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CERTIFICATE

This is to certify that project report entitled MOTOR POWERED CYCLE WITH REGENERATIVE SYSTEM which is submitted by in partial fulfillment of the requirement for the award of degree B.tech in department of Mechanical Engineering of Indraprastha University, is a record of candidates own work carried out by them under my supervision.

DATE: SUPERVISOR:

ACKNOWLEDGEMENT

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We would like to express our gratitude to faculty member in department of mechanical engineering, under whom this project has come to this stage. Without his able guidance and support, we would have not been able to complete this project report.

We would like to thank all other faculty member who helped us to get through hitches and showed us the right way to carry out the project. Last but not the least; we would also like to acknowledge the contribution of the staff members for their assistance and cooperation during the work.

INDEX
CONTENTS PAGE No.

Abstract-------------------------------------------------------------------------------1 List of Abbreviations----------------------------------------------------------------2

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Introduction
Electric Bicycle----------------------------------------------------------------------3 Regenerative Braking System-----------------------------------------------------5

Problem Definition-----------------------------------------------------7 Literature review

Bicycle--------------------------------------------------------------------8 History--------------------------------------------------------------------------------9 Regenerative braking system components--------------------------------------13 Dynamo-----------------------------------------------------------------------------14 Sprocket-----------------------------------------------------------------------------19 Electric motor----------------------------------------------------------------------20 Battery-------------------------------------------------------------------------------24 Chain---------------------------------------------------------------------------------30 Regenerative braking in latest cars-----------------------------------------------33 Working of RBS in automobiles--------------------------------------------------34 Diagram showing the working of RBS in Car----------------------------------35 Background of the Invention------------------------------------------------------37 Summary of the Invention---------------------------------------------------------39 Regenerative Braking System in Locomotives---------------------------------42 Comparison of Dynamic and Regenerative Brakes----------------------------43

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Disadvantages-----------------------------------------------------------------------44

Design considerations
Dynamo------------------------------------------------------------------------------45 D.c motor----------------------------------------------------------------------------46 Sprocket-----------------------------------------------------------------------------47 Battery-------------------------------------------------------------------------------48 Switches-----------------------------------------------------------------------------49 Lamp---------------------------------------------------------------------------------49 Description of components--------------------------------------------------------51

Findings/calculations
Observations------------------------------------------------------------------------52 Calculations-------------------------------------------------------------------------53

Result--------------------------------------------------------------------56 Conclusion-------------------------------------------------------------57 Cost Estimation-------------------------------------------------------Future scope-----------------------------------------------------------58

Legal issues of electric bicycles-------------------------------------------------63

References-------------------------------------------------------------64

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ABSTRACT

ELECTRIC BICYCLE
An electric bicycle is a bicycle with an electric motor used to power the vehicle, or to assist with pedaling. In many parts of the world, electric bicycles are classified as bicycles rather than motor

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vehicles, so they are not subject to the same laws as motor vehicles. Electric bicycles are one type of motorized bicycle.

R.B.S
When riding a vehicle, a great amount of kinetic energy is lost when braking, making cycling fairly strenuous. The goal of our project was to develop a product that stores the energy which is normally lost during braking, and reuses it to help propel the rider when starting. This was accomplished with a Generator fitted with rubber wheel whose parameters were optimized based on engineering, consumer preference, and manufacturing models. The resulting product is one which is practical and potentially very profitable in the market place. In this project we utilise the heat energy purposefully which is lost by applying brakes. After applying brake on the wheel the kinetic energy of wheel is transferred to the rubber wheel attached to the generator which is then transformed in the electrical energy. This electrical energy is used to lightening the LED. We can also use this energy for other purpose by storing in the battery.

LIST OF ABBREVIATIONS
E-Bike Electric Bicycle RBS Regenerative Braking System SLA Sealed Lead Acid Battery

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D.C Direct Current P.M Permanent Magnet E.M.F Electro Motive Force Ah Ampere Hour V - Volts

INTRODUCTION

ELECTRIC BICYCLE

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An Electric Bike is a battery operated vehicle that is very economical with low maintenance cost and zero pollution. Electric two wheelers use the electrical technology of rechargeable battery that converts the electrical energy into mechanical energy. The battery of an EV can be charged easily using a power connection. Electric bikes, light in weight, trendy, efficient and eco-friendly, are becoming potent alternative to the conventional two-wheelers and the Electric two-wheeler industry in India is developing at rapid speed. Some of the unavoidable advantages of Electric Bikes :

Licence and registration is not required for E Bikes and Scooters. Electric two wheelers run on re-chargeable battery and uses electricity as fuel in place of conventional Petrol/Diesel. E Bikes and Scooters can beat the rising prices of Petrol/Diesel. Simple design, light weight and economical Electric vehicles are very low in running and maintenance cost. With the ease of handling, Electric two wheelers saves the commuting time in congested roads specially in urban areas. Electric vehicles are more efficient in terms of generating usable energy from their electric engine's battery in comparison to the regular fuel conversion. In this way E Bikes and Scooters are innovative and efficient mode of personal transport.

Electric bikes or scooters use electricity therefore no emission of harmful gases like Carbon dioxide (CO2) or Nitrogen dioxide (NO2).

PRACTICALITY BENEFITS FROM POWER ASSISSTANCE

Adding electric power to a bicycle can help guarantee multiple benefits of cycling and

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greatly increase usability. Electric bicycles enable a better use of time, additional energy for longer distances at greater speed, and perhaps some extra power for additional cargo. Greater speed and range enable an electric bicycle to address multiple needs at one time (combining time-sensitive commuting with exercise, for example). The additional power permits the ability to transport (or towing of) more cargo. Good design enables a rider to work up a sweat, or to stay dry and fresh, depending on his or her desires for each particular trip. The thrill and handling of a good design and great performance increases motivation to use a bicycle. Electric drive can add some real fun to the experience of a bicycle.

ECONOMIC AND ENVIRONMENTAL BENEFITS A major reason for the explosive popularity of electric bicycles is, of course, the economy. The increases in fuel prices increase peoples interest when battery technology and electric drive have achieved important gains. Electric bicycles have reached a strategically important state of the art at the best possible time. Electric bikes or scooters use electricity therefore no emission of harmful gases like Carbon dioxide (CO2) or Nitrogen dioxide (NO2).

REGENERATIVE BRAKING SYSTEM

A regenerative brake is an apparatus, a device or system which allows a vehicle to recapture part of the kinetic energy that would otherwise be lost to heat when braking and make use of that

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power either by storing it for future use or feeding it back into a power system for other vehicles to use.

Brakes as an Electrical Generator

Regenerative brakes are a form of dynamo generator, originally discovered in 1832 by Hippolyte Pixii. The dynamo's rotor slows as the kinetic energy is converted to electrical energy through electromagnetic induction. The dynamo can be used as either generator or brake by converting motion into electricity or be reversed to convert electricity into motion. Using a dynamo as a regenerative brake was discovered co-incident with the modern electric motor. In 1873, Znobe Gramme attached the wires from two dynamos together. When one dynamo rotor was turned as a regenerative brake, the other became an electric motor. It is estimated that regenerative braking systems in vehicles currently reach 31.3% electric generation efficiency, with most of the remaining energy being released as heat; the actual efficiency depends on numerous factors, such as the state of charge of the battery, how many wheels are equipped to use the regenerative braking system, and whether the topology used is parallel or serial in nature.

Electric brakes have been used in vehicles with electric motors since the early-20th century on record, The Warner Electric Brake Corporation was using electric brakes in 1927; but it is possible that they were using electric brakes even earlier. Regenerative brakes in electric railway vehicles feed the generated electricity back into the grid. In battery electric and hybrid electric vehicles, the energy is stored in a battery or bank of capacitors for later use. It is usual for vehicles to include a 'back-up' system so that friction braking is applied automatically if the connection to the power supply is lost. Also, in a DC system or in an AC system that is not directly grid connected via simple transformers, special provision must also be made for situations where more power is being generated by braking than is being consumed by other vehicles on the system.

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A small number of mountain railways have used 3-phase power supplies and 3-phase induction motors and have thus a near constant speed for all trains as the motors rotate with the supply frequency both when giving power or braking.

