“RETROFITTING OF

CONVENTIONAL BIKE &

ENCLOSURE DEVELOPMENT”

BY
VALA VIVEKKUMAR M.
(160950102026)
SHAH RAVIKUMAR G.
(160950102019)
KANSARA URVESH B.
(170953102003)

GUIDED BY
Mr. SAMKIT SHAH
ASSISTANT PROFESSOR
M.E (IC Engine and AUTOMOBILE)

A REPORT SUBMITTED TO
GUJARAT TECHNOLOGICAL UNIVERSITY
IN PARTIAL FULLFILLMENT OF THE REQUIREMENTS
FOR THE DEGREE OF

BACHELOR OF ENGINEERING
IN AUTOMOBILE ENGINEERING
October-2019

AUTOMOBILE ENGINEERING DEPARTMENT

INSTITUE OF TECHNOLOGY & MANAGEMENT UNIVERSE
VADODARA-391510

Page | i
 DEPARTMENT OF AUTOMOBILE ENGINEERING
INSTITUTE OF TECHNOLOGY AND MANAGEMENT UNIVERSE
VADODARA

Certificate
This is to certify that research work embodied in this report entitled
“RETROFITTING OF CONVENTIONAL BIKE AND ENCLOSURE DEVELOPMENT”
was carried out by“Mr. Vala vivekkumar(160950102026),Mr. shah
ravikumar(160950102019),Mr. kansara urvesh(170953102003)"at ITM Universe, Vadodara for
partial fulfillment of BACHELOR OF ENGINEERING degree to be awarded by Gujarat
Technological university. This researchwork is carried out under my supervision and is to my
satisfaction.

Date:

Place: VADODARA

Signature: _________________ Signature: _________________

Guide: Mr. SAMKIT SHAH H.O.D.: Mr.AAKASH DUBEY

Prof. Auto. Engg. Dept Prof. Auto. Engg. Dept

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 PROJECT APPROVAL CERTIFICATE

This is to certify that the project entitled “RETROFITTING OF CONVENTIONAL BIKE &
ENCLOSURE DEVELOPMENT” is a benefited report of the work carried out by (1)Vala
Vivekkumar(160950102026) (2)Shah Ravikumar(160950102019) (3)Kansara
urvesh(170953102003) for User Defined Project in Semester VII under the guidance and
supervision of Mr. Samkit Shah for the partial fulfillment of award of the Degree of Bachelor of
Automobile Engineering at Institute of Technology & Management Universe, Paldi, Vadodara,
Gujarat.

To the best of my knowledge and belief, this work embodies the work of candidate themselves,
have duly completed, fulfill the requirement of the ordinance relating to the Bachelor Degree
awarded by Gujarat Technological University and is up to the standard in respect of content,
presentation and language for being referred to the Examiner.

Internal Guide:

External Examiner:

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 PAPER PUBLICATION CERTIFICATE

This is to certify that research work embodied in this thesis entitled “RETROFITTING OF
CONVENTIONAL BIKE AND ENCLOSURE DEVELOPMENT” was carried out by
VALA VIVEKKUMAR(160950102026), SHAH RAVIKUMAR(160950102019),KANSARA
URVESH(170953102003)at Institute of Technology & Management Universe for partial
fulfilment of Bachelor of Engineering degree to be awarded by Gujarat Technological
University has published article entitled “CONVERSION OF IC ENGINE TWO WHEELER
VEHICLE INTO ELECTRIC VEHICLE” for publication by the “International Journal of Modern
Trends in Engineering and Research” (IJMTER) Vol. 5, Issue 10, 2019 | ISSN (online): 2349 - 9745

Date:

Place: Vadodara

VALA VIVEKKUMAR (160950102026)

SHAH RAVIKUMAR (160950102019)
KANSARA URVESH (170953102003)

Guide Name & Sign

Page | vii
 DECLARATION OF OROGINALITY
We hereby certify that we are the sole authors of this thesis and that neither any part of this
thesis nor the whole of the thesis has been submitted for a degree to any other University or
Institution.

We certify that, to the best of our knowledge, the current thesis does not infringe upon anyone’s
copyright nor violate any proprietary rights and that any ideas, techniques, quotations or any
other material from the work of other people included in our thesis, published or otherwise, are
fully acknowledged in accordance with the standard referencing practices. Furthermore, to the
extent that we have included copyrighted material that surpasses the boundary of fair dealing
within the meaning of the Indian Copyright (Amendment) Act 2012, we certify that we have
obtained a written permission from the copyright owner(s) to include such material(s) in the
current thesis and have included copies of such copyright clearances to our appendix.

We declare that this is a true copy of thesis, including any final revisions, as approved by thesis
review committee.

We have checked write up of the present thesis using anti-plagiarism database and it is in
allowable limit. Even though later on in case of any complaint pertaining of plagiarism, we are
sole responsible for the same and we understand that as per UGC norms, University can even
revoke Master of Engineering degree conferred to the student submitting this thesis.

