Design and Modification of Electric Motorcycle With Progressive Transmission 2017

Design and modification of electric motorcycle with Progressive transmission 2017
CHAPTER 1
INTRODUCTION
There is always an increasing awareness of alternative transportation modes. The
world today is highly effected by the pollution rate caused by the emission of high toxic
emitants from exhaust chamber. A DC motor powered electric motorcycle is an electricity
assisted device that is mainly designed to provide an electromagnetic propulsions to an
existing motorcycle therefore relieving the user of producing the energy required to run the
motorcycle. The setup consists of a dc motor and enough battery power to rotate the motor to
help in generate greater motoring speeds and provide completely few electrical
transportation. Generally electric vehicles cost more than gasoline vehicles. The main reason
for that is the developments that has been taking in the last few decades in the gasoline field.
The electric vehicles have been completely ignored. But now due to increasing awareness of
the effects caused by gasoline engine and eco-friendly nature of the electric vehicles, it has
taken a major step towards developing the build of vehicles. The primary reason that has
helped for the rapid growth of the electric vehicles over petrol powered vehicles have been
towards developing air quality, but this alone is not efficient to prove its worth. Another key
advantage of the electric powered motorcycles is that it is cost effect. The production cost is
more when compared to gasoline vehicles but the maintenance cost is low. No fuel is
required for the vehicle to run. The only cost required here is to charge the battery. Generally
there are other many advantages of electric powered vehicles, these includes reduction in oil
consumption. The other major non-market benefit would be lower greenhouse gas emission.
1.1 HISTORY
Fig 1.1. Detroit Model

Edison and a 1914 Detroit Electric model 47 (courtesy of the National Museum of
American History)
Dept. of Automobile Engineering, SIT Mangaluru Page 1

Fig. 1.2 Antique car

An EV and an antique car on display at a 1912 auto show
Electric motor powered vehicle started in 1827, when Slovak-Hungarian priest nyos
Jedlik built the first crude but viable electric motor vehicle, provided with stator, rotor
and commutator, and the year after he used it to power a car. A few years later, in
1835, Professor Sibrandus Stratingh of University of Groningen, Netherland, built a
small scale electric car and Robert Anderson of Scotland is reported to have made a
crude electric carriage between 1832 and 1839. Around the same period, early
experimental electrical cars were moving on rails too. American blacksmith and
inventor Thomas Davenport built a toy electric locomotive powered by a primitive
electric motor in 1835. In 1838, Robert Davidson of Scotland built an electric
powered locomotive that attained a speed of six kilometers per hour. In England a
patent was granted in 1840 for the use of rails as conductors of electric current, and
similar American patents were also issued in 1847. Between 1832 and 1839 Robert
Anderson of Scotland invented the first crude electric carriage, powered by non-
rechargeable primary cells.
By the 20th century, electric cars and rail transport were commonly used, with
commercial electric automobiles having the majority of the market. Over time the
main purpose of electric vehicles were reduced to specialist roles, such as platform
trucks, forklift trucks, ambulances, and urban delivery vehicles, such as the iconic
British milk float; for most of the 20th century, the UK was the world's largest user of
electric road vehicles. Electrified trains were commonly used for coal transport, as the
motors did not use precious oxygen in the mines. Switzerland's lack of ability to
produce natural fossil resources forced the rapid electrification of their rail network.
One of the earliest rechargeable batteries - the nickel-iron battery - was favored by
Edison for use in electric cars.
EVs were among the earliest automobiles, and before the preminence of light,
powerful IC engines, electric automobiles held many vehicle land speed and distance
records in the early 1900s. They were produced by Baker Electric, Columbia Electric,

Detroit Electric, and others. At one point in history the electric vehicles out-sold
gasoline-powered vehicles. In fact, in 1900, 28 percent of the cars on the road in the
USA were electric. EVs were so popular that even, then President Woodrow Wilson
and his secret service agents toured Washington DC in their Milburn Electrics, which
covered 100110 km per charge. A number of developments contributed to decline of
electric cars. Improved road infrastructure required a greater range than that offered
by electric cars, and the discovery of large reserves of petroleum in Texas, Oklahoma,
and California led to the wide availability of affordable gasoline/petrol, making
internal combustion powered cars cheaper to operate over electric vehicles for long
distances. Also internal combustion powered cars became easier to operate, thanks to
the invention of the electric starter by Charles Kettering in 1912, which eliminated the
need of a hand crank for starting a gasoline engine, and the noise emitted by gasoline
cars became more bearable thanks to the use of the muffler, which Hiram Percy
Maxim had invented in 1897. As roads were improved outside urban areas electric
vehicle range could not compete with the gasoline. Finally, the initiation of mass
production of gasoline-powered vehicles by Henry Ford in 1913 reduced significantly
the cost of gasoline cars as compared to electric cars.

CHAPTER 2
LITERATURE SURVEY
Joe La pointe and Gregory Huh (1) worked as a team in a project Electric assisted
bicycle. The project was a university project and was funded by the Centre for Engineering
Education and Practice, College of Engineering and Computer Science, University of
Michigan-Dearborn. The system consisted of three source of power: the human effort of the
rider peddling the bicycle, electric motor running off a 12-volt lead-acid battery, and a solar
panel that charges the battery. The power module was controlled by a microprocessor, so that
it can operate the bicycle at a present speed (cruise control). The power control module on the
motor reverses the current in the motor if the speed of the bicycle is more than the desired
speed. This current which is reversed charges the battery, and thus provides regeneration
while braking as well as when going downhill, or when the rider is pedalling harder than the
set speed. The final system has features and aesthetic looks that will appeal to a broad
spectrum of users. Those who ride the bicycle for exercise and fitness purpose can do so
either by disabling the electric assistance or by exerting more effort to generate electric power
and charge the battery. Those who use bicycle for long distance purpose can use these
because there will be power assistance when they grow tired and when facing an uphill climb.
Due to the constant speed operation it will provide a major comfort, especially when coming
down steep slopes.
Ben Rogowitz and administrator Dr Allision kipple(2) dept. of electrical

