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CycloPowerFinal Report – Spring 2015
Team Members
Nicholas BreningerCasey Freeman
Greg LaughlinTerry Rigdon
Alysia StricklandJustin Woodard
Faculty Advisor
Faryar Etesami
Executive SummaryCycloPower has experimented with current technology and investigated the
feasibility of a selective resistance, multi-person, electrical bicycle. This report outlines
the final product design and evaluation of the mechanical and electrical systems
required to build such a product. Research on previous and current electrically
regenerative bicycle systems and multi-person mechanical bicycle designs provided
baseline information to structure the product design specifications and select
components.
Although construction and testing of a full-scale prototype was beyond the scope
of this project, CycloPower’s electrical subsystem team designed and constructed a
small-scale system to demonstrate selective resistance feasibility, while the mechanical
subsystem team designed and conducted failure analysis of the full-scale modular
bicycle design. The extensive research and recommendations detailed throughout this
report may be used to construct a modular multi-person, selective resistance, electrical
bicycle or enhance current multi-person mechanical bicycle designs.
Page i of iii
Table of Contents
Page ii
Executive Summary.......................................................................................................... i
Table of Contents............................................................................................................. ii
Introduction......................................................................................................................1
Main Design Requirements..............................................................................................2
Alternate Design...............................................................................................................3
Final Design.....................................................................................................................4
Mechanical Design.......................................................................................................4
Module......................................................................................................................4
Chassis.....................................................................................................................5
Electrical Design...........................................................................................................6
Block Diagram...........................................................................................................7
Resistance Control....................................................................................................8
Electrical System......................................................................................................9
Final Product Evaluation.............................................................................................11
Structural Analysis of Mechanical Components......................................................11
Safety and Ergonomics...........................................................................................14
Maintenance & Cost................................................................................................15
Conclusion.....................................................................................................................17
Appendix I: Product Design Criteria...............................................................................18
Appendix II: Research (Sources)...................................................................................20
Appendix III: Alternate Designsrduino Code..................................................................21
Page iii
Appendix IV:Arduino Code Electrical Component Specifications...................................38
Appendix V: Electrical Components SpecificationsModule-generator Design Matrix.....43
Appendix VI: Modular-generator Design MatrixAssembly Drawings............................447
Appendix VII: Assembly DrawingsFEA........................................................................468
Appendix VIII: FEA …………………………………………………………………………....50
Page iv
IntroductionMulti-person bicycle tours have been growing in popularity over the last few
years. Most of these bicycles resemble a trolley car rolling down the street with space
for eight to sixteen people pedaling and one person, generally a tour guide, driving.
Some bikes are 100% human-powered by means of a single gear connecting each
pedaler, while others are operated in areas with rough terrain and require electric
assistance in addition to the human power.
Customers have commented that using a single gear for all pedalers makes it
exceptionally difficult for one user, while the rest of the group reaps the benefits of that
user’s strength. Meanwhile, drivers have been concerned with the possibility of the
machine assist running out of energy with less experienced pedaler groups, leaving the
tour stranded until users can exert enough energy, or the machine assist is electrically
charged or fueled. To provide both the customer and the driver a more enjoyable
experience, CycloPower has researched and designed an electromechanical alternative
to address these concerns.
Still utilizing the mechanical energy generated by individuals pedaling, we have
removed the universal single gear system connecting all pedalers, and replaced it with
multiple modular pedaling systems. The modular system provides electrical power
which is mechanically generated by an individual pedaling, while a standard bicycle tire
drives an electric generator at a twenty-six-to-one gear ratio. Each operator is able to
select his or her own resistance by means of a tablet device that interfaces directly with
the generator. The power produced by each operator is then directed to either an
electric motor driving the bike or a backup battery system that is capable of energizing
the electric motor in the event that the operators cannot produce enough power.
Page 1 of 52
Main Design Requirements The CycloPower design will achieve a maximum speed of 10 miles/hour and
cover distances exceeding five miles without battery regeneration, or more specifically,
without pedaling. The final design allows the safe transportation of 1500 pounds of
cargo, equating to approximately six users and an operator. The completed prototype
will be in operation amongst the everyday traffic day and night, which requires the
implementation of a headlight capable of projecting a minimum of 500 feet and two
taillights. The individual generators that are powered by each user will be equipped with
a change/fix voltage dividing controller mechanism, allowing the power generated to be
directed where it can be used most efficiently: either the battery for power storage, the
motor for its direct use in moving the vehicle forward. The voltage divider will also be
used to disperse generated wattage and power an interactive display logging individual
power generation data, which allows users to have an understanding of how much they
are contributing to the function of the vehicle. This will allow customization of where
users desire to send individual produced power via a calibrated spinning knob. The
different knob settings will reflect the different power destination options. An electric
motor capable of pushing one ton of weight to a maximum of 10 miles/hour must be
implemented and paired with the necessary steering and braking components capable
of operation under the specific load. The prototype must satisfy the Federal low speed
vehicle standards, as well as the Federal passenger vehicle standards outlined in
Appendix II: Research (Sources).
