Design and Development of Eco-Friendly Power

Transmission system for lightweight Electric

Motorcycle.

A PROJECT REPORT
PHASE I

Submitted by

[Link] 18604909

[Link] 18604908

A. PRIYAN 18604913

[Link] MAHESWARAN 18604514

In partial fulfillment for the award of the degree of

BACHELOR OF ENGINEERING
In
MECHANICAL ENGINEERING
(NBA ACCREDITED)

SCHOOL OF ENGINEERING
VELS INSTITUTE OF SCIENCE TECHNOLOGY AND ADVANCED STUDIES
(VISTAS)

CHENNAI - 600 117

MAY -2022
 BONAFIDE CERTIFICATE

Certified that this project “Design and Development of Eco-Friendly

Power Transmission system for lightweight Electric Motorcycle.” is the
bonafide work of “[Link] (18604909), [Link] (18604908),
[Link] (18604913), [Link] MAHESWARAN (18604514)”, who
carried out the project work under my supervision. Certified further that to the
best of my knowledge the work reported here in does not form part of any other
project report or dissertation on the basis of which a degree or award was
conferred on an early occasion on this or any other candidate.

SIGNATURE SIGNATURE

[Link] [Link] KUMAR

HEAD OF THE DEPARTMENT SUPERVISOR

MECHANICAL ENGINEERING MECHANICAL ENGINEERING

VISTAS VISTAS

CHENNAI-600 117 CHENNAI-600 117

Submitted for the project work and viva-voce examination held on ………………. at
VISTAS, Chennai – 600 117.

INTERNAL EXAMINER EXTERNAL EXAMINER

 TABLE OF CONTENTS
CHAPTE TITTLE PAGE
R NO.

ACKNOWLEDGEMENT i

ABSTRACT ii

LIST OF FIGURES iii

CHAPTER 1 INTRODUCTION

1.1 INTRODUCTION & HISTORY OF ELECTRIC BIKE 1

1.2 INTRODUCTION OF ELECTRIC BIKE CONVERSION KIT 7

1.3 INTRODUCTION OF ELECTRIC BIKE DESIGN 8

CHAPTER 2 LITERATURE REVIEW

2.1 LITERATURE OF ELECTRIC BIKE 9

2.2 LITERATURE OF ELECTRIC BIKE CONVERSION KIT 11

3.3 LITERATURE OF ELECTRIC BIKE DESIGN 13

 CHAPTER 3 MATERIALS USED

3.1 INTRODUCTION 14

3.2 LIST OF MATERIALS 14

3.2.1 MOTOR 14

3.2.2 BATTERY 15

3.2.3 CONTROLLER 16

3.2.4 CONVERTER 16

3.2.5 CHARGING PORT 17

3.2.6 FUSE AND FUSE HOLDER 17

3.2.7 SPROCKET 18

CHAPTER 4 DIAGRAMS
4.1 CONTROLLER WIRING DIAGRAM 19

4.2 BATTERY CONNECTION DIAGRAM 20

4.3 CONVERTER DIAGRAM 20

CHAPTER 5 MECHANISM

5.1 DRIVE MECHANISM 21

CHAPTER 6 ADVANTAGES

6.1 ADVANTAGES 23

CHAPTER 7 DISADVANTAGES
7.1 DISADVANTAGES 24

CHAPTER 8 SUMMARY AND CONCLUSION

8.1 SUMMARY AND CONCLUSION 25

CHAPTER 9 REFERENCES

9.1 REFERENCES 26
 Acknowledgement

Any accomplishment requires the effort of many people and this work is no different staring at
ground zero; we would like to express our deep gratitude to our beloved Founder – Chairman Dr.
Ishari K. Ganesh for his kind support and encouragement.

We extend our sincere thanks to Prof. Dr. [Link] Narayanan, Vice Chancellor and Prof. Dr. P.
Swaminathan Advisor for permitting me to do the project.

We extend our sincere thanks to Dr. [Link], Registrar and Dr. [Link], Controller of
Examination for permitting me to do the project.

We are very much grateful to Dr.M. Chandrasekaran, Director, Department of Mechanical

Engineering, for his encouraging support and useful suggestions during this work.

We extend our sincere thanks to Dr. [Link], Coordinator, School of Engineering and Head
of the Department for his encouragement and support.

We thank our project coordinator Dr. C. Dhanasekaran, for his entire support and valuable
guidance throughout the project work.

We express our sincere thanks to our guide Mr. [Link] for having extended his fullest
cooperation and guidance without which this project would not have been possible.

We take this opportunity to thank all teaching and Non-teaching staff members of our department for
their suggestion and help.

Last but not the least; we thank our parents who have been the source of inspiration and support for us
throughout this project work. We also thank all those who have either directly or indirectly helped
during this project work.

i
 ABSTRACT
The main aim of this construct the paper is to present the idea of harnessing the various
energy and use it in today’s existence of human life. .Now-a-days there are so many vehicles
on road, which consumes more fuel and also hazards our environment. It is our responsibility
to reduce the consumption of fuel and its hazardous emission products. Taking this into
consideration it is our small step towards reducing the use of more fuel consuming vehicles
and attract the eye of people towards its alternatives i.e. Electric bike. So we intend to design
a bike which would run on an alternative source and also reducing human efforts called as
Battery Operated bike. In this paper we design an alternative mode of transport for betterment
of social and environment. An electric bike is also necessary because as we know that fossil
fuel sources are limited and they are depleting continuously. Keeping all these things into
consideration there is a need to find a solution for conventional fuel-powered vehicles also
the people’s vigorous awareness of environmental problems also leads to research towards
the alternate solution for the automotive vehicle. The uses of renewable energy in the place of
conventional fuel are the best solution to overcome this problem. An electric bike can be
considered a good alternative for traveling within small and medium distances. The main aim
of this paper is to present an idea of the design and development of the electric bike. Electric
vehicle drives offer a number of advantages over conventional internal combustion engines,
especially in terms of lower local emissions, higher energy efficiency, and decreased
dependency upon oil. Yet there are significant barriers to the rapid adoption of electric cars,
including the limitations of battery technology, high purchase costs, and the lack of
recharging infrastructure. With intelligently controlled charging operations, the energy needs
of potential electric vehicle fleets could be covered by existing German power plants without
incurring large price fluctuations. Over the long term, electric vehicles could represent a
sustainable technology path. In the short to mid-term, however, exceedingly optimistic
expectations should be avoided, especially with respect to the reduction of greenhouse gas
emissions. Electric vehicles as such will not be able to solve all current problems of
transportation policy. Yet they may constitute an important component of a larger roadmap
for sustainable transportation.
 ii

LIST OF FIGURES

FIGURE TITTLE PAGE

NO NO

3.2.1 MOTOR 12

3.2.2(i) LEAD ACID BATTERY 13

3.2.2(ii) BATTERY SERIES CONNECTION 13

3.2.3 CONTOLLER 14

3.2.4 CONVERTER 14

3.2.5 CHARGING PORT 15

3.2.6 FUSE AND FUSE HOLDER 15

3.2.7 SPROCKET 16
iii
 CHAPTER 1: INTRODUCTION

1.1Introduction and History of Electric bike:

Introduction:

An electric bicycle, also known as an e-bike or ebike, i with an integrated electric

motor used to assist propulsion. Many kinds of e-bikes are available worldwide, but they
generally fall into two broad categories: bikes that assist the rider's without pedal-power and
bikes that add a throttle, integrating moped-style functionality. Both retain the ability by the rider
and are therefore not electric motorcycles.