Date:

Place: Vadodara

VALA VIVEKKUMAR

(160950102026)

SHAH RAVIKUMAR

(160950102019)

KANSARA URVESH

(170953102003)

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Page | x
 ACKNOWLEDGEMENT

The completion of this project phase would not have taken place without the contribution of
many key people. The progress of the project was supervised by Asst. Prof. Samkit Shah from
Automobile Engineering Department of Institute of Technology and Management Universe,
Vadodara. A special thanks to our Head of Department Prof. AAKASH DUBEY. Their
guidance, advice and wisdom throughout this work are also greatly appreciated.

Finally special thanks to my family and colleagues who provided constant support and
encouragement during this work;

We will always be indebted.

VALA VIVEKKUMAR

(160950102026)

SHAH RAVIKUMAR

(160950102019)

KANSARA URVESH

(170953102003)

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 TABLE OF CONTENTS
Title Page i
Certificate ii
Completion Certificate iii
Project Approval Certificate vi
Paper Publication Certificate vii
Declaration of Originality viii
Plagiarism Report Certificate ix
Acknowledgement xi
Table of Contents xii
List of Figures xiv
List of Tables xv
Abstract xvi

CHAPTER 1 INTRODUCTION 1
1.1 Overview 1
1.2 Working Principle of Spark Ignition Engine 2
1.2.1. Otto cycle 2
1.3 Methods of increasing the performance of IC Engine 3
1.3.1 Supercharging of IC Engine 5
1.4 Purpose of Supercharger 6
1.5 Important Terms Related to Supercharger 6
1.6 Working of Supercharger 7
1.7 Types of Supercharger 8
1.7.1 Centrifugal Supercharger 8
1.7.2 Roots Supercharger 8
1.7.3 Vane Supercharger 9
1.7.4 Screw Supercharger 9
1.7.5 Axial Flow Supercharger 10
1.8 Positive Displacement V/S Centrifugal Supercharger 10
1.9 Effects of Supercharging 10
1.9.1 Effect on mechanical efficiency 10
1.9.2 Effect on fuel consumption 11
1.10 Pros and Cons 11
1.11 Introductory of Pulsar 150 Classic 12
CHAPTER 2 LITERATURE REVIEW 13
2.1 “Experimental Analysis of Spark Ignition Engine (Below 100cc) 13
With Supercharger Using E10 Fuel”
2.2 “Performance Analysis of Supercharging A Single Cylinder SI 14
Engine”
2.3 “Performance Analysis of Supercharging Two Wheelers” 15
2.4 “Supercharging of Luna Super engine for increase in power output” 16
2.5 “Performance analysis of supercharging process in SI engine & CI 18
engine and application of supercharger”
2.6 Objective Of Report 19
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CHAPTER 3 EXPERIMENTAL SETUP 20
3.1 Experimental Setup 20
3.2 Experimental Procedure 20
3.3 Block Diagram for Test on Engine without Supercharger 21
3.4 Block Diagram For Test On Engine With Supercharger 22
3.5 Block Diagram For Test On Engine With Supercharger Including 23
Gear-Pinion Arrangement
3.6 Engine Specification 24
3.7 Air-Flow Measurement 25
3.8 Stroboscope 26
3.9 Engine Speed Measurement 27
3.10 Fuel Consumption Measurement 28
3.11 Burette 28
3.12 Stopcock 29
3.13 Tachometer 30
3.14 Stopwatch 31
3.15 Weights 31
3.16 Air box 32
3.17 Supercharger 33
3.18 Supercharger Details 33
3.19 Gear-Pinion 34
CHAPTER 4 DESIGN PARAMETERS 35
4.1 Design Parameters 35
4.2 Main Specification: Type of Compressor 36
4.3 Dimensions of Impeller 37
4.4 Design Calculation 38

REFERENCES 19
PUBLISHED PAPER 20
APPENDIX A PERIODIC PROGRESS REPORT 21
APPENDIX B DESIGN ENGINEERING CANVAS 33

Page | xiii
 LIST OF FIGURES
Figure1.1 Otto Cycle 3
Figure 1.2 Different Stroke 3
Figure 1.3 Working of Turbocharger 4
Figure 1.4 Working of Supercharger 4
Figure 1.5 PV diagram of engine 5
Figure 1.6 Diagram of supercharger 7
Figure 1.7 Centrifugal Supercharger 8
Figure 1.8 Roots Supercharger 8
Figure 1.9 Vane Supercharger 9
Figure 1.10 Screw Supercharger 9
Figure 1.11 Axial flow Supercharger 10
Figure 1.12 Bajaj Pulsar 150 Classic 12
Figure 2.1 Mechanical efficiency vs rpm 13
Figure 2.2 Power and torque characteristics of the modified engine 14
Figure 2.3 Power and torque characteristics of engine 15
Figure 2.4 Power and torque characteristics of modified engine 16
Figure 2.5 Effect of load on thermal efficiency at 1500 rpm 17
Figure 2.6 Effect of load on thermal efficiency at 1700 rpm 17
Figure 2.7 .Effect of load on volumetric efficiency at 1500 rpm 18
Figure 2.8 PV diagram 18
Figure 2.9 Effect of supercharging ratio on power and efficiency 19
Figure 3.1 Block Diagram for Test on the Engine without Supercharger 21
Figure 3.2 Block Diagram for Test on the Engine with Supercharger 22
Figure 3.3 Block Diagram for Test on the Engine with Supercharger Including Gear- 23
Pinion Arrangement
Figure 3.4 Manometer used to measure Pressure Difference 25
Figure 3.5 Stroboscope 26
Figure 3.6 Pulse Tachometer used to measure engine RPM 28
Figure 3.7 Fuel Consumption Measurement for Petrol fuel 29
Figure 3.8 Stopcock 29
Figure 3.8 Tachometer 30
Figure 3.9 Stopwatch 31
Figure 3.10 Weights 32
Figure 3.11 Air box 32
Figure 3.12 Disassembly of Supercharger 33
Figure 3.13 Gear-Pinion 34

