CONTENTS

CONTENTS

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15

SYNOPSIS
INTRODUCTION
LITERATURE SURVEY
CONSTRUCTIONAL DETAILS AND
DRAWING
FABRICATION OF PARTS
ASSEMBLY OF COMPONENTS
WORKING PRINCIPLE
BLOCK DIAGRAM
LIST OF MATERIALS
ADVANTAGES
APPLICATIONS
PHOTOGRAPH
COST DETAILS
CONCLUSION
BIBLIOGRAPHY

SYNOPSIS

SYNOPSIS
The Electric Bicycle System is a systems project
that incorporates three different ways of charging a

lead acid battery battery: the 12V

wall outlet,

regenerative braking, and solar power; which is used to

power an electric motor running a bicycle. The purpose
of the project is to show that it is possible and relatively
simple, to build an electric bicycle by oneself.

INTRODUCTION

INTRODUCTION
The electric bicycle offers a cleaner alternative to
travel short-to-moderate distances rather than driving a
gasoline-powered car. In recent years, the United States
has increasingly encouraged a cleaner environment

and less dependence on foreign oil. The price of crude

oil has increased significantly over the past few years
and

there

seems

to

be

no

turning

back.

The

environment has also been more of a focus throughout

the world in the past few years, and it seems that
cleaner alternatives have been steadily on the rise with
no end in sight. The electric bicycle is a project that can
promote both cleaner technology as well as a lesser
dependence on oil. It will run on clean electric power
with the ability to recharge the battery separate ways:
through the 220 VAC wall source, by generating power
through the pedals of the bicycle. An extra benefit to
building the electric bicycle is that it can also show the
general public how much cheaper it would be to
convert their regular bicycle into an electric bicycle
rather than driving solely in their gas-powered vehicles.
The greater importance of the environment in the world
leads to an opportunity for students in our position.
With the economy trying to get out of one of the worst

depressions

of

the

century,

there

are

numerous

opportunities for us to help out. This is our opportunity

to contribute a greener and more efficient planet.

LITERATURE SURVEY

LITERATURE SURVEY

In any planning process, before solutions or

predictions can be developed, there is a necessary
ingredient: facts, or data. Transportation planning is no
exception to this requirement for data, and in the past,
frequently half of an urban transportation planning
study's budget has been allotted for data collection.
These data can take the form of home interviews,
roadside check points, parking lot surveys, postcard
questionnaires, and similar techniques. Planning for the
bicycle's return to the road as a viable means of
transportation similarly requires information on the
characteristics of the bicycle rider, his trip purposes
and lengths of the trips, and where and when the trips
are being made.
Literature in the area of bicycling has increased rapidly.
Luebbers prepared a bibliography of bicycling material
for the period 1957-1973. This report includes articles
from such diverse publications as Esquire, Popular

Mechanics, and Civil Engineering. Another bibliography

was prepared by the U.S. Department of the Interior
that deals mostly with trail planning .As part of another
report,

the

Pan-Technology

Consulting

Corporation

included an 11-page bibliography that covers all

aspects of bicycling, including an extensive section on
bicycle safety.
There is a scarcity of data concerning actual mileage
traveled by a regular bicycle user and his or her trip
characteristics. A 1971 University of North Carolina
study

researched

the

riding

habits

and

accident

experiences of school age children. The subjects in this

study, which was conducted in Raleigh, North Carolina,
rode an average of 199 miles a year. More recently, the
A.

C.

Nielsen

conducted

Company,

samples

of

as

bicycling

mentioned
activity

earlier,
in

three

different states. Nielsen, in addition to determining the

percentage of users in a state or area, also examined

trip purposes and the number of days ridden in a onemonth period. However, only limited mileage data were
collected. Hanson and Hanson of the State University of
New York at Buffalo have reported on detailed travel
data gathered in Uppsala, Sweden .The study used a
self-administered travel diary kept by all household
members over 16 for a five-week period. The findings
show that about 300 randomly selected households
from six predefined life cycle groups used bicycles to
account for over 11 percent of their total movements in
any typical week period. Over 21 percent of all trips
were made by bicycle. No trip length figures were
reported in the Uppsala study.
In the past two to three years, many studies, reports,
and

