project TRIKE

Hybrid Trike
Department of Electrical &Electronics, ACIT Page 1
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.

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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.
Mildparallel 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).

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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.

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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.

Hybrid Trike
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 STEERINGMECHANISM [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

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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

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CHAPTER 4
FABRICATION
4.1 DESIGN CONFIGURATIONOF CHASSIS
10
160
35
10
130
60
11,2°
10
55
10
30° 30°
11010
10
10
19,8° 19,8°
10
10

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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.

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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.
Wall charger
Battery Microcontroller
Throttle
Brushless dc
motor/generator
Wheel
IC Engine
Throttle
Fuel tank
Rectifier

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Chapter 6
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

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by the development of improved battery types: nickel/metal hydride and lithium-ion
batteries.
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=3.5bHP@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

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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.

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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 wearon 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.
Goodfor 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.

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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