Page 2 of 52
Alternate Design
Mechanical
For the module there were other designs considered on what type of
generator system to be incorporated. An alternative design would be a direct-
drive generator as seen in Appendix III. This design would be ideal for the least
amount of components, however the cost of the controlling unit as well as the
feasibility of its programming proved unachievable for the scale of the Capstone
team. The direct-drive generator runs at a 1:1 ratio; at a higher ratio the
generator would create more power and be more efficient.
Electrical
The feasibility test of the individual resistance control setting required a
test stand to be made for the power generating system. An alternative design for
the test stand is a flipped bike with seat. This design would allow the user to sit
more comfortably as if they were riding a recumbent bike, but resources limited
this design. An example of the alternate design is in Appendix III.would be the
Final DesignTo ensure a full detail design of the multi-person bicycle system, CycloPower
focused on mechanical and electrical design aspects. The basic mechanical design of
the bicycle system starts with the assumption of needing each pedaler to drive a one
inch diameter generator shaft, while the bicycle system needs to be driven by an electric
Page 3 of 52
motor operating at 3000 rpm, and a location for the backup batteries has to be secured.
The electrical design focuses on which electrical components would be required to
create individual selective resistance, and direct the power produced by the generators
to either the electric motor or the backup battery system.
Mechanical DesignThe team responsible for the mechanical design of the bicycle system focused
on four key features: 1) individual modules to be placed along the chassis frame, 2) the
chassis, 3) placement of electrical components, and 4) safety and luxury accessories.
The structures, such as the module and chassis, were then analyzed for displacement
and stress under maximum loading.
Module
For the module design, the goal was to create a stand-alone unit which
could be replicated and installed in various quantities based on the end user’s
application. A lightweight and portable design offer ease of disconnect and
removal of the module for preventative maintenance, or in the event of individual
module failure. The design would also allow for a large variety of different seating
configurations and orientations, because the electrical and mechanical
components of each module are independent from adjacent modules.
Page 4 of 52
Each operator is able to adjust his or her seat height for comfort and
proficiency. As the operator pedals, the bicycle chain attached to the crankset
rotates a standard 26-inch bicycle rim connected to an electrical generator by a
V-belt for maximum efficiency. The operator can adjust his/her pedaling
resistance by means of a tablet on their tabletop integrated with relays controlling
the generator.
Figure 1: Module Design
Chassis
Independent front suspension was selected for increased handling to
accommodate the basic rack and pinion steering system. At the vehicle’s low
speed requirements, steering becomes compromised without the use of a
hydraulic or electrical assist. A double wishbone configuration was chosen,
Page 5 of 52
paired with a coil spring for ease of kinematic tuning, wheel movement
optimization, lightweight characteristics, market availability, as well as its high
reliability and low maintenance. The double wishbone also offers pedalers a
smooth ride by adapting to road imperfections such as potholes or bumps, as
compared to other available suspension. The final design chosen is modeled
below in Figure 2.
Figure 2: Double wishbone front suspension
Leaf springs were chosen for the rear suspension to assist the motor-
driven straight axle in distributing the load of the battery, motor, and gearbox
system over a three-foot section of the chassis rather than a single point with coil
springs. The main motivation for this decision was that leaf springs are readily
available and cost effective, as well as requiring minimum machining for
mounting.
Electrical DesignThe electrical portion of the design team focused their efforts on constructing a
test system comprised of a DC motor and battery, which are both powered by a bicycle-
driven generator. An Arduino UNO controls the test system. The system implemented
selective resistance by acquired power output needed from the generator. Through the
Page 6 of 52
use of a small-scale test stand, the team performed an analysis on how the system
operated, most importantly how the power went to the backup battery system and the
motor. Eleven different resistance settings were observed and analyzed in order to
control how the system was being powered. Each component used in the system is
fully explained in detail in the following subheadings with the complete specifications
laid out in Appendix V: Electrical Component Specifications.
Block Diagram
The power-generating system with individual selective resistance can be
seen in the block diagram in Figure 3. The generator sends power to a PWM
switching device, which is controlled by an Arduino UNO and potentiometer.
Depending on the state of the potentiometer, the microcontroller diverts power to
either the charge controller or voltage regulator. The PWM switching system is
implemented using relays to direct power. Power sent to the battery is first
passed through a charge controller. Depending on the actual battery voltage,
power transmission through the charger is regulated. The PWM switching system
also sends power to the BLDC motor. The voltage regulator limits the power sent
to the motor, keeping it from burning up.
