darshan -project

Hybrid Trike

Chapter 1

INTRODUCTION

A hybrid vehicle is a vehicle that uses two or more distinct power sources to move the

vehicle. The term most commonly refers to hybrid electric vehicles (HEVs), which

combine an internal combustion engine and a electric power train.

Vehicle Type

Two Wheeled and Cycle Type

Early prototypes of motorcycles in the late 19th century used the same principles.

In a parallel hybrid bicycle human and motor power are mechanically coupled at the

pedal drive train or at the rear or the front wheel, e.g. using a hub motor, a roller

pressing onto a tire, or a connection to a wheel using a transmission element. Human

and motor torques is added together..

In a series hybrid bicycle (SH) the user powers a generator using the pedals. This is

converted into electricity and can be fed directly to the motor giving a chainless

bicycle but also to charge a battery. The motor draws power from the battery and

must be able to deliver the full mechanical torque required because none is available

from the pedals. SH bicycles are commercially available, because they are very

simple in theory and manufacturing.

The first known prototype and publication of an SH bicycle is by Augustus Kinzel in

1975. In 1994 Bernie Macdonalds conceived the Electrilite SH lightweight vehicle which

used power electronics allowing regenerative braking and pedaling while stationary. In

1995 Thomas Müller designed a "Fahrrad mit elektromagnetischem Antrieb" in his 1995

diploma thesis and built a functional vehicle. In 2005 Fuchs and colleagues built several

prototype SH tricycles and quadricycles.

Department of Electrical &Electronics, ACIT

Hybrid Trike

Engine Type

Hybrid electric-petroleum vehicles

A petroleum-electric hybrid most commonly uses internal combustion engines (generally

gasoline or Diesel engines, powered by a variety of fuels) and electric batteries to power

the vehicle. There are many types of petroleum-electric hybrid drive trains, from Full

hybrid to Mild hybrid, which offer varying advantages and disadvantages.

Henri Pieper in 1899 developed the first petro-electric hybrid automobile in the world. In

1900, Ferdinand Porsche developed a series-hybrid using two motor-in-wheel-hub

arrangements with a combustion generator set providing the electric power, setting two

speed records While liquid fuel/electric hybrids date back to the late 19th century, the

braking regenerative hybrid was invented by David Arthurs, an electrical engineer from

Springdale.

The plug-in-electric-vehicle (PEV) is becoming more and more common. It has the range

needed in locations where there are wide gaps with no services. The batteries can be

plugged in to house (mains) electricity for charging, as well being charged while the

engine is running.

Hybrid vehicle power train configurations

Parallel hybrid

In a parallel hybrid the single electric motor and the internal combustion engine are

installed so that they can both individually or together power the vehicle. In contrast to

the power split configuration typically only one electric motor is installed. Most

commonly the internal combustion engine, the electric motor and gear box are coupled by

automatically controlled clutches. For electric driving the clutch between the internal

combustion engine is open while the clutch to the gear box is engaged. While in

combustion mode the engine and motor run at the same speed.

Mild parallel hybrid

These types use a generally compact electric motor (usually <20 kW) to provide auto-

stop/start features and to provide extra power assist during the acceleration, and to

generate on the deceleration phase (aka regenerative braking).


Hybrid Trike

Series hybrid

A series- or serial-hybrid vehicle has also been referred to as an Extended Range

Electric Vehicle or Range-Extended Electric Vehicle (EREV/REEV); however, range

extension can be accomplished with either series or parallel hybrid layouts.

Series-hybrid vehicles are driven by the electric motor with no mechanical connection to

the engine. Instead there is an engine tuned for running a generator when the battery pack

energy supply isn't sufficient for demands.

In 1997 Toyota released the first series-hybrid bus sold in Japan. Meanwhile, GM will

introduced the Chevy Volt EREV in 2010, aiming for an all-electric range of 40

miles, and a price tag of around $40,000. Supercapacitors combined with a lithium

ion battery bank have been used in SUV vehicle. Using supercapacitors they claim up to

150 mpg in a series-hybrid arrangement.

Plug-in hybrid electric vehicle (PHEV)

Another subtype added to the hybrid market is the Plug-in Hybrid Electric Vehicle

(PHEV). The PHEV is usually a general fuel-electric (parallel or serial) hybrid with

increased energy storage capacity (usually Li-ion batteries). It may be connected to mains

electricity supply at the end of the journey to avoid charging using the on-board internal

combustion engine.

This concept is attractive to those seeking to minimize on-road emissions by avoiding –

or at least minimizing – the use of ICE during daily driving. As with pure electric

vehicles, the total emissions saving, for example in CO2 terms, is dependent upon the

energy source of the electricity generating company.


