design report for the trike in efficyle 2013 sae india
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EFFICYCLE SAE INDIA 2013
Design Report
PHOENIX
Rajiv Gandhi Instituteof Technology,
Kottayam
KERALA
South-2 Zone
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PHOENIX
E-COZI
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3
eam structure
FACUTY ADVISOR
Mr. Antony JK
TEAM CAPTAIN
Zahir Ummer Zaid
VICE CAPTAIN
Kevin Sebastian
Thoompunkal
STEERING
Jithu KS
Kiran Kumar C
Anuvind SurendranDESIGNING AND
TESTING TEAM
Zahir Ummer Zaid
Anwar Naseef
BRAKE
SYSTEM
Jithu KS
Jeeva Mathew
POWER TRAIN
Zahir Ummer Zaid
Anuvind Surendran
SUSPENSION
Mareena Antony
Kevin Sebastian Thoompunkal
Vinu Krishna
ELECTRICALArun Mohan
Mareena Antony
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Introduction
PHOENIX E-COZI is a recumbent tadpole trike with side-by-side
seating which incorporates modern technology so as to make it
passenger friendly . The complete designing process was based on
the theme of Safety and Comfort. Tadpole design is preferred to
delta design since tadpole has advantages of better driver safety,
dimensional stability, aerodynamics and ergonomics. An innovative
Kinetic Energy Recovery System (KERS) has also been incorporated
for better performance and easiness. With strong chassis designed
to withstand impacts and covering to protect the rider from debris,
wind current and rain, PHOENIX E-COZI makes sure that no
where it compromises safety and comfort.
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Design Methodology
The vehicular design and the subsystem designs are performed after
profound research into the particular field. The subsystems are separately designed, validated and accepted after
rigorous comparisons and market analysis.
The components to be procured such as the differential, electric motor
drive system, electronic components like sensors and switches are selected
based on the market availability. The companies have been contacted to
know the feasibility of availing us with the components, the following are
the companies which had provided us with the specifications regarding the
components:
1.) Samagaga Industries, Taiwan (DIFFERENTIAL)
2.) Falbrook Technologies, USA (NUVINCI HUB)
3.) Tachometric Controls, India (BLDC MOTOR,DRIVE SYSTEM and
EPICYCLIC GEARS)
4.) Keltron Ltd. (ELECTRONIC COMPONENTS)
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The Gantt chart was prepared to aid us in arriving at ourfinal vehicle design and specifications.
The duration for the event was speculated from 11th
February to 8th June, allocating considerations for the
academics and activities
Our design methodology of designing the chassis with
reference to the requirements of the subsystems like
steering , suspension etc. was adhered while preparing the
plan
Project Plan
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Gantt Chart for Project Plan
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Gantt Chart for the Vehicular Design
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Chassis
Designed with priority for Safety and Comfort
Vehicle configuration:Recumbent Tadpole design
Thedesign is justified
for the following reason:
1. Recumbent seating position is more ergonomic than the upright position.
2. Recumbent design aids in obtaining a low center of gravity, which in turn increase the
stability of the vehicle.
3. The tadpole design has reduced chances of toppling when executing turns.
Technical Specifications
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Geometric views of the completed chassis
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The Chassis design imparts the following specification for the vehicle:
Wheelbase: 1650 mm
Track: 1200 mm
Chassis Exoskeleton figures
Chassis Exoskeleton is fabricated from Nominal Pipe Size NPS) 1 Schedule 5
pipe,with the following specs:
O.D= 48.26 mm , thickness= 1.65 mm
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The strengthening members are fabricated from NPS 1 Schedule 5,with the
following specs: O.D = 26.67 mm , thickness = 1.65 mm
The utility box of the prescribed dimensions is position in the front of the vehicle to
balance the load distribution
A metal sheet will be provided on the underbelly of the vehicle for the safety and
comfort of the passengers, which helps in developing a neat floor space 12
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Analysis of the Chassis
1.) Deformation analysis under an frontal impact load of 2000N
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2.) Equivalent stress under the frontal impact load of 2000N
The stress value is within the limits of the tensile strength of SS 202.
