Title : Design Development and Analysis of dual mode E-bicycle

Abstract:
Conventionally the bi-cycle employs the chain drive to transmit power from the pedal
arrangement to the wheel , there are certain disadvantages in doing so which are enlisted
below .Chain drives requires accurate mounting and alignment for proper working . slightest
miss-allignment will result in chain dropping, this becomes more critical in case of shimano
gearing.
Secondly careful maintenance and frequent lubrication is a must in case of chain drives,
thus frequent lubrication and allignment is necessary. Slack adjustment is critical as chain
drives show velocity fluctuations when un-duely stretched.
There is limitation on the maximum speed attained as the maximum speed attainable
cannot exceed 1100 rpm. More over the application of chain drive leads to under utilization
of human effort due to the fact the maximum transmission of bi-cycle chain remains below
70 percent due to polygon effect in chain sprocket drives. The conventional shimano shifter
gears are high maintenance and fragile so also production cost is high. Thus there is a need
to replace the conventional chain drive using the bevel gear box arrangement . Secondly the
bicycle is also designed to operate using an electric motor in-order to operate the bicycle
without pedalling
Ergonomic calculations dual mode operation , calculating shaft speeds for pedal mode
and electric motor mode. Design and development of bevel gear box at pedal end and
driven wheel end Bi-cycle frame optimization and design bevel –gear design, shaft design ,
coupler shaft design Design and development of bi-cycle using 2d-cad,3-d modeling using
unigraphix ,Design of critical components using ANSYS software
Introduction :

A shaft-driven bicycle is a bicycle that uses a drive shaft instead of a chain to transmit

power from the pedals to the wheel. Shaft drives were introduced over a century ago, but
were mostly supplanted by chain-driven bicycles due to the gear ranges possible with
sprockets and derailleurs . Recently, due to advancements in internal gear technology, a
small number of modern shaft-driven bicycles have been introduced.
Shaft-driven bikes have a large bevel gear where a conventional bike would have its chain
ring. This meshes with another bevel gear mounted on the drive shaft. The use of bevel gears
allows the axis of the drive torque from the pedals to be turned through 90 degrees. The
drive shaft then has another bevel gear near the rear wheel hub which meshes with a bevel
gear on the hub where the rear sprocket would be on a conventional bike, and cancelling out
the first drive torque change of axis.
The 90-degree change of the drive plane that occurs at the bottom bracket and again at
the rear hub uses bevel gears for the most efficient performance, though other mechanisms
could be used, e.g. hobson's joints, worm gears or crossed helical gears.
The drive shaft is often mated to a hub gear which is an internal gear system housed inside
the rear hub. Manufacturers of internal hubs suitable for use with shaft drive systems
include NuVinci, Rohloff, Shimano, SRAM, and Sturmey-Archer.
Comparison of Shaft Vs chain driven bicycles
Shaft drives operate at a very consistent rate of efficiency and performance, without
adjustments or maintenance, though their efficiency has been lower than that of a properly
adjusted and lubricated chain, possibly because of insufficiently precise machining or
alignment of the bevel gears. Shaft drives are typically more complex to disassemble when
repairing flat rear tires, and the manufacturing cost is typically higher.
A fundamental issue with bicycle shaft-drive systems is the requirement to transmit the
torque of the rider through bevel gears with much smaller radii than typical bicycle
sprockets. This requires both high quality gears and heavier frame construction.
Since shaft-drives require gear hubs for shifting, they accrue all the benefits and drawbacks
associated with such mechanisms.
Most of the advantages claimed for a shaft drive can be realized by using a fully enclosed
chain case.[8] Some of the other issues addressed by the shaft drive, such as protection for
clothing and from ingress of dirt, can be met through the use of chain guards. The reduced
need for adjustment in shaft-drive bikes also applies to a similar extent to chain or belt-
driven hub-geared bikes. Not all hub gear systems are shaft compatible.