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 LIST OF TABLES
Table 2.1 Technical specifications of the engine 13
Table 2.2 Technical specifications of the engine- review paper 2 14
Table 2.3 Compressor specification 14
Table 2.4 Technical specifications of the engine- review paper 3 15
Table 2.5 Technical specifications of the engine- review paper 4 16
Table 3.1 Engine Specification for BAJAJ PULSAR 150 CLASSIC 24
Table 3.2 Specification of Stroboscope 27
Table 4.1 Design Parameters 35
Table 4.2 Theoretical parameters of impeller 37
Table 4.3 Attained parameters of impeller 37
Table 4.4 Notations and Subscripts 38
Table A Nomenclatures 42

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 RETROFITTING OF CONVENTIONAL BIKE &
ENCLOSURE DEVELOPMENT
Submitted By:

VALA VIVEKKUMAR (160950102026)

SHAH RAVIKUMAR (160950102019)
KANSARA URVESH (170953102003)

Supervised By:

Mr. SAMKIT SHAH

ASSISTANT PROFESSOR
M.E (IC Engine and Automobile)
ITM Universe, Vadodara

ABSTRACT

The major disadvantage faced by the present I.C. Engine bikes in the market is that the exhaust
coming out from the engine increases the pollution in the atmosphere. The fuel used to run those
bikes is non-renewable and also when on run, the bikes give out a lot of noise also.In an effort to
fight the rising air pollution in the Indian cities, the union government has made changes to the law,
now allowing people to convert their IC engine into electric or hybrid ones through aftermarket
retrofit kits

An electric vehicle is a type of alternative fuel vehicle that utilizes electric motors and motor
controllers instead of an internal combustion engine.power is derived from battery packs rather than
a carbon based fuel.this saves not only money,but has much smaller impact on the environment.

The move comes soon after 15 Indian cities were named on the list of 20 most polluted
cities across the globe. The decision will complement the government’s plan of EV adoption, mostly
to curb the emissions from gasoline vehicles, now also reducing the existing number of such
polluting vehicles and propelling them through electric drivetrains instead.

The goal of this project to implement the most efficient vehicle. An ebike is a bike that
has an electric drivetrain,involving a motor,a power source,controller and a method of speed
control.power input can be controlled by using a voltage divider/throttle. in our project the electric
motor is drives the rear wheel with the help of battery and controller.it is often cheaper and more
flexible to convert non electric to electric.methods of conversion include purchasing an ebike
conversion kit, or purchasing separate components for the powertrain.in this project a IC engine bike
convert into an Ebike using motor,controller and battery.

Page | xvi
CHAPTER 1

INTRODUCTION

1.1 Overview

Electric bike (e-bike) is the only transportation device that managed in the last 20 years to take significant
part of the bicycle market share. With its simple design that closely mimics traditional bicycle, small and
efficient electric motor and easy control methods, it successfully experienced rapid sales growth since
1998. Today, it is estimated that there is approximately over 120 million electric bicycles in use in China
alone. Use of electric bicycles in Europe and North America is growing fast, with the reported yearly sales
of one and a half million units.

One of the most appealing features of electric bicycles is that it has no harmful emissions from combustion
engine with zero chances of Earth pollution. Even if we include the cost of frequent battery changes, e-
bike is many times more environment friendly than any other public road transportation device (it is 18-13
times more efficient than automobile, 6 times from rail transit and has same environment impact as
traditional bicycle). Another advantage of electric bicycle is its rehabilitation use with recovering health
patients. For example, patients with cardiac problems can greatly improve their mobility if they use e-bike
models that help them to reduce muscle strain and cardiac exertion. One of the down points of the electric
bicycle has been noted in China. Speed of the e-bikes proved to be troubling when they were used on the
traditional roads that were intended for traditional bicycle use (bike lanes).

First models of electric bicycles appeared in late 19th century. US Patent office registered several e-bike
patents since 1895 to 1899 (Ogden Bolton patented battery-powered bicycle in 1895, Hosea W. Libbey
patented bicycle with double electric motor in 1897 and John Schnepf patented electric motor with roller
wheel). Models with torque sensors and power controls became available rduring late 1990s. One of the
first commercially successful e-bike models appeared in 1997 with the name “Select”. Year after that there
was over 49 different e-bike models available on the market. In the early 2000s, two big Japanese
companies Yamaha and Panasonic became their worldwide mass production.

