Prototyping of A Human-Electric Hybrid Trike Frame: Bachelor of Technology IN Mechanical Engineering

A GROUP REPORT ON
PROTOTYPING OF A HUMAN-ELECTRIC
HYBRID TRIKE FRAME
In partial fulfillment of the requirements for the award of the degree
BACHELOR OF TECHNOLOGY
IN
MECHANICAL ENGINEERING
Submitted by
SWETHA SANTHANAM (19311A03K8)
AAKASH CHELLANGI (19311A03K9)
P. CHITRA SRAVANI (20315A0346)
Under the esteemed guidance of
Mr. P. Chiranjeevi M.Tech
Assistant Professor Department of Mechanical Engineering
Department of Mechanical Engineering

Sreenidhi Institute of Science and Technology
(Autonomous & NAAC: A+): Hyderabad-501301
(Affiliated to JNTUH, Hyderabad)
CERTIFICATE
This is to certify that this group project work entitled “Prototyping of A
Human-Electric Hybrid Trike Frame” is a bonafide work carried out by
SWETHA SANTHANAM (19311A03K8), AAKASH CHELLANGI
(19311A03K9), P. CHITRA SRAVANI (20315A0346), under my guidance
and supervision in partial fulfillment of the requirements for the award
of the degree of BACHELOR OF TECHNOLOGY in Mechanical Engineering,
at Sreenidhi Institute of Science and Technology (Autonomous),
Hyderabad, during the year 2021-2022.
Mr. P. Chiranjeevi M.Tech Dr.A.Purushotham

Project Guide Head of the Department
i
ACKNOWLEDGEMENT
It is our pleasure to express our sincere gratitude towards our beloved Head
of the Mechanical Engineering Department Prof. Dr.A.PURUSHOTHAM,
for his valuable guidance in all phases of our project work. He has been an
inspiration to us and we are highly indebted to his kindness and help. We
deeply express our sincere thanks to our project guide Assistant Prof. Mr. P.
Chiranjeevi, for his entire cooperation and encouragement throughout the
project work. We hereby solemnly submit our earnest and humble thanks to
our Principal Dr. T.CH. SIVA REDDY, for his great appreciation and
endorsement. We take this opportunity to thank all authorities of Sreenidhi
Institute of Science &Technology Hyderabad who have directly or indirectly
helped us during the course of our project.
Finally, we pay our respect and love to our parents and all other family
members for their love and encouragement throughout our carrier and
endeavor.
ii
DECLARATION
We hereby declare that the group project titled “Prototyping of A
Human-Electric Hybrid Trike Frame” is authentic work carried out by us, as
students at SREENIDHI INSTITUTE OF SCIENCE AND TECHNOLOGY
(Autonomous) Hyderabad, during the academic year 2021-22 and has not been
submitted elsewhere for the award of degree, in part or in full to any institute.
SWETHA SANTHANAM
(19311A03K8)
AAKASH CHELLANGI
(19311A03K9)
CHITRA SRAVANI.P
(20315A0346)
iii
ABSTRACT
Sustainability means making choices today that will positively impact the planet
tomorrow. It entails considering the needs of future generations and ensuring that they
inherit a safe and healthy planet on which to live and thrive. Currently, one of the most
important issues to address in the present is the rapid usage and depletion of fossil fuels.
It is worth considering whether or not the natural resource will last until the next
generation. It takes millions of years for the fuel to generate and the alternate solution to
this issue is to adopt an eco-friendly method of mobility. Electric Vehicles can play a vital
role in combating climate change across the globe by helping to cut down emissions and
reducing dependence on fossil fuels. This report discusses the main aspect of designing
an electric vehicle which is the frame of the vehicle. The objective is to design a safe and
strong frame that can include all the components of the vehicle and give comfort to the
driver and passenger as well.
iv
CONTENTS
CERTIFICATE i
ACKNOWLEDGEMENT ii
DECLARATION iii
ABSTRACT iv
LIST OF FIGURES v
LIST OF TABLES xiii
CHAPTER-1 INTRODUCTION TO E-MOBILITY 1
1.1 THE HISTORY OF E-MOBILITY IN INDIA AND THE CURRENT 2

STATUS
CHAPTER-2 LITERATURE SURVEY 4
LITERATURE REVIEW 4
CHAPTER-3 FRAME DESIGN 6
3.1 DESIGN METHODOLOGY 6
3.2 CONSIDERATIONS FOR FRAME DESIGN 6
CHAPTER-4 CAD MODEL OF THE FRAME 10
CHAPTER-5 CAE ANALYSIS OF THE FRAME 13
5.1 FORCE CALCULATIONS 13
5.2 MESH SELECTION 17
5.3 ITERATIONS OF FRAME 19
5.3.1 ITERATION 1 19
5.3.5 ITERATION 5 5
v
5.4 ITERATIONS OF HARDPOINTS 69
5.4.1 SEAT MOUNT ITERATION 1 69
5.4.2 SEAT MOUNT ITERATION 2 70
5.4.3 FRONT SHOCK MOUNT ITERATION 1 72
5.4.4 FRONT SHOCK MOUNT ITERATION 2 73
5.4.5 PEDAL MOUNT ITERATION 75
5.4.6 REAR SHOCK MOUNT ITERATION 1 76
5.4.7 REAR SHOCK MOUNT ITERATION 2 78
5.4.8 MOTOR MOUNT ITERATION 79
CHAPTER-6 RESULTS 82
CHAPTER-7 CONCLUSIONS 83
REFERENCES
vi
LIST OF FIGURES
FIGURE TOPIC OF FIGURE PAGE NO.