Page 7 of 52
Figure 3: Block Diagram
Resistance Control
The resistance control system is put in place to give the user or pedaler
the ability to change the resistance or difficulty of pedaling by the turn of a knob
(potentiometer). Each module has a knob placed arm's length away in front of the
pedaler. The resistance of the pedaling happens by the generated power being
split into two directions: one to a voltage regulator to motor (Heavy load) and the
second to a charge controller to 12V battery (Light load). Both of these
connections have a relay between them. The relays are used as “ON” and “OFF”
switches. The Arduino is programmed to turn “ON” and “OFF” the relays based
on where the knob is positioned, which is an application of PWM. The Arduino is
programmed to have 11 resistance settings as seen in Table 1. The programing
code can be found in Appendix III: Alternate Designs.
Table 1: Distribution of voltage per setting
Page 8 of 52
The range of the knob is divided into these 11 settings. The duty cycle for
optimal efficiency is 100 milliseconds. At Setting 1 the Arduino is programmed to
turn “ON” the relay going to the battery for 90 milliseconds and “OFF” for 10
milliseconds sending 90% of the voltage generated to the battery to charge. Also
at setting 1, the program is to turn “ON” the relay going to the motor for 10
milliseconds and “OFF” for 90 milliseconds sending 10% of the voltage
generated to the motor. At this setting it will be at a light resistance. This same
effect happens for all the settings with the given percentage seen in Table 1.
Electrical System
Generator
The rear bicycle wheel is directly connected to a friction wheel attached to
the shaft of the generator. This generator uses the power produced by the bike to
go into the beginning of the system as shown in Figure 3. This power is split
using Pulse Width Modulation so the generated power is always going
somewhere where it is needed, whether that is to charge the battery, to directly
power the motor, or somewhere in between.
Arduino (PWM Switching)
Page 9 of 52
The Arduino Uno is a microcontroller board based on the ATmega328,
which is a 8-bit microcontroller. It has 14 digital input/output pins (of which 6 can
be used as Pulse Width Modulation [PWM] outputs), 6 analog inputs, a 16-MHz
ceramic resonator, a USB connection, a power jack, an ICSP header, and a reset
button. A picture of the Arduino Uno can be found in Appendix V. The Arduino
Uno can be programmed with the Arduino software having a similar language to
C++. The Arduino was chosen simply because of ease of use and meeting
specification needs.
Page 10 of 52
Speed Relay Shield (PWM Switching)
The Relay Shield provides a solution for controlling high-current devices
that cannot be controlled by the Arduino’s Digital I/O pins due to their current and
voltage limits. The Relay Shield features four high quality relays, only two are
used in this system, and provides NO/NC interfaces, four dynamic LED indicators
to show the on/off state of each relay, and the standardized shield from factors to
provide a smooth connection to the Arduino board or other Arduino compatible
boards. This shield attaches to the Arduino that controls them. The relays are
between the generator and the charge controller or voltage regulator. This Shield
was chosen based off the low cost and it meets the right specifications.
Voltage Regulator
The step-down voltage regulator chosen is shown in Appendix V. The
device has a maximum input voltage of up to 30 Volts. The regulator decreases
the high voltage coming from the generator to a level that the 12-Volt brushless
DC motor can accept. A potentiometer on the device was tweaked to adjust the
highly variable generator voltage.
Motor
The motor chosen is a quarter-horsepower, brushless DC (BLDC) motor
which operates in an optimal range of 12-14 Volts. The specifications of the
motor are listed in Appendix V. The motor was chosen because of its low cost,
and nominal voltage, which matched with our 12-Volt battery.
Charge Controller
The charge controller chosen has a rating between 12-24 volts, and can
take up to 10 amps of charging current. The battery can only take 12-14 volts at
once so the charge controller is put in so that it gets an optimal amount to
charge. This one was also chosen because of it’s ability to protect itself from
overcharging which is a potential problem due to the amount of voltage going into
it (from operating the test stand, even at steady, slower pedaling speed it’s
Page 11 of 52
possible to reach 25-30 volts without taking into account what the arduino is
doing to the system).
Battery
The battery chosen is a deep cycle 12-Volt marine battery. It is used as a
backup power supply and can directly power the motor. In the event that the bike
is stopped, users can still send power into the battery.
Final Product Evaluation
Structural Analysis of Mechanical Components
The frame was designed primarily with rectangular and square A36 mild
steel tubing, selected for its low cost and easy weldability. A yield strength of
36,000 psi was judged to be sufficient for this application. Where possible, simple
90 and 45 degree angles were used to simplify fabrication and reduce production
costs.