FIG. 1.1 DERNY MOTOR PACING CYCLE

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Main design of e-bike consists of the traditional bicycle frame (with or without pedals) and a small electric motor
(up to 750 watts) powered with light rechargeable batteries (lead-acid, NiCd, NiMH and Li-ion). Power of those
motors is limited to produce maximal speeds of 24 to 32 km/h (15 to 20 mph). There are several types of motors
currently in use most notably direct-drive and geared. Transmission to the wheel is done with chain drive, belt
drive, hub motors or friction drive. One of the early models of electric bicycle from 1980 had a solar charging
station, which was used to replenish on board batteries.

Today, worldwide production of the electric bicycles is in the steady rise. Countries around the world have
different rules that regulate their use on the public roads. They are often classified in the same class as bicycles,
but somewhere they are regarded as one subtype of motorcycles and motorized bicycles.

1.2 Elements of a conversion

 Almost any vehicle can be converted to electric. Many people prefer to pick a vehicle that is light and
aerodynamic in order to maximize distance traveled per battery charge. There must also be adequate room
and load capacity for batteries.
 If obtaining a vehicle for conversion, chose a car which has an undamaged body (unless also doing the body
work).
 The battery pack, which provides a source of electrical power. The most commonly available and affordable
batteries are lead-acid flooded type. Next are the AGM (Absorption Glass Mat) sealed maintenance free
batteries, a little more powerful and expensive. Then there are the more exotic batteries like Ni-MH and Li-
ion; more difficult to find but light and longer lasting, maintenance free, and much more expensive. The new
lithium batteries are showing some promise for EVs in the near future.
 The charger which restores energy to the batteries (which may be mounted within the vehicle or at a special
charging station at some fixed location)
 The power controller, which regulates the flow of energy between the battery and the electric motor(s),
controlled by an electronic throttle.
 One or more electric motors and their mechanical attachment to the driveline
 Power conductors connecting the battery, controller, and motor(s)
 Accessory equipment to power auxiliary equipment such as power brakes and heating system
 Control circuitry and equipment to allow control and interlocking of the various components
 Instrumentation specific to the operation and maintenance of the conversion

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1.3 Conversion process

Most conversions in North America are performed by hobbyists [7] who typically will convert a well-used vehicle
with a non-functioning engine, since such defective vehicles can be quite inexpensive to purchase. Other
hobbyists with larger budgets may prefer to convert a later model vehicle, or a vehicle of a particular type. In
some cases, the vehicle itself may be built by the converter, or assembled from a kit car.

A two-stage vehicle is a vehicle that has been built by two separate manufacturers. The result is a standard,
complete vehicle.[8] In this process, vehicles may be converted by a manufacturer (as was done by Ford Motor
Company to create the Ford Ranger EV). Alternatively, in a process known as "third-party (power)trainization",
an independent converter will purchase new vehicle gliders[9] (vehicles without a motor or related equipment)
and then perform the conversion, to offer a two-stage vehicle.

In some countries, the user can choose to buy a converted vehicle of any model in the automaker dealerships only
paying the cost of the batteries and motor, with no installation costs (it is called pre-conversion or previous
conversion).

1.4 Technical

1.4.1 Motors and drivetrains

The two most common types of hub motors used in electric bicycles are brushed and brushless. Many
configurations are available, varying in cost and complexity; direct-drive and geared motor units are both used.
An electric power-assist system may be added to almost any pedal cycle using chain drive, belt drive, hub motors
or friction drive. BLDC hub motors are a common modern design. The motor is built into the wheel hub itself,
while the stator is fixed solidly to the axle, and the magnets are attached to and rotating with the wheel. The
bicycle wheel hub is the motor. The power levels of motors used are influenced by available legal categories and
are often, but not always limited to under 750 watts.

Another type of electric assist motor, often referred to as the mid-drive system, is increasing in popularity. With
this system, the electric motor is not built into the wheel but is usually mounted near (often under) the bottom
bracket shell. In more typical configurations, a cog or wheel on the motor drives a belt or chain that engages with
a pulley or sprocket fixed to one of the arms of the bicycle's crankset. Thus the propulsion is provided at the
pedals rather than at the wheel, being eventually applied to the wheel via the bicycle's standard drive train.

Because the power is applied through the chain and sprocket, power is typically limited to around 250–500 watts
to protect against fast wear on the drivetrain. An electric mid-drive combined with an internal gear hub at the
back hub may require care due to the lack of a clutch mechanism to soften the shock to the gears at the moment
of re-engagement. A continuously variable transmission or a fully automatic internal gear hub may reduce the
shocks due to the viscosity of oils used for liquid coupling instead of the mechanical couplings of the conventional
internal gear hubs.

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1.4.2 Batteries

E-bikes use rechargeable batteries, electric motors and some form of control. Battery systems in use include sealed
lead-acid (SLA), nickel-cadmium (NiCad), nickel-metal hydride (NiMH) or lithium-ion polymer (Li-ion).
Batteries vary according to the voltage, total charge capacity (amp hours), weight, the number of charging cycles
before performance degrades, and ability to handle over-voltage charging conditions. The energy costs of
operating e-bikes are small, but there can be considerable battery replacement costs. The lifespan of a battery
pack varies depending on the type of usage. Shallow discharge/recharge cycles will help extend the overall battery
life.

