1.

INTRODUCTION
1.1 Introduction:

E-bikes are one of the best creations of the mechanical engineering. From top to
the bottom, every e-bike is created for its best performance in power delivery,
efficiency as well as for adventure, entertainment, and safety. It has various
components designed with precision like frame or chassis, safety systems and
transmission systems. The transmitting drives are the mechanical connection
from the output shaft of the motor to the rear wheel. In some e- scooters, the
motor is placed at the rear wheel so there is a direct connection between motor
and rear wheel also the motor is placed in front, in between both wheels and so
there is enough gap between the output shaft of motor and wheel. To connect
these two, transmitting drive is used. Over the years there has been a lot of
development in this drives. In earlier days, Chain Drive were the only drives that
were used but now Belt Drive is also becoming one of the choices for many
automotive companies. Let it be Chain, Belt or Shaft drive, but it is supposed to
transmit the power and torque to the rear wheel with the highest efficiency.
(Mechanical efficiency can simply be defined as the ratio of the work input to the
work output, of a system.) If we want to attain maximum efficiency, all
components must have minimum losses and final drive is one the component
which has a direct influence on efficiency and losses due to friction, as it is almost
present in the open space and its maintenance and lubrication depends completely
on the owner and mechanic completely. Loss of power or lower efficiency in
these drives depends on various other factors like friction, air resistance, inertia,
lubrication, wear, tear, and slag or tightness of the drives.

1.2 Objectives:

Obtain the higher efficiency of e-bike with the help of various type of power

transmission drives.

2.

E-bike was first developed in 1890’s in US and those were documented within

various US patents. On 31st Dec, 1895 Ogden Bolton designed a battery powered

cycle. He designed using 6 pole brush and commuter DC hub motor connected to

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the rear wheel. He was then granted a US patent. Couple of years later, Hosea W.

Libbey invented electric bike which was propelled by double electric motor. This

motor was so designed that it was attached with the crankset axle. Later in 1990’s

torque sensors and power controls were developed including some modified

versions of bike with NiMH, NiCd and/or Li-ion batteries which offered lighter,

density capacities batteries. But this bikes faced decrease in production when

petrol and diesel resources came in existence. Taking considerations of recent

events of meager resources and facilities at their disposal, over increasing traffic,

snags problem of parking and the need to make automobile a more environmental

friendly, designers of vehicles are back with a view to hit upon a novel concept

that completely alter the conventional design. Recent developments on Electric

bike which are pedal operated are tremendously increasing all over the world

market. In China 9 out of 10 Electric bikes are sold, thereby proving that they are

not only energy efficient but also relative cheaper than other electric automobiles.

It enables to ride in hilly areas and also in windy areas with much less human

effort. The below table shows and gives the review of the world who have

implemented this electric bike system successfully and have been benefited. The

table consists of the following; the type of bike, speed limit(km/ hr), watt, weight

limit (kg), Age requirements.

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 Country Type of Speed limit Watt Weight in Age
bike in km/hr kgs required in
yrs
Australia Pedal 25 250 None None
Canada Hand 30 500 None Various
China P/H 32 200 20 None
Norway Pedal 25 250 None None
Israel Pedal 25 250 30 14
UK Hand 27 250 40 14
Taiwan Hand 25 200 None None
US Hand 25 750 None None
China P/H 30 500 None None

Table 1: Specifications of E-Bike in Various Countries

What is Electric Bike?

The Electric bike is a bike which is driven with the help of battery which is

coupled to electric motor.

Main principle:

It works on the principle that the electromotive force of an A.C. motor which

receives electrical energy stored in D.C. battery is converted with the help of D.C.

to A.C. converter.

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Working Medium:

Here for the motivation of prime mover the chemical reaction takes place from

which an energizing current is evolved which is responsible for the working. The

working medium is sulphuric acid which is separated into columns of H ions and

negative SO4 ions when mixed with water. If the poles of the cell are connected

by a load, the flow of the electrons is from negative to positive. A bivalent

positive lead is produced from neutral lead when combined with bivalent negative

of SO4 group to form lead sulphate. This results due to scarcity of electrons at

negative pole. Through the electron supply a bivalent positive lead is produced at

positive pole from quadrivalent positive lead. A combination of SO4 comes into

existence thereby ruling the combination of O2 which leads to formation of

PbSO4. The atoms of oxygen and hydrogen from electrolyte are released together

to form water thereby decreasing the density of battery acid.