The first design test was a torsional FEA model, where the frame was
fixed by the rear leaf spring mounting points, and one of the front lower control
arm tabs. This was done to allow the frame to twist, rather than bow upwards
uniformly like a cantilever beam. A 1000lb upward force was applied to the
coilover spring mounting point, to simulate the force of running over an obstacle
with one front tire. Several iterations of frame layout and tubing thicknesses were
tested, with the goal of minimizing total displacement and providing the highest
overall torsional rigidity. The design that provided the minimum displacement was
a cross-braced layout, with 0.250” wall thickness frame rails and braces. The
peak von Mises stress was actually located on the front control arm tab, due to
the fixture method that is available in the student version of SolidWorks FEA
software. However, the stress throughout the rest of the frame was relatively
minor, as shown in Figure 4.
Page 12 of 52
Figure 4: Von Mises Stress of Chassis Frame
After the torsional analysis was run, a simulation of the overall sagging of
the frame due to loading from the individual modules and passengers was done.
An assumption of 250lbs per module and rider was made, and 6 individual
downward forces were applied in line with the centerline of the modules. The four
rear leaf spring mounts were fixed to the frame, and both front upper coilover
spring mounts were also fixed to the frame. The maximum displacement was
0.0137”, which was assessed to be well within acceptable limits (see Figure 5).
Maximum stress was also acceptable, with a safety factor of approximately 6:1.
Page 13 of 52
Figure 5: Von Mises Stress of Frame with Module Loading
The final design of the frame came to a total weight of 729 lbs, less than
half of the total empty vehicle weight. Compared to the approximately 2000 lbs of
a similar sized mechanically powered vehicle, this represents a major decrease
in overall mass from just the frame design.
The frame of the module was designed with the purpose of mounting the
passenger’s seat, pedal hub, generator, bicycle rim/chain, and a small tabletop.
Welding two sections of ¼ “steel plate to the sides of the post, and securing the
module to the frame rails via two ½” bolts in double shear created a mounting
solution for the bottom of the main post. This makes for a robust, yet quick
installation mounting method. A36 steel was specified, for the same reasons as
the main vehicle frame.
The challenges presented designing individual modules were minimizing
stress concentrations and deflection under maximum loading. Finite Element
Page 14 of 52
Analysis (FEA) was used to analyze the module frame for total displacement and
von Mises stress. The frame was fixed at the four bottom attaching bolt holes,
and a 250lb downward force was applied to the end of the seat post. Several
iterations of various tubing sizes, gusset thicknesses, and geometry were
analyzed. The best result used 1” and 1.5” square 0.125” wall tubing, with a ¼”
thick gusset. Maximum displacement was 0.0785”, located at the end of the seat
post. Maximum von Mises stress was 20,980 psi, located on the weld radius of
the lower diagonal tubing member. This gives a safety factor of 1.72, assuming
36,000-psi yield strength. This optimization process resulted in a very stiff yet
lightweight frame, at approximately 19.6 lbs.
Electrical Feasibility of Resistance Control Implementation
A test stand was made to check the feasibility of having a resistance
control feature. The test stand design consist of a bike that attaches to a rear
bike tire stand that is bolted to a platform for safety. A custom bracket was
machined to attach the generator to the tire stand allowing the rear tire to
connect to the friction wheel on the generator. The front tire rests on a stand that
connects to the fork of the frame. The resistance control box is located at the
head of the bike with the wires going down the frame to the back of the platform.
A box was made and bracketed to the rear platform for the rest of the systems
components (Arduino, charge controller, battery, voltage regulator, motor). The
test stand follows:
Page 15 of 52
Figure 6: Test stand, generation system, and resistance control system
With the full electrical system in place, the module was tested by multiple
users at PSU ME prototype day. Every user experienced the resistance in
pedaling by turning the resistance setting knob. From testing the full system with
multiple users it is apparent that this feature will be feasible to implement into the
module design.
Safety and Ergonomics
The completed prototype includes a removable vinyl roof protecting the
users from the occasional shower, as well as too much sun. A step bar is also
included on the chassis design offering safe access to the module seating
without unnecessary strain. The tires included on the final prototype are ensured
to have a small rolling coefficient; in other words, the force resisting the forward
movement is minimal. The modular seating is adjustable allowing the users
customization on seat height, avoiding possible injury stemmed from improper
use. The prototype comes equipped with an adjustable rear seat. Following
Page 16 of 52
standard requirements, an emergency brake is included. Equipped with front disc
brakes and rear drum brakes, the completed prototype offers exceptional
stopping ability with respect to the vehicle’s top speed.
Page 17 of 52
Maintenance & Cost
The individual modular design is unique with respect to maintenance.
Upon potential failure, a module can be extracted by removing two bolts, allowing
for convenient and quick repair. The bill of materials is listed below.