An electric bicycle, also known as an e-bike or booster bike, is a bicycle with an integrated
electric motor which can be used for propulsion. There are a great variety of e-bikes
available worldwide, from e-bikes that only have a small motor to assist the rider's pedal-
power (i.e., pedelecs) to somewhat more powerful e-bikes which tend closer to moped-style
functionality: all, however, retain the ability to be pedalled by the rider and are therefore not
electric motorcycles. E-bikes use rechargeable batteries and the lighter varieties can travel up
at higher speeds than the pedal driven bicycles, depending on the laws of the country in
which they are sold. In some markets, such as Germany, they are gaining in popularity and
taking some market share away from conventional bicycles, while in others, such as China,
they are replacing fossil fuel-powered mopeds and small motorcycles. A key advantage of
hybrid or plug-in electric vehicles is regenerative braking due to their capability to recover
energy normally lost during braking as electricity is stored in the onboard battery.
 Literature review:
In 1999,AVL Company proposed a hybrid system that used a 50 cccarburetted lean-burn two-stroke engine
with a 0.75 kW electric motor mounted on the engine crankshaft mainly to provide increased torque during
acceleration.[1]

Su-Hau et al (2004) focused on the highly efficient energy usage of the battery energy and proposed an
integrated management system for electric motor.[2]

David and Sheng-Chung (2004) proposed new parallel-type hybrid-electric-power system comprises an
engine’s energy distribution and a torque-integrated mechanism (specifically including an engine, a
motor/alternator, a CVT device, and PCM as well as a 3-helical gear set).[3]

Wenguang et al (2005) presented an approach to control powertrain of series hybrid electric vehicles. A
formulation of the system equations and controller design procedure were proposed by them. They also
proposed a new switching algorithm for the power converter for motor torque and motor flux control.[4]

Daniel (2007) designed, developed and implemented a series hybrid electric vehicle. Though he proposed
the architecture as hybrid electric vehicle architecture, he showed that the vehicle runs well in the electric
mode and left the hybrid conversion as future expansion.[5]

Lukic et al (2007) tried to develop a driving cycle of the auto rickshaw in a typical large Indian city, in their
case, Delhi. First, they considered the existing driving cycles used in India are considered as candidates.
Since these data were not applicable, GPS data collected at various times of the day were applied to the
analysis. They derived the new driving cycle from the gathered information via GPS data as well as surveys
of auto rickshaw drivers in India, which helped to get the entire picture for the driving cycle.[6]
‘Investigation of an electric assisted bicycle and determination of performance characteristics’’ paper
examines and realizes an alternative design for a front wheel hub direct drive, which utilizes a three-phase
brushless PM motor.[7]
 Objectives
a) Design of kinematic linkage for pedal arrangement , gear box to produce a ample
driving force to carry the given system load.2-d drawing preparation of linkage
mechanism by ‘ kinematic overlay method ‘ using Auto-Cad .
b) Development of mathematical model of system of forces, derivation and resolution of
system forces by drawing free body diagram of linkage , determination of forces and
utilizing system of forces to determine the gear dimension for operation in dual mode
ie, the exercise mode and the travel mode .
c) Mechanical design of critical components using theroretical theories of failure after
selection of appropriate materials 3-D modeling of set-up using Unigraphix Nx-8.0
CAE of critical component and meshing using Ansys
d) Experimental validation of the of performance of bicycle in pedal and electric motor .