E-bikes use rechargeable batteries and typically travel up to 25 to 32 km/h (16 to 20 mph). High-
powered varieties can often travel more than 45 km/h (28 mph). In some markets, such as
Germany as of 2013, they are gaining in popularity and taking some market share away from
conventional bicycles, while in others, such as China as of 2010, they are replacing fossil fuel-
powered mopeds and small motorcycles.

Depending on local laws, many e-bikes (e.g., pedelecs) are legally classified as bicycles rather
than mopeds or motorcycles. This exempts them from the more stringent laws regarding the
certification and operation of more powerful two-wheelers which are often classed as electric
motorcycles. E-bikes can also be defined separately and treated under distinct electric bicycle
laws.

E-bikes are the electric motor-powered versions of motorized bicycles, which have been in use
since the late 19th century. Some bicycle-sharing systems use them. An electric bike is normally
powered by a rechargeable battery and their practical performance is influenced by motor power,
battery capacity, road type, operation weight, control, etc. In A vehicle propelled by an electric
motor, rather than a traditional petrol or diesel engine is called as electric vehicle. The electric
motor is powered by rechargeable batteries that can be charged using household mains electricity
via an electric vehicle charge point at home or at a more powerful electric vehicle charge station
at work or in the street. This paper focuses on the design and development of the electric bike,
constructional parts, manufacturing companies in India, advantages, problems, government
initiatives in India, future scope etc. An electric vehicle (EV) is one that operates on an electric

1
motor, instead of an internal-combustion engine that generates power by burning a mix of fuel
and gases. Therefore, such as vehicle is seen as a possible replacement for current-generation
automobile, in order to address the issue of rising pollution, global warming, depleting natural
resources, etc. Though the concept of electric vehicles has been around for a long time, it has
drawn a considerable amount of interest in the past decade amid a rising carbon footprint and
other environmental impacts of fuel-based vehicles.

In India, the first concrete decision to incentivise electric vehicles was taken in 2010. According
to a Rs 95-crore scheme approved by the Ministry of New and Renewable Energy (MNRE), the
government announced a financial incentive for manufacturers for electric vehicles sold in India.

EVs first came into existence in the mid-19th century, when electricity was among the preferred
methods for motor vehicle propulsion, providing a level of comfort and ease of operation that
could not be achieved by the gasoline cars of the time. Internal combustion engines were the
dominant propulsion method for cars and trucks for about 100 years, but electric power remained
commonplace in other vehicle types, such as trains and smaller vehicles of all types.

In the 21st century, EVs have seen a resurgence due to technological developments, and an
increased focus on renewable energy and the potential reduction of transportation's impact on
climate change and other environmental issues. Project Drawdown describes electric vehicles as
one of the 100 best contemporary solutions for addressing climate change.[2]

Government incentives to increase adoption were first introduced in the late 2000s, including in
the United States and the European Union, leading to a growing market for the vehicles in the
2010s.[3][4] Increasing public interest and awareness and structural incentives, such as those being
built into the green recovery from the COVID-19 pandemic, is expected to greatly increase the
electric vehicle market. The International Energy Agency said in 2021 that governments should
do more to meet climate goals, including policies for heavy electric vehicles. Electric vehicle
sales may increase from 2% of global share in 2016 to 30% by 2030. Much of this growth is
expected in markets like North America, Europe and China; a 2020 literature review suggested
that growth in use of electric 4-wheeled vehicles appears economically unlikely in developing
economies, but that electric 2-wheeler growth is likely. There are more 2 and 3 wheel EVs than
any other type.

2
History:
In the 1890s, electric bicycles were documented within various U.S. patents. For
example, on 31 December 1895, Ogden Bolton Jr. was granted U.S. Patent 552,271 for a battery-
powered bicycle with "6-pole brush-and-commutator direct current (DC) hub motor mounted in
the rear wheel". There were no gears and the motor could draw up to 100 amperes (A) from a 10-
volt battery.

Two years later, in 1897, Hosea W. Libbey of Boston invented an electric bicycle (U.S. Patent
596,272) that was propelled by a "double electric motor". The motor was designed within the
hub of the crankset axle. This model was later re-invented and imitated in the late 1990s by Giant
Lafree e-bikes.

By 1898 a rear-wheel drive electric bicycle, which used a driving belt along the outside edge of
the wheel, was patented by Mathew J. Steffens. Also, the 1899 U.S. Patent 627,066 by John
Schnepf depicted a rear-wheel friction “roller-wheel” style drive electric bicycle. [8] Schnepf's
invention was later re-examined and expanded in 1969 by G.A. Wood Jr. with his U.S. Patent
3,431,994. Wood's device used 4 fractional horsepower motors; connected through a series of
gears.

Torque sensors and power controls were developed in the late 1990s. For example, Takada
Yutky of Japan filed a patent in 1997 for such a device. In 1992 Vector Services Limited offered
and sold an e-bike dubbed Zike. The bicycle included NiCd batteries that were built into a frame
member and included an 850 g permanent-magnet motor. Despite the Zike, in 1992 hardly any
commercial e-bikes were available.

Yamaha, a Japanese automotive giant built one of the early prototypes of e-bike back in 1989
and invented the pedal assist system in 1993.

Production grew from 1993 to 2004 by an estimated 35%. By contrast, according to Gartner, in
1995 regular bicycle production decreased from its peak 107 million units.

American car icon, Lee Iacocca founded EV Global motors in 1997, a company that produced an
electric bicycle model named E-bike SX and it was one of the early efforts to popularize e-bikes
in the United States.[12]

3
Some of the less expensive e-bikes used bulky lead acid batteries, whereas newer models
generally used NiMH, NiCd, and/or Li-ion batteries, which offered lighter, denser capacity
batteries. Performance varies; however, in general there is an increase in range and speed with
the latter battery types.

Electric motive power started in 1827, when Hungarian priest Ányos Jedlik built the first crude
but viable electric motor, provided with stator, rotor and commutator; the next year, he used it to
power a tiny car. In 1835, professor Sibrandus Stratingh of the University of Groningen,
the Netherlands, built a small-scale electric car, and between 1832 and 1839 (the exact year is
uncertain), Robert Anderson of Scotland invented the first crude electric carriage, powered by
non-rechargeable primary cells. American blacksmith and inventor Thomas Davenport built a
toy electric locomotive, powered by a primitive electric motor, in 1835. In 1838, a Scotsman
named Robert Davidson built an electric locomotive that attained a speed of four miles per hour
(6 km/h). In England a patent was granted in 1840 for the use of rails as conductors of electric
current, and similar American patents were issued to Lilley and Colten in 1847.