engineering and computer science Northern Arizona University in this venture a buck
converter was chosen because of its high productivity. The standard 10 Amp-hr Nickel-Metal
Hydride (NiMH) battery was supplanted with a 13.5 Amp-hr Lithium Iron Phosphate
(LiFePO4) battery to accomplish the last effective outline. There were three emphases for the
battery part in this outline. At first, two battery packs were made out of reasonable NiMH
batteries (1.2-V, 10 A-hr per cell, 3-A charge rate and 30-A release rate). Two packs of 25
cells were welded together (following 6 hours) to make a 30-V input. Tragically, the batteries
did not meet their manufacturers appraisals; they overheated at the evaluated 3 Amp charge,
and the exhibit voltage would tumble from 30 to 7 Volts under the appraised 10 Amp stack.
Following a few months, the batteries could no longer hold a charge.
In spite of the fact that the reproduction made a sensible showing with regards to of
displaying this present reality, the genuine framework carried on in an unexpected way.

What's more, the present coursing through the MOSFET nearly takes after a motivation
reaction when the gadget is turned on, however the re-enactment did not anticipate this. The
reproduction likewise did not represent the ascent and fall times of the IGBT when it was
working in a triode locale, when the resistance would increment. In this manner, despite the
fact that the re-enactments were instructive and given helpful data, they didn't totally speak to
the physical framework.

CHAPTER 3
METHODOLOGY
1. Literature Survey
2. Selection of Components
3. Purchasing of Components
4. Modification of Motorcycle
5. Fabrication and Assembling
6. Testing and Result

CHAPTER 4
COMPONENTS USED
4.1 PERMANENT MAGNET DC MOTOR
Fig 4.1 DC motor
In a DC motor, an armature rotates inside a magnetic field. Basic working principle of

DC motor is based on the fact that whenever a current carrying conductor is placed inside a
magnetic field, there will be mechanical force experienced by that conductor. All kinds of DC
motors work in this principle only. Hence for constructing a DC motor it is essential to
establish a magnetic field. The magnetic field is obviously established by means of magnet.
The magnet can by any types i.e. it may be electromagnet or it can be permanent magnet.
When permanent magnet is used to create magnetic field in a DC motor, the motor is referred
as permanent magnet DC motor or PMDC motor. Have you ever uncovered
any battery operated toy, if you did, you had obviously found a battery operated motor inside
it. This battery operated motor is nothing but a permanent magnet dc motor or PMDC motor.
These types of motor are essentially simple in construction. These motors are commonly used
as starter motor in automobiles, windshield wipers, washer, for blowers used in heaters and

air conditioners, to raise and lower windows, it also extensively used in toys. As the magnetic
field strength of a permanent magnet is fixed it cannot be controlled externally, field control
of this type of dc motor cannot be possible. Thus permanent magnet DC motor is used where
there is no need of speed control of motor by means of controlling its field. Small fractional
and sub fractional kW motors now constructed with permanent magnet.
4.1.1 Construction of Permanent Magnet DC Motor
Fig 4.1.1 construction of PMDC motor

As it is indicated in name of permanent magnet DC motor, the field poles of this
motor are essentially made of permanent magnet. A PMDC motor mainly consists of two
parts. A stator and an armature. Here the stator which is a steel cylinder. The magnets are
mounted in the inner periphery of this cylinder. The permanent magnets are mounted in such
a way that the N pole and S pole of each magnet are alternatively faced towards armature
as shown in the figure below. That means, if N pole of one magnet is faced towards
armature then S pole of very next magnet is faced towards armature. In addition to holding
the magnet on its inner periphery, the steel cylindrical stator also serves as low reluctance
return path for the magnetic flux. Although field coil is not required in permanent magnet DC
motor but still it is sometimes found that they are used along with permanent magnet. This is
because if permanent magnets lose their strength, these lost magnetic strengths can be
compensated by field excitation through these field coils. Generally, rare earth hard magnetic
materials are used for these permanent magnet.
Rotor: The rotor of pmdc motor is similar to other DC motor. The rotor or armature
of permanent magnet DC motor also consists of core, windings and commutator. Armature
core is made of number of varnish insulated, slotted circular lamination of steel sheets. By

fixing these circular steel sheets one by one, a cylindrical shaped slotted armature core is
formed. The varnish insulated laminated steel sheets are used to reduce eddy current loss in
armature of permanent magnet dc motor. These slots on the outer periphery of the armature
core are used for housing armature conductors in them. The armature conductors are
connected in a suitable manner which gives rise to armature winding. The end terminals of
the winding are connected to the commutator segments placed on the motor shaft. Like other
DC motor, carbon or graphite brushes are placed with spring pressure on the commutator
segments to supply current to the armature.
4.1.2 Working Principle of PMDC Motor

As we said earlier the working principle of PMDC motor is just similar to the
general working principle of DC motor. That is when a carrying conductor comes inside a
magnetic field, a mechanical force will be experienced by the conductor and the direction of
this force is governed by Flemings left hand rule. As in a permanent magnet DC motor, the
armature is placed inside the magnetic field of permanent magnet; the armature rotates in the
direction of the generated force. Here each conductor of the armature experiences the
mechanical force F = B.I.L Newton where, B is the magnetic field strength in Tesla (weber /
m2), I is the current in Ampere flowing through that conductor and L is length of the
conductor in metre comes under the magnetic field. Each conductor of the armature
experiences a force and the compilation of those forces produces a torque, which tends to
rotate the armature.
4.1.3 MOTOR SPECIFICATION