Components
Quantit
y Price Ea. Total Price Vendor
Front Crossmember 1 $220.00 $220.00 www.welderseries.com
Upper Control Arms 1 $200.00 $200.00 www.speedwaymotors.com
Lower Control Arms 1 $300.00 $300.00 www.speedwaymotors.com
Coilover Shocks 2 $200.00 $400.00 www.speedwaymotors.com
Steering Rack 1 $150.00 $150.00 www.speedwaymotors.com
Spindles 2 $160.00 $320.00 www.speedwaymotors.com
Brake Rotors 2 $30.00 $60.00 www.speedwaymotors.com
Brake Calipers 2 $25.00 $50.00 O'Reillys Auto Parts
Caliper Brackets 2 $12.50 $25.00 www.speedwaymotors.com
Axle Housing 1 $295.00 $295.00 www.quickperformance.com
Differential 1 $300.00 $300.00 www.quickperformance.com
Leaf Springs 2 $75.00 $150.00 www.speedwaymotors.com
Tie Rods 4 $14.00 $56.00 www.speedwaymotors.com
Master Cylinder 1 $47.00 $47.00 www.summitracing.com
Batteries 4 $170.00 $680.00 www.summitracing.com
Front Wheels 2 $45.00 $90.00 www.summitracing.com
Rear Wheels 2 $45.00 $90.00 www.summitracing.com
Front Tires 2 $35.00 $70.00 www.summitracing.com
Rear Tires 2 $45.00 $90.00 www.summitracing.com
Axles 2 $125.00 $250.00 www.quickperformance.com
Pedal Sets 6 $50.00 $300.00 www.performancebike.com
Bike Rims 6 $35.00 $210.00 www.amazon.com
Page 18 of 52
Bike Chains 6 $15.00 $90.00 www.performancebike.com
Drive Belts 6 $20.00 $120.00 www.grainger.com
Bike Seats 6 $18.00 $108.00 www.amazon.com
Steering Wheel 1 $20.00 $20.00 www.summitracing.com
LED Headlights 2 $22.00 $44.00 www.amazon.com
Tail Lights 2 $12.50 $25.00 www.amazon.com
Touch Screens 6 $99.00 $594.00 www.amazon.com
Horn 1 $15.00 $15.00 AutoZone
Emergency Brake 1 $102.00 $102.00 www.amazon.com
Voltage Regulator 6 $13.00 $78.00 www.amazon.com
Charge Controller 2 $12.00 $24.00 www.amazon.com
Generators 6 $250.00 $1,500.00 www.amazon.com
Motor 1 $500.00 $500.00 www.amazon.com
Subtotal $7,573.00
Materials Feet $/Ft Price Source
2x4 0.250" wall A36
Tube 70 $16.00 $1,120.00 www.onlinemetals.com
2x2 0.250" wall A36
Tube 22 10.75 $236.50 www.onlinemetals.com
1.5x1.5 0.125" wall
A36 Tube 24 $4.75 $114.00 www.onlinemetals.com
1x1 0.125" wall A36
Tube 23 $3.00 $69.00 www.onlinemetals.com
1.5 OD 0.125" wall
A36 Tube 19 $5.37 $102.03 www.onlinemetals.com
1x1 0.125" wall
6061-T6 100 $2.25 $225.00 www.onlinemetals.com
Subtotal $1,866.53
Grand
Total $9,439.53
Page 19 of 52
Conclusion The completed prototype shows the design of the chassis, frame, suspension,
gearing and the electrical components needed to fulfill the goal of having a human
powered bike that has an individual selective pedaling resistance implemented as a key
feature. Through finite element analysis, the mechanical design includes structurally
sound components that maintain sufficient rigidity throughout operational loads and
stresses. From building, designing, and testing an electrical system it is feasible to have
a resistance control feature added to the module. Ensuring use of components readily
available, the prototype was designed to include parts that can be conveniently replaced
upon failure, minimizing operational downtime. Fulfilling the design requirements
pushing the forefront of existing multi-person bicycles, the completed design is a model
of a new innovative idea unique to the growing market, as well as renewable power
generation.
