ELECTRIC TWO-WHEELER DESIGN COMPETITION

DESIGN REPORT-1

TEAM ID : ETWDC2023013
TEAM NAME : TEAM KRONOS
INSTITUTE NAME : VISHNU INSTITUTE OF TECHNOLOGY
TEAM CAPTAIN : CHOLLANGI ANOOP
FACULTY ADVISOR : M. VINOD

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ABSTRACT: 1.2.1 DESIGN OF CHASSIS:
Now-a-days most of the vehicles are using For designing the chassis, CATIA V5 software is
internal combustion engines which produce a lot used which is a multi-workbench. It must be
of pollutants and use non-renewable fuels like designed in such a way that to sustain all the
petrol, diesel etc. In order to reduce the forces acting on the chassis and also to maintain
environment pollution and exhaustion of non- the driver’s comfort.
renewable resources we need to go for the
Table No 1.2.1
electrical vehicles. The Electrical vehicle is an
eco-friendly transport system that uses electricity Specifications Dimensions
which will produce less pollution in order to Length 1332.445 mm
make future generations have a chance to live Width 231.75 mm
better. The main outcome is to design and Height 587.968 mm
fabricate an effective and efficient electric
Mass of the chassis 7.711 kg
vehicle. This report presents the study of design,
Centre of gravity x = 0 mm
analysis, braking, suspension and powertrain
coordinates y = 861.253 mm
systems of an electric two-wheeler vehicle.
z = 412.46 mm
1. MASTER LAYOUT AND DESIGN
REPORT:
1.1 DESIGN: The above table no 1.2.1 represents the
specifications with respect to their dimensions of
The main goal of master layout is to design a two- the chassis.
wheeler vehicle frame that can support all the
components and is also capable of providing
safety to the rider by absorbing shocks during any
possible collision. The designing involves
selection of suitable shape, dimensions and
material that can satisfy all safety and operational
needs. Firstly, a CAD model of frame is created.
The design is then validated by conducting
analysis under various conditions to ensure its Fig No. 1.2.1
safety meets requirements. Fig no. 1.2.1 and Fig no 1.2.2 represents the CAD
1.2 DESIGN OBJECTIVES: model and cross-sectional view of the chassis.

Following objects were set while designing the

frame:
● To withstand the maximum static and
dynamic load.
● To provide safety to the driver in case of
any accidents.
● Light weight for better handling and
Fig No. 1.2.2
performance.
● To achieve the perfect weight balance of
the vehicle.
1.3 MATERIAL SELECTION:
● No complexity during the fabrication.

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Material selection is a vital step which greatly distributed weight and more bending strength. In
impacts the design parameters. In this current this chassis design we have used circular tube
design different materials available in the market thickness of 2 mm and Outer diameter 1.25 inch.
suitable for constructing a vehicle frame are So that it can withstand our required
considered. All these materials are then applied acquirements.
separately to the CAD model and CAE analysis 1.6 CALCULATIONS:
is then performed to determine various factors
like maximum stress, maximum deformations Calculations for maximum impact force during
front and rear collision.
and factor of safety. Then the material selection
will be done by comparing all CAE analysis Max velocity of the vehicle (v) = 35 Kmph
results. 1000
= 35× 3600
1.4 MATERIAL CONSIDERATION:
= 9.722 m/s
In this section we have considered few materials
and applied them to the chassis. These are some 𝑣−𝑢
Acceleration of vehicle (a) =
of them 𝑡

