Documentation of Research

for a Hybrid Electric

Bicycle

Inter-professional Project 315

Spring 2003

Written by:
Leo Carrera, Seung Il Choi, George Derrick, Shaun Diggs, Darius
Dubanski, Waqas Jamal, Kitae Kim, Kylie Klint, Jeongwoo Lee, Leonard
Nelson, Michael George, Sungwoo Min, and Ryan S Lim.
IPRO 315 – HYBRID ELECTRIC BICYCLE 2

Table of Contents

Subject Page

Introduction to IPRO 315 3

Hybrid Drive Train Configurations X

Chain Drive vs. Shaft Drive X

Permanent Magnet Motors vs. No Magnets X

Variable air gaps within a motor X

Power Splitter X

Regenerative Braking X

Controllers X

Batteries X

Concluding Results X
IPRO 315 – HYBRID ELECTRIC BICYCLE 3

Introduction to IPRO 315

Kylie R. KLINT

Abstract — Inter-professional Project 315 (IPRO 315) is a group of students set up to research
and design a hybrid electric bicycle. With a wide variety of students, all coming from
different areas of studies, everyone is able to bring good ideas to the drafting table. In this
publication, many different concepts will be explored regarding the actual design of the
bicycle, the different types of motors, various batteries, regenerative braking, and methods
for controlling the complete apparatus. Conclusions were drawn from each theory investigated
determining whether they should be implemented in a prototype or set aside for a different
design.

M
UCH discussion was given to how far back this IRPO should start, meaning shall IPRO
315 design an entirely new bicycle, or shall a bicycle frame, already built, be used
and the necessary components added to it? To decide upon this, two different
mechanical designs, parallel and serial, will be explored as well as different types
of drive shafts. Various drive shafts ultimately determine the overall mechanical
efficiency of the bicycle. If a chain drive is used, then assorted gearing styles also
affect the mechanical efficiency and in turn influence the motor.
There are many, many motors on the market today, but a select few fit this
application. A motor can be purchased in a motor/generator set or the motor and
generator separately. In order to establish a type of motor, research must be done to
decide upon the generation system.
Ranges of diverse batteries also carry some advantages and disadvantages. By using
resources available to us on the IIT campus, IPRO 315 shall settle on which type of
battery is the most excellent battery for this application considering size, weight,
current output, and discharge time. Again, investigating the knowledge held within
these school walls, a controller shall be designed for IPRO 315 specifications and
implemented in a prototype managing both the motor and generator.
As a starting point for the IRPO 315 research, the different designs of both hybrid
electric bicycles and electric bicycles on the market today will be examined and
scrutinized. Out of convenience, the World Wide Web is the most accessible form of
records when mining for information. It is important to note not all statements or
descriptions are completely accurate, no matter what form it may be in. Considering
this, all records and statistics researched shall be reflected on with a bit of common
sense and logic. Conclusions shall be drawn listing advantages and disadvantages, in
due course, supplying IPRO 315 with blueprint ideas and concepts.

 Hybrid Drive Train Configurations

Parallel vs. Series
IPRO 315 – HYBRID ELECTRIC BICYCLE 4

Ryan S. LIM, Sungwoo MIN, Jeongwoo LEE

Abstract — Hybrid electric drive trains have been developed recently and they are slowly
changing the automotive industry. There are two main categories of hybrid drive trains,
parallel and series configurations. They both have unique advantages and can produce nearly
the same results. This section illustrates the characteristics of the two hybrid drive train
configurations and their feasibilities for the ‘IPRO 315 – Hybrid Electric Bicycle Project’.
After carefully examining the two alternatives, the parallel hybrid drive train configuration
was selected for the project since it requires less payload space and its complexity would
provide the team members wider areas of subjects to learn.

I. IINTRODUCTION
T has been shown that hybrid electric drive train configurations can greatly reduce
the workload of the conventional internal combustion engines, thus improving the fuel
efficiency and the emission characteristics of an automobile. Same ideas can be
applied to a bicycle by substituting the cyclist in the place of the hybrid electric
vehicle’s internal combustion engine. In this section, the two main hybrid electric
drive train configurations, parallel and series configurations will be investigated.
It will also include the down-selection of one hybrid electric configuration for the
‘IPRO 315 – Hybrid Electric Bicycle Project’.

II. BACKGROUND
Even though defining what a hybrid drive train configuration is can lead to endless
debates, there are generally two main categories of hybrid electric drive train
configurations, parallel and series configurations. A parallel hybrid electric
configuration consists of a conventional and a battery-electric drive train (electric
motor), which are coupled at the level of the transmission or at the wheels. Vehicles
with a parallel hybrid electric drive train are generally able to run either in an ICE
(Internal Combustion Engine) mode, a hybrid mode, or in a pure-electric mode with the
engine switched off depending on the driving conditions. During ICE-driving the
electric drive train provides the option for regenerative braking. During hybrid
driving, the IC engine can also charge the battery. The electric mode is generally
used for city driving. This avoids cold start emissions taking place in urban areas
and avoids the use of the ICE in unfavorable areas of its engine map. In rural and
highway driving the ICE runs nearer to its optimal point yielding acceptable fuel
consumption and emissions. In a series hybrid electric configuration, the electric
motor that drives the wheels derives its electricity from either a battery or an
engine-generator set or from both simultaneously. The engine-generator set generally
supplies the average demanded power, while an energy storage device (mostly a battery
but also super-capacitors or electromechanical flywheels are applied) supplies peak
power. Under low load conditions and during regenerative braking the battery is
recharged. In general series-hybrids are charge sustaining and do not require
charging from the grid. Parallel and series hybrid electric drive train
configurations are different ways of achieving nearly the same ends. When compared to
a series hybrid, the parallel has some shortcomings because it is more complicated and
needs more computer power to manage the energy flow. But the parallel could be more
efficient on the highway and will not take up as much vehicle space as the series
drive train would. Schematic representations of the two hybrid electric drive train
configurations are shown in the appendix.