Range is a key consideration with e-bikes, and is affected by factors such as motor efficiency, battery capacity,
efficiency of the driving electronics, aerodynamics, hills and weight of the bike and rider. Some manufacturers,
such as the Canadian BionX or American Vintage Electric Bikes, have the option of using regenerative braking,
the motor acts as a generator to slow the bike down prior to the brake pads engaging. This is useful for extending
the range and the life of brake pads and wheel rims. There are also experiments using fuel cells. E.g. the PHB.
Some experiments have also been undertaken with super capacitors to supplement or replace batteries for cars
and some SUVS. E-bikes developed in Switzerland in the late 1980s for the Tour de Sol solar vehicle race came
with solar charging stations but these were later fixed on roofs and connected so as to feed into the electric mains.
The bicycles were then charged from the mains, as is common today. While ebike batteries were produced mainly
by bigger companies in past, many small to medium companies have started using innovative new methods for
creating more durable batteries. State of the art, custom built automated precision CNC spot welding
machinescreated 18650 battery packs are commonly used among Do-it-yourself ebike makers.

1.4.3 Controllers

There are two distinct types of controllers designed to match either a brushed motor or brushless motor. Brushless
motors are becoming more common as the cost of controllers continues to decrease. (See the page on DC motors
which covers the differences between these two types.)

Controllers for brushless motors: E-bikes require high initial torque and therefore models that use brushless
motors typically have Hall sensor commutation for speed and angle measurement. An electronic controller
provides assistance as a function of the sensor inputs, the vehicle speed and the required force. The controllers
generally allow input by means of potentiometer or Hall Effect twist grip (or thumb-operated lever throttle),
closed-loop speed control for precise speed regulation, protection logic for over-voltage, over-current and thermal
protection. Bikes with a pedal assist function typically have a disc on the crank shaft featuring a ring of magnets
coupled with a Hall sensor giving rise to a series of pulses, the frequency of which is proportional to pedaling
speed. The controller uses pulse width modulation to regulate the power to the motor. Sometimes support is
provided for regenerative braking but infrequent braking and the low mass of bicycles limits recovered energy.
An implementation is described in an application note for a 200 W, 24 V Brushless DC (BLDC) motor.

Page | 4
Controllers for brushed motors: Brushed motors are also used in e-bikes but are becoming less common due to
their intrinsic lower efficiency. Controllers for brushed motors however are much simpler and cheaper due to the
fact they do not require hall sensor feedback and are typically designed to be open-loop controllers. Some
controllers can handle multiple voltages.

1.5 Health effects

E-bike use was shown to increase the amount of physical activity. E-bike users in 7 European cities had 10%
higher weekly energy expenditure that other cyclists because they cycled longer trips.

E-bikes can also provide a source of exercise for individuals who have trouble exercising for an extended time
(due to injury or excessive weight, for example) as the bike can allow the rider to take short breaks from pedaling
and also provide confidence to the rider that they'll be able to complete the selected path without becoming too
fatigued or without having forced their knee joints too hard (people who need to use their knee joints without
wearing them out unnecessarily may in some electric bikes adjust the level of motor assistance according to the
terrain). A University of Tennessee study provides evidence that energy expenditure (EE) and oxygen
consumption (VO2) for e-bikes are 24% lower than that for conventional bicycles, and 64% lower than for
walking. Further, the study notes that the difference between e-bikes and bicycles are most pronounced on the
uphill segments.

There are individuals who claim to have lost considerable amounts of weight by using an electric bike. A recent
prospective cohort study however found that people using e-bikes have a higher BMI than those using
conventional bikes.By making the biking terrain less of an issue, people who would not otherwise consider biking
can use the electric assistance when needed and otherwise pedal as they are able. E-bikes can be a useful part of
cardiac rehabilitation programmes, since health professionals will often recommend a stationary bike be used in
the early stages of these. Exercise-based cardiac rehabilitation programmes can reduce deaths in people with
coronary heart disease by around 27%.

Road traffic safety

China's experience, as the leading e-bike world market, has raised concerns about road traffic safety and several
cities have considered banning them from bicycle lanes. As the number of e-bikes increased and more powerful
motors are used, capable of reaching up to 30 miles per hour (48 km/h), the number of traffic accidents have risen
significantly in China. E-bike riders are more likely than a car driver to be killed or injured in a collision, and
because e-bikers use conventional bicycle lanes they mix with slower-moving bicycles and pedestrians, increasing
the risk of traffic collisions.

Page | 5
1.6 Environmental effects

E-bikes are zero-emissions vehicles, as they emit no combustion by-products. However, the environmental effects
of electricity generation and power distribution and of manufacturing and disposing of (limited life) high storage
density batteries must be taken into account. Even with these issues considered, e-bikes are claimed to have a
significantly lower environmental impact than conventional automobiles, and are generally seen as
environmentally desirable in an urban environment.

The environmental effects involved in recharging the batteries can of course be reduced. The small size of the
battery pack on an e-bike, relative to the larger pack used in an electric car, makes them very good candidates for
charging via solar power or other renewable energy resources. Sanyo capitalized on this benefit when it set up
"solar parking lots", in which e-bike riders can charge their vehicles while parked under photovoltaic panels.
The environmental credentials of e-bikes, and electric / human powered hybrids generally, have led some
municipal authorities to use them, such as Little Rock, Arkansas with their Wavecrest electric power-assisted
bicycles or Cloverdale, California police with Zap e-bikes. China’s e-bike manufacturers, such as Xinri, are now
partnering with universities in a bid to improve their technology in line with international environmental
standards, backed by the Chinese government who is keen to improve the export potential of the Chinese
manufactured e-bikes.

