An

Project Report
on
“SOLAR – BASED E CYCLE “
Submitted to:
CHHATRAPATI SHAHUJI MAHARAJ GOVERNMENT POLYTECHNIC,
AMBEDKAR NAGAR – 224122

SESSION – 2024-2025
Submitted by:
Sanjeev Kumar Tiwari (E22220732800050)
Nitesh Yadav (E22220732800035)
Akshay Raj Yadav (E22220732800012)
Ayush Gupta (E22220732800020)
Sachin Gupta (E22220732800044)
Sachin Mishra (E22220732800046)
Under The Guidance of:
Mrs. Sunita Chaudhary – (HOD of Electrical Engineering)
Mr. Prasant Kesarwani (Lect. Electrical Engineering)
Mr. Lokpati Pandey (Lect. Electrical Engineering)
Mr. Alok Patel (Lect. Electrical Engineering)

Department of Electrical Engineering

Chhatrapati Shahuji Maharaj Government Polytechnic, Ambedkar Nagar
 CERTIFICATE

This is to certify that the project report on “Solar-Based Electric Bicycle” has been completed by
Sanjeev Kumar Tiwari, Nitesh Yadav, Akshay Raj Yadav, Ayush Gupta, Sachin Gupta, and Sachin
Mishra, students of the sixth semester, Electrical Engineering, in partial fulfillment of the requirements
for the award of the Diploma in Electrical Engineering from Chhatrapati Shahu Ji Maharaj Government
Polytechnic, Ambedkar Nagar, Uttar Pradesh, under the Board of Technical Education during the
academic year 2022–2025.

Mrs. Sunita Chaudhry Mr. Prasant Kesarwani

(Head of Department Electrical Engg.) (Lect. of Electrical Engg.)

I
 CANDIDATE'S DECLARATION

We hereby declare that this written submission represents our own work and ideas
expressed in our own words. Where other ideas or words have been included, we have
adequately cited and referenced the original sources. We further declare that we have
adhered to all principles of academic honesty and integrity, and have not misrepresented,
fabricated, or falsified any idea, data, fact, or source in this submission.

Sanjeev Kumar Tiwari (E22220732800050)

Nitesh Yadav (E22220732800035)
Akshay Raj Yadav (E22220732800012)
Ayush Gupta (E22220732800020)
Sachin Gupta (E22220732800044)
Sachin Mishra (E22220732800046)

II
 ABSTRACT
The primary objective of this project is to design a feasible and highly adaptable Solar-Powered
Electric Bicycle. The goal is to develop a simple, cost-effective bicycle that utilizes both solar-charged
electrical energy and a traditional pedal system for propulsion. In the event of an electrical system
failure, the bicycle can still be operated manually using pedals, ensuring uninterrupted mobility.
Solar-powered electric bicycles are gaining popularity worldwide, with growing interest in their
potential to provide enhanced services compared to conventional transportation systems. However, the
design and development of such bicycles present several challenges, including limited electric-assisted
range, recharging protocols, and the complexities associated with battery and system management.
This project outlines the key system requirements necessary for the successful development and
implementation of a solar-powered electric bicycle. It emphasizes critical aspects such as system
architecture, operational functionality, and battery management strategies. Although large-scale
empirical evidence remains limited, solar electric bicycles demonstrate strong potential as a viable and
sustainable transportation solution, particularly when factors such as user demand, solar exposure, and
battery efficiency are optimized.

III
 ACKNOWLEDGEMENT

I feel truly fortunate to have received the support of several key individuals from the Department of
Electrical Engineering at this esteemed institution.
First and foremost, I would like to express my heartfelt gratitude to Mrs. Sunita Chaudhry, Head of the
Electrical Engineering Department, for her invaluable guidance, unwavering support, and constant
encouragement throughout the course of our project. Her insightful suggestions and mentorship were
instrumental in helping us navigate challenges and stay focused on our goals.
I am also deeply thankful to our project guides, Mr. Prashant Kesarwani, Mr. Lokpati Pandey and
Mr. Alok Patel for their consistent support, technical expertise, and constructive feedback at every
stage of the project. Their guidance was crucial to the successful completion of our work.
Lastly, I extend my sincere thanks to all the faculty members of the Electrical Engineering Department,
as well as to our friends and colleagues, whose support—both direct and indirect—was invaluable
during the preparation and execution of this project. Their cooperation and encouragement contributed
significantly to our success.

Sanjeev Kumar Tiwari (E22220732800050)

Nitesh Yadav (E22220732800035)
Akshay Raj Yadav (E22220732800012)
Ayush Gupta (E22220732800020)
Sachin Gupta (E22220732800044)
Sachin Mishra (E22220732800046)

IV
LIST OF ACRONYMS (SYMBOLS) USED IN THE REPORT

Symbol Definition

𝑅𝑐 Radius of Crank

𝑅𝑝 Distance from Pedal to Center of Crank

𝑅𝑔 Radius of Rear Multi-Gears

𝑅𝑡 Radius of Tire

W Mass of The Rider

T Tension

τ Torque

τ𝑐 Torque on Crank

τ𝑇 Torque on Rear Wheel

f Friction Force

I Moment of Inertia

V
 Table of Content

Chapter 1: Introduction
1.1 Project Definition
1.2 Project Objectives
1.3 Project Specifications
1.4 Applications

Chapter 2: Literature Review

2.1 Project Background and History of Bicycles
2.2 Previous Work
2.3 Parts
2.3.1 Gear Mechanism of Bicycles
2.3.2 Clutch
2.3.3 Electrical Bicycle Controller
2.3.4 DC Motor
2.3.5 Solar Panel
2.3.6 Step-up Boost Converter

Chapter 3: System Design

3.1 Design Constraint
3.2 Design Methodology
3.3 Product Subsystems and Components
3.4 Implementation
3.4.1 Sprocket Ratio
3.4.2 Torque Calculations

Chapter 4: System Testing and Analysis

4.1 Motor
4.1.1 Bicycle Motor Simulation
4.2 Overall Results, Analysis, and Discussion

Chapter 5: Project Management

5.1 Project Plan
5.2 Contribution of Team Members
5.3 Project Execution Monitoring
5.4 Challenges and Decision Making
5.4.1 Problems with Team Members
5.4.2 Challenges of Project Parts

VI
 5.4.3 Problems with Equipment
5.5 Project Bill of Materials and Budget

Chapter 6: Project Analysis

6.1 Life-long Learning
6.1.1 Project Analysis
6.1.2 Equipment’s Specifications
6.1.3 Installation
6.1.4 Problem Solving
6.1.5 Teamwork
6.1.6 Engineering Sense
6.2 Impact of Engineering Solutions
6.3 Contemporary Issues Addressed

Chapter 7: Conclusion and Future Recommendations

7.1 Conclusions
7.2 Future Recommendations

References

VII
 List of Figures
Figure 2.3 McCall design
Figure 2.4 Eugene Meyer high front wheel bicycle
Figure 2.5 A free body diagram for the bicycle
Figure 2.6 A free body diagram for the bicycle with a motor
Figure 2.7 A motor connected to the chain wheel
Figure 2.8 An electric assisted bicycle
Figure 2.9 The motor connected to the hub by a chain
Figure 2.10 The final fabrication of the motor in the bicycle
Figure 2.11 Chainless bicycle
Figure 2.12 Gear mechanism of bicycles
Figure 2.13 Clutch description
Figure 2.14 Clutch pushing lever mechanism in motorcycle
Figure 2.15 DC motor connected to a gear
Figure 2.16: Solar panel Connected in
Series Figure 2.17: Step-up Boost Converter
Figure 3.1 The components of the project
Figure 3.2 Side view of prototype showing the motor
Figure 3.3 Components of the prototype
Figure 3.4 The designed gear mechanism attached to the motor
Figure 3.5 Torque developed on crank
Figure 3.6 Torque developed on rear wheel
Figure 3.7 Motor
Figure 3.8 The motor fabricated with a gear
Figure 3.9 Electrical connection drawing
Figure 4.1 A Multimeter
Figure 4.2 Testing setup
Figure 4.3 Parallel connection diagram
Figure 4.4 Graphical power, efficiency, torque, and load data
Figure 4.5 Graphical power, efficiency, torque, and load data
Figure 4.6 Bicycle simulation at speed of 20.1 km/h
Figure 4.7 Speed vs. distance travelled graph
Figure 4.8 Bicycle simulation at speed of 5 km/h and 5% inclined surface
Figure 4.9 Speed vs. distance travelled at 5% inclined surface
Figure 4.10 Bicycle simulation at speed of 10 km/h and 10% inclined surface
Figure 4.11 Speed vs. distance travelled at 10% inclined surface
Figure 4.13 Workshop
Figure 4.14 Generator
Figure 4.15 First test
Figure 4.16 Batteries connected in parallel
Figure 4.17 Thick Wires
Figure 4.18 Final installed system