IPRO 315 – HYBRID ELECTRIC BICYCLE 5

III. RESULTS
Even though both the parallel and the series hybrid electric drive train can be
installed on a bicycle and produce nearly the same results, the parallel configuration
was chosen for the ‘IPRO 315 – Hybrid Electric Bicycle Project’ for various reasons.
First, a parallel hybrid configuration does not require as much space as a series
configuration would. Since all the driving power come from either a battery or a
generator in a series configuration, more than one motor or battery might be needed to
produce desired power output for a series configuration, thus requiring more payload
space. A bicycle is a relatively simple structure and does not have much space when
compared to an automobile, thus minimizing the space requirements for the equipments
is very crucial for the project. Also there is a major shortcoming with a series
configuration. What if the battery dies? In such cases, the cyclist would have to
pedal to generate electricity but it would be hard to generate enough electricity for
operation without actually charging the battery. Lastly, even though parallel
configuration is more complicated and needs more computer power to manage the energy
flow, it was chosen because it would provide team members wider areas of subjects to
learn. Keeping in mind the goal of the project, that is to learn and experience
innovative ideas, a parallel configuration was determined to be better suited for the
project.

IV. CONCLUSION
After carefully examining the two alternatives, the parallel and series hybrid drive
train, the parallel hybrid drive train was selected for the ‘IPRO 315 – Hybrid
Electric Bicycle Project’. Less payload space requirement and wider areas of subjects
to learn that the parallel system provides were the key reasons of choosing the
parallel hybrid drive train. The IRPO team members will install a parallel hybrid
drive train on a bike and learn various innovative ideas while building the hybrid
electric bicycle. If time and budget permit, a series hybrid drive train will also be
installed on a bike and various characteristics of the two drive train alternatives
will be compared.

APPENDIX
IPRO 315 – HYBRID ELECTRIC BICYCLE 6

Figure 1 – Schematic representation of parallel hybrid electric drive train

Engine Generator Controller Motor Wheel

Battery

Figure 2 – Schematic representation of series hybrid electric drive train

REFERENCES

[1] "Prius – New Car Features", Toyota Motor Corporation, May 2000.
[2] "Hybrid Electric Vehicles", http://www.ott.doe.gov/hev/
[3] "Series vs. Parallel: The jury’s still out on tomorrow’s HEVs", http://www.uscar.org/techno/svsp.htm
[4] "Optimal Design of Hybrid Electric-Human Powered Lightweight Transportation",
http://www.webs1.uidaho.edu/niatt/research/UTC_projects/year2/klk320.htm
[5] "A Student’s Guide to Alternate Fuel Vehicles", http://www.energyquest.ca.gov/transportation/index.html


IPRO 315 – HYBRID ELECTRIC BICYCLE 7
Ryan S. LIM, Sungwoo MIN, Jeongwoo LEE
Chain Drive vs. Shaft Drive
Abstract — The development of the chain drive helped make the bicycle that we know today
possible. More recently, bicycles with a shaft drive have been developed and it is slowly
changing the bike industry. They both have unique advantages and can produce nearly the same
efficiency. This section illustrates the characteristics of the two alternate drive mechanisms,
chain drive and shaft drive, and their feasibilities for the ‘IPRO 315 – Hybrid Electric
Bicycle Project’. After carefully examining the two alternatives, the conventional chain drive
was selected for the project since its cost and flexibility were determined to be better suited
for the project.

I. TINTRODUCTION
HE development of the chain drive helped make the bicycle that we know today
possible. The chain drive eliminated the need to have the cyclist directly above the
wheel. Instead the cyclist could be positioned between the two wheels for better
balance. More recently, bicycles with a shaft drive have been developed and it is
slowly changing the bike industry. In this section, both the chain drive and the
shaft drive will be investigated. It will also include the down-selection of one drive
mechanism for the ‘IPRO 315 – Hybrid Electric Bicycle Project’.

II. BACKGROUND
Leonardo Da Vinci is credited with developing the idea of the chain and cog in the
15th century. [1] However, it took nearly 400 years for the idea to become a practical
aspect of bicycle design. For a chain drive to be effective it needs to transmit
power efficiently from the rider’s legs to the back wheel. It also must be designed
so that pedaling resistance is within a comfortable range for the cyclist. The
development of stronger materials and other technological and engineering advances
made this possible. By the 1880s, the chain drive was commonplace.
The shaft drive has been developed more recently and only few companies are
manufacturing those types. The shaft drive uses a shaft instead of a chain to
transmit power from the rider’s legs to the wheels. Typically gears are sealed inside
a housing that are attached to the main shaft. The number of the shaft drive
manufacturers is increasing and public interests are growing as well. It is slowly
changing the bike industry. Pictures of a typical shaft drive and a typical shaft
driven bicycle, which are currently being sold in the market, are enclosed in the
appendix.
A chain or shaft drive alone (without gears) is effective on flat surfaces and going
downhill. However, when it comes to headwinds, hill climbing, and even starting on a
bicycle without gears, the cyclist has to stand on his pedals and strain while
pedaling at a very low rate. Gears allow the cyclist to pedal at a comfortable and
efficient rate while traveling either uphill or downhill or with a headwind or a
tailwind. On the old high-wheelers, the pedals were attached directly to the wheel.
One turn of the pedals equaled one turn of the wheel. Gears allow the cyclist to
change that ratio. For steep hills, the cyclist would choose a gear that turns the
pedals many times to turn the wheel just once. On flats or downhill’s, the cyclist
might choose a gear that turns the wheel many times for each turn of the pedals.

III. RESULTS
Both the chain drive and the shaft drive have their own advantages and they produce
similar performance efficiencies at about 95%. It seems that shaft drive has more
advantages than the chain drive. The shaft drive is safer and simple. It eliminates
the danger of chain slap while riding over terrain. It is cleaner and the rider does
not have to deal with the greasy chain anymore. Also it is more durable and requires
low maintenance since all transmission parts are enclosed. Even though the shaft
drive seems to be a promising choice for the project, the conventional chain drive was
chosen for the ‘IPRO 315 – Hybrid Electric Bicycle Project’ for various reasons. The
IPRO 315 – HYBRID ELECTRIC BICYCLE 8
chain drive is more flexible and it can absorb more shocks since it can stretch. Also
it has more rooms for various gears and as mentioned in the background part of this
report, having various gear ratios is crucial for a smooth comfort ride. In addition,
it is cheaper than the shaft drive. With the limited budget for the project, reducing
the cost was one of the most importance factors in making decisions. Another
important reason for choosing the chain drive was due to the fact that the shaft drive
mechanism typically cannot be installed on an existing normal bicycle. In order to
use a shaft drive, one would typically have to build a whole bike from scratch.
Keeping in mind that the bicycle for the project would most likely be donated, the
chain drive was chosen to be better suited for the project.

