ANALYSIS OF BLDC MOTOR USING SIMULINK FOR

ELECTRIC BICYCLE

A PROJECT REPORT

Submitted by

D SURYA 211718114066
K SANJETH 211718114058
K G SANKARA SIDDHARTH 211718114059
V VISHAL 211718114075

In partial fulfilment for the award of the degree

of

BACHELOR OF ENGINEERING
in
MECHANICAL ENGINEERING

RAJALAKSHMI INSTITUTE OF
TECHNOLOGY, CHENNAI

ANNA UNIVERSITY: CHENNAI 600 025

MAY 2022

1
 ANNA UNIVERSITY: CHENNAI 600 025

BONAFIDE CERTIFICATE

Certified that this project report “ANALYSIS OF BLDC MOTOR USING

SIMULINK FOR ELECTRIC BICYCLE ” is the bonafide work of, D SURYA
(211718114066) , K SANJETH (211718114058) , K G SANKARA
SIDDHARTH (211718114059) and V VISHAL(211718114075) ” who carried
out the project work under my supervision.

SIGNATURE SIGNATURE
Dr. S.K.RAJESH KANNA MR.S.VIVEK
HEAD OF THE DEPARTMENT SUPERVISOR
Professor Associate Professor
Department of Mechanical Engineering Department of Mechanical Engineering
Rajalakshmi Institute of Technology Rajalakshmi Institute of Technology
Kuthambakkam Kuthambakkam
Chennai Chennai

Certified that the candidate was examined viva-voice in the

examination held on……………………………

INTERNAL EXAMINER EXTERNAL EXAMINER

2
 ACKNOWLEDGEMENT

We express our gratitude towards our Chairperson, Dr. (Mrs.) Thangam

Meganathan, Chairman Mr.S. Meganathan, B.E., F.I.E., Vice Chairman
Dr.M. Haree Shankar Meganathan, and our beloved Principal
Dr.P.K.Nagarajan, M.E, Ph.D. and Dean (Engg) Dr. M. Velan, Ph.D. who have
constantly encouraged us in all aspects and chiselling us as a successful engineer.
We express our heartfelt thanks to Dr.S.K.Rajesh Kanna , M.E, Ph.D.
Professor and Head, Department of Mechanical Engineering for giving
valuable guidance, constant support and encouragement to complete our project
successfully.

We express our thanks to Prof. P.S. Rajeswaran , M.E, Dean for

providing us valuable inputs and guidance to complete our project successfully.
We are highly indebted to our project Supervisor and our
project coordinator Mr.S.Vivek, M.Tech., Associate Professor, Department
of Mechanical Engineering for his valuable guidance and suggestion in every
stage of our project and to make our project a successful one.

We would like to appreciate the guidance given by the other supervisors as

well as the panel members especially in our project presentation that has improved
our presentation skills by their comment and tips.

Last but not the least, we express our gratitude towards Anna University,
Chennai for the opportunity. Also, we thank our beloved parents for their valuable
contribution and guidance towards the success of our project.

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 TABLE OF CONTENT
CHAPTER NO TITLE PAGE NO
Abstract 7

List of Figure 8
1 INTRODUCTION 9
1.1 Evolution of E- Cycle 9
1.2 Goal of Project 9
1.3 E- Cycle 10
1.4 Types of E-Cycle 12
1.4.1 Electrically assisted cycle 12
1.4.2 Electrically propelled 12
2 LITERATURE REVIEW 13
3 METHODOLOGY 17
4 LIST OF COMPONENTS 18
4.1 Battery 18
4.2 Frame 19
4.3 Wheel 20
4.4 Controller 21
4.5 Speed throttle 22
4.6 Battery Level Indicator 23
4.7 DC Motor 24
5 FRAME 25
5.1 Cycle Frame 25
5.2 Steering Front Part Frame 25
5.2.1 Head tube angle 25
5.2.2 Fork Rake 25
4
5.2.3 Fork Trail 26
 5.3 Wheel Base 26
5.4 Chain stay length 26
5.5 Bottom bracket Drop 27
5.6 Seat tube angle 27
5.7 Seat tube length 27
5.8 Head tube length 27
6 BRAKING 28
6.1 Disc Braking System 28
6.2 Advantages 29
7 BATTERY AND DC MOTOR 30
7.1 Types of Battery 30
7.1.1 Nickel Cadmium Battery 30
7.1.2 Nickel Metal Hydride
Batteries 30
7.1.3 Lithium Ion Batteries 30
7.1.4 Small Sealed Lead
Acid Batteries 31
7.2 Lithium Ion Battery 31
7.2.1 Cell Structure 31
7.2.2. Chemistry involved in
Li-ion Battery 33
7.2.3 Advantages 33
7.3 DC Motor 34
7.3.1 Types of DC motor 34
7.3.2 Brushless DC Motor 35
7.3.3 Construction of BLDC Motor 35
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8 DESIGN CALCULATION 40
8.1 Motor Calculation 40
8.2 Battery Calculation 44
8.3 Frame Analysis 45
8.4 Braking Calculation 47
8.5 Belt Calculation 49
9 CONCLUSION 51
10 ANNEXURE 52
11 REFERENCES 53

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 ABSTRACT
There is growing demand for Electric Bikes in India as there will be less air
pollution, lower maintenance cost and reduced noise using Electric-Bikes.
Structural Analysis is carried out to support the product development team in
validating the designs and improving the existing designs. Approach using beam
Finite model is developed to quickly analyze the structure. Detailed analysis using
shell elements is done to accurately predict the stresses. FEA results are validated
with Component level testing and Strain gauge measurement.