● AISI 4130 Where, initial velocity (u) = 0

● AISI 1018 Final velocity(v) = 9.722 m/s
● AISI 4140
● AISI 12L14 Time (t) = 1 sec
𝑣−𝑢
The table no. 1.4.1 represents the mechanical a= 𝑡
properties of the materials.
9.722−0
Table No 1.4.1 =
1
=9.722 m/𝑠 2
Properties AISI AISI AISI AISI
4130 1018 4140 12L14 Max mass of the vehicle (m) = 160 Kg
Density 7.85 7.87 7.85 7.87 Force (F) = mass × acceleration
g/cc g/cc g/cc g/cc
= 160 × 9.722
Tensile &
yield 460 370 655 235 = 1555.4 N
strength MPa MPa MPa MPa
1.8 ANALYSES:
Tensile &
560 440 1020 395 1.8.1 STRUCTURAL ANALYSIS:
ultimate MPa
MPa MPa MPa
strength Structural analysis is conducted using CAE
Poisson’s 0.27- software to evaluate performance of vehicle
ratio 0.29 0.3 0.29
0.30 frames under different conditions. involves the
Modulus 190- calculation and determination of the impact of
200 G 205 200 loads and internal forces on a structure.
of 210
Pa GPa GPa Structural analysis is particularly important in
elasticity GPa
order to fully understand the capability of the
frame and the safety of design. The CAE analysis
1.5 TUBE SELECTION: is carried out using ANSYS software.
The mostly available tube shapes are round, 1.8.2 IMPACT TEST:
square and rectangle. Circular tubes are much
stronger than square tubes because of the equally

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 Impact analysis is an analysis that will provide a
detailed overview of deformation, fracture and
tensile fracture prediction and will form the basis
of the safety case. The analysis will provide us
with the strain when the sudden loads are applied.
1.9 RESULTS AND DISCUSSION:
The table no.1.9 (a) shows the front impact
analysis of various materials considered.

Parameter Materials (AISI)

s 4130 1018 12L14 4140
Load (N) 1556 1556 1556 1556
Total Fig No. 1.9.1 (a)
deformation 0.01 0.012 0.011 0.0119
(m) The figure no 1.9.1 (b) shows Total Deformation
of front impact for AISI 4130.
Equivalent 2.159e 2.166e 2.159e 2.159e8
stress (Pa) 8 8 8
Table No. 1.9 (a)

The table no.1.9 (b) shows the rear impact

analysis of various materials considered.
Table No. 1.9 (b)

Materials (AISI)
Parameters
4130 1018 12L14 4140

Load (N) 1556 1556 1556 1556

Fig No. 1.9.1 (b)
Total 0.026 0.0317 0.3091 0.0309
1.9.2 REAR IMPACT TEST:
deformatio
n (m) The figure no 1.9.2 (a) shows Equivalent (Von
mises) stress of rear impact for AISI 4130.
Equivalent 2.312e8 2.322e8 2.312e8 2.312e
stress (Pa) 8

After evaluating some values such as maximum

total deformation, maximum equivalent elastic
strain, equivalent stress and safety factor for both
Front impact and rear impact of the chassis. And
these are their results for various materials shown
in the above tables. So, we conclude that AISI
4130 is suitable for our requirements.
1.9.1 FRONT IMPACT TEST:
The figure no.1.9.1 (a) shows Equivalent (Von Fig No. 1.9.2 (a)
mises) stress of front impact for AISI 4130.

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The figure no 1.9.2 (b) shows Total deformation 1.10 RESULTS:
of rear impact for AISI 4130.
The table no 1.10 shows the results for AISI
4130.
Table No 1.10

Properties Front Rear

Impact Impact
Analysis Analysis

Total 0.020 0.050

Deformation
(m)

Equivalent 4.316e8 4.458e8

Fig No. 1.9.2 (b) (Von-Mises)
stress (Pa)
1.9.3 FACTOR OF SAFETY:
The figure no 1.9.3 (a) shows Factor of safety of Safety Factor 2.13 1.98
front impact analysis for AISI 4130.