VIII
 List of Tables

Table 1.1 The specifications for the bicycle used in the project
Table 2.1 The effect of the required power when varying the inclement of a surface
Table 2.2 Parts description for gear mechanism
Table 2.3 Types of clutches according to the method of transmitting torque
Table 3.1 Installation parts
Table 3.2 Gear mechanism dimensions
Table 3.3 Design parameters
Table 3.4 Motor specifications
Table 4.1 One battery direct connection values
Table 4.2 Batteries connection in parallel & series outputs
Table 5.1 List of items
Table 5.2 Tasks for team members
Table 5.3 Bill of Material and Budget

IX
 CHAPTER 1: INTRODUCTION

1.1 PROJECT DEFINITION

A bicycle, also known as a cycle, is a human-powered, pedal-driven, single-track vehicle with two
wheels attached to a frame-one behind the other. Bicycles were introduced in the 19th century in
Europe, and by the early 21st century, over one billion were in use globally. They remain a principal
mode of transportation in many parts of the world. One of the key advantages of a bicycle is that it is
a non-polluting and eco-friendly mode of transport. In addition, bicycles are widely used for
recreation, general fitness, and even in military and police applications.

The concept of an electric bicycle dates back to the 1890s, with several U.S. patents filed during that
time. In 1897, Hosea W. Libby of Boston invented an electric bicycle powered by a double electric
motor. A Solar-Based Electric Bicycle (e-bike) is essentially a bicycle equipped with an integrated
electric motor, which assists with propulsion. There are various types of e-bikes—ranging from those
that assist the rider's pedaling to more powerful variants that function similarly to mopeds.

E-bikes typically use rechargeable batteries. Lighter e-bikes can travel at speeds of 25 to 32 km/h (16
to 19 mph), depending on local regulations, while more powerful models can exceed 45 km/h (28
mph).

The primary aim of this project is to design a cost-effective and efficient Solar-Based Electric
Bicycle that incorporates both electric propulsion and a traditional pedal system. In the event of a
fault in the electrical mechanism, the bicycle can still be operated manually using pedals, ensuring
reliability and versatility.

This project also involves the design and installation of a new gear mechanism attached to the
motor, which helps reduce the required torque effort from the rider, especially on inclined surfaces.
The mechanism is particularly useful in two scenarios: climbing uphill, where additional effort and
pedaling are needed to overcome resistance, and descending downhill, where better control and
efficiency are required.

The upcoming chapters will explore the various components, working principles, and system
architecture of the proposed Solar-Based Electric Bicycle in detail.

Second Part of the Project

The second phase of this project integrates a generator connected through a clutch, which can be
engaged with the hub motor. This configuration serves a dual purpose-charging the battery and
decelerating the bicycle at the same time. This regenerative braking mechanism improves the
overall energy efficiency of the system by recovering energy during motion, especially downhill.
At its core, this is a mechatronic system that includes a motor, gears, battery, clutch, and
generator—working together to optimize performance, energy usage, and rider control.
Applications
This innovative system is particularly useful for:
 Sports activities involving bicycles
 Daily transportation and commuting
 Cycling in hilly or inclined terrains
It also contributes to rider safety by enabling regenerative braking during downhill rides and
assisting uphill movement using stored electrical energy.

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Case Study: The Evolving Need for Sustainable Mobility
Travel is a critical part of modern life. In the past, internal combustion (IC) engine vehicles
dominated the transportation sector, largely due to their convenience-quick refuelling, widespread
fuel station infrastructure, and capacity for long-distance travel.
Historically, public transportation was the most common mode of commuting. However, evolving
lifestyles, tighter schedules, and growing urban congestion have led to a significant shift toward
individual vehicle ownership.
Today, owning a vehicle is more than just a convenience-it's often viewed as a necessity and, in
many cases, a status symbol. The increase in consumer purchasing power and a variety of vehicle
options in all price ranges have accelerated this trend.
The COVID-19 pandemic further exposed the limitations of public transportation, reinforcing the
preference for personal mobility. However, this shift has also led to overcrowded roads, higher fuel
consumption, and growing concerns over air pollution and environmental sustainability.

Conclusion
In this evolving context, our solar-powered electric bicycle-equipped with regenerative braking
and a dual charging system-presents a clean, efficient, and sustainable solution for personal
mobility. It not only supports environmental goals but also addresses the practical needs of urban
commuters and eco-conscious users.
This project aligns with the future of transportation, combining smart engineering with a sustainable
vision to reduce dependency on fossil fuels and contribute to a greener planet.

2
This graph showing the total number of vehicles registered during 1951 to 2016.the number of registered
vehicles in 1951 west just only 0.31 million. But in 2016 the situation changed the total number of registered
vehicles in 2016 is around 230 million, there was a large hike in vehicles during this period. Yes, it shows the
importance that people give to the vehicle. This shows a huge jump in the vehicle market.

This chart shows the composition of vehicle populations. As we know, most of the people in India
are middle class families, everyone cannot afford a car. But they also can’t avoid vehicles in today's
busy life. So that, most of the people are purchasing two-wheeler. Two-wheeler is the hot selling
segment in Indian automobile market. During 1951 the market of two wheelers are only 8.8% and
during those time cars was the hot selling item. But now a large change occurred. No, the market
share of two wheelers is around 73.5%. Which means a large hike? Parking area, compact size and
flexibility also become a reason for this.

This table shows the annual growth of vehicles till 2016 as a time interval of 10 years. Almost 10%
growth is happened in the sales of all categories of vehicles. Cars and two wheelers have 10.1 %
growth during 2006 to 2016, but buses have only 5.9 % during this interval. And average of all
segments is 9.9% of growth.

3
Impact of Pollution

The increasing use of fossil fuel-powered vehicles has led to significant environmental consequences, most
notably air pollution. Internal combustion engines emit harmful gases such as carbon dioxide (CO₂), nitrogen
oxides (NOₓ), particulate matter (PM), and carbon monoxide (CO). These pollutants contribute to:
 Global warming and climate change
 Smog formation and reduced air quality
 Respiratory problems and other health issues in humans
 Environmental degradation, including damage to ecosystems and agriculture
Urban areas are especially affected, where high vehicle density leads to congested roads and high emission
levels, making cities increasingly unlovable.
Why This Project Matters
Our solar-powered electric bicycle directly addresses these issues by offering a zero-emission alternative. It
reduces dependence on fossil fuels, cuts down on harmful emissions, and promotes a healthier, more
sustainable mode of transportation.
By integrating regenerative braking and solar charging, the system maximizes energy efficiency and
minimizes waste-further reducing its environmental footprint.

See this pie chart, 24 % of the total pollution is carried by the transportation system. Which
means vehicles makes marginally large pollution.

See this graph Technologies and methods are developing, but the usage of Fossil fuels is increasing day by
day. If it continues, fossil fuels will end sponge world didn’t try to find the substitutionary method for this.
Still, we stick on to fossil fuels. And large requirements of fossil fuel will lead to hike in fuel price. This graph
represents the deference and hike in petrol price in India. In 2011 petrol price was below 70 rupees but now it
crossed 100.We need to find a remedial solution

4
1.2 PROJECT OBJECTIVES:
 Converting mechanical energy from wheel rotation to electrical energy.
 The design of an energy efficient bicycle.
 Reducing the required pedaling effort by utilizing a motor.
 Increasing the validity period of brakes.