The frame is strengthened in the improved design at the critical locations.

Vibrational characteristics are studied by carrying out the modal analysis with
specific emphasis on handle bar modes and battery box modes. Altair Hyper mesh
tools are being used for FE modeling and post processing of the new product
development activities.

A belt is a loop of flexible material used to link two or more rotating

shafts mechanically, most often parallel. Belts may be used as a source of motion,
to transmit power efficiently or to track relative movement. Belts are looped over
pulleys and may have a twist between the pulleys, and the shafts need not be
parallel. In a two pulley system, the belt can either drive the pulleys normally in
one direction (the same if on parallel shafts), or the belt may be crossed, so that
the direction of the driven shaft is reversed (the opposite direction to the driver if
on parallel shafts).

As a source of motion, a conveyor belt is one application where the belt is

adapted to carry a load continuously between two points. The belt drive can also
be used to change the speed of rotation, either up or down, by using different sized
pulleys.
7
 List of Figures

Fig No Description Page no

3.1 Methodology 17

4.1 Battery 18

4.2 Frame 19

4.3 Wheel 20

4.4 Controller 21

4.5 Speed Throttle 22

4.6 Battery Level Indicator 23

4.7 DC Motor 24

7.2 Cell Structure 32

7.2.1 Types of Cell Arrangement 32

7.3 Construction of BLDC Motor 35

7.3.1 Stator 36

7.3.2 Rotor 37

7.3.3 Working Principle 38

7.3.4 Combination of coils 39

8.3 Frame Analysis 45

8.3.1 Deflection Report Type I 45

8.3.2 Deflection Report Type II 46

8.3.3 Deflection Report Type III 46

8
 CHAPTER 1

INTRODUCTION

1.1 GENERAL:
As worldwide population is growing day by day and there is
increase in manufacturing and using of fuel powered. This vehicle
require fossil fuel to run and it a limited source of energy which will be
over after some period and to cop up with this need, the revolution for
the eco-friendly cycles were the most depended modes of
transportation, along with this the consideration of the increase in fuel
price and the environmental factors we must admit that it is far more
better to use a cycle over a motor vehicle for short distance travelling.
Imagine how useful would the cycle be if even the small effort applied
by man for riding on rough terrain.

1.2 OBJECTIVE OF PROJECT:

This project is based on combination of the standard geared cycle
with an electric power motor. The system is modified in such a way
that the rider can make choice of which mode he prefers i.e. he can
either choose the cycle to be driven completely with the electric motor
or he can choose it to be driven manually by himself. The idea of
mounting the motor and it’s support assembly onto a geared cycle was
to reduce the effort to-be applied for extra little weight that the rider
will have to take along with the cycle.

9
 The unit has been designed in such a way that people of any age
group can depend on it.

Our idea of implementation of the project was mainly biased

towards providing inter college transportation. E-Bicycle typically
incorporates a battery, which can be charged at an ordinary domestic
power socket, linked to an electric motor in the Bicycle transmission
system. The rider have the power to controls the output power from
motor i.e. speed using a handlebar mounted throttle and controller. The
term ‘e-bike’ is generic and includes a combination of different
electrically powered two-wheelers some of which function by simply
turning a throttle. The electric motor's power, like that of other engines,
is measured in kilowatts (kW). Electric motors can produce maximum
torque over a wide RPM range, so 100 kW is approximately equivalent
to 134 horsepower. This means that a vehicle with a 100kW electric
motor outperforms a vehicle with a 100kW internal combustion engine,
which can only produce maximum torque over a narrow range of engine
speeds. To overcome this problem and to travel from one place to
another an eco-friendly Bicycle with manually and motor power
controlled . Bicycle is made with all the accessories similar to bike.

1.3 E-CYCLE:
Electric motor power cycle have been making their way into the
market for about two decades. Such bicycles can be fully powered by a
motor. In other countries such as Japan, electric-motor-powered
bicycles are required to operate with10 50% human pedal power for up to
12 km/h, and an even higher percentage of human power is required
above that speed. Such bicycles are commonly known as “pedeless” . In
this article, the term “electric bicycle” is used to describe “electric-
motor-powered bicycles,” including both fully and partially motor-
powered bicycles.

Electric bicycles can be used for a variety of purposes, for

instance, as a vehicle for police or law enforcement in cities where
parking and traffic are a problem, as a guide bicycle during bicycle
races. In India, electric bicycles are currently used most commonly for
short trips to grocery stores. First, this article provides a systematic,
comprehensive classification of electric bicycles that includes an
overview of the state of the art of today’s commercially available
electric bicycles .

Using knowledge from the field of professional bicycling as a

starting point, the findings are supported and theoretically expanded.
The power requirements in different typical riding situations are also
identified. The results are confirmed by experimental.

Bikes that assist the riders pedal power and bikes that add a
throttle , integrating moped-styled functionality . Both retain the ability
to be pedaled by the rider and are therefore not electric motor cycle. E-
Bikes use rechargeable batteries and typically travel upto 30km/hr.

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1.4 TYPES OF E-CYCLE:

There are many types of e-bikes, which can be classified into two main groups:

 Electrically assisted bicycles

 electrically propelled bicycles
1.4.1 Electrically assisted bicycles:

An EAB works like a conventional bicycle with an electric motor added to

assist the pedalling action. It is simple to use: press the start switch and the electric
motor assists you when you apply pressure on the pedals. The motor increases the
amount of power transmitted to the wheel. A special characteristic of the EAB is
that it only runs when pedalled.