Hybrid Trike

Chapter 2

HYBRID TRIKE

2.1 INTRODUCTION

Basically trike is a three wheeled vehicle with one rear wheel and two front wheels .This

is also called as a tadpole. Back in 1993 some scientists had embarked on a project to

design and build a recumbent tricycle. In those days the internet was still a novelty and

specific information on recumbent trike design was dismal at best. Regardless, he set out

to experiment. After 3 unsuccessful designs and 250 lbsof scrap aluminum, he finally

built a trike that was almost road worthy. During his experimentation, he kept meticulous

shop notes and when I wasn’t tinkering in my garage he was spending time at the city

library doing research.Further refinements eventually produced a road worthy design

which his placed into production. After producing three revisions and two product lines,

his recumbent trike was now a force tobe reckoned with. Unfortunately, my passion for

recumbent trikes was eclipsed by his engineering career and family. With my closed

operations I focused my free time in transforming my shop notes into are cumbent trike

primer and releasing it free to the world as a resource. The original document was

released in 1997. Over the years his have added a few items, but it wasn’t until recently

that he took the time to completely clean it up and re-edit the original content. The

document is clearly more legible and I’m certain that you will enjoy reading it. This

document focuses on the basics of recumbent tricycle design. In order to keep the concept

elementary I have simplified many of the terms and explain the technology in detail at a

level that most people will enjoy reading. If the explanations contained in this document

do not address your concerns or doesn't present the 'big picture', plans for building a trike

will only teach you how to build one. However, once armedwith the information on

making a great trike; you will appreciate the compromises and risksassociated with

designing your own trike.If your desire is building a trike from a set of existing

comprehensive plans.


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2.2 WHY TRIKE?

Recumbent tricycles come in two configurations, the Tadpole having two wheels

forward and one aft, and the Delta having a single wheel forward and two aft .

Each of these configurations has their advantages and weaknesses.

Two wheels in front offer excellent overall braking.

Overall excellent handling.

Steering systems are more complicated and require unique parts.

Design is complicated and dependent on many contingencies.

It is appropriate to offer some reasons why I prefer the two wheels front, one

wheel aft design commonly referred to as the 'Tadpole‘ configuration. The most

common tricycle design is the single wheel in front, two-wheel aft configuration

(1F2R) referred to as the 'Delta' configuration.

Although a well-designed Delta trike has many merits such as reduced cost, and

complexity, it does not have the handling characteristics of a Tadpole design.

Without going deep into physics to explain this comparison, I’ll only mention that

it has something to do with the Moment Of Inertia.

2.3 WORKING OF HYBRID TRIKE

The main aim of the project is to build a hybrid system which helps to reduce the

consumption of fossil fuel and also gives better mileage compared to normal vehicle by

using the combination of IC engine and electric motor.

Principle

A hybrid electric vehicle (HEV) is a type of vehicle which combines a

conventional internal combustion engine (ICE) propulsion system with

an electric propulsion system. The presence of the electric power train is intended to

achieve better fuel economy. The hybrid bike works on the basic principle of “FULL

HYBRIDIZATION”. Full hybrid, sometimes also called a strong hybrid, is a vehicle that

can run on just the engine or with the help of batteries.


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Working

The hybrid trike can initially run through ic engine or with electric motor .The decision is

based on the situation .Basically hybride trike is run with the help of ic engine .a kicker is

provided to start the ic engine and the engine is started ,it runs normally like other ic

engine vehicles but the hub motor which is built in the wheel hub generates power .When

ic engine is running the chain is linked to the rear wheel which consists of the hub motor

while running the rear wheel rotates and the rotary motion is converted into electrical

power by the hub motor which also acts as a generator and the generated power is stored

in the batteries connected in series connection.Then the generated power which is stored

in batteries can be used to run the hybrid trike with the help of the hub motor hence the

vehicle runs with the help of electrical power generated by the ic engine, If the power

developed is not sufficient then the batteries can be charged using the plug in provided to

charge the batteries .So this is the working of a typical hybrid trike. The battery block is

interfaced with the motor controller block. The motor controller controls all the function

capability and is the central component of the electrical system. The basic requirement

for the control is to regulate the amount of power applied to the brushless dc motor.

Primary power source is brushless dc motor. The vehicle can be operated at speed of

about 35kmph .when there is a need of higher speed the IC engine can be switched on at

the same time the power supply to the brushless dc motor can be turned off so brushless

dc motor can be used as a generator to charge the batteries.