Page 20 of 52
Appendix I: Product Design CriteriaPerformance
● Greater than 70% efficient under optimum conditions
● Maximum speed of 10 miles per hour
● Exceed 5 miles of travel on batteries alone (no pedaling)
● Individual selective resistance to pedaling
● Optimum seat height and angle
● Chassis and body to support 1000 lbs (5 operators)
● Controllers to regulate and divide energy to motor or battery
● Visual display for individual power generation data
● Aesthetically pleasing
● Lifetime of 10 years
Environment
● Minimal suspension for city road use
● Covered pedaler and driver seating for shelter from weather
● Watertight electrical connections
● Corrosion resistant coating on environmentally exposed components
Ergonomics
● Pedalers and driver able to comfortably sit for 30 minute intervals
● Adjustable seating to maintain proper ergonomics while providing highest
efficiency
● Operator interaction with controllers to be efficient, yet not cause additional
stress by too rapid of an adjustment
Page 21 of 52
Safety
● Roadworthy to ODOT standards
● Headlight capable of projecting a minimum of 500 feet
● Two taillights
● Free of sharp edges and pinch points
Maintenance
● Weekly maintenance not to exceed 1 hour
○ Mud, grime, and debris removal
● Quarterly maintenance not to exceed 1 day
○ Lubrication and securing fasteners
● Annual maintenance not to exceed 1 week
○ Replacement of worn components
Materials
● Lightweight to maintain efficiency
● Commercially available components
Page 22 of 52
Appendix II: Research (Sources)Solar charge controllershttp://www.banggood.com/10A-MPPT-Solar-Panel-Battery-Regulator-Charge-Controller-CE-12V24V-p-940304.html?currency=USD&refreshTmp=1&utm_source=google&utm_medium=shopping&utm_content=libao&utm_campaign=Smart-US&gclid=CPby_cHP3cMCFYdgfgodFiAbA
Voltage regulator (5-9V output)http://www.ebay.com/itm/20A-SBEC-Switching-Voltage-Regulator-output-5-9V-adjustable-max-currect-25A-/261584031077?_trksid=p2141725.m3641.l6368
Information http://www.instructables.com/id/Playing-with-Voltage-Regulators/
Adjustable buckhttp://www.ebay.com/itm/DC-DC-15A-Converter-Buck-Adjustable-4-32V-12V-to-1-2-32V-3-3V-5V-24V-Step-Down-/231104103029?_trksid=p2141725.m3641.l6368
Pedal Powered applicationshttp://pedal-power.com/http://www.lowtechmagazine.com/2011/05/pedal-powered-farms-and-factories.html
AmpFlow Motorhttp://www.ampflow.com/standard_motors.htmhttp://www.ampflow.com/G43-500_Chart.gif
Design Inspiration Imageshttp://www.ecofitnessbusiness.com/7-the-best-equipment-to-generate-electricity-with/http://pedal-power.com/products/the-pedal-gennyhttp://www.bikerumor.com/2014/01/13/an-electric-bike-desk-pedal-power-for-the-world/
ODOT Vehicle Informationhttp://www.oregon.gov/ODOT/DMV/pages/vehicle/low_speed.aspxhttp://www.oregon.gov/ODOT/DMV/docs/vcb/vcb811.pdfhttp://www.oregon.gov/ODOT/DMV/pages/vehicle/electric_hybrid.aspxhttp://www.oregon.gov/ODOT/DMV/pages/vehicle/assembled.aspx
Page 23 of 52
Appendix III: Alternate DesignsDirect-Drive Generator
Flipped bike with seat
Appendix IV: Arduino Codeint motor=7; //Relay between generator and motor controlled by pin 7
Page 24 of 52
int batt=6; //Relay between generator and battery controlled by pin 6
int resistance=3; //Analog reading from potentiometer set to pin A3
int rval=0;
int data=11;
int clock=3;
int latch=2;
int leds=0;
int relay1=LOW;
int relay2=LOW;
long trelay1=0;
long trelay2= 0;
long delay1=10;
long delay2=20;
long delay3=30;
long delay4=40;
long delay5=50;
long delay6=60;
long delay7=70;
long delay8=80;
long delay9=90;
Page 25 of 52
void setup() {
Serial.begin(9600);
pinMode(motor, OUTPUT);
pinMode(batt, OUTPUT);