NO.
1.1 Vikram EV 2
1.2 Mahindra Bijlee 2
1.3 Bajaj E-Auto 3
1.4 Reva EV 3
4.1 Front isometric view 10
4.2 Rear isometric view 10
4.3 Front view 11
4.4 Top view 11
4.5 Side view 11
4.6 Dimensions of the frame 12
4.7 Dimensions of the frame 12
4.8 Ergonomics of the frame 12
5.1 Aspect ratio Vs Element size 17
5.2 Element size Vs Element quality 18
5.3 Element size Vs Stress 18
5.4 Meshed View 19
5.5 Boundary conditions 19
5.6 Total Deformation 19
5.7 Stress 19
5.8 Strain 20
5.9 Factor of safety 20
5.12 Stress 21
5.16 Stress 22
5.17 Strain 22
5.21 Stress 23
5.22 Strain 23
5.26 Stress 24
5.27 Strain 24
vii
5.31 Stress 25
5.32 Strain 26
5.34 Meshed View 27
5.37 Stress 27
5.38 Strain 28
5.42 Stress 29
5.46 Stress 30
5.47 Strain 30
5.51 Stress 31
5.52 Strain 31
5.56 Stress 32
5.57 Strain 32
5.61 Stress 33
5.62 Strain 34
5.64 Meshed View 35
5.67 Stress 35
5.68 Strain 36
5.72 Stress 37
viii
5.76 Stress 38
5.77 Strain 38
5.81 Stress 39
5.82 Strain 39
5.86 Stress 40
5.87 Strain 40
5.91 Stress 41
5.92 Strain 42
5.94 Meshed View 43
5.97 Stress 43
5.98 Strain 44
5.102 Stress 45
5.106 Stress 46
5.107 Strain 46
5.111 Stress 47
5.112 Strain 47
5.116 Stress 48
5.117 Strain 48
ix
5.121 Stress 49
5.122 Strain 50
5.124 Meshed View 51
5.127 Stress 51
5.128 Strain 52
5.132 Stress 53
5.136 Stress 54
5.137 Strain 54
5.141 Stress 55
5.142 Strain 55
5.146 Stress 56
5.147 Strain 56
5.151 Stress 57
5.152 Strain 58
5.157 Stress 59
5.158 Strain 60
5.162 Stress 61
5.166 Stress 62
x
5.167 Strain 62
5.171 Stress 63
5.172 Strain 63
5.176 Stress 64
5.177 Strain 64
5.181 Stress 65
5.182 Strain 66
5.187 Stress 69
5.188 Strain 69
5.193 Stress 70
5.194 Strain 71
5.199 Stress 72
5.200 Strain 73
5.205 Stress 74
5.206 Strain 74
5.211 Stress 75
5.212 Strain 75
xi
5.217 Stress 77
5.218 Strain 77
5.223 Stress 78
5.224 Strain 78
5.229 Stress 80
5.230 Strain 80
6.1 Member allocation 82
Xii
LIST OF TABLES
FIGURE TOPIC OF FIGURE PAGE NO.