SCOPE OF PROJECT :

1. Ergonomic calculations dual mode operation , calculating shaft speeds for exercising mode and travel
mode and design of gear ratios to suit the same.
2. Design and development of bevel gear box at pedal end and driven wheel end
3. Bi-cycle frame design
4. Design of drive from motor to the bicycle pedal shaft
5. Bevel gear selection and gear design
6. Design and development of bi-cycle using 2d-cad
7. 3-d modeling using unigraphix
8. Design of critical components using ANSYS software
 Bi-cycle frame
 Drive system
 Pedal linkage
 Pedal shaft
 Drive shaft etc.
9. Test and trial to differentiate the findings of pedal and motor mode
 Scheme of implementation /project Completion schedule:
Work Task July 21- Aug 21- Sept 21- October 21 November 21 December
Aug 21 October 21 21

Information Gathering -Literature

Survey.
Finalization of the Aims and
Objectives or Title .
Development Experimental Set Up
and Instrumentation or Case Study
Experimentation / Data Collection
Formulation of Model / Analysis of
Model/ Data
Critical Analysis of the Formulated
Model / Optimization and Sensitivity
Analysis
Initial Report Writing and
Publication
Final Report Writing and Publication
 1. Layout & Design of the Set-up.

SALIENT FEATURES :
1.Bevel gear drive from pedal to wheel ---shaft drive
2. Dual mode:
Mode 1: Pedal mode (manual mode)
Mode 2 Travel mode (electric motor drive)
2. Facility required for the Project.
The following facilities to carry out fabrication work are available at site of manufacture
[1] Centre lathe
[2] Milling machine
[3] DRO – Jig Boring machine
[4] Electrical Arc Welding
[5] Variable Speed drives for motor
[6] RPM meters
.
COMPONENTS OF CHAINLESS BICYCLE SYSTEM
Pedal:
A bicycle pedal has used to propel the bicycle by pushing pedal through the rider’s foot. It is the main
parts of the bicycle system. Pedals have connected to the crank. It acts as a medium that connects the
rider’s shoe or foot and crank. Another end of the pedal has connected to the bevel gear. That makes the
connection with the bevel gear on the shaft at the front end. Pedals allow the leg to move and turn the
bevel gear.

Hub
Hub is itself used to connect the axle to the bicycle’s wheel. It is a central element of bicycle’s wheel
from which the spokes radiate, and it consists of bearing, axle and a hub shell. The hub shell is attached
to the spokes employing its two machined metal flanges. In older designs, flanges are attached to the
separated hub shell. Within the hub, bearings provide rotation around in the axle.
Bearings
A bearing has used to reduce friction between moving parts to the desired motion. It is the element of the
machine. In this project, a bearing used in both front & rear axles. The function of the bearing is to
supplying moving parts a free linear and rotational movement around the fixed axis. The bearing allows
wheel along with the hub shell to rotate freely around the axles. We can commonly see that bicycle hub
generally used ceramic or steel ball bearing.
Drive-Shaft
The function of the shaft is to transmit power from a machine part to another part. It is a rotating
machine element. ➢ Shaft drive consists of two bevel gears, shaft rod and fully enclosed. ➢ The cyclist
wants the motion and delivered power to the shaft employing pedalling. That power is delivered by some
inertia force, tangential force, torque and twisting moment which set up within the shaft. And shaft
allows that power to be transferred further to other machine elements which connected to the shaft
In this chainless bicycle system, drive-shaft is the major part which plays the major role that is played by
chains in chainless bicycle system. Simply say, drive-shaft plays the role of a chain. ➢ Drive-shaft and
pedal have connected through the bevel gears; this connection allows transferring of power to the drive-
shaft from the pedals which further goes to the rear wheel and drives the wheels. ➢ That power which
comes through the rider’s foot to the pedal and transfer to the drive shaft then revolves the shaft rod that
drives the rear hub and the rear wheel for the motion of cycle.
Bevel- Gear
These gears have conically shaped tooth-bearing faces. It is the type of gear which used to intersect the
axis of two shafts. ➢ On the shaft, bevel gears have usually mounted 90 degrees apart.
Generally, bevel gear’s tip is cut and this gear has a shape of a right circular cone. The imaginary
vertices of bevel gears must have to inhabit a similar point during the meshing of the bevel gears. At the
same point, their shaft axis also intersects and has to form an arbitrary non- straight angle between the
shafts. That angle can’t be zero or 180 degrees. Miter gear is a form of bevel gear which as equal
numbers of tooth and shaft axes at 90 degrees.

