HYBRID MOTORCYCLE

1) KHATRI ROHAN RAJESHBHAI 090190119004

2) THAKOR JAYRAJSINH SANTOSHSINH

090190119014

3) CHAHWALA VIJAY HARISHBHAI

090190119037

4) PATIL SAGAR KAPTAN

090190119063 UNDER THE GUIDANCE OF

Prof. M.M.MADHIKAR
MECH. DEPT., G.E.C., VALSAD
 HYBRID MOTORCYCLE
Petrol Tank
Bat
teri
e s
Controller

BL
D CM
oto
r

ngine
Petrol E

rive
Chain D

Petrol Engine Along With An Electric Motor

What Is Hybrid ?

Hybrid Vehicle is a an automobile which combines more than one method of

propulsion system.

It can be anything from a petrol with electric motor, petrol with an hydraulic
motor, diesel with electric or even solar power.

In fact, we already see around us so many hybrid cars and motorcycles running
on CNG with Petrol and even Motorcycles with LPG. They are nothing but form of
a Parallel Hybrid system .
Aim of our Project

This project outlines the design, construction and testing of a 1000W DC brushless
motor controller for use in a light electric vehicle. Specific attention was paid to the
layout of the motor controller to ensure high reliability, ease of manufacture and
lightweight construction without compromising efficiency.
The concept is to club the two technologies of an Internal Combustion Engine with the
Electric main drive.

This we thrive to achieve by using the electric hub motor installed in the wheel and a
programmable controller which will have the maximum speed of the motor to 50km/hr.,
once the motorcycle goes above 50km/hr., the controller cuts of the current to the motor
and the fuel is induced into the petrol engine and then the normal commuting is possible.

Once the vehicle is running on petrol, the battery will be regenerated for further usage
and can be fully charged with a 220v ac supply and Dynamo in the wheel.

The motor used is a BLDC (Brush Less DC Motor) hub motor and we target to achieve 150
km of mileage within Rs. 100 worth the fuel (combining petrol and electric power). The
portability of the batteries is a high value concerned and shall be met with proper result in
this project.
Project Development Process

Market assessment for the current I.C engine efficiency, Electric

vehicle Efficiency and positive – negative effects.
The survey was conducted over petrol motorcycles and electric
scooters available in the market. The cost per km was calculated with
an assumption of the future prices and the maintenance cost of these
vehicles and later compared with the hybrid motorcycle project.

Bikes comparison Model name Cost/km

LPG Converted Bike Passion converted Rs 0.85/ 1km

Electric Scooter YO bike Rs 0.5/ 1km
Petrol Bike Passion Rs 1/ 1km
Hybrid electric Bike Passion hybrid Rs 1/ 7km (for electric drive)
 Feasibility of the project as per current market
condition

Although there has been development in the diesel fuel with an advent of bio
diesel and LPG conversion kits in the market but still there is almost no
competition in the market with this kind of hybrid motorcycle.

The sale if motorcycle is still increasing and in future so will the fuel prices, for
that the hybrid concept seems quite ideal as it not only decreases the per km
cost of the consumer but also enhances the range of the drive.

Below listed is an article report from www.zigwheels.com of the motorcycle sales

from mid-2012. From which we can determine the future necessity of hybrid.

“Two-wheeler manufacturer Honda Motorcycle & Scooter India (HMSI) today

reported a 38.65 per cent growth in total sales for August at 2,22,768 units.
Motorcycle sales jumped by 69.44 per cent to 1,04,316 units in August this year
as against 61,562 units in the same month last year, HMSI said in a statement.”
 Parameters responsible for project components
based on end user Requirement terms

These requirements were necessary in order to find the complete set of calculations
on which the project can be made, unless we know what our need we can’t develop a
good project is.

Range: 60 km to 80 km on electric power

Speed: Maximum speed 40-50km/hr. (as per the city driving condition)

Torque: Enough to carry a passenger and a rider with a tank full of petrol
(300kg approximately ( + or – 30 kg).
Motor Power Study

In order to obtain the best power from the motor, we have to have a
motor with a higher watt specification, that is we need to increase the
stator winding keeping the voltage constant.

For that we did a complete survey of the motors available in the

market but we found none matching our need so we decided to make
one by increasing the winding for the existing motor.

Motors available in market along with their power and range specification:
Motor Power V/I Range(km) No. Of Poles Price in Rs
250 W 48/24 50-65 2 10 k
300 W 48/24 60-70 2 12 k
700 W 48/24 65 4 17 k
1100 W 48/24 50-60 6 20 k +

* K =1000
 What is a Hub Motor ?

It is also called wheel motor, wheel hub drive, hub motor or in-wheel motor is
an electric motor that is incorporated into the hub of a wheel and drives it
directly.

Hub motor electromagnetic fields are supplied to the stationary windings of

the motor. The outer part of the motor follows, or tries to follow, those fields,
turning the attached wheel.