The first mass-produced electric vehicles appeared in America in the early 1900s. In 1902,
the Studebaker Automobile Company entered the automotive business with electric vehicles,
though it also entered the gasoline vehicles market in 1904. However, with the advent of cheap
assembly line cars by Ford Motor Company, the popularity of electric cars declined significantly.

Due to the limitations of storage batteries at that time, electric cars did not gain much popularity;
however, electric trains gained immense popularity due to their economies and achievable
speeds. By the 20th century, electric rail transport became commonplace due to advances in the
development of electric locomotives. Over time their general-purpose commercial use reduced to
specialist roles as platform trucks, forklift trucks, ambulances,[15] tow tractors and urban delivery
vehicles, such as the iconic British milk float; for most of the 20th century, the UK was the
world's largest user of electric road vehicles.

Electrified trains were used for coal transport, as the motors did not use precious oxygen in the
mines. Switzerland's lack of natural fossil resources forced the rapid electrification of their rail
network. One of the earliest rechargeable batteries – the nickel-iron battery – was favored
by Edison for use in electric cars.

4
EVs were among the earliest automobiles, and before the preeminence of light, powerful internal
combustion engines, electric automobiles held many vehicle land speed and distance records in
the early 1900s. They were produced by Baker Electric, Columbia Electric, Detroit Electric, and
others, and at one point in history out-sold gasoline-powered vehicles. In 1900, 28 percent of the
cars on the road in the US were electric. EVs were so popular that even President Woodrow
Wilson and his secret service agents toured Washington, D.C. in their Milburn Electrics, which
covered 60–70 mi (100–110 km) per charge.

A number of developments contributed to a decline in the popularity of electric cars. Improved

road infrastructure required a greater range than that offered by electric cars, and the discovery of
large reserves of petroleum in Texas, Oklahoma, and California led to the wide availability of
affordable gasoline/petrol, making internal combustion powered cars cheaper to operate over
long distances. Also, internal combustion powered cars became ever-easier to operate thanks to
the invention of the electric starter by Charles Kettering in 1912, which eliminated the need of a
hand crank for starting a gasoline engine, and the noise emitted by ICE cars became more
bearable thanks to the use of the muffler, which Hiram Percy Maxim had invented in 1897. As
roads were improved outside urban areas, electric vehicle range could not compete with the ICE.
Finally, the initiation of mass production of gasoline-powered vehicles by Henry Ford in 1913
reduced significantly the cost of gasoline cars as compared to electric cars.

In the 1930s, National City Lines, which was a partnership of General Motors, Firestone,
and Standard Oil of California purchased many electric tram networks across the country to
dismantle them and replace them with GM buses. The partnership was convicted of conspiring to
monopolize the sale of equipment and supplies to their subsidiary companies, but were acquitted
of conspiring to monopolize the provision of transportation services.

The emergence of metal–oxide–semiconductor (MOS) technology led to the development of

modern electric road vehicles. The MOSFET (MOS field-effect transistor, or MOS transistor),
invented by Mohamed M. Atalla and Dawon Kahng at Bell Labs in 1959, led to the development
of the power MOSFET by Hitachi in 1969, and the single-chip microprocessor by Federico
Faggin, Marcian Hoff, Masatoshi Shima and Stanley Mazor at Intel in 1971. The power
MOSFET and the microcontroller, a type of single-chip microprocessor, led to significant

5
advances in electric vehicle technology. MOSFET power converters allowed operation at much
higher switching frequencies, made it easier to drive, reduced power losses, and significantly
reduced prices, while single-chip microcontrollers could manage all aspects of the drive control
and had the capacity for battery management. Insulated-gate bipolar transistor (IGBT)
technology made possible the use of the synchronous AC three phase motor, by creating a
synthetic three phase alternating current from, for example, a DC traction battery pack. This
technique was developed by Hughes and GM and used in their US Electricar in 1995, but still
used the heavy (26 count 12 Volt) lead acid, series connected batteries. GM later developed an
electric pickup truck and then the EV1. This motor and controller was kept alive and used in
converted cars by AC Propulsion, where they introduced the lithium battery that Elon Musk later
saw and embraced.[22] Another important technology that enabled modern highway-capable
electric cars is the lithium-ion battery, invented by John Goodenough, Rachid Yazami and Akira
Yoshino in the 1980s, which was responsible for the development of electric vehicles capable of
long-distance travel.

In January 1990, General Motors' President introduced its EV concept two-seater, the "Impact",
at the Los Angeles Auto Show. That September, the California Air Resources Board mandated
major-automaker sales of EVs, in phases starting in 1998. From 1996 to 1998 GM produced
1117 EV1s, 800 of which were made available through three-year leases.

Chrysler, Ford, GM, Honda, and Toyota also produced limited numbers of EVs for California
drivers. In 2003, upon the expiration of GM's EV1 leases, GM discontinued them. The
discontinuation has variously been attributed to:

 the auto industry's successful federal court challenge to California's zero-emissions

vehicle mandate,
 a federal regulation requiring GM to produce and maintain spare parts for the few
thousands EV1s and
 the success of the oil and auto industries' media campaign to reduce public
acceptance of EVs.

6
1.2 Introduction of Electric conversion kit:

Introduction:

E-bike conversion kits are a solution that allow you to add a motor, battery and electric controls
to a non-electric bike to make it into an e-bike. Chosen with care and installed correctly, the
resulting e-bike lets you ride with electric assist just like a ‘regular’ e-bike. With the range of
readymade e-bike designs larger than ever, kits have some competition from off-the-peg, ready
to pedal e-bikes. However, they still offer positive advantages as well as some drawbacks which
are considered first-off.

Amps, volts, watts, and ohms are the main units of measure used in measuring electricity. Ohms
is a measurement of resistance that is critical for measuring electricity, but it’s rarely used so I
will leave it at that. Most e-bike kits will be advertised using volts & watts to explain their size as
it compares to the competition, i.e. 36v 800w wheel motor kit. This number can be easily
manipulated and as such is not very reliable. Some of the better quality kits will use volts, amps
and watts i.e. a 36v 25A 900w wheel motor kit. This is better as it takes the capacity of the
controller into consideration. Sadly these too can be fudged. If you remember the formula volts
x amperes = watts you will be able to accurately determine the real output of your motor based
on the components and batteries you’ll be using. In automobile engineering, electric vehicle
(EV) conversion is the replacement of a car's combustion engine and connected components with
an electric motor and batteries, to create an all-electric vehicle.