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Chapter 3

PROJECT DESCRIPTION

3.1 DESIGN AND CHOICE OF GEOMETRY [1]

A simple approximation to perfect Ackermann steering geometry may be generated by

moving the steering pivot points inward so as to lie on a line drawn between the

steering kingpins and the centre of the rear axle. The steering pivot points are joined by a

rigid bar called the tie rod which can also be part of the steering mechanism, in the form

of a rack and pinion for instance. With perfect Ackermann, at any angle of steering, the

centre point of all of the circles traced by all wheels will lie at a common point. Note that

this may be difficult to arrange in practice with simple linkages, and designers are advised

to draw or analyze their steering systems over the full range of steering angles.

Modern vehicles do not use pure Ackermann steering, partly because it ignores important

dynamic and compliant effects, but the principle is sound for low speed man oeuvres.

Some race vehicles use reverse Ackermann geometry to compensate for the large

difference in slip angle between the inner and outer front tires while cornering at high

speed. The use of such geometry helps reduce tyre temperatures during high-speed

cornering but compromises performance in low speed maneuvers.


Hybrid Trike

Camber

The next geometry is the camber angle of the front wheels. If the wheels are at exact right

angles to the ground (90 degrees) or the distance between the top of both wheels equals

the distance between the bottom of both wheels, the camber is said to be neutral. If the

distance between the top of both wheels is shorter than the bottom, the camber is said to

be negative. And, if the distance between the top of both wheels is longer than the

bottom, the camber is said to be positive. Normally, a negative or neutral camber is

desirable. The Thunderbolt project has adjustable camber so that you can adjust it to your

satisfaction.


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Toe-In

The Toe relationship is somewhat similar to Camber, but at a 90°from the axis of the

kingpin (longitudinal axis). Positive Toe or Toe-In refers to the front wheels pointing

inward towards each other at the forward end and away from each other at the rear. This

inward relationship is relatively very small. With most vehicles a ‘Toe-In’ relationship is

a desirable trait in that it provides greater straight line stability at the cost of efficiency

and sluggishness on cornering response. In practice, a recumbent trike requires little if

any Toe-In. A Toe-In of no more than 0.1" is sufficient. trajectory intersect.

3.11 ACKERMAN STEERING MECHANISM [1]

The Ackerman steering compensation provides a way for a vehicle to turn without the

front wheels scrubbing. In layman's terms, this means that when the vehicle is steered in

either direction, the inside wheel shall always turn sharper than the outside wheel. Let's

look at this with an example: My Thunderbolt can turn around a 15-ft. circle. This means

that the outer tire is pointing at a particular angle that follows the 15-ft. circle. However,

the inside wheel, which tracks 32 inches closer to the inside, must turn at a sharper angle

so that it can follow a 9.5 ft circle. Obviously, if both wheels turned at the exact angle,

they would scrub when the vehicle turns. Not only would this wear out the tires, it would

also cause the vehicle to drastically slow-down when turning.


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There is some consideration concerning Ackerman that must be understood. First,

perfect .Ackerman does not mean always yield the best performance. Secondly, the

accuracy of the .Ackerman compensation is dependent on the type of steering system

used on the trike design. Peter Eland has created a couple of spreadsheets that accurately

calculate the Ackerman Steering based on the steering linkage type, wheel base and wheel

track. As mentioned, perfect Ackerman steering compensation does not guaranty the best

performance. In some cases it is desirable to reduce the Ackerman during large radius


Hybrid Trike

turns as it makes the steering less sensitive and less prone to over-steering. This Anti-

Ackerman actually prevents over-steering at high speeds. An Anti-Ackerman is actually a

partially compensated Ackerman implementation and allows a small amount of scrubbing

when turning a large radius, but it follows the full compensation during smaller radius

turns. The exaggerated result is a vehicle that slows down in the corners, but allows the

trike to sustain faster speeds without steering instability. My personal T'bolt could sustain

speeds greater than 50 MPH without steering instability, as it uses a 2° Anti-Ackerman

offset. Therefore, perfect Ackerman is up to the rider. Again, I strongly recommend using

Peter Eland's spreadsheet.

3.12 STEERING LINKAGE AND HOW THEY WORK

The steering linkage is another factor in the equation. Although more than a dozen

steering systems exist, I'll mention a few widely used steering linkage systems as they

would apply to the Thunderbolt. These are shown and explained below:

Single Tie Rod and Drag Link System

This type of steering system was common on early automobiles and eventually found its

way to farm tractors. A knuckle-to-knuckle Drag Link provides continuity between the

wheels, while the Tie Rod provides linkage to a Bell Crank (Pitman Arm). The best

attribute is that the main linkage consists of only two rod-end bearings. This allows the

steering to remain relatively tight. Although this system uses more parts than the other


Hybrid Trike

two steering systems, it provides superior flexibility for adjustment and provides adequate

Ackerman compensation. However, the system weighs slightly more than the other two

systems mentioned. Misalignment of the Bell Crank orientation (caused by the Tie Rod

deviating from 90°) causes a slight non-linearity throughout the steering range. This is

compensated by applying Ackerman to the steering knuckle control rod that links it to the

Bellcrank. The drawing on opposite page depicts an application for OSS (Over Seat

Steering). For USS (Under Seat Steering U-bar), the drawing below applies.