1.3 PROJECT SPECIFICATIONS:

The project is applicable for any bicycle available in the market. The bicycle that has been selected
for this project has the specifications as listed in Table 1.1.
Table 1.1: The specifications for the bicycle used in the project [1]

Item Specification
Best Use Mountain Biking
Frame 6061 Aluminum
Fork SR Sun tour XCT, 75mm travel
Crank set SR Sun tour XR-170 24/34/42T
Bottom Bracket Sealed cartridge
Shifters Shimano EZ-Fire 8-speed
Front Derailleur Shimano FD-C050
Rear Derailleur Shimano Acer
Shimano HG30 cassette, 11-
Rear Cogs
32T, x8
Brakes Tektro alloy linear pull68
Brake Levers Shimano EZ-Fire
Rims Alex alloy
Front Hub Alloy
Rear Hub Alloy
Tires Kenda Klaw XT 26x2.1"
Handlebar Steel riser
Stem Alloy 1-1/8" threadless
Seat Post Alloy micro-adjust,
Saddle K2 Sport MTB
Pedals Resin MTB
Headset 1-1/8" thread less
Chain KMC Z7

5
1.4 Applications
The implementation of this new mechanism is simple in terms of design and motor integration,
making it highly adaptable for various real-world uses. Its versatility allows it to serve both
individual and commercial needs. Key applications include:
 Sports and Fitness
Ideal for cycling enthusiasts who ride long distances. The system enhances endurance and
provides motor-assisted support, making it suitable for training and recreational use.
 Daily Transportation
A reliable solution for individuals who use bicycles as their primary mode of transport. It
improves convenience, reduces physical effort, and enhances energy efficiency.
 Elderly Mobility Support
Encourages older adults to stay active by offering assisted pedalling. It promotes leg
movement and cardiovascular activity without causing excessive strain.
 Reduced Emissions and Pollution
As a solar-powered e-bike, it produces zero emissions, contributing to cleaner air and reduced
carbon footprints compared to traditional motor vehicles.
 Cost-Effective and Accessible
Offers an affordable and accessible mode of transport, particularly for short-distance
commutes within urban areas.
 Personal Transporter
Useful within large campuses, schools, parks, industrial sites, and other environments where
traditional vehicles are impractical or restricted.
 Eco-Friendly Delivery Services
Suitable for small-scale, environmentally conscious delivery services. Ideal for transporting
light packages in urban and suburban areas.

6
 Chapter 2: Literature Review

2.1 Project Background and History of Bicycles

According to Gupta (2009), “A bicycle is the most efficient vehicle ever designed.” Bicycles have
long served as a vital mode of transportation in many parts of the world, and their development spans
several centuries of innovation and refinement.
The earliest known reference to a bicycle-like concept dates back to 1493, when Gain Giaconda
Capriotti is believed to have sketched a design resembling a modern bicycle (see Figure 2.1).
However, the practical evolution of bicycles began in 1817 with Karl Drais, who introduced a
pedal-less, two-wheeled vehicle known as the Draisine or running machine (Figure 2.2). This
invention laid the groundwork for future advancements in bicycle design.
A significant leap occurred in the 1860s, leading to a surge in bicycle popularity. In 1869, Thomas
McCall developed a new model that influenced many French engineers and designers (Figure 2.3).
Shortly after, in the 1870s, Eugene Meyer, a French mechanic, introduced a version with a large
front wheel (Figure 2.4), designed to achieve higher speeds. This era marked the rise of the penny-
farthing style bicycle.
The 1880s and 1890s saw the introduction of the "safety bicycle," a pivotal innovation by John
Kemp Starley, who focused on rider safety by lowering the centre of gravity and using similarly
sized wheels. This design made cycling more accessible to the general public and significantly
reduced the risk of accidents.
Throughout the 20th century, bicycles underwent continual improvements, including the integration
of chain and gear mechanisms, which greatly enhanced efficiency, control, and performance.
During World War II (1939–1945), bicycles were utilized extensively by military forces due to
their mobility, low maintenance, and silent operation—offering a practical transport solution in
various terrains.
In the 21st century, technological advancements in materials, aerodynamics, and computer-aided
design (CAD) have further transformed the bicycle industry. Modern bicycles are now lighter,
stronger, more efficient, and tailored to a wide variety of uses—from urban commuting to
competitive sports.

Figure 2.3: McCall design [5] Figure 2.4: Eugène Meyer high front wheel bicycle [6]

7
2.2 Previous Work
Hung, Jewson, and Lim (2017) hypothesize that “In order to develop a high-performance solar-based electric
bicycle, a simulation study of its dynamic characteristics and required power is conducted based on the
effects of various input parameters such as rider mass, bicycle mass, wind speed, crank length, wheel
diameter, and grade” (p.1).
Their study emphasizes that selecting an appropriate motor begins with calculating the total power required
by the system. This power requirement can be determined using mathematical tools such as MATLAB or
similar simulation software.
According to their analysis, there are two primary conditions for the free body diagram force analysis, as
represented in Figure 2.5 and Figure 2.6. These diagrams consider:
 The slope of the inclined surface
 Air resistance
 Rolling friction between the tires and surface
The total required power is a summation of the forces acting on the bicycle in these conditions. After
conducting calculations using these parameters, they concluded that for a rider weighing 57 kg, a 250-Watt
motor would be suitable for efficient operation.

Figure 2.5: A free body diagram for the bicycle [7]

Figure 2.6: A free body diagram for the bicycle with a motor [7]

Al-Khalifa, Al-Ghumgham, AL Salah, & Alsubaie (2015) [8] propose a solar assisted bicycle.
They fabricated motor attached to rear hub gear as illustrated in Figure 2.7. Their objective was to
assess
8
power consumption required when a motor is attached to a bicycle. Furthermore, they used a solar
panel to recharge the batteries and according to calculation the rated a 100-Watt output from the
solar panel. They installed a motor with a rated power of 500-Watt, battery voltage of 48 V to run the
motor. Their design is based on a rider with a mass of 105 kg. They concluded From Table 2.1 as the
surface getting more inclined the power needed to overcome uphill cycling/pedaling increases.

Figure 2.7: A motor connected to the chain wheel [8]

Table 2.1: The effect of the required power when varying the inclement of a surface [8]

Inclinati Spee Rang Weight (Kg) Power to Power Power

on d e overcome to consumpti
(%) (Km/ (Km air overco on
h) ) resistance me (Wh/Km)
(W) rolling
resistance
(W)
0 30 87 105 146 111 10.7
15 16 14 105 22 792 59.75
25 9.9 9 105 5 791 97.09

Scholten (2017) [9] proposed the electrically powered bicycle motor to be used as shown in Figure
2.8. A motor with rated power of 250 W was used to achieve the target of an electric assisted bicycle.
The motor is fixed on the frame of the bicycle and connected the hub gear by a chain as shown in
Figure 2.9.

9
 Figure 2.8: An electric assisted bicycle [9]

Figure 2.9: The motor connected the hub by a chain [9]

Racer (2009) [10] carried out a project similar in scope, which spanned approximately three years. His work
involved converting a conventional bicycle into a motorized bicycle by installing a small engine. The project
began with just the bicycle frame, onto which he welded and mounted the motor. This motor was connected to
the rear hub gear via a chain, enabling it to drive the rear wheel. The wheelbase of the modified bicycle
measured approximately 55 inches.
However, after completing the modifications and testing the setup, Racer concluded that the design was not
suitable for practical use on a Board Track, citing limitations in handling and performance.