pinMode(battMot, OUTPUT);
pinMode(data, OUTPUT);
pinMode(clock, OUTPUT);
pinMode(latch, OUTPUT);
}
void loop() {
rval=analogRead(resistance);
//Serial.println(rval);
int mrange= map(rval, 0 , 1023, 0, 10);
unsigned long m= millis();
int numLEDSLit=rval/180;
leds=0;
for(int i=0;i<numLEDSLit; i++) {
bitSet(leds,i);
Page 26 of 52
}
updateShiftRegister ();
switch (mrange) {
case 0:
digitalWrite(batt, HIGH);
digitalWrite(motor,LOW);
Serial.print("Battery 100%");
Serial.print("\t");
Serial.println("Motor 0%");
break;
case 1:
Serial.print("Battery 90%");
Serial.print("\t");
Serial.println("Motor 10%");
if ((relay1 == HIGH) && (m - trelay1>= delay9)) {
Page 27 of 52
relay1=LOW;
trelay1=m;
digitalWrite(batt,relay1);
}
else if ((relay1 == LOW) && (m-trelay1>= delay1)) {
trelay1=m;
relay1=HIGH;
digitalWrite(batt,relay1);
}
if ((relay2 == HIGH) && (m-trelay2>= delay1)) {
trelay2=m;
relay2=LOW;
digitalWrite(motor,relay2);
}
else if ((relay2 == LOW) && (m-trelay2>= delay9)) {
trelay2=m;
relay2=HIGH;
Page 28 of 52
digitalWrite(motor,relay2);
}
break;
case 2:
Serial.print("Battery 80%");
Serial.print("\t");
Serial.println("Motor 20%");
if ((relay1 == HIGH) && (m-trelay1>= delay8)) {
trelay1=m;
relay1=LOW;
digitalWrite(batt,relay1);
}
else if ((relay1 == LOW) && (m-trelay1>= delay2)) {
trelay1=m;
relay1=HIGH;
digitalWrite(batt,relay1);
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}
if ((relay2 == HIGH) && (m-trelay2>= delay2)) {
trelay2=m;
relay2=LOW;
digitalWrite(motor,relay2);
}
else if ((relay2 == LOW) && (m-trelay2>= delay8)) {
trelay2=m;
relay2=HIGH;
digitalWrite(motor,relay2);
}
break;
case 3:
Serial.print("Battery 70%");
Serial.print("\t");
Serial.println("Motor 30%");
Page 30 of 52
if ((relay1 == HIGH) && (m-trelay1>= delay7)) {
trelay1=m;
relay1=LOW;
digitalWrite(batt,relay1);
}
else if ((relay1 == LOW) && (m-trelay1>= delay3)) {
trelay1=m;
relay1=HIGH;
digitalWrite(batt,relay1);
}
if ((relay2 == HIGH) && (m-trelay2>= delay3)) {
trelay2=m;
relay2=LOW;
digitalWrite(motor,trelay2);
}
else if ((relay2 == LOW) && (m-trelay2>= delay7)) {
trelay2=m;
Page 31 of 52
relay2=HIGH;
digitalWrite(motor,relay2);
}
break;
case 4:
Serial.print("Battery 60%");
Serial.print("\t");
Serial.println("Motor 40%");
if ((relay1 == HIGH) && (m-trelay1>= delay6)) {
trelay1=m;
relay1=LOW;
digitalWrite(batt,relay1);
}
else if ((relay1 == LOW) && (m-trelay1>= delay4)) {
trelay1=m;
relay1=HIGH;
digitalWrite(batt,relay1);
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}
if ((relay2 == HIGH) && (m-trelay2>= delay4)) {
trelay2=m;
relay2=LOW;
digitalWrite(motor,relay2);
}
else if ((relay2 == LOW) && (m-trelay2>= delay6)) {
trelay2=m;
relay2=HIGH;
digitalWrite(motor,relay2);
}
break;
case 5:
Serial.print("Battery 50%");
Serial.print("\t");
Serial.println("Motor 50%");
if ((relay1 == HIGH) && (m-trelay1>= delay5)) {
Page 33 of 52
trelay1=m;
relay1=LOW;
digitalWrite(batt,relay1);
}
else if ((relay1 == LOW) && (m-trelay1>= delay5)) {
trelay1=m;
relay1=HIGH;
digitalWrite(batt,relay1);
}
if ((relay2 == HIGH) && (m-trelay2>= delay5)) {
trelay2=m;
relay2=LOW;
digitalWrite(motor,relay2);
}
else if ((relay2 == LOW) && (m-trelay2>= delay5)) {
trelay2=m;
relay2=HIGH;
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digitalWrite(motor,relay2);
}
break;
case 6:
Serial.print("Battery 40%");
Serial.print("\t");
Serial.println("Motor 60%");
if ((relay1 == HIGH) && (m-trelay1>= delay4)) {
trelay1=m;
relay1=LOW;
digitalWrite(batt,relay1);
}
else if ((relay1 == LOW) && (m-trelay1>= delay6)) {
trelay1=m;
relay1=HIGH;
digitalWrite(batt,relay1);
}
Page 35 of 52
if ((relay2 == HIGH) && (m-trelay2>= delay6)) {
trelay2=m;