Construction and Working Principle

➢ The shaft may be of two types that are propeller shaft and drive-shaft. The propeller shaft has used to
propel the vehicle and drive-shafts are one which we use to transferring motion from one point to
another. In this chainless bicycle system, the drive shaft has used to transfer rotational motion from the
front end of the bicycle to the rear wheel to propel the bicycle forward so in this project drive-shaft also
referred as the propeller shaft.
The drive-shaft is the chief connection of bicycle which has used to connect the front end that is pedal
and crank to the rear hub along with the wheel. Drive-shaft performs the job of propelling the front end
and transmitting motion.
➢ The pedal has connected to the crankset which is further connected to the drive-shaft by mean of
bevel gear.
➢ Drive-shaft consists of shaft rod, two bevel gears. Bevel gears are present at both ends of the drive-
shaft.
➢ On the bicycle’s rear end, drive-shaft bevel gear is connected to the gear on the rear hub assembly
along with the rear wheel.
The strength of this system is high and takes small maintenance.
 ➢ Use of drive shaft provides protection to clothes and safety of cyclist as there is no more chain bite,
also no more grease on hand to maintain the chain.
➢ Rider of the chainless bicycle system has not to apply extra power to push the vehicle forward
This chainless bicycle system has a bevel gear in place of the chain-ring. This large bevel gear is
attached to the crankset and mashes with the bevel gear which attached to the drive shaft at the front end.
➢ The cyclist pushes the pedal which turns the bevel gear of the crankset and bevel gear of the shaft
allow the axis of drive torque to turns by 90 degrees.
➢ At the rear end of the drive shaft, another bevel gear is mounted and mesh with the bevel gear on the
rear hub assembly along with the rear wheel and cancel out the change of axis of first drive torque.
➢ The rider pushes the pedal which rotates the shaft rod by means of bevel gear at the front end. This
rotating shaft has a bevel gear at the rear end which meshes with another bevel gear on the hub along
with the rear wheels and drives the rear wheel.

Motor :

Torque from motor = 8 N-m

Speed = 350 rpm @ 24 volt supply
Speed = 180 rpm @ 12 volt suppy
Considering factor of safety = 1.4 system will be designed for 350 watt power
DESIGN OF PEDAL SHAFT

MATERIAL SELECTION : -Ref :- PSG (1.10 & 1.12) + (1.17)

DESIGNATION ULTIMATE YEILD

TENSILE STRENGTH
STRENGTH N/mm2
N/mm2
EN 24 800 680

Þ fs max = uts/fos = 800/2 = 400 N/mm2

This is the allowable valve of shear stress that can be induced in the shaft material for
safe operation.
Assuming 100 % efficiency of transmission
Þ T design = 8 Nm
CHECK FOR TORSIONAL SHEAR FAILURE OF SHAFT.
Torque is applied at the driven gear mounting point on the shaft which 18mm in diameter
Td = P/16 x fs act x d3
Þ fs act = 16 x Td
P xd3
= 16 x 8 X10 3
P x 15.7 3
Þ fs act = 10.52 N/mm2
As fs act < fs all
Þ Pedal shaft is safe under torsional load.
ANALYSIS OF CUTTER SHAFT :

Statistics
Nodes 8430
Elements 4767
Mesh Metric None
Maximum stress by theoretical method and Von-mises stress are well below the allowable
limit, hence the pedal shaft is safe.
 BEARING SELECTION FOR PEDAL SHAFT

SELECTIONOF BEARING 6004 ZZ

The INPUT shaft is held in two ball bearings that equally share the radial load on the shaft .
Selecting ; Single Row deep groove ball bearing as follows.
Series 60

IsI No Bearing of d D1 D D2 B Basic

basic capacity
design No
(SKF)