1.11 MATERIAL SELECTED:

The material AISI 4130 is more effective and
efficient for our requirement on the basis of total
deformation, equivalent elastic stress and
sufficient factor of safety.
1.12 CONCLUSION:
The design and analysis of the vehicle has been
done using the CATIA and ANSYS software.
Finite element analysis for various impact
Fig No 1.9.3 (a) scenarios such as front and rear impact was
studied for the AISI 4130 steel. Analysis allows
The figure no 1.9.3 (b) shows Factor of safety of us to conclude that.
rear impact analysis for AISI 4130.
1. The design is safe for AISI 4130 steel and a
smaller deformation is observed during the
analysis.
2. Higher factor of safety is also achieved.
2. SUSPENSION
2.1 OBJECTIVE:
Single shock absorber is used for the rear wheel
and telescopic suspension is used for the front
wheel. The objective is to develop a suspension
which offers smooth riding for the driver. The
research for the suspension is done and decided
Fig No 1.9.3 (b) to go with mono suspension which can give the

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rider a smooth riding experience. The designing Propertie AISI ASTM AISI
of the spring is done using the CATIA modelling s 1095 A227 302
software. The Static analysis using CAE is done Young's 190
on the spring by applying different materials like 190 Gpa 193 Gpa
Modulus Gpa
AISI 1095 High carbon Spring Steel, ASTM
Fatigue 310 1160 520
A227 Spring Steel and AISI 302 spring steel. The Strength Mpa Mpa Mpa
analysis is done by considering the load of the
Poisson’s
vehicle along with a driver. In the analysis the 0.3 0.29 0.25
Ratio
calculations for maximum deformation and the
maximum shear stress are determined using Ultimate
924 2220 585
ANSYS software. Tensile
Mpa Mpa Mpa
Strength
2.2 HELICAL SPRINGS:
Yield
500 1850 240
These maintain the height of the vehicle at a Tensile
Mpa Mpa Mpa
determined level it is called ground clearance. Strength:
These springs also support the weight of the 7850 7800 7860
Density
whole vehicle. kg/m3 kg/m3 kg/m3
Elongatio
These springs are often seen in independent 10% 14% 40%
n
suspensions. These are primarily intended for
compressive and tensile loads. These springs can
return to their original shape and size, very These are the materials that are considered for the
designing of the suspension spring.
quickly that means the elastic coil returns to its
original helix-shaped form. Helical springs 2.4 CALCULATIONS
functionality can be easily highlighted by the
Geometric dimensions of the Suspension
sheer amount of applications that the spring has
system model
in all areas of modern life.
Loads used for the analysis
2.3 MATERIALS CONSIDERATION:
The materials considered for the spring analysis Weight of the vehicle = 90 kg
are AISI 1095, ASTM A227 and AISI 302. The Weight of the one person = 70 kg
table no 2.3 showcases the properties of the
material. Weight of vehicle and one person = 160 kg
Load on rear suspension
AISI 1095 High carbon Spring Steel has a
composition of iron (Fe) – 98.38 to 98.7, = 65% of the total load
carbon(c) – 0.90 to 1.03.
Now, we have to calculate the dynamic load
ASTM A227 Spring Steel has an alloy acting on the rear suspension,
composition of iron (Fe) – 97.4 to 99.1,
Therefore, vertical acceleration of the vehicle at
Manganese (Mn) – 0.3 to 1.3, carbon (c) – 0.45
a bump is 14 m/𝑠 2
to 0.85.
Considering sprung mass of the vehicle,
AISI 302 Stainless steel has an alloy composition
of 18% chromium and 10% nickel. Total Load = 𝑚𝑠 × 2g × F.S
Table No. 2.3 = 130×2×9.81×1.5

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 = 3825.9 N 8𝑊𝐶
Shear stress = k
𝜋𝑑 2
Were,
8 ×2486.83 × 5.5
= 1.27×
𝑚𝑠 = Sprung mass acting on the rear 𝜋× 103
suspension
= 442.33 N/𝑚𝑚2
F.S = Factor of safety
No of turns (𝑛𝑡 ) = n+2 = 12+2 = 14
Load on the rear suspension = 65% of total load
Solid length of the spring (𝐿𝑠 ) = 𝑛𝑡 × d
= 3825.9× 65%
= 14×10
= 2486.83 N
= 140 mm
This much load only acts single shock absorber
The axial gap between the two turns when the
For single shock absorber = 2486.83 / 1 maximum load applied is 1 mm
= 2486.83 N = (14-1)×1
Let, = 13 mm
Diameter of the wire (d) = 10 mm Free length of the spring (𝐿𝑓 )
number of coils (n) = 12 = 𝐿𝑠 + 𝛿 + axial gap
Deflection of the spring (𝛿 ) = 5 cm = 140 + 50 + 13
For ASTM A227, = 203 mm
Modulus of rigidity (G) = 72 Gpa 𝐿𝑓
Pitch (P) =
𝑛𝑡 −1
Therefore,
203
8𝑊𝐷3 𝑛 =
𝛿= 14−1
𝐺𝑑 4
= 15.4 mm ≈ 15 mm
8×2486.83×𝐷3 ×12
50 =
72×103 ×104