papers

have

been

written

describing

the

construction methods, materials, and design standards

and geometric characteristics that will provide the
"best" bikeway for the money. Criteria for locating

bikeways are being developed, intersection redesigns

are under consideration, and specific signing for the
bicyclists use are being discussed. Other studies have
sampled potential bicycle users to determine latent
demand for bicycle facilities. While many times this
latter type of data may provide a "feel" of what
potential bicyclists may do if certain special bicycle
facilities are constructed or improved, it also can often
lead to unreliable results due to the subjectivity of the
survey.
Current trends in transportation planning processes are
leading away from the efforts to collect massive
amounts of data and are emphasizing a more refined
process, i.e., disaggregate data sampling. Disaggregate
data collection is the process of collecting sample data
in order to establish generalized relationships between
variables that can then be applied in similar situations
without having to collect basic data again. For example,

the number of trips per household is directly related to

the number of automobiles owned. This relationship,
once determined from previous study, can then be used
in similar undertakings, and trip making can be
predicted on the basis of auto ownership. This reduces
the need for a large home interview sample to be
collected. Data on auto ownership are already available
from other sources, such as the Bureau of the Census.
Unlike

driving

an

automobile,

which

is

well-

established part of the average American's travel

patterns, bicycling is still, to many, a recreational
pastime only, similar to skiing in winter or swimming in
summer. A regular year-round bicycle user is hard to
find. Because of the obscurity of this individual, data
collected on the habits of a regular user may likely be
subject to small sample biases and resulting skepticism
of the findings.
BACKGROUND

This paper attempts to expand on past research by

providing

disaggregate

data

set

of

travel

characteristics and accident experiences, including

mileage figures, of the regular adult bicycle user. The
data were obtained from a sample of the League of
American Wheelmen members. Members of a local
bicycling organization, the Washington Area Bicyclist
Association,

were

also

asked

to

respond

to

the

questionnaire so that data from bicyclists belonging

only to local clubs could be compared with cyclists who
have joined a national organization.
The League of American Wheelmen (L.A.W.) was
founded in 1880 by Isaac B. Potter in Newport, Rhode
Island, as a club dedicated to improvements in road
surfaces for safer use by wheelmen, as bicyclists were
called then. The Office of Road Inquiry, the predecessor
to the current Federal Highway Administration, joined
forces with L.A.W. in coordinating these efforts for good

roads. In fact, General Roy Stone, who was appointed

as head of the road agency, worked closely with Potter
in the call for improved surfaces. The annual L.A.W.
membership increased to a peak of 150,000 at a time
when the United States' population was less than a
third of what it is today. Construction began on cycle
paths around the turn of the century. While the
increased usage of the automobile definitely reduced
bicycle riding, the takeover by the electric railway of
the side paths originally constructed for bicycle use
played a major role in the decline of the bicycle.
The League membership declined rapidly in the early
1900's but interest was still evident due to the sport of
bicycle racing, sponsored and supervised by the
League. When the Amateur Bicycle League of America
was formed around 1920, L.A.W. became inactive until
1965 with only some minor attempts at rebuilding. In
1965, the 200 members remaining in L.A.W. and living

in Chicago, the headquarters at the time, decided to

reorganize the group. Since that year, beginning with
the original 200 members, the organization has grown
dramatically to 4,500 persons in mid-1973, and to just
over 9,000 in early 1975. L.A.W has projected a
membership as high as 100,000 within the next two to
three

years.

Promotional

efforts

by

the

bicycle

manufacturers combined with the increased interest in

bicycling are expected to account for this increase.
The Washington Area Bicyclist Association (WABA) was
founded in 1972 to provide a voice for bicyclists in the
Washington, D.C., metropolitan area. WABA, since that
time, has been instrumental in a number of projects
that have helped make Washington a safer and more
enjoyable place to bicycle. For example, they have
provided user input to the highway department in
determining hazardous river crossings for cyclists. In

early 1975, WABA had a membership of almost 1,000

persons.
METHODOLOGY
Conventional transportation studies concerned with
travel and trip characteristics of a group of travelers or
potential travelers usually involve a detailed interview
survey of a random sample of the individuals under
study.