1.4.2 Electrically propelled bicycles:

When the electric motor is not providing assistance, the EPB also works
like a conventional bicycle. When the cyclist turns the function switch to “on” and
presses the hand accelerator, the cyclist is propelled effortlessly by the electric
motor without having to pedal. The propulsion of this type of e-bike is similar to
that of a moped. EABs and EPBs are divided into several categories depending on
the maximum power output ratio the power output rating (average 250 W) and
the speed limit at which the power assist cuts out.

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 CHAPTER 2

LITERATURE REVIEW
RUBI BATHAM, RAMESHWAR SINGH[1]:

This dissertation focuses on speed control of BLDC motor using fuzzy

logic technique. The goal is determine which control strategy delivers better
performance with respect to BLDC motors speed these methods are compound
on the basis of output response, less rise time, less setting time and less over
shoot for speed demand of dc motors excellent result.

BLDC motor have many advantages than brushed DC motors and

induction motor such as a better speed - torque characteristics, high dynamic
response, long operating life, noiseless operation which can be considered the
most dominant electric motor. Finally the performance comparison between I-
controller, PI-controller and fuzzy logic controller is done.

OMKAR S CHITINIS[2]:

A battery management system (BMS) is an electronic regulator that

monitors and controls the charging and discharging of rechargable batteries,
keeping a check on the key operational parameters during charging and
discharging such as voltages, currents and the battery internal and ambient
temperature. The monitoring circuits would normally provide inputs to
protection devices which would disconnect the battery from the load or charger
any of the parameters like overcharge,undercharge,high temperature,become out
of limits.

The battery management system (BMS) is a critical component of

electric and hybrid electric vehicles. The purpose of the BMS is to guarantee
safe and reliable battery operation.
13
 To maintain the safety and reliability of the battery, state monitoring and
evaluation, charge control, and cell balancing are functionalities that have been
implemented in BMS.

S. S PAWAR,MAYUR DUMBRE,SAMAR RAJPUT,KUNAL DALVI[3]:

Design and Simulation of low speed electric bike for optimization of
power covers all the research related to the electric bikes. As IC engine release
hazardous gases which pollutes environment and people, So automobile
industry is turning towards electric powered vehicles as electric vehicles which
are going to be future means of transportation. To improve mileage of electric
vehicle, power train design needs to be improved. Hence, there is a need to
design and employ an optimized power train system for EVs.

PAUL SATHIYAN,BENIN PRATAP,DANIEL[4]:

DC (BLDC) motor for an electrically assisted bicycle (E-Bike) is carried

out under certain operating conditions. In order to determine the operating speed
and to achieve a suitable gear ratio, the motor is operated at different duty ratios
whereby the operating voltage and speed of rotation of the motor is varied. The
motor is loaded during the various test speeds considered. Based on the
performance of the motor and the norms set by Central Motor Vehicle Rules
(CMVR) of India, the torque delivered by the motor is computed through
experimentation. The characteristics graphs have been plotted against different
parameters. Depending on the torque values at the recommended power, the
motor operating speed, voltage and currents were identified

RAJAN KUMAR, MUNNA KUMAR, Prof. Dr. M. ASHOK RAJ KUMAR

[5] :

It is our responsibility to reduce the consumption of fuel and its

hazardous emission products.
14
 Taking this into consideration it is our small step towards reducing the
use of more fuel consuming vehicles and attract the eye of people towards its
alternatives i.e. Electric bicycle. So we intend to design a cycle which would
run on an alternative source and also reducing human efforts called as Battery
Operated Cycle. The single biggest advantage of electric bicycle is that it is cost
operative as it mainly only entails building cost as running cost would only
require the charging of the battery. An Electric bicycle would, however offer
other solid benefits that are overlooked by the marketplace.

DEEP R PRAJAPATI, KUNJAN SHINDE,ANIKET PRABHU[6]:

The main gist of this paper is to give the exact view by bridling the
various sources of energy available to mankind. In today’s modernized world
travelling is very essential for human beings in order to protract in this world.
And to do so his travelling should be done in minimum possible way and in
jiffy. This paper details about the Electric Bike which runs on the battery
thereby providing voltage to the motor.

This paper compromises with design and fabrication of Electric Bike

which makes use of Electric energy as the primary source and solar energy if
possible by attaching solar panels. It also highlights on the design aspects of the
bike. There is a provision for a charging the battery by ejecting it from the main
system. The electrical power generated which is used to run the bike can give
better fuel economy compared to conventional vehicle, better performance and
also causes less pollution.

MUHAMMAD IKRAM MOHD RASHID [7]:

The global climate change and the abnormal rising international crude oil
prices call for the development of EV [2]. To solve these problems, a new
energy
15
needs to be developed or optimized in order to replace the current energy which
is fossil fuel. A clean and green energy [2]. Because of this, it is very important
to make sure that the battery that being used is reliable as the fossil fuel.

Thus, the design of the battery management system plays an important

role on battery life preservation and performance improvement of EV [3]. The
BMS also performs many tasks including the measurement of system voltage,
current and temperature, the cells’ state of charge (SOC), state of health (SOH),
remaining useful life (RUL) determination, controlling and monitoring the
charge / discharge characteristics and cell balancing . For this project, 18650
Lithium-Ion battery is used to develop battery management for 36V 12Ah. As
lithium-ion batteries have high value of specific energy, high energy density,
high open circuit voltage, and low self-discharge, they are a proper candidate
for EVs among other cell chemistries.