There are two main aims for converting an internal combustion engine vehicle to run as a battery
electric vehicle. The first is to reduce the emissions of vehicles that are already on the road, as
electric vehicles do not produce any emissions themselves.

The second is to reduce the vast amount of waste created when cars reach the end of their
lifecycle – as older cars or those written off after a road traffic accident are typically scrapped.
This creates a considerable amount of metal, plastic and fabric waste, and uses a large amount of
energy to recycle discarded parts into useful materials.

7
Price is another key catalyst for the growing electric car conversion market. The cost of electric
car batteries and motors has fallen in recent years, and the cost of conversion is now
considerably less than the price of purchasing a new electric car

1.3 Introduction of electric bike design:

Solar Power Solar cells (really called “photovoltaic” or “photoelectric” cells) that convert
light directly into electricity, bypassing thermodynamic cycles and mechanical generators. PV
stands for photo (light) and voltaic (electricity), whereby sunlight photons free electrons from
common silicon. A photovoltaic module is composed of individual PV cells. This crystalline-
silicon module has an aluminium frame and glass on the front. In the field of photovoltaic, a
photovoltaic module is a packaged interconnected assembly of photovoltaic cells, also known as
solar cells. An installation of photovoltaic modules or panels is known as a photovoltaic array or
a solar panel. A photovoltaic installation typically includes an array of photovoltaic modules or
panels, an inverter, batteries (for off grid) and interconnection wiring. Solar energy is the
utilization of the radiation energy from the sun. Solar power is used interchangeably with solar
energy but refers more specifically to the conversion of sunlight into electricity by photovoltaic
and concentrating solar thermal devices, or by one of several experimental technologies such as
thermoelectric converters, solar chimneys and solar ponds. Sunlight is composed of photons, or
particles of solar energy. These photons contain various amounts of energy corresponding to the
different wavelengths of the solar spectrum. When photons strike a photovoltaic cell, they may
be reflected, pass right through, or be absorbed. Only the absorbed photons provide energy to
generate electricity. When enough sunlight (energy) is absorbed by the material (a
semiconductor), electrons are dislodged from the material's atoms. Special treatment of the
material surface during manufacturing makes the front surface of the cell more receptive to free
electrons, so the electrons naturally migrate to the surface. When the electrons leave their
position, holes are formed. When many electrons, each carrying a negative charge, travel toward
the front surface of the cell, the resulting imbalance of charge between the cell's front and back
surfaces creates a voltage potential like the negative and positive terminals of a battery. When
the two surfaces are connected through an external load, electricity flows.

8
 CHAPTER 2: LITERATURE REVIEW
2.1 Literature Review of Electric bike :

In 1999,AVL Company proposed a hybrid system that used a 50 cccarburetted lean-burn

two-stroke engine with a 0.75 kW electric motor mounted on the engine crankshaft mainly to
provide increased torque during acceleration.[1]

Su-Hau et al (2004) focused on the highly efficient energy usage of the battery energy and
proposed an integrated management system for electric motor.[2]

David and Sheng-Chung (2004) proposed new parallel-type hybrid-electric-power system

comprises an engine’s energy distribution and a torque-integrated mechanism (specifically
including an engine, a motor/alternator, a CVT device, and PCM as well as a 3-helical gear set).
[3]

Wenguang et al (2005) presented an approach to control powertrain of series hybrid electric

vehicles. A formulation of the system equations and controller design procedure were proposed
by them. They also proposed a new switching algorithm for the power converter for motor torque
and motor flux control.[4]

Daniel (2007) designed, developed and implemented a series hybrid electric vehicle. Though he
proposed the architecture as hybrid electric vehicle architecture, he showed that the vehicle runs
well in the electric mode and left the hybrid conversion as future expansion.[5]

Lukic et al (2007) tried to develop a driving cycle of the auto rickshaw in a typical large Indian
city, in their case, Delhi. First, they considered the existing driving cycles used in India are
considered as candidates. Since these data were not applicable, GPS data collected at various
times of the day were applied to the analysis. They derived the new driving cycle from the
gathered information via GPS data as well as surveys of auto rickshaw drivers in India, which
helped to get the entire picture for the driving cycle.[6]

9
Research literature was retrieved from the Web of Science and the Transport Research
International Documentation (TRID) databases ([Link] The goal was to perform an
extensive review of the different research domains variables that affect ELOS. The TRID
database includes both the Transportation Research Information Services database and the
OECD’s Joint Transport Research Centre’s International Transport Research Documentation
database.

The database search was performed in November and December 2019. The same process was
conducted again in February 2020 to include newly published articles. The search protocol
included using the following terms: level-of-service, LOS, quality-of-
service, QOS, flow, comfort, convenience, easiness, travel behaviour, coupled with the
keywords bicycle, pedelecs, electric-bicycle, electric-bicycling, electric-bike, and e-bike. In order
to retrieve the literature related to BLOS, the most recent review study (BLOS) by Kazemzadeh,
Laureshyn, et al. (2020) was used. Citation search was also performed as a complementary tool
to detect more topic-related studies. The search resulted in 1108 papers from the databases along
with 195 records from the review by Kazemzadeh, Laureshyn, et al. (2020). After removing the
duplicates, a screening strategy based on the PRISMA methodology (see Figure 1) was
performed to identify the relevant papers (Moher, Liberati, Tetzlaff, & Altman, 2009). Inclusion
criteria were related to the relevance to the development of ELOS indices. The material included
only peer-reviewed English-language articles and scientific reports. BLOS studies that
considered e-bike in their LOS estimation process were included. Pure e-bike flow research and
the combination of e-bike flow with vulnerable road users (cyclists and pedestrians) were
included as deemed relevant for ELOS development. Exclusion criteria related to studies
examining environmental impact, manufacture, technical characteristics (e.g. e-bike batteries,
motors, etc.), and safety of e-bikes.

In present scenario, air pollution has become a serious concern for the India. According to recent
global report, many cities in the India are most polluted cities. Major sectors contributing to the
air pollution are industrial sector and transport sector. Among this 51% of air pollution is caused

10
by the industrial sector and 27% by the transport sector. Air pollution contributes to the
premature deaths of 2 million Indians every year. In order to minimize the air pollution, Electric
Vehicle (EV) can act as blessing in lowering the GHG emission. Electric Vehicles offer
numerous advantages such as decreasing the pollution level and reduction in oil import bills etc.
Although there is considerable amount of threats in establishing the Electric Vehicles in India.

