1) The document describes the design of a hybrid motorcycle that combines a petrol engine with an electric hub motor and batteries. 2) The electric motor is intended to power the motorcycle for speeds up to 50km/hr, at which point the petrol engine will engage to allow for higher speeds. 3) The project aims to achieve a mileage of 150km on Rs. 100 worth of fuel by utilizing both the petrol and electric systems. Future work planned includes testing under different load conditions and optimizing the motor and controller programming.

1. HYBRID MOTORCYCLE
1) KHATRI ROHAN RAJESHBHAI 090190119004
2) THAKOR JAYRAJSINH SANTOSHSINH
090190119014
3) CHAHWALA VIJAY HARISHBHAI
090190119037
4) PATIL SAGAR KAPTAN
090190119063 UNDER THE GUIDANCE OF
Prof. M.M.MADHIKAR
MECH. DEPT., G.E.C., VALSAD

2. Hybrid motorcycle
Petrol Engine Along With An Electric Motor
Petrol Engine
BLDC Motor
Batteries
Controller
Chain Drive
Petrol Tank

3. What Is Hybrid ?
Hybrid Vehicle is a an automobile which combines more than one method of
propulsion system.
It can be anything from a petrol with electric motor, petrol with an hydraulic
motor, diesel with electric or even solar power.
In fact, we already see around us so many hybrid cars and motorcycles running
on CNG with Petrol and even Motorcycles with LPG. They are nothing but form
of a Parallel Hybrid system .

4. The concept is to club the two technologies of an Internal Combustion Engine with the
Electric main drive.
This we thrive to achieve by using the electric hub motor installed in the wheel and a
programmable controller which will have the maximum speed of the motor to 50km/hr.,
once the motorcycle goes above 50km/hr., the controller cuts of the current to the motor
and the fuel is induced into the petrol engine and then the normal commuting is possible.
Once the vehicle is running on petrol, the battery will be regenerated for further usage
and can be fully charged with a 220v ac supply and Dynamo in the wheel.
The motor used is a BLDC (Brush Less DC Motor) hub motor and we target to achieve 150
km of mileage within Rs. 100 worth the fuel (combining petrol and electric power). The
portability of the batteries is a high value concerned and shall be met with proper result
in this project.
This project outlines the design, construction and testing of a 1000W DC brushless
motor controller for use in a light electric vehicle. Specific attention was paid to the
layout of the motor controller to ensure high reliability, ease of manufacture and
lightweight construction without compromising efficiency.
Aim of our Project

5. Market assessment for the current I.C engine efficiency, Electric vehicle
Efficiency and positive – negative effects.
The survey was conducted over petrol motorcycles and electric scooters
available in the market. The cost per km was calculated with an
assumption of the future prices and the maintenance cost of these vehicles
and later compared with the hybrid motorcycle project.
Project Development Process
Bikes comparison Model name Cost/km
LPG Converted Bike Passion converted Rs 0.85/ 1km
Electric Scooter YO bike Rs 0.5/ 1km
Petrol Bike Passion Rs 1/ 1km
Hybrid electric Bike Passion hybrid Rs 1/ 7km (for electric drive)

6. Although there has been development in the diesel fuel with an advent of bio
diesel and LPG conversion kits in the market but still there is almost no
competition in the market with this kind of hybrid motorcycle.
The sale if motorcycle is still increasing and in future so will the fuel prices, for
that the hybrid concept seems quite ideal as it not only decreases the per km
cost of the consumer but also enhances the range of the drive.
Below listed is an article report from www.zigwheels.com of the motorcycle
sales from mid-2012. From which we can determine the future necessity of
hybrid.
Feasibility of the project as per current market
condition
“Two-wheeler manufacturer Honda Motorcycle & Scooter India (HMSI) today
reported a 38.65 per cent growth in total sales for August at 2,22,768 units.
Motorcycle sales jumped by 69.44 per cent to 1,04,316 units in August this year
as against 61,562 units in the same month last year, HMSI said in a statement.”