Operation:

In this a DC waveform which is obtained id made sinusoidal due to operational

transistorized D.C. to A.C. amplifying circuit by switching the electric energy in

the form of electric current which flows from battery to D.C. to A.C. converter

circuit. By using amplifier circuit the small A.C. current is amplified again. In

order to drive the circuit through the condenser, this amplified current is fed to

the stator winding of the A.C. motor. The condenser which is used acts as a

storage of electric energy and delivers at the time of requirement. The sprocket

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wheel installed on motor shaft is driven by the motive power of the electric

energy. The rear sprocket wheel is being rotated by the chain drive mechanism

on which the other two remaining sprocket wheels are installed. The wheel is

driven by the rear wheel installed on the rear sprocket. Thus the electric bike is

mobilized by using electric power.

Components of E – Bike:-

 DC MOTOR

 FRAME

 PLATFORM

 BATTERY

 TRANSMISSION DRIVE

 BRAKING SYSTEM

3. SEMINAR DESCRIPTION:

As we see in the literature review from that the power is transmitted from

motor to the rear wheel with the help of various type of drives. So, in regard to

transfer power with higher efficiency there is generally four kinds of transmission

drive:

 HUB DRIVE

 CHAIN DRIVE

 BELT DRIVE

 SHAFT DRIVE

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 Chain Drives:

Chain drives (See Figure 1) are one of the most common

types of the drive which are used for the transmission of power and torque from
the motor to the rear wheel of the e-bike.

Figure 1. Chain Drive

Chain Drive has a series of a link connected with one another which makes
a long, circular, rigid, and continuous component that can be used to transmit
power. This chain is placed between two sprockets or cogs, one attached to the
output shaft of motor whereas another attached with the rear wheel of the e-bike.
Chain rolls over the sprockets or the cogs when either of the sprockets rotates.
Generally, in a e-bike, one cog or sprocket that is attached to the output shaft of
the motor is the main driving sprocket and one attached to the wheel is the driven
one. So power generated in the engine is transmitted from motor to the sprocket
or cog attached to it, to chain and from chain to the sprocket or cog attached to
the rear wheel of the e-bike.

According to the requirement or according to the power generated from the

motor or according to the amount t of the torque to be transmitted the thickness
of chain link and sprockets/cogs can vary. For very high power transmission,
sometimes double chain system is used, i.e. Two chains are joined together but
this system was not practically used and was rejected at prototype level but after
many trials, research and experiments on chains, its strength and performance has
increased and now chains have some classification and types for different
requirements of strength and power transmission like:

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 1. Standard roller chains or Non-O-ring chain

2. O-Ring chains (See Figure 2)

3. X- Ring Chains (See Figure 2)

Figure 2. X-Ring and O-Ring

All three of them are the very primitive type of final chain drive system. A
chain drive system theoretically may have up to 99% efficiency and 1% loss occur
due to the friction and air resistance. But in real life practice in e-bike, a chain
drive may up to 3% losses that are extra 2% loss due to the performance of
lubrication, friction, air resistance, wear and tear with usage and passage of time.
Even after this much of loss, a chain drive may have up to 97% efficiency which
the highest in all drives. Moreover, chain drive also enables designers and
engineers to maintain exact same gear ratio, required during operation.

Design of Sprocket and Chain for Electric Bike:-

let’s understand the design procedure with the help of

example,

We know,

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Transmission ratio = Z2 / Z1 = 66/11 = 6

For the above transmission ratio number of teeth on pinion and

the
number of teeth sprocket is in the range of 21 to 10, so we have
to select number of teeth on pinion sprocket as 11 teeth.

So, Z1 = 11 teeth

B. Selection of Pitch of Sprocket

The pitch is decided on the basis of RPM of sprocket.

RPM of pinion sprocket is variable in normal condition it is =

2100 rpm
For this rpm value we select pitch of sprocket as 6.35mm from
table.