2.2 Literature Review of Electric bike conversion kit :

MOTOR:

A DC electric motor is used to drive the bike. To have an alternative for fuel driven bike,
Now the trend is to supply larger powered brushless motor of larger wattage which can keep an
e-bike travelling with higher speed and easily go up high skills.[3].Induction motor, Switched
reluctance motor, Brushed DC motor and BLDC motors are preferred because of no
maintenance, high efficiency, low noise, high starting torque, high no-load speed and also
because of the absence of brushes we don’t find sparking in BLDC motor which increases the
life of motor. [4,7] Hub motors are preferred for light weight electric vehicle. It is the compact
electric motor placed inside the wheel and is directly connected to the rotating wheel. It
generates high torque at low rpm

Investigation of an electric assisted bicycle and determination of performance characteristics’’

paper examines and realizes an alternative design for a front wheel hub direct drive, which
utilizes a three-phase brushless PM motor.[7]

Hobbyists often build their own EVs by converting existing production cars to run solely on
electricity. There is a cottage industry supporting the conversion and construction of BEVs by
hobbyists.[10] Universities such as the University of California, Irvine even build their own
custom electric or hybrid-electric cars from scratch.

Short-range battery electric vehicles can offer the hobbyist comfort, utility, and quickness,
sacrificing only range. Short-range EVs may be built using high-performance lead–acid batteries,
using about half the mass needed for a 100–130 km (60–80 miles) range. The result is a vehicle
with about a 50 km (30 miles) range, which, when designed with appropriate weight distribution
(40/60 front to rear), does not require power steering, offers exceptional acceleration in the lower

11
end of its operating range, and is freeway capable and legal. But their EVs are expensive due to
the higher cost for these higher-performance batteries. By including a manual transmission,
short-range EVs can obtain both better performance and greater efficiency than the single-speed
EVs developed by major manufacturers. Unlike the converted golf carts used for neighborhood
electric vehicles, short-range EVs may be operated on typical suburban throughways (where 60–
80 km/h, 35–50 mph speed limits are typical) and can keep up with traffic typical on such roads
and the short "slow-lane" on-and-off segments of freeways common in suburban areas.

Faced with chronic fuel shortage on the Gaza Strip, Palestinian electrical engineer Waseem
Othman al-Khozendar invented in 2008 a way to convert his car to run on 32 electric batteries.
According to al-Khozendar, the batteries can be charged with US$2 worth of electricity to drive
from 180–240 km (110–150 mi). After a seven-hour charge, the car should also be able to run up
to a speed of 100 km/h (60 mph).

The power of a vehicle's electric motor, as in other machines, is measured in kilowatts (kW).
Electric motors can deliver their maximum torque over a wide RPM range. This means that the
performance of a vehicle with a 100 kW electric motor exceeds that of a vehicle with a 100 kW
internal combustion engine, which can only deliver its maximum torque within a limited range of
engine speed.

Efficiency of charging varies considerably depending on the type of charger, and energy is lost
during the process of converting the electrical energy to mechanical energy.

Usually, direct current (DC) electricity is fed into a DC/AC inverter where it is converted
to alternating current (AC) electricity and this AC electricity is connected to a 3-phase AC
motor.

For electric trains, forklift trucks, and some electric cars, DC motors are often used. In some
cases, universal motors are used, and then AC or DC may be employed. In recent production
vehicles, various motor types have been implemented; for instance, induction motors within
Tesla Motor vehicles and permanent magnet machines in the Nissan Leaf and Chevrolet Bolt

12
2.3 Literature Review of Electric bike design:

The main purpose of this chapter is to analyse, identify and make conclusion based on the
research. A literature review means a collecting related data, analysed business process, identify
underlying patterns and create the conclusion. Another description of the literature review is a
systematic, explicit and reproducible method to identifying, evaluating and synthesizing the
existing body of completed and recorded work produced by researcher, scholars and
practitioners. In order to develop a successful project, the current systems are identified. The
system of conventional electric powered bicycle, solar system and its connection have been
analysed. Studies of these systems are significant to develop a valid, reliable and efficient
upgrade project. The Literature Review part acts as a mean to discover which methodology
should be chosen in developing this system. Facts and Findings Facts and findings establishes
what the existing system does and what the problems are, and leads to a definition of a set of
options from which users may choose their required system. This section will be discussing
about the domain of this project, the existing system and finally the other techniques that
applicable to be used while developing this project. It focused on the how to design and develop
the project systematically according to the requirement of minimize the functional of
conventional project. In the other situation, these will be describing any element or method
which is useful to be used for the purpose of searching and gathered useful information in
developing this project. Domain Currently, electric powered bicycle that was studied for this
project only uses a battery to get the electric powered supply by recharge it using conventional
way. Electric powered bicycle only depends on power that charge in battery to make it functions
unless using the manual way to move it. The project is wanted to change the way a battery

13
charge to get the electric power and generate electricity to move the bicycle with optimum
energy.

CHAPTER 3: MATERIALS USED

3.1 Introduction

The important materials are MOTOR , BATTERY , CONTROLLER ,THROTTLE

,CONVERTER .

3.2 List of materials:

The following list of hardware components:

3.2.1 MOTOR:

o Power rating: 750W,

o Rated voltage: 48V,
o Weight: 5Kg,
o Efficiency (%):80,
o Torque: 12 N-m Speed (rpm):500

14
 Fig3.2.1 Motor

3.2.2 BATTERY:

Fig 3.2.2(i) Lead acid battery

15
 Fig 3.2.2 (ii)Battery series connection

Battery is the heart of the electric bike. It supplies the energy to motor. Battery acts as a
condenser by storing the electric energy produced by generator due to electrochemical
transformation and supplying it on demand. It is also known as accumulator of electric charge.
This generally occurs while starting the system. It can deliver high electrical current for starting
an engine. Lead-acid, Nickel-Cadmium, NickelMetal Hybride and Lithium-ion batteries are
currently used for electric bike. [6] For electric bike, 2-3 battery are used and connected in series
to produce larger input supply to motor which is equal to 24-36V and it can be extended depends
upon the rating of motor. Batteries used for electric bike should have following properties:

 LEAD ACID BATTERY ARE USED IN THIS PROJECT.

 12V 18AHMS BATTERY ARE CONNECTED IN SERIES SO WE GET 48V 18
AMS .THUS WE CAN RUN CONTROLLER .

3.2.3 CONTROLLER:

Fig 3.2.3 Controller

 Voltage -48V

 Current - 30A

 Power -750w

 48V controller are used to control whole circuit like motor, throttle, barking, etc.

3.2.4 CONVERTER:

16
 Fig.3.2.4 Converter

Converter are used to convert 48v to 12v supply .This is help to connect the light , indicator ,
horn,etc.

3.2.5 CHARGING PORT:

Fig 3.2.5 Charging port

Charging port is used to charge battery with the help of charger.

3.2.6 FUSE:

17
 Fig 3.2.6 Fuse &fuse holder

Fuse are used to disconnect the supply when short circuit occurred.

We used 20ahms fuse , 48v fuse holder .

3.2.7 SPROCKET:

Fig 3.2.7 Sprocket

Chain engaging with sprocket converts rotational power in to rotary power and vice versa. The
sprocket looks like a gear but differs in three different ways. Gear has only one or two engaging
teeths but sprockets have many teeth of gear touch and slip against each other but there is no

18
slippage in case of sprocket. Gears and Sprockets are having different shapes of teethsWe are
chain drive mechainsim because it gives more torque .