Both land management regulators and mountain bike trail access advocates have argued for bans of electric
bicycles on outdoor trails that are accessible to mountain bikes, citing potential safety hazards as well as the
potential for electric bikes to damage trails. A study conducted by the International Mountain Bicycling
Association, however, found that the physical impacts of low-powered pedal-assist electric mountain bikes may
be similar to traditional mountain bikes.

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 CHAPTER 2

LITERATURE REVIEW

2.1 “Review paper on design and development of hybrid two wheeler”

Ravi kumar R., chetan M., neeloy debnath, ajay p. kumar, prajawal L sandyal had done
Study of the hybrid two wheeler

1. Combine the benefits of a gasoline engine and electric motor and can be expected to obtain different
objectives such as improved fuel economy.
2. The transmission of power using a wheel hub motor will be effective and reliable.
3. Combined power train system should be useful in more stop and go traffic situation.
4. With the use of this power train system, the overall fuel consumption is reduced and the fuel economy
is improved.
5. The cost of HEV is little more than conventional vehicle but are more efficient and the exhaust emissions
Are less

CONCLUSION:

The Hybrid Vehicle (HEV) uses both IC engines and electric motor to drive the vehicle.
For low-speed applications, electric powertrain holds good and also pollution free. For the
vehicle to run at high speeds IC engine powertrain suits well. Thus by this fuel economy
increases and more mileage is obtained. The hybrid vehicle seems to overcome the drawback
of both gasoline and electric vehicle thus being a promising mode of transport in the
future.

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2.2 “Retrofitting of an Electric drive train in an I.C. Engine
Motorbike”
Avinash P., Harshith K.M, Nikhil R.H, Moshik G, Bharath V.G, had done
The study of retrofitment.

The bike has two set of batteries - one is primary and the other one is auxiliary battery.
Primary battery is the one which supplies power to the drivetrain for the initial run of the
bike. Initially, the power is taken from the primary battery and the motor starts rotating
thus rotating the wheel making the bike run. When the bike is running, alternators also
start rotating with the same speed as that of the wheel as it is put in the hub of wheel.
When the alternators rotate it produces electrical energy which is stored in the auxiliary
battery. When the primary battery runs out of charge a smart system in the bike shifts the
connection of the drivetrain to the auxiliary battery and puts the primary battery in
connection with the alternators. This process gets repeated till both the batteries are
discharged fully. Once the above mentioned state is achieved, external power source is
used to charge the primary battery and again the process is continued. This mechanism
can give us a mileage 70% (including all the losses) or more than a present electric
motorbike.

Figure 2.1: Retrofitting of Electric Drive train on an I.C. Engine bike

(TVS Flame).

Page | 8
CONCLUSION:
From the main context of this initiative, to solve the main problem faced by the electric
Motorbikes and thus these main problems are cleared by the alternators. Hence a small device can
solve a big problem. Let us hope this solution could be useful and possible in the future. This
technology will definitely revolutionize the concept of Motorbikes and how we look upon them.

2.3 “Converting an Internal Combustion Engine Vehicle to

An Electric Vehicle”
Ali eydgahi, Edward lee long IV had done the study of retrofitment

As shown in table 1, the range averages to over 90 miles for an 80% state of charge. We were able
to accomplish the acceleration time from 0 to 60 mph for about 15 seconds. However, under
normal driving conditions it is safer and far less power is used if we accelerate slowly for a
period of about 25 seconds.
For a complete charge time from about 20% existing charge, the vehicle takes about 6 hours to
charge from a 110-V outlet and only about 3 hours when a 220-V outlet is used. The results
are summarized in table 2
This confirms the estimated values that were calculated from our earlier model. The
range varied some with each testing as the driving conditions changed. Using the
break more heavily or being heavy-footed on the accelerator petal could be potential
reasons for some of the range discrepancies. It should also be noted that the batteries
were new. This means that they will not be able to provide the truck its maximum
range until they have experienced more than 150 charge/discharge cycles.
Considering the measured 90-mile range, it is estimated that a range of over 100
miles per charge can be obtained.

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Starting Ending Starting Ending Total % of charge Estimated 80%
Mileage Charge Mileage used Range
Mileage Charge
0 15.7 152.8 150.5 15.7 13.94 90.1
15.8 42.8 150.1 146.1 27 24.24 89.1
0 28.6 152.7 148.2 28.6 27.27 83.89
0 35.1 153 148 35.1 30.3 92.66
35.1 65.3 145.5 141.2 30.2 26.06 92.71
0 42.2 152.9 146.8 42.2 36.97 91.32
0 40.9 152.8 146.9 40.9 35.76 91.51
0 29.3 152.8 148.5 29.3 26.06 89.94
29.3 68 147.6 142.4 38.7 31.52 98.24
68 85.8 142.4 140 17.8 14.55 97.9
0 50.6 152.9 145.5 50.6 44.85 90.26
0 68 152.8 143 68 59.39 91.59
0 30.2 152.8 148.3 30.2 27.27 88.59
30.2 88.7 148.3 140.3 58.5 48.48 96.53
Average: 91.74