Rated power: 500 watt
Rated Voltage: 24 volt
Current draw (Rated) : 27.4 Amps
Current draw (No load) : 2.5 ampere
Motor speed : 2500 rpm
Efficiency : Greater than 60%
No. of Teeth 11 teeth
Motor diameter 10.25 cm
Table 4.13

4.2 MOTOR CONTROLLER
Fig 4.2 motor controller
A motor controller is a device or group of devices that serves to govern in some

predetermined manner the performance of an electric motor. A motor controller might
include a manual or automatic means for starting and stopping the motor, selecting forward
or reverse rotation, selecting and regulating the speed, regulating or limiting the torque, and
protecting against overloads and faults every electric motor has to have some sort of
controller. The motor controller will have differing features and complexity depending on the
task that the motor will be performing.
The simplest case is a switch to connect a motor to a power source, such as in small
appliances or power tools. The switch may be manually operated or may be
a relay or contactor connected to some form of sensor to automatically start and stop the
motor. The switch may have several positions to select different connections of the motor.
This may allow reduced-voltage starting of the motor, reversing control or selection of
multiple speeds. Overload and over current protection may be omitted in very small motor
controllers, which rely on the supplying circuit to have over current protection. Small motors

may have built-in overload devices to automatically open the circuit on overload. Larger
motors have a protective overload relay or temperature sensing relay included in the
controller and fuses or circuit breakers for over current protection. An automatic motor
controller may also include limit switches or other devices to protect the driven machinery.
More complex motor controllers may be used to accurately control the speed and
torque of the connected motor (or motors) and may be part of closed loop control systems for
precise positioning of a driven machine. For example, a numerically controlled lathe will
accurately position the cutting tool according to a pre-programmed profile and compensate
for varying load conditions and perturbing forces to maintain tool position. A small motor
can be started by simply plugging it into an electrical receptacle or by using a switch or
circuit breaker. A larger motor requires a specialized switching unit called a motor starter or
motor contactor. When energized, a direct on line (DOL) starter immediately connects the
motor terminals directly to the power supply. Reduced-voltage, star-delta or soft starters
connect the motor to the power supply through a voltage reduction device and increases the
applied voltage gradually or in steps. In smaller sizes a motor starter is a manually operated
switch; larger motors, or those requiring remote or automatic control, use
magnetic contactors. Very large motors running on medium voltage power supplies
(thousands of volts) may use power circuit breakers as switching elements.
A direct on line (DOL) or across the line starter applies the full line voltage to the
motor terminals, the starters or cubicle locations, can usually be found on an ELO drawing.
This is the simplest type of motor starter. A DOL motor starter also contains protection
devices, and in some cases, condition monitoring. Smaller sizes of direct on-line starters are
manually operated; larger sizes use an electromechanical contactor (relay) to switch the
motor circuit. Solid-state direct on line starters also exist. A direct on line starter can be used
if the high inrush current of the motor does not cause excessive voltage drop in the supply
circuit. The maximum size of a motor allowed on a direct on line starter may be limited by
the supply utility for this reason. For example, a utility may require rural customers to use
reduced-voltage starters for motors larger than 10 kW
DOL starting is sometimes used to start small water

pumps, compressors, fans and conveyor belts. In the case of an asynchronous motor, such as
the 3-phase squirrel-cage motor, the motor will draw a high starting current until it has run up
to full speed. This starting current is typically 6-7 times greater than the full load current. To
reduce the inrush current, larger motors will have reduced-voltage starters or variable speed

drives in order to minimize. Voltage dips to the power supply. A reversing starter can connect
the motor for rotation in either direction. Such a starter contains two DOL circuits one for
clockwise operation and the other for counter-clockwise operation, with mechanical and
electrical interlocks to prevent simultaneous closure. For three phase motors, this is achieved
by swapping the wires connecting any two phases. Single phase AC motors and direct-current
motors require additional devices for reversing rotation.
4.2.1 SPECIFICATION
Rated Voltage 24 volt
DC Wattage 500 watts
Under voltage 20.5 volts
Throttle 1-4 volts
Dimensions 83 x 65 x 39 meter
Casting material Aluminium
Table 4.2.1
4.3 ELECTRONIC THROTTLE CONTROL
Fig 4.3 Electronic throttle control

An Electronic throttle control is a device used to regulate the speed of the motor for
different gear ratios. The accelerator throttle is connected to the motor controller. It consists
of a switch to on and off the motor. Different speed are obtained for different gear ratios.
4.3.1 SPECIFICATIONS
Voltage 24V
Wire length 143cm/56.2
Wattage 500 watt
Inside diameter 2.2cm
Table 4.3.1
4.4 ALTERNATOR
Fig 4.4 Alternator

4.4.1 WORKING PRINCIPLE OF ALTERNATOR
Fig 4.4.1 working principal

The working principle of alternator is very simple. It is just like basic principle of DC
generator. It also depends upon Faraday's law of electromagnetic induction which says
the current is induced in the conductor inside a magnetic field when there is a relative motion
between that conductor and the magnetic field. For understanding working of alternator let's
think about a single rectangular turn placed in between two opposite magnetic pole as shown
above.
Fig 4.4.2 Turn loop

Say this single turn loop ABCD can rotate against axis a-b. Suppose this loop starts
rotating clockwise. After 90 rotation the side AB or conductor AB of the loop comes in front
of S-pole and conductor CD comes in front of N-pole. At this position the tangential motion
of the conductor AB is just perpendicular to the magnetic flux lines from N to S pole. Hence
rate of flux cutting by the conductor AB is maximum here and for that flux cutting there will
be an induced current in the conductor AB and direction of the induced current can be
determined by Flemming's right hand rule. As per this rule the direction of this current will be
from A to B. At the same time conductor CD comes under N pole and here also if we apply
Fleming right hand rule we will get the direction of induced current and it will be from C to
D.
Now after clockwise rotation of another 90o the turn ABCD comes at vertical position
as shown below. At this position tangential motion of conductor AB and CD is just parallel to
the magnetic flux lines, hence there will be no flux cutting that is no current in the conductor.
While the turn ABCD comes from horizontal position to vertical position, angle between flux
lines and direction of motion of conductor, reduces from 90 to 0 and consequently the
induced current in the turn is reduced to zero from its maximum value.