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Power Transmission
For better ease in motoring, an all-wheel drive system is implemented in the vehicle
The drive-train layout is as illustrated below:
For the ease of interpretation, the drive-train layout has categorized into two:
1.) Pedal Drive-train 2.) Motor Drive-train
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The calculated pitches of the chains are compared with ISO 2403-1991 standards of
chains.
Chain 1- 06 B (pitch=9.525 mm)
Chain 2- 12 B (pitch=19.05 mm)
Chain Drive Design Procedure Chain 1 )
Step 1- Approximating the velocity ratio of the sprockets as 2
/ = 2 /= 2
Step 2- From the reference table( table 21.5, bibliography: A Textbook of Machine
Design by J.K. Gupta) ,which tabulates the minimum number of teeth against velocity
ratio,No. of teeth in the driven sprocket(Sprocket 2)= 27
Step 3- From the approximated velocity ratio,
= 227 54
Step 4-
Designed power = rated power service factor
The rated power to be calculated is obtained from the following graph , which was
plotted for an experiment concerning the electric power generated by using a pedaled-
dynamo performed by Pedal-Power Generators LLC
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the maximum power developed is estimated
at 175W.
The service factor( ) is given as follows
= 1
where,
1=load factor( 1.25,for variable load )
=lubricating factor( 1.5,for periodic lubrication )
=rating factor( 1,for operations up to 8 hours per day )
Here, =1.875
Designed power 175 1.875 = 328.125W
Step 5- Power rating-vs-rotational speed of driven sprocket is used to obtain the
rotational speed of the driven sprocket, which is interpolated at 150 r.p.m
pitch line velocity of driven sprocket()= DN /60
where, D= pitch diameter of sprocket and N= rotational speed
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Pitch Diameter is given by the following equation
D= (pitch)cosec(180/no.of teeth)
= 82.04 mm
= 163.815 mm
Considering the market availability of these sprocket the following specifications are
fixed
= 80 mm and =160 mm
3.1482.014150/60 = 0.64 m/s
Calculating the length( L ) of chain required
L(no. of chain links)(pitch of the chain) = K p
The center-to-center distance( x ) is given by the following equation
=
4 ( ( 1 /2) (
+
8((1)/2))]
Solving the above equation for the value of K , as the values of x, p ,1 and are known.
Chain 1- K= 139.804~140
Length of Chain 1 = 1.33m
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Chain 2- K=124.9 ~ 125
Length of Chain 2 = 2.37 m
Layout Diagram of the Chain Drive
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Electric-motor drive
A 400W BLDC motor is used to power the front wheels via a differential unit.
The BLDC and PMDC motors were compared
Based on the above criteria Brush Less DC (BLDC) Motor was selected.
Analyzing our requirements of providing 400W and motoring the estimated 350 kgvehicle( fully loaded with two passenger each weighing 115 kg), the motor with thefollowing performance curve was selected
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BLDC MOTOR PMDC MOTOR
Higher speed range Low speed range
(due to limitations imposed by the brushes)
Power loss at brushes can be avoided Power loss at brushes
High Output Power and Efficiency Moderate values
Maintain or increase torque at various speeds As speed increases torque decreases
(due to increased brush friction)
Longer life ShorterCompact size and low noise operation Electromagnetic Interference (EMI) is generated
by brush arcing
Low rotor inertia
Improves dynamic response
Higher rotor inertia which limits dynamic
characteristics
Less or sometimes no maintenance required
(due to absence of brushes)
Periodic maintenance required
(brush cleaning and replacement is essential)
Higher cost of construction
(Total cost becomes comparable)
Lower construction cost
Maintenance cost is higher
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Operating power of the Battery-pack:
Pack rating- 48V,35Ahr
Motor rating- 400W
Current drawn by the motorMotor rating/ Battery voltage = 400W / 48V
= 8.333 A
Theoretical Runtime Battery Ampere-hour rating / motor current = 35 Ahr/ 8.333 A
= 4.2 hours
At 40 % loss,
Actual runtime 4.2 - (4.2(40/100)) = 2.52 hours
Differential unit is employed with two universal joints on each half-axle tocompensate for the independent suspension and steering system of the front wheels
Contrary to the figure shown above the differential unit would have a direct drive
from the motor in order reduce the complexities of a derailleur gear system.