PROBLEM DEFINITION

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When riding a vehicle, a great amount of kinetic energy is lost when braking, making cycling fairly strenuous. The goal of our project was to develop a product that stores the energy which is normally lost during braking, and reuses it to help propel the rider when starting. This was accomplished with a Generator fitted with rubber wheel whose parameters were optimized based on engineering, consumer preference, and manufacturing models. The resulting product is one which is practical and potentially very profitable in the market place.

In this project we utilize the heat energy purposefully which is lost by applying brakes. After applying brake on the wheel the kinetic energy of wheel is transferred to the rubber wheel attached to the generator which is then transformed in the electrical energy. This electrical energy is used for lightening purposes. We can also use this energy for other purpose by storing in the battery.

LITERATURE REVIEW

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BICYCLE A bicycle, also known as a bike, pushbike or cycle, is a pedal-driven, human-powered, singletrack vehicle, having two wheels attached to a frame, one behind the other. A person who rides a bicycle is called a cyclist or a bicyclist. Bicycles were introduced in the 19th century and now number about one billion worldwide, twice as many as automobiles. They are the principal means of transportation in many regions. They also provide a popular form of recreation, and have been adapted for such uses as children's toys, adult fitness, military and police applications, courier services and bicycle racing.

HISTORY

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Brake
A brake is a device for slowing or stopping the motion of a machine or vehicle, and to keep it from starting to move again. The kinetic energy lost by the moving part is usually translated to heat by friction. Alternatively, in regenerative braking, much of the energy is recovered and stored in a flywheel, capacitor or turned into alternating current by an alternator, then rectified and stored in a battery for later use. Brakes of some description are fitted to most wheeled vehicles, including automobiles of all kinds, trucks, trains, motorcycles, and bicycles. Baggage carts and shopping carts may have them for use on a moving ramp. Some airplanes are fitted with wheel brakes on the undercarriage. Some aircraft also feature air brakes designed to slow them down in flight. Notable examples include gliders and some WWII-era fighter aircraft. These allow the aircraft to maintain a safe speed in a steep descent. The Saab B 17 dive bomber used the deployed undercarriage as an air brake.' Early braking systems, used to stop vehicles with steel rimmed wheels, consisted of a curved wooden block designed to bear against the steel tire when manipulated by a single leverage system from the drivers seat. This "brake shoe" was the normal way of braking either a horse drawn vehicle or steam locomotive. Many varieties of arrangements of levers, rods and pivots were utilized to bring them into operation.

In 1895 the Michelin Brothers had begun the move towards replacing steel rimmed wheels with the pneumatic rubber tire forcing them to think of a new braking system as "brake shoes" were no longer satisfactory. A new method of braking was required and two early devices attempted to apply the force of friction to the axle or to a drum on the axle or transmission shaft. This type of brake was actuated by the driver depressing a pedal or operating a lever. Heavier pressure caused the bands to contract more tightly around the drum giving greater retardation.

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One included the use of a wooden block inside a flexible contracting metal band which when pressed together would tighten around the drum causing friction between the drum, which is connected to the wheel, and the wooden blocks and therefore slowing down the wheel. The other was an inner wheel or brake drum which was added with an external contracting band meant to bear against the drum to retard the vehicle. However, continuous replacement of drum and band combined with poor friction quality, soon led to the lining the band with a replacement friction material. Lead, cotton and camel hair were used as lining, but they burned out too quickly which led Herbert Frood to produce an asbestos fabric in 1908. In 1899 Daimler had a cable wound around a drum and anchored to the chassis so that when the cable was tightened while the car was moving forwards the rotation of the drum increased the tightness and grip of the cable, therefore reducing the amount of force required to pull the lever or press on the pedal in order to stop the vehicle. However, in reverse it tended to work against the pull of the cable and loosen its grip. The "added" braking efficiency called "servo assistance" is still an important factor in the design of drum brakes today. Most modern cars have vacuum assisted braking. The external band brake was vulnerable to road dirt and weathering which caused rapid wear of lining, loss of efficiency and on occasions "automatic" brake application due to drum expansion. To overcome these problems the internal expanding shoe brake was developed, in which the brake shoes were inside a 'brake drum' (protected from weather and dust). Its first appearance seems to have been with Louis Renault in 1902 and remained the basic principle for the next fifty years.

Originally, motor car brakes were operated by mechanical means and became known as "mechanical" brakes i.e. a mechanical system was used to transform the effort of the driver's foot on the brake pedal into expansion of the brake shoes against the drum. (On depressing the brake pedal, the cam is rotated by a lever connected to the pedal and forces the shoes into contact with the brake drum. Springs attached to both shoes return the shoes to the original "off" position when the brakes are released.)

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Rear cantilever brake assembly on a bicycle.

To this day, bicycles have mechanical brakes, operated by hand lever and cable. This closes calipers, containing the friction pads, onto the rim of the wheel. One solution, by Maurice Farman 1920, to the challenge of increasing the "servo action" was to connect two shoes with a pivot and secure the other end of the "trailing" shoe, with a pivot, to the back plate. This in effect made both shoes "leading shoes". Early brakes were operated by a linkage system of fixed rods and levers supplement by Bowden cables (Cables were invented in 1906 and were developed for the bicycle). The linkage system of rods and levers were not easy to keep in good operating order. Equalizing brake pressure on the wheels also presented a number of problems, many of which were solved by the introduction of the hydraulic system, using fluid to transfer the force applied to the brake pedal.

Hydraulic systems make use of the fact liquids cannot be compressed to any appreciable degree and that pressure applied at any points within a closed system is transmitted equally throughout (Pascal's law). In a basic hydraulic braking system all the cylinders and brake lines form one closed system filled with brake fluid. The master cylinder has a single piston, whiles each wheel cylinder has two opposed pistons. All pistons have rubber cups to maintain pressure and prevent loss of fluid. The pressure generated in the master cylinder is transmitted with equal and undiminished force to the pistons of each wheel cylinder so that pressures applied to all brake shoes are identical. Most modern cars now have disc brakes. The brake pads are mounted within the jaws of a caliper, which grips a brake disc, providing the necessary friction. Performance cars are fitted with larger wheels, to permit larger brake discs.

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Regenerative Braking System Description

Our project named EBIKE with RBS has following components: 1. Bicycle 2. Dynamo 3. Sprocket 4. D.C Motor 5. Battery 6. Chain 7. Indicator 8. Horn 9. Switches
10. Lamp

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Dynamics
A bicycle stays upright while moving forward by being steered so as to keep its center of gravity over the wheels. This steering is usually provided by the rider, but under certain conditions may be provided by the bicycle itself. The combined center of mass of a bicycle and its rider must lean into a turn to successfully navigate it. This lean is induced by a method known as countersteering, which can be performed by the rider turning the handlebars directly with the hands[8] or indirectly by leaning the bicycle. Short-wheelbase or tall bicycles, when braking, can generate enough stopping force at the front wheel to flip longitudinally. The act of purposefully using this force to lift the rear wheel and balance on the front without tipping over is a trick known as a stoppie, endo or front wheelie.

DYNAMO The Dynamo was the first electrical generator capable of delivering power for industry. The dynamo uses electromagnetic principles to convert mechanical rotation into an alternating electric current. A dynamo machine consists of a stationary structure which generates a strong magnetic field, and a set of rotating windings which turn within that field. On small machines the magnetic field may be provided by a permanent magnet; larger machines have the magnetic field created by electromagnets. The first dynamo based on Faraday's principles was built in 1832 by Hippolyte Pixii, a French instrument maker. It used a permanent magnet which was rotated by a crank. The spinning magnet was positioned so that its north and south poles passed by a piece of iron wrapped with wire. Pixii found that the spinning magnet produced a pulse of current in the wire each time a pole passed the coil. Furthermore, the north and south poles of the magnet induced currents in opposite directions. By adding a commutator, Pixii was able to convert the alternating current to direct current. Unlike the Faraday disc, many turns of wire connected in series can be used in the moving windings of a dynamo. This allows the terminal voltage of the machine to be higher than a disc can produce, so that electrical energy can be delivered at a convenient voltage.