CHAPTER 4 DIAGRAMS

4.1 Controller wiring diagram:

19
4.2 Battery wiring diagram:

20
4.3 Converter wiring diagram:

CHAPTER 5: MECHANISM

21
5.1 DRIVE MECHANISM: -

• Chain drive mechanism is used for transmission from motor to wheel.

• Dual chain drive mechanism is used (PRIMARY SPROCKET &SECONDARY

SPROCKET)

• So, four chain sprocket is used (Two is on back wheel it is fixed, other two are non-fixed)

• Primary sprocket gives heavy torques

• Secondary sprocket gives speed

• Direct-drive systems are characterized by smooth torque transmission, and nearly-

zero backlash. The main benefits of a direct-drive system are increased efficiency (due to
reduced power losses from the drivetrain components) and being a simpler design with
fewer moving parts. Major benefits also include the ability to deliver high torque over a
wide range of speeds, fast response, precise positioning, and low inertia.
• The main drawback is that a special type of electric motor is often needed to provide high
torque outputs at low rpm. Compared with a multi-speed transmission, the motor is
usually operating in its optimal power band for a smaller range of output speeds for the
system (e.g., road speeds in the case of a motor vehicle).
• Direct-drive mechanisms also need a more precise control mechanism. High-speed
motors with speed reduction have relatively high inertia, which helps smooth the output
motion. Most motors exhibit positional torque ripple known as cogging torque. In high-
speed motors, this effect is usually negligible, as the frequency at which it occurs is too
high to significantly affect system performance; direct-drive units will suffer more from
this phenomenon unless additional inertia is added (i.e. by a flywheel) or the system uses
feedback to actively counter the effect.

CHAIN DRIVE MECHANISM:

22
 A Chain is an array of links held together with each other with the help of steel pins. This
type of arrangement makes a chain more enduring, long lasting and better way of transmitting
rotary motion from one gear to another.

CHAIN LINK :

The major advantage of chain drive over traditional gear is that, the chain drive can
transmit rotary motion with the help of two gears and a chain over a distance whereas in
traditional many gears must be arranged in a mesh in order to transmit motion.

CHAPTER 6: ADVANTAGES

6.1 ADVANTAGES:

23
 No emission

 No pollution

 Eco-friendly

 Less consumption of electrical energy

 No maintenance

 Dual chain mechanism gives heavy torque at initial, and speed

 Customise of chain drive (change manually)

 No sound while driving

 No use of fossil fuel.

 Lead acid are safely (lithium-ion battery are highly combustible)

 Good efficiency: BLDC motors in e-bikes are above 90% efficient than IC engines which
are nearby 40% efficient.

 Eco-friendly: Electric bikes are eco-friendly if required power to charge the batteries is
derived from nonconventional sources

 heaper: Running cost of e-bike is less as compared to conventional bikes.

 Quiet journey: E-bikes are quietest of all transportation.

CHAPTER 7: DISADVANTAGES

7.1 DISADVANTAGES:

24
  It is not suitable for long drive
 No automatic change chain drive
 Battery charge time is long
 Recharge Points. Electric fuelling stations are still in the development stages.
 The Initial Investment is Steep
 Electricity isn't Free.
 Short Driving Range and Speed.
 Longer Recharge Time.
 Silence as a Disadvantage.
 Normally 2 Seaters.
 Battery Replacement.

CHAPTER 8: SUMMARY AND CONCLUSIONS

8.1 Summary and Conclusion:

25
With the increasing consumption of natural resources of petrol, diesel it is necessary to shift our
way towards alternate resources like the Electric bike and others because it is necessary to
identify new way of transport. Electric bike is a modification of the existing cycle by using
electric energy and also solar energy if solar panels are provided, that would sum up to increase
in energy production. Since it is energy efficient, electric bike is cheaper and affordable to
anyone. It can be used for shorter distances by people of any age. It can be contrived throughout
the year. The most vital feature of the electric bike is that it does not consume fossil fuels thereby
saving crores of foreign currencies. The second most important feature is it is pollution free, eco
– friendly and noiseless in operation. For offsetting environmental pollution using of on – board
Electric Bike is the most viable solution. It can be charged with the help of AC adapter if there is
an emergency. The Operating cost per/ km is very less and with the help of solar panel it can
lessen up more. Since it has fewer components it can be easily dismantled to small components,
thus requiring less maintenance.

High cost is one of the

reason which diverting the
customers from purchasing
the EVs. To work upon this
government has pushed for a
wider EV adoption by offering
subsidies to commercial
vehicles. But electric cars
still

26
remain costlier by at least
30%, mainly due to
imported
batteries. The Centre’s
Faster Adoption and
Manufacturing
of Hybrid and Electric
Vehicles (FAME) scheme of
2015
rolled out subsidies for electric
commercial vehicles. Experts
say the main challenges
facing the EV industry are
inadequate charging
infrastructure and reliance on
imported

27
components and batteries.
But 2020 could change all
that.
Cost of battery imports will
come surely come down due
to
the discovery of lithium
reserves in Bangalore. Over
the last
quarter, manufacturers have
announced several new EV
models that promise a
higher range — some
substantially
more than the 80-90 km an
EV gives now. Even at this
year’s Auto Expo at Greater
Noida, electric vehicles are
28
clearly the show-stoppers.
Among the EVs that have
caught everybody’s attention
at
the expo are Maruti Suzuki’s
Futuro-e and Tata Motors’
Nexon EV and Altroz EV.
China’s Great Wall Motors
stole
the show with the Ora R1.
Another major challenge faced
by
EVs in India is inadequate
charging infrastructure. The
charging infrastructure needs
urgent focus as India has only

29
2,636 charging stations.
There is no shortage of
electricity-
generation capacity in India to
fuel these cars, says Rishabh
Jain, manager, CEEW, Centre
for Energy Finance, a public
policy think tank. Analysis
suggests that four-wheeler
passenger and commercial
vehicles consumed 21.3
million
tones of petrol and diesel in
2017-18. If the distance
travelled
by these vehicles are
covered by equivalent EV-
km, it is
30
estimated that nearly 50
billion units of electricity
would
have been required to charge
the EVs.
This translates to 3.2% of
the electricity that was
generated in the same
financial year. India’s
installed solar
power generation capacity is
31 GW, according to the
Central Electricity Authority.
This means there is sufficient
electricity available for EVs.
However we just need a
policy

31
making for the installation
of charging points and for
that
Power distribution
companies, for example,
would have to
upgrade their transmission
infrastructure to meet EVs’
demand. Experts point to
the business prospect in
this
segment. There are several
opportunities for power and
battery players. Even EV
charging stations provide
small-

32
scale entrepreneurial
opportunities. This could boost
make in
India initiative and could
give opportunities to Indian
Enterprises. By developing
these segments, India can
reduce
its reliance on imported oil
and gas. Another good
opportunity which can be
availed is through storing
surplus
solar power in EV batteries
which can be sold back to
the
grid.