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The layout of the front-wheel power system is as illustrated
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Given layout has ergonomic advantages as the torso rests on a section which is
inclined at an angle of 30 degs with the vertical and the thigh rests on the section
which is inclined at 6 degs with the horizontal
The H-point is determined at 661.954 mm above ground, which is within the limit
prescribed in the rulebook.
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The seat is mounted on to the chassis by suitably placing it on the cross members
and exoskeleton of the chassis
As per the rulebook instruction, 3-point seat belts are provided in the seating
arrangement.
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Steering System Based on the fact that by implementing the steering system on the front wheels,
the tractive force available for steering( cornering traction ) is increased when
compared to a single steerable-wheel(rear-wheel steering),the vehicle is designed
front wheel steering system based in Ackermann geometry. The Steering system is designed to achieve 100% Ackermann geometry, with the
specifications as shown in the figure
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Handle bars will be used as the steering ratio is 1:1
Adhering to the rulebook, the steering system has been designed to possess a minimum turning
radius of 3.9 m in the outer wheel
The steering mechanism employed is the Articulated Steering Mechanism, which
is illustrated in the following figure
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U-joints will be employed to position the steering shaft at a convenient
position, considering the accessibility of the driver
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F
Allowances had been provided in the chassis exoskeleton to facilitate the steering
angle of upto 35 deg
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B ki t
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Braking system Mechanically actuated disc brakes are provided on all wheels
As 26 MTB tires are used, the commonly available 160mm disc are used
Using a split-cable system, the front-wheels brakes will lock at the same instant, thus
eliminating any of the side-wise erratic movements during braking.Brake Calculation
Stopping Distance(s)=/2 m
where = velocity (m/s)
= coefficient of friction between the tyre and the road
g= acceleration due to gravity(m/s^2)
CASE 1: under top-speed condition (= 40 kph)
normal condition( = 0.8), s=7.9 m
extreme condition(= 0.3), s= 20.9 m
CASE 2: Brake-test Conditions = 2 /
Considering the 5m available for bringing the vehicle to
a complete halt,
=0 m/s , = 5 m
u = 50m/ 15 seconds
= 3.33 m/s 37
Acceleration (d) during the braking of the vehicle= -1.10 /
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( ) g g /Acceleration in g-units(D) | d |/g = 0.112g
Braking force required( ) = mass of the vehicle*deceleration N= 3501.10 = 384.5 N
Braking Torque( )=
N.m
where is the static laden radius of the tire andis the ratio of the radius of the brakedisc to the static laden radius of the wheel.
here,
= 0.3302 m and = 0.08 m / 0.3302 m 0.242 = 524.6 Nm
Friction force()= mass of the vehicle= 622.22
Real-life deceleration & Stopping distance
The deceleration used in calculations is a steady state one called MFDD (mean fullydeveloped deceleration). It assumes the vehicle is either braking or not. In practice it
takes a time for the system pressure to rise and the friction to build up. This is not thedriver reaction time but the system reaction time. Where a calculation requires astopping distance or an average stop deceleration then this delay must be taken intoaccount. For calculations a linear build up over 0.6 second is used i.e 0.3 second delay.
=/(/ 0.3)where is the average deceleration for the whole stop( in g-units ), is the test
speed(m/s), is the deceleration(MFDD)(in g-units) 38
Here under given conditions,
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Here under given conditions,
= 0.177 g -1.15 m/s
Stopping distance (s) = /(2 )= 4.8 m ( which is within the limit prescribed in the rulebook)
Weight Transfer during braking()
=
where, is the weight of the vehicle, is the coefficient of friction, is the height ofthe center of gravity and is the wheelbase.
for the vehicle, = 114 kg
Suspension system
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Suspension system with passenger comfort as the top priority, the vehicle features the following
suspension systems
front wheels- Double Wishbone suspension
rear wheel- Double-sided Swing-arm suspension
The reasons for providing the suspension systems are:
1.) Passenger comfort
2.) Roll stability in execution of turns and thus the safety of the passengers
3.) Reduce the undesirable shocks on the vehicular frame, thus increasing its
reliability and durability
Front Suspension
- features the following illustrated geometry
- unequal wishbones in non-parallel arrangement
- geometry is designed to have the lowest possible distance between the roll-centre
and the CoG, thereby reducing the roll-angle of the vehicle when under the action
cornering forces
In the suspension geometry, the distance between the roll-center and CoG is 0.38 m
i.e, the roll-force creates a torque with an arm of radius 0.38 m.