Hanlon (2006) [11] hypothesizes that most children encounter numerous issues while using bicycles,
including scraped skin, derailed chains, torn clothing, and even loss or theft of their bicycles. He
emphasizes the widespread popularity of bicycles globally, stating, “More than 100 million bicycles are sold
each year—double the number of cars” (p.1).
Despite their efficiency, Hanlon notes that traditional chain drive systems pose safety risks and require
frequent maintenance. In response to these issues, he advocates for chainless bicycle designs. One such
innovation is developed by the U.S.-based company Dyn craft, which introduced a bicycle with an internal
drive shaft mechanism (see Figure 2.11). This system offers a significant reduction in maintenance
requirements compared to conventional chain-driven models. However, it comes with a trade-off: it is
typically more expensive and around 10% less efficient than traditional chain systems [12].

10
 Figure 2.11: Chainless bicycle [11]
2.3 Parts

This section provides a general overview of the key components involved in the movement and functionality
of a bicycle. Each part plays a crucial role in the overall performance, efficiency, and user experience of the
bicycle. The subsections that follow describe the function and significance of each major component used in
the design and operation of both traditional and electric bicycles.

2.3.1 Gear Mechanism of Bicycles

The gear mechanism in bicycles is a vital component that converts the rider’s pedalling force into
mechanical motion, allowing the bicycle to accelerate and maintain various speeds. By altering the gear
ratio, riders can adapt to different terrain conditions, such as climbing hills or cruising on flat roads, with
improved efficiency and reduced physical strain.
Modern bicycles are typically equipped with multiple gear combinations, enabling smooth transitions
between high and low gears. This not only improves pedalling efficiency but also enhances rider comfort and
control during varied riding conditions.
Figure 2.12 illustrates a typical gear mechanism, showcasing how rotational motion is transmitted through the
system. Additionally, Table 2.2 outlines the key components involved in the gear mechanism and their
respective functions in converting the rider’s input into rotational movement of the bicycle wheel.

Figure 2.12: Gear Mechanism of bicycles [13]

Gear Ratio
Calculating the gear ratio is a crucial element in analysing the performance and efficiency of a bicycle.
The gear ratio determines how many times the rear wheel turns for each complete rotation of the pedals,
directly influencing acceleration, speed, and pedalling effort.
Several key parameters affect the gear ratio:
 Number of teeth on the front chainring and rear cog
 Diameter of the gears
 Radius of the tires
 Length of the pedal crank

11
 These factors work together to define the bicycle’s mechanical advantage and adaptability across various
terrains. A higher gear ratio offers greater speed but requires more pedalling force, while a lower gear ratio
makes climbing easier by reducing the required effort. Understanding and optimizing gear ratios is essential
for enhancing rider performance and overall system efficiency, and overall speed of the bicycle under
various conditions.

Table 2.2: Parts description for gear mechanism [14]

Part Function

Enables bicycle riders to push by their foot to drive the bicycle. (A flat
Pedal
part, connected to the crank)

Takes the force from the pedal and produces a rotational motion to
Pedal Crank
rotate the chain wheel.

Transmits the pedaling torque to the chain. (It is a gear that connects
Chain Wheel (sprocket)
the pedal crank and the chain)

Used for power transmission from the pedal crank to cogs in order to
Chain
rotate the wheels.

Attached to the hub in order to move the bicycle forward. (Rear gears
Cogs
combination)

Gear Shifter Shifting the gear between high and low to adjust the desired gear ratio.

Wheel The tool for the rotation.

2.3.2 Clutch
A clutch is a mechanical device designed to engage and disengage gears within a meshed system,
facilitating the transmission of power. As shown in Figure 2.13, the clutch allows for the controlled
connection between the driving and driven components, enabling smooth transitions and operation.
In the context of this project, the clutch is primarily used to connect the hub gear to the generator, allowing
for precise control over power transfer between the motor and the electrical system. This functionality is
critical for efficient performance, particularly in regenerative braking and power management.
Table 2.3 provides an overview of the various types of clutches available, offering insights into their design
and operation. By examining the specific requirements of the application, the most suitable clutch type can be
selected to optimize system performance and reliability.

12
 Figure 2.13: Clutch description [15]

Table 2.3: Types of Clutches According to the method of transmitting torque [15]

Clutch Type Description

Both driving and driven shaft
Positive clutch
revolve together.
The friction force is used to
engage and disengage the
Friction clutch clutch.

A hydraulic fluid is used to

Hydraulic clutch
transmit the torque.

Solar Power Controller -

The e-bike controller serves as the "brain" of the electric bicycle, coordinating the operation of key
electrical components, including the battery, BLDC hub motor, throttle, and brakes. It processes
input signals from these components, such as throttle position or brake engagement, and adjusts the
power flow to the motor accordingly, ensuring smooth and efficient operation.
In a solar-based system, the controller also manages charging from the solar panels, regulating the
voltage and current to ensure proper battery charging. This function is essential for optimizing the
performance and lifespan of the battery while ensuring the system’s overall efficiency. Additionally,
the controller helps protect the system from potential issues like overvoltage, overheating, and other
electrical failures.
While the project does not incorporate a Maximum Power Point Tracking (MPPT) system or
regenerative braking, the controller still facilitates reliable operation by supporting dual charging—
from both solar power and grid power.
For the power regulation, a boost converter is employed. The boost converter is designed to handle a
maximum input voltage of 48 volts and provide a stable output voltage in the range of 45-50 volts,
ensuring consistent performance under varying input conditions.

13
2.3.3 DC Motor

A DC motor is an electric motor that converts electrical energy into mechanical energy. These
motors are powered by direct current (DC) sources, such as batteries or DC power supplies. In the
context of this project, the DC motor installed in the bicycle assists the rider during both uphill and
downhill cycling, enhancing ride efficiency and control.
As illustrated in Figure 2.15, the DC motor is connected to the chain drive of the bicycle. During
uphill cycling, the motor provides additional torque to reduce the physical effort required by the
rider. Conversely, during downhill cycling, where speed tends to increase naturally, the motor
system contributes to speed regulation, acting as a braking mechanism and improving safety. This
dual functionality enhances the overall riding experience [19].

Performance Specifications
The performance of a DC motor is characterized by several key parameters that determine its
suitability for specific applications:
 Speed (RPM): Indicates the rotational speed of the motor shaft. A higher RPM translates
to faster bicycle motion.
 Torque (Nm): Represents the rotational force generated by the motor. Higher torque
is essential for climbing slopes and carrying loads.
 Operating Voltage (V): The range of voltage at which the motor performs efficiently.
This should match the output of the power source (e.g., battery) to ensure optimal
functionality.
These specifications are typically detailed in the manufacturer’s datasheet and are critical in
selecting a motor that aligns with the design and performance goals of the project.

Figure 2.15: DC Motor connected to a gear [20]

2.3.5 Solar Panel

In this project, a 50-watt, 12-volt solar panel was integrated as a clean and renewable energy source
14
to assist in charging the battery that powers the electric motor. The implementation of a solar
panel helps reduce dependency on conventional electricity, supporting the goal of promoting
sustainable and eco-friendly transportation.
The panel used is a photovoltaic (PV) device that converts sunlight directly into electrical energy
through the photovoltaic effect in semiconductor materials. This type of panel is well-suited for
small-scale applications, offering a balance between efficiency, portability, and compatibility with
various energy systems.

Why a 50W, 12V Solar Panel?

 Compact & Lightweight: Suitable for bicycle integration without significantly
increasing weight or bulk.
 Sufficient Output: Delivers enough power to support battery charging for low-power electric
systems.
 Standard Voltage Compatibility: The 12V output is compatible with most electric bicycle
batteries, simplifying integration.
 Cost-Effective: Affordable solution for introducing clean energy in small projects.

Working Principle
When exposed to sunlight, the solar panel generates direct current (DC) electricity. This electricity is
used to charge the bicycle's battery, which in turn powers the DC motor. For efficient and safe
operation, a solar charge controller is typically placed between the solar panel and the battery to
regulate voltage and current, preventing overcharging and prolonging battery life.