VINAYAK SANJAY GAIKWAD,AVINASH BHAUSAHEB JHADAV[8]:

The design of effective Braking System of your bicycle is the most

important safety system in high performance bicycle. Since the stopping
distance and speed control during racing or descending hills plays major role in
cycle adventure. Fundamental requirement of any braking system is to
decelerate a vehicle precisely in variable conditions. The kinetic energy which
is proportional to its mass and square of its speed needs to be safely dissipated
in form of heat. The braking system must be strong. Any bicycle with highly
effective braking system gives confidence to the cyclist. The paper presents the
design of effective hydraulic disc braking system and its calculation

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 CHAPTER 3

METHODOLOGY

Considering vehicle
parameters for manual
calculation

Selection of suitable BLDC

hub motor

Process monitoring and

analysing performance of motor
using MATLAB

Comparing both manual and

MATLAB results

Figure 3.1 Methodology

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4.2 FRAME

The Frame is made up of M.S. along with some additional light weight
components.

The frame is designed to sustain the weight of the person driving the unit, the
weight of load to be conveyed and also to hold the accessories like motor. Also
it should be design to bear and overcome the stresses which may arise able to
due to different driving and braking torques and impact loading across the
obstacles. It is drilled and tapped enough to hold the support plates.

Figure 4.2 Frame

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4.7 DC MOTOR

A direct current (DC) motor is a type of electric machine that converts

electrical energy into mechanical energy. DC motors take electrical power
through direct current, and convert this energy into mechanical rotation.

The working principle of a DC motor is based on the fact that when a

current-carrying conductor is placed in a magnetic field, the conductor
experiences a mechanical force. The direction and magnitude of this force is
given by Fleming’s left-hand rule

F-> = B->I->L. Where, F-> represents the force, B-> is the magnetic
flux density, I-> be the current and L be the length of the wire. The direction of
this force is perpendicular to both the directions of the current flowing through
the wire and the external magnetic field. This experienced force produces the
torque which turns the DC motor.

Figure 4.7 DC Motor

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The BLDC motors play a vital role in the modern engineering applications.
BLDC motor drives are consistently used for obtaining high efficiency and
good controllability. Its applications are in home appliances, medical, industrial
automation, robotics, automotive equipment, aerospace, etc. (Gamazo et al.
2011). The BLDC motor has emerged from the Permanent Magnet Synchronous
Motor (PMSM). The PMSM is characterized on the premise of the wave shape
of Electro Magnetic Force (EMF) i.e. sinusoidal wave and trapezoidal wave
(Kang et al. 1995). If the motor is characterized by sinusoidal wave then it is
known as permanent magnet synchronous motors and if the motor is
characterized by trapezoidal wave then it is classified under the name of the
permanent magnet BLDC motor.

The control of BLDC motor has become simple and very effective while
operating the motor over various range of speed with maintaining great
proficiency (Iizuka et al. 1985). The BLDC motors have several benefits over
brushed DC motors such as excellent speed versus torque characteristics, good
static and dynamic characteristics, high efficiency, higher speed ranges up to
10,000 rpm, long working life and silent operation (Chang Liang & Hongwei
2012). Figure 1.2 shows the cross section view a BLDC motor.

20
The BLDC motor system is made up of the power converter, control units, drive
circuits, Hall sensors and permanent magnet BLDC motor. The power converter
converts the power from DC source to AC with the help of power
semiconductor devices i.e. Metal Oxide Semiconductor Field Effect Transistor
(MOSFET) or Insulated Gate Bipolar Transistor (IGBT). The most important
feature of BLDC motor is that rotor position sensor which is mainly used for
sensing the rotor original position of the motor. These motors need rotor
position sensors for initiating start-up then for generating appropriate
commutation sequence that will help the power devices in the inverter bridges
to get energize corresponding stator winding.

The rotor position sensor as well as control unit signal that can be. controlled by
the voltage, current and speed of the BLDC motor. The control algorithm
establishes a gate signal for every semiconductor that is present in power
electronics converters. Functional blocks of BLDC motor.

FUNCTIONAL BLOCK DIAGRAM OF BLDS MOTOR

The BLDC motor speed control based on Hall Effect sensors have many
drawbacks. The rotor position sensors increase the inertia of the rotor shaft and
it requires additional space. In order to overcome these drawbacks, a sensorless
strategy is recommended. This research focuses sensorless techniques based
speed control of BLDC motor.

21
Drivers circuit of BLDC motor
The BLDC motors use semiconductor switches i.e. MOSFET or IGBT to realize
the current commutation for consistently rotating the motor. These
semiconductor switches are normally associated with a three-phase six pulse
bridge type structure to run the BLDC motor (Cui et al. 2015). Normally
semiconductor switches are controlled with the help of Pulse Width Modulation
(PWM) techniques. It is simple and it effectively controls the starting current,
speed and torque of the motor by converting DC voltage into controlled AC
voltage. For every stage, there is one BLDC motor terminal driven high (1),
another BLDC motor terminal driven low (0), with the third one left floating

APPLICATION OF BLDC MOTOR

The BLDC motor drives with application into three major categories such as
 Applications with constant loads (Park et al. 2012)
 Applications with varying loads (Chun et al. 2014)
 Positioning applications (Wang & Liu 2009)

The applications with constant loads include single spindle drive, BLDC ceiling
fans, quadcopters, electric wheelchairs.

22
The models have the same parameters that are taken from the
datasheet of a commercially available bldc motor. This allows direct
comparison of the two models. The bldc motor model is tested and it
is verified that it behaves according to the specifications given in the
motor's datasheet
DC MOTOR PARAMETERS

Simulation
The simulations are done in Matlab 6.5 (R13) and Simulink 5.0
using the default solver ode45. The simulation time is 0.1 seconds and
a load torque of 0.23 mNm is applied at 0.05 seconds.
A correct value of the no-load speed is achieved by selecting a
suitable value of the friction constant ky. Otherwise, the no-load
speed becomes a little too high.