NO.
3.1 Materials and properties considerations 7

5.1 Results of Iteration 1 26
5.7 Results of Iteration 67,68
5.8 Results of seat mount Iterations 71
5.9 Results of front shock mount Iterations 74
5.10 Results of pedal mount Iteration 76
5.11 Results of rear shock mount Iteration 79
5.12 Results of motor mount Iteration 81
Xiii
CHAPTER 1
INTRODUCTION TO E-MOBILITY
The transport sector accounts for 18% of total energy consumption in India. This
equates to 94 million tonnes of oil equivalent (MTOE) energy. If India continues on
its current energy consumption trajectory, it will require an estimated 200 MTOE of
energy supply annually by 2030 to meet this sector's demand. At the moment, this
demand is mostly met by imported crude oil, making this sector highly susceptible
to volatile international crude oil prices. Furthermore, the sector contributes an
estimated 142 million tonnes of CO2 emissions per year, with the road transport
segment alone contributing 123 million tonnes.
Given the Government of India's commitment at the COP21 Summit in Paris to
reduce emission intensity by 33- 35% by 2030 from 2005 levels, it is critical to
introduce alternative modes of transportation that can be combined with India's rapid
economic growth, rising urbanisation, travel demand, and energy security. When
combined with innovative pricing solutions, appropriate technology, and support
infrastructure, electric mobility presents a viable alternative to addressing these
challenges and has thus been on the Government of India's surveillance.
Electric mobility will also help to balance energy demand, store energy, and ensure
environmental sustainability. Because of their reliance on a diverse mix of primary
energy sources used in power generation, electric vehicles could help diversify the
energy required to move people and goods, greatly improving energy security.
Because of their storage capacity, they could aid in the adoption of clean electricity
by allowing for greater use of variable renewables in electricity production. Electric
vehicles, when combined with decarburization of the power sector, would also make
significant contributions to keeping the world on track to meet its shared climate
goals. Electric mobility has zero or ultra-low tailpipe emissions of local air pollutants
and much lower noise, and it can provide a significant boost to economic and
industrial competitiveness, attracting investments, particularly in developing
countries.
1
1.1 THE HISTORY OF E-MOBILITY IN INDIA AND THE CURRENT STATUS
In 1996, Scooters India Pvt Ltd, Lucknow, developed the first electric vehicle, the
Three-Wheeler VIKRAM SAFA, and approximately 400 vehicles were produced and
sold. These vehicles were powered by a 72-volt lead acid battery.
Fig 1.1 Vikram EV
In 1999, Mahindra and Mahindra Ltd. launched its first electric three-wheeler, and in
2001, a new company called Bijlee was founded in Coimbatore to manufacture and sell
electric vehicles. MEML was closed down in 2004 due to a lack of demand.
Fig 1.2 Mahindra Bijlee
In 2000, BHEL created an electric bus with eighteen seats. Its power source was an AC
induction motor and a 96V lead acid battery pack. MNES provided financial support for
the construction and operation of 200 electric vans in Delhi. The main issue with these
vehicles was their poor consistency, short battery life, and extremely high battery costs.
2
In 2001, Bajaj Auto ltd, Pune, also displayed their three-seater electric rickshaw. The
vehicle was equipped with an advanced PMSM drive system. However, this product has
not been commercially launched.
Fig 1.3 Baja E-Auto
In 2001, REVA, Bangalore, has entered the EV sector of the automobile industry with
a vehicle designed by an American company (Amerigon). Around 3200 cars were sold
worldwide, with approximately 1500 cars sold in India, mostly in Bangalore.
Fig 1.4 Reva EV
In 2007, Hero Cycles collaborated with UK-based ULTRA Motor to launch a

series of bikes in the two-wheeler segment. Other companies such as Electrotherm
India, TVS Motor, Hero electric etc. are also manufacturing and selling their
products. TATA Motors, Maruti Suzuki, Toyota, and other manufacturers have
begun to enter the Indian market with battery and hybrid electric vehicle products.
3
CHAPTER 2
LITERATURE SURVEY
Jay Prakash Srivastava et. al. [1] The modern world today faces a huge crisis in fuel
energy consumption and conservation. With ever increasing need for fuel and dependency
of transportation systems on it, scientists predict that by 2040, the world’s fuel reserves
would be reduced to 20% of their current status. This will lead to a price hike for fuels.
So, the need of the hour is to switch over to a new form of transport that reduces the
current strain on natural resources and aims at leading in an era of sustainable
development. The aim is to design a vehicle that could be a viable alternative to cars for
short-distance journeys. The designed vehicle is powered by a hybrid human-electric
drive system. The combined human and electric-powered vehicle is a vehicle that is
driven by human muscular power as well as electric power.
Vikas Gulati et. al. [2] It is a common sight in India and other developing countries that
during traffic jams in congested areas of cities these vehicles produces tremendous air
pollution. Therefore, the aim was to design a three-wheeled human-powered electrically
assisted vehicle having simple, high performance, easy maintenance, and safety at a very
reasonable price, hence capable of replacing fueled vehicles and contributing towards
environmental sustainability.
Neil K. Cooperrider et. al. [3] Neither the experimental nor analytical techniques currently
used to study vehicle rollover accidents accurately represent most actual rollovers. Until
recently, crash tests to study rollovers have used either snubbed dollie s or guided ramps
to cause rollovers. Real-world vehicle rollovers, however, are caused by a variety of
mechanisms, including impacting curbs or obstacles, sliding through soil or sod, and
dropping off embankments. Analytical methods proposed to model rollover events
represent idealized curb trip situations and provide unrealistically low estimates for the
lateral speeds needed to cause rollovers.
4
David Krzikalla et. al. [4] The evaluation is done for the torsional stiffness of the frame
to determine the design’s quality and find out whether the frame is rigid enough compared
to the roll stiffness of the suspension. Torsional stiffness is a suitable property for the
comparison of frames. The ratio between frame stiffness and its mass can also help with
optimizing the frame. The drawback of this ratio is that it can be a little confusing. If one
imagines a very stiff (significantly exceeding the roll stiffness of the suspension) but very
heavy frame, then the ratio is high, but the vehicle’s performance suffers from the great
mass of the frame.
The research done by the above authors is carefully studied. The authors have studied the
topic in discussion in different ways which allows us to move forward with an idea for
the project. An efficient way of designing a frame for the human-electric hybrid trike has
been discussed in this project report.
5
CHAPTER 3
FRAME DESIGN
3.1 DESIGN METHODOLOGY
Problem statement Research Possible solution
Design amd analysis Calculations Literature survey
Result and
Prototype
conclusion
3.2 CONSIDERATIONS FOR FRAME DESIGN
Frame material is selected based on tensile strength and yield strength of the material
as the factor of safety depends on it and we also considered cost, weight, machinability,
and availability as major parameters.
i. AISI 1018 Circular cross section 31.75mm x 30.15mm x 1.6mmm 25.4mm x