D = 53.22 mm ≈ 55 mm 2.5 MODELLING OF TWO-WHEELER

SUSPENSION SYSTEM:
Diameter of the coil (D) = 55 mm
The fig 2.5 show the assembled view of the rear
𝐷
Spring Index(C) = suspension system designed in CATIA V5
𝑑
55
=
10

= 5.5
Wahl’s factor,
4𝐶−1 0.615
k= +
4𝐶−4 𝐶
4×5.5−1 0.615 Fig 2.5
= + = 1.27
4×5.5−4 5.5

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2.6 ANALYSIS OF TWO-WHEELER
SUSPENSION SYSTEM ON ANSYS
For ASTM A227 Spring steel
The Fig 2.6 (a) the shows the total deformation
in suspension system for the spring material
ASTM A227 Spring steel at 2550N.

Fig No. 2.6 (c) Equivalent (Von-mises) stress

The Fig 2.6 (d) shows the equivalent elastic strain
in suspension system for the spring material
ASTM A227 Spring steel at 2550N.

Fig No. 2.6 (a) Total deformation

The Fig 2.6(b) shows the strain energy
developed in the suspension system for the
material ASTM A227 Spring steel at 2550N.

Fig No. 2.6 (d) Equivalent elastic strain

The Fig no. 2.6 (e) shows the safety factor of the
suspension system for the spring material ASTM
A227 Spring steel at 2550N.

Fig
No.
2.6
Fig No. 2.6 (b)Strain energy (e)

The Fig 2.6 (c) shows the equivalent stress in

suspension system for the spring material ASTM
A227 Spring steel at 2550N.

Safety factor

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 2.7 RESULTS: stability than what a drum brake system is
offering.
Based on table no. 2.7 the material selection is
done. Material ASTM A227 Spring steel is 3.3 MATERIAL FOR THE DISC BRAKE:
selected as the main material for the spring
The materials for the disc are grey cast iron,
because it has less deformation compared to
stainless steel 420 and aluminium 70752T6. The
other two materials AISI 1095 and AISI 302.
properties of these materials are shown in table
ASTM A227 has 10% less deformation than the
no. 3.3 (a).
other two materials.
Table No. 3.3 (a)
Table No. 2.7
Materials Tensile Tensile Density
Materials Total Strain Equivale Equivale
Deformati energy nt stress nt elastic strength: strength: (Kg/𝑚3 )
on (J) (pa) strain Ultimate Yield
(m)
(Mpa) (Mpa)
AISI 1095 0.18389 0.27839 1.6016e9 0.0081197
Grey cast 260 142 7000
ASTM 0.18211 0.2757 1.6016e9 0.0080412 iron
A227

AISI 302 0.1967 0.29794 1.6016e9 0.008623 Stainless 640 380 7700
steel 420

Aluminium 560 480 3000

70752T6

3. BRAKING Thermal properties of the above discussed

3.1 OBJECTIVE: materials are show in table no 3.3(b).

As per the reports given by Highway authorities Table No. 3.3 (b)
so many accidents happen due to the failure of
Materials Specific heat Thermal
the brakes, like making the vehicle
capacity conductivity
uncontrollable during the braking. To prevent
(J/KgK) (W/mk)
that from happening a safe braking must be made
for the safety of the customer. Grey cast 586 54
3.2 DISC BRAKES: iron

There are two major braking systems that are Stainless 480 27
present today in the vehicle market; those are steel 420
drum brake systems and disc brake systems. For
Aluminium 870 130
the vehicle disc braking system is chosen because
70752T6
it offers stable performance at higher speeds and