33
High cost is one of the
reason which diverting the
customers from purchasing
the EVs. To work upon this
government has pushed for a
wider EV adoption by offering
subsidies to commercial
vehicles. But electric cars
still
remain costlier by at least
30%, mainly due to
imported
batteries. The Centre’s
Faster Adoption and
Manufacturing
of Hybrid and Electric
Vehicles (FAME) scheme of
2015
34
rolled out subsidies for electric
commercial vehicles. Experts
say the main challenges
facing the EV industry are
inadequate charging
infrastructure and reliance on
imported
components and batteries.
But 2020 could change all
that.
Cost of battery imports will
come surely come down due
to
the discovery of lithium
reserves in Bangalore. Over
the last
quarter, manufacturers have
announced several new EV
35
models that promise a
higher range — some
substantially
more than the 80-90 km an
EV gives now. Even at this
year’s Auto Expo at Greater
Noida, electric vehicles are
clearly the show-stoppers.
Among the EVs that have
caught everybody’s attention
at
the expo are Maruti Suzuki’s
Futuro-e and Tata Motors’
Nexon EV and Altroz EV.
China’s Great Wall Motors
stole

36
the show with the Ora R1.
Another major challenge faced
by
EVs in India is inadequate
charging infrastructure. The
charging infrastructure needs
urgent focus as India has only
2,636 charging stations.
There is no shortage of
electricity-
generation capacity in India to
fuel these cars, says Rishabh
Jain, manager, CEEW, Centre
for Energy Finance, a public
policy think tank. Analysis
suggests that four-wheeler

37
passenger and commercial
vehicles consumed 21.3
million
tones of petrol and diesel in
2017-18. If the distance
travelled
by these vehicles are
covered by equivalent EV-
km, it is
estimated that nearly 50
billion units of electricity
would
have been required to charge
the EVs.
This translates to 3.2% of
the electricity that was

38
generated in the same
financial year. India’s
installed solar
power generation capacity is
31 GW, according to the
Central Electricity Authority.
This means there is sufficient
electricity available for EVs.
However we just need a
policy
making for the installation
of charging points and for
that
Power distribution
companies, for example,
would have to
upgrade their transmission
infrastructure to meet EVs’
39
demand. Experts point to
the business prospect in
this
segment. There are several
opportunities for power and
battery players. Even EV
charging stations provide
small-
scale entrepreneurial
opportunities. This could boost
make in
India initiative and could
give opportunities to Indian
Enterprises. By developing
these segments, India can
reduce
its reliance on imported oil
and gas. Another good
40
opportunity which can be
availed is through storing
surplus
solar power in EV batteries
which can be sold back to
the
grid.
High cost is one of the
reason which diverting the
customers from purchasing
the EVs. To work upon this
government has pushed for a
wider EV adoption by offering
subsidies to commercial
vehicles. But electric cars
still

41
remain costlier by at least
30%, mainly due to
imported
batteries. The Centre’s
Faster Adoption and
Manufacturing
of Hybrid and Electric
Vehicles (FAME) scheme of
2015
rolled out subsidies for electric
commercial vehicles. Experts
say the main challenges
facing the EV industry are
inadequate charging
infrastructure and reliance on
imported

42
components and batteries.
But 2020 could change all
that.
Cost of battery imports will
come surely come down due
to
the discovery of lithium
reserves in Bangalore. Over
the last
quarter, manufacturers have
announced several new EV
models that promise a
higher range — some
substantially
more than the 80-90 km an
EV gives now. Even at this
year’s Auto Expo at Greater
Noida, electric vehicles are
43
clearly the show-stoppers.
Among the EVs that have
caught everybody’s attention
at
the expo are Maruti Suzuki’s
Futuro-e and Tata Motors’
Nexon EV and Altroz EV.
China’s Great Wall Motors
stole
the show with the Ora R1.
Another major challenge faced
by
EVs in India is inadequate
charging infrastructure. The
charging infrastructure needs
urgent focus as India has only

44
2,636 charging stations.
There is no shortage of
electricity-
generation capacity in India to
fuel these cars, says Rishabh
Jain, manager, CEEW, Centre
for Energy Finance, a public
policy think tank. Analysis
suggests that four-wheeler
passenger and commercial
vehicles consumed 21.3
million
tones of petrol and diesel in
2017-18. If the distance
travelled
by these vehicles are
covered by equivalent EV-
km, it is
45
estimated that nearly 50
billion units of electricity
would
have been required to charge
the EVs.
This translates to 3.2% of
the electricity that was
generated in the same
financial year. India’s
installed solar
power generation capacity is
31 GW, according to the
Central Electricity Authority.
This means there is sufficient
electricity available for EVs.
However we just need a
policy

46
making for the installation
of charging points and for
that
Power distribution
companies, for example,
would have to
upgrade their transmission
infrastructure to meet EVs’
demand. Experts point to
the business prospect in
this
segment. There are several
opportunities for power and
battery players. Even EV
charging stations provide
small-

47
scale entrepreneurial
opportunities. This could boost
make in
India initiative and could
give opportunities to Indian
Enterprises. By developing
these segments, India can
reduce
its reliance on imported oil
and gas. Another good
opportunity which can be
availed is through storing
surplus
solar power in EV batteries
which can be sold back to
the
grid.

48
High cost is one of the
reason which diverting the
customers from purchasing
the EVs. To work upon this
government has pushed for a
wider EV adoption by offering
subsidies to commercial
vehicles. But electric cars
still
remain costlier by at least
30%, mainly due to
imported
batteries. The Centre’s
Faster Adoption and
Manufacturing
of Hybrid and Electric
Vehicles (FAME) scheme of
2015
49
rolled out subsidies for electric
commercial vehicles. Experts
say the main challenges
facing the EV industry are
inadequate charging
infrastructure and reliance on
imported
components and batteries.
But 2020 could change all
that.
Cost of battery imports will
come surely come down due
to
the discovery of lithium
reserves in Bangalore. Over
the last
quarter, manufacturers have
announced several new EV
50
models that promise a
higher range — some
substantially
more than the 80-90 km an
EV gives now. Even at this
year’s Auto Expo at Greater
Noida, electric vehicles are
clearly the show-stoppers.
Among the EVs that have
caught everybody’s attention
at
the expo are Maruti Suzuki’s
Futuro-e and Tata Motors’
Nexon EV and Altroz EV.
China’s Great Wall Motors
stole

51
the show with the Ora R1.
Another major challenge faced
by
EVs in India is inadequate
charging infrastructure. The
charging infrastructure needs
urgent focus as India has only
2,636 charging stations.
There is no shortage of
electricity-
generation capacity in India to
fuel these cars, says Rishabh
Jain, manager, CEEW, Centre
for Energy Finance, a public
policy think tank. Analysis
suggests that four-wheeler