23.8mm x 1.6mm 25.4mm x 23.6mm x1.8mm
ii. AISI 1080 Circular cross section 31.75mm x 30.15mm x 1.6mm 25.4mm x
23.8mm x 1.6mm 25.4mm x 23.6mm x1.8mm
iii. AISI 4130 Circular cross section 31.75mm x 30.15mm x 1.6mm 25.4mm x
23.8mm x 1.6mm 25.4mm x 23.6mm x1.8mm
6
COST/METER (Rs)
MACHINABILITYY
AVAILABILITY
WELDABILITY
STRENGTH
STRENGTH
MATERIAL
ULTIMATE
DENSITY
TENSILE
(G/CC)
YIELD
(MPa)
(Mpa)
AISI 1018 365 470 7.85 290
GOOD
GOOD
0GOO
(1.25
inx1.6m m)
D
AISI 1018 365 470 7.85 290
GOOD
GOO D
(1inx1.6m m)
GOO
AISI 1018 365 470 7.85 290
GOOD
GOO D
(1inx1.8m m)
GOO
AISI 1080 585 965 7.85 870
GOOD GOOD GOOD
GOOD GOOD GOOD

(1.25inx 1.6
LESS
m m)
AISI 1080 585 965 7.85 870
LESS
(1inx1.6m m)
AISI 1080 585 965 7.85 870
LESS
(1inx1.8m m)
GO OD GO OD GO OD
AISI 4130 606.5 688.51 7.85
GOOD GOOD GOOD
GOOD GOOD GOOD
490
(1.25in x 1.6 8
mm)
AISI 4130 606.5 688.51 7.85 490
(1inx1.8mm) 8
AISI 4130 606.5 688.51 7.85 460

(1inx1.6m m) 8
Table 3.1 Materials and properties considerations
Bending Strength - (Sy*I)/Cs Bending Stiffness - E*I Material calculations:
AISI 1018 (25.41x1.8mm thickness)
Bending strength = (365* (9352.271)) ÷ (25.4/2)
= 268.67 N-m
Bending stiffness = (205×9352.271)
= 1917.215 N-m
7
Bending strength = (365*8519.531) ÷ (25.4/2)
= 244.63N-m
Bending stiffness = (205×8519.513)
=1745.61 N-m2
Bending strength = (365*17260) ÷ (31.75/2)
= 396.84N-m
Bending stiffness = (205×17260)
=2080.7 N-m2
ii. AISI 1080 (25.4x1.8mm thickness)
= 430.62 N-m
Bending stiffness = (205*9357.01))
=1870.45 N-m2
= 392.0 N-m
Bending stiffness = (205*8519.513)
=1703.03 N-m2
8
= 392.08N-m
=3452.01 N-m2
iv. AISI 4130 (25.4x1.8mm thickness)
Bending strength = (606.58*9357.015) ÷ (25.4/2)
= 446.288N-m
= 1776.93 N-m2
Bending strength = (606.58*8519.513) ÷ (25.4/2)
= 406.343 N-m
=1617.88 N-m2
Bending strength = (606.58*17260) ÷ (31.75/2)
= 659.177 N-m
Bending stiffness = (210*17260)
=3279.416 N-m2
9
CHAPTER 4
CAD MODEL OF THE FRAME
The chassis is designed in such a way that it requires fewer members and can withstand
optimal loads. The model was designed considering every possible alternative for all
systems, using CAD softwares like SOLIDWORKS 2020 and CATIA V5 and ANSYS
2020 R2.
Fig 4.1 Front isometric view
Fig 4.2 Rear isometric view
10
Fig 4.3 Front View
Fig 4.4 Top view
Fig 4.5 Side view
11
Fig 4.6 Dimensions of the frame
Fig 4.7 Dimensions of the frame
Fig 4.8 Ergonomics of the frame
12
CHAPTER 5
CAE ANALYSIS OF THE FRAME
The frame of the vehicle plays a major role in the safety of the passengers so to ensure
the safety of passengers. Material is chosen by analyzing various designs by choosing
different materials and different configurations. Front-impact, side impact, rollover
impact, bending, and torsional analysis are done to finalize the design and material for
the frame. The virtual analysis of the frame was performed on the Ansys 2020 R2 version
of the software.
5.1 FORCE CALCULATIONS
1. Front Impact:
Considering Impulse-Momentum equation,
Force during front impact can be calculated using the formula 𝐹=𝑚Δ𝑣/Δ𝑡
Where,
m= mass of the vehicle
v= velocity of the vehicle
t= time of impact
Assuming that the mass of the vehicle is 220 kilograms and is travelling at a speed of 10
m/s is hitting a wall, the impact time being 0.13s for deformable and non deformable
body, the force calculated is nearly 17000N.
2. Side Impact:
Considering Impulse-Momentum equation
Force during side impact can be calculated using the formula 𝐹=𝑚Δ𝑣/Δ𝑡
Where,
13
t= time of impact
Assuming that the vehicle is being hit by another vehicle of mass 220 kilograms at a speed
of 10m/s from side and the impact time being 0.3s for two deformable bodies, the force
calculated is 7333.3N.
3. Rear Impact:
Considering Impulse-Momentum equation
Force during rear impact can be calculated using the formula 𝐹=𝑚Δ𝑣/Δ𝑡
Where,
t= time of impact
Assuming that the vehicle is being hit by another vehicle of mass 220 kilograms at a speed
of 10m/s from rear and the impact time being 0.3s for two deformable bodies, the force
calculated is 7333.3N.
4. Bending:
Load is calculated using the formula 𝐹=𝑚𝑔
Where,
g= acceleration due to gravity
Assuming the vehicle is in static condition and mass of the vehicle being 220 kilograms
concentrated at centre of gravity and acceleration due to gravity being 9.81ms-2, the force
calculated is nearly 2160N.
14
5. Torsional:
Considering complete lateral load transfer of the vehicle, we calculate the force falling
on each wheel.
F=m*g
Where,
m= lateral loading
g= acceleration due to gravity
The lateral load transfer of the vehicle is 44 kilograms and acceleration due to gravity is
9.81ms-2,the force calculated is nearly 440N.
6. Roll over:
Considering the force acting at C.G of the frame due to which the roll over occurs the
impact force is calculated for the roll over analysis. The force acting on C.G is calculated
in the following way, assuming the mass of the vehicle to be 220 kilograms, the velocity
at which it travels is 10 m/s and the height at which C.G is located is 2.8.
Fcg =〖𝑚𝑣〗^2/𝑟=〖220∗10〗^2/2.8=7857.15𝑁
Now the impact force the OHPM takes is calculated in the following manner
F=(𝐹_𝑐𝑔∗23.5)/33.87=5450𝑁
7. Hard Point (Seat):
Considering two humans of weight 135 kilograms each are seated and weight of the seat
approximately 3.5 kilograms in total the total force falling on two seat mounts together is
calculated using the formula F=m*g
The mass in total is assumed to be 273.5 and g is 9.81m/s2
F=273.5*9.81= 2683N
15
8. Hard Point (Pedal):
Force applied by an average human is found to be 402.5 N
Force of 805 N was considered for this analysis as there are two humans.
9. Hard Point (motor):
Considering the torque output of the motor, the motor torque is converted into force using
torque formula i.e T=F*d
Where,
F- force applied
d- distance from point of action
Here the torque of the motor is assumed to be 40Nm And the d is considered as the
distance between the centre of shaft and the mounting surface which is 0.033m
Hence the force calculated is as follows
F=T/d=1200N.
10. Hard Point (rear shock):
Considering the output from Adam’s car software we found the bump force on the rear
shock mount is 7755N.
Force on rear shock = weight on rear wheel + bump force = 9050N
Hence the above force was considered.
16
11. Hard Point (front shock):
Considering Lateral force and bump force and weight on each wheel we do hard point
analysis for front shock. The lateral force obtained is 431.8N. Bump force and weight on
each wheel sum upto 3600N where the bump force is obtaine d from Adam’s car
simulation.
Here,
Fx=Lateral force= 431.8N
Fy=Bump force+ weight on each wheel=3600N.
5.2 MESH SELECTION
ASPECT RATIO VS ELEMENT SIZE
77.055 77.037 78.479