3.13 BRUSHLESS DC MOTOR [2]

Brushless DC motors consist of a permanent magnet rotor with a three-phase stator

winding. As the name implies, BLDC motors do not use brushes for commutation;

instead, they are electronically commutated. Typically three Hall sensors (see Fig 2) are

used to detect the rotor position and commutation is based on these sensor inputs.

Brushless DC (BLDC) motors are rapidly gaining popularity. They offer longer life and

less maintenance than conventional brushed DC motors. Some other advantages over

brushed DC motors and induction motors are: better speed versus torque characteristics,

noiseless operation and higher speed ranges. And in addition, the ratio of torque delivered

to the size of the motor is higher, making them useful in applications where space and

weight are critical factors.

In a brushless DC motor, the electromagnets do not move; instead, the permanent

magnets rotate and the three-phase stator windings remain static (see Fig 2). This gets

around the problem of how to transfer current to a moving rotor. In order to do this, the

brush-commutator assembly is replaced by an intelligent electronic “controller”. The

controller performs the same power distribution as found in a brushed DC motor, but is

using a solid-state circuit rather than a commutator/brush system.

The speed and torque of the motor depend on the strength of the magnetic field generated

by the energized windings of the motor, which depend on the current through them.

Therefore adjusting the rotor voltage (and current) will change the motor speed.


Hybrid Trike

CHAPTER 4

FABRICATION


Hybrid Trike

CHAPTER 4

FABRICATION

4.1 DESIGN CONFIGURATION OF CHASSIS


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Chassis is a basic frame and most fundamental unit or a model of a vehicle. The design

configuration are as shown in the figure. The chassis is made of mild steel hollow square

bar of 10*10 mm .The hollow square bar has 3mm thickness and it is cut according to the

dimensions required using suitable cutting tool and the surface of the bar is made smooth

with the smooth file. The hollow square bar which are cut according to the required

dimensions are then welded to form the chassis. The type of welding used is electrode arc

welding .The advantage of using electrode arc welding is that the welded joints will

have good strength and good finishing and the joints will not easily dislocate. The mild

steel material used in this chassis design provides good strength and will be able

withstand higher loads.


Hybrid Trike

Chapter 5

METHODOLOGY

The battery block is interfaced with the motor controller block. The motor controller

controls all the function capability and is the central component of the electrical system.

The basic requirement for the control is to regulate the amount of power applied to the

brushless dc motor. Primary power source is brushless dc (bldc) motor. The vehicle can

be operated at speed of about 25kmph .when there is a need of higher speed the IC engine

can be switched on at the same time the power supply to the brushless dc motor can be

turned off so bldc motor can be used as a generator to charge the batteries.

Chapter 6Department of Electrical &Electronics, ACIT

Wall charger

Battery Microcontroller

Throttle

Brushless dc motor/generator

Wheel

IC EngineThrottle

Fuel tank

Rectifier

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REQUIREMENTS AND SPECIFICATIONS

6.1 Battery requirements

Since hybrid technology is relatively new, at least compared to the conventional drive

train invented over 100 years ago, there have been reasonable concerns around technical

failures when adopting this technology. The highest uncertainty remains around the

battery lifetime, the cost of replacement, and the maintenance of advanced electronics.

Battery power – Until the late 1990s battery development was driven by the need for

battery powered electric vehicles and thus aimed for high energy density (low weight per

energy storage capacity; kWh/kg). With the launch of the first HEVs the focus shifted

toward developing batteries suitable for hybrid applications instead, i.e. focusing on high

power density (low weight per power discharge ability; kW/kg) .The first generation

HEVs were sluggish since the battery development had not aimed for high specific

power, i.e. they could not discharge energy quickly enough. This has been partly rectified

by the development of improved battery types: nickel/metal hydride and lithium-ion

batteries.