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The geometry provides neutral camber, which was validated given the 1.95 width ofthe tire and also the increased rate of wear and tear if camber angle was non-
neutral.
The Kingpin inclination of 3.938 deg. is provided to produce a scrub radius of
0.07m,which helps in achieving appreciable self-centering ability of the steering
linkages and the directional stability of the vehicle
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the upright is designed so as to facilitate a caster angle of 3 degs ,further increasingthe returnability of the steering system
. The wishbones are fabricated from NPS 1 schedule 5 pipes
The coilover-springs of the suspension system will be attached to the upper
wishbone, rather than attaching it in the lower wishbone with an offset from the
center; the reason been that itll be compromise the efficient operation of the system
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Wishbones and uprights are fabricated in the below illustrated geometries
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p g g
The Upright is manufactured from 0.01m thick steel plates and the geometry is
fabricated by welding. The wishbone attachments are positioned to facilitate the 3.98 deg. Kingpin
inclination.
The coil-over springs are selected on the basis market availability and vehicle
requirement.
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Analysis of the Upright under a vertical bump-force of 4g(considering a
static loading of 500N)
1.) Deformation
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2.) Equivalent Stress
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Rear Suspension System
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Rear Suspension System
-a double-sided swingarm with a monoshock suspension is employed for the rear
suspension
-the monoshock coil-over spring provides exceptional ride quality
-the coil-over unit is attached to the swingarm at a distance calculated by considering
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the motion ratio and the deflection of the spring at different attachment points.
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p g p
- the coil-over spring for the rear suspension is that of Honda Unicorn with spring
travel of 3 inch.
Tire Specifications
Based on the market survey, cost analysis and reliability, the 26 MTB tire with
1.95 tread are used in the vehicle
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Double-sided Swing-arm
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Ergonomic Features
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Ergonomic Features
The recumbent design facilitates a very comfortable riding position with
zero-strain developed by the body in supporting itself.
The pedaling position is carefully determined to extract maximum power
with minimum exhaustion for the passenger
The innovative and simple rear gear system( NuVinci CVT ) relieves the
driver from the complexities of the derailleur gear system.
As the electric motor is directly connected with the differential, the motor
operation doesnt require any gear selection, but just the press on thethrottler.
The chassis design provides a good line-of-sight for the occupants.
The metal-sheet floor and the front fairing augments the comfort of the
passengers.
The KERS used in the vehicle aids in reducing the effort applied by thedriver on the brake lever, as the reversal of the motoring action itself helps
in decelerating the vehicle.
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INNOVATIONS
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INNOVATIONS
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An innovative Kinetic Energy Recovery System is employed, which utilizes the4th quadrant operation of the BLDC motor.
-apart from the BLDC motor, its controller drive and the battery, the other main
components involved are:
Power conditioner
Change-over switch
Brake lever position sensor and twist-throttler sensor
Power-conditioner: is a high gain amplifier, which instantly multiplies the voltage
induced by the motor operating with 4th quadrant characteristics. Its operation iscontrolled by signals from the brake-lever sensor and twist-throttler sensor.
Change-over switch: is an electronic switching device which operates in
accordance with the signal from the brake-lever sensor.
Brake-lever position sensor and twist-throttle sensor: are highly sensitive
electromagnetic-position sensors with reed switches and magnets.
WorkingUnder normal motoring conditions, the device connects the terminal of the BLDC
controller unit with the terminal of the BLDC motor. When braking or
decelerating, the brake-lever sensor/twist throttle sensor sends signal to the
switching device, which cuts the supply of battery voltage to the BLDC motor.
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The BLDC motor would be operating in the 4th quadrant due to the
braking / deceleration, the voltage so induced is directed to the
power conditioner, which in turn charges the battery. Thusharnessing the energy dissipated during braking and deceleration,
constituting the KERS.
Fabrication Plan
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Fabrication Plan The Gantt chart was prepared for the fabrication of the vehicle, considering the
market availability of the components and the duration for synchronizing the
different systems.