Specifications of 50W, 12V Solar Panel

Parameter Value
Maximum Power (Pmax) 50 Watts
Rated Voltage (Vmp) 12 Volts
Rated Current (Imp) 2.75 Amps
Open Circuit Voltage ~21.5 Volts
Short Circuit Current ~2.88 Amps
Panel Type Monocrystalline
Dimensions Approx. 55 cm × 35 cm
Weight 2.5 – 3.5 kg
Efficiency 80% – 85%
Operating Temperature -40°C to +85°C
Typical Lifespan 20–25 years

⬛ Series Connection of Solar Panels – What Happens?

When solar panels are connected in series:

 Voltage Adds Up
Total Voltage = Voltage of Panel 1 + Voltage of Panel 2
(e.g., 12V + 12V = 24V total output)
 Current Stays the Same
If each panel provides 2.75A, then current remains 2.75A

If both your panels are:

15
  50W, 12V, 2.75A each
Then in series:
 Voltage = 20V + 20V = 42 V
 Current = 2.75A
 Power = 40V × 2.5A = 100W (real output depends on sunlight)

⬛ Summary of my Setup:
Component Details
Battery LiFePO₄ 36V, 18Ah (~43.2V full charge)
Solar Panels 2× 12V 50W in series → ~24–43V DC
Boost Converter 400W 15A, Input: 8.5V–50V, Output: adjustable (10–60V)
Charging Method Solar panel → Boost converter → Battery

O☼◦ How It Works Together:

1. Solar Panels in Series:
o Under sunlight, you get ~24–43V DC.
o Current remains ~2.75A (panel’s rated current).
2. Boost Converter Role:
o Takes that 24–43V input and boosts it to around 43.2V (needed to fully charge your
36V LiFePO₄ battery).
o You’ll need to adjust the output of the boost converter manually to around 43.2V
(which is full charge voltage for a 36V LiFePO₄ pack).
3. Battery Charging:
o LiFePO₄ 36V battery typically charges between 38V (empty) and 43.2V (full).
o Recommended charging current: ~0.2C to 0.5C → for 18Ah battery, that’s around
3.6A to 9A.

Figure 2.16: Solar panel Connected in Series [21]

2.3.6 Step-up Boost Converter

Shockley DC 400W 15A Step-up Boost Converter – Overview

This Boost Converter is a DC-DC voltage step-up module designed to increase input voltage

16
while delivering high current output, making it ideal for applications like solar-powered systems,
LED drivers, battery charging, or electric bicycles.

Key Features:
 Input Voltage: DC 8.5V – 50V
 Output Voltage: Adjustable DC 10V – 60V
 Maximum Power Output: 400 Watts
 Maximum Output Current: 15 Amps
 Efficiency: Up to 96% (depends on load and input/output difference)
 Built-in Voltmeter/Ammeter Display: Shows real-time voltage and current values

How It Works:
 Step-Up (Boost) Function:
It boosts a lower input voltage (e.g., from a 12V solar panel or battery) to a higher output
voltage (e.g., 48V–60V needed for an electric motor or battery charging).
 Constant Current Control:
Useful for safely charging batteries or powering devices that need stable current,
preventing overcurrent damage.
 Adjustable Output:
You can set both the output voltage and output current to match the requirements of your
load (like a motor or battery).

Application in Your Project (Solar E-Bike):

In your solar electric bicycle:
 This boost converter takes the 12-40V output from the solar panel and increases it to
45V–50V, which is suitable for charging the battery that powers your DC motor.
 It ensures stable power delivery even when solar input fluctuates.
 The voltmeter display helps monitor the system in real time, ensuring safe operation

Figure 2.17: Step-up Boost Converter [22]

CHAPTER 3: SYSTEM DESIGN

17
3.1 Design Constraints

One of the most prominent challenges faced during the development of this project, particularly in
Saudi Arabia, is the limited availability of specific parts in local markets. This directly impacts the
selection and sourcing of key components such as motors, controllers, and lightweight frames.
Another significant constraint is the motor’s weight and power output. The motor must be
lightweight to avoid burdening the bicycle, but also powerful enough (around 250W) to provide
sufficient torque, especially when tackling steep inclines.
Additional constraints include:
 Design and dimensional accuracy, particularly for mounting the motor and drivetrain.
Misalignment could lead to chain interference with the rider’s legs, affecting safety and
comfort.
 Material limitations, as welding components directly onto an aluminium bicycle frame is
difficult and requires specialized tools and expertise.
 The system must ensure efficiency, safety, and minimal structural modification to the original
bicycle frame.

3.2 Design Methodology

The design methodology followed for this project was structured into several key stages, each crucial
for the development of a functional and efficient prototype. The methodology includes:
 Comprehensive Research: Initial stage involved deep study into existing systems, electric
bicycle design, solar integration, and regenerative braking mechanisms.
 Conceptual and CAD Design: Preliminary mechanical and electrical system designs were
created using SOLIDWORKS for accurate dimensioning and fit.
 Component Selection:
o A 250W lightweight BLDC motor suitable for the bicycle frame and intended terrain.
o A generator that can efficiently charge the battery during deceleration (regenerative
braking).
o A solar panel with adequate output (50W, 12V) to assist in battery charging.
 Fabrication & Assembly: Physical integration of subsystems such as the motor, clutch,
generator, battery, and solar components onto the bicycle.
 Testing & Evaluation: Real-world testing of the prototype to verify performance under
different loads and terrains.
 Final Reporting & Recommendations: Documentation of the process, challenges, and future
improvements for possible implementation by bicycle manufacturers.

3.3 Product Subsystems and Components

The overall system is comprised of several major subsystems, each serving a unique function within
the prototype. These subsystems are:
 BLDC Hub Motor – Provides propulsion during uphill or manual operation assistance.
 DC Generator – Engaged during downhill motion to charge the battery via regenerative
braking.
 Battery Pack (LiFePO₄, 36V, 18Ah) – Stores energy from both solar and regenerative sources.
 Clutch Mechanism – Allows or restricts power transfer between the generator and the
drivetrain.
 Boost Converter – Regulates voltage from the solar panel (24V–43V) to the required battery
charging voltage (~43.2V).
 Solar Panel – Captures renewable energy for eco-friendly charging.
 Controller – Manages power flow between components and ensures efficient and safe

18
 operation.

Figure 3.1 – System Overview (First Approach)

Figure 3.1 illustrates the initial mechanical configuration where the motor is connected to the rear hub using a
chain drive system. This approach was selected for several reasons:
 It is mechanically straightforward and easy to implement.
 It offers better safety and control, particularly when engaging or disengaging the motor.
 The chain-driven connection to the hub gear allows efficient power transmission and smooth
integration with the bicycle's motion.
The motor receives electrical energy from the battery, which is either charged through a standard source or
regeneratively via the generator connected to the same system. The motor engagement is controlled by a
switch mechanism for rider convenience and safety.

Table 3.1 – Installation Parts and Functions

Part Comment / Function

Switch Enables the user to start or stop the motor
Electrical Wires Used for connecting all electrical components (motor, battery, generator, controller)

Battery Supplies power to the motor

Motor Provides torque for propelling the bicycle
Generator Converts mechanical rotation (from downhill or braking) into electrical energy to recharge
the battery

3.4 Implementation
Following the research and planning phases, the implementation began with detailed modelling and
simulation using SOLIDWORKS. The design focused on minimizing structural changes to the original
bicycle while achieving effective integration of the motorized system.
As seen in Figure 3.2 and Figure 3.3, the motor is mounted in proximity to the upper gear assembly and
connected via a chain drive to the rear hub gear. This setup ensures proper torque delivery while maintaining a
compact and balanced design.
To ensure accurate alignment and minimize energy loss, spacing and dimensional tolerances between the
motor gear and hub gear were carefully calculated. These specifications are detailed in Table 3.2, which
supports optimal gear meshing and smooth motion transfer.