Table 2.1: The Estimated Range for 80% of the Total Charge

Range 90 miles

0-to-60 mph time 15 seconds

Charging time 110 6 hours

220 3 hours

Table 2.2: The Charge Time Chart

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 Figure 2.2: Controller and its circuits

Figure 2.3: The Designed Electric Truck

CONCLUSION:
Design and implementation of an electric vehicle were presented that is capable of
traveling almost 100 miles in a single charge while it cost less than a quarter of the cost

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 Of an electric conversion kit and 97% less than cost of some commercial models. A
charge that costs only a fifth of a tank of gas and could potentially be free with
alternative sources of energy like solar or wind. Using an older vehicle actually
allowed us to make some money on scrap parts. Also, by calculating the power we
needed to reach a reasonable speed, we were able to save money on components too.

2.4 “Design and fabrication of Retro fitment E bike powertrain and

custom lithium-ion battery pack”
Helena wang had done the study of retrofitment E bike powertrain and custom lithium-ion
battery pack

The speed of the e-bike was recorded using a speed tracking app for Android smart
phones, which is dependent on GPS capability to calculate movement speed. The
top speed achieved by the e-bike to be 10mph, achieved after 4s of acceleration on
relatively flat ground. This top speed deviates significantly from calculated system
specs. Possible sources of this difference are efficiency loss within the system,
internal
Friction of the motor and rolling friction of the bicycle, and current limiting in the
controller's programming.
Given that the motraor's ted efficiency is 78% [2], total drive power can be estimated
to be 390W of the total 500W. Furthermore, rolling resistance of a 4"-wide rear tire
at the rated 35psi can be estimated by using the power needed to overcome a known
rolling resistance value of 52W of a 20mm bicycle tire at 70psi under 85kg load
traveling at 18.6mph

Figure 2.4: All components integrated into the now functional e bike

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 The power needed to overcome rolling resistance of bike
Tire at half the pressure, half the speed, and four times the width of the measured
values can be estimated to be around 50W. Coefficient of drag can be estimated to
be 1.3, slightly greater than 1.1 for an upright cyclist [5], yielding an additional
loss of 40W to overcome drag force at 10mph [3]. The remaining driving power of the
system is approximately 300W, which is already lower than the estimated average
power needed to sustain the speed and acceleration described, and
could account for the difference in performance from the design specifications.

CONCLUSION:
Future goals for this project include a more robust, water-repellent battery casing, and
evaluation of battery life/driving range and system power consumption to determine
powertrain efficiency. Components may also be replaced to improve drive performance
based on the findings of Subsection

2.5 Outcome from literature study

After reviewing the research paper we came to a conclusion that we have to reduce the weight
Of the vehicle and to increase the range and speed by using proper motor and battery according
To the weight of the vehicle and also according to the various resistive loads acting on the vehicle.
After comparing different batteries and motor we came to a conclusion that for our project,
Lithium Ion battery would be the most suitable due to its size and energy density and its
Reliability and BLDC motor is the best suitable motor for our vehicle due to its high
Performance and reliability.

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 CHAPTER 3

COMPONENTS AND SPECIFICAION

3.1 INTRODUCTION.

An electric scooter can also called an electric drive vehicle, uses one or more electric motors for operation. An
electric vehicle may be powered by electricity from outside vehicle sources, or may be self-contained with a
battery. Electric Vehicles have lower running costs than conventional internal combustion engine vehicles
because of larger energy efficiency. Problems in charging the batteries and its cost and life cycle limit the use of
Electrical Vehicle. Now coming to two wheelers and three wheelers, Electric motorcycles and
scooters are used with two or three wheels powered by electricity. They are plug in electric vehicles where the
electricity is stored in a rechargeable battery pack, with the help of home charging circuit. The powertrain may
consist of one or more electric motor.
Further showing the details of different components of electric vehicles.

3.1.1 BATTERY.

Many batteries, such as lead acid, NiMH, lithium-ion batteries have been used in an Electric Vehicle. Among
them, lithium-ion battery is mostly used due to its high energy density, long lifespan and high efficiency. Because
of its good features, a lot of investments and experimental studies have already been made to enhance the stability
and stamina of lithium-ion battery. Besides its high cost, growth of lithium-ion battery has been increasing steadily
and is expected to continue its growth. The demands required for batteries are constantly increasing. So, effective
control and management is needed to ensure the safe operation of batteries, with the optimum performance.

3.1.2 MOTOR

Brushless DC motors have advantages over brushed DC motors, they are better speed versus torque
characteristics, high efficiency, high dynamic response, long operating life, noiseless operation higher speed
ranges, and low maintenance. So these motor rapidly gains popularity, BLDC motors have been mostly used in
the areas of appliances production, medicine, aeronautics, Medical equipment, chemical, automotive, textile, and
industrial automation and so on. The small sized motors with external rotors are widely used in equipment like
computer disc drives, tape recorders and digital audio tapes.