Fig 4.4.3 Rotation

After another clockwise rotation of 90 the turn again come to horizontal position and
here conductor AB comes under N-pole and CD comes under S-pole, and here if we again
apply Flemming's right hand rule, we will see that induced current in conductor AB, is from
point B to A and induced current in the conductor CD is from D to C.
Fig 4.4.4 position & direction of conductors

As at this position the turn comes at horizontal position from its vertical position, the
current in the conductors comes to its maximum value from zero. That means current is
circulating in the close turn from point B to A, from A to D, from D to C and from C to B.
Just reverse of the previous horizontal position when the current was circulating as A B
C D A.
While the turn further proceeds to its vertical position the current is again reduced to
zero. So if the turn continues to rotate the current in the turn continually alternate its
direction. During every full revolution of the turn, the current in the turn gradually reaches to
its maximum value then reduces to zero and then again it comes to its maximum value but in
opposite direction and again it comes to zero. In this way the current completes one full sine
wave form during each 360o revolution of the turn. So we have seen how an alternating

current is produced in a turn is rotated inside a magnetic field. From this, we will now come
to the actual working principle of alternator.
Now we cut the loop and connect its two ends with two slip rings and stationary brush
is placed on each slip ring. If we connect two terminals of an external load with these two
brushes, we will get an alternating current in the load. This is our elementary model
of alternator.
Fig 4.4.5 principle of alternator

Having understood the very basic principle of alternator, let us now have an insight
into its basic operational principal of a practical alternator. During discussion of
basic working of o, we have considered that the magnetic field is stationary and conductors
(armature) is rotating. But generally in practical construction of alternator, armature
conductors are stationary and field magnets rotate between them. The rotor of an alternator or
a synchronous generator is mechanically coupled to the shaft or the turbine blades, which on
being made to rotate at synchronous speed Ns under some mechanical force results in
magnetic flux cutting of the stationary armature conductors housed on the stator. As a direct
consequence of this flux cutting an induced emf and current starts to flow through the
armature conductors which first flow in one direction for the first half cycle and then in the
other direction for the second half cycle for each winding with a definite time lag of 120o due
to the space displaced arrangement of 120o between them as shown in the figure below. This
particular phenomena results in 3 power flow out of the alternator which is then transmitted
to the distribution stations for domestic and industrial uses.

4.5 BATTERY
Fig. 4.5 Lead acid battery

A sealed lead acid battery or gel cell is a lead acid battery that has the sulphuric
acid electrolyte coagulated (thickened) so it cannot spill out. They are partially sealed, but
have vents in case gases are accidentally released for example by overcharging. They can be
used for smaller applications where they are turned upside down. They are more expensive
than normal lead acid batteries, but they are also safer.
The lead-acid battery was invented in 1859 by French physicist Gaston Plant and is
the oldest type of rechargeable battery. Despite having a very low energy-to-weight ratio and
a low energy-to-volume ratio, its ability to supply high surge currents means that the cells
have a relatively large power-to-weight ratio. These features, along with their low cost,
makes it attractive for use in motor vehicles to provide the high current required
by automobile starter motors. As they are inexpensive compared to newer technologies, lead-
acid batteries are widely used even when surge current is not important and other designs
could provide higher energy densities. Large-format lead-acid designs are widely used for
storage in backup power supplies in cell phone towers, high-availability settings like
hospitals, and stand-alone power systems. For these roles, modified versions of the standard
cell may be used to improve storage times and reduce maintenance requirements. Gel-

cells and absorbed glass-mat batteries are common in these roles, collectively known
as VRLA (valve-regulated lead-acid) batteries.
4.5.1 Discharge
Fig 4.5.1 Discharge
In the discharged state both the positive and negative plates become lead (II)
sulphate (PbSO4), and the electrolyte loses much of its dissolved sulphuric acid and becomes
primarily water. The discharge process is driven by the conduction of electrons from the
negative plate back into the cell at the positive plate in the external circuit.
Negative plate reaction
Pb(s) + HSO4(aq) PbSO4(s) + H+ (aq) + 2e
Release of two conducting electrons gives lead electrode a net negative charge as
electrons accumulate they create an electric field which attracts hydrogen ions and repels
sulphate ions, leading to a double-layer near the surface. The hydrogen ions screen the
charged electrode from the solution which limits further reactions unless charge is allowed to
flow out of electrode.
Positive plate reaction
PbO2(s) + HSO4(aq) + 3H+(aq) + 2e PbSO4(s) + 2H2O(l)
Pb(s) + PbO2(s) + 2H2SO4(aq) 2PbSO4(s) + 2H2O(l)
The sum of the molecular masses of the reactants is 642.6 g/mol, so theoretically a
cell can produce two faradays of charge (192,971 coulombs) from 642.6 g of reactants, or
83.4 ampere-hours per kilogram (or 13.9 ampere-hours per kilogram for a 12-volt battery).