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3.4 CALCULATIONS = 6.867 𝑚/𝑠 2
Mass of the vehicle with one person (M) = 160 Time taken to stop the vehicle (t)
Kg v = u + at
Maximum speed of the vehicle (v) 9.72222 = 0 + 6.867 × t
t = 1.415 s
= 35 kmph Distance covered by the vehicle
5 1
= 35× s = ut + 2 a𝑡 2
18
1
= 9.72222m/s = 0 × 1.415 + 2 × 6.867 × 1.4152
Wheel diameter = 406 mm = 6.882 m
Wheel base = 1270 mm (3) Braking force
Rim diameter = 10 inch = 254 mm Tangential Braking force (𝐵𝐹𝑡 )
Parameters of disc rotor: = K.E / SD
Outer diameter of the rotor disc = 190 mm = 7561.72 /6.882
Inner diameter of the rotor disc = 50 mm = 1098.72 N
Hole diameter = 9 mm Tangential Braking force on front wheel
Thickness of the disc rotor = 3 mm
(𝐹𝑡 ) = 𝐵𝐹𝑡 × 60% = 1098.72×60%
Mass of the disc = 454 g
= 659.26 N
𝐿1
Lever ratio = 𝐿2
Considering, torque on wheel is equal to torque
𝐿1 = Length of the lever = 16 cm on disc rotor
𝐿2 = Distance between pivot point to 𝐹𝑡 × 𝑟𝑤 = 𝐹𝑑 × 𝑟𝑑
𝑟𝑤
pin = 2 cm 𝐹𝑑 = 𝐹𝑡 × 𝑟𝑑

Lever ratio = 16/2 = 8 203

= 659.26× 95
(1) Kinetic Energy of vehicle
= 1408.17 N
1 2
K.E = × 𝑚𝑣 Were,
2
1 2
= × 160 × 9.72222 𝐹𝑡 = Tangential force on wheel
2
= 7561.72 Joules
𝑟𝑤 = Radius of wheel
(2) Stopping distance of the vehicle Maximum 𝐹𝑑 = Braking force of disc
frictional force (F)
= µ×M× g 𝑟𝑑 = Radius of disc
= 0.7×160×9.81 Consider, pressure in the calliper (𝑃𝑐 )
= 1098.72 N
𝐹𝑑 = 𝑃𝑐 × 𝐴𝑐
Deceleration of the vehicle (a) = F/M 𝜋
a = 1098.72/160 1408.17 = 𝑃𝑐 × × 512
4

10
𝑃𝑐 = 0.69 N/𝑚𝑚2
Where,
𝑃𝑐 = Pressure in the calliper
𝐴𝑐 = Area of calliper piston
Diameter of the calliper piston = 51 mm
Note: Uniform pressure can be distributed in both
calliper and master cylinder of the disc
Fig 3.5 Disc plate design
Therefore,
3.6 DISC ANALYSIS:
𝑃𝑐 = 𝑃𝑚 = 0.69 N/𝑚𝑚2
The fig 3.6 (a) shows the amount heat the disc
𝐹𝑤𝑖𝑟𝑒 = 𝑃𝑚 × 𝐴𝑏 can bear in ℃
𝜋
𝐹𝑤𝑖𝑟𝑒 = 0.69 × ×14.32
4
Fig
𝐹𝑤𝑖𝑟𝑒 = 110.85 N
3.6
where, (a)
𝐹𝑤𝑖𝑟𝑒 = Force produced in wire
𝐴𝑏 = Area of the bore of master cylinder
Diameter of master cylinder = 14.3 mm
𝐹𝑤𝑖𝑟𝑒 = 𝐹𝑙𝑒𝑣𝑒𝑟 × level ratio
110.85 = 𝐹𝑙𝑒𝑣𝑒𝑟 × 8 Temperature analysis
110.85
𝐹𝑙𝑒𝑣𝑒𝑟 =
8
= 13.85 N The fig 3.6 (b) shows the heat flux generated on
the disc plate
= 1.41 Kg
This much load is applied on the brake lever by
the driver

3.5 DISC DESIGN:

The disc is designed using the CATIA V5 CAD
software. The below image shows the design of
the disc that we are using.