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Current HEV batteries provide the vehicle with ample power for driving but development

is still ongoing, focusing on cost reduction and extending the lifetime. Battery life – Most

HEV manufacturers provide long lifetime guaranties (e.g. 8 years or ~ 250,000 kms) for

their batteries and electrical systems. Battery disposal - In the mid-1990s, there was a

heated debate on batteries for electric vehicles, their after-life and the effect of metal

“leakage” in the environment. Batteries would be recycled but there was a concern that a

small percentage of the poisonous battery metals, especially lead and cadmium, would

leak into the environment and affect human health and ecosystems. But recent battery

technology development has made that debate outdated as battery development has

moved away from lead acid and nickel cadmium batteries. Lithium and nickel-metal

hydride batteries, the most recent battery versions, pose no serious threat to the

environment.

6.2 Brushless DC motor

Rotation

A BLDC motor is driven by voltage strokes coupled with the given rotor position. These

voltage strokes must be properly applied to the active phases of the three-phase winding

system so that the angle between the stator flux and the rotor flux is kept close to 90° to

get the maximum generated torque. Therefore, the controller needs some means of

determining the rotor's orientation/position (relative to the stator coils.)

In our design we use Hall effect sensors (some use a rotary encoder, others sense the back

EMF in the un-driven coils) to directly measure the rotor's position. Each sensor element

outputs a high level for 180° of an electrical rotation, and a low level for the other 180°.

The three sensors have a 60° relative offset from each other. This divides a rotation into

six phases (3-bit code). Fig 3 and Fig 4 show the relationship between the Hall sensor

input code and the required active motor windings.


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Speed control

By simply varying the voltage across the motor, one can control the speed of the motor.

When using PWM outputs to control the six switches of the three-phase bridge, variation

of the motor voltage can be achieved easily by changing the duty cycle of the PWM

signal

Commutation Sequence

Figure 7 shows an example of Hall sensor signals with respect to back EMF and the phase

current. Figure 8 shows the switching sequence that should be followed with respect to

the Hall sensors. The sequence numbers on Figure 7 correspond to the numbers given in

Figure 8. Every 60 electrical degrees of rotation, one of the Hall sensors changes the state.

Given this, it takes six steps to complete an electrical cycle. In synchronous, with every

60 electrical degrees, the phase current switching should be updated. However, one

electrical cycle may not correspond to a complete mechanical revolution of the rotor.

The number of electrical cycles to be repeated to complete a mechanical rotation is

determined by the rotor pole pairs. For each rotor pole pairs, one electrical cycle is

completed. So, the number of electrical cycles/rotations equals the rotor pole pairs.

Figure 9 shows a block diagram of the controller used to control a BLDC motor. Q0 to

Q5 are the power switches controlled by the PIC18FXX31 microcontroller.


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Based on the motor voltage and current ratings, these switches can be MOSFETs, or

IGBTs, or simple bipolar transistors.

Table 1 and Table 2 show the sequence in which these power switches should be

switched based on the Hall sensor inputs, A, B and C. Table 1 is for clockwise rotation of

the motor and Table 2 is for counter clockwise motor rotation. This is an example of Hall

sensor signals having a 60 degree phase shift with respect to each other. As we have

previously discussed in the “Hall Sensors” section, the Hall sensors may be at 60° or

120° phase shift to each other. When deriving a controller for a particular motor, the

sequence defined by the motor manufacturer should be followed. Referring to Figure 9, if

the signals marked by PWMx are switched ON or OFF according to the sequence, the

motor will run at the rated speed. This is assuming that the DC bus voltage is equal to the

motor rated voltage, plus any losses across the switches. To vary the speed, these signals

should be Pulse Width Modulated (PWM) at a much higher frequency than the motor

frequency. As a rule of thumb, the PWM frequency should be at least 10 times that of the

maximum frequency of the motor. When the duty cycle of PWM is varied within the

sequences, the average voltage supplied to the stator reduces, thus reducing the speed.

Another advantage of having PWM is that, if the DC bus voltage is much higher than the

motor rated voltage, the motor can be controlled by limiting the percentage of PWM duty

cycle corresponding to that of the motor rated voltage. This adds flexibility to the

controller to hook up motors with different rated voltages and match the average voltage

output by the controller, to the motor rated voltage, by controlling the PWM duty cycle.

There are different approaches of controls. If the PWM signals are limited in the

microcontroller, the upper switches can be turned on for the entire time during the

corresponding sequence and the corresponding lower switch can be controlled by the

required duty cycle on PWM.

The potentiometer, connected to the analog-to-digital converter channel in Figure 9, is for

setting a speed reference. Based on this input voltage, the PWM duty cycle should be

calculated.