4.5.2 Charging
Fig. 4.5.2 Charging
In the fully charged state, the negative plate consists of lead, and the positive
plate lead dioxide, with the electrolyte of concentrated sulphuric acid.
Overcharging with high charging voltages generates oxygen and hydrogen gas
by electrolysis of water, which is lost to the cell. The design of some types of lead-acid
battery allow the electrolyte level to be inspected and topped up with any water that has been
lost. Due to the freezing-point depression of the electrolyte, as the battery discharges and the
concentration of sulphuric acid decreases, the electrolyte is more likely to freeze during
winter weather when discharged.
4.5.3 SPECIFICATION
Brand: Exide
Part Number: EP17-12
Characteristics: BP-Series, All round PLUS
Voltage/Capacity: 12V 17Ah
181x76x166 mm (LxWxH); height with
Dimensions:
Terminal: 166 mm
Weight: 5.2 kg
Terminal: M5 bolt and nut
Max. Charge Current: 5.1A
Warranty: 1 Year
up to 500 cycles (load/unloading operations
Lifespan:
at 50% discharging depth).
Maintenance-free, leak proof, Sealed Lead
Technology:
Acid battery.
Max. Discharging current 255 A max
Energy density 3 Wh/kg
Table 4.5.3 specification

4.6 GEAR
Fig 4.6 Gear
A gear is a rotating machine part having cut teeth, or cogs, which mesh with another
toothed part to transmit torque, in most cases with teeth on the one gear being of identical
shape, and often also with that shape on the other gear. When two gears mesh, and one gear is
bigger than the other (even though the size of the teeth must match), a mechanical advantage
is produced, with the rotational speeds and the torques of the two gears differing in an inverse
relationship. When two gears mesh, the smaller gear usually rotates faster than the larger gear
though the larger torques gear is still proportionally greater. In transmissions with multiple
gear ratios such as bicycles, motorcycles and cars, the term gear refers to a gear ratio rather
than an actual physical gear. Geared devices can change the speed, torque, and direction of
a power source. Gears almost always produce a change in torque, creating a mechanical
advantage, through their gear ratio, and thus may be considered a simple machine. A gear can
mesh with a linear toothed part, called a rack, thereby producing translation instead of
rotation. The gears in a transmission are analogous to the wheels in a crossed,
belt pulley system. An advantage of gears is that the teeth of a gear prevent slippage.
When two gears mesh, if one gear is bigger than the other, a mechanical advantage is
produced, with the rotational speeds, and the torques, of the two gears differing in proportion
to their diameters. In transmissions with multiple gear ratios such as bicycles, motorcycles,
and cars the term "gear" as in "first gear" refers to a gear ratio rather than an actual physical

gear. The term describes similar devices, even when the gear ratio is continuous rather
than discrete, or when the device does not actually contain gears, as in a continuously
variable transmission.
The purpose of gears:
To reverse the direction of rotation

To increase or decrease the speed of rotation
To move rotational motion to a different axis
To keep the rotation of two axis synchronized
Sports cars go fast (have speed) but cannot pull any weight. Big trucks can pull heavy loads
(have power), but cannot go fast. Gears cause this. Gears increase or decrease the power or
speed, but you cannot generally speaking.
4.6.1 TYPES OF GEARS

Spur gear
Bevel gear
Rack and pinion
Worm and worm wheel
4.6.1.1 SPUR GEARS
Fig. 4.6.1 spur gear

Spur gears are gears in the same plane that move opposite of each other because they are
meshed together. Gear A is called the driver because this is turned by a motor. As gear
A turns it meshes with gear B and it begins to turn as well. Gear B is called the driven
gear.

4.6.1.2 BEVEL GEARS
Fig .4.6.2 bevel gear

Bevel gears can be used to change the direction of drive in a gear system by 90 degrees. A
good example is seen as the main mechanism for a hand drill. As the handle of the drill is
turned in a vertical direction, the bevel gears change the rotation of the chuck to a horizontal
rotation
4.6.1.3RACK AND PINION
Fig. 4.6.3 Rack and pinion

A rack and pinion gears system looks quite unusual. However, it is still composed of two
gears. The pinion is the normal round gear and the rack is straight or flat. The rack has
Teeth cut in it and they mesh with the teeth of the pinion gear. The pinion rotates and moves
the rack in a straight line - another way of describing this is to say rotary motion changes to
linear motion.

4.6.1.3 WORM AND WORM WHEEL
Fig. 4.6.4 worm and worm wheel

The arrangement of gears seen is called a worm and worm wheel. The worm, which
in this example is brown in color, only has one tooth but it is like a screw thread. The worm
wheel, colored yellow, is like a normal gear wheel or spur gear. The worm always drives the
worm wheel round, it is never the opposite way round as the system tends to lock and jam.
4.6.2 GEAR RATIO

The gear ratio of a gear train, also known as its speed ratio, is the ratio of the angular
velocity of the input gear to the angular velocity of the output gear. The gear ratio can be
calculated directly from the numbers of teeth on the gears in the gear train. The torque ratio
of the gear train, also known as its mechanical advantage, is determined by the gear ratio. The
speed ratio and mechanical advantage are defined so they yield the same number in an ideal
linkage.

Gear ratio =

The reason bicycles are easier to cycle up a hill when the gears are changed is due to
what is called Gear Ratio (velocity ratio). Gear ratio can be worked out in the form of
numbers and examples are shown. Basically, the ratio is determined by the number of teeth
on each gear wheel, the chain is ignored and does not enter the equation.