Fig 3.6 (b) Heat Flux

3.7 ANALYSIS RESULTS:

Table No. 3.7

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 Over the past few decades vehicles that run using
Materials Temperature Heat flux
analysis (W/𝑚2 ) conventional fossil fuels are contributing to the
(℃) damage of our ecosystem. To overcome this
problem, there is a need to replace conventional
Grey cast 100 9100.4 IC engine vehicles with eco-friendly electrical
iron
vehicles. Compared to conventional vehicles,
Stainless 100 8954.9 EVs are economical to use and maintain.
steel 420
4.3 COMPONENTS OF THE ELECTRIC
Aluminium 100 9000.6 VEHICLE:
70752T6
These are the main components of the electric
vehicle:
Based on the analysis Gray cast iron is selected
as idle material for disc plate as it has more heat ● Battery
flux capacity than other two materials. The grey ● Hub motor
cast iron has 10% more heat flux than the ● Charger
aluminium 70752T6 and by about 25% more that ● Controller
the material stainless steel 420. The grey cast iron ● DC-DC convertor
has superior thermal handling capacity, damping
characteristics, and wear and cost advantages. 4.3.1 BATTERY:
This grey cast iron gave better results than other
In an electric vehicle (EV) the battery is an
materials in analysis.
important component. The function of the battery
4. POWER TRAIN: is to store the chemical energy and the electric
energy is supplied to the motor with the help of
4.1 OBJECTIVES:
the controller. There are different types of
Power train is the main system that drives the batteries available in the market. They are
vehicle. To run the vehicle in an effective and lithium-ion batteries, lead-acid batteries, nickel-
efficient way following objectives were set for metal hydride batteries but most of the popular
the powertrain module. electric vehicle’s companies use lithium-ion
batteries. Lithium-ion batteries are rechargeable,
● Analyse the battery and motor quick recharge and comparatively to any other
performance. battery it has a high capacity of storing
● To supply the required amount of power electricity. The main parts of the battery are
at any situation. Design the battery for cathode, anode, electrolyte and separator. We are
supplying proper current to the motor. using lithium-ion LPF type because these
● Simulation of the powertrain gives the maintain high stability and smooth operation.
real time view of the vehicle and its
parameter values in approximate values The table no 4.3.1 shows the specification of the
(speed, torque, battery capacity, etc). battery.

4.2 INTRODUCTION: Table.No. 4.3.1

Parameters Range

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 The table no 4.3.2 shows the specification of hub
Voltage 48 V
motor.
Capacity 24 AH
Table No. 4.3.2
Charging Current 4.8 A

Discharge -20°c to 45°c Parameters Range

Temperature
Rated Voltage 48V
Storage -20°c to 45°c
Temperature Rated Current 17.6A

Series Parallel 13S 9P Power Rating 800 W

Configuration Tyre Rim 10 Inches
Enclosure Rating IP65 metal base Speed 35 - 40 Kmph
Charging Mode CV
4.3.3 CHARGER:
4.3.2 HUB MOTOR:
Charger is an electronic device which is used to
Hub motor is a device which is used to convert transmit electric energy to a battery from an
electrical energy into mechanical energy. It is external source. Charging current is fixed at 5A.
mostly used in electric vehicles (EV). Hub motor The charger input voltage is fixed at 230 V.
receives the power from the battery through the While fast charging the temperature of the
controller. The hub motor is constructed with battery increases hence the temperature
more magnetic poles, which means that the monitoring system is compulsory. The electric
motor provides higher torque. vehicle charger's main parts are the converter
rectifier, electromagnetic interface, pulse- width
Higher torque is essential for the initial start of modulation controller, optoisolator, op amplifier,
the vehicle. Since the wheel hub motor uses temperature sensor and LED for indication of
BLDC motor technology, compared to other battery level.
motors it has less maintenance cost and running
life. The hub motor does not have any gear or The table no 4.3.3 shows the Specification of
chain transmission contributing greater operation charger.
efficiency of the vehicle compared with other
Table No. 4.3.3
motors. It also eliminates the need for lubricants
as it has fewer moving parts. It makes less noise
during the operation and gives a smooth ride Parameters Range
experience. Input Voltage 230V