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The relationship between mechanical rotation and electric current in a dynamo is reversible; the principles of the electric motor were discovered when it was found that one dynamo could cause a second interconnected dynamo to rotate if current was fed through it.

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Terminology
The parts of a dynamo or related equipment can be expressed in either mechanical terms or electrical terms. Although distinctly separate, these two sets of terminology are frequently used interchangeably or in combinations that include one mechanical term and one electrical term. This causes great confusion when working with compound machines such as a brushless alternator or when conversing with people who are used to working on a machine that is configured differently than the machines that the speaker is used to.

Types of Dynamos

There are three types of dynamos available, each with different attributes.

Bottle Dynamos

Dynamos that rub against the tire rim have a few undesirable properties. They are noisy, they can slip when wet, and they wear the sidewall of the tire. The problem of slippage was solved on the higher end dynamos by the optional use of a material that provides more friction with the tire (which increases the wear even more). On a tire with thick sidewalls the wear is not such a big deal. On a lightweight tire with thin sidewalls, the wear will require more frequent tire changes. Bottle dynamos remain the most popular type.

Bottom Bracket or Roller Dynamos

This dynamo is mounted near the bottom bracket and contacts the tread of rear wheel. This dynamo does not wear the tire sidewall, but the location near the ground subjects it to dirt and moisture. Some touring bicycles have wiring through the frame, from the bottom bracket area up to the headset, for bottom bracket dynamos (I have an old touring bicycle with this feature). These dynamos are no longer popular, but they are still available from Union and a light set with this dynamo is $70 and includes a 2.4W headlight, and 0.6W tail light.

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Mechanical
Rotor: The rotating part of an alternator, generator, dynamo or motor. Stator: The stationary part of an alternator, generator, dynamo or motor. Electrical Armature: The power-producing component of an alternator, generator, dynamo or motor. The armature can be on either the rotor or the stator. Field: The magnetic field component of an alternator, generator, dynamo or motor. The field can be on either the rotor or the stator and can be either an electromagnet or a permanent magnet.

Maximum power
The maximum power theorem applies to generators as it does to any source of electrical energy. This theorem states that the maximum power can be obtained from the generator by making the resistance of the load equal to that of the generator. However, under this condition the power transfer efficiency is only 50%, which means that half the power generated is wasted as heat and Lorentz force or back emf inside the generator. For this reason, practical generators are not usually designed to operate at maximum power output, but at a lower power output where efficiency is greater. Regenerative braking is used on hybrid gas/electric automobiles to recoup some of the energy lost during stopping. This energy is saved in a storage battery and used later to power the motor whenever the car is in electric mode. Understanding how regenerative braking works may require a brief look at the system it replaces. Conventional braking systems use friction to counteract the forward momentum of a moving car. As the brake pads rub against the wheels (or a disc connected to the axle), excessive heat energy is also created. This heat energy dissipates into the air, wasting up to 30% of the car's generated power. Over time, this cycle of friction and wasted heat energy reduces the car's fuel efficiency. More energy from the engine is required to replace the energy lost by braking.

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Regenerative braking does more than simply stop the car. Electric motors and electric generators (such as a car's alternator) are essentially two sides of the same technology. Both use magnetic fields and coiled wires, but in different configurations. Regenerative braking systems take advantage of this duality. Whenever the electric motor of a hybrid car begins to reverse direction, it becomes an electric generator or dynamo. This generated electricity is fed into a chemical storage battery and used later to power the car at city speeds. Regenerative braking takes energy normally wasted during braking and turns it into usable energy. It is not, however, a perpetual motion machine. Energy is still lost through friction with the road surface and other drains on the system. The energy collected during braking does not restore all the energy lost during driving. It does improve energy efficiency and assist the main alternator. As per faradays law of electromagnetic induction: E= --/ t, Where, is magnetic flux linked with coil =B.A Where, B=magnetic field A=area of cross section

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SPROCKET A sprocket is a profiled wheel with teeth that meshes with a chain, track or other perforated or indented material. It is distinguished from a gear in that sprockets are never meshed together directly, and differs from a pulley by not usually having a flange at each side. Sprockets are used in bicycles, motorcycles, cars, tanks, and other machinery either to transmit rotary motion between two shafts where gears are unsuitable or to impart linear motion to a track, tape etc. In the case of bicycle chains, it is possible to modify the overall gear ratio of the chain drive by varying the diameter (and therefore, the tooth count) of the sprockets on each side of the chain. This is the basis of Derailleur gears. A 10-speed bicycle, by providing two different-sized driving sprockets and five different-sized driven sprockets, allows up to ten different gear ratios. The resulting lower gear ratios make the bike easier to pedal up hills while the higher gear ratios make the bike faster to pedal on flat roads. In a similar way, manually changing the sprockets on a motorcycle can change the characteristics of acceleration and top speed by modifying the final drive gear ratio. The dimensions of a sprocket can be calculated as follows, where P is the pitch of the chain, and N is the number of teeth on the sprocket; Pitch Diameter = P sin (180 N) Outside Diameter = P (0.6 + cot ( 180 N) ) Sprocket thickness = 0.93 Roller Width - 0.006"

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Application
Sprockets should be accurately aligned in a common vertical plane, with their axes parallel. Chain should be kept clean and well lubricated with a thin, light-bodied oil that will penetrate the small clearances between pins and bushings. Center distance should not be less than 1.5 times the diameter of the larger sprocket, nor less than 30 times the chain pitch, and should not exceed 60 times the chain pitch. Center distance should be adjustable - one chain pitch is sufficient - and failing this an idler sprocket should be used to adjust tension. A little slack is desirable, preferably on the bottom side of the drive. The chain should wrap at least 120 around the drive sprocket, which requires a ratio of no more than 3.5 to 1; for greater ratios, an idler sprocket may be required to increase wrap angle.

ELECTRIC MOTOR An electric motor converts electrical energy into mechanical energy. Electric motors are found in household appliances such as fans, fridges, washing machines, pool pumps and fan-forced ovens. Most electric motors work by electromagnetism.principle. The fundamental principle upon which electromagnetic motors are based is that there is a mechanical force on any currentcarrying wire contained within a magnetic field. The force is described by the Lorentz force law and is perpendicular to both the wire and the magnetic field. Most magnetic motors are rotary, but linear motors also exist. In a rotary motor, the rotating part (usually on the inside) is called the rotor, and the stationary part is called the stator. The rotor rotates because the wires and magnetic field are arranged so that a torque is developed about the rotor's axis. The motor contains electromagnets that are wound on a frame. Though this frame is often called the armature, that term is often erroneously applied. Correctly, the armature is that part of the motor across which the input voltage is supplied. Depending upon the design of the machine, either the rotor or the stator can serve as the armature.

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The direct current (DC) motor is one of the first machines devised to convert electrical power into mechanical power. Permanent magnet (PM) direct current convert electrical energy into mechanical energy through the interaction of two magnetic fields. One field is produced by a permanent magnet assembly, the other field is produced by an electrical current flowing in the motor windings. These two fields result in a torque which tends to rotate the rotor. As the rotor turns, the current in the windings is commutated to produce a continuous torque output. The stationary electromagnetic field of the motor can also be wire-wound like the armature (called a wound-field motor) or can be made up of permanent magnets (called a permanent magnet motor). In either style (wound-field or permanent magnet) the commutator. acts as half of a mechanical switch and rotates with the armature as it turns. The commutator is composed of conductive segments (called bars), usually made of copper, which represent the termination of individual coils of wire distributed around the armature. The second half of the mechanical switch is completed by the brushes. These brushes typically remain stationary with the motor's housing but ride (or brush) on the rotating commutator. As electrical energy is passed through the brushes and consequently through the armature a torsional force is generated as a reaction between the motor's field and the armature causing the motor's armature to turn. As the armature turns, the brushes switch to adjacent bars on the commutator. This switching action transfers the electrical energy to an adjacent winding on the armature which in turn perpetuates the torsional motion of the armature.