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6.3 MICROCONTROLLER

TABLE 1: SEQUENCE FOR ROTATING THE MOTOR IN CLOCKWISE DIRECTION WHEN

VIEWED FROM NON-DRIVING END

TABLE 2: SEQUENCE FOR ROTATING THE MOTOR IN COUNTER-CLOCKWISE

DIRECTION

WHEN VIEWED FROM NON-DRIVING END


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6.4 IC Engine Specifications

TVS XL Super engine comes equipped with several important features. It is available

with 70 cc engine with the kick start option. It is further marketed with auto wet clutch

system which makes this moped reliable to all the riders.

70cc 2 stroke single cylinder

Bore*stroke=46*42

Max power output=3.5b HP@4500-5000RPM

TORQUE-5N-m@3750RPM

TYRE SIZE-2.55”*16”-FRONT AND REAR WHEEL

WHEEL BASE-1100mm

WEIGHT OF ENGINE-7.5Kg

Displacement=69.9cc

BLDC MOTOR SPECIFICATION

Max speed-3600RPM

Rated power-500w

Voltage-48v

Rated speed-2500RPM

Rated torque-1.9N-m

Max torque-4.1N-m

Rated amps-10A

Weight-2.2Kg


mailto:3.5bHP@4500-5000RPM

mailto:3.5bHP@4500-5000RPM

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6.5 HUB MOTOR

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. 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 motors have their greatest torque at startup, making them ideal for vehicles as

they need the most torque at startup too. Their greatest torque occurs as the rotor first

begins to turn, which is why electric motors do not require a transmission. A gear-down

arrangement may be needed, but unlike in a transmission normally paired with a

combustion engine, no shifting is needed for electric motors.

Wheel hub motors are increasingly common on electric bikes and electric scooters in

some parts of the world, especially Asia.


http://en.wikipedia.org/wiki/Brushless_motor

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Chapter 7

COMPARISION OF ELECTRIC AND HYBRID

VEHICLES

In the recent years there have been a lot of discussions concerning the future of personal

vehicles using oil products as a mean of energy, such as vehicles. The discussion is about

global warming, pollution and the dependency upon the non-renewable oil. The global

vehicle industries has already begun to show exactly where the future of vehicles is going

and right now it seems as electric vehicles and hybrid vehicles is the answer.

Electric Vehicles

Electric vehicles are which solely depend on electricity to work and although it might

seem like science fiction the electric vehicle is already here, and has been here for the last

hundred years. The main problem with the electric vehicles is that it can not go very far

before it needs to be recharged, something that takes between three to six hours. The

electric vehicles can simply not give the driver the same sense of freedom as a standard

vehicle can, at least not now.

Hybrid vehicles

The solution to the electric vehicles shortcomings when it comes to short distances was

the hybrid vehicle that is a merge between a standard vehicle and an electric vehicle. The

electric motor in a hybrid vehicle is still the main source of propulsion but when the

battery starts to run low or the hybrid vehicle needs a little extra juice the standard engine

kicks in and does just that. The hybrid vehicle is an advanced piece of machinery

equipped with computers that controls every little detail in both of the propulsion

systems. The latest idea takes the hybrid vehicle one step closer to the electric vehicle by

introducing the possibility to recharge the batteries using an external source such as the

normal electric grid.


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Health of people and nature

The environmental advantages of the both electric and hybrid vehicle should be quite

obvious to everybody, increased health for both people and nature. It is long since proved

that the use of oil products releases more pollution into the air than the nature can take

vehicles of, increasing risks of both cancer and lung diseases. The pollution produced by

vehicles might also get vehicleried into the atmosphere where it transforms into acidic

rain, one of the worst problems for nature and even planted crops. So by using hybrid and

electric vehicles humanity not only does the nature a favor but also does ourselves a

favor.

Disadvantage

Now it might seem as if the hybrid and electric vehicles are the answer to all

environmental problems but the truth is far from it. The vehicles are great for the

environment and peoples health, there is no argue there, but these vehicles will need to

get their electricity from somewhere and that is where the disadvantages shows. Most of

the extra electricity needed to recharged electric vehicles today is produced by coal

plants, creating even more pollution than the average vehicle would. Another problem is

that statistics have shown that both hybrid and electric vehicles takes more energy to

produce than a regular vehicle and although that is a problem that most likely will be

solved in time it is not a positive thing today. So although the electric and hybrid vehicles

will be the vehicle of the future, it is not the vehicle of today.


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Chapter 8

ENVIRONMENTAL ISSUES

Fuel consumption and emissions reductions

The hybrid vehicle typically achieves greater fuel economy and lower emissions than

conventional internal combustion engine vehicles (ICEVs), resulting in fewer emissions

being generated. These savings are primarily achieved by three elements of a typical

hybrid design:

1. relying on both the engine and the electric motors for peak power needs, resulting

in a smaller engine sized more for average usage rather than peak power usage. A

smaller engine can have less internal losses and lower weight having significant

battery storage capacity to store and reuse recaptured energy, especially in stop-

and-go traffic, which is represented by the city driving cycle.

