This project outlines the design, construction, and testing of a hybrid motorcycle. The concept combines an internal combustion engine with an electric hub motor and battery system. The electric motor provides propulsion up to 50 km/hr, after which the petrol engine engages. When running on petrol, the battery recharges. The goal is to achieve a range of 150km for Rs. 100 worth of fuel. Components like the brushless DC hub motor and lithium-ion batteries were selected, modeled, assembled and tested. Future work will optimize the controller programming and load testing to refine the hybrid system performance.

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 Tank
Bat
teri
es
Controller
BL
DC
Mo
tor
ngine
Petrol E
rive
Chain D
Petrol Engine Along With An Electric Motor

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

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

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

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

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

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
 Click to edit Master text styles
 Second level Brush less Direct
Current (BLDC) motors
 Third level in which permanent
 Fourth level magnets on the rotor
 Fifth level 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
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 Second level
 Third level
 Fourth level
 Fifth level
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. Rotor angle calculation
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 Second level
 Third level
 Fourth level
 Fifth level
General equation for calculating winding angle for throttle.
ᶿe =mod ( P.ᶿm.360)ᶿm-ᶿ0.
Where ᶿe= electrical angle.
ᶿm= mechanical angle and ᶿ0= offset angle between electric and mechanical angle.

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.
 Click to edit Master text styles In most brushless motors,
windings are placed in slots in
 Second level a laminated steel structure
called the CORE. The purpose
 Third level of the steel is to channel more
 Fourth level magnetic flux through the
 Fifth level winding than would
Be possible with a non-
ferrous core. The section of
TOOTH
Difference steel between two slots is
called a tooth. Three-phase
CORE motors have a number of slots
(and teeth) that is evenly
divisible by three.

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

15. Single Stator CORE developed to test the winding method
The original motor design
pursued in this case study used
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trapezoidal stator core wedges,  Second level
wound with flat copper strips.
 Third level
 Fourth level
The stator core segment was
 Fifth level
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

16. Disassembly of Motor Components
Stator Plates
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 Second level
 Third level
 Fourth level
 Fifth level Stator Housing Cover
Permanent Magnets
Rotor Plate Windings on Stator

17. Assembly Of Motor
CORE, Stator and First run test using
Copper wire Windings rubber Tube on Motor
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 Second level
 Third level
 Fourth level
 Fifth level

18. Initial CAD Modeling for small capacity
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 Second level
 Third level
 Fourth level
 Fifth level
Exploded View of Assembly carried on CREO Elements 5.0

19. Sectional view of completed Motor design
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 Second level
 Third level
 Fourth level
 Fifth level

20. Sectional view of motor with reduction Gear
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 Second level
 Third level
 Fourth level Reduction
 Fifth level Gear

21. Side View showing the motor by creating
transparency on the motor housing
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 Second level
 Third level
 Fourth level
 Fifth level

22. Assembly of motor with the wheel and braking
system
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 Second level
 Third level
 Fourth level
 Fifth level

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

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

25. Controller
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 Second level
 Third level
 Fourth level
 Fifth level

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 