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Permanent magnet (PM) motors are propably the most commonly usedDC motors, but there are also some other type of DC motors(types which use coils to make the permanent magentic field also).DC motors operate from a direct current power source. Movement of the magnetic field is achieved by switching current between coils within the motor. This action is called "commutation". Very many DC motors (brush-type) have built-in commutation, meaning that as the motor rotates, mechanical brushes automatically commutate coils on the rotor. You can use dc-brush motors in a variety of applications. A simple, permanent-magnet dc motor is an essential element in a variety of products, such as toys, servo mechanisms, valve actuators, robots, and automotive electronics. There are several typical advantages of a PM motor. When compared to AC or wound field DC motors, PM motors are usually physically smaller in overall size and lighter for a given power rating. Furthermore, since the motor's field, created by the permanent magnet, is constant, the relationship between torque and speed is very linear. A PM motor can provide relatively high torque at low speeds and PM field provides some inherent self-braking when power to the motor is shutoff. There are several disadvanges through, those being mostly being high current during a stall condition and during instantaneous reversal. Those can damage some motors or be problematic to control circuitry. Furthermore, some magnet materials can be damaged when subjected to excessive heat and some loose field strength if the motor is disassembled. High-volume everyday items, such as hand drills and kitchen appliances, use a dc servomotor known as a universal motor. Those unisversal motors are series-wound DC motors, where the stationary and rotating coils are wires in series. Those motors can work well on both AC and DC power. One of the drawbacks/precautions about series-wound DC motors is that if they are unloaded, the only thing limiting their speed is the windage and friction losses. Some can literally tear themselves apart if run unloaded. Sometimes the rotation direction needs to be changed. In normal permanent magnet motors, this rotation is changedby changing the polarity of operating power (for example byswitching from negative power supply topositive or by interchangingthe power terminals going to power supply). This directrion chaning is typicaly implemented using relay or a circuit called an H bridge. There are some typical characteristics on "brush-type" DC motors.

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When a DC motor is straight to a battery (with no controller), it draws a large surge current when connected up. The surge is caused because the motor, when it is turning, acts as a generator. The generated voltage is directly proportional to the speed of the motor. The current through the motor is controlled by the difference between the battery voltage and the motor's generated voltage (otherwise called back EMF). When the motor is first connected up to the battery (with no motor speed controller) there is no back EMF. So the current is controlled only by the battery voltage, motor resistance (and inductance) and the battery leads. Without any back emf the motor, before it starts to turn, therefore draws the large surge current. When a motor speed controller is used, it varies the voltage fed to the motor. Initially, at zero speed, the controller will feed no voltage to the motor, so no current flows. As the motor speed controller's output voltage increases, the motor will start to turn. At first the voltage fed to the motor is small, so the current is also small, and as the motor speed controller's voltage rises, so too does the motor's back EMF. The result is that the initial current surge is removed, acceleration is smooth and fully under control.

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DC BIKE/SCOOTER MOTORS
MOTORS (VOLTS) - A 12 or 24 volt DC motor is easy to use. 24 Volt models are not quite as powerful, but they require fewer heavy batteries. For a short commute (10 miles or less) on flat ground, 24V might be the way to go. For longer commutes, especially if you need to get up a hill, I'd suggest 36 Volts. The benefits of increasing your voltage beyond 36 quickly drop off with the added weight of batteries, so if you're thinking of going for 48 Volts or more, don't waste your time.

POLARITY - For a DC motor, polarity determines in which direction the motor spins, that's which wire (plus or minus) goes on which motor terminal. Fortunately, you won't harm your motor either way, but your bicycle might go backwards. Test your motor, if it spins the wrong way, simply reverse the wires that go to the motor. For most motors neither way is right or wrong.

BATTERY

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An electrical battery is a combination of one or more electrochemical cells, used to convert stored chemical energy into electrical energy. Since the invention of the first Voltaic pile in 1800 by Alessandro Volta, the battery has become a common power source for many household and industrial applications Electrons collect on the negative terminal of the battery. If you connect a wire between the negative and positive terminals, the electrons will flow from the negative to the positive terminal as fast as they can (and wear out the battery very quickly -- this also tends to be dangerous, especially with large batteries, so it is not something you want to be doing). Normally, you connect some type of load to the battery using the wire. The load might be something like a light bulb, a motor or an electronic circuit like a radio. Inside the battery itself, a chemical reaction produces the electrons. The speed of electron production by this chemical reaction (the battery's internal resistance) controls how many electrons can flow between the terminals. Electrons flow from the battery into a wire, and must travel from the negative to the positive terminal for the chemical reaction to take place. That is why a battery can sit on a shelf for a year and still have plenty of power -- unless electrons are flowing from the negative to the positive terminal, the chemical reaction does not take place. Once you connect a wire, the reaction starts. The ability to harness this sort of reaction started with the voltaic pile. Batteries are all over the place -- in our cars, our PCs, laptops, portable MP3 players and cell phones. A battery is essentially a can full of chemicals that produce electrons. Chemical reactions that produce electrons are called electrochemical reactions.

If you look at any battery, you'll notice that it has two terminals. One terminal is marked (+), or positive, while the other is marked (-), or negative. In an AA, C or D cell (normal flashlight batteries), the ends of the battery are the terminals. In a large car battery, there are two heavy lead posts that act as the terminals.

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As long as the voltage and amps are correct, the DC electricity that comes from one battery is the same as another. But there are other differences that matter quite a bit, especially weight, cost, and re-charge cycle. Here's a quick overview of a few common types:

Sealed Lead Acid (SLA) - Heavy, cheap, powerful, reliable, best on a budget Lithium Ion - Light, Expensive, powerful, reliable, best

money can buy

Nickle Cadmium - These are being phased out. Skip 'em.

Battery Reactions and Chemistry

In any battery, an electrochemical reaction occurs like the ones described on the previous page. This reaction moves electrons from one pole to the other. The actual metals and electrolytes used control the voltage of the battery -- each different reaction has a characteristic voltage. For example, here's what happens in one cell of a car's lead-acid battery:

The cell has one plate made of lead and another plate made of lead dioxide, with a strong sulfuric acid electrolyte in which the plates are immersed.

Lead combines with SO4 (sulfate) to create PbSO4 (lead sulfate), plus one electron. Lead dioxide, hydrogen ions and SO4 ions, plus electrons from the lead plate, create PbSO4 and water on the lead dioxide plate. As the battery discharges, both plates build up PbSO4 and water builds up in the acid. The characteristic voltage is about 2 volts per cell, so by combining six cells you get a 12-volt battery.

A lead-acid battery has a nice feature -- the reaction is completely reversible. If you apply current to the battery at the right voltage, lead and lead dioxide form again on the plates so you can reuse the battery over and over. In a zinc-carbon battery, there is no easy way to reverse the reaction because there is no easy way to get hydrogen gas back into the electrolyte.

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VOLTS

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Electric force is measured in Volts. Think of it like water pressure in a pipe. When building an electric bike you want to power your motor with the correct voltage rating. Connect your batteries in series and the voltage of each battery is added together, current will be as rated on any one battery (not added together).

AMPERES (AMPS) Volume of electricity is measured in Amperes. Think of it like the

diameter of that water pipe: Quantity, not pressure. Too few amps and your motor won't turn, too many and you'll burn it up. Connect your batteries in parallel and the amperes will add to eachother, voltage will remain as rated on any one of the batteries (not added together). If you know the amperage and the voltage, you can calculate the approximate range, and compare your figure against advertised range. 1. To start, use this formula: - Amp hours (Ah) x Volts (V) = Watt hours (Wh) 2. Refer to the following three parameters for how Watt hours roughly relate to range: - You require 240 Wh to have a range of roughly 18 miles (29 km). - You require 480 Wh to have a range of roughly 36 miles (58 km). - You require 720 Wh to have a range of roughly 54 miles (87 km)

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CHAIN

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A bicycle chain is a roller chain that transfers power from the pedals to the drive-wheel of a bicycle, thus propelling it. Most bicycle chains are made from plain carbon or alloy steel, but some are chrome-plated or stainless steel to prevent rust, or simply for aesthetics.