7. These requirements were necessary in order to find the complete set of calculations
on which the project can be made, unless we know what our need we can’t develop a
good project is.
Range: 60 km to 80 km on electric power
Speed: Maximum speed 40-50km/hr. (as per the city driving condition)
Torque: Enough to carry a passenger and a rider with a tank full of petrol
(300kg approximately ( + or – 30 kg).
Parameters responsible for project components
based on end user Requirement terms

8. In order to obtain the best power from the motor, we have to have a
motor with a higher watt specification, that is we need to increase the
stator winding keeping the voltage constant.
For that we did a complete survey of the motors available in the
market but we found none matching our need so we decided to make
one by increasing the winding for the existing motor.
Motor Power V/I Range(km) No. Of Poles Price in Rs
250 W 48/24 50-65 2 10 k
300 W 48/24 60-70 2 12 k
700 W 48/24 65 4 17 k
1100 W 48/24 50-60 6 20 k +
Motors available in market along with their power and range specification:
Motor Power Study
* K =1000

9. What is a Hub Motor ?
It is also called wheel motor, wheel hub drive, hub motor or in-wheel motor is
an electric motor that is incorporated into the hub of a wheel and drives it
directly.
Hub motor electromagnetic fields are supplied to the stationary windings of
the motor. The outer part of the motor follows, or tries to follow, those fields,
turning the attached wheel.
In a brushed motor, energy is transferred by brushes contacting the rotating
shaft of the motor which results in loss of power in the form of heat.
Energy is transferred in a brushless motor electronically, eliminating physical
contact between stationary and moving parts. Although brushless motor
technology is more expensive, most are more efficient and longer-lasting than
brushed motor systems.

10. Electric Motor Defined
Brush less Direct
Current (BLDC) motors
in which permanent
magnets on the rotor
create a magnetic field
which interact with
synchronous stator
current.
Basic Terminology
Brushless motors consist of a stationary part, the stator, and a rotating part, the
rotor. The space between the stator and the rotor is called the air gap. The stator
carries the windings and the rotor carries the magnets. Brushless motors can have
inside rotors or outside rotors. These two cases are shown in Figure. In either case,
the stator and windings are stationary, allowing direct winding access without
brushes or slip rings.

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

12. General equation for calculating winding angle for throttle.
e =mod ( P. m.360) m- 0.ᶿ ᶿ ᶿ ᶿ
Where e= electrical angle.ᶿ
m= mechanical angle and 0= offset angle between electric and mechanical angle.ᶿ ᶿ
Rotor angle calculation

13. The rotor can be on the inside or the outside. In either case, the stator, which
contains windings, does not rotate and the rotor, which contains magnets, does.
In most brushless motors,
windings are placed in slots in
a laminated steel structure
called the CORE. The purpose
of the steel is to channel more
magnetic flux through the
winding than would
Be possible with a non-
ferrous core. The section of
steel between two slots is
called a tooth. Three-phase
motors have a number of slots
(and teeth) that is evenly
divisible by three.
CORE
TOOTH
Difference

14. Conclusion and Testing of Motor
Output
The torque per unit amp of the front scooter
motor at 20A, plotted within the optimal
60º rotor electrical angle for BLDC control.
It remains fairly constant over this interval.
The torque per unit amp of the axial motor
at 80A, plotted within the optimal 60º
rotor electrical angle for BLDC control. It
remains fairly constant over this interval.
The future work is to achieve the solution between the present condition and
ideal condition and that’s the reason we will vary the current supply and try
to be as close as to the ideal condition.

15. The original motor design
pursued in this case study used
trapezoidal stator core wedges,
wound with flat copper strips.
The stator core segment was
produced by stacking H-shaped
laminations of silicon steel,
which were laser cut to
specification. Though expensive
in prototype quantities, the
shapes would require only
simple stamp tooling to make in
large volume
Single Stator CORE developed to test the winding method

16. Disassembly of Motor Components
Permanent Magnets
Windings on Stator
Stator Plates
Stator Housing Cover
Rotor Plate

17. Assembly Of Motor
CORE, Stator and
Copper wire Windings
First run test using
rubber Tube on Motor

18. Initial CAD Modeling for small capacity
Exploded View of Assembly carried on CREO Elements 5.0

19. Sectional view of completed Motor design

20. Sectional view of motor with reduction Gear
Reduction
Gear

21. Side View showing the motor by creating
transparency on the motor housing

22. Assembly of motor with the wheel and braking
system

23. Battery System
A lead acid battery goes through
three life phases, called
formatting, peak and decline
Formatting is most important for deep-
cycle batteries and requires 20 to 50 full
cycles to reach peak capacity
Peak is the state at which we can obtain
the maximum power of battery.
In Decline state, the efficiency of battery
goes down and then replacement is the
only option available.

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

25. Controller

26. Advantages and Disadvantages
Advantages Disadvantages
Lower cost/km Higher kerb weight
Higher Mileage Centre of Gravity is shifted
Practicality Speed limitation
Ease of Recharging
Very less Maintenance cost

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

28. Thank you 