23
24
25
THE BLDC MOTOR
The complete bldc drive Simulink model. The core of the blde motor
block is a state-space block that implements the state-space matrix
equation.
The state-space block takes in the difference between the electrical
torque and the mechanical torque and two voltage signals from the
inverter. the trapezoidal functions and the position signals are stored
in lookup tables that change their output according to the value of the
electrical angle. the electrical torque is calculated as shown in figure
4.9. The electrical position, represented as integer numbers 0-5, is fed
to the control block which gives out the firing signals to the inverter
so the back-emf's and a signal indicating if the phase currents are zero
or non-zero, are sent from the motor to the inverter through two Goto
blocks.

26
Inverter Voltages with a Hard Chopping Signal

In hysteresis and pwm control the current in the energized phases is

turned on and off, usually at a high rate. This is called chopping. Hard
chopping means that the upper and lower switch are driven by the
same chopping signal. Another way of chopping is soft chopping. In
soft chopping, only the upper switch is driven by the chopping signal
and the lower switch is left on during the whole interval. The
advantage of soft chopping is that it creates less current ripple than
the hard chopping technique and switching losses are also lower. The
disadvantage is that soft chopping requires more expensive hardware.
The circuit configuration in each interval during hard chopping. Now
there are up to three diodes conducting at the same time. The two
circuit topologies that are used to calculate the inverter voltages. The
voltage sources vai and vaз act as diodes and the inverter voltages are
calculated as before, i.e. either by inspection or by deriving equations
for the two currents i, and i3, setting one of them or both equal to zero
and solving for the diode voltage sources.
27
CIRCUIT CONGIFIRATION DURING HARD CHOPPING

28
BLDC motor input voltage during hard chopping

29
Simulation
The parameters of the bldc motor model are the same as used in the
de motor model . The simulation time and the load torque time and
magnitude are also the same. The speed curve is identical to the de
motor speed curve. The electrical torque is zoomed view displayed in
the torque has deep but narrow notches.

ROTOR SPEED

30
A plot of torque vs. speed is shown below The torque-speed charateristics
follow a straight line identical of the one of the dc motor with the exception of
the points where notches occur in the torque. The stall torque is 0.50 m Nm
which is in accordance with the motor data.

Torque speed plot

31
The current starts with a high value and decays as the motor speeds up until it
reaches the no-load current which is about 60 mA which agrees with the value
in table 4.1. The current rises again when the load torque is applied and
reaches a steady state value of 250 mA. Figure 4.21 shows a zoomed view of
the phase currents and the back-emf's after the load torque has been applied.
The current has a nearly perfect quasi-square wave shape. The only deviation
from the quasi square wave shape occurs at the commutation points. The
notches at the commutation points occur because the rise of the current in the
phase that is being turned on is slower than the decay of the current in the
phase that is being turned off. The notches are the cause of the well known
torque ripples of bldc motors.

Zoomed view of phase current and back emf

32
 CHAPTER 5
FRAME
5.1 Bicycle frame

Frame is the spine and the heart of a bicycle. All other parts can easily be
swapped, but the frame is what determines what combination of parts a bicycle
can accept, what kind of use bicycle is best for and what seating positions can
be achieved on a bicycle.

5.2. Steering – front part of the frame

Front part of the bicycle, along with the fork, has three important factors:

 Head tube angle

 Fork rake (it will be explained)
 Fork trail
5.2(a) Head tube angle

 Angle is measured compared to the horizontal, with both wheels of

planned size (usually the same size).
 The closer head tube angle is to vertical (90 degrees), the quicker the
steering. However, if it is too vertical, bicycle will be twitchy, unstable.
 The sharper the angle, the more effort it takes to steer the bicycle. But
slack head tube angle also improves stability.
5.2 (b) Fork rake

Distance for which the front wheel dropout is moved forward from
the head tube axis. Forks are usually angled forward a bit, or have a curve
to the front near the bottom

 Increasing the rake makes steering faster

 Decreasing it makes steering slower
33
5.2 (c) . Fork trail

 Fork trail is a result of head tube angle, fork rake and front
wheel diameter. Front wheel diameter increase, also increases
trail, while other two factors have reverse influence
 Less trail results in faster steering, More trail results in slower
steering
5.3 Wheelbase:
 Longer wheelbase makes bike more stable, more comfortable, but makes
steering slower.
 Touring bikes have slack head angle, long fork rake, and long chainstay
which gives them long wheelbase. Road bikes have it all the opposite
way.
5.4 Chainstay length:

Chainstay length influences 3 things:

1. Steering – longer chainstay increases wheelbase length and makes a

bicycle more stable, but also makes steering (and maneuvering) slower.
2. Comfort – longer chainstay also increases comfort (detailed explanation
of bicycle frame comfort). Short chainstay gives an effect of sitting
directly on top of the rear wheel, while a long one makes rider sit half
way between two wheels, making the ride more comfortable.
3. Luggage carrying capacity – with a longer chainstay, panniers mounted
on the rear rack will be further from the pedals. Very important for big
footed riders.

34
5.5 Bottom bracket drop (BB drop)

Because saddle height is set relative to the pedals, lower bottom bracket results
in the saddle being placed lower (for the same rider height), which results in a
lower centre of gravity.

Lower centre of gravity is always good – it gives better stability and

maneuverability. However, since bicycle is leaned into turns, this matters a lot
less than for cars.

5.6 Seat tube angle

This depends mostly on frame size, since optimal pedalling position does not
change that much between bikes.