15AC0 6002 15 17 32 30 9 2250 4400

2

P = X Fr + Y F a
Neglecting self weight of carrier and gear assembly
For our application F a =0
P = X Fr
where Fr = Tangential tooth load = T/R = 22 (MEAN DIA OF CONTACT = 44 MM)
As; Fr < e  X =1
Max radial load = Fr =363.6 N.
 P= 363.3 N
Calculation dynamic load capacity of brg
L= ( C ) p , where p= 3 for ball bearings
P
For m/c used for eight hr of service per day;
LH = 4000- 8000hr
But ; L= 60 n LH
10 6
L= 60 x 180 x 4000 /10 6 mrev ....here speed of SHAFT is considered to be 180 rpm
L= 43.2
Now;43.2= (C) 3
(363.6) 3
C= 1275N
As the required dynamic capacity of brg is less than the rated dynamic capacity of brg;
 Brg is safe
DESIGN OF PEDAL SHAFT HOUSING :

MATERIAL SELECTION : -Ref :- PSG (1.10 & 1.12) + (1.17)

DESIGNATION ULTIMATE YEILD

TENSILE STRENGTH
STRENGTH N/mm2
N/mm2
EN 24 800 680

Þ fs max = uts/fos = 800/2 = 400 N/mm2

This is the allowable valve of shear stress that can be induced in the shaft material for
safe operation.
Assuming 100 % efficiency of transmission
Þ T design = 8 Nm
Assuming 100 % efficiency of transmission
Þ T design = 8 Nm
Td = P/16 x fs act x( D4- d4) /D
Þ fs act = 16 x Td
P x ( D4- d4) /D
Outside diameter of housing = 52 mm
Inside diameter of housing = 42 mm
= 16 x 8 x 10 3 x 52
P x ( 524- 424)
Þ fs act = 0.504 N/mm2
As fs act < fs all
ÞCutter head is safe under torsional load.
ANALYSIS OF PEDAL SHAFT HOUSING :

Statistics
Nodes 10063
Elements 5734
Mesh Metric None

`
Maximum stress by theoretical method and Von-mises stress are well below the allowable
limit, hence the housing is safe.
Design of Bevel Gear drive from pedal to the driven shaft
Bevel Pinion :

Bevel Gear
Motor Torque = 8 N-m
Gear ratio (i) = 14/10 = 1.4
Thus torque at gear = 8 N-m
Torque at pinion = 8/1.4 =5.72 N-m
Maximum load =Maximum torque / Radius of gear
= 8x 1000/ 22 = 363.6 N
No of teeth on pinion= 10
No of teeth on gear = 14
Module = 2.5 mm
b = 10 m
Material of spur gear and pinion = EN24
Sult pinion = Sult gear = 800 N/mm2
Service factor (Cs) = 1.5
ÞPt =( W x Cs) =545.45 N.
Peff = 545.5 N (as Cv =1 due to low speed of operation)
Peff = 545.5 --------(A)

Lewis Strength equation

WT = Sbym
Where ;
Y= 0.484 – 2.86
Z
Þ yg = 0.484 - 2..86 = 0.198
10
Þ Syp = 158.4
WT = (Syp ) x b x m
=158.4 x 10m x m
WT= 1584m2----------(B)
Equation (A) & (B)
1584 m2 = 545.5
Þm=0.586 mm
selecting standard module = 2.5mm ----for ease of construction as we go for single stage
gear box…making size compact …achieving maximum strength and proper mesh.
Hence gear pair dimensions are as follows,
Pinion : 10 teeth . 2.5 module --- integral with driven shaft
Gear : 14 teeth 2.5 module ---integral with the pedal shaft
Analysis of Bevel Gear (Front) :

Statistics
Nodes 17185
Elements 9545
Mesh Metric None
Maximum stress by theoretical method and Von-mises stress are well below the allowable
limit, hence the pedal shaft bevel gear is safe.
Analysis of Bevel Pinion :

Statistics
Nodes 7962
Elements 4354
Mesh Metric None
Maximum stress by theoretical method and Von-mises stress are well below the allowable
limit, hence the pinion is safe.
DESIGN OF DRIVE SHAFT-1