P = 6.35mm

Calculation of minimum center distance between sprockets

THE TRANSMISSION RATIO = Z2 / Z1 = 66/11 = 6 which is

less than 7
Dia. of small sprocket,

Periphery = π × dia. Of sprocket

11 × 6.25 = π × D

D = 11 × 6.25 / π

D = 21.8 mm

Dia. of sprocket,

Periphery = π × dia. Of sprocket

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66 × 6.25 = π × D

D = 66 × 6.25/ π

D = 131.3 mm

So from table, referred from PSG Design Data book

The minimum centre distance between the two sprocket = C’

+ (80 to 150 mm)

C’ = 76.5 mm

MINIMUM CENTER DISTANCE = 76.5 + (30 to 150 mm)

MINIMUM CENTER DISTANCE = 170 mm

C. Calculation of Values of Constants K1 K2 K3 K4 K5

K6 – (with help of PSG Design Data)

Load factor K1 = 1.25 (Load with mild shock)

Distance regulation factor K2 =1.25(Fixed center distance)

Center distance of sprocket factor K3 =0.8

Factor for position of sprocket K4 = 1

Lubrication factor K5 = 1.5 (periodic)

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Rating factor K6 = 1.0 (single shift)

D. Calculation of Value of Factor of Safety

For pitch = 6.35 & speed of rotation of small sprocket = 2100 rpm

Factor of Safety for this drive = 8.55

Calculation of Allowable Bearing Stress:

For pitch = 6.35 & speed of rotation of small sprocket = 2100 rpm

Allowable Bearing stress in the system = 2.87kg / cm2

=2.87 * 981/100 =28 N /mm2

1. Calculating Maximum Tension on Chain

Maximum torque on shaft = Tmax = T2 = 6820 N-mm

Where,

T1 = Tension in tight side

T2 = Tension in slack side

O1, O2 = center distance between two shaft

SinA = R1 - R2/ O1O2

SinA = 65.65 - 10.9/170

SinA = 0.33

A= 18.78
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TO FIND

= (180 –2A ) X 3.14/180

= (180 –2*18.78) X 3.14/180

= 2.48 rad

According to this relation,

T1/T2 = eμθ

T1/T2 = e0.35 x 2.48

T1 = 2.38T2

We have,

T = (T1 – T2) X R

6820 = (2.38 T2 – T2) X 65.65

T2 = 75.27 N

T1 = 2.38 X 75.27

T1 = 179.16 N

So tension in tight side = 179.16 N

We know,

Stress = force / area x 2

Stress induced = 179.16/ (3.14 * 32 / 4) x 2

Stress induced = 12.67 N /mm2

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As induced stress is less than allowable stress =28N /mm2 design

of sprocket is safe.

Advantages of Chain Drives:

1. Chain drives are comparable cheaper to other drives.

2. Chain drives are also light in weight as compared to other drives and so
have low inertia, which reduces power consumption and increases
acceleration by maintaining weight to the power ratio.

3. Chain drives are easy to operate and these can bear very high stresses.

4. Chain drives have compact assembly unit and have high transmission
efficiency, which is up to 97%.

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 5. Chain drives can be operation in extreme conditions and even though it has
less, cheap and easy maintenance.

Disadvantages of Chain Drives:

1. High intensity of wind load

2. High centre of gravity.

3. Cannot tolerate drastic changes in environment.

4. Needs Periodic Monitoring

Belt Drives:

Belt drives (See Figure 3) are another most common type of final
transmission drives in e-bike but this is generally used in cruiser bikes and very
limited number of superbikes. This drive system consists of a driving pulley, belt,
and a driven pulley. Driving pulley is attached to the output shaft of the motor
whereas driven pulley is attached to the rear wheel of the motor. The belt is placed
in between both of the pulleys and power transmission takes through the
combination of all three working together. Both the pulleys have grooves, which
matches the outer structure of the belt and provide enough frictional force to
transfer torque and power.

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Figure 3. Belt Drive

Belt of the belt drive is made up of polychloroprene rubber reinforced with the
metallic torsional chords. This reinforcement provides extra tensile strength to
the belt. Another reinforcement of the nylon coating over the surface of belt
prevents it from the cracking due to stretching and contracting at tension and slack
side respectively. Any belt with crack or broken teeth is needed to be replaced
immediately for smooth running.

In some regards, belt drives are better that chain drives because of the
flexibility and corrosion resistance properties but it also has slipping problem. It
also does not require any lubrication and maintenance in its whole lifespan so it
is used in cruiser bikes to hit miles but a belt drive has comparably smaller life
span than chain drives. In spite of this, belt drives have managed to make a
significant place in automatic or gearless two vehicles transmission system. Belt
drives are widely used in CVT that is Continuous Variable Transmission, in
which different gear ratios are provided with the change in diameter of the
operating pulleys.