Gear teeth are designed to ensure the pitch circles of engaging gears roll on each other
without slipping, providing a smooth transmission of rotation from one gear to the next. The
transmission of rotation between contacting toothed wheels can be traced back to
the Antikythera mechanism of Greece and the south-pointing chariot of China. The
implementation of the involute tooth yielded a standard gear design that provides a constant
speed ratio.
Features of gears and include:
The ratio of the pitch circles of mating gears defines the speed ratio and the mechanical
advantage of the gear set.
It is possible to design gear teeth for gears that are non-circular, yet still transmit torque
smoothly.
The speed ratios of chain and belt drives are computed in the same way as gear ratios.
See bicycle gearing.
4.6.3 Mechanical Advantages

Gear teeth are designed so that the number of teeth on a gear is proportional to the
radius of its pitch circle, and so that the pitch circles of meshing gears roll on each other
without slipping. The speed ratio for a pair of meshing gears can be computed from ratio of
the radii of the pitch circles and the ratio of the number of teeth on each gear.
Fig 4.6.5 Meshing of two gears

The velocity v of the point of contact on the pitch circles is the same on both gears,
and is given by where input gear A with radius rA and angular velocity A meshes with
output gear B with radius rB and angular velocity B. Therefore, where NA is the number of
teeth on the input gear and NB is the number of teeth on the output gear. The mechanical
advantage of a pair of meshing gears for which the input gear has NA teeth and the output
gear has NB teeth is given by this shows that if the output gear GB has more teeth than the
input gear GA, then the gear train amplifies the input torque. And, if the output gear has fewer
teeth than the input gear, then the gear train reduces the input torque. If the output gear of a

gear train rotates more slowly than the input gear, then the gear train is called a speed
reducer. In this case, because the output gear must have more teeth than the input gear, the
speed reducer amplifies the input torque.
4.7 HERO HONDA SPLENDOR
Fig 4.7 Hero Honda splendor
The Hero Honda Splendor is a motorcycle manufactured in India by Hero Honda. It

has an electronic ignition and a tubular double cradle type frame with a 97.2 cc engine. The
engine is based on the Honda cub C100EX with a similar bore and stroke of 50mm X
49.5mm. As of 2009, Splendor models were selling at a rate of one million per year.
Splendor is the successor of the legendary Hero Honda CD100 and the Hero Honda
Sleek - both inspired by the Honda CB250RS series of the 1980s.
In 2004, Hero Honda launched the upgraded version of the Splendor, the Splendor+.
This version features multi-reflector headlight, tail light and turn signal lights, and new
graphics.
In 2007, Hero Honda launched the Splendor plus with changes in body fairings and
including alloy wheels and other improvements.

In 2011, Hero Honda launched the Splendor Pro with changes in body fairings, self-
start features, alloy wheels and other improvements. Hero Honda was changed into Hero
Motocorp.
In 2014 Hero Motocorp launched a new model 'Splendor iSmart'
After the separation of Hero group and Honda motor company, the Splendor is now
manufactured by Hero group only.
4.7.1 SPECIFICATION
Manufacturer Hero Honda
Transmission 4-speed constant mesh
Brakes Front: Drum/Disc, Rear: Drum
Front: 2.75 18-4PR, Rear: 2.75

Tires
18-4/6PR
Wheelbase 1,230 mm (48 in)
L: 1,970 mm (78 in)

Dimensions
W: 720 mm (28 in)
Weight 109 kg (240 lb) (dry)
4.8 V BELT
Fig. 4.8 V belt

V belts solved the slippage and alignment problem. It is now the basic belt for power
transmission. They provide the best combination of traction, speed of movement, load of the
bearings, and long service life. They are generally endless, and their general cross-section
shape is roughly trapezoidal. The "V" shape of the belt tracks in a mating groove in
the pulley, with the result that the belt cannot slip off. The belt also tends to wedge into the
groove as the load increases the greater the load, the greater the wedging action
improving torque transmission and making the V-belt an effective solution, needing less
width and tension than flat belts. V-belts trump flat belts with their small center distances and
high reduction ratios. The preferred center distance is larger than the largest pulley diameter,
but less than three times the sum of both pulleys. Optimal speed range is 1,0007,000 ft/min
(3002,130 m/min). V-belts need larger pulleys for their thicker cross-section than flat belts.
For high-power requirements, two or more V-belts can be joined side-by-side in an

arrangement called a multi-V, running on matching multi-groove sheaves. This is known as a
multiple-V-belt drive.
V-belts may be homogeneously rubber or polymer throughout, or there may be fibers

embedded in the rubber or polymer for strength and reinforcement. The fibers may be of
textile materials such as cotton, polyamide (such as Nylon) or polyester or, for greatest
strength, of steel or aramid (such as Twaron or Kevlar).
When an endless belt does not fit the need, jointed and link V-belts may be employed. Most
models offer the same power and speed ratings as equivalently-sized endless belts and do not
require special pulleys to operate. A link v-belt is a number of polyurethane/polyester
composite links held together, either by themselves, such as Fenner Drives' PowerTwist, or
Nu-T-Link (with metal studs). These provide easy installation and superior environmental
resistance compared to rubber belts and are length-adjustable by disassembling and removing
links when needed.
4.9 PULLEY
V-belt pulleys are devices which transmit power between axles by the use of a v-belt, a
mechanical linkage with a trapezoidal cross-section. Together these devices offer a high-
speed power transmission solution that is resistant to slipping and misalignment.
V-belt pulleys are solely used for transmitting power between two parallel axels. The most
notable difference between a v-belt pulley and other types of pulleys (round belt, flat, etc.)
would be the geometry of the groove or grooves located around the circumference of the

pulley; these grooves guide and gain traction on a v-belt. The accompanying video offers a
comprehensive overview of some v-belt basics, as well as their advantages and variations.
A v-belt is a unique mechanical linkage with a cross-section that resembles an isosceles

trapezoid. The v-belt and its complementing pulley create the most efficient belt drive known
(sometimes achieving 98% transmission efficiency). V-belts were developed in the early days
of automobile innovation to improve belt reliability and torque transmission from the
crankshaft to rotating assemblies. V-belts remain a common type of serpentine belt today.