Following are the parameters needed to be Input Current 5A

considered if an EV is using a hub motor.
Output Voltage 48V
● Hub motor location
Charger Current 5A
● Range of the battery, voltage and power
● Cost of the hub motor Type CV

13
 for variable voltages. It is also helpful to store
Battery Type Lithium-Ion
supplies of energy to Auxiliary devices like
(headlights, signal lights, tail light etc). This
turns the signal into a square wave. In the
4.3.4 CONTROLLER: electric scooter DC-DC converter used 48 V to
12V.
The controller can command the parts of the
electric vehicle. The controller is placed in The table no 4.3.5 shows the specification of DC-
between battery and motor. There are many types DC converter.
of controllers available in the market. The
Table No.4.3.5
brushless dc motor controller is best in electric
vehicles. The main function of the controller is to
assist the speed of the vehicle. It receives the Parameters Range
signals from the throttle and controls the flow of Input Voltage 36 - 48V
current or voltage from the battery. It also
regulates the energy flow from the battery. The Output Voltage 12V
controller is used in the electric motors to connect
Output Current 10A
the motor to the electrical power supply. There
are some types of electric vehicle motor
4.4 ANALYSIS OF PERFORMANCE:
controllers:
Calculation for hub motor:
● AC controller
● DC controller ● Specification of motor
● Servo controller
Power [P] = 800 W, Volt [V] =48 V
The table no 4.3.4 shows the specification of
controller. ● Power calculation

Table No.4.3.4 P= 𝑐𝑢𝑟𝑟𝑒𝑛𝑡 [𝐼] × 𝑣𝑜𝑙𝑡𝑎𝑔𝑒 [𝑉]

𝑝𝑜𝑤𝑒𝑟 [𝑃]
Parameters Range ● Current [I] = 𝑣𝑜𝑙𝑡𝑎𝑔𝑒 [𝑉]

Rated Voltage 48V 800

𝐼= = 16.666 𝐴𝑚𝑝
Undervoltage 40V 48
Protection
● Motor speed in RPM
Rated Power 800W
𝐾
∘ 𝑁=
Phase Angle 75 𝑑 × 0.001885

4.3.5 DC-DC CONVERTERS: K = speed in Kmph,

DC-DC converters are used for transforming dc N = speed in RPM,

energy into high level or low-level dc energy.
d = wheel diameter in cm
This is an important part of the electric vehicle

14
 35 1
N = 25.4 ×0.001885 = 731 𝑅𝑃𝑀 𝐹𝑎𝑑 =2 × 1.164 × 0.7 × 0.7 × 9.72222

● Torque of motor [T] 𝐹𝑎𝑑 = 26.9556 N

𝑃×60 4.4.3 Gradient resistance force [𝐹𝑔𝑟 ]:

𝑇= 2𝜋𝑁

𝐹𝑔𝑟 = M g sin𝜃
800 × 60
𝑇= = 10.45066 𝑁𝑚
2𝜋 × 731 Where,
Forces acting on the vehicle:
M = mass of the vehicle =160 kg
1.Rolling resistance force
g = acceleration due to gravity =9.81
𝐹𝑟𝑟 2.Aerodynamics drag force
m/𝑠 2
𝐹𝑎𝑑 3.Gradient resistance force 𝐹𝑔𝑟
𝜃 = slope angle = 10∘
4.4.1 Rolling resistance force [𝐹𝑟𝑟 ]:
𝐹𝑔𝑟 = 160 × 9.81 × 𝑠𝑖𝑛(10)
𝐹𝑟𝑟 = 𝑀𝑔 𝑐𝑜𝑠𝜃 𝐶𝑟𝑟
𝐹𝑔𝑟 = 272.55 N
Where,