In a brushed motor, energy is transferred by brushes contacting the rotating

shaft of the motor which results in loss of power in the form of heat.

Energy is transferred in a brushless motor electronically, eliminating physical

contact between stationary and moving parts. Although brushless motor
technology is more expensive, most are more efficient and longer-lasting than
brushed motor systems.
Electric Motor Defined

Brush less Direct

Current (BLDC) motors
in which permanent
magnets on the rotor
create a magnetic field
which interact with
synchronous stator
current.

Basic Terminology
Brushless motors consist of a stationary part, the stator, and a rotating part, the rotor.
The space between the stator and the rotor is called the air gap. The stator carries the
windings and the rotor carries the magnets. Brushless motors can have inside rotors
or outside rotors. These two cases are shown in Figure. In either case, the stator and
windings are stationary, allowing direct winding access without brushes or slip rings.
Motor Rotor Position

The rotation of a motor can be calculated by using EMF sensing to estimate rotor
position. Field-oriented control goes a step further by using a finer rotor
position estimate to calculate motor currents into the rotating frame. The
rotating frame is defined by two axes, “d” for magnetic axis and “q” for rotor
axis.
Rotor angle calculation

General equation for calculating winding angle for throttle.

ᶿe =mod ( P.ᶿm.360)ᶿm-ᶿ0.
Where ᶿe= electrical angle.
ᶿm= mechanical angle and ᶿ0= offset angle between electric and mechanical angle.
The rotor can be on the inside or the outside. In either case, the stator, which
contains windings, does not rotate and the rotor, which contains magnets, does.

In most brushless motors,

windings are placed in slots in
a laminated steel structure
called the CORE. The purpose
of the steel is to channel more
magnetic flux through the
winding than would

Be possible with a non-

ferrous core. The section of
TOOTH
Difference steel between two slots is
called a tooth. Three-phase
CORE motors have a number of slots
(and teeth) that is evenly
divisible by three.
 Conclusion and Testing of Motor
Output

The torque per unit amp of the front scooter The torque per unit amp of the axial motor
motor at 20A, plotted within the optimal at 80A, plotted within the optimal 60º
60º rotor electrical angle for BLDC control. rotor electrical angle for BLDC control. It
It remains fairly constant over this interval. remains fairly constant over this interval.

The future work is to achieve the solution between the present condition and
ideal condition and that’s the reason we will vary the current supply and try
to be as close as to the ideal condition.
 Single Stator CORE developed to test the winding method

The original motor design

pursued in this case study used
trapezoidal stator core wedges,
wound with flat copper strips.

The stator core segment was

produced by stacking H-shaped
laminations of silicon steel,
which were laser cut to
specification. Though expensive
in prototype quantities, the
shapes would require only
simple stamp tooling to make in
large volume
Disassembly of Motor Components
Stator Plates

Stator Housing Cover

Permanent Magnets

Rotor Plate Windings on Stator

 Assembly Of Motor
CORE, Stator and First run test using
Copper wire Windings rubber Tube on Motor
Initial CAD Modeling for small capacity

Exploded View of Assembly carried on CREO Elements 5.0

Sectional view of completed Motor design
Sectional view of motor with reduction Gear

Reduction
Gear
Side View showing the motor by creating
transparency on the motor housing
Assembly of motor with the wheel and braking
system
Battery System

A lead acid battery goes through

three life phases, called
formatting, peak and decline

Formatting is most important for deep-

cycle batteries and requires 20 to 50 full
cycles to reach peak capacity

Peak is the state at which we can obtain

the maximum power of battery.

In Decline state, the efficiency of battery

goes down and then replacement is the
only option available.
 Controller
Controller is a brain of the complete hybrid system. Its function is to receive data
from various sensors and provide Electrical power as per the throttle position and
angle. It decides the fuel mode that is, to run the motorcycle on petrol or to run it
On electrical power. It checks the battery voltage and current value and notifies
the user about the charging time.
Controller
 Advantages and Disadvantages

Advantages Disadvantages

Lower cost/km Higher kerb weight

Higher Mileage Centre of Gravity is shifted

Practicality Speed limitation

Ease of Recharging

Very less Maintenance cost

 Future Work Highlights.
1. Controller programming with optimizing parameters on
Throttle Angle
Motor Rotational Angle
Wheel RPM
Battery Discharge
Brake cut-off
Speed Limiter
2. Motor Optimizing
3. Load Conditions testing as per the Kerb weight (weight without rider)
4. Load conditions on maximum jerks and slippery conditions in rain
5. Maximum Torque variation as per the load
6. Dynamo Recharging Capability
7. Heat Dissipation From the motor
8. Throttle limiting position
9. I.C. Engine cut-off Threshold value
10. Optimum Evaluation and feasibility on the parameters set
Thank you 