The good operation of BLDC obtains everybody's favour, but to control is complex and high cost of the dive are
the drawbacks of BLDC motors. Reduce cost drive controllers for BLDC motors are more in demand.

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 (Fig.3.1: BLDC Motor)

3.1.3 CHARGER

A battery-assisted charging system has been developed to improve the performance of a quick charger for electric
vehicles. Electric Vehicle charging can be divided as follows: slow charging up to 4 kW, fast charging with power
of 10-20 kW, and ultrafast charging which is capable of supplying up to 50 kW or higher.

(Fig.3.2: Battery Charger)

3.1.4 BATTERY MANAGEMENT SYSTEM
A system called Battery Management System using the lithium-ion battery is compulsory so that
battery can work safely and reliably preventing any physical damages, and handle thermal degradation and
cell unbalancing. Further, different states of the battery such as the state of health (SOC), state of health
(SOH) can be obtained through an efficient battery management system.

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 The State of Charge (SOC) signifies the remaining energy in a battery which gives an idea about charging and
discharging strategies and protects the battery from overcharging and over discharging.

The State of Health shows the ability of a battery to store and supply energy with respect to its initial conditions.
It also reflects the current condition of the battery in terms of a percentage, referenced to a new cell. At State of
Health <80%, the battery is considered no longer usable by an electric vehicle and should be replaced.

(Fig.3.3 : Battery management system)

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 CHAPTER 4
DESIGN PARAMETERS

The following defines the requirements of an electric bicycle:

• The complete bicycle must have the lowest practical mass. All mass must be hauled over hills with energy
supplied by the battery. Lower mass gives more range between recharging of the battery.

• Bicycle stability is another important requirement. Total mass need not affect stability, but the placement of
mass is important.

The list of mass (tentative) that is consider to be propelled

Component Mass (kg)

Bike 87
Battery 7.5
Rider 140
Motor 15
Power control 0.5
Total 250
(Table 4.1 List of Component & Mass)

ROLLING AND DRAG RESISTANCE

Rolling Resistance = W × g × rolling coefficient (therefore, W = Weight (N), g=9.81 m/s², co = (0.012))
Rr = 250 × 9.81 × 0.012
= 29.43 N
Drag Resistance (N) = 0.5 × Cd × ρ × v² × A
Therefore, Cd = drag coefficient (0.48 to 0.88)
ρ = density of air (12 kg/m³)
v = velocity of air
A = area of vehicle (assumed 1 m²)
Drag Resistance (N) = 0.5 × 0.48 × 1.2 × (13.8) ² × 1
= 54.846 N
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ACCELARATION
Acceleration Force = (W × V)/t
Therefore, W = weight of vehicle (kg)
V = velocity of vehicle m/s²
V = 25 km/h = 6.944 m/s
t = time required for designed velocity (30 s)
Acceleration force = (250 × 13.8)/ 30
= 115 N
TOTAL EFFECTIVE FORCE
= ROLLING RESISTANCE + DRAGRESISTANCE + ACCELARATION FORCE
= 29.43 + 54.846 + 115
= 119.276
Torque = total effective force × r
= 119.276 × (17 × 0.0254)
= 51.5 N-m

 Power = 2 ∏NT / 60
= 2 × ∏ × 350 × 51.50 /60
= 1886.6 W

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 REFERENCES
JOURNALS AND PAPERS

1. Ravi kumar R.,Chetan M., Neeloy Debnath,Ajay P. Kumar,Prajwal L Sandyal “Review paper on
design and development of hybrid two wheeler” International
Journal of Advance research,idea and innovations in technology Volume 05 Issue 2 (ISSN: 2454-
132X) 2019

2. Avinash P.,Harshith K M., Nikhil R H., Moshik G, Bharath V G “Retrofitting of an

Electric drivetrain in an IC engine Motorbike”International Journal of Engineering
research
In Mechanical and Civil Engineering (IJERMCE) Volume 03, Issue 06 (ISSN: 2456-
1290),
June, 2018

3. Ali Eydgahi,Mr. Edward Lee IV “converting an internal combustion engine vehicle to an electrical
vehicle”Volume 2 Issue 2, May - June (2011)

4. Helena Wang “Design and fabrication of Retrofit E bike Powertrain

and Custom lithium ion Battery Pack” submitted to Massachusetts
Institute of Technology, june 24, 2015

WEBSITES

https://en.wikipedia.org/wiki/Electric_vehicle_conversion

BOOKS

1. “Lightweight Electric/hybrid vehicle design”Ron hodkinson and john

fenton,BUTTERWORTH HEINEMANN

2. “Modern electric,hybrid electric and fuel cell vehicles”by Mehrdad

ehsani,yimin gao,sebastien e. Gay,ali emadi,CRC PRESS

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 PUBLISHED PAPER

Shah Ravikumar G,Vivek Vala,Urvesh Kansara,Samkit Shah “CONVERSION OF IC ENGINE

TWO WHEELER VEHICLE INTO ELECTRIC VEHICLE” for publication by the “International Journal of
Modern Trends in Engineering and Research” (IJMTER) Vol. 5, Issue 10, 2019 | ISSN (online): 2349 - 9745

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APPENDIX A PERIODIC PROGRESS REPORT

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APPENDIX B DESIGN ENGINEERING CANVAS

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