This

method

was

chosen

as

the

most

advantageous for the purpose of this study. Because

the regular bicycle user would be hard to locate in
substantial number in any one area for the purpose of
collecting enough data for reliability, the nationally
recognized and largest bicycling organization in the
country was selected to provide the sample.
League members were not chosen to represent the
typical American bicyclist of today. This would be a
gross misrepresentation of the facts. Instead, L.A.W.
cyclists were asked to provide information on their

cycling habits and accident experiences because of

three

reasons.

One,

they

represent

the

largest

organized group of bicyclists that could be reached in

an orderly and efficient process through a mailback
questionnaire. Two, because the membership had
increased so dramatically in the last two to three years,
the researcher hoped that many of the members were
also new to bicycling, and therefore might have
different riding patterns arid accident involvement rates
than older members. Third, as a further result of the
premise that many new members were new to bicycling
also, it might be easily assumed that their riding
characteristics and purposes might very well reflect to
what a person beginning to cycle, or considering it,
might correspond.
The Washington Area Bicyclist Association was used in
order to obtain samples from members of a bicycle
organization that were not members of a national

group. Each person sent the questionnaire was asked if

he or she was a member of a national club. If the
response was yes, their data were not used in the
analysis.
In general, the study design for this investigation
consists of four broad phases, namely: (1) defining the
problem, (2) collecting the data, (3) analyzing the data,
and (4) preparing summary statistics usable by the
transportation

planning

community

and

others

interested in the bicycle mode of travel. The analysis

phase involves the use of methodologies somewhat
similar to those employed by urban transportation
planning

studies,

including

the

use

of

statistical

computer programs available from the Federal Highway

Administration's
planning
organizing

IBM 360

programs.
and

accessible format.

The

listing

library
final

the

of transportation

phase

findings

consists
in

an

of

easily

CONSTRUCTIONAL DETAILS

CONSTRUCTIONAL DETAILS
The basis of this project is to construct a system
for an electric bike. There are many key components
within the block diagram for this system as shown in.

They consist of a lead acid battery, a motor controller,

and a DC motor. The power brakes and throttle/cruise
controller are simple button systems that are used to
trigger the functions for increasing speed, keeping the
speed constant, and turning off the motor. This
maximized the interfacing capabilities for the separate
block diagrams. The power source for the system was
a DC battery source chosen to output 12V.
Motor battery has a high voltage rating diode at
the output, and uses it as a current protector. This is
essential to the project requirement for interfacing
multiple forms of charging such as mechanical energy,
and high AC voltage through an outlet.

The battery

block is interfaced with the motor controller block. The

motor controller controls all the functional capabilities
and is the central component of the system. The basic
requirement for the control is to regulate the amount of
power applied to the motor, especially for DC motors.

The motor controller can be adjusted to synchronize

with other motors. One key feature that is integrated
with the interface of the controller and the motor was
the regenerative braking. A regenerative brake is an
energy recovery mechanism that reduces the bicycles
speed by converting some of its kinetic energy into a
useful form of energy instead of dissipating it as heat
from conventional brake. friction. The energy is then
supplied back to the power source. The control allows
the

battery

to

interface

with

the

motor

to

be

bidirectional which can supply and receive power.

Software is provided with the controller so that it can
adjust the setting and operations for several of the
controllers

functions.

By

creating

switch

that

purposely is fooling the controller to use the motor as

a generator without completely braking the wheel, it is
possible
pedaling.

to

generate

mechanical

energy

through

LINE DIAGRAM

LINE DIAGRAM

FABRICATION OF PARTS

FABRICATION OF PARTS

MOTOR
BATTERY
GEAR BOX
SPEED CONTROLLER
ACCELERATOR

MOTOR

The permanent magnet motor is selected for its

high torque and less power consumption. the motor is
12volts and it takes 20 amperes current while running.
thus the motor is of 480 watts which is capable for
running the bicycle with required speed.