5.7 Seat tube length

Often stated as frame “size”. One of the least important factors in frame
geometry. Value is important only to shorter riders to know whether they can
stand over the frame.

5.8 Head tube length

If a frame is meant for a more upright riding position, head tube is

longer. Touring bikes often have around 20 cm, while road bikes go around 15
cm. Head tube length changes with frame size.

35
 CHAPTER 7

BATTERY AND DC MOTOR

7.1 TYPES OF BATTERY

 Nickel Cadmium Battery

 Nickel Metal Hydride Battery
 Lithium Ion Battery
 Small Sealed Lead Acid Battery
7.1.1NICKEL CADMIUM BATTERIES:

The active components of a rechargeable NiCd battery in the charged

state consist of nickel hydroxide (NiOOH) in the positive electrode and
cadmium (Cd) in the negative electrode.

7.1.2NICKEL METAL HYDRIDE BATTERIES:

A nickel metal hydride battery is a type of rechargeable battery. The

chemical reaction at the positive electrode is similar to that of the nickel–
cadmium cell, with both using nickel oxide hydroxide. However, the negative
electrodes use a hydrogen-absorbing alloy instead of cadmium

7.1.3LITHIUM ION BATTERIES:

A lithium-ion battery or Li-ion battery is a type of rechargeable battery.

Lithium-ion batteries are commonly used for portable electronics and electric
vehicles and are growing in popularity for military and aerospace applications.

36
7.1.4 SMALL SEALED LEAD ACID BATTERIES:

Lead acid battery, the chemical energy of the battery is stored in the
potential difference between the pure lead at the negative side and the PbO2 on
the positive side, plus the aqueous sulfuric acid. The electrical energy produced
by a discharging lead–acid battery can be attributed to the energy released when
the strong chemical bonds of water (H2O) molecules are formed from H+ ions
of the acid and O2− ions of PbO2.[9] Conversely, during charging, the battery
acts as a water-splitting device.

7.2 LITHIUM ION BATTERY

In the batteries, lithium ions move from the negative electrode

through an electrolyte to the positive electrode during discharge, and back when
charging. Lithium-ion batteries use an intercalated lithium compound as the
material at the positive electrode and typically graphite at the negative
electrode. The batteries have a high energy density, no memory effect (other
than LFP cells) and low self-discharge.

Pioneer work with the lithium battery began in 1912 under G.N.
Lewis but it was not until the early 1970s when the first non-rechargeable
lithium batteries became commercially available. lithium is the lightest of all
metals, has the greatest electrochemical potential and provides the largest
energy density for weight.Lithium batteries were proposed by British chemist
and co-recipient of the 2019 Nobel prize for chemistry M. Stanley
Whittingham, now at Binghamton University, while working for Exxon in the
1970s.

37
7.2.1 CELL STRUCTURE:

The cell structure for larger capacity cells uses a prismatic design with
robust metal walls. This provides the optimum combination of packing density,
thermal management and protection required for industrial and automotive
application.

Figure 7.2 Cell Structure

38
7.3 DC MOTOR
A DC motor is any of a class of rotary electrical motors that converts
direct current electrical energy into mechanical energy. The most common types
rely on the forces produced by magnetic fields. Nearly all types of DC motors
have some internal mechanism, either electromechanical or electronic, to
periodically change the direction of current in part of the motor.

DC motors were the first form of motor widely used, as they could be
powered from existing direct-current lighting power distribution systems. A DC
motor's speed can be controlled over a wide range, using either a variable
supply voltage or by changing the strength of current in its field windings.

Small DC motors are used in tools, toys, and appliances. The universal
motor can operate on direct current but is a lightweight brushed motor used for
portable power tools and appliances.

Larger DC motors are currently used in propulsion of electric vehicles,

elevator and hoists, and in drives for steel rolling mills. The advent of power
electronics has made replacement of DC motors with AC motors possible in
many applications

7.3.1TYPES OF DC MOTOR

1. BRUSHLESS MOTOR
2. BRUSHED MOTOR
1.1. SERIES WOUND
1.2. SHUNT WOUND
1.3. COMPOUND WOUND
1.4. PERMANENT WOUND

39
7.3.2 BRUSHLESS DC MOTOR:

Brushless DC Motors or BLDC Motors have become a significant

contributor of the modern drive technology. Their rapid gain in popularity has
seen an increasing range of applications in the fields of Consumer Appliances,
Automotive Industry, Industrial Automation, Chemical and Medical, Aerospace
and Instrumentation.

Even though they have been used for drives and power generation for a
long time, the sub kilowatt range, which has been dominated by Brushed DC
Motors, has always been a grey area. But the modern power electronics and
microprocessor technology has allowed the small Brushless DC Motors to
thrive, both in terms price and performance.

7.3.3 CONSTRUCTION OF BLDC MOTOR

The main design difference between a brushed and brushless motors is the
replacement of mechanical commutator with an electric switch circuit. A
BLDC Motor is a type of synchronous motor in the sense that the magnetic field
generated by the stator and the rotor revolve at the same frequency.Brushless
Motors are available in three configurations: single phase, two phase and three
phase. Out of these, the three phase BLDC is the most common one. The
following image shows the cross-section of a BLDC Motor.

Figure 7.3 Construction of BLDC Motor

40
STATOR

The structure of the stator of a BLDC Motor is similar to that of an induction

motor. It is made up of stacked steel laminations with axially cut slots for
winding. The winding in BLDC are slightly different than that of the traditional
induction motor. Generally, most BLDC motors consists of three stator
windings that are connected in star or ‘Y’ fashion (without a neutral point).
Additionally, based on the coil interconnections, the stator windings are further
divided into Trapezoidal and Sinusoidal Motors.