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Tasks Start Date Duration (Days) End Date
Virtual Round 7/13/2013
Speculative date for announcing virtual round result 7/31/2013
Raw material procurement 8/1/2013 7 8/7/2013
Construction of the chassis exoskeleton 8/8/2013 15 8/22/2013
Fabrication of the suspension linkages 8/23/2013 7 8/29/2013
Fabrication of the steering linkages 8/23/2013 7 8/29/2013
Fixing suspension 8/30/2013 3 9/2/2013
Fixing steering 9/3/2013 4 9/6/2013
Fixing of strengthening members 9/7/2013 4 9/10/2013
Seats and pedals fixture 9/11/2013 4 9/14/2013
Power train set up 9/15/2013 7 9/21/2013
Miscellaneous electrical works 9/22/2013 4 9/25/2013
Fairing and sheet metal works 9/26/2013 3 9/28/2013
Tyre 9/29/2013 4 10/2/2013
Road Test 10/3/2013 7 10/9/2013
Speculative date for main event 10/16/2013
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Gantt Chart for Vehicle Fabrication
College Facilities
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College Facilities
The mechanical engineering lab at our institute houses a well equipped CAD lab and
all fabrication departments like fitting, welding ,lathe-machining workshops.
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Design Validation PLAN
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Design Validation PLAN
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PROCEDURE NO DESCRIPTION ACCEPTANCE CRITERIA RESPONSIBILITY TEST SOURCE
1 Dimensional Analysis and TolerancesStrict Adherence with the
Engineering Drawings Kevin SebastianProtyping and CAD
modelling
2 Chassis Fabrication Efficient utilisation of raw materials Anuvind Surendran Engineering Drawing
3 Steering System
Ackermann Geometry and specified
mechanism is satisfied Anwar Naseef Software Analysis
4 Suspension SystemPermissible suspension travel is
maintained Kiran Kumar CSoftware Analysis and
UTM machines
5 Powertrain
Proper positioning of sprockets and
chains Zahir Ummer Zaid
Theoretical Analysis
and Protyping
6 Brakes Perfectly timed locking Jeeva Mathew Visual Inspection
7 Tires
Balancing alignment and inflation
rates Mareena Antony Visual Inspection
8 Safety
Proper Installation of bumper,
Fairing Vinu Chandra Visual Inspection
9 Electrical and Electronics Proper Mounting Arun Mohan Prototype
10 Development of KERS Proper Design Jithu K S
Circuit and sample
testing
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COST REPORT
STRUCTURAL
MATERIALS
ELECTRICAL
EQUIPMENTS
POWER TRANSMISSION
EQUIPMENTS
OTHER EQUIPMENTS
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COST REPORT
STRUCTURAL MATERIALS 5000.00
ELECTRICAL EQUIPMENTS 21000.00
POWER TRANSMISSION 45890.00
OTHER EQUIPMENTS 5480.00
TOTAL ESTIMATED COST 77370.00/-
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Potential Markets and
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Potential Markets and
Customers
Large institutions with huge campus area
i) Industries
ii) Educational Institutions
Small scale entrepreneurs
i) It can be used for short distance journeys (with no carbonemission) in towns and cities for delivery purposes without
burning out any fuel in traffic curbs.ii) Carrying goods at low cost thus maximizing profit.
iii) Can replace existing non stable rickshaws with much more stableand safer tri-cycles.
Tourism Department
i) Two men boat riding can be replicated with the PHOENIXE-COZI
ii) Scenic tour in Natural Parks and Sanctuaries without pollutingthe environment.
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Concepts Contribution And
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Concepts ,Contribution And
Why go for Phoenix ECozi
Zero Emission.
High efficiency.
Increased safety , stability, and speed control than ordinarycycle.
Cheaper alternative to scooter for short trips.
Use of recyclable materials and hence eco- friendly.
Increases the battery life with the use of various electrical
systems like the regenerative braking system. Power surge using Kinetic Energy Recovery System (KERS).
Aerodynamic design with ergonomically designed seats.
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Variants
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Variants
Single seated models.
High torque motor models can be added for high inclination
conditions.
Variation in the electrical charging model.
Amphibian version of the vehicle
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