By switching the current on or off in a coil its

magnet field can be switched on or off or by switching
the direction of the current in the coil the direction of
the generated magnetic field can be switched 180. A
simple DC motor typically has a stationary set of
magnets in the stator and an armature with a series of

two or more windings of wire wrapped in insulated

stack slots around iron pole pieces (called stack teeth)
with

the

ends

of

the

wires

terminating

on

commutator. The armature includes the mounting

bearings that keep it in the center of the motor and the
power

shaft

of

the

motor

and

the

commutator

connections. The winding in the armature continues to

loop all the way around the armature and uses either
single or parallel conductors (wires), and can circle
several times around the stack teeth. The total amount
of current sent to the coil and the coils size and what it
wrapped

around

dictates

the

strength

of

the

electromagnetic field created. The sequence of turning

a particular coil on or off dictates what direction the
effective electromagnetic fields are pointed. By turning
on and off coils in sequence a rotating magnetic field
can be created. These rotating magnetic fields interact
with the magnetic fields of the magnets (permanent or
electromagnets) in the stationary part of the motor

(stator) to create a force on the armature which causes

it to rotate. In some DC motor designs the stator fields
use electromagnets to create their magnetic fields
which allow greater control over the motor. At high
power levels, DC motors are almost always cooled
using forced air.
The commutator allows each armature coil to be
activated in turn. The current in the coil is typically
supplied via two brushes that make moving contact
with the commutator. Now, some brushless DC motors
have electronics that switch the DC current to each coil
on and off and have no brushes to wear out or create
sparks.
Different number of stator and armature fields as well
as how they are connected provide different inherent
speed/torque regulation characteristics. The speed of a
DC motor can be controlled by changing the voltage
applied to the armature. The introduction of variable

resistance in the armature circuit or field circuit allowed

speed control. Modern DC motors are often controlled
by power electronics systems which adjust the voltage
by "chopping" the DC current into on and off cycles
which have an effective lower voltage.
Since the series-wound DC motor develops its highest
torque at low speed, it is often used in traction
applications such as electric locomotives, and trams.
The DC motor was the mainstay of electric traction
drives on both electric and diesel-electric locomotives,
street-cars/trams and diesel electric drilling rigs for
many years. The introduction of DC motors and an
electrical grid system to run machinery starting in the
1870s started a new second Industrial Revolution. DC
motors

can

operate

directly

from

rechargeable

batteries, providing the motive power for the first

electric vehicles and today's hybrid cars and electric
cars as well as driving a host of cordless tools. Today

DC motors are still found in applications as small as

toys and disk drives, or in large sizes to operate steel
rolling mills and paper machines.
If external power is applied to a DC motor it acts as a
DC generator, a dynamo. This feature is used to slow
down and recharge batteries on hybrid carand electric
cars or to return electricity back to the electric grid
used on a street car or electric powered train line when
they slow down. Newer designs are adding large
battery packs to recapture some of this energy.

BATTERIES
There is no question that the battery is the single
thing, the one and only, overriding thing, that is holding
back the development and mass proliferation of electric
vehicles. At this point in time most of us are still stuck
with using lead acid batteries. Lead acid batteries are
cheaper than other batteries. So two lead acid batteries
with 12 volt and 20 ampere hour is used.

Despite having a very low energy-to-weight

ratio and a low energy-to-volume ratio, its ability to
supply high surge currents means that the cells have a
relatively large power-to-weight ratio. These features,
along with their low cost, makes it attractive for use in
motor vehicles to provide the high current required by
automobile starter motors.

As

they

are

inexpensive

compared

to

newer

technologies, lead-acid batteries are widely used even

when surge current is not important and other designs
could provide higher energy densities. Large-format
lead-acid designs are widely used for storage in backup
power supplies in cell phone towers, high-availability
settings like hospitals, and stand-alone power systems.
For these roles, modified versions of the standard cell

may be used to improve storage times and reduce

maintenance requirements. Gel-cells and absorbed
glass-mat

batteries

are

common

in

these

roles,

collectively known as VRLA (valve-regulated lead-acid)

batteries.