Chain Dimensions
Chain types are identified by number; ie. a number 40 chain. The rightmost digit is 0 for chain of the standard dimensions; 1 for lightweight chain; and 5 for rollerless bushing chain. The digits to the left indicate the pitch of the chain in eighths of an inch. For example, a number 40 chain would have a pitch of four-eighths of an inch, or 1/2", and would be of the standard dimensions in width, roller diameter, etc. The roller diameter is "nearest binary fraction" (32nd of an inch) to 5/8ths of the pitch; pin diameter is half of roller diameter. The width of the chain, for "standard" (0 series) chain, is the nearest binary fraction to 5/8ths of the pitch; for narrow chains (1 series) width is 41% of the pitch. Sprocket thickness is approximately 85-90% of the roller width. Plate thickness is 1/8th of the pitch, except "extra-heavy" chain, which is designated by the suffix H, and is 1/32" thicker.

ANSI Standard Chain Dimensions Chain No. 25 35 40 41 50 60 Pitch 1/4" 3/8" 1/2" 1/2" 5/8" 3/4" Roller Diameter 0.130" 0.200" 5/16" 0.306" 0.400" 15/32" Roller Width 1/8" 3/16" 5/16" 1/4" 3/8" 1/2" Sprocket thickness 0.110" 0.168" 0.284" 0.227" 0.343" 0.459" Working Load 140 lbs 480 lbs 810 lbs 500 lbs 1400 lbs 1950 lbs

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80

1"

5/8"

5/8"

0.575"

3300 lbs

Bicycle and Motorcycle Chain Dimensions Chain No. Pitch Roller Diameter 5/16" 5/16" 5/16" 5/16" 0.335" 0.400" 0.400" 0.400" 15/32" Roller Width 1/8" 3/32" 1/4" 5/16" 5/16" 1/4" 5/16" 3/8" 3/8" Sprocket thickness 0.110" 0.084" 0.227" 0.284" 0.284" 0.227" 0.284" 0.343" 0.343"

Bicycle, with Derailleur 1/2" Bicycle, without Derailleur 420 425 428 520 525 530 630 Selecting a Chain 1/2" 1/2" 1/2" 1/2" 5/8" 5/8" 5/8" 3/4"

Two factors determine the selection of a chain; the working load and the rpm of the smaller sprocket. The working load sets a lower limit on pitch, and the speed sets an upper limit. Maximum Pitch = (900 rpm ) 2/3 The smaller the pitch, the less noise, wear, and mechanical losses will be experienced.

Sprockets
There are four types of sprocket;

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Type A: Plain Plate sprockets Type B: Hub on one side Type C: Hub on both sides Type D: Detachable hub

Sprockets should be as large as possible given the application. The larger a sprocket is, the less the working load for a given amount of transmitted power, allowing the use of a smaller-pitch chain. However, chain speeds should be kept under 1200 feet per minute. The dimensions of a sprocket can be calculated as follows, where P is the pitch of the chain, and N is the number of teeth on the sprocket; Pitch Diameter = P sin (180 N) Outside Diameter = P (0.6 + cot ( 180 N) ) Sprocket thickness = 0.93 Roller Width - 0.006"

REGENERATIVE BRAKING IN LATEST CARS

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Regenerative braking can be extremely powerful. According to Craig Van Batenburg, who teaches Honda and Toyota hybrid service at Automotive Career Development Center in Worcester, MA, no more than 17 percent of its capability is used in these cars to avoid putting people into the windshield. Even at that low level of use, in a typical mixture of highway and around-town driving, regenerative braking can recover about 20 percent of the energy normally wasted as brake heat. This reduces the drawdown of the battery charge, extends the overall life of the battery pack and reduces fuel consumption. Right now, the Honda Insight, Toyota Prius and Honda Civic hybrid, & BMW cars are the only production cars that use regenerative braking. However, regenerative braking has been used in trains, elevators and other industrial equipment for almost a century, and it will likely be used on many more cars and light trucks in the next decade. The technologies for recovering kinetic energy vary greatly, and some ideas are more promising than others. Heres a look at whats being seriously developed for automotive use. In the year 2008 BMW is introducing what they call Brake Energy Regeneration on the 5-Series. The new system uses a larger than normal battery, and an electronically controlled alternator. The alternator is disengaged from the engine during normal cruise and acceleration and activates during vehicle deceleration. This adds to the engine drag braking, and the car's kinetic energy is effectively transformed into electrical energy which replenishes the battery, which now provides the accessory power. When the battery level gets too low, the system reverts to normal charging mode. Until BMW introduces some hybrids in the next couple of years this provides a stop gap that gives an extra efficiency boost. World Car Fans has an animated video that shows the flow of energy around the Car In various Operational

WORKING OF REGENERATIVE BRAKING SYSTEM IN AUTOMOBILES

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Reuse of kinetic energy by using the electric motors to regenerate electricity Hybrid Synergy Drive can reuse kinetic energy by using its electric motors to regenerate electricity in what is called "regenerative braking". Normally, electric motors are turned by passing an electric current through it. However, if some outside force is used to turn the electric motors, it functions as a generator and produces electricity. This makes it possible to employ the rotational force of the driving axle to turn the electric motors, thus regenerating electric energy for storage in the battery and simultaneously slowing the car with the regenerative resistance of the electric motors. The system coordinates regenerative braking and the braking operation of the conventional hydraulic brakes so that kinetic energy, which is normally discarded as friction heat when braking, can be collected for later reuse in normal driving mode. Typically, driving in city traffic entails a cycle of acceleration followed by deceleration. The energy recovery ratio under these driving conditions can therefore be quite high. To take advantage of this situation, the system proactively uses regenerative braking when running the car in the low speed range. Taking Prius as an example, the system can save the energy equivalent of 1 of gas/petrol while running in city traffic for 100 km.

Diagram showing the working of regenerative Braking system in Car

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shown figures are extracted from www.machinenews.com

A regenerative braking system and method for a batteries fuel cell vehicle includes a fuel cell stack, a plurality of ancillary loads, and a regenerative braking device that is coupled to at least

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one wheel of the vehicle. The regenerative braking device powers ancillary loads when the vehicle is coasting or braking. The fuel cell powers the loads when the vehicle is accelerating or at constant velocity. The regenerative braking device dissipates power in an air supply compressor when the vehicle is traveling downhill to provide brake assistance. The compressor can be run at high airflow and high pressure to create an artificially high load. A bypass valve is modulated to adjust the artificially high load of the compressor. A back pressure valve protects the fuel cell stack from the high airflow and pressure. A controller controls a brake torque of the regenerative braking device as a function of vehicle speed and modulates the bypass valve.

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BACKGROUND OF THE INVENTION

Fuel cell systems are increasingly being used as a power source in a wide variety of applications. Fuel cell systems have also been proposed for use in vehicles as a replacement for internal combustion engines. A solid-polymer-electrolyte fuel cell includes a membrane that is sandwiched between an anode and a cathode. To produce electricity through an electrochemical reaction, hydrogen (H.sub.2) is supplied to the anode and oxygen (O.sub.2) is supplied to the cathode. The source of the hydrogen is typically pure hydrogen, reformed methanol, or other reformed hydrocarbon fuels.

In a first half-cell reaction, dissociation of the hydrogen (H.sub.2) at the anode generates hydrogen protons (H.sup.+) and electrons (e.sup.-). The membrane is proton conductive and dielectric. As a result, the protons are transported through the membrane while the electrons flow through an electrical load that is connected across the membrane. The electrical load is typically a motor that drives the wheels of the vehicle or storage batteries. In a second half-cell reaction, oxygen (O.sub.2) at the cathode reacts with protons (H.sup.+), and electrons (e.sup.-) are taken up to form water (H.sub.2 O). Therefore, fuel cell vehicles have little or no emissions.

Internal combustion engine vehicles and hybrid vehicles sometimes employ regenerative braking to improve the efficiency of the vehicle. In non-regenerative braking vehicles, the torque produced by the brakes causes friction that slows the wheels of the vehicle. The friction creates waste heat that increases the temperature of the brakes. Regenerative braking devices convert mechanical brake torque that occurs during vehicle deceleration into power. The energy that is produced by the brake torque is typically used to recharge a battery pack that powers vehicle accessory loads such as the lights, radio, pumps, air conditioner, fans, and other devices.