MATERIAL SELECTION : -Ref :- PSG (1.10 & 1.12) + (1.17)

DESIGNATION ULTIMATE YEILD

TENSILE STRENGTH
STRENGTH N/mm2
N/mm2
EN 24 800 680

Þ fs max = uts/fos = 800/2 = 400 N/mm2

This is the allowable valve of shear stress that can be induced in the shaft material for
safe operation.
Assuming 100 % efficiency of transmission
Þ T design = 8 /1.4 = 5.72 Nm
CHECK FOR TORSIONAL SHEAR FAILURE OF SHAFT.
Torque is applied at the driven gear mounting point on the shaft which 18mm in diameter
Td = P/16 x fs act x d3
Þ fs act = 16 x Td
P xd3
= 16 x 5.72X10 3
P x 14 3
Þ fs act = 10.61 N/mm2
As fs act < fs all
Þ Drive shaft-1 is safe under torsional load.
ANALYSIS OF DRIVE SHAFT -1:

Statistics
Nodes 3768
Elements 2095
Mesh Metric None
Maximum stress by theoretical method and Von-mises stress are well below the allowable
limit, hence the drive shaft-1 is safe.
DESIGN OF DRIVE SHAFT-2

MATERIAL SELECTION : -Ref :- PSG (1.10 & 1.12) + (1.17)

DESIGNATION ULTIMATE YEILD

TENSILE STRENGTH
STRENGTH N/mm2
N/mm2
EN 24 800 680

Þ fs max = uts/fos = 800/2 = 400 N/mm2

This is the allowable valve of shear stress that can be induced in the shaft material for
safe operation.
Assuming 100 % efficiency of transmission
Þ T design = 8 /1.4 = 5.72 Nm
CHECK FOR TORSIONAL SHEAR FAILURE OF SHAFT.
Torque is applied at the driven gear mounting point on the shaft which 18mm in diameter
Td = P/16 x fs act x d3
Þ fs act = 16 x Td
P xd3
= 16 x 5.72X10 3
P x 8.8 3
Þ fs act = 42.74 N/mm2
As fs act < fs all
Þ Drive shaft-2 is safe under torsional load.
ANALYSIS OF DRIVE SHAFT -2:

Statistics
Nodes 2688
Elements 1473
Mesh Metric None
Maximum stress by theoretical method and Von-mises stress are well below the allowable
limit, hence the drive shaft-2 is safe.
Design of Bevel Gear drive from driven shaft to wheel
Bevel Pinion :

Bevel Gear Wheel side

Motor Torque = 8 N-m
Gear ratio (i) = 14/10 = 1.4
Thus torque at gear = 8 N-m
Torque at pinion = 8/1.4 =5.72 N-m
Maximum load =Maximum torque / Radius of gear
= 8x 1000/ 22 = 363.6 N
No of teeth on pinion= 10
No of teeth on gear = 14
Module = 2.5 mm
b = 10 m
Material of spur gear and pinion = EN24
Sult pinion = Sult gear = 800 N/mm2
Service factor (Cs) = 1.5
ÞPt =( W x Cs) =545.45 N.
Peff = 545.5 N (as Cv =1 due to low speed of operation)
Peff = 545.5 --------(A)

Lewis Strength equation

WT = Sbym
Where ;
Y= 0.484 – 2.86
Z
Þ yg = 0.484 - 2..86 = 0.198
10
Þ Syp = 158.4
WT = (Syp ) x b x m
=158.4 x 10m x m
WT= 1584m2----------(B)
Equation (A) & (B)
1584 m2 = 545.5
Þm=0.586 mm
selecting standard module = 2.5mm ----for ease of construction as we go for single stage
gear box…making size compact …achieving maximum strength and proper mesh.
Hence gear pair dimensions are as follows,
Pinion : 10 teeth . 2.5 module --- integral with driven shaft
Gear : 14 teeth 2.5 module ---integral with the pedal shaft
Analysis of Bevel Gear (rear) :