Other techniques that are not necessarily 'hybrid' features, but that are frequently found on

hybrid vehicles include:

1. Shutting down the engine during traffic stops or while coasting or during other

idle periods;

2. Improving aerodynamics; (part of the reason that SUVs get such bad fuel

economy is the drag on the vehicle. A box shaped vehicle or truck has to exert

more force to move through the air causing more stress on the engine making it

work harder). Improving the shape and aerodynamics of a vehicle is a good way

to help better the fuel economy and also improve handling at the same time.

3. Using low rolling resistance tires (tires were often made to give a quiet, smooth

ride, high grip, etc., but efficiency was a lower priority). Tires cause mechanical

drag, once again making the engine work harder, consuming more fuel. Hybrid

vehicles may use special tires that are more inflated than regular tires and stiffer

or by choice of vehiclecass structure and rubber compound have lower rolling

resistance while retaining acceptable grip, and so improving fuel economy

whatever the power source.


Hybrid Trike

These features make a hybrid vehicle particularly efficient for city traffic where there are

frequent stops, coasting and idling periods. In addition noise emissions are reduced,

particularly at idling and low operating speeds, in comparison to conventional engine

vehicles. For continuous high speed highway use these features are much less useful in

reducing emissions.


Hybrid Trike

Chapter 9

ADVANTAGES AND DISADVANTAGES

ADVANTAGES

Lower fuel usage

The engine in a hybrid vehicle does not have to work as hard as the engine in a non-

hybrid vehicle, resulting in much higher fuel economy.

Lower emissions

When an automobile engine is running on gasoline, it is emitting vehiclebon dioxide into

the air. Hybrids reduce the emissions of vehicles because the gasoline engine is not

always running, particularly in slow-moving, congested traffic. Manufacturer of Edible

Oil using, Top Technology, Low Cost & High Profit

Less wear on engine components

A hybrid vehicle uses its gasoline engine less, resulting in longer life and less wear on

internal engine components.

Reduce dependence on fossil fuels

Because hybrid vehicles use less fuel, driving a hybrid can help reduce dependence on

fossil fuels, which are a non-renewable resource.

Good for the environment

Probably most documented about hybrid vehicles are their green credentials - and if more

of us drove hybrid vehicles, it would ultimately significantly reduce CO2 emissions. A

hybrid vehicle produces 25 to 35% less in CO2 emissions than regular vehicles, because

it is has a second electric, battery powered engine, which recharges via the petrol engine.


Hybrid Trike

This is a much more energy efficient engine for town and city driving, or driving in

traffic. Then, when driving at higher speeds, the power of the petrol engine kicks in.

Fuel efficient

The dual engines help to maintain the most efficient energy consumption during all

driving conditions - which means you'll need to fill your vehicle with petrol far less often

than with a regular vehicle. Because the vehicle is able to utilize the battery powered

engine when driving at lower speeds or in traffic (which is often when needless amounts

of petrol is burned), little or no fuel is needed during these driving conditions.

DISADVANTAGES

Hybrid vehicles can be expensive

One drawback of hybrid vehicles is the cost - and yes, you should expect to pay more for

a hybrid model than a regular petrol vehicle. But you can at least offset this with the

lower running costs of a hybrid vehicle and the vehicle tax exemptions. Hybrid vehicles

also tend to offer longer guarantee and warranties on their vehicles, which will give you

more peace of mind when making the investment.

Different driving experience

Some drivers are put off from hybrid vehicles due to the differences they feel when

they're driving them. For example, when stationary or travelling at a low speed, the

battery engine is virtually silent - which can be disconcerting for drivers who may think

the vehicle sounds like it's cut out. The noise, or lack of, has also drawn criticism from

road safety pressure groups, who believe that the lack of noise the vehicle makes could

inadvertently lead to a rise in vehicle accidents on the road involving pedestrians or other

vehicles.

Less power

Hybrid vehicles are less powerful, in general, than regular vehicles of a similar size,

because the petrol part of the engine is smaller than you get in single engine petrol

vehicles, and the electric motor is low power. However hybrid vehicle engines are still

usually around 1.5 liters - not insignificant, and particularly suitable for safer town or city

driving.


Hybrid Trike

CHAPTER 10

APPLICATIONS

Hybrid Vehicles find applications in vehicle manufacturing industries in most of

the developing countries.