IV. CONCLUSION
After carefully examining the two alternatives, the chain and shaft drive, the chain
drive was selected for the ‘IPRO 315 – Hybrid Electric Bicycle Project’. Less cost,
more flexibility, and easy modifications were the key reasons of choosing the chain
drive. The IRPO team members will use the existing chain drive on a conventional
bike. Various gear ratios will be tested under various biking conditions and any
necessary modifications on the drive mechanism will be made to achieve the optimal
efficiency.

APPENDIX

Figure 1 – Example of a typical shaft drive

IPRO 315 – HYBRID ELECTRIC BICYCLE 9

Figure 2 – Bicycle with a shaft drive

REFERENCES

[6] Sigvard Strandh, "Machines, illustrated history", Draeger editor, 1979, pp. 219.
[7] "Amis Chainless Shaft Drive Bicycles & Trikke", http://www.chainless.com/
[8] "Zero Shaft drive cycles", http://www.ethicalwebsites.co.uk/zero/faq.php?back=index.php
[9] "Bicycle History", http://members.aol.com/bicyclemus/bike_museum/PHbikbio.htm

Permanent Magnet Motors

Waqas Bin JAMAL

Abstract- Permanent magnet motors are well fit for use where response time is a factor. Their
speed characteristics are similar to those of shunt wound motors. Built with a conventional
armature, they use permanent magnets rather than windings in the field section. DC power is
supplied only to the armature. Since the field is constant at all times, the performance curve
is linear, and current draw varies linearly with torque. They are not expensive to operate
since they require no field supply. The magnets, however, loose their magnetic properties over
time, and this effects less than rated torque production. Some motors have windings built into
the field magnets that re-magnetize the cores and prevent this from happening. DC permanent
magnet motors produce high torque at low speed, and are self-braking upon disconnection of
electrical power. Permanent magnet motors cannot endure continuous operation because they
overheat rapidly, destroying the permanent magnets.

I.INTRODUCTION


IPRO 315 – HYBRID ELECTRIC BICYCLE 10

Electronic motion control became popular in industry in the 1970s when machine tool
companies started converting their products from hydraulic to electric control.
Embedded processors were just becoming practical in commercial applications. Digital
control was in its infancy and the controllers of that day were barely able to keep up
with the job. In fact, the processors were nearly consumed just generating the cycle-
by-cycle position commands and monitoring the machine I/O. For the most part, the
control loops were closed in analog circuitry. The motor of choice was the permanent
magnet (PM) DC brush motor, primarily because those motors are easy to control.

II.BACKGROUND

Permanent Magnet Motor Construction

HNICALINFATION
The DC brush type are most commonly found in low-end to mid-range CNC machinery. The
“brush” refers to brushes that pass electric current to the rotor of the rotating core
of the motor. The construction consists of a magnet stator outside and a coil rotor
inside. A brush DC motor has more than one coil. Each coil is angularly displaced from
one another so when the torque from one coil has dropped off, current is automatically
switched to another coil which is properly located to produce maximum torque. The
switching is accomplished mechanically by the brushes and a commutator as shown below.

All motors generate torque through the interaction of two magnetic forces: the field
and the armature. In PM motors, the magnets generate the field so the controlling
electronics (the “drive”) need only regulate the electro-magnetic field in the
armature by regulating armature current. If everything in a motor is lined up right,
putting current in the armature makes torque. The problem with electric motors is that
once the motor starts to turn, everything isn’t lined up right anymore. After the
motor moves, you have to change the current in the armature. Moving the current as the
motor rotates is called “commutation.” The reason brush motors are easy to control is
that commutation is mechanical. As the motor rotates, brushes slide along a commutator
bar connecting in different sets of armature windings at different motor positions.
IPRO 315 – HYBRID ELECTRIC BICYCLE 11

III.COMPARISON BETWEEN BRUSHLESS AND BRUSH MOTORS

Brushless motors require more power devices and more wiring. Brush-motor systems
enjoy a cost advantage, especially in the lower power ratings where the cost of
control is a larger portion of the system cost. Sometimes brushless motors do not
produce torque as smoothly as do brush motors, mainly because the offset error common
in current sensors causes torque ripple in brushless motors, but not in brush motors.
Still, the advantages of brushless motors often win out as the cost of controls
continues to fall. Table 1 provides a brief comparison of the two motor types.

Advantages of brush motors Advantages of brushless motors

Simple Drive Electronics. Reduced maintenance; improved reliability.

No position sensor required by drive. Elimination of arcing.
Offset in current sensor does not cause Smaller motor due to easier heat removal and
torque ripple. elimination of commutation bar.
Lower cost, especially in low-power
applications. Smaller rotor inertia.
Elimination of brush noise, brush friction
and no carbon debris.
Table 1,Comparison between brush and brushless motor

IV.RESULTS
IPRO 315 – HYBRID ELECTRIC BICYCLE 12

The simplicity of controlling brush motors is offset by a number of problems, almost

all of which result from the brushes. The brushes arc under heavy current load,
sometimes generating severe electrical noise. The brushes wear and must be replaced
regularly and are cast of carbon dust. The rotors of brush motors are large for two
reasons. First, the rotor is constructed with high-inertia material: copper wire is
wound around a steel core. Second, the motor length is extended to allow room for the
commutator assembly. The result is a heavy rotor, ill designed for moving the light
inertias common in servo applications. Finally, because the windings are rotating
inside the stator, it’s difficult to remove heat. This usually forces the rotor to be
enlarged further to make room for gauge larger wire, which generates less heat.

Applications

Robotics and factory automation

• Pick-and-place robots
• Positioning tables
• Welding wire feeders
• Automatic guided vehicles
• Bar-coding equipment

Computer and office equipment

• Copier and microfilm machines
• Printers / plotters
• Tape drives

Industrial equipment
• Automatic door actuators
• Material handling equipment
• Packaging, marking and sorting equipment
• Machine tools
• Web drives
• Gimbal controlled cameras for security systems
• Antenna drives

Medical equipment
• Electric wheelchairs and scooters
• Bio-analytical equipment
• Medical pumps
• Centrifuges
Technical Information

Table 2 provides some technical specifications of various kinds of Permanent Magnet

motors.