Table 3.2: Gear mechanism dimensions

Term Dimension

Motor to rear gear 680 mm

19
 Pedal to rear gear 465 mm

Teeth number of motor gear 44 teeth

D1 180 mm

D2 180 mm

d1 80 mm

d2 60 mm

Teeth number of rear gear1 20 teeth

Teeth number of rear gear2 16 teeth

3.4.1 Sprocket Ratio

The sprocket ratio (or gear ratio) is a mathematical representation of the mechanical advantage in a
gear train system. It quantifies the change in rotational speed and torque between the motor’s
sprocket and the rear hub of the bicycle [2].
The sprocket ratio is defined as:
Sprocket Ratio=Number of teeth on driver sprocketNumber of teeth on driven sprocket\text
{Sprocket Ratio} = \frac {\text {Number of teeth on driver sprocket} {\text {Number of teeth on
driven sprocket}}
Sprocket Ratio=Number of teeth on driven sprocketNumber of teeth on driver sprocket
For this system:
Sprocket Ratio=4416=2.75\text {Sprocket Ratio} = \frac {44}{16} = 2.75Sprocket Ratio=1644=2.75
This means that for every rotation of the driven sprocket, the driver sprocket rotates 2.75 times,
resulting in increased torque at the rear wheel.

3.4.2 Torque Calculations

To calculate the minimum torque required to accelerate the bicycle under normal pedalling (i.e.,
without the assistance of a motor), Equation 3.1 is used. This calculation depends on a number of
design parameters, which are listed in Table 3.3.

Table 3.3: Design Parameters

20
 Symbol Definition Dimension

𝑅𝑐 Radius of Crank 80.0 mm

𝑅𝑝 Distance from Pedal to Center of 100.0 mm

𝑅𝑔
Crank
Radius of Rear Multi-Gears 20.0 – 50.0 mm

𝑅𝑡 Radius of Tire 300.0 mm

W Mass of The Rider Assuming Average Mass of 75
kg
T Tension -
τ Torque -
τ𝑐 Torque on Crank -
τ𝑇 Torque on Rear Wheel -
f Friction Force -
I Moment of Inertia -

The required torque TTT can be calculated using:

T=r×(m⋅a+μ⋅m⋅g) T = r \times (m \cdot a + \mu \cdot m \cdot g) T=r×(m⋅a+μ⋅m⋅g)
Where:
 TTT is the torque,
 err is the wheel radius,
 mmm is the mass,
 Aia is acceleration,
 μ\mud is the rolling resistance coefficient, and
 gag is gravitational acceleration.

Based on the bicycle’s dimensions that have been determined, the torque equations:
 Torque on crank

Figure 3.5: Torque developed on crank

Equation 3.1:

21
τc=Rc⋅T−Rp⋅W\tau_c = R_c \cdot T - R_p \cdot Wτc=Rc⋅T−Rp⋅W
Where:
 τc\tau_cτc = net torque
 RcR_cRc = radius to the point where torque is applied (crank or sprocket)
 TTT = applied force
 RpR_pRp = perpendicular distance to the centre of mass (lever arm for weight)
 WWW = weight (mass × gravity)

Assumption: Constant Speed

At constant speed, acceleration is zero, so the net torque τc=0\tau_c = 0τc=0.
Thus, the equation becomes:
0=Rc⋅T−Rp⋅W⇒T=Rp⋅WRc0 = R_c \cdot T - R_p \cdot W \quad \Right arrow \quad T = \frac {R_p
\cdot W} {R_c}0=Rc⋅T−Rp⋅W⇒T=RcRp⋅W

Given Values:
 Rp=100.0 mm=0.100 mR_p = 100.0 \, \text{mm} = 0.100 \, \text{m}Rp=100.0mm=0.100m
 Rc=80.0 mm=0.080 mR_c = 80.0 \, \text{mm} = 0.080 \, \text{m}Rc=80.0mm=0.080m
 W=m⋅g=75 kg⋅9.81 m/s2=735.75 NW = m \cdot g = 75 \, \text{kg} \cdot 9.81 \, \text{m/s} ^2
= 735.75 \, \text{N}W=m⋅g=75kg⋅9.81m/s2=735.75N

Torque Calculation:
T=Rp⋅WRc=0.100⋅735.750.080=73.5750.080=919.69 NT = \frac {R_p \cdot W} {R_c} = \frac
{0.100 \cdot 735.75} {0.080} = \frac {73.575} {0.080} = 919.69 \, \text{N}T=RcRp⋅W
=0.0800.100⋅735.75=0.08073.575=919.69N

Torque on Rear Wheel:

Now, let's calculate the torque on the rear wheel:
τ=Rc⋅T=0.080 m⋅919.7 N=73.58 Nm\tau = R_c \cdot T = 0.080 \, \text{m} \cdot 919.7 \, \text{N} =
73.58 \, \text {Nm}τ=Rc⋅T=0.080m⋅919.7N=73.58Nm

Final Torque on Rear Wheel:

τ=73.58 Nm\tau = 73.58 \, \text {Nm}τ=73.58Nm

Figure 3.6: Torque developed on rear wheel

Equation 3.2: Torque from the Motor:

τT=Rg⋅T\tau_T = R_g \cdot TτT=Rg⋅T

Where:

22
  τT\tau_TτT = torque applied by the motor (total torque),
 RgR_gRg = radius where the force is applied (gear radius),
 TTT = applied force (in this case, 919.70 N from your earlier calculation).

Given:
 Rg=20.0 mm=0.02 mR_g = 20.0 \, \text{mm} = 0.02 \, \text{m}Rg=20.0mm=0.02m,
 T=919.70 NT = 919.70 \, \text{N}T=919.70N (force).
So, the total torque applied by the motor is:
τT=Rg⋅T=0.02 m⋅919.70 N=18.40 Nm\tau_T = R_g \cdot T = 0.02 \, \text{m} \cdot 919.70 \,
\text{N} = 18.40 \, \text {Nm}τT=Rg⋅T=0.02m⋅919.70N=18.40Nm

Friction Torque Equation:

You mentioned:
τT(Total)=friction−τT\tau_T (text {Total}) = \tau_{\text{friction}} - \tau_TτT (Total)=friction−τT
This simplifies to:
0=τfriction−τT0 = \tau_{\text{friction}} - \tau_T0=friction−τT friction=τT\tau_{\text{friction}} =
\autofiction=τT
So, the friction torque is equal to the total torque applied by the motor, i.e., 18.40 Nm.

Force Calculation:
You presented the equation for the force off as:
f=Trot = Rat \cdot Ft=Rt⋅T
Where:
 RtR_tRt is the radius of the rear wheel,
 TTT is the torque.
This is how the force is transmitted to the rear wheel. The force off is calculated by:
f=WRt=75 kg⋅9.81 m/s2Rtf = \frac{W}{R_t} = \frac {75 \, \text{kg} \cdot 9.81 \, \text{m/s} ^2}
{R_t} f=RtW=Rt75kg⋅9.81m/s2
However, your equation with the values:
f=(75 kg⋅9.81 m/s2)⋅20.0 mm⋅100.0 mm300.0 mm⋅80.0 mm=6.25 NFL = \frac{( 75 \, \text{kg} \
cdot 9.81 \, \text{m/s}^2) \cdot 20.0 \, \text{mm} \cdot 100.0 \, \text{mm}}{300.0 \, \text{mm} \
cdot
80.0 \, \text{mm}} = 6.25 \, \text{N}f=300.0mm⋅80.0mm(75kg⋅9.81m/s2)⋅20.0mm⋅100.0mm=6.25N
You appear to be calculating force based on geometry (lever arm dimensions). You might be
multiplying the masses and gravity by the respective distances to calculate the resulting force.

Motor Details:
Your motor has the following specifications:

Term Value
Voltage 36 V
Power 250 W
Current 6-7 A
Weight 2.04 kg
RPM 2750 rpm

Summary:
 The total torque applied by the motor: 18.40 Nm.
 The friction torque: 18.40 Nm (same as the total torque because there's no acceleration).
 The force transmitted to the rear wheel is 6.25
 N based on the given formula.
23
 Figure 3.7: Motor Figure Figure 3.8: The Motor fabricated with a gear

Figure 3.9 shows the electrical connection diagram between the batteries and the motor then the
switch. It has to be in parallel to ensure that the voltage is distributed the same through the
circuit.