GEAR BOX
The gearbox consists of the speed reducing gears
for the increasing of the torque of the bicycle. it
consists of two sets of gears which have a gear ratio of
5:1 which together gives a gear ratio of 10:1. Then the
output of the gearbox is connected with the chain
sprocket with a ratio of 3:1. So together the ratio is
13:1 that means if the motor runs at 1000 rpm the
wheel rotates at 67 rpm.
Calculation of gear ratio:
N1*T1 = N2*T2
WHERE
N1 & N2 ARE SPEED OF GEAR
T1 & T2 ARE NO OF TEETH OF GEARS
1000 * 24 = N2 * 6O
N2 = 400 RPM

FOR THE NEXT GEAR TRAIN

N3 * T3 = N4 * T4
400 * 24 = N4 * 60
N4 = 160 RPM
REDUCTION IN CHAIN
N5 * T5 = N6 * T6
160 * 15 = N6 * 36
SPEED OF WHEEL (N6) = 67 RPM

SPEED CONTROLLER
A speed controller or motor controller is essential
in applying the voltage and power that is delivered to
the motor from the batteries. All decent electric
vehicles need a motor controller of some kind. On a
bike with a very small motor it might be possible to just
have an on-off arrangement, and I suppose there are
other less expensive and much cruder ways to control
speed but I feel that a decent controller is absolutely
necessary with a powerful motor like this. The controller

is a rather expensive electronic black box with no

moving

parts.

modern

PWM

or

'pulse

width

modulation'' controller is very reliable as long as it's

current limit is not exceeded. Unfortunately a high
ampere capable controller is not cheap and may cost
about as much as the motor.

ACCELERATOR
The acceleration for increasing the speed of the
motor is held in the right hand side of the handle. There
is also a switch is kept for the switching on and off the
motor.

ASSEMBLY OF COMPONENTS

ASSEMBLY OF COMPONENTS
The basis of this project is to construct a system
for an electric bike. There are many key components
within the block diagram for this system as shown in.
They consist of a lead acid battery, a motor controller,
and a DC motor. The power brakes and throttle/cruise
controller are simple button systems that are used to

trigger the functions for increasing speed, keeping the

speed constant, and turning off the motor. This
maximized the interfacing capabilities for the separate
block diagrams. The power source for the system was
a DC battery source chosen to output 12V.
Motor battery has a high voltage rating diode at
the output, and uses it as a current protector. This is
essential to the project requirement for interfacing
multiple forms of charging such as mechanical energy,
and high AC voltage through an outlet.

The battery

block is interfaced with the motor controller block. The

motor controller controls all the functional capabilities
and is the central component of the system. The basic
requirement for the control is to regulate the amount of
power applied to the motor, especially for DC motors.
The motor controller can be adjusted to synchronize
with other motors. One key feature that is integrated
with the interface of the controller and the motor was

the regenerative braking. A regenerative brake is an

energy recovery mechanism that reduces the bicycles
speed by converting some of its kinetic energy into a
useful form of energy instead of dissipating it as heat
from conventional brake. friction. The energy is then
supplied back to the power source. The control allows
the

battery

to

interface

with

the

motor

to

be

bidirectional which can supply and receive power.

Software is provided with the controller so that it can
adjust the setting and operations for several of the
controllers

functions.

By

creating

switch

that

purposely is fooling the controller to use the motor as

a generator without completely braking the wheel, it is
possible
pedaling.

to

generate

mechanical

energy

through

WORKING PRINCIPLE

WORKING PRINCIPLE
The battery and the other circuits are given
correctly according to the connections.when the motor

of the switch is made on then the motor starts to

rotate. It then rotates the gears for speed reduction and
rotates

the

small

sprocket

wheel.then

the

small

sprocket rotates the wheel through chain.