In U.S. a vehicle power system includes an internal combustion engine and a regenerative braking device that charges a battery pack. The battery pack powers one or more vehicle

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accessories such as vehicle lights, power steering and brake pumps, air conditioner, radiator fan, water pump, etc. In U.S regenerative braking is used to power a high-voltage, electrically-heated catalyst that treats the exhaust gas of an internal combustion engine. In U.S. regenerative braking is used to supply power to increase fuel efficiency and/or to power various electrical loads such as vehicle accessories. Regenerative braking is generally provided by a motor/generator that opposes the rotation of the wheels by applying a negative or regarding torque to the wheels of the vehicle. Because the negative torque decelerates the vehicle and is often used to assist the brakes, regenerative braking systems generally reduce the wear on the brakes of the vehicle, which reduces maintenance costs. Because fuel cell vehicles are relatively new in the automotive arena, current fuel cells do not produce as much power as internal combustion engines. Fuel cell vehicles are also more expensive than internal combustion engines. Before widespread acceptance of fuel cells will occur, these performance and cost issues must be resolved. The performance of the fuel cell is related to the weight of the fuel cell. Because of the increased weight and cost of battery packs and DC/DC converters that are required in regenerative braking systems, fuel cell have not implemented regenerative braking systems.

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SUMMARY OF THE INVENTION

A regenerative braking system and method for a batteriless fuel cell vehicle includes a fuel cell stack, an ancillary load, and a regenerative braking device that is coupled to at least one wheel of the vehicle. The regenerative braking device powers the ancillary load when the vehicle is coasting or braking. The fuel cell powers the ancillary load when the vehicle is accelerating or at constant velocity. In other features of the invention, the regenerative braking system includes an air compressor. The regenerative braking device dissipates power in the air compressor when the vehicle is traveling downhill to provide brake assistance. A bypass valve has an inlet connected to the air compressor. When the vehicle is traveling downhill, the air compressor is run at high airflow and high pressure to create an artificial load. The bypass valve is modulated to adjust the artificial load of the air compressor. In still other features of the invention, the regenerative braking device is an electric traction system. A back pressure valve is connected to a cathode of the fuel cell stack. The back pressure valve protects the fuel cell stack from the high airflow and pressure. A controller controls a brake torque of the regenerative braking device as a function of vehicle speed and modulates the bypass valve to vary the artificial load.

Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention. The regenerative braking device generates power when the vehicle coasts (causing slight deceleration), is traveling downhill, and/or when the driver applies the brakes (to decelerate the vehicle). A power distribution device such as a high-voltage bus distributes the power that is generated by the regenerative braking device. The power distribution device distributes power

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directly to one or more loads and/or recharges the storage battery depending upon the circumstances. When the driver depresses the accelerator, an internal combustion engine generates power from air and fuel that is supplied to the engine. When the vehicle is coasting or braking to reduce speed, the regenerative braking device generates power that can be used to charge the storage battery and/or to power the loads. Oftentimes, the storage battery provides power to the accessories at lower speeds and when the vehicle is stopped to improve fuel efficiency of the vehicle.

A regenerative braking system for a batteriless fuel cell vehicle. The regenerative braking system includes a regenerative braking device that is coupled to at least one wheel of the fuel cell vehicle. The regenerative braking device is preferably an electric traction system. The regenerative braking system includes a fuel cell stack that includes an anode flowline with an inlet and an outlet. The fuel cell also includes a cathode flowline with an inlet and outlet. The regenerative braking system further includes an air compressor, a back pressure valve and a bypass valve. The bypass valve is connected to an outlet of the air compressor, a cathode of the fuel cell stack and to the environment. A power output of the regenerative braking device is connected to a power distribution device that is connected to loads. The loads preferably include fans, pumps, an air conditioning compressor, heaters, 12 volt battery, and other devices. The brake torque (and energy) provided by the regenerative braking device is preferably set as a function of vehicle speed.

The air compressor pressurizes supply air and outputs the pressurized air to the bypass valve. A controller is connected to the back pressure valve, the bypass value, the compressor, and a vehicle data bus. The controller modulates the bypass valve to selectively divert the air to the inlet of the cathode flow line, to exhaust the air and/or to direct the air to another device. During normal driving when the vehicle's speed is greater than zero and the vehicle is not accelerating or when the vehicle is at constant velocity, the regenerative braking device produces power and the loads dissipate the energy. During braking and coasting, air and fuel to the fuel

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cell stack are preferably shut off and no fuel consumption occurs. As a result, the output of the fuel cell stack is 0 kW during braking and coasting. When driving downhill (detected by monitoring vehicle acceleration and the position of the accelerator pedal through the vehicle data bus), the regenerative braking device powers the ancillary loads. In a highly preferred mode, the controller runs the compressor with high airflow and high pressure to create an artificial loss. During this condition, the back pressure valve is either closed or partially opened (if additional power is required from the fuel cell stack). The controller controls the back pressure valve to prevent the high pressure air that is generated by the air compressor from reaching the fuel cell stack. The controller modulates the bypass valve to regulate a compressor load of the air compressor and to regulate the brake torque of the regenerative braking device.

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RBS IN LOCOMOTIVES Electric railway vehicle operation

During braking, the traction motor connections are altered to turn them into electrical generators. The motor fields are connected across the main traction generator (MG) and the motor armatures are connected across the load. The MG now excites the motor fields. The rolling locomotive wheels turn the motor armatures, and the motors act as generators. Either sending the generated current through onboard resistors (dynamic braking) or back into the supply (regenerative braking) provides the braking load. For a given direction of travel, current flow through the motor armatures during braking will be opposite to that during motoring. Therefore, the motor exerts torque in a direction that is opposite from the rolling direction. Braking effort is proportional to the product of the magnetic strength of the field windings, times that of the armature windings. Regenerative braking utilizes the fact that an electric motor can also act as a generator. The vehicle's electric traction motor is reconnected as a generator during braking and its output is connected to an electrical load. It is this load on the motor that provides the braking effect. An early example of this system was the Energy Regeneration Brake, developed in 1967 for the Amitron. This was a completely battery powered urban concept car whose batteries were recharged by regenerative braking, thus increasing the range of the automobile.

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COMPARISON OF DYNAMIC AND REGENERATIVE BRAKES

Dynamic brakes ("Rheostatic brakes" in the UK), unlike Regenerative Brakes, dissipate the electric energy as heat by passing the current through large banks of variable resistors. Vehicles that use dynamic brakes include forklifts, Diesel-electric lorcomotives and streetcars. If designed appropriately, this heat can be used to warm the vehicle interior. If dissipated externally, large radiator-like cowls are employed to house the resistor banks. The main disadvantage of regenerative brakes when compared with dynamic brakes is the need to closely match the generated current with the supply characteristics. With DC supplies, this requires that the voltage be closely controlled. Only with the development of power electronics has this been possible with AC supplies, where the supply frequency must also be matched (this mainly applies to locomotives where an AC supply is rectified for DC motors). A small number of mountain railways have used 3-phase power supplies and 3-phase induction motors. This results in a near constant speed for all trains as the motors rotate with the supply frequency both when motoring and braking.

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DISADVANTAGES
The main disadvantage of regenerative brakes when compared with dynamic brakes is the need to closely match the electricity generated with the supply. With DC supplies this requires the voltage to be closely controlled and it is only with the development of power electronics that it has been possible with AC supplies where the supply frequency must also be matched (this mainly applies to locomotives where an AC supply is rectified for DC motors). It is usual for vehicles to include a 'back-up' system such that friction braking is applied automatically if the connection to the power supply is lost. Also in a DC system or in an AC system that is not directly grid connected via simple transformers, special provision must also be made for situations where more power is being generated by braking than is being consumed by other vehicles on the system. A small number of mountain railways have used 3-phase power supplies and 3-phase induction motors and have thus a near constant speed for all trains as the motors rotate with the supply frequency both when giving power or braking.