A Belt drive can have efficiency up to 89% that is there is about 11%
of power loss due to slipping, stretching, air resistance, wear and tear.

Design of belt drive:-

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Let’s understand the design procedure with the help of example,

Selection of pulley diameter.

D=126mm;
d=60mm;
N1=3110rpm
N2=1975rpm;
R.p=7kw;
v=9.77m/sec
m= 3.028kg/m;
c=490;
t=5mm.
Determination of Wrap angle.

𝛼𝐿=180+2𝛽 = 3.27 rad

𝛼𝑠=180−2𝛽 =3.00 rad

Length of Open Belt

𝐿=𝜋/2( 𝑑𝐿+𝑑𝑠 )+2𝑐+1/4𝑐( 𝑑𝐿−𝑑𝑠)^ 2

L=1274.39 mm

Velocity,

𝑣=𝜋𝑑𝑠𝑁/160×1000

V=9.77 m/sec.

Belt tension ratio between smaller and larger pulley

[𝑇1/𝑇2] 𝐿=𝑒^[ 𝜇𝐿𝛼𝐿/𝑠𝑖𝑛 (𝜃/2)]

[𝑇1/𝑇2] 𝐿= 355.66 N

[𝑇1/𝑇2] 𝑠=𝑒^[ 𝜇𝑠𝛼𝑠/𝑠𝑖𝑛 (𝜃/2)]

[ 𝑇1/𝑇2] 𝑠= 218.97 N

𝜇𝐿=𝜇𝑠

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[𝑇1/𝑇2] 𝑠<[ 𝑇1/𝑇2] 𝐿

Therefore, smallerpulley governs the design. Stress calculation,

𝑇1−29.58/𝑇2−29.58=218.97………….(1)

Therefore Power transmitted per belt = (T1-T2) x v

T1-T2 = 179.119 …………..(2)

Comparing both equations,

T1=207.877 N T2=28.758 N

Recalculation of centre distance,

C=A+(A^2-B)^(1/2)

A=L/4-Pi(D+d/8)

A=245.6 mm

B=(D-d)^2/8

B=544.5 mm

C=490.08 mm

Advantages of Belt Drives:

1. The major advantage of the belt drive is that it has zero maintenance
requirement over its lifespan. It doesn’t even need to be lubricated
periodically like as chain drive.

2. Another major advantage of the belt drive is that it has a very silent
operation. It does not produce any kind of frictional noise while in
operation.

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 3. Belt drive can absorb shocks but cannot bear instant or sudden power
transmission due to of the stretching property of belt material.

4. It is also very efficient that is it has mechanical efficiency up to 89%.

Disadvantages of Chain Drives:

1. Belt drives a major issue of slippage at high power transmission which

results in loss of power and torque at the rear wheel while in operation.

2. Belt drive can be used to deliver a limited amount of power that is for
higher power transfer, it is necessary to switch from belt to chain or shaft
drives.

Shaft Drives:-

Shaft based transmission system in a motorcycle contains a shaft, as suggested

by the name. This shaft is placed parallel to the longitudinal axis of the wheel.
The output shaft of the gearbox is attached to a bevel gear arrangement (See
Figure 4) which is used to change the power transmission orientation by some
angle, in this case by 90 degrees. A universal joint is also used at the shaft to
provide the flexibility to the shaft to perform up and down or the cross motion
with the suspension during jerks. If this universal is provided then the shaft will
get damaged or will break because of its hardness and property to not adjust with
the up and down motion of the rear wheel. Another bevel gear arrangement of 90
degrees is also present at the rear wheel hub end so that shaft can transmit the

17
power the rear wheel from the engine. Both the bevel gear may be present in an
oil bath to provide continuous lubrication to the gear system.

Figure 4. Bevel Gear

The shaft which is used, is generally hollow, because of mechanical
engineering aspect. A hollow shaft which same cross-sectional as of solid and of
the same material, transmits more power or torque as compared to the solid shaft.
Moreover, the hollow shaft does not have a whirling problem at high speed.
The efficiency of the shaft is about 75% which means there is a power
loss of about 25% which is very high. This power occurs due to the extra gear
arrangements and the presence of the shaft. The net weight of the system is also
higher as compared to the other two drives that are chain and belt. This increase
in weight also results in the increase of fuel consumption, reducing the efficiency
of the motorcycle. The operational feature is much better of shaft drive as
compared to the chain and belt drives, as it is very quiet and needs almost no
maintenance, only the lubrication oil of the bevel gears present in the sump is
needed to be changed at fixed interval of time.