It is the motor and battery that make a bike an
electric bike. The motor provides most of the effect
when pedaling. There are four main parts of an electric
bicycle. Two of these parts are common on standard
bikes--the frame and spokes and the brakes. An electric
bicycle has two other parts--the motor and batteries.
An electric bicycle uses a wide range of motors and
batteries. The motor of an electric bike is usually in the
hub of the front wheel or the back wheel. The hubs on
an electric bike is much larger to accommodate the
motor. The battery used for an electric bicycle needs to
be powerful, yet lightweight. If the battery is heavy
most of the power is used to carry the extra load.
Lithium-ion batteries are a good choice, but they are

expensive. These batteries can give you a range of 10

to 40 miles before recharging is needed depending on
speed and terrain. As for the frame, the seat is usually
made of aluminum, a lightweight material which helps
keep the bike lighter. But the spokes are a lot stronger
than those on a regular bike. The brakes on the electric
bike are similar to those on standard bike. With an
electric bike once you turn on the motor you can use
the bike.

BLOCK DIAGRAM

BLOCK DIAGRAM

About electric bicycles

"Electric

bike"

redirects

here.

For

electrically

powered motorcycles, see Electric motorcycles and

scooters.An electric bicycle, also known as an e-bike,
is a bicycle with an integrated electric motor which can
be used for propulsion. There are a great variety of
different types of e-bikes available worldwide, from ebikes that only have a small motor to assist the rider's
pedal-power (i.e. pedelecs) to somewhat more powerful
e-bikes which tend closer to moped-style functionality:
all however retain the ability to be pedalled by the rider
and are therefore not electric motorcycles. E-bikes use
rechargeable batteries and the lighter varieties can
travel up to 25 to 32 km/h (16 to 20 mph), depending
on the laws of the country in which they are sold, while
the more high-powered varieties can often do in excess
of 45 km/h (28 mph). In some markets, such as
Germany, they are gaining in popularity and taking
some market share away from conventional bicycles,

while in others, such as China, 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, so they are not subject to the more
stringent

laws

regarding

their

certification

and

operation, unlike the more powerful two-wheelers

which are often classed as electric motorcycles. E-bikes
can also be defined separately and treated as a specific
vehicle type in many areas of legal jurisdiction.
E-bikes are the electric motor-powered versions of
motorized bicycles which have been around since the
late 19th century.
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

Schnepf's

invention

style
was

drive
later

electric

bicycle

re-examined

and

expanded in 1969 by G.A. Wood Jr. with his U.S. Patent

3,431,994. Woods 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 Nickel-cadmium 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.
Production grew from 1993 to 2004 by an estimated
35%. By contrast, according to Gardner, in 1995 regular
bicycle production decreased from its peak 107 million
units.
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

varied;

however, in general there was an increase in range and

speed.
By 2001 the terms e-bike, power bike, "pedelec", pedalassisted, and power-assisted bicycle were commonly
used to refer to e-bikes. The terms "electric motorbike"
or "e-motorbike" refer to more powerful models that
attain up to 80 km/h (50 mph).
In a parallel hybrid motorized bicycle, such as the
aforementioned 1897 invention by Hosea W. Libbey,
human and motor inputs are mechanically coupled
either in the bottom bracket, the rear or the front
wheel, whereas in a (mechanical) series hybrid cycle,
the human and motor inputs are coupled through
differential gearing. In an (electronic) series hybrid
cycle, human power is converted into electricity and is
fed directly into the motor and mostly additional
electricity is supplied from a battery.

By 2007, e-bikes were thought to make up 10 to 20

percent of all two-wheeled vehicles on the streets of
many major cities. A typical unit requires 8 hours to
charge the battery, which provides the range of 25 to
30 miles (40 to 48 km), at the speed of around
20 km/h.
Classes of e-bikes
E-bikes are classed according to the power that their
electric motor can deliver and the control system, i.e.
when and how the power from the motor is applied.
Also the classification of e-bikes is complicated as much
of the definition is due to legal reasons of what
constitutes a bicycle and what constitutes a moped or
motorcycle: as such the classification of these e-bikes
varies greatly across countries and local jurisdictions.
Despite these legal complications, the classification of
e-bikes is mainly decided by whether the e-bike's motor
assists the rider using a pedal-assist system or by a