Figure 3.9: Electrical connection drawing [21]

CHAPTER 4: SYSTEM TESTING AND ANALYSIS

4.1 MOTOR:

24
The motor is the primary component in the prototype, responsible for generating the performance output
required to accelerate the bicycle. The torque produced by the motor significantly reduces the rider’s
pedalling effort. The objective of this test is to verify that the motor's performance aligns with the
initial design calculations. A multimeter was used to measure the output voltage and current
throughout the system. The testing setup is illustrated in Figures 4.1 and 4.2, and the recorded values
are presented in Table 4.1.

Table 4.1: One battery direct connection value

Term Value
Voltage 36V
Current 0.6A

Figure 4.1: A Multimeter to measure the voltage

4.2 SYSTEM TESTING AND ANALYSIS

Figure 4.2: Testing setup

As the results in Table 4.1 indicate, the measured values did not meet the motor's performance
requirements. Therefore, an additional battery was introduced into the system. Initially, the batteries
were connected in series; however, due to the increased load, the switch was damaged by excessive
current flow. To resolve this issue, the wiring configuration was redesigned with a parallel battery
connection, as illustrated in Figure 4.3. The corresponding voltage and current values for the parallel

25
setup are presented in Table 4.2,

Figure 4.3: Parallel connection diagram [23]

Table 4.2: 24 batteries connection in parallel & series outputs

Term Value
Voltage 36V
Current 12A

4.1.1 BICYCLE MOTOR SIMULATION:

A bicycle motor simulator was used to evaluate the power and torque characteristics of the hub
motor under various load conditions and terrain inclinations. The simulation output includes several
key performance curves:
 The red line represents the motor’s power output. It starts at zero when the motor is
stationary (0 rpm), rises to a peak as the speed increases, and then drops back to zero once
the wheel reaches its free-spinning, unloaded speed.
 The green curve illustrates the efficiency of the electrical drive system. It represents the
ratio of mechanical power output from the motor to the electrical power input from the
controller.
 The blue curve can be configured to show either the torque output of the hub motor (in
Nm) or the wheel thrusts in pounds. Thrust increases with smaller wheel sizes, while motor
torque remains constant regardless of wheel diameter.
The required thrust to climb a hill is calculated using the formula:
Thrust = Weight × %Grade
 The black curve indicates the load line of the system. It shows the % grade of the hill that
the bicycle can climb at steady-state conditions. This curve effectively illustrates the power
needed to maintain motion against gravitational resistance.

26
 Figure 4.4: Graphical power, efficiency, torque, and load data

Figure 4.4 shows the torque needed to accelerate the bike. Also, it shows the maximum power
needed at grade 1.5%. The maximum power needed in this situation is 268W.

Figure 4.5: Graphical power, efficiency, torque, and load data

Figure 4.5 shows how the torque and the maximum power effected when the grade % is
changed. When the grade is 2% the torque went up to 13.3 Nm. and the maximum power
went up to 290 W.

The bicycle parameters have been set in a bicycle simulator to test and analyze the power and torque
inputs. The below Figures 4.6-4.11 simulate and analyze the inputs of the bicycle at different speeds and at
straight line surface.

27
 Figure 4.6: Bicycle simulation at speed of 20.1 km/h

Figure 4.7: Speed vs. distance travelled graph

Figure 4.8: Bicycle simulation at speed of 5 km/h and 5% inclined surface

28
 Figure 4.9: Speed vs. distance travelled at 5% inclined surface

Figure 4.10: Bicycle simulation at speed of 10 km/h and 10% inclined surface

Figure 4.11: Speed vs. distance travelled at 10% inclined surface

4.2 OVERALL RESULTS, ANALYSIS AND DISCUSSION:

We have conducted two tests described as follows:

29
• First Test:
As the motor has been installed on the bicycle’s frame, a 42 V battery was connected to the motor to
start the test figure 4.15. As a result of the lack of voltage, the bicycle did not move at all and the
battery got empty within 30 seconds. Therefore, group members were evaluating the problem that
prevented the bicycle from moving. We had to seek assistance from electrical and Mechanical
instructors to assist in finding the issue, the final decision was to connect two batteries in
parallel to get 12V and 24 Ah figures 4.16

Figure 4.15: First test

30
 Figure 4.: Battery is connected

• Second Test:

The test has been conducted again with holding the bicycle at a certain level from the ground
and giving the rear wheel a little push. The result was a good start and it worked. One more
thing, we have noticed that the wires connected to the motor plus motor itself got heated
during the process. The wires we had are thin wires and the switch was burned, therefore, we
have replaced
it with thick wires figure 4.17.

Figure 4.17: Thick Wires

Third Test:

31
After doing two tests, fixing the problems mention before, in addition to installing the solar
panel, the system seemed to be working fine. Weight was added to the bicycle, however,
the system worked properly figure 4.18. At the end, a third test was initiated, the results
were as expected, the motor worked properly, the wires did the job perfectly, and the switch
worked fine.

Figure 4.18: Final Installed

32
 CHAPTER 5: PROJECT MANAGEMENT
5.1 Project Plan

Table 5.1 shows the items that were needed to be purchased from the market to be assembled in our prototype.
After research and looking through the chaplain market, we have found all of the items except for the motor.
We had to buy it from online. We have searched online for the motor with an exact performance that fulfills
our need for the project. Regarding the rest of the items, we have purchased from the local market.

Table 5.1: List of Items

Item Quantity
BLDC Motor 1
Motor Controller 1
Throttle 1
Battery 1
Battery BMS 1
Chain 1
Switch 1
Wires (2 colours) -
Charger 1
Solar Panel 3
Dc to Dc Boost Convertor 1
Speed Meter 1
Charging Percentage Indicator 1
Light and Indicators 1

Table 5.2 outlines the distribution of tasks among the team members. Sanjeev Tiwari and Nitesh
were responsible for sourcing a bicycle that fit our technical specifications. They also purchased the
motor from Amazon after reviewing previous works and technical requirements.
Akshay and Ayush visited a store called Electro Solutions in Palyama to obtain the required
electrical components. For mechanical parts like gears and chains, Sanjeev, Akshay, and Nitesh
visited Chalk and were able to find all necessary parts. The charger was also purchased online,
similar to the motor.
All team members contributed to the design process.

Table 5.2: Tasks for Team Members

Item Team Member
Bicycle Sanjeev Tiwari
Motor Nitesh
Battery, Wires, and Switch Akshay
Gear, Chains Ayush
Designing Sanjeev
Controller Sachin Gupta
Light and Indicators Sachin Mishra

33
5.2 Contribution of Team Members
1. Sanjeev Tiwari
 Team Leader
 Motivation and Coordination
 Designer (SolidWorks Drawings)
 Parts Selection
 Task Distribution
 Market Research
 Report Organization

2. Akshay Raj Yadav

 Engineering Calculations and Analysis
 Implementation of Technical Concepts

3. Nitesh Yadav
 Online Procurement
 Idea Generation

4. Ayush Gupta
 Market Research
 Prototype Transportation

5. Sachin Gupta
 Mechanical Installation

6. Sachin Mishra
 Workshop Coordination

5.3 Project Execution Monitoring

Throughout the project, we ensured continuous monitoring through digital collaboration tools like
WhatsApp and Telegram. The WhatsApp group was used for updates and meeting coordination,
while Telegram allowed us to share documents and edit files collaboratively.
We held bi-weekly meetings starting from April 16, adapting to class schedules and exams. Regular
discussions with our advisor and co-advisor helped refine our design and calculations. We also
consulted Electrical Engineering faculty to improve technical understanding.

5.4 Challenges and Decision Making

We faced several issues during the semester:

5.4.1 Problems with Team Members

Scheduling conflicts due to academic responsibilities made coordination difficult initially. As this
was our first collaborative project, aligning everyone's efforts took time but improved with
experience.