71.285
58.46
28.375 29.681
2.4 2.6 2.8 3 4 4.5 5
Fig 5.1 Aspect Ratio Vs Element Size
17
element size vs element quality
1.0001
1
0.9999
0.9998
0.9997
0.9996
0.9995
0.9994
0.9993
0.9992
0.9991
0.999
2.4 2.6 2.8 3 4 4.5 5
Fig 5.2 Element Size Vs Element Quality
element size vs stress(front)

400
350
300
250
200
150
100
50
0
2.4 2.6 2.8 3 4 4.5 5
Fig 5.3 Elememnt Size Vs Stress
Mesh size of 2.6mm is selected for all the iterations done for the following reasons:
a) The values when plotted the graph became linear between 2.4mm and 3mm,hence
accurate mesh is found between 2.4mm and 3mm.
b) Element quality of 1 was achieved at 2.6mm mesh.
c) Stress generated due to front impact was nearly same for 2.4 and 2.6mm mesh
d) Aspect ratio for 2.6mm mesh is less.
18
5.3 ITERATIONS OF FRAME
5.3.1. ITERATION I
Fig 5.4 Meshed View
Front Impact:
Fig 5.5 Boundary Conditions
Fig 5.6 Total Deformation
Fig 5.7 Stress
19
Fig 5.8 Strain
Fig 5.9 Factor of Safety
Side Impact:
20
Fig 5.12 Stress
Rear Impact:
21
Fig 5.16 Stress
Fig 5.17 Strain
Torsional Rigidity:
22
Fig 5.21 Stress
Fig 5.22 Strain
23
Roll-Over:
Fig 5.26 Stress
Fig 5.27 Strain
24
Bending:
Fig 5.31 Stress
25
Fig 5.32 Strain
Results:
Iteration-1
Test Max Stress Max Min FOS Acceptability