relay2=LOW;
digitalWrite(motor,relay2);
}
else if ((relay2 == LOW) && (m-trelay2>= delay4)) {
trelay2=m;
relay2=HIGH;
digitalWrite(motor,relay2);
}
break;
case 7:
Serial.print("Battery 30%");
Serial.print("\t");
Serial.println("Motor 70%");
if ((relay1 == HIGH) && (m-trelay1>= delay3)) {
trelay1=m;
Page 36 of 52
relay1=LOW;
digitalWrite(batt,relay1);
}
else if ((relay1 == LOW) && (m-trelay1>= delay7)) {
trelay1=m;
relay1=HIGH;
digitalWrite(batt,relay1);
}
if ((relay2 == HIGH) && (m-trelay2>= delay7)) {
trelay2=m;
relay2=LOW;
digitalWrite(motor,relay2);
}
else if ((relay2 == LOW) && (m-trelay2>= delay3)) {
trelay2=m;
relay2=HIGH;
digitalWrite(motor,relay2);
Page 37 of 52
}
break;
case 8:
Serial.print("Battery 20%");
Serial.print("\t");
Serial.println("Motor 80%");
if ((relay1 == HIGH) && (m-trelay1>= delay2)) {
trelay1=m;
relay1=LOW;
digitalWrite(batt,relay1);
}
else if ((relay1 == LOW) && (m-trelay1>= delay8)) {
trelay1=m;
relay1=HIGH;
digitalWrite(batt,relay1);
}
Page 38 of 52
if ((relay2 == HIGH) && (m-trelay2>= delay8)) {
trelay2=m;
relay2=LOW;
digitalWrite(motor,relay2);
}
else if ((relay2 == LOW) && (m-trelay2>= delay2)) {
trelay2=m;
relay2=HIGH;
digitalWrite(motor,relay2);
}
break;
case 9:
Serial.print("Battery 10%");
Serial.print("\t");
Serial.println("Motor 90%");
if ((relay1 == HIGH) && (m-trelay1>= delay1)) {
Page 39 of 52
trelay1=m;
relay1=LOW;
digitalWrite(batt,relay1);
}
else if ((relay1 == LOW) && (m-trelay1>= delay9)) {
trelay1=m;
relay1=HIGH;
digitalWrite(batt, relay1);
}
if ((relay2 == HIGH) && (m-trelay2>= delay9)) {
trelay2=m;
relay2=LOW;
digitalWrite(motor,relay2);
}
else if ((relay2 == LOW) && (m-trelay2>= delay1)) {
trelay2=m;
relay2=HIGH;
Page 40 of 52
digitalWrite(motor,relay2);
}
break;
case 10:
digitalWrite(batt, LOW);
digitalWrite(motor,HIGH);
Serial.print("Battery 0%");
Serial.print("\t");
Serial.println("Motor 100%");
break;
}
}
void updateShiftRegister() {
digitalWrite(latch, LOW);
shiftOut (data, clock, LSBFIRST, leds);
digitalWrite(latch, HIGH);}
Appendix V: Electrical Component SpecificationsArduino
Page 41 of 52
Microcontroller ATmega328
Operating Voltage 5VInput Voltage (recommended)
7-12V
Input Voltage (limits) 6-20VDigital I/O Pins 14 (of which 6 provide PWM output)Analog Input Pins 6DC Current per I/O Pin 40 mADC Current for 3.3V Pin 50 mAFlash Memory 32 KB (ATmega328) of which 0.5 KB used by
bootloaderSRAM 2 KB (ATmega328)EEPROM 1 KB (ATmega328)Clock Speed 16 MHzLength 68.6 mmWidth 53.4 mmWeight 25 g
Figure 7: Arduino UNO
Page 42 of 52
Relay Shield
Figure 8: Speed Relay Shield
Generator
Motor Model No. MY6812
Nominal voltage: 24 VDC
Speed at 24 VDC: 3000 RPM
Current: 8 Amperes
Power: 135 Watts
Page 43 of 52
Figure 9: Unite Motor Model MY6812
Voltage Regulator
Module properties: non-isolated step-down module (BUCK)
Input Voltage: DC 5-40V
Output Voltage:DC 1.25-36V
Output Current: 12A
Figure 10: DROK DC Car Power Supply Voltage Regulator Buck Converter
Page 44 of 52
Motor
Power: 1/4 HP
Voltage: 12 DC
Speed/Amps:
2600 RPM, 2.2 amps no load
2300 RPM, 25 amps, 7 in.lbs. torque
Figure 11: 12V BLDC Motor
Charge Controller
Rated voltage: 12V or 24V
Rated charging current: 10A
Rated load current: 10A
Voltage of stop power supply: *10.8V or 21.6V
Voltage of resume power supply: *11.8V or 23.6V
Page 45 of 52
Voltage of stop charging: *14V or 28V
Figure 12: Docooler Charge Controller
Battery
Page 46 of 52
Figure 13: Energizer 12 VDC Battery
Page 47 of 52
Appendix VI: Module-generator Design Matrix
Page 48 of 52
Appendix VII: Assembly Drawings
Page 49 of 52
Page 50 of 52
Appendix VIII: FEA
Page 51 of 52
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