated successfully in
Automation Studio to achieve different bicycle functions: human-powered mode,
hydraulic-powered mode, regenerative braking and charge mode, which helped us to verify
the ideation stage.
A dynamic simulation model was developed to evaluate the performance of the bicycle.
The objective of the parameter optimization to maximize the bicycle speed with least effort
by variation of parameters, was well accomplished and proved by MATLAB simulation
data.
A simulation study was performed to compare the speeds and travel distances of the
bicycle with and without accumulator power, which proved the utility of the accumulator
in the hydraulic circuit.
Further, to facilitate the visualization of our prototype and for the ease of mounting the
components, a 3-D CAD model along with renders was designed, which gave us an incisive
idea and visualization of what our prototype would resemble.
To arrive at a conclusion, each subsystem was tested independently and proven to be
accurate. Also, the program code is user friendly and highly adaptable. Components and
component properties can easily be added, removed, and modified, using Simscape blocks
and m-file. All these features make the program a great tool for students who are either
designing a hydro-mechanical circuit or simply want to learn how Simulink works. The
project was successful because it features accuracy, adaptability, and ease of use.

Chapter 11: FUTURE SCOPE
Although the team was satisfied with the completed model, there are a handful number of
improvements that the project could further implement to enhance the effectiveness of the
model.
For instance, further research or experimentation into the pedaling action could improve
the mathematical model used in simulation of pedalling motion in direct drive mode.
To facilitate the ease of access to the control valves and cast away hassle in switching the
drive modes, a controller unit with buttons mounted on the handle can be utilized to operate
solenoid DCV’s, to switch to different drive modes while riding.
A fitness tracker system could further be implemented to measure various ride data like
cadence, hart rate, calories burnt, average speed etc., with the aid of various sensors and an
integrated display unit to display the logged data.
During the downhill operation, the resistance to the motion can be eliminated by utilizing
a clutch system to disengage the reducer-gearbox from the hub of the bicycle, thereby
facilitating significantly higher downhill speeds.
The chassis of the bicycle could be fabricated out of 6000 series aluminium for best
structural rigidity, weldability and maximum speed owing to its high strength to weight
ratio.

Chapter 12: REFERENCES
Journals:
[1] Steve J. Skerlos, Andrew Berwald, Phillip Bonkoski, Henry Kohring, Chris
Levay(2010) at the University of Michigan is working to develop a bicycle with a
hydraulic drive to race in Parker Hannifin Corporation’s Chainless Challenge
competition in March, 2010.
[2] Bryan D’Souza, Andrew Kneifel, Victor Singh, Matthew Williams (2009),
Optimizing a Hydraulic Regenerative Braking System for a 20” Bicycle Wheel.
[3] Dr, Janet Dong, Patrick Eldridge (2012) “2012 Parker Chainless Challenge
- Hydraulic System”.
[4] Dinh Quong, Kyoung Kwan, le Duy Khoa, Do Hoang Thinh (2012),
Developmentof a Smart Bicycle Based on a Hydrostatic Automatic Transmission.
[5] Feng Wang, Michael Bissen, William Ward, Kim Stelson (2014), Modeling
and Design of a Hybrid Bicycle with Hydraulic Transmission.
[6] Marinaro, GianlucaXu, ZhuangyingChen, ZhengpuLi, ChenxiMao,

YizhouVacca, Andrea (2018), The PurdueTracer: An Energy-Efficient Human-
Powered Hydraulic Bicycle with Flexible Operation and Software Aids.
[7] Jamal Daniel, William Johnson, Alex Lagina, Timothy Li (2007),
Chainless Challenge: Human-Hydraulic Hybrid Bicycle.
[8] Peter M. Bombara, Bradley E. Thomas, Levi J Scheenstra, Simulation of
HydraulicPowertrain.
[9] Santhosh Kumar, Ravi Kant, Vivek Singh, Saurabh Yadav, Working Model
of Hydraulic Bicycle
[10] Schmidt, T.; Wilson, D.G. Human Power: Technical Journal of the IHPVA;
IHPVA:San Luis Obispo, CA, USA, 2004; Volume 10, ISSN 0898-6908.
[11] Russell Posin, David Vitt, Nicholas Gholdoian and Kyle Franck (2019)-
Fluid Power Vehicle Challenge-The Incompressibles.
[12] Jacob Torrey, Aaron Trujillo, Kayla Londono and Bryson Chan (2019)- Fluid
Power Vehicle Challenge Final Design Review
[13] Jason Thomas Parks B.S., California State University, San Jose, 1999-
Simulation of Riding a Bicycle Using Simulink
[14] Alanen, N., Dykstra, J., Muccioli, J., & Yousuf, J. (2008). Hydraulic
RegenerativeBraking for a 20” Bicycle Wheel. ME450 Fall 2008.
[15] Mierendorf, M., Murphee, A., Rogers, B., & Simmons, S. (2008).
HydraulicRegenerative Braking for a 20” Bicycle Wheel. ME450 Winter 2008
Websites:

[1] www.parker.com
[2] www.Science.gov
[3] www.scholar.google.com
[4] www.sciencedirect.com
[5] www.Springer.com
[6] www.boschrexroth.com
[7] www.academic.microsoft.com
[8] eric.ed.gov
[9] www.base-search.net
[10] www.semanticscholar.org
[11] core.ac.uk
[12] www.bevelgearsindia.com
[13] www.gtrhoses.com
[14] www.veritasstainless.com
[15] www.benluiindia.com

Mechanical Final Year Projetct - Hydraulic Bicycle

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VISVESVARAYA TECHNOLOGICAL UNIVERSITY

“Design and Simulation of Hydraulic Bicycle”

JONATHAN PEREIRA P 1MJ17ME057

Under the guidance of

MVJ College of Engineering

DEPARTMENT OF MECHANICAL ENGINEERING

JONATHAN PEREIRA P 1MJ17ME057

Signature of the Guide Signature of the HOD Signature of Principal

Name of the examiners Signature with date

Department of Mechanical Engineering, MVJCE, Bengaluru-560067

JONATHAN PEREIRA P PRAJWAL S

SYED NADEEM TARUN GUPTA

Place: MVJCE, Bengaluru

Department of Mechanical Engineering, MVJCE, Bengaluru-560067

The satisfaction and euphoria that accompany a successful completion of any

Department of Mechanical Engineering, MVJCE, Bengaluru-560067

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | i

CHAPTER No. PAGE Nos.

1.1) PATENT SEARCH AND CURRENT TECHNOLOGY

1.2) CONCEPT GENERATION

1.3) CONCEPT EVALUATION

1.4) HYDRAULIC GENERATION METHODS

1.5) HYDRAULIC HYBRID REGENERATIVE BRAKING SYSTEM

1.6) HYDRAULIC CIRCUIT DESIGN

1.7) FUNCTIONAL DECOMPOSITION

2.1) LITERATURE REVIEW SUMMARY

3. PROBLEM STATEMENT AND OBJECTIVES………………………….…19-20

3.1) PROBLEM STATEMENT AND DEVELOPMENTS

4.2) HYDRAULIC CIRCUIT

5.2) PERFORMANCE CHARACTERISTICS

7. COMONENTS AND CAD MODELING…………………………………….33-50

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | ii

7.1) PART DESIGN

8. MATLAB SIMULATION: RESULTS AND DISCUSSION.…….………….51-78

8.2) DRIVE MODES

8.3) SIMSCAPE MULTIBODY

8.4) COMPARITIVE STUDY

8.5) SIMULATION CODE FOR PARAMETERS

11. FUTURE SCOPE………………………………………………………………….81

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | iii

Table 1.1 Concept Evaluation 7

Table 1.2 Hydraulic Circuit Operation Modes 9

Table 6.1 Cost estimation report 32

Table 7.1 Parts of the Accumulator 33

Table 7.2 Accumulator Dimensions 34

Table 7.3 Parts of external gear pump 35

Table 7.4 Dimensions of external gear pump 35

Table 7.5 Dimensions of the external gear motor 36

Table 7.6 Dimensions of right-angle gearbox 38

Table 7.7 Specifications of right-angle gearbox 38

Table 7.8 Dimensions of square flange gearbox 40

Table 7.9 Parts of check valve 41

Table 7.10 Parts of ball valve 42

Table 7.11 Parts of pressure relief valve 43

Table 7.12 Hose specifications 46

Table 7.13 Parts of the hydraulic bicycle 49

Table 8.1 Comparative study 77

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | iv

Figure Name Description Page No.

Figure 1.1 Electro-Hydraulic Bicycle Patent 3

Department of Mechanical Engineering, MVJCE, Bengaluru-560067 Page | v

Figure 1.29 Parallel Energy Flow During “Braking” and 14

Figure 7.13 Check valve CAD Model 41