Run (MPa) Deformation
(mm)
Actual Target Actual Target Actual Target Yes/No
Frontal 505.84 <500 1.835 <5 1.199 >1.2 No
Side 1282.9 <500 11.75 <5 0.47277 >1.2 No
Rear 580.9 <500 2.2176 <5 1.0441 >1.2 No
Rollover 763.83 <500 23.841 <15 0.79413 >1.2 No
Torsion 139.8 <300 0.65724 <3 4.3382 >2 Yes
Bending 202.82 <150 1.4522 <1 2.9904 >4 No
Table 5.1 Results of Iteration 1
26
5.3.2. ITERATION 2
Fig 5.34 Meshed View
Front Impact:
Fig 5.37 Stress
27
Fig 5.38 Strain
Side Impact:
28
Fig 5.42 Stress
3. Rear Impact:
29
Fig 5.46 Stress
Fig 5.47 Strain
4. Torsional Rigidity:
30
Fig 5.51 Stress
Fig 5.52 Strain
31
5. Roll-Over:
Fig 5.56 Stress
Fig 5.57 Strain
32
6.Bending:
Fig 5.61 Stress
33
Fig 5.62 Strain
Results:
Iteration-2
Test Max Stress Max Deformation Min FOS Acceptability

Run (MPa) (mm)
Frontal 485.55 <500 4.6743 <5 1.2481 >1.2 No
Side 437.31 <500 3.2541 <5 1.3858 >1.2 Yes
Rear 98.584 <500 0.085034 <5 6.147 >1.2 Yes
Rollover 369.54 <500 14.1 <15 1.6414 >1.2 Yes
Torsion 61.328 <300 0.3928 <3 9.881 >2 Yes
Bending 302.78 <150 3.2922 <1 2.0018 >4 No
34
5.3.3. ITERATION III
Front Impact:
Fig 5.67 Stress
35
Fig 5.68 Strain
Side Impact:
36
Fig 5.72 Stress
Rear Impact:
37
Fig 5.76 Stress
Fig 5.77 Strain
Torsional Rigidity:
38
Fig 5.81 Stress
Fig 5.82 Strain
39
Roll-Over:
Fig 5.86 Stress
Fig 5.87 Strain
40
Bending:
Fig 5.91 Stress
41
Fig 5.92 Strain
Result:
Iteration-3
Test Max Stress (MPa) Max Deformation Min FOS Acceptability

Run (mm)
Frontal 732.84 <500 6.525 <5 0.82772 >1.2 No
Side 425.52 <500 3.8896 <5 1.4255 >1.2 Yes
Rear 230.096 <500 0.22102 <5 2.6362 >1.2 Yes
Rollover 384.5 <500 14.255 <15 1.5776 >1.2 Yes
Torsion 118.37 <200 0.56466 <3 5.1239 >2 Yes
Bending 174.1 <150 0.97246 <1 3.4835 >4 No
Table 5.3 Results of Iteration
42
5.3.4. ITERATION 4
Front Impact:
Fig 5.97 Stress
43
Fig 5.98 Strain
Side Impact:
44
Fig 5.102 Stress
3. Rear Impact:
45
Fig 5.106 Stress
Fig 5.107 Strain
4. Torsional Rigidity
46
Fig 5.111 Stress
Fig 5.112 Strain
47
5. Roll-Over:
Fig 5.116 Stress
Fig 5.117 Strain
48
6.Bending:
Fig 5.121 Stress
49
Fig 5.122 Strain
Results:
Iteration-4

Run (MPa) (mm)
Frontal 451.59 <500 4.5128 <5 1.343 >1.2 No
Side 407.13 <500 3.4179 <5 1.489 >1.2 Yes
Rear 107.57 <500 0.46514 <5 4.5683 >1.2 Yes
Rollover 392.24 <500 14.767 <15 1.5425 >1.2 Yes
Torsion 64.917 <300 0.36734 <3 9.3427 >2 Yes
Bending 257.8 <150 1.0202 <1 2.3506 >4 No
50
5.3.5. ITERATION V
Front Impact:
Fig 5.127 Stress
51
Fig 5.128 Strain
Side Impact:
52
Fig 5.132 Stress
Rear Impact:
53
Fig 5.136 Stress
Fig 5.137 Strain
Torsional Rigidity:
54
Fig 5.141 Stress
Fig 5.142 Strain
55
Roll-Over:
Fig 5.146 Stress
Fig 5.147 Strain
56
Bending:
Fig 5.151 Stress
57
Fig 5.152 Strain
Result:
Iteration-5
Test Run Max Stress (MPa) Max Deformation Min FOS Acceptab
(mm) ility
Frontal 731.66 <500 5.8894 <5 0.79955 >1.2 No
Side 378.46 <500 3.4134 <5 1.5457 >1.2 Yes
Rear 137.81 <500 0.11987 <5 4.2451 >1.2 Yes
Rollover 468.8 <500 18.619 <15 1.1129 >1.2 No
Torsion 104.28 <200 0.52788 <3 5.6101 >2 Yes
Bending 128.48 <150 0.77938 <1 4.7213 >4 Yes
58
5.3.6. ITERATION 6
Front Impact:
Fig 5.157 Stress
59
Fig 5.158 Strain
Side Impact:
60
Fig 5.162 Stress
3. Rear Impact:
61
Fig 5.166 Stress
Fig 5.167 Strain
4. Torsional Rigidity:
62
Fig 5.171 Stress
Fig 5.172 Strain
63
5. Roll-Over:
Fig 5.176 Stress
Fig 5.177 Strain
64
6.Bending:
Fig 5.181 Stress
65
Fig 5.182 Strain
Results:
Iteration-6