CHAPTER 5
WORKING PRINCIPLE
The working of electric motorcycle will be segmented into two stages. These are
1. The electrical system design stage
2. The mechanical coupling stage
The electrical system design stage include wiring the battery, motor and constructing a speed
controlling circuitry to ensure proper travel speed control during the operation of the
motorcycle.
The mechanical coupling includes the proper welding and arrangements of all these
components, especially the motor and batteries on the framework of the motorcycle. This
would ensure that it retains a steady standing frame and maintain its balance when in motion.
Mounting an alternator above the front wheel through belt to a pulley.
MOTOR ELECTRIC
BATTERY SPEED MOTOR
CONTROL
LER
AC CHAIN &
ALTERNATOR
SUPPLY SPROCKET
TRANSMISSION
& WHEELS
Fig.5.1 hierarchy of electric motorcycle

We use a PMDC motor which is connected to the engine i.e., it is integrated with the
engine by welding. The magneto of the motorcycle is removed and a sprocket is welded
directly to the crankshaft through electric welding. The head and bore of the engine was
removed for the weight reduction purpose. In the position of the head, the dc motor is
mounted by adjustable means. The DC motor and engine crankshaft is connected by chain.
The cylinder head and bore is removed and we closed the piston side by using a steel plate
and mounted the dc motor.
We mounted the battery above the engine, where the battery is placed in a bracket
where two batteries are placed in series which is shackled to frame. The 24v 500watt speed
controller which is mounted in between the frame and were the motor wire is connected to
controller. The Throttle handle grip is placed in the bike handle and that wire is also
connected to the controller. The bike chain is connected in between the transmission gearbox
and wheel sprocket. We introduced a new charging system by means of an alternator which is
coupled to a pulley through a belt to the front wheel via fabrication of bracket.
5.1 ADVANTAGES
By choosing to drive an electronic bike we are helping to reduce harmful air pollution
from exhaust emissions. An electronic motorcycle has zero emissions.
Renewable energy sources used to recharge the electric vehicles reduce the green
emissions even further.
It has certain health benefits due to the reduced harmful exhaust emissions.
Electric vehicles are also quiter than petrol/diesel vehicles, which means less noise
pollution.
Electric vehicles normally makes use of eco-friendly components.
Recent findings have shown that several electric vehicles features can improve safety.
Electric vehicles tend to have a lower centre of gravity that makes them less likely to
roll over.
No fire hazards
Electric vehicles are easy to power from local and renewable energy sources, reducing
our dependence on foreign oil.
Low maintenance and operation cost.

5.2 DESIGN CALCULATION
5.2.1 Calculations for Gear

Material used for the sprocket is high speed steel, so as to reduce the load on the DC motor.
5.2.2 For driven Gear
Outer diameter of the driven gear, O.D = 53mm
Module of the driven gear, m = 1.5
We have the formula, O.D = m(Z1 +2)
Where 1 is the number of teeth on driven gear
O.D
Therefore, 1 = 2
m
53
= 2
1.5
1 = 33 Teeth
5.2.3 for Driver gear

Outer diameter of the driver gear, O.D = 20mm
Module of the driver gear, m = 1.5
We have the formula, O.D = m(Z2 +2)
Where 2 is the number of teeth on driver gear
O.D
Therefore, 2 = 2
m
20
= 2
1.5
1 = 11 Teeth
5.2.4 PMDC Motor
Voltage = 24 volt
Power = 500 watt
Torque = 1.9 Nm
RPM = 2500
Weight = 4.1 kg
Motor Diameter = 0.1075 meter
Motor shaft diameter = 1.5 meter

5.2.5 Speed Vs Velocity

260
V= Km/hr
1000
20.75250060
= = 0.706 Km/hr
1000
20.75200060
= = 0.565 Km/hr
1000
20.75100060
= = 0.2826 Km/hr
1000
20.75150060
= = 0.4239 Km/hr
1000
20.7550060
= = 0.1413 Km/hr
1000
RPM VELOCITY ( Km/hr)
500 0.1413
1000 0.2826
1500 0.4239
2000 0.565
2500 0.706
Speed Vs Velocity
0.8 0.706
0.5652
0.6
VELOCITY
0.4239
0.4 0.282
0.2 0.1413
0
0 500 1000 1500 2000 2500 3000
RPM

5.2.6 Calculation of gear ratio

GEAR A GEAR B
11 33
33
Gear ratio = = =3:1
11
5.2.7 Calculation of RPM

SPROCKET A SPROCKET B
TEETH 11 33
RPM 2500 ?
33
Gear ratio = 11 = 3: 1
2500
= = 833.33
3

5.3 COST ANALYSIS
SL NO COMPONENT COST (Rs)
1. MOTORCYCLE 5000.00
2. DC MOTOR 7700.00
3. BATTERY 1600.00
4. ALTERNATOR AND PULLEY 1500.00
5. SPEED CONTROLLER 2150.00
6. THROTTLE CONTROLLER 700.00
7. CHAIN AND SPROCKET 100.00
8. BELT 250.00
9. ELECTRICAL PARTS 1000.00
10. PAINTING 1600.00
11. LATHE WORK 8500.00
12. TRANSPORTATION 2500.00
TOTAL 32600.00

CHAPTER 6
RESULT AND DISCUSSIONS
6.1 Result
The maximum speed achieved from the motorcycle is 40km/hr.
The battery used is 17Ah battery and the battery has a backup capacity of 6 hours.
The motorcycle has a load carrying capacity of 110kg.
Noise is reduced up to 80% of that of ordinary petrol engine.
The emission level is completely eliminated because no combustion takes place.
6.2 Discussion
For an electric motorcycle which is designed for single driver and its performances do not
fully satisfy the requirements, but an electric motorcycle rider can use this for daily driving
distance, city run. But the travel cost is much lower than gasoline motorcycles. Hence, E-
rider is a good substitution for the gasoline motorcycles and suitable to be used in all
directions. Emission from Electric motorcycle is completely eliminated. Electric Motorcycles
can achieve zero urban-emission of carbon dioxide, carbon monoxide, NOx, UBHC
benefitting global warming. Considering its zero-urban-emission, low noise level and high
energy efficiency features, electric motorcycles (EMs) have become a significant
transportation mode to alleviate the severe environmental pollution problem in urban areas.