Figure 7.3.1 Stator

41
ROTOR

The rotor part of the BLDC Motor is made up of permanent magnets (usually,
rare earth alloy magnets like Neodymium (Nd), Samarium Cobalt (SmCo) and
alloy of Neodymium, Ferrite and Boron (NdFeB)).

Based on the application, the number of poles can vary between two and eight
with North (N) and South (S) poles placed alternately. The following image
shows three different arrangements of the poles. In the first case, the magnets
are placed on the outer periphery of the rotor.

Figure 7.3.2 Rotor

The second configuration is called magnetic-embedded rotor, where

rectangular permanent magnets are embedded into the core of the rotor.

42
WORKING PRINCIPLE:
 Consider the following setup of three windings in the stator designated A, B
and C. For the sake of understanding, let us replace the rotor with a single
magnet.
 We know that when a current is applied through a coil, a magnetic field is
generated andthe orientation of the field lines i.e. the poles of the generated
magnet will depend on the direction of the current flowingthrough the coil.
 Using this principle, if we supply current to the coil A so that it will generate
a magnetic field and attractthe rotor magnet. The position of the rotor
magnet will shift slightly clockwise and will align with A.
 If we now pass current through coils B and C one after the other (in that
order), the rotor magnet willrotate in clock wise direction.

Figure 7.3.3 Working Principl

43
  To increase efficiency, we can wind the opposite coils using a single coil
so that we get double attraction. Further increasing the efficiency, we can
energize two coils at the same time so that one coil will attract the magnet
and the other coil will repel it. During this time, the third will be idle.

 For a complete 3600 rotation of the rotor magnet, six possible

combinations of the coils A, B and C are applicable and are shown in the
following timing diagram.

Figure 7.3.4 Phase Diagram

Base on the above diagram, we can confirm that at any time, one phase is
positive, one phase is negative and the third phase is idle (or floating). So, based
on the inputs from the Hall Sensors, we have two switch the phases as per the
above diagram.

44
 CHAPTER 8

DESIGN CALCULATION

8.1 MOTOR CALCULATION

• Total weight = 125 kg

• Maximum speed = 25km/Hrs
FORMULA:

• F(total)=F(rolling)+F(gradient)+F(aerodynamics drag)
• F(rolling)=Cr*m*a
EXPLANATION:

• Cr= Coefficient of rolling resistance

• m=Mass of the vehicle in kg
• a=Acceleration due to gravity
• F(rolling)=0.01*125*9.81
=12.26 N

POWER REQUIRED TO OVERCOME:

THE ROLLING RESISTANCE = F (rolling)*velocity in m/s

=12.26*7

=85.82Watt

GRADIENT RESISTANCE:
F (gradient)= m*a*sin θ

m = Mass of the vehicle

a =Acceleration due to gravity

θ = 0 (when vehicle travels at flat surface)

45
Condition1: When vehicle travels at flat surface

F (gradient) = 0N

Condition2: When vehicle travels at slope

θ = 14 (maximum)

F(gradient) = m*a*Sin θ

= 125*0.34*Sin(14)

=10.28N

Power required to overcome gradient resistance

= F (gradient)*Velocity in m/s

= 10.28*7

=71.96Watt

AERODYNAMIC DRAG:
F(drag)=0.5ρ *V^2*Ca*Af

ρ = Density of air medium

=1.32kg/m^3(at sea level)

V= 7 m/s

Ca= Coefficient of air resistance

= 0.65

Af= Frontal area of vehicle in m^2

= 0.423 m^2

F(drag) = 8.8 N
46
 Power required to overcome this air resistance = 8.8*7

= 61.6 Watts

• F(total)=F(rolling)+F(gradient)+F(aerodynamic drag)
= 12.26+ 10.28 + 8.8

= 31.34 kg m/s2.

PROPELLING POWER REQUIRED TO OVERCOME THIS

RESISTACE FORCE:
POWER=Total resistance force * Velocity of vehicle

= 31.34* 7

= 220 Watt

• To run a electric motor cycle with a gross weight of 125 kg

and a top speed of 25 km/hr

• We need 220 Watt motor

MOTOR TORQUE:
Power =2πNT/60

250 =2*π*230*T/60

T=10.38 Nm

MAXIMUM TORQUE TO MOVE THE CYCLE:

Newton Law of Motion V=U+AT

V=Final velocity

U=Initial Velocity

A=Acceleration

47
 T =Time taken to reach maximum speed
from rest

• V=25 Km/Hr
=7m/s

• U=0
• T=20s
• V=U+AT
7 = 0 + A(20)

A= 0.34m/s^2

• Force required to move the vehicle:

F = M*A

= 125*0.34

F= 42.5 N

• Maximum Torque required to move the motor cycle=F*Rdius of the

wheel
= 42.5*0.305

= 12.96 Nm

TORQUE & SPEED OF THE MOTOR

48
8.2 BATTERY CALCULATION
To run an electric bicycle of 36 V and 250 Watts BLDC motor,

CURRENT CONSUMED BY MOTOR TO RUN:

Power = Voltage*Current

250 = 36 * I

I = 250/ 36

I = 6.94Amps

Current(approx) = 7 Amps

To run 250 watt motor for one hour = 250 * 1

= 250 Watt Hour.

• Power = Voltage *Current

also,

Watt hour = Voltage*Ampere hour

250 = 36* ampere hour

ampere hour = 250/ 36

= 6.94 ampere hour

Therefore to run 250 watts motor for one hour 36V , 7 AH lithium ion battery
is needed.