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DESIGN CONSIDERATIONS
Our project named EBIKE with RBS has following components: 1. Bicycle 2. Dynamo 3. D.C Motor 4. Sprocket 5. Battery 6. Chain 7. Indicator 8. Horn 9. Switches 10. Lamp

Dynamo The placement of the dynamo is done with the rear brake caliper such that dynamo rubs against the tire sidewall

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D.C Motor - placement of the Propeller motor is done on the rear carrier such that it is placed directly over and in-line with the main shaft sprocket.

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Sprocket - The Sprocket of same configuration as of the main shaft sprocket is attached to the DC propeller motor such that a 1:1 drive is made available to the rear wheel.

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Battery - placement of the Sealed Lead-Acid Battery is done on the Frame Inclined Bar taking special care of its non hindrance in the pedaling or Maneuvering of the bike.

Indicator On the handle bar and carrier

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Horn On the Handle bar

Switches Mounted on Handle Board Lamp - Mounted in front of Handle During the Designing Phase of our Project Special considerations were given to the following points

Minimization of Total Weight of the Product Minimization of Total cost involved in the Product Maximization of the Aesthetic Appeal Maximum comforts as through Ergonomics Maximization of Performance Delivered

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Components Bicycle Dynamo D.C Motor Sprocket Battery Chain Indicator Horn Switches Lamp

Description Ranger type standard bike 12V, Bottle type 12V, 180W

12V, 9Ah, Sealed Lead Acid Battery

12V, flashing type 12V 12V 12V

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FINDINGS AND CALCULATIONS RECORDED OBSERVATIONS The cycle moving at a speed of 18 Km/h (i.e. 5m/s) subjected to different Braking conditions Braking condition Natural Retardation Regenerative Braking Friction Braking Regenerative Braking + Friction Braking Time taken (s) 60 15-20 5 3

Top Speed Attained in Assistance with Motor = 25 kmph Range of bicycle = 10 12 kms Battery Charging time ( near Discharged condition ) = 2 hrs

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CALCULATIONS

Diameter of Wheel =d = 22 inches = 56cm = 0.56m Radius of wheel = r = 28 cm = 0.28m Circumference = 2* *r = 2*(22/7)*0.28= 1.76m

For calculations the bicycle was tested at a speed of 18 km/h or 5 m\s Mass of Electric Bicycle = 25 kg * Mass of Rider = 75 kg * Combined Mass = 100 kg * *=approx

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Kinetic energy Calculations

Formulas Used Net K.E. = 0.5* M * v2 + 0.5 * I * I = m * r2 = v/r

2

Here M = 100 kg m = 1.25 kg * 2 = 2.5 kg v = 5m\s I = m * r2 = 2.5 * (0.28)2 = 0.196 kg msq = 5 /0.28 = 17.90 / s Hence Net Kinetic Energy = 0.5 100 (25) + 0.5 (0.196) (17.90) = 1250 + 1.72 ( negligible) = 1250 J

Our Studies verify that on an average 40% of this energy is wasted as heat generated on brake pads due to friction and is a direct loss. Energy wasted = 1250 * 0.40 = 600 J which is a considerably large amount

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Now with Regenerative Braking

Dynamo Voltage = 12V Efficiency = = 7 5% = current produced Power dissipated = Heat / time = 600/5 = 120 W

120 =

V * A/

Thus, Possible power Reutilization = 120* = 1 200.75 = 90 W

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RESULT

Retardation Rates Using friction braking = 1m/s(sq) Regenerative braking = 0.5m/s(sq) Combined Braking = 1.6m/s(sq) Energy Energy wasted in friction braking= 120 W Possible power Reutilization = 90 W Performance Top Speed Attained in Assistance with Motor = 25 kmph Range of bicycle = 10 12 kms

Braking Distance

12.5m 50.0m 7.5m

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CONCLUSION
The overall goal was to design the Regenerative Braking System while keeping the engineering, producer and customer models in check. The reason why this feature was used more than all of the other features are because the other features would not have as much effect on the complete system. By changing the size and desirable price, weight and capacity can be realized. We used a survey to find out how the price, weight and capacity were scaled. Much was learned on how to and not to conduct a survey. A preliminary survey should have been conducted to determine a realistic value of variables. Also many of choices were not close enough together to get a reasonable cut off value. Therefore the data that was produced using conjoint analysis was most likely not as accurate as it could have been. Future work would consist of a redesign of this model to see exactly how much data we may be missing with the assumption that we made with low price, weight and capacity. Despite all the assumptions, we still have realized that this product can be very marketable and that the demand is extremely large which means this is a viable design that will yield a high return on an investment.

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FUTURE IMPROVEMENTS, VARIATIONS AND POSSIBILITIES It's the batteries, This bike is great fun right now but I can see a lot of room for improvement. Ah, batteries, ever the Achilles' heel of the electric vehicle. Oh how I hate lead acid batteries but - still stuck with them. NiMH, Lithium Ion, or Nickel Zinc batteries would improve the juice-toweight ratio enormously, and would probably double the range, which is the single least satisfactory thing about this and all electric bikes. The batteries now weigh over 25 pounds and are the heaviest single component. There are some reasons for hope. The increasing numbers of hybrid cars are generally using NiMH batteries which should trickle down eventually and be very suitable for electric bikes. Other battery chemistries as well have made it to market, though success always seems elusive. The biggest promise right now is that GM and Toyota are really pushing to put lithium batteries in the next generations of hybrid cars and plug-in hybrids. GM's Chevy Volt, due out by 2010, will only work if they succeed in mass producing lithium ions, and getting the cost down. It's kind of a chicken and egg problem: huge mass production will bring the cost down, but until they're cheaper, there isn't enough demand to mass produce them. The soaring price of motor fuels and the resulting demand for more and better hybrid cars is probably what will convince manufacturers to bite the bullet and build the factories. The promise of lithium ion. Certainly the lithium battery has the greatest potential of all the next-generation chemistries. It has the most energy per pound and is well proven in smaller applications like cell phones and laptops. A practical battery with this capacity would almost instantly put battery vehicles on a competitive footing with gasoline powered ones. Current conventional lithium ions have a serious weakness - they die completely after about 2 to 3 years, no matter what. But again, if GM and Toyota succeed in getting lithium batteries into hybrids, as they say they will within the next two years, it will mean that they have largely eliminated or minimized these drawbacks. Progress with this battery seems to be steady. They are now being used in some cordless power tools, which use bigger cell sizes and draw heavier loads than electronic devices. They don't use any heavy metals. There are a number of new types of lithium cells that don't burst into flames when overheated or pierced. A123 has some of the most successful new cells, and Toshiba has even demonstrated cells that can be recharged almost fully in just a few minutes. Chinese cells are now on the market especially for bicycles called

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LiFePo4. These cells are available in a battery pack for small electric vehicles called the Eonyx, as well as from other packagers. They are still something of an unknown quantity. Once these get into more people's hands, we will be able to get a reading on their longevity and performance. Right now they are still about ten or fifteen times as expensive as lead acid batteries. Well, what about fuel cells? Of course the concept and demonstrations of this stillexperimental technology is very compelling, but there has been so much hype on the subject that it is still hard to say if this is all just incredibly successful marketing spin by the FC developers. I also think that in the early 2000's there was an element of clever subterfuge by the auto industry to take the heat off the fact that average fuel economy in this country was decreasing due to ever more popular and larger SUVs. It is so much easier and cheaper for an auto company like GM to run a relatively small early research project on fuel cells, than it is to do serious engineering on real live production-ready hybrid development. Even in 2006 there are still basically no economically practical fuel cells in actual use and even their promoters say that any commercially viable model is at least 5 years off and maybe 10. It is the running joke that the day of widespread fuel cells and the hydrogen economy always seems to be 20 years off - no matter when the question is asked. And then, where do we get all the hydrogen? Seems to me hydrogen is and will remain way more expensive than any petro fuel and I have never seen any realistic ideas to overcome this problem. And we store it in 10,000 psi cylinders in the trunk? Uh, OK . . . Believe me I would love to be proved wrong and initially was excited about this technology like everyone else, but increasingly I am thinking the emperor has no clothes. Maybe a loincloth. Motors can still be perfected right? Well, yes and no. is starting to look like a dinosaur, it could stand to lose some weight. The power is actually about right for a bicycle but just look at it, it's too big and heavy. There are tons of little scooters out there and it would be possible to get a 500 watt or 750 watt scooter motor, which is would undoubtedly work well. Currently (July 2009) I see that a 24V Currie 600 watt motor is available for around $130. It is compact and powerful. The MAC 600W motor might be a better choice but is $279. Try evdeals.com for an updated motor availability. I would love to get a Lemco pancake motor, www.lemcoltd.com -