CHAPTER 7
CONCLUSION
At the conclusion of the project, we had accomplished full system integration physically. The
major challenge remaining is creating a set of software that the microcontroller can use to
control the system given all the feedback systems that communicate with it. Some additional
features we may implement include creating a display and circuitry for monitoring the battery
state. In conclusion, we have designed an electric bike with a minimal amount of additional
weight, an integrated control system and progressive transmission based on the decision-
making of the rider, and that is capable of greater efficiency than typical electrical bikes
through its use of regenerative motor control and various other feedback control mechanisms.

CHAPTER 8
FUTURE SCOPE
As the global warming is increasing day by day and the reservoir of fossil fuels tends
to end, the electric bikes will be better options.
As compared to the fuel driven vehicle, the electricity driven vehicles are better when
we talk about pollution.
In future, by using suitable arrangements in electric bikes for regeneration like motor
etc. we will increase the discharge time and therefore increase efficiency.
As the pollution is increasing a lot and the fossil fuel is decreasing day by day-bike
battery regeneration is good field for research and development.
There will be less number of fuel stations in future as there will be increment in
number of electric bikes.
We generate the electric bike not only by applying the brakes but also by messing the
light friction pulley constantly with the centre hub of the wheel to get continuous
voltage which is also a good field for R&D.
We can also give solar charging by placing a solar panel and also provides shade to
the rider.
Instead of 12v alternator we can use a 24v alternator.

FABRICATION PHOTOS




REFERENCE
1. Joe LaPointe and Gregory Huh Electric Assisted Bicycle, Center for Engineering
Education and Practice.
2. Ben Rogowitz and Dr. Allison Kipple The Design, Simulation, and Construction of
an Electric Bicycle, Department of Electrical Engineering & Computer Science,
Northern Arizona University
3. B. Kumar and H. Oman, Power control for battery-electric bicycles, National
Aerospace and Electronics Conf., vol. 1, May 2428, 1993.
4. Hope, O.E Programmable Logic Controller (PLC), unpublished B.Eng Lecture
Notes. Covenant University, Ota, 2012.
5. B.L Theraja and A.K Theraja A textbook of electrical technology S chand &
company, India, 2006

Design and Modification of Electric Motorcycle With Progressive Transmission 2017

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Design and modification of electric motorcycle with Progressive transmission 2017

Fig 1.1. Detroit Model

Dept. of Automobile Engineering, SIT Mangaluru Page 1

Fig. 1.2 Antique car

Dept. of Automobile Engineering, SIT Mangaluru Page 2

Dept. of Automobile Engineering, SIT Mangaluru Page 3

Ben Rogowitz and administrator Dr Allision kipple(2) dept. of electrical

Dept. of Automobile Engineering, SIT Mangaluru Page 4

Dept. of Automobile Engineering, SIT Mangaluru Page 5

Dept. of Automobile Engineering, SIT Mangaluru Page 6

4.1 PERMANENT MAGNET DC MOTOR

Fig 4.1 DC motor

In a DC motor, an armature rotates inside a magnetic field. Basic working principle of

Dept. of Automobile Engineering, SIT Mangaluru Page 7

4.1.1 Construction of Permanent Magnet DC Motor

Fig 4.1.1 construction of PMDC motor

Dept. of Automobile Engineering, SIT Mangaluru Page 8

4.1.2 Working Principle of PMDC Motor

4.1.3 MOTOR SPECIFICATION

Dept. of Automobile Engineering, SIT Mangaluru Page 9

4.2 MOTOR CONTROLLER

Fig 4.2 motor controller

A motor controller is a device or group of devices that serves to govern in some

Dept. of Automobile Engineering, SIT Mangaluru Page 10

DOL starting is sometimes used to start small water

Dept. of Automobile Engineering, SIT Mangaluru Page 11

Rated Voltage 24 volt

DC Wattage 500 watts

Under voltage 20.5 volts

Throttle 1-4 volts

Casting material Aluminium

Fig 4.3 Electronic throttle control

Dept. of Automobile Engineering, SIT Mangaluru Page 12

Fig 4.4 Alternator

Fig 4.4.1 working principal

Dept. of Automobile Engineering, SIT Mangaluru Page 13

Fig 4.4.2 Turn loop

Dept. of Automobile Engineering, SIT Mangaluru Page 14

Fig 4.4.3 Rotation

Fig 4.4.4 position & direction of conductors

Dept. of Automobile Engineering, SIT Mangaluru Page 15

Fig 4.4.5 principle of alternator

Dept. of Automobile Engineering, SIT Mangaluru Page 16

Fig. 4.5 Lead acid battery

Dept. of Automobile Engineering, SIT Mangaluru Page 17

Fig 4.5.1 Discharge

Dept. of Automobile Engineering, SIT Mangaluru Page 18

Fig. 4.5.2 Charging

Table 4.5.3 specification

Dept. of Automobile Engineering, SIT Mangaluru Page 19

Fig 4.6 Gear

Dept. of Automobile Engineering, SIT Mangaluru Page 20

The purpose of gears:

To reverse the direction of rotation

To keep the rotation of two axis synchronized

4.6.1 TYPES OF GEARS

Fig. 4.6.1 spur gear

Dept. of Automobile Engineering, SIT Mangaluru Page 21

4.6.1.2 BEVEL GEARS

Fig .4.6.2 bevel gear

Fig. 4.6.3 Rack and pinion

Dept. of Automobile Engineering, SIT Mangaluru Page 22

4.6.1.3 WORM AND WORM WHEEL