power-on-demand one. Definitions of these are as

follows:
With pedal-assist the electric motor is regulated
by pedalling. The pedal-assist augments the efforts
of the rider when they are pedalling. These e-bikes
called pedelecs have a sensor to detect the
pedalling speed, the pedalling force, or both. Brake
activation is sensed to disable the motor as well.
With power-on-demand the motor is activated by
a throttle, usually handlebar-mounted just like on
most motorcycles or scooters.
Therefore, very broadly, e-bikes can be classed as:
E-bikes with pedal-assist only. These are either
pedelecs (legally classed as bicycles) or S-Pedelecs
(often legally classed as mopeds) :
o Pedelecs :

Have

pedal-assist

only;

motor

assists only up to a decent but not excessive

speed (usually 25 km/h) ; motor power up to

250 Watts. Pedelecs are often legally classed
as bicycles.
o S-Pedelecs : Have pedal-assist only; motor
power can be greater than 250 Watts; can
attain a higher speed (e.g. 45 km/h) before
motor stops assisting. Legally classed as a
moped or motorcycle not a bicycle.
E-bikes with power-on-demand and pedal-assist.
E-bikes with power-on-demand only. These often
have more powerful motors than pedelecs but not
always. The more powerful of these are legally
classed as mopeds or motorcycles.

E-bikes with pedal-assist only

E-bikes

with

pedal-assist

only

are

usually

called

pedelecs but can be broadly classified into pedelecs

proper and the more powerful S-Pedelecs.
Pedelecs
Main article: Pedelec
The term "pedelec" (from pedal electric cycle) refers to
an e-bike where the pedal-assist electric drive system is
limited to a decent but not excessive top speed, and
where its motor is relatively low-powered. Pedelecs are
legally classed as bicycles rather than low-powered
motorcycles or mopeds.
The most influential definition which distinguishes
which e-bikes are pedelecs and which are not, comes
from the EU. From the EU directive (EN15194 standard)
for motor vehicles, a bicycle is considered a pedelec if:

1. the pedal-assist, i.e. the motorised assistance that

only engages when the rider is pedalling, cuts out
once 25 km/h is reached, and
2. when the motor produces maximum continuous
rated power of not more than 250 watts (n.b. the
motor can produce more power for short periods,
such as when the rider is struggling to get up a
steep hill).
An e-bike conforming to these conditions is considered
to be a pedelec in the EU and is legally classed as a
bicycle. The EN15194 standard is valid across the
whole of the EU and has also been adopted by some
non-EU European nations and also some jurisdictions
outside of Europe (such as the state of Victoria in
Australia).[11]
Pedelecs are much like conventional bicycles in use and
function the electric motor only provides assistance,
most notably when the rider would otherwise struggle

against a headwind or be going uphill. Pedelecs are

therefore especially useful for people living in hilly
areas where riding a bike would prove too strenuous for
many to consider taking up cycling as a daily means of
transport. They are also useful when it would be helpful
for

the

riders

who

more

generally

need

some

assistance, e.g. for elderly people.

S-Pedelecs
More powerful pedelecs which are not legally classed as
bicycles are dubbed S-Pedelecs (short for SchnellPedelecs, i.e. Speedy-Pedelecs) in Germany. These have
a motor more powerful than 250 watts and less limited,
or unlimited, pedal-assist, i.e. the motor does not stop
assisting the rider once 25 km/h has been reached. SPedelec class e-bikes are therefore usually classified as
mopeds or motorcycles rather than as bicycles and
therefore may (depending on the jurisdiction) need to
be registered and insured, the rider may need some

sort of driver's license (either car or motorcycle) and

motorcycle helmets may have to be worn.