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they are light, powerful, and efficient but expensive. This company is now making even smaller motors that would be perfect for high-powered bikes but $800 for a motor is a bit much. And of course my whole motorization scheme, with the belt and chain, is not terribly clean or elegant. I personally think the "hub motor" is the obvious solution for electric bikes, as used on Lee Iacocca's E-bike and the Wavecrest (which seems to have died and resurrected as the E+) and others. Heinzmann of Germany seems to still be making a variety of hub motors, as are other companies. Try Heinzmann's site www.estelle.de for some pretty interesting ideas - I guess they are now selling bikes, complete kits, motors, batteries and controllers. However, at this point they are still only about 300 watts = 1/3 HP which is about 1/3 of what they ought to be. Also, Heinzmann motors tend to be a little noisy and expensive.A hub wheel motor replaces the normal wheel hub and obviously needs no other transmission, chain, or belt which is a huge simplification - although of course this can also be a slight drawback in that the gear ratio can't be changed. A very popular and reasonably priced hub motor made in China seems to be the Crystalyte, though I haven't used one myself. There is a similar system sold byWilderness Energy. These are sold in kits where the hub motor is basically spoked to a bike wheel rim of your choice and you just replace your old wheel with the motorized one. They tend to go on the front wheel but can also be installed at the rear. The kits include a pretty slick speed controller, throttle, and brake-switches to cut the power. Often batteries are a separate purchase. The hubs themselves are made in various voltages, powers, and rotational speeds to match various wheel sizes and top speed requirements. This seems to be a decent site with links to dealers in the US and Canada www.evsolutions.net. The gearing, for my use, could certainly benefit from a nice simple transmission. One speed for the hill and the other for the flat. Electric motors have such great torque throughout the RPM range that more than two speeds just isn't necessary unless the motor is severely underpowered. The obvious thing to me would be a hub motor with two or three speeds built in. I have never seen such a beast.

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I think with better batteries and motor, this bike could easily weigh 25 pounds less or have twice the range, maybe both. The frame and wheels are no lightweights either, at 36 pounds. That's a good 10 pounds more than my new mountain bike, and it's got a suspension fork. So in short with modern components this type of bike could easily weigh less than 50 lbs. Performance would improve, it would be easier to pedal and you could even carry it on a car roof rack. How about a solar cell battery charger? They sell these to RV owners. Actually there's no reason why you couldn't throw a solar cell on your roof and charge the batteries all day. Imagine - this is real-world fully solar powered transportation, doable today. As further work on the existing bike, I would love to put a suspension fork on the front and maybe a suspension seat post. Lights would be nice. At this point this bike would be an amazing transportation unit by any standards, not just electric vehicles. Also, this starts to become a pretty intriguing possibility for a trail bike. I used to have dirt bikes but they are dirty and noisy and environmentally a big problem. A dirt bike is a blast but you're not exactly communing with nature. A completely silent electric trail bike would be much more like hiking aesthetically, and would open up long-range trails - can't wait to get some better batteries and go up to the mountains. I can also see going to a higher voltage system. 36 or even 48 volts would be a lot better and keep the current draw down. I started with a 12 V system for simplicity's sake but the power was low and the current draw was high. I won't go into the basics of electric power except to say that lower voltage is bad because it leads to higher current which creates more heat and requires a much bigger motor controller. Controllers are basically sold by amperage or current capacity, and high amperage controllers are much more expensive than lower amperage ones. The same controller can put out twice as much power at the same amperage level if the system voltage is doubled. I have even considered simply adding another battery on this bike and just over-volting the motor to 36 volts. The motor is probably able to take it (though I'm sure the manufacturer wouldn't recommend it) and my controller can easily be switched to 36 V. The bike would be heavier, faster, and have better range. It's just a trade off. Intriguing. (Note that most controllers have voltage limitations and must be altered or jumpered to make system voltage changes.)

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That's what's neat about electrics for the tinkerer - you can change motors, change batteries, change controllers, change gearing - it's all so easy and interchangeable compared to an internal combustion vehicle. Imagine a having an old Vespa scooter, and you think one day "Gee, wouldn't it be interesting to put a nice new Honda 200cc engine in that thing" - you'd have to be half nuts to even consider it. MISCELLANEOUS THOUGHTS Here in 2010, with the cost of gas now at 50 a litre, true pain is being felt by almost everyone at the fuel pumps, and by the sellers of old fashioned gas burning vehicles. Big cars and SUV's are sitting on dealers lots. There are 4 month waits . There is now tremendous pressure to come up with solutions. This should, finally, lead to some real improvements in pure electric transportation. I love the idea of electric vehicles but the practical electric car is still not quite a reality. The electric bike to me is now a real-world, affordable and practical solution. The limited range is not a big deal for errands around town and short commutes. Given that really nice batteries are going to be expensive for the foreseeable future, it makes so much more sense to use a couple of small ones on a bike than try to pay for 300 big ones for a car. Most people won't justify a limited range full-size electric car just for groceries and errands, but many people could throw an e-bike or two in their garage without thinking twice. Grown adults giggle when they ride my bike. It is very quiet - it's like some genie is pedaling for you. The silence is very important - it just completely changes the whole picture. You can actually hear things and stop and pull up onto the sidewalk and talk to your neighbors when you ride down the street. I have pulled up directly into my ATM booth and people hardly give me a second glance - not even thinkable on a motorcycle. Electrics are not intimidating like a motorcycle or even a scooter - to most people, they're just a bicycle you don't have to pedal. Theres no clutch, no gears to shift, no kickstarter. They aren't just environmentally friendly they're neighborhood and people friendly. I offer these design and component ideas to anyone who can make use of them and encourage anyone with a garage and some tools to make an electric bike or buy a kit or a ready-made. At

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LEGAL ISSUES OF ELECTRIC BICYCLES

At 20 Kph this bike is basically legal as an unregistered motorized bicycle I believe the Federal laws now allow up to a 750 watt motor, (1 horsepower = 746 watts.) Also, the Federal Law limits such bikes to 20 Kph. I fully expected the Feds to cripple these vehicles with a something like a 400 watt limit, but for once was pleasantly surprised - it's actually a rational and reasonable law and probably promotes good electric bikes rather than underpowered toys that no one will buy. Geared for 30 Kph this would technically have to be registered and insured as a motorized cycle or possibly as a full motorcycle. Not sure exactly what the difference is but I believe there is a technical distinction. However, used judiciously, most people are still going to assume that it's just a particularly fast bicycle, especially if it's being pedaled. Actually I have no problem with a legal limit of 20 Kph. Slow is not bad. The wind noise is less and you can actually hear the world. A bike limited to 20 with no registration and no insurance and no driver's license (and no noise and no vibration and no gasoline and no mechanics and no smog checks and no smog and no parking hassles and no car payments . . . ) Not a bad tradeoff, to put it mildly. I would not recommend riding on bike paths or foot trails. Most of these bar motorized vehicles of any kind, even if it's not posted. It is tempting since the bike is silent and by pedaling, most people will not even notice that you've got a motor. I think speed is the key. If I must ride on a bike path, I use the pedals and just don't go any faster than a gently pedaled bicycle. It is hard to argue with that, and no one ever has. I think eventually there will be a lot more electric bicycles and other small powered vehicles and it will probably become a problem competing with pedestrians, roller bladers, etc. The advent of affordable lithium batteries will mean that electric vehicles of all kinds will be become radically better, and immensely popular. It's just inevitable. There's already enough friction between these groups on crowded paths and trails. This is another reason why keeping maximum speeds under 20 Kph is probably a good idea.

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References

www.brakesystem.htm www.brakes&braking.com www.howstuffworks.com www.cardesignonline.com www.designof rbs.com www.brakes_howbrakeswork.htm www.machinenews.com