Statistics
Nodes 8415
Elements 4284
Mesh Metric None
Maximum stress by theoretical method and Von-mises stress are well below the allowable
limit, hence the rear bevel gear is safe.
Analysis of Bevel Pinion :

Statistics
Nodes 7962
Elements 4354
Mesh Metric None
Maximum stress by theoretical method and Von-mises stress are well below the allowable
limit, hence the pinion is safe.
ADVANTAGES AND DISADVANTAGES
Advantages of Chainless Bicycle System
1) This chainless Bicycle system does not jam.
2) Cyclist of this chainless bicycle system does not get injured because of chain bite as in this system
chain is not present.
3) The rider’s clothes not any more affected by the chain grease. Rider’s footwear, pants do not get
accidental damage.
4) This chainless bicycle system is fully enclosed and requires less maintenance, and periodic
lubrication through a grease gun.
5) This system can deliver more efficiency as compared to the chain drive system.
6) This bicycle has a greater clearance compared to the traditional bicycle.

Disadvantages of Chainless Bicycle System

1) The weight of the chainless bicycle system is a little bit more as compared to the chain drive system.
2) Hub Assembly has used; is complex.
3) This system can’t use derailleur gears; these gears are light in weight and come in a variety of the
gears ratio.
4) This chainless bicycle system is complex to dismantle when repairing the rear tyre
CONCLUSION AND FUTURE SCOPE

11.1 Conclusion
➢ This Chainless Bicycle System would be able to replace the existing traditional bicycle system of
chain and sprocket arrangement.
➢ This Chainless Bicycle is run successfully with the use of drive-shaft in place of chain-ring.
➢ This chainless bicycle system has manufactured for quiet, smooth and easy power transmission. This
chainless bicycle system has optimally designed and use drive shaft which consists shaft rod, bevel
gears, bearing in place of chain drive that consists of chains, sprocket.
➢ This Chainless Bicycle System would be very comfortable for off-road racing.
➢ This Chainless Bicycle System requires little maintenance with comparatively a longer life.
Future Scope
➢ This Chainless Bicycle System generates efficient and reliable output as compared to the traditional
system.
➢ In Future, this system can implement on bikes and also become a better transmission system.
➢ This can also be implemented on the vehicles run by engines such as truck or other high-powered
vehicles.
REFERENCES
[1]. Sheu, K. B., Hsu, T. H., & Hsu, Y. Y.A novel parallel hybrid motorcycle transmission.In Materials
science forum.Trans Tech Publications.
[2]. Hsu, SuHau., Hsu, D. W., Fu, L. C., & Hsu, Y. P. (2004, June). Novel integrated management
system design of electric motorcycles. In American Control Conference, 2004.Proceedings of the
2004.IEEE.
[3].Huang, K. David.,&Tzeng, Sheng Chung. (2004). A new parallel-type hybrid electric-vehicle.
Applied Energy, 79(1), 51-64.
[4].Yan, Wenguang.,Utkin, V., &Rizzoni, G. (2005, June). Power flow control for a series hybrid
electric vehicle.In Proceedings of the IEEE International Symposium on Industrial Electronics,
2005.ISIE 2005.IEEE.
[5].Quinn, C., Daniel Zimmerle, D., & Bradley, T. H. (2012). An evaluation of state-of-charge
limitations and actuation signal energy content on plug-in hybrid electric vehicle, vehicle-to-grid
reliability, and economics. IEEE Transactions on Smart Grid, 3(1), 483-491.
[6].Lukic, S., Mulhall, P., &Emadi, A. (2008). Energy autonomous solar/battery auto rickshaw. Journal
of Asian Electric Vehicles, 6(2), 1135-1143.
[7].S. I. Brand, N. Ertugrul, W. L. Soong, “Investigation of an Electric Assisted Bicycle and
Determination of Performance.