Advantages of Shaft Drives:

1. These are very silent that means it does not produce much noise which
makes the ride very comfortable and luxurious.

2. Shaft drive does not require any maintenance and can be used for over a
1,00,000 km of the ride. Most of the bikes do not have this much of
lifespan, which means it could last forever. Only lubrication oil is needed
to be changed at the prescribed time interval.

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 3. Shaft drive also increases the ground clearance of the bike that means more
space for bumps and the obstacles in the path.

Disadvantages of Shaft Drives:

1. The shaft drives have a lower efficiency that is up to 75% or 80% and higher
power loss of about 25%, this lower efficiency increases the fuel consumption
of the bike.

2. The weight of the complete drive is higher as compared to another transmission

system which also increases fuel consumption.

3. The shaft drive is not a compact drive and the manufacturing cost of the shaft
drive is also higher, that is if broken or damaged then repairing cost is also very
higher.

6. CONCLUSION:

The purpose of this paper was the study of surge current protection using
superconductors. The SCFCL offers efficient advantages to power system and opens up a major
application for super conducting materials. By growth of interconnections in electrical
systems the short-circuit capacity increases. The maximal over-current is one of the most
important dimensioning parameter for the power equipment The development of effective
FCLs is becoming very important in relation to rising fault current levels in modern power
networks. The benefit of FCLs application in power systems is reduction the current stresses
on equipment during faults, transient stability of the power grid enhancement and reduction of

19
voltage dips and sags. There are many possible locations in power systems where FCLs
installation offers technical and economical benefits. The bus-tie position appears to be the
most economical option among other alternatives.

6.1. Advantages:
1. Early damaged detection
2. Avoid equipment damaging
3. avoid equipment replacement
4. Improved maintenance
5. Protection to electrical equipments

6.2. Disadvantages:
1. Some Superconducting materials are required.
2. Cooling agents are required

6.3. Limitations:
1. Zero or low impedance, zero or low voltage drop and zero or low power losses at normal
operation
2. Large impedance in fault conditions
3. Quick appearance of impedance when fault occurs
4. Fast recovery after fault removal (half cycles or 8ms)
5. Provide rapid detection and initiation of limiting action within less than one cycle or
16ms
6. Reliable current limitation at determined fault current
7. Be capable of addressing two faults within a period of 15 seconds
8. Good reliability

6.4. Application:
Avoid equipment damaging; avoid equipment replacement; use lower fault rated equipment;
avoid series reactor, split busses, bus-tie breakers; reduce voltage dips on adjacent feeders;

20
enhance power grid transient stability. The fcls can be installed in three main places in
distribution substations.
 Incoming feeder position. The fcl protect the feeder and all downstream equipment that
are valuable and sometimes is difficult to replace;
 Outgoing feeder position. The fcl only limit the fault current passing through that
feeder;
 Bus-tie position. The fcl allows two buses to be tied together without significantly
raising fault current on either bus.

6.5. Future Scope:

In future, this project can be modified by sending the alerting message to the users. To
increase the performance of this topic , the database system can be included to store the real
time data. If some onward research is going on this topic may be reduced electrical losses.

REFERENCES:

1. M.Steurer, K.Fröhlich, Current limiters – state of the art, 4th Workshop

&Conference on EHV Technology, July 1998.

2. M.Noe, M.Steurer, High-temperature superconductor fault current limiters:

concepts, applications, and development status, Supercond. Sci. Technol. 20

(2007), R15-R29.

21
3. M.Tarafdar Hagn, MJafari, S.B.Naderi, New series resonance type fault

current limiter, International Conf. on Power Systems Transients (IPST2011),

June, Delft, Netherlands, 2011.

4. S.H.Lim, B.S.Han, H.S.Choi, Bridge type fault current limiter using switching

operation of HTSC thin film, Journal of the Korean Physical Society, vo.45,

no.3,sept.2004, pp.765-768.

5. Www.superconductors.com

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