52
passenger and commercial
vehicles consumed 21.3
million
tones of petrol and diesel in
2017-18. If the distance
travelled
by these vehicles are
covered by equivalent EV-
km, it is
estimated that nearly 50
billion units of electricity
would
have been required to charge
the EVs.
This translates to 3.2% of
the electricity that was

53
generated in the same
financial year. India’s
installed solar
power generation capacity is
31 GW, according to the
Central Electricity Authority.
This means there is sufficient
electricity available for EVs.
However we just need a
policy
making for the installation
of charging points and for
that
Power distribution
companies, for example,
would have to
upgrade their transmission
infrastructure to meet EVs’
54
demand. Experts point to
the business prospect in
this
segment. There are several
opportunities for power and
battery players. Even EV
charging stations provide
small-
scale entrepreneurial
opportunities. This could boost
make in
India initiative and could
give opportunities to Indian
Enterprises. By developing
these segments, India can
reduce
its reliance on imported oil
and gas. Another good
55
opportunity which can be
availed is through storing
surplus
solar power in EV batteries
which can be sold back to
the
grid.
tric Vehicles Work?
[Link]

High cost is one of the

reason which diverting the
customers from purchasing
the EVs. To work upon this
government has pushed for a
wider EV adoption by offering
subsidies to commercial
vehicles. But electric cars
still
56
remain costlier by at least
30%, mainly due to
imported
batteries. The Centre’s
Faster Adoption and
Manufacturing
of Hybrid and Electric
Vehicles (FAME) scheme of
2015
rolled out subsidies for electric
commercial vehicles. Experts
say the main challenges
facing the EV industry are
inadequate charging
infrastructure and reliance on
imported

57
components and batteries.
But 2020 could change all
that.
Cost of battery imports will
come surely come down due
to
the discovery of lithium
reserves in Bangalore. Over
the last
quarter, manufacturers have
announced several new EV
models that promise a
higher range — some
substantially
more than the 80-90 km an
EV gives now. Even at this
year’s Auto Expo at Greater
Noida, electric vehicles are
58
clearly the show-stoppers.
Among the EVs that have
caught everybody’s attention
at
the expo are Maruti Suzuki’s
Futuro-e and Tata Motors’
Nexon EV and Altroz EV.
China’s Great Wall Motors
stole
the show with the Ora R1.
Another major challenge faced
by
EVs in India is inadequate
charging infrastructure. The
charging infrastructure needs
urgent focus as India has only

59
2,636 charging stations.
There is no shortage of
electricity-
generation capacity in India to
fuel these cars, says Rishabh
Jain, manager, CEEW, Centre
for Energy Finance, a public
policy think tank. Analysis
suggests that four-wheeler
passenger and commercial
vehicles consumed 21.3
million
tones of petrol and diesel in
2017-18. If the distance
travelled
by these vehicles are
covered by equivalent EV-
km, it is
60
estimated that nearly 50
billion units of electricity
would
have been required to charge
the EVs.
This translates to 3.2% of
the electricity that was
generated in the same
financial year. India’s
installed solar
power generation capacity is
31 GW, according to the
Central Electricity Authority.
This means there is sufficient
electricity available for EVs.
However we just need a
policy

61
making for the installation
of charging points and for
that
Power distribution
companies, for example,
would have to
upgrade their transmission
infrastructure to meet EVs’
demand. Experts point to
the business prospect in
this
segment. There are several
opportunities for power and
battery players. Even EV
charging stations provide
small-

62
scale entrepreneurial
opportunities. This could boost
make in
India initiative and could
give opportunities to Indian
Enterprises. By developing
these segments, India can
reduce
its reliance on imported oil
and gas. Another good
opportunity which can be
availed is through storing
surplus
solar power in EV batteries
which can be sold back to
the
grid.

63
High cost is one of the
reason which diverting the
customers from purchasing
the EVs. To work upon this
government has pushed for a
wider EV adoption by offering
subsidies to commercial
vehicles. But electric cars
still
remain costlier by at least
30%, mainly due to
imported
batteries. The Centre’s
Faster Adoption and
Manufacturing
of Hybrid and Electric
Vehicles (FAME) scheme of
2015
64
rolled out subsidies for electric
commercial vehicles. Experts
say the main challenges
facing the EV industry are
inadequate charging
infrastructure and reliance on
imported
components and batteries.
But 2020 could change all
that.
Cost of battery imports will
come surely come down due
to
the discovery of lithium
reserves in Bangalore. Over
the last
quarter, manufacturers have
announced several new EV
65
models that promise a
higher range — some
substantially
more than the 80-90 km an
EV gives now. Even at this
year’s Auto Expo at Greater
Noida, electric vehicles are
clearly the show-stoppers.
Among the EVs that have
caught everybody’s attention
at
the expo are Maruti Suzuki’s
Futuro-e and Tata Motors’
Nexon EV and Altroz EV.
China’s Great Wall Motors
stole

66
the show with the Ora R1.
Another major challenge faced
by
EVs in India is inadequate
charging infrastructure. The
charging infrastructure needs
urgent focus as India has only
2,636 charging stations.
There is no shortage of
electricity-
generation capacity in India to
fuel these cars, says Rishabh
Jain, manager, CEEW, Centre
for Energy Finance, a public
policy think tank. Analysis
suggests that four-wheeler

67
passenger and commercial
vehicles consumed 21.3
million
tones of petrol and diesel in
2017-18. If the distance
travelled
by these vehicles are
covered by equivalent EV-
km, it is
estimated that nearly 50
billion units of electricity
would
have been required to charge
the EVs.
This translates to 3.2% of
the electricity that was

68
generated in the same
financial year. India’s
installed solar
power generation capacity is
31 GW, according to the
Central Electricity Authority.
This means there is sufficient
electricity available for EVs.
However we just need a
policy
making for the installation
of charging points and for
that
Power distribution
companies, for example,
would have to
upgrade their transmission
infrastructure to meet EVs’
69
demand. Experts point to
the business prospect in
this
segment. There are several
opportunities for power and
battery players. Even EV
charging stations provide
small-
scale entrepreneurial
opportunities. This could boost
make in
India initiative and could
give opportunities to Indian
Enterprises. By developing
these segments, India can
reduce
its reliance on imported oil
and gas. Another good
70
opportunity which can be
availed is through storing
surplus
solar power in EV batteries
which can be sold back to
the
grid.

CHAPTER 9 :REFERENCES

[1]. Sheu, K. B., Hsu, T. H., & Hsu, Y. Y.A novel parallel hybrid motorcycle [Link]
Materials science [Link] Tech Publications.

[2]. Hsu, SuHau., Hsu, D. W., Fu, L. C., & Hsu, Y. P. (2004, June). Novel integrated
management system design of electric motorcycles. In American Control Conference,
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