Run (MPa) (mm)
Frontal 386.18 <500 3.5686 <5 1.5707 >1.2 Yes
Side 420.42 <500 3.8615 <5 1.4428 >1.2 Yes
Rear 150.84 <500 0.14231 <5 4.0213 >1.2 Yes
Rollover 361.17 <500 13.422 <15 1.6795 >1.2 Yes
Torsion 143.19 <300 0.90546 <3 4.2294 >2 Yes
Bending 87.939 <150 0.063791 <1 6.8977 >4 Yes
66
Iteration Picture Parameters
1 Parameters considered/Change
details :
Material used: AISI 4130
Cross section: 1in 1.6mm thickness.
• Target weight: <34kilograms
• Design weight: 28kilograms
details :

Cross section: 1in 1.8mm thickness,
1in 2mm thickness
• Target weight <34kilograms
• Design weight 32.6kilograms
details :
Cross section: 1.25 in 1.5mm

thickness, 1in 1.8mm thickness, 1in
1.6mm thickness
• Target weight: <32 kilograms
• Design weight: 28.8 kilograms
67
details :
Cross section: 1in 2mm thickness
details :

1.6mm thickness
details :

1.6mm thickness
68
5.4 ITERATIONS OF HARDPOINTS
5.4.1. SEAT MOUNT ITERATION I
Fig 5.184 Meshed view
Fig 5.187 Stress
Fig 5.188 Strain
69
Fig 5.189 Factor of safety
5.4.2. SEAT MOUNT ITERATION 2:
Fig 5.193 Stress
70
Fig 5.194 Strain
Results:
Seat mount Iterations
Test Picture Max Max Min FOS Acceptability

Run Stress Deformation
(>2) Yes/No
(MPa) (mm)
(<300) (<2mm)
1 83.386 0.54947 2.036 No
2 172.4 0.93356 3.5185 Yes
Table 5.8 Results of seat mount Iterations
71
5.4.3. FRONT SHOCK MOUNT ITERATION 1
Fig 5.199 Stress
72
Fig 5.200 Strain
5.4.4. FRONT SHOCK MOUNT ITERATION 2:
73
Fig 5.205 Stress
Fig 5.206 Strain
Result:
Front shock mount Iterations

(>2) Yes/No
(MPa) (mm)
(<300) (<2mm)
1 526.15 0.62343 1.1529 No
2 232.49 0.24767 2.609 Yes
Table 5.9 Results of front shock mount Iterations
74
5.4.5. PEDAL MOUNT ITERATION
Fig 5.211 Stress
Fig 5.212 Strain
75
Results:
Pedal mount Iterations

(>2) Yes/No
(MPa) (mm)
(<40) (<5mm)
1 29.29 0.18319 5.79 Yes
Table 5.10 Results of pedal mount Iteration
5.4.6. REAR SHOCK MOUNT ITERATION 1
76
Fig 5.127 Stress
Fig 5.218 Strain
77
5.4.7. REAR SHOCK MOUNT ITERATION 2:
Fig 5.223 Stress
Fig 5.224 Strain
78
Results:
Rear shock mount Iterations

(>1.5) Yes/No
(MPa) (mm)
(<400) (<2mm)
1 460.69 1.2277 1.3167 No
2 205.86 0.48228 2.9466 Yes
Table 5.11 Results of rear shock mount Iteration
5.4.8. MOTOR MOUNT ITERATION
79
Fig 5.229 Stress
Fig 5.230 Strain
80
Results:
Motor mount Iteration

(>2) Yes/No
(MPa) (mm)
(<300) (<2mm)
1 27.121 0.015575 3.1784 Yes
Table 5.12 Results of motor mount Iteration
81
CHAPTER 6
RESULTS
After many calculations and iterations, it was found out that iteration 6 of the frame
yielded the best results of all. The material chosen for the iteration is AISI 4130 and the
different circular cross-sections used are 1.25 in and 1.6 mm thickness , 1 in and 1.6 mm
thickness and 1 in and 1.8 mm thickness. AISI 4130 was chosen as :
1) For the selected cross-sections, the bending stiffness and bending strength obtained is
ideal.
2) They are affordable, and availability is high compared to AISI 1080.
3) They have better mechanical properties compared to the materials taken into
consideration.
The following optimizations have been made for the frame:
• Diagonal gussets are used instead of DBM which reduces weight without
compromising on FOS.
• Gusset plates have been added near suspension mounts to provide strength and
reduce deformation.
• Gusset plates have been added to seat mounting member to provide better
rigidity.
• Gussets have been added to SPM to yield better side protection and sustain
rollover.
Fig 6.1 Member allocation
82
CHAPTER 7
CONCLUSION
With pollution becoming a growing concern around the world, there should be an
alternative mode of transportation. The human-electric hybrid trike could be an ideal
approach to the issues raised. The frame of the vehicle was designed as the first step in
Dassault SolidWorks 2020 and CATIA V5 and was analyzed on ANSYS 2020 R2.
The key objectives set out to achieve in the vehicle frame design were design simplicity,
safety, and light weight. Various iterations were designed and optimized throughout the
process, and the final iteration i.e., Iteration 6 of the frame fulfilled the set objectives
satisfactorily. Further research and development into other subsystems can lead to fully
functional hybrid vehicle that can reduce the load on the current I.C. engine vehicles and
can keep the environment pollution free.
83
REFERENCES
https://beeindia.gov.in/content/e-mobility
https://www.energy.gov/timeline/timeline-history-electric-car
https://www.business-standard.com/article/economy-policy/india-s-electric-vehicle-
journey-so-far-a-story-of-nudges-and-trudges-119080600339_1.html
http://www.ijsred.com/volume3/issue3/IJSRED-V3I3P20.pdf
https://www.financialexpress.com/auto/car-news/electric-vehicle-market-in-india-
evolution-challenges-and-solutions/1738148/
https://www.researchgate.net/publication/282685625_Efficylcle_2014_Design_Report
https://www.academia.edu/29824692/SAE_NIS_EFFI_CYCLE_2015_DESIGN_REPO
RT
https://www.researchgate.net/publication/337401817_Design_and_Fabrication_of_Hum
an-Electric_Hybrid_Power_Tri-Cycle
https://effi.saenis.org/wp-content/uploads/2022/07/Segment-2_Rulebook_Advance-
Update-8.7.22.pdf
https://www.sae.org/publications/technical-papers/content/900366/
https://www.researchgate.net/publication/336061720_Analysis_of_Torsional_Stiffness_
of_the_Frame_of_a_Formula_Student_Vehicle
https://www.nhtsa.gov/sites/nhtsa.gov/files/fmvss_208_ii.pdf
https://www.engineeringtoolbox.com/factors-safety-fos-d_1624.html
84