M= mass of the vehicle in kg =170 kg

4.4.4 Total force
g = acceleration due to gravity =9.81 𝑚/𝑠 2
F= 𝐹𝑟𝑟 + 𝐹𝑔𝑟 + 𝐹𝑎𝑑
𝜃 = slope of the road in degrees = 0∘

F = 6.2774+ 26.9556 + 272.55

𝐶𝑟𝑟 = coefficient of rolling resistance =0.004
= 305.655 N
𝐹𝑟𝑟 = 160 × 9.81 × 𝑐𝑜𝑠(0) × 0.004
5
𝐹𝑟𝑟 = 6.2774 N Power = force × velocity × 18

5
4.4.2 Aerodynamics drag force [𝐹𝑎𝑑 ]: P = 305.655 × 9.7222 × 18

1
𝐹𝑎𝑑 = × 𝜌 × 𝐴 × 𝐶𝑑 × 𝑉 2 P = 825.4584 W
2
Volt [V] =48 V, Power [P] = 800 W hub motor is
Where,
required to run the transmission system.
𝑘𝑔
𝜌 = air density = 1.164 Battery calculation:
𝑚2

A = frontal area of the vehicle =0.823 𝑚2 𝑣𝑜𝑙𝑡𝑎𝑔𝑒

Cells in series = 𝑐𝑒𝑙𝑙 𝑣𝑜𝑙𝑡𝑎𝑔𝑒

𝐶𝑑 = aerodynamic drag coefficient = 0.7 48

= 3.7
V = speed of the vehicle = 9.722 m/s

15
 = 13 Disc 2 8,420
material -
𝑐𝑢𝑟𝑟𝑒𝑛𝑡
Cells in parallel = 𝑐𝑒𝑙𝑙 𝑐𝑎𝑝𝑎𝑐𝑖𝑡𝑦 765
Disc plate -
24
40
= 2.5 Caliper
assembly -
1850
=9 Braking Hose pipes -
𝑚𝑜𝑡𝑜𝑟 𝑝𝑜𝑤𝑒𝑟
assembly 200
Battery power = 𝑚𝑜𝑡𝑜𝑟 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 Brake lever -
90
800
Yoke lever
B P = 0.95 = 842.105 Wh -65
Master
𝐵𝑃 cylinder -
Battery Capacity = 𝑟𝑎𝑛𝑔𝑒 1200

0.842105 Charger - 1 1,850

= Transmission 1500
30
system DC-DC
converter -
= 28.0701 W-Km 350

Range of Vehicle: Tyre -550 1 1,270

Front wheel Rim -600
𝑉× 𝐴ℎ × 0.8 assembly Axle & Lock
After single charge = 𝑚𝑜𝑡𝑜𝑟 𝑝𝑜𝑤𝑒𝑟 nut -120

Side stand-70 1 2,323

Here, from the battery we can take 80% energy Stand/ Seat / Seat -300
of battery capacity while running. Lights Indicator
lights - 571
48×24×0.8 Headlights-
= = 1.15 hr 791
800
Tail lights-
591
Range = 35× 1.15 = 40.14 Km.
Electric Wire kit - 1 3,250
5 E-BOM: system 3250
including
harness
Parts Group Components Quantity Cost
(Rs) Throttle Throttle- 1 1,700
controller 1700
Steel bar 2 1,880
Fork/ -160 Cell cost - 1 13,800
9950
Steering Handle bar Traction BMS - 2050
assembly grippers -80 battery with Wiring set -
Forks - 1640 specs 800
Battery pack
AISI 4130 - 6 4,600 -1000
600 Metres
Frame steel tubes &
Welding Stator -1500 1 5,470
accessories - Rotor -300
1000 Traction hub Copper wire -

16
motor with 2000
specs Case -400
Rim -700
Tyre -570

TOTAL 44,563

17
6. CIRCUIT DIAGRAMS:
Charging Circuit:

18
Simulation for Powertrain:

Motor drive circuit:

19
7. PART DIAGRAMS AFTER CAE:

20
21
8. BROUCHURE:

22
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