Power J (Kg- Performance Weight

Type d.c. (A) Nominal torque (Nm) (rpm) Armature (V) FF
(Kw) m2) (%) (Kg)
0,33-10-
3412/24 0,12 1,2 0,48 2400 170 3 60 1,05 3,6

0,36-10-
3418/24 0,18 1,6 0,73 2400 170 3 67 1,05 3,8

0,52-10-
3425/24 0,25 2,1 1,00 2400 170 3 70 1,05 4,2
IPRO 315 – HYBRID ELECTRIC BICYCLE 13
-
0,64-10
4610/24 0,18 1,5 0,73 2400 170 3 70 1,3 7,0

1,20-10-
4622/24 0,25 1,9 1,0 2400 170 3 78 1,05 8,0

1,60-10-
4630/24 0,37 2,7 1,5 2400 170 3 80 1,05 9,5

2,30-10-
4640/24 0,55 3,8 2,3 2400 170 3 85 1,05 11,5

3,20-10-
4660/24 0,75 5,0 3,0 2400 170 3 87 1,05 15,0

4,00-10-
4680/24 1,1 7,4 4,5 2400 170 3 88 1,05 18,0

9,00-10-
6638/24 1,5 9,8 6,1 2400 170 3 89 1,05 23,0

12,00-
6657/24 2,2 14,5 8,9 2400 170 89 1,05 31,0
10-3
16,0-10-
6681/24 3 19,8 12,1 2400 170 3 89 1,05 37,0

Table 2,Technical Specifications

REFERENCES

[10] Amitava Basak, “Permanent Magnet DC Linear Motors,” Oxford University Press, February 1996
[11] Jacek F. Gieras, Mitchell Wing, “Linear Synchronous Motors: Transportation and Automation Systems,” CRC
Press, January 2000
[12] Jacek F. Gieras, Mitchell Wing, “Permanent Magnet Motor Technology: Design and Applications,” Marcel
Dekker, January 1997
[13]http://www.miprosyn.com/htmluk/magneti.htm
IPRO 315 – HYBRID ELECTRIC BICYCLE 14

Brushless DC Motors

Leo CARRERA

Abstract - Brushless motors provide less maintenance, long life, low EMI, and quiet operation.
They produce more output power per frame size than PM or shunt wound motors and gear motors.
Low rotor inertia improves acceleration and deceleration times while shortening operating
cycles and their linear speed/torque characteristics produce predictable speed regulation. With
brushless motors, brush inspection is eliminated making them ideal for limited access areas and
applications where servicing is difficult. Low voltage models are ideal for battery operation,
portable equipment, or medical applications where shock hazards cannot be tolerated.

V.INTRODUCTION

Brushless Operation Efficiency and Heat Dissipation

Rotor motion is started by generating a revolving magnetic field in the stator

windings, which interact with permanent magnet fields in the rotor. The revolving


IPRO 315 – HYBRID ELECTRIC BICYCLE 15
field is created by sequentially energizing the winding phase pairs. The winding phase
pairs are energized with current flow in a set sequence to produce the desired
direction of rotation. At any instant, two of the three phases are energized while the
third phase is off. Energizing two phases simultaneously combines the torque output of
both phases and increases overall torque output. Motor power leads are equipped with
quick disconnect terminals or terminal blocks for easy control board connection.
A conventional brushless motor has the windings attached to the case and the magnets
attached to the rotating part. Brushless motors work by electronically switching the
motor current on and off in the different windings so there is no commutator and no
brushes to bounce and loose efficiency. This is why brushless motors need special
controllers.
Because the coils are in contact with the case they can get rid of the waste heat
better. This allows the brushless motor to use more power and run faster. The
brushless motor is both more efficient and able to work efficiently over a greater
range of cells and currents.
The two main sub-divisions of brushless motors refer to how the current through the
windings is sensed and controlled. The original motors had small sensors inside to
sense the position and movement of the armature and allow the electronics to control
the current to the windings. These have typically 3 main heavy duty wires which carry
the drive current and additionally a set of small wires (often 5 or 6) connected to
the internal sensors. They generally work only with specific controllers from the same
manufacturer.
Advances in electronics now allow the current to be controlled without the need for
these sensors, which are relatively fragile and take up space which could otherwise be
used for magnets or windings. It is common now to hear that this newer type of motor
are "sensor less". This technology allows to select the controller and motor
separately again. There used to be a considerable cost to this. The sensor less
controllers were VERY expensive but the latest improvements in software and
electronics have made them a lot more affordable. Almost all the current production
brushless motors are sensorless. In fact a sensor less controller can also be used
with a conventional brushless motor (you just don't connect the sensor harness).
The latest type of brushless motor available is the so-called "out runner". At first
sight these are rather odd. They are arranged the same way round as a brushed motor
with the coils in the center and the magnets on the can. But...it is the CAN which
rotates NOT the center armature. This means they are a bit tricky to mount since you
obviously can't just clamp them down but it does have one BIG advantage. These motors
generate much more torque than a conventional arrangement. In practice what this means
is that they will turn a much larger and more efficient load without needing a
gearbox. Gearboxes of course add complexity, cost and weight so that's a real
advantage.
As far as the motor designations go there are no standards for brushless motors.
Each of the manufacturers has their own style. It is needed either to be able to read
and understand motor constants or, better yet, to ask the manufacturer/seller when
purchasing a motor.

VI.BACKGROUND
Brushless Advantages

Brushless motors provide less maintenance, long life, low EMI, and quiet operation.
They produce more output power per frame size than PM or shunt wound motors and gear
motors. Low rotor inertia improves acceleration and deceleration times while
shortening operating cycles and their linear speed/torque characteristics produce
predictable speed regulation. With brushless motors, brush inspection is eliminated
making them ideal for limited access areas and applications where servicing is
difficult. Low voltage models are ideal for battery operation, portable equipment, or
medical applications where shock hazards cannot be tolerated.
IPRO 315 – HYBRID ELECTRIC BICYCLE 16

Brushless Construction

Often brushless motors have a three-phase four-pole configuration. Internally, the

motor features a wound stator (stationary outer member) and a permanent magnet rotor.
Having the winding in the outer member helps dissipate winding heat efficiently.
Stator windings are connected in a conventional three-phase wye configuration. The
rotor consists of a shaft and a core with rare earth permanent magnets its
circumference providing inherent low inertia

Factors Affecting Motor Life

The primary failure mode for brushless motors is bearing failure.