5.4.2 Challenges with Project Parts

 The required motor wasn't available locally, so we sourced it online.
 Chain compatibility was an issue; we tried different sizes before finding a suitable one.

34
  The motor gear was too small and required fabrication of a custom-sized gear.

5.4.3 Equipment Issues

 A switch burned out due to overload and had to be replaced.
 Battery performance was poor during initial tests; replacement took time.
 Balancing the motor and battery on the frame required multiple adjustments.

5.4.4 Bill of Materials and Budget

Our initial budget was ₹17,000, but the actual cost came to ₹28,000 due to component upgrades and
unexpected purchases. Major costs included solar panels and the motor system.

Table 5.3: Bill of Materials and Budget

Part Name Description QuantityUnit Price (Rs) Total (Rs)

Bicycle - 1 1500 1500
Battery 42V, 12A 1 7500 7500
Battery Charger 2 Amp 1 1500 1500
Switch - 1 30 30
Motor Controller & Accelerator 36V, 250W 1 Part-wise 8000
Lathe Work & Misc. Expenses - - 200 200
Battery Box & Luggage Rack - 1 500 500
Solar Panel 50W, 12V 3 2000 6000
Dc to Dc Boost Solar Charger 10 - 42V, 10A 1 700 700
Solar Panel Stand - 1 1500 1500
Speed Meter - 1 500 500
Battery Percentage Indicator - 1 1400 1400
Total ₹ 29,330

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 CHAPTER 6: PROJECT ANALYSIS

6.1 Life-Long Learning

This final-year project offered hands-on experience and served as a platform for real-world
engineering challenges. Over four months, we developed essential soft and technical skills,
including:
 Project Management: Goal setting, time tracking, and task coordination.
 Technical Knowledge: Use of tools, electronics, and mechanical systems.
 Problem-Solving: Identifying and resolving hardware and coordination issues.
 Communication: Writing reports and preparing presentations enhanced our articulation
of complex ideas.
 Adaptability: Overcoming challenges made us resilient and solution-oriented.

6.1.1 Project Analysis

An important lesson learned was the need for preliminary calculations and part specifications
before beginning procurement. Our initial mistakes taught us the value of accurate planning, and our
ability to adapt led to better outcomes by the project’s end.

6.1.2 Equipment Specifications

Selecting compatible components required deep technical research and flexibility in sourcing. We
learned:
 How to navigate the local market for technical parts.
 How to compare international products and suppliers effectively.
 How to verify compatibility across all subsystems (mechanical, electrical, and solar).

6.1.3 Installation
At the beginning, we encountered challenges during the motor installation due to issues with the
frame. The frame was made of alum (Placeholder1)iindium, and our initial plan was to weld the
motor directly onto it. However, when we attempted welding, we observed no progress. Upon further
investigation, we discovered that aluminium is difficult to weld and requires advanced welding
technology. This highlighted the importance of material selection and compatibility during the
design phase.

6.1.4 Problem Solving

Throughout the project, we faced several challenges that we were ultimately able to solve. The first
major issue involved the battery: when we started the motor, the battery drained in less than thirty
seconds. Another challenge was positioning the motor at an optimal distance to suit our final
mechanism. Overcoming these problems taught us valuable lessons about troubleshooting and
adaptability. We learned that engineering often requires practical solutions beyond theoretical
knowledge.

6.1.5 Teamwork

Effective teamwork was one of the key contributors to our project's success. We scheduled regular
meetings for brainstorming, discussions, and exchanging ideas. Working as a team taught us
36
patience,

37
mutual support, and the importance of clear communication. By facing challenges together, we built
a strong collaborative spirit that enabled us to move forward efficiently. This experience improved
our skills in team management and emphasized the importance of empathy, coordination, and shared
responsibility in a group setting.

6.1.6 Engineering Sense

A major strength of our project was our ability to apply theoretical knowledge from our university
studies. We used various formulas and concepts from multiple engineering courses to guide our
design decisions. However, not all issues could be solved using textbook methods. Some required
creative thinking and hands-on experience. This taught us that being an engineer isn’t just about
following formulas—it's about using analytical thinking, creativity, and practical insight to solve
real-world problems.

6.2 Impact of Engineering Solutions

The primary societal impact of our project is to reduce the physical effort required for cycling,
making bicycles more accessible and convenient across different terrains. Our goal is to provide a
smoother and less strenuous riding experience, encouraging more people to choose bicycles as a
daily mode of transport.
From an environmental perspective, our project avoids internal combustion engines (ICE) and
instead uses an electrically powered mechanism. The system is powered by a rechargeable battery,
supported by a small generator for on-the-go charging, reducing reliance on external electricity
sources.
Our approach aligns with current global efforts to promote sustainable and eco-friendly technologies.
The project is also economically viable, with component costs ranging between 70 to 150 SAR—
making it more affordable than many electric or motorized bicycles on the market.
In summary, our engineering solution is practical, cost-effective, and environmentally conscious,
with positive implications for both society and the environment.

6.3 Contemporary Issues Addressed

Renewable energy development, particularly solar energy, is gaining momentum in Saudi Arabia.
Solar power offers a clean and sustainable alternative to conventional energy sources.
Our project addresses contemporary environmental issues by integrating solar energy into bicycle
design. In a country where cars dominate transportation and contribute heavily to air pollution, solar-
powered bicycles offer a cleaner, greener alternative. This integration highlights the potential for
renewable energy in everyday transportation and supports national efforts toward sustainable
development and climate change mitigation.

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 Chapter 7: Conclusion and Future Recommendations

7.1 Conclusions
At the conclusion of our project, we acquired in-depth knowledge about local market trends,
component selection, and the comparative performance of various parts. Furthermore, we gained
hands-on experience in the fabrication process and the installation of electrical and mechanical
components, which helped improve both our technical skills and our practical understanding of
electric bicycle systems.
The overall performance of the project was satisfactory and met our expectations in most areas.
However, we encountered some challenges along the way. One of the primary issues was motor
overheating, which occurred particularly when the bicycle was started from a stationary position.
This sudden load caused the motor to heat up excessively. We addressed this problem by modifying
our startup procedure, ensuring that the motor was engaged only when the bicycle was already in
motion. Additionally, battery-related issues were identified during the testing phase. These problems
were carefully analysed and successfully resolved by adjusting the charging setup and optimizing
battery usage. Overall, the project served as a solid foundation for understanding electric mobility
solutions and opened up avenues for further improvement and innovation.

To further improve the efficiency, usability, and sustainability of the electric bicycle, we
propose the following recommendations:

 Adopt Solar Power:

We strongly recommend the integration of solar-powered charging systems into electric
bicycles. This will not only reduce the rider's pedaling effort but also promote the use of
renewable energy, making transportation eco-friendlier and more cost-effective in the long
run.
 Use a Higher Power Motor:
It is advisable to use a motor with a power output greater than 280W. A higher-powered
motor would significantly enhance performance, especially when navigating steep inclines or
rough terrains, providing a smoother and more powerful riding experience.
 Incorporate a Front-Mounted Wind Turbine:
Installing a small wind turbine at the front of the bicycle can help generate supplementary
energy while riding. This additional energy source can assist in extending the range and
improving the overall energy efficiency of the system.
 Add an Intelligent Motor Controller:
Integrating a smart motor controller that adjusts motor output based on terrain, rider input,
and speed can optimize energy consumption. Such systems can improve riding performance
and also extend the lifespan of the motor and battery.
 Install a Larger or More Efficient Solar Panel:
A larger or higher-efficiency solar panel can be mounted on the bicycle to increase sunlight
absorption. This will reduce the battery charging time and make the system less dependent on
conventional electricity sources.
 Film-Type Solar Panels and Flexible Stands:
In future models, lightweight film-type solar panels and flexible stands should be used. These
will help reduce the overall weight of the bicycle, maintain energy generation, and make the
design more practical and easier to handle.

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