Hybrid Vehicles to reduce the pollution and are used to reduce the usage of fossil

fuels and hence the reduction of pollutants.

Hybrid Vehicles adds to the economy of the country as the consumption of the

fossil fuel is reduced considerably by the use of it and hence find their

applications in developing and under develpoing countries.

Hybrid Vehicles are used in various military applications in order to enhance the

power developed in the vehicle .

They are the solutions for extincting hydrocarbon fuels that may occur in future

days.


Hybrid Trike

Chapter 11

FUTURE ENHANCEMENT

Being hybrid: The reason behind

Clubbing the two technologies has in fact brought about a revolution in the energy world.

In terms of fuel management the efficiency of a hybrid vehicle is optimum. Even without

using conventional fuels like petrol or diesel the mileage provided by the gasoline is

great. Coverage of 300 miles before refueling is the basic criteria of the fuel gasoline. But

why is the acceleration process initiated by an electric motor?

The reason is simple. In spite of high efficiency of gasoline, this particular fuel spreads

pollution and is also expensive. Allowing the operation to be conducted via an electric

motor run by batteries that can be recharged, the efficiency level has increased. Moreover

pollution has been controlled. And above all the whole innovative enterprise has lowered

the cost of the fuel and hybrid vehicles are now considered to be the most economic

vehicles across the globe.

Engine efficiency: Simply great

Primarily the hybrid vehicle engine is run by a gasoline engine. What a size it is! So sleek

and so smart; you will not have to bother about excess fuel consumption. On the other

hand there is actually no scope for fuel loss in hybrid vehicles. How is it possible?

The hybrid vehicle has been devised so that the engine is automatically put off when the

vehicle is not on the run. This is highly beneficial for any vehicle when it is bound to

come to a halt in a red signal. Most of you don't put off the engines or some of you do so.

But if you are driving a hybrid vehicle, it is none of your concern to turn off the engine.

Things will automatically come to rest and the fuel will be thus saved.

Driving satisfaction anywhere

The hybrid vehicle is not so heavy and has wonderful brakes. The braking system is

connected with the electric motor. As the electric motor is regenerative in nature


Hybrid Trike

whenever the vehicle seems to lose its speed, the electric motor initiates the regeneration

of power. The vehicle thus always remains on a smooth speed throughout the run.

For its light weight and narrow tires it can take stiff turns in every lane at ease. So driving

becomes a pleasant experience wherever you are on the ride. Better buy a hybrid vehicle

for the sake of economic riding and pollution-free environment. Think over it.

Emissions

Hybrid and plug-in electric vehicles can have significant emissions benefits over

conventional vehicles. HEV emissions benefits vary by vehicle model and type of hybrid

power system. EVs produce zero tailpipe emissions, and PHEVs produce no tailpipe

emissions when in all-electric mode.

The life cycle emissions of an EV or PHEV depend on the sources of electricity used to

charge it, which vary by region. In geographic areas that use relatively low-polluting

energy sources for electricity production, plug-in vehicles typically have a life cycle

emissions advantage over similar conventional vehicles running on gasoline or diesel. In

regions that depend heavily on conventional fossil fuels for electricity generation, PHEVs

and EVs may not demonstrate a life cycle emissions benefit.


http://www.afdc.energy.gov/afdc/fuels/electricity_production.html

Hybrid Trike

CHAPTER 12

CONCLUSION

Hybrid Trike is an upcoming technology in the modern Automobile sector, for their

better handling,rigid structure and braking system than the normal hybrid two

wheeler. There is a wide range of feasibility to incorporate better technology in it,

Example implementing solar panels and better seating posture and many more.

The trike which we designed is very sophisticated which gives good mileage of

45kmpl in ICE mode and 40 km in electric mode in fully charged batteries which is

the highlight of the trike but it completely depends on load on the vehicle, normally

the specified load for the trike is around 60 to 80 kgs.

In hybrid trike the outstanding technology is used to capture the wastage of energy

when the vehicle is operated in ICE mode. The hub motor which is mounted in the

rear wheel acts as a generator in the normal ICE mode can produce electricity enough

to charge a single battery of 12v 10Ah rating which in turn depends on the rpm of the

rear wheel.


Hybrid Trike

CHAPTER 13

REFRENCES

[1] Rickey M Horwitz “The recumbent Trike design primer” (1993) published by

Hellbent cycle works.

[2] Padmaraj Yedamale Microchip Technology Inc(2003) printed in USA.

[3] www.motorcycle.com

[4] www.slowtiwich.com

[5] www.lexus.co.uk/about/environment/benefits/benefits-gs450h.aspx

[6] www.wikipedia.com

[7] www.google.com


Hybrid Trike


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