49
8.3 FRAME ANALYSIS:

Figure 8.3 Frame Analysis

Figure 8.3.1 Deflection Report Type I

50
Figure 8.3.2 Deflection Report Type II

Figure 8.3.3 Deflection Report Type III

51
8.4 BRAKING CALCULATIONS

1. Rotor diameter = 180 mm

2. Brake pad diameter = 12mm

3. Brake line (cable) diameter = 1.6mm

4. Total weight of bicycle with cyclist = 125 kg

5. Bicycle wheel diameter = 610 mm = 0.6 m

6. Speed of bicycle = 25 kmph

 Weight on single wheel =125/2 kg

= 62.5 kg

= 62.5 × 9.81

= 613.12 N

 Speed (v) = 25 kmph

= 7 m/sec

We know that,

 Kinetic Energy = 1/2 ×mv2

= 1/2 × 125 × 49

= 3062.5 J......... (For two wheels)

= 1531.25 J......... (For single wheel)

 Angular velocity (ω) = (velocity)/(radius of wheel)

= 7/305

= 21.875 rad/sec

52
Consider the driver can apply the force on brake of 65N

 Pressure in brake cable,

P cable = (Applied force)/ (area of wire)

= 65/ π/4 × (1.6)2

= 32.32N/mm2

 Force generated by caliper piston,

F caliper = (P cable) × (area of brake pad)

= 32.32 × (π/4 × (12)2)

= 3656.25N

 Caliper clamp load,

F clamp = (F caliper ) × 2

= 3656.25 × 2

= 7312.5N

 Force on disc by brake pad (friction force),

friction = F clamp × μ ......... (Where μ is coefficient of
friction)

= 7312.5 × 0.3

= 2193.75N

 Toque on rotor (braking torque),

τ R = F friction × R efficient

= 2193.75 × 0.09

= 197.43Nm
53
∴ Braking torque is equal to 197.43Nm
  Angle through which disc rotated during brake
Period (θ),

Braking torque (τR) = (K.E.)/θ

197.43 = 1531.25/θ

θ = 1531.25/197.43

θ = 7.75

θ = ω/2 × t

t = (7.75 × 2)/21.87

t = 0.7 sec

Now,

 Stopping distance (s) = 1/2 × 7 × 0.7

= 2.45m

∴ stopping distance of bicycle running at a speed of

25 kmph is 2.4 m

54
 CHAPTER 9
CONCLUSION
With increasing prizes of fuel and pollution alternative choice can be
available which is traditional but in new modify version of cycle. In this
research paper we are able to design and modify an e-bike which may be the
solution to our problems which we are experience now a days like traffic
congestion, parking difficulties and pollution from fossil fuel vehicles.

We have modify and assembled the devices required the cycle and make
the less prize Electric cycle compared to market. It has been noted that the
electric bicycle is not only an alternative for transportation, but also a way of
practicing daily sports to promote healthy living.

After completing the analysis on e-cycle; it is observed that the life of

people is very fast so no one can purchase e-cycle. Only the countries with a
large number of inhabitants are interested in electric bicycles because they are a
sustainable form of mobility, transport, and countries with high environmental
awareness. Now the data analysed related to the electric bicycle shows an
increase in scientific and technological interest in this subject because people
promoted by the attraction caused by the price, much less than a scooter, and by
its speed and lightness in use, in addition to having a simple and inexpensive
recharge.

We modify an idea to develop an e-bike which is manually operated as

well as automatic on electric battery. This paper presents the less costly, light in
weight, pedal can be used when power not in use and effectively use of e-cycle.
This paper identifies potential barriers of electric bicycle.

55
56
 REFERENCES
1. “Speed control of BLDC motor using fuzzy logic technique” - RUBI
BATHAM, M.tech Scholar, Electrical Engineering Department, NITM,
Gwalior, India AND RAMESHWAR SINGH, Assistant Professor, Electrical
Engineering Department, NITM, Gwalior, India.

2. “Usage of Battery Management System” - OMKAR S CHITINIS Dept of

EEE, KLE Dr. M.S. Sheshgiri College of Engg & Tech, Belgavi.

3. “Design and Simulation of low speed electric”- S PAWAR, MAYUR

DUMBRE, SAMAR RAJPUT, KUNAL DALVI, Department of Automobile
Engineering. Pillai HOC College of Engineering and Technology.

4. “DC (BLDC) motor for an electrically assisted bicycle” - PAUL

SATHIYAN, BENIN PRATAP, DANIEL, International Journal of Innovative
Technology and Exploring Engineering (IJITEE) ISSN: 2278-3075, Volume-8
Issue-11, September 2019.

5. Concept of Battery Operated Cycle - RAJAN KUMAR, MUNNA KUMAR,

Prof. Dr. M. ASHOK RAJ KUMAR

6. Design and fabrication of Electric Bike which makes use of Electric energy
as the primary source- DEEP R PRAJAPATI, KUNJAN SHINDE, ANIKET
PRABHU, Department of Mechanical Engineering, University of Mumbai.

7. “Development of Electric Vehicle” - MUHAMMAD IKRAM MOHD

RASHID, Sustainable Energy & Power Electronics Research Group (SuPER),
Faculty of Electrical and Electronics Engineering, Universitiy Malaysia Pahang,
26600 Pekan, Pahang, Malaysia.

57
8. “Design of Effective Braking System”- VINAYAK SANJAY GAIKWAD,
AVINASH BHAUSAHEB JHADAV, Department of Mechanical Engineering,
Padma bhooshan Vasantraodada Patil Institute of Technology, Budhgaon,
Sangli, Maharashtra, India.

58