E-bikes with power-on-demand and pedal-assist

Some e-bikes combine both pedal-assist sensors as well
as a throttle. An example of these is the eZee Torq and
Adventure 24+ by BMEBIKES.
E-bikes with power-on-demand only
Some e-bikes have an electric motor that operates on a
power-on-demand basis only. In this case, the electric
motor is engaged and operated manually using a
throttle, which is usually on the handgrip just like the
ones on a motorbike or scooter. These sorts of e-bikes
often, but not always, have more powerful motors than
pedelecs do.
With power-on-demand only e-bikes the rider can:

1. ride by pedal power alone, i.e. fully humanpowered.

2. ride by electric motor alone by operating the
throttle manually.
3. ride using both together at the same time.
Please note that some power-on-demand only e-bikes
can hardly be confused with, let alone categorised as,
bicycles. For example, the Noped is a term used by the
Ministry of Transportation of Ontario for e-bikes which
do not have pedals or in which the pedals have been
removed from their motorised bicycle. These are better
categorised as electric mopeds or electric motorcycles.

LIST OF MATERIALS

LIST OF MATERIALS
Bicycle
12 volt motor
Battery
Connecting wire
Switch
Speed reducing gear
Mild steel material

1
1
2
Required
1
3 sets
required

ADVANTAGES

ADVANTAGES

QUICK AND ENVIRONMENTALLY FRIENDLY

Around half of all car journeys are shorter than five

kilometres. Journeys that can be made in no time at all
with an E-Bike without traffic jams and searching for a
place to park. That saves your nerves and is
environmentally friendly to boot. You can see the
amount of CO2 saved on a journey compared to
travelling by car on the new LCD display of the Kalkhoff
E-Bikes. And riding your E-Bike is even more fun with a
clean, green
FIT AND HEALTHY

Cycling gets you fit. But honestly now: Wouldn't

you rather take the car or the bus? Theres no doubt
you would gladly take to your Kalkhoff E-Bike any day of
the week. Because your inner couch potato has no
chance against this much riding fun. Incidentally, you
would also be training your heart and circulatory
system without unnecessary peaks of effort.
Therefore, riding your E-Bike is not only more healthy
and effective, it gets you nice and trim
COOL AND COMFORTABLE

Up hill, down dale and pedalling quickly all of the

time? That would make some of us break into a real
sweat. But E-bikers keep their cool. Because they
decide for themselves the amount of muscle they use
on the road. The perfectly coordinated drives of the
Kalkhoff E-Bikes take the rest of the strain. That means
you can arrive relaxed and cool at the office instead of
stressed and sweaty.

FLEXIBLE AND INDEPENDENT

With a Kalkhoff E-Bike, you profit from a simple

formula: Long ranges + higher speeds = new horizons.
In practice, that means: Even if you have never dreamt
of riding long distances on your bike up to now, you
wont hesitate for long with an E-Bike. Whether its long
commuter routes or extended cycle tours: distant goals
are within your reach with the E-Bike.

CHEAP AND ECONOMICAL

Fed up with rocketing costs? With a Kalkhoff E-Bike,

you can get moving without high running and insurance
costs. And because electricity combines with muscle
power to get your E-Bike going, your mobility costs only
a fraction of what other vehicles cost in terms of fuel.
SOCIABLE AND GOOD HUMOURED

As a pair, with your family or in large groups:

extended tours are fun and bring you closer together.
Most of all when you all ride at the same speed. On a
Kalkhoff E-Bike, even less powerful excursionists ride at
the same level as their stronger companions. According
to the motto: its better to have a pleasant ride
together than a lonely ride on your own. That way,
everybody arrives at their destination at the same time
and in good humour.

APPLICATIONS

APPLICATIONS

It can be used for transporting

It can be used as an alternative for cars and
bikes

PHOTOGRAPH

PHOTOGRAPH

COST DETAILS

COST DETAILS

Bicycle
12 volt motor
Battery

1000
700
1500

Other expenses
Total cost

1300
3500

CONCLUSION

CONCLUSION
This project brought together several components
and ideas to achieve a common goal: to prove that it is
possible to build a bicycle with 3 separate charging
sources. We put a lot of time into this bicycle to make
sure that it was perform best it possibly could. Now that
the project as a whole is finished, we hand it over to
future

generations

component.

to

design

and

improve

each

BIBLIOGRAPHY

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