Temperature is also a factor that limits the life of any motor. Heat is generated in
the motor windings and must be dissipated primarily through the motor casing.
The motor’s ability to perform is directly related to the difference between ambient
temperature and the maximum permissible rotor temperature, as well as the duty cycle.
Winding resistance rises and magnetic forces decrease as temperature rises. This
results in decreased performance. These factors must be considered when operating at
high continuous loads. Measures such as forced air-cooling and heat sinking can
significantly lower motor operating temperatures.

Technical Information

REFERENCES

[14]S. J. Chapman, "Electric Machinery and Power Systems Fundamentals," New York: McGraw Hill 2002.
[15] F. Munesh, "Electric Motors," Boston Publishers, 5th Edition 1976.
[16]Brushless motors operation, Internet Resource
IPRO 315 – HYBRID ELECTRIC BICYCLE 17
[17]AC Motors, Internet Resource.

Planetary Gear Train

Ryan S. LIM, Sungwoo MIN, Jeongwoo LEE

Abstract — The development of Hybrid Electric Vehicle (HEV) has been needed a new type of gear
train for power train rather than conventional gear trains. The new type of gear train is the
planetary gear train. In the automobile industry, planetary gear train has been being used in
power train between an internal combustion engine and an electric motor. This section describes
the principle of planetary gear train and its possibilities of application for the ‘IPRO 315 –
Hybrid Electric Bicycle Project’. In order to control

I. TINTRODUCTION
HE conventional gear trains are all one-degree-of-freedom (1-DOF) devices. Another
class of gear train, the planetary train, has wide applications. This is a 2-DOF
device. Two inputs are needed to obtain a predictable output. In some cases, such as

IPRO 315 – HYBRID ELECTRIC BICYCLE 18
the automotive differential, one input is provided (the drive shaft) and two
frictionally coupled outputs are obtained (the two driving wheels). In this paper, the
principle of planetary gear train will be described and the possibilities of
application for the ‘IPRO 315 – Hybrid Electric Bicycle Project’ will be discussed.

II. BACKGROUND
Planetary gear trains have several advantages over conventional trains, among which
are higher train ratios obtainable in smaller packages, reversion by default, and
simultaneous, concentric, bi-directional outputs available from a single
unidirectional input. These features make planetary trains popular as automatic
transmissions in automobiles and trucks, etc.
Figure 1, in the Appendix, shows the gear set free to rotate as an arm that connects
the two gears. The system DOF of this gear set is 2. This has become a planetary gear
train with a sun gear and a planet gear orbiting around the sun, held in orbit by the
arm. Two inputs are required. Typically, the arm and the sun gear will each be driven
in some direction at some velocities.
In this configuration, if a ring gear is added as shown in Figure 1, the planetary
gear train becomes more useful. This ring gear meshes with the planet and pivots
concentric with the pinion, so it can be easily tapped as the output member. Most
planetary trains will be arranged with ring gears to bring the planetary motion back
to a grounded pivot.

III. RESULTS
In the HEV system, this planetary gear train has been used for power train between
an internal combustion engine and an electric motor. The power controller in the HEV
could select the gear for power input from an internal combustion engine and an
electric motor. It could be either the ring gear or the arm, and it could both.
In a normal bicycle, the conventional power source is pedaling. Thus, in the Hybrid
Electric Bicycle, the pedaling by a rider could be the internal combustion engine in
the HEV. Similarly, the planetary gear set may control the power from the pedaling and
electric motor by either automatically or manually.
However, bicycles have chains, front sprocket, and rear gear sets, so it is
difficult to mount the planetary gear train among them. In addition, in order to use
planetary gear train, all those components should be connected together, because both
the pedaling and the electric motor have to transmit the power to the planetary gear
train. Therefore, the system of Hybrid Electric Bicycle would be more complicated.
In Electric Bicycle market, hub motors have been used. The Hub motors are connected
to wheels directly and they transmit the power from the motor to the wheel directly.
Thus, if we use the hub motor, the configuration of power train would be simpler than
using the normal electric motor and planetary gear train.

IV. CONCLUSION
After considering the planetary gear train, if we use conventional power electric
motor on the bicycle, there are possibilities to apply it for the ‘IPRO 315 – Hybrid
Electric Bicycle Project’. However, it could make the power system of the bicycle more
complicated than using the hub motor. If we use the hub motor, the planetary gear
train is not needed any more, since the hub motor transmits power to wheels directly.
Therefore, the other type of system to control the power between the pedaling and the
electric motor is needed.
IPRO 315 – HYBRID ELECTRIC BICYCLE 19
APPENDIX

Figure 1 – Example of a planetary gear train

IPRO 315 – HYBRID ELECTRIC BICYCLE 20
Figure 2 – Example of the planetary gear train in HEV

REFERENCES

[18] Robert L. Norton, “Machine Design-An Integrated Approach” 2nd Ed. Prentice Hall, 200, pp. 703-704.
[19] Leone Martellucci, Chiara Boccaletti,Marco Santoro “A Power Train with Planetary Gear System: Advantages
and a Design Approach”, University of Rome I “La Sapienza”, Dresden University of Technology, pp. 119
[20] “Planetary Gear System”, http://www.sdsc.edu/tmf/Examples/Planetary/planetgear.html

Contrasting Hybrid Electric

Bicycles and Electric Bicycle
Michael GEORGE, Sam CHOI

Abstract— This report examines the difference between
Bicycles. The differences discussed focuses on the
necessary if an Electric Bicycle would be converted to a
of Electric and Hybrid bicycles are discussed. Then
implementing a Hybrid Bicycle are briefly summarized.
Hybrid Electric Bicycles and Electric
component differences that would be
Hybrid Electric Bicycle. The benefits
the benefits and possible methods of

I. INTRODUCTION

This report will focus the differences between an electric bicycle and a hybrid


IPRO 315 – HYBRID ELECTRIC BICYCLE 21
electric bicycle. It will emphasize what an electric bicycle is and the benefits from
using one. Then it will consider the benefits of a Hybrid Electric Bicycle and
additional features that are required to transform an electric bike into a hybrid.
Then considerations of energy conservation will be looked at and see if that
transformation is worthwhile. Ultimately, the question we will try to answer is
whether or not regenerative braking is an economically feasible technology to explore
on electric bicycles.

II. BACKGROUND
Electric Bicycle (e-bike):
How an e-bike works is by assisting your pedaling. Electric bikes are everyday
bicycles with a battery-powered electric motor attached. Although it is capable of
pushing you along without any pedaling, electric bikes perform noticeably better
augmented by pedaling. The average "couch potato" who normally rides at 10 mph can
ride at 15-20 mph using the same effort. He/she’s expected range can vary but
distances of 10 miles can be covered with an appropriate battery, with a recharge time
of several hours.
Power, when activated by a switch on the handlebar (power-on-demand) or in response
to your pedaling (ped-elec), gives you an immediate, nearly silent push. When you
release the switch (or stop pedaling), the motor coasts or "freewheels" - like when
you stop pedaling a regular bike. Just like a regular bike, e-bike is rounded out with
a gear and brake controls as well as the power on demand knob.
Power-on-demand means no pedaling required anytime at any time. Although all
electric (or "electric-assist") bikes are designed to work with your pedaling, power-
on-demand allows you to ride the bike without pedaling. Most systems offer a variable
speed control, although some are simply on. A "ped-elec" won't deliver motor power
unless it senses you are pedaling and it's "power output to pedal pressure" ratio is
usually adjustable.
When considering an E-bike, battery issue is one of the most talked about isuue.
Rechargeable batteries, usually sealed lead-acid, provide power for the electric drive
motors. Charging costs less than 5¢ of electricity from common 110V AC wall outlets.
Charging times vary widely due to charger output and battery capacity, but you can
expect to recharge in less than 8 hours with most stock chargers and if one is not
happy with 8 hours of charging, quick chargers are available.
How e-bikes perform depends on many factors. The most important factors are listed
below with the most important at the top. You will notice that battery size and system
efficiency rank near the bottom. One thing to mention is that the speed you go makes a
big difference in how far you go.
1. Terrain (For example, incline of hills)
2. E-bike speed (range at 10 mph is 8 times as far as at 20 mph)
3. Wind conditions (going 10 mph against a 10 mph headwind feels like 20 to the
bike)
4. Pulling a trailer (which is like pulling another bicycle)
5. Correct tire inflation (under-inflated tires slow you down)
6. Battery size (measured in volt-amp-hours)
7. Weight of rider and bike frame
8. Motor/controller/drive system efficiency
I’ve explained briefly, what people can expect from an E-bike and how it differs
from a regular bicycle. Then, how is Hybrid Electric Bike different from an E-bike?

Hybrid Electric Bike:

Hybrid bike is similar to an e-bike because they both assist the rider with a second
power source. The hybrid engine is a combination of electric motor with a power
source, and a means to recharge that power source from energy within the system.
(Usually momentum) The major difference between the electric bicycle and the hybrid
is that the hybrid employs this recharging to the battery through a regenerative
IPRO 315 – HYBRID ELECTRIC BICYCLE 22
braking system.

To explore level of energy a hybrid electric bicycle can utilize from regenerative
braking, proper understanding of the energy usage in a riding situation is necessary.
The two largest forces hindering the movement of an in motion bicyclist is air drag
and rolling drag. (Air drag becomes a much more significant force to overcome the
faster the rider is moving)

Air Drag:

Air drag can be calculated from the equation below.

1
Airdrag  Ac * Cd * Da * v 2
2
Ac = Frontal Cross-sectional Area
Cd = Drag Coefficient
Da = Density of Air
v = velocity

The Ac for racers is between 0.4 to 0.6m2 but in this application users will rarely
crouch so the estimate for this calculation will be: Ac = .7m2
The drag coefficient is commonly taken as: Cd = 0.9
The density of air is known to be: Da = 1.226 kg/m3
Velocity is determined by the rider in m/s.

Rolling Drag:

Rolling drag can be calculated from the equation below.

rolldrag  M * g * Crr
M = mass of rider
g = acceleration of gravity
Crr = coefficient of rolling friction
• The acceleration due to gravity is known as: g = 9.8 m/s2
• Different sources give values for Crr but it will be taken as: Crr = 0.007
• Mass is determined by the rider in kg.

So the total drag on a bicyclist is the combination of air drag and rolling drag:

Tdrag = airdrag + rolldrag

(Friction loss within the bicycle system is also a factor but will no be factored in
because of its extremely variant nature.)

To find the power needed to operate a bicycle at a certain velocity you use the
equation:
Pvel = v * Tdrag

Using this equation a rider going 20 MPH with a total combined bicycle and rider
weight of 190lbs would have to output 329W to maintain his/her speed. From this
equation it can be seen that Pvel grows exponentially with velocity.
IPRO 315 – HYBRID ELECTRIC BICYCLE 23
III. RESULTS
Now the question comes as to how much energy can be transferred from the moving bike
to a battery. This is the necessary component to deem an electric bike “hybrid.”
Several assumptions are going to be made when doing this next calculation. In the
braking all the kinetic energy will be stored in the battery, negating any losses
through internal friction, power conversion and assuming this braking will not engage
the manual brakes, or that air drag and rolling friction are not a major factor in the
stopping. The reason why such assumptions are made is to establish an upper bound on
how much possible energy could be stored in the battery from braking.

The equation for kinetic energy is:

1
Uk  Mv 2
2
U k = Kinetic Energy
M = Mass
v = velocity

Using the same rider going 20MPH, the kinetic energy would be Uk = 3443 J.

From this point we start to encounter some real problems that begin to indicate the
feasibility of this system. If the rider were to slow down in 1 second from 20MPH,
then that would be 3443W of energy sent to the battery. This is potentially large
amount of power that could be recovered. But problem comes from finding a battery
solution that would be capable of absorbing this much power.

IV. CONCLUSION
Since there is a significant amount of energy that can potentially be reabsorbed by
the battery, further exploration into how that energy can be stored is warranted. The
main issue is getting the energy recovered from the braking into the battery.
Various batteries have different methods and speeds at which they can absorb power.
Usually, slow charge rates are used to extend the life of the battery. For this
application batteries would have to be charged as fast as possible without damaging
the battery. Fast charge rates can be used to charge some kinds of batteries, but the
small batteries used in this application cannot handle 3443W. And if this fast
charging method is used, the battery must be below 85% of its charge or the fast
charging can damage the battery.
Basically charging a battery is a fairly complicated process. Many chargers are
designed to limit the current when the battery nears its capacity, which adds more
circuitry to the system. With this added complication of charge rates some sort of
ultra-capacitor or secondary fast charging energy storage device would have to be used
to conserve the energy from braking quickly and slowly charge the battery with that
energy. One nice aspect of this solution is that the ultra-capacitor would be charged
from previous braking and would be able to supply the motor after the rider wanted to
start back up.
There are also a number of alternative methods of storing mechanical/electrical
energy required for propelling the hybrid vehicle that have advantages and
disadvantages. An alternative energy storage device that can be used is the flywheel.
Flywheels, also known as electromechanical batteries, store energy in the form of
rotational kinetic energy. The amount of energy stored in the flywheel is calculated
as follows:

Thus, an increase in rotational speed is far more beneficial than an increase in the
IPRO 315 – HYBRID ELECTRIC BICYCLE 24
amount of inertia of the flywheel. This fact has steered research towards developing
an optimum flywheel shape that allows for the greatest rotational speed possible. The
isotropic hyperbolic shape is the most efficient design thus far.
Flywheel Energy Storage Using HTS Magnetic Bearings
Recent advances in the development of very low friction bearings and high-strength
fiber composite rotor materials has revived interest in flywheel energy storage (FES).
These advances enable efficient diurnal storage with high energy densities. A rotating
permanent-magnet bearing assembly can be stably levitated above a stator component
composed of high critical temperature -Tc superconductor (HTS) elements, without the
need for position sensors and the elaborate feedback control systems required for
conventional active electromagnetic bearings. Significant advances have been made at
Argonne in developing very low friction magnetic bearings based on the unique
levitation characteristics of HTS materials. Major accomplishments include an order of
magnitude scale-up in HTS magnetic bearing size and demonstration of friction
coefficients (?< 10-6) more than 3 orders of magnitude better than the best commercial
bearings. Potential applications for high-Tc superconducting magnetic bearings range
from spacecraft gyroscopes to rotating electrical machinery to energy storage
flywheels. Flywheels offer an attractive alternative to batteries in the development
of zero-emission automotive power systems. On a larger scale, superconducting
bearing/flywheel systems can be used for electric utility load leveling and for
diurnal energy storage. A collaborative effort with Commonwealth Research Corporation
is in progress to demonstrate that low loss HTS bearings can be scaled up to sizes of
interest for FES applications.
This option is great because a flywheel can receive large amounts of current quickly
so would be able to store the energy from the braking immediately. But it is somewhat
less feasible within space constraints because of the extra motor and weight required
for the flywheel.
There are some obvious questions that still need to be addressed, including: “What
if the rider decided not to brake quickly and slowly braked over time?” This
complicates the problem because the longer the rider takes to brake, the lost of
energy due to drag becomes greater. And if more energy is lost due to drag then less
of that energy gets put back into the battery. Incidentally, the rider is unconcerned
with this loss due to drag because if energy to drag is not lost now, it will be lost
when the rider speeds back up.
Clearly there is this and many more questions that still need to be answered to
determine if a hybrid electric bicycle is economically feasible. The issues addressed
in the paper have pointed to a potentially significant source of energy that could be
reabsorbed by an electric bicycle system and various means to store it. Although all
the ramifications and potential has not been fully explored, we believe that the
potential of this project warrants further investigation, even only to satisfy
academic curiosity.
IPRO 315 – HYBRID ELECTRIC BICYCLE 25

E Bike and Hybrid Bike (Contrast)

REFERENCES
[21] http://www.nlectc.org/txtfiles/batteryguide/ba-cont.htm “New Technologies Battery Guide”
[22] http://www.kreuzotter.de/english/espeed.htm#pv “Bicycle Speed and Power Calculator”
[23] http://www.et.anl.gov/sections/te/research/flywheel.html “Flywheel Energy Storage”
[24] http://www.ott.doe.gov/hev/ “Hybrid Electric Vehicles”
[25] http://www.mech.uwa.edu.au/courses/ES407/Storage/1998/flywheel.html “Flywheel”
IPRO 315 – HYBRID ELECTRIC BICYCLE 26

 Kitae KIM, George DERRICK

IPRO 315 – HYBRID ELECTRIC BICYCLE 27

Battery
Abstract - The battery is an integral part of this project. The objective of this is to find
the correct type of battery for a hybrid electric bicycle. The four batteries studied are lead
acid, nickel-cadmium, nickel-metal hydride, and Lithium ion. From the factors that have been
used as parameters for the battery the lithium ion battery is the best battery for a hybrid
electric bicycle because of its small weight and volume, high efficiency, and quick charge.

I. INTRODUCTION
The battery is an integral part of this project. What we are establishing in this
part of the paper is what kind of battery to use to make the bike work. There are four
types of batteries that we looked at using to put on a hybrid electric bicycle. The
four types were: lead acid, nickel-cadmium, nickel-metal hydride, and Lithium ion
battery. After looking at each of the batteries unique properties, the battery that
fits the specifications will mount on the hybrid bicycle.

II. BACKGROUND
The objective of this is to find the correct type of battery for a hybrid electric
bicycle. We will be looking at the specific energy, specific power, weight, power to
weight ratio, cycle life, memory cells, and size. These factors will help choose which
battery is the best for utilization. The most important of these factors is specific
power and weight. If these factors are within what our project needs a decision will
be made on the battery type.

III. RESULTS
The four batteries studied are lead acid, nickel-cadmium, nickel-metal hydride, and
Lithium ion.
First, look at the specifications of the lead acid battery. This battery is very
inexpensive and safe to use and already used on electric bicycles from many different
bicycle companies. The two big problems with the lead acid battery are that it has a
very low specific energy and a short cycle life. This is going to lead to a low
efficiency and a heavier bicycle, two things that will not work with the type of bike
our IPRO is trying to make.
The next battery we will look at is the nickel-cadmium battery system. This battery
has a higher specific energy and cycle life then the mentioned above lead acid
battery. However, this battery does have a memory effect which could cause a problem
with the hybrid electric system. This memory effect will require that in order to
recharge the battery the battery must be completely empty of energy. If the discharge
of the battery is not complete, the battery life will continually decrease. Another
problem is that the battery does not deliver enough power. Additionally, the most
important problem is that it causes the environment to be polluted. These facts make
us hesitate to use the nickel-cadmium battery for hybrid electric bicycle.
The third battery is the nickel-metal hydride battery. This battery is what industry
is using currently in the hybrid electric cars Honda, Toyota, and Ford are making. It
has a very good battery cycle life and a practical specific energy and power. However,
the reason that this battery is not ideal for this concept is because of the low cell
efficiency. This can mean the necessity of a larger battery.
The fourth and final battery is the lithium battery. This battery has a larger
specific energy and power then that of a nickel-cadmium battery. This battery will
also be lighter, smaller and no type of memory infraction. The lithium ion battery
only negative aspect is that it has a lower life cycle then the nickel-metal hydride.
There are only 500 recharges in a lithium ion battery. [1]

IV. CONCLUSION
From the factors that have been used as parameters for the battery the lithium ion
IPRO 315 – HYBRID ELECTRIC BICYCLE 28
battery is the best battery for a hybrid electric bicycle. With the power and energy
and the regenerative strength the battery has this fulfills all the criteria for
building a battery that will power a bicycle and rider safely.

APPENDIX
1. Diagram of lithium ion battery

18650 Cell Specifications

Nominal Voltage 3.67 V
Nominal Capacity 2.0 Ah
Energy 7.34 W-hr
Diameter =18mm
Size
Length = 65 mm
Weight 42 grams
Energy Density
Gravimetric 160 Wh/kg
Volumetric 300 Wh/L
2 – 4 h (100%)
Charge Duration
1 h (80%)
Operating Specifications
Operating Voltage 4.2 to 3.0 V
Charge Voltage 4.2 V ± 50 mV
Cut-off Voltage 3.0V
Temperature Range -20 to 60

Specifications of the 18650 Li-Ion cell

Design: 1

In this design, there are three rows with 6 cells in each row.

7.6 cm

[(2*6 + x*6) * (2*3 + x*3) * (6.5*0.9)] = 605

14.8
Solving for x gives, x = 0.4 cm

The distance between the cells = 4 mm.

Dimensions of the Aluminum Foam:

Length = 2*6+0.4*6 = 14.4 cm

Width = 2*3+0.4*3 = 7.2 cm
Height = 6.5*0.9 = 5.85 cm (PCM covers 90% height of the Li-ion cell)
IPRO 315 – HYBRID ELECTRIC BICYCLE 29

Dimensions of the battery box:

Length = 14.4 + 0.4 = 14.8 cm

Width = 7.2 + 0.4 = 7.6 cm
Height = 6.5 + 1.0 = 7.5 cm (Considering the space occupied by safety circuits)

Design: 2

In this design, there are two rows with 9 cells each.

[(2*9 + x*9) * (2*2 + x*2) * (6.5*0.9)] = 605

Solving for x gives, x = 0.4 cm

The distance between the cells = 4 mm.

Dimensions of the Aluminum Foam:

Length = 2*9+0.4*9 = 21.6 cm

Width = 2*2+0.4*2 = 4.8 cm
Height = 6.5*0.9 = 5.85 cm (PCM covers 90% height of the Li-ion cell)

Dimensions of the battery box:

Length = 21.6 + 0.4 = 22.0 cm

Width = 4.8 + 0.4 = 5.2 cm
Height = 6.5 + 1.0 = 7.5 cm (Considering the space occupied by safety circuits)

5.4

22.2

REFERENCES

[26] Menahem Anderman, Fritz R. Kalhammer and Donald MaxArthour, " Advanced Batteries for Electric Vehicles:
An Assessment of Performance, Cost, and Availability ", 2000, p 37, p 56.
[27] "Batteries", http://www.ott.doe.gov/hev/batteries.html
IPRO 315 – HYBRID ELECTRIC BICYCLE 30

Axial Flux Variable Gap Motor

Shaun J. DIGGS

I. IINTRODUCTION
n the field of the electric hybrid vehicles different types of techniques are used to
improve the life span and efficiency of the electric hybrid motors. One may achieve
better efficiency by developing better ways to convert more of the potential electric
IPRO 315 – HYBRID ELECTRIC BICYCLE 31
energy from the rotor-stator combination to kinetic energy. One way to do this is
changing the magnetic flux created by the rotor-stator combination. Dr. Sung Chul Oh
and his associates think they have found that way through variable air gapping.
Although, Dr. Sung’s study may never be used on something as small as the electric
hybrid bicycle, we the students of IPRO 315 (The Electric Hybrid Bicycle IPRO) have
taken this research into great consideration for the future of hybrid vehicles as a
whole. Dr. Sung’s research is as follows:

VII.BACKGROUND
Professor Sung Chul Oh and his associates from Granger Power Electronics and Motor
Drives Laboratory are testing the application of Axial Flux Variable Gap Motors at
Argonne National Laboratory. This alternative electric motor geometry with
potentially increased efficiency is being considered for hybrid electric vehicle
applications. An axial flux motor with a dynamically adjustable air gap (requiring
mechanical field weakening) has been tested, analyzed and modeled for use in a vehicle
simulation application at Argonne. In essence, changing the air gap between rotor and
stator changes the magnetic flux. One of the main advantages of adjusting the flux is
that the motor torque speed characteristics can be adjusted to better match the
vehicle’s load. Dr. Sung explains that the challenge in implementing an electric
machine with these qualities is to develop a control strategy that takes advantage of
the available efficiency improvements without using excessive energy to mechanically
adjust the air gap and thus reduce the potential energy savings. The team uses speed,
torque, supply voltage, and rotor-to-stator air gap to map the motor’s efficiency. A
motor model and control strategy was developed using maps of optimal gap versus
efficiency. Dr. Sung claims that he and his team have improved the efficiency of
their tested electric hybrid motor by as much as 3%. The motor model and control
strategy was then incorporated into the PSAT (PNGV Systems Analysis Toolkit) vehicle
modeling software. The variable air gap control strategy is being tested in the
normal vehicle environment without implementing motor in vehicle by using concept of
HIL (hardware in the loop). PSAT calculates the vehicle’s performance in HIL and the
output of the simulator is used as an input command to the dynamo that simulates
vehicle performance. The vehicle controller, based on measured vehicle speed
determines the motor torque command. Driving cycles and motor performance in
different power train configurations can also be tested using these methods.

VIII.CONCLUSION
Although the air gap experiments are still ongoing, Dr. Sung and his team at Argonne
National Laboratory are still make great strides to improve the electric efficiency
the hybrid motor. The future of hybrid vehicles greatly depends on innovative
research and design like that of the variable air gap. We of IPRO 315 look forward to
the Dr. Sung’s finished product in the mere future.

REFERENCES
[28]Copyright: 2002-2003, Dr. Sung’s Presentation and Abstract