Prototyping of A Human-Electric Hybrid Trike Frame: Bachelor of Technology IN Mechanical Engineering

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Prototyping of A Human-Electric Hybrid Trike Frame: Bachelor of Technology IN Mechanical Engineering

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A GROUP REPORT ON

Under the esteemed guidance of

Mr. P. Chiranjeevi M.Tech

Assistant Professor Department of Mechanical Engineering

Department of Mechanical Engineering

Mr. P. Chiranjeevi M.Tech Dr.A.Purushotham

LIST OF TABLES xiii

CHAPTER-1 INTRODUCTION TO E-MOBILITY 1

1.1 THE HISTORY OF E-MOBILITY IN INDIA AND THE CURRENT 2

CHAPTER-2 LITERATURE SURVEY 4

CHAPTER-3 FRAME DESIGN 6

3.1 DESIGN METHODOLOGY 6

3.2 CONSIDERATIONS FOR FRAME DESIGN 6

CHAPTER-4 CAD MODEL OF THE FRAME 10

CHAPTER-5 CAE ANALYSIS OF THE FRAME 13

5.1 FORCE CALCULATIONS 13

5.2 MESH SELECTION 17

5.3 ITERATIONS OF FRAME 19

5.4 ITERATIONS OF HARDPOINTS 69

5.4.1 SEAT MOUNT ITERATION 1 69

5.4.2 SEAT MOUNT ITERATION 2 70

5.4.3 FRONT SHOCK MOUNT ITERATION 1 72

5.4.4 FRONT SHOCK MOUNT ITERATION 2 73

5.4.5 PEDAL MOUNT ITERATION 75

5.4.6 REAR SHOCK MOUNT ITERATION 1 76

5.4.7 REAR SHOCK MOUNT ITERATION 2 78

5.4.8 MOTOR MOUNT ITERATION 79

FIGURE TOPIC OF FIGURE PAGE NO.

FIGURE TOPIC OF FIGURE PAGE NO.

3.1 Materials and properties considerations 7

Fig 1.1 Vikram EV

Fig 1.2 Mahindra Bijlee

Fig 1.3 Baja E-Auto

Fig 1.4 Reva EV

In 2007, Hero Cycles collaborated with UK-based ULTRA Motor to launch a

3.1 DESIGN METHODOLOGY

Problem statement Research Possible solution

Design amd analysis Calculations Literature survey

3.2 CONSIDERATIONS FOR FRAME DESIGN

i. AISI 1018 Circular cross section 31.75mm x 30.15mm x 1.6mmm 25.4mm x

GOOD GOOD GOOD

GOOD GOOD GOOD

AISI 1080 585 965 7.85 870

AISI 1080 585 965 7.85 870

GOOD GOOD GOOD

AISI 4130 606.5 688.51 7.85 460

Table 3.1 Materials and properties considerations

Bending Strength - (Sy*I)/Cs Bending Stiffness - E*I Material calculations:

AISI 1018 (25.41x1.8mm thickness)

Bending strength = (365* (9352.271)) ÷ (25.4/2)

Bending stiffness = (205×9352.271)

Bending strength = (365*8519.531) ÷ (25.4/2)

Bending stiffness = (205×8519.513)

AISI 1018 (31.75x1.6mm thickness)

Bending strength = (365*17260) ÷ (31.75/2)

Bending stiffness = (205×17260)

ii. AISI 1080 (25.4x1.8mm thickness)

Bending strength = (585*9357.015) ÷ (25.4/2)

Bending stiffness = (205*9357.01))

AISI 1080 (25.4x1.6mm thickness)

Bending strength = (585*8519.513) ÷ (25.4/2)

Bending stiffness = (205*8519.513)

Bending strength = (585*17260.1) ÷ (31.75/2)

Bending Strength - (SyI)/Cs Bending Stiffness - EI Material calculations: