Welcome to the Wiki page of Team 3 from VANT151. This page provides an overview of our design journey, from initial concepts to the final prototype, as we tackled the challenge of enhancing cycling for daily commuters.
We invite you to explore our process, sub-system contributions, and the final outcomes of our multidisciplinary collaboration.
Introduction
The global shift toward sustainable transportation has highlighted the significance of improving active modes of commuting, such as cycling. However, issues like adverse weather, safety concerns, and limited cargo space reduce its practicality for daily commuters. As part of the VANT151 Multidisciplinary Engineering Design Project, our team was tasked with designing a scaled-down electric cycle that addresses these challenges while aligning with UBC Okanagan’s Climate Action Plan 2030.
Working in sub-teams, we applied the engineering design process to create and prototype a solution that meets key functional, safety, and sustainability requirements. This wiki outlines our concept development, sub-system designs, and integration process. Our goal was to create an innovative and feasible solution that enhances the cycling experience and encourages active, low-emission commuting on campus.
Team Requirements
Functions
Generally, the prototype must be able to:
Carry a passenger comfortably and safely;
Keep riders energized during their commute;
Hold school essentials such as book bags, computers, etc;
Can travel in rain and snow conditions;
Keep riders cool in the summer and warm in the winter;
Equipped with adequate lighting to ensure visibility and road safety;
Has a parking anti-theft feature;
Must be able to maintain a temperature different from ambient at the chest position of the rider's body;
Must be able to travel in a straight line;
Objectives
The model should have as many features as possible:
Prevent crashes and loss of control;
Reduce the severity of injuries in accidents;
Adjust stamina to the rider's condition;
Reduce the length of the commute (including optimizing routes);
Minimize the impact of the weather;
Maximize comfort;
Minimize the time before/after the commute.
Constraints
Some rules that cannot be broken in design for prototype:
The maximum width must not exceed 240 mm (equivalent to 1,200 mm full size);
The sum of the length and width must fit in the copy box (430 mm × 279 mm; equivalent to full-size 2,150 mm × 1,395 mm);
The turning radius must be less than or equal to 600 mm for a wall-to-wall turning radius;
If the vehicle does not tilt, additional measures must be taken to ensure stability;
Must be able to carry a 360 mm high mannequin (1:5 scale for a 1.8 meter occupant);
Power is limited to 9.6 VDC and 2.8 A nominal current;
Must be able to complete a “figure of eight” path without tipping over at the same time: this includes both remote control and pre-programmed modes;
Dual wheel configuration allows for the use of training wheels;
Coding
Overview of the Arduino code
Requirements
Function
Code Development and Debugging: Responsible for writing embedded system control code (e.g., Arduino, sensor interfacing, remote signal processing) and ensuring correct functionality;
Software-Hardware Integration: Implement communication between code and hardware components (such as motors, servos, limit switches, LEDs), ensuring reliable control and feedback;
System Testing and Troubleshooting: Test code performance in real-world applications, identify issues during operation, and optimize functionality accordingly.
Objectives
Enable Core Functions for Autonomous and Remote Vehicle Control: Develop programs that allow precise vehicle movement via remote controller, wireless modules, or sensor input;
Maintain Clear and Modular Code Structure for Collaboration and Maintenance: Use function encapsulation, comments, and version control to ensure code readability and scalability.
Model, design, and build a wireless control system, with a focus on mechanical integration, electronic functionality, and a reliable Arduino-based transmitter.
Constraints
Limited Processing Power and Memory. Embedded controllers (e.g., Arduino) have limited computational resources, requiring efficient code design;
Real-Time Performance Requirements. The system must respond to control inputs and sensor feedback within strict timing constraints to ensure safe and accurate vehicle operation;
Generate multiple transmitter design concepts, evaluate them using the Weighted Decision Matrix (WDM), select the most suitable option, and fabricate the transmitter frame using 3D printing.
The Design
Transmitter Hardware
The transmitter hardware consists of a remote controller unit equipped with wireless communication modules (such as RF or Bluetooth transmitters). The controller interfaces with user input devices (joysticks, buttons, switches) to send real-time control signals to the vehicle’s onboard receiver.
Operating Sequence
Pre-Deployment Checks – Verify power rails (3 .3 V for NRF24L01), firmware version, and RF pairing before every run.
Power-On & Init (≤ 200 ms total) – Reset MCU, configure I/O, start Serial debug, set up NRF24L01 (250 kbps, MAX PA, no ACK), and load neutral signal values.
Main Loop (every 100 ms)
Read joystick axes and button.
Map to 8-bit steering/throttle/button structure.
Transmit packet; log success/failure over Serial.
Enforce 10 Hz pace with delay(100) to balance latency and bandwidth.
Fault Handling – Flash LED and reduce TX rate on repeated send errors; clamp outputs on noisy ADC; log watchdog resets to EEPROM for post-mortem.
Shutdown Sequence – Send neutral commands for ≥ 500 ms, then power off; receiver failsafe stops vehicle on RF loss.
Testing & Validation – Bench ADC sweep, indoor RF range (≥ 20 m, <1 % loss), field latency (≤ 150 ms), and code-review regression tests.
Maintainability – Keep modular files (joystick.cpp, nrf_tx.cpp), use Git with PR reviews, document interfaces, and watch flash/SRAM usage (≤ 70 %).
Monitors joystick, buttons, and signal transmission to ensure all components proper function
Vehicle Horn（Collaborate with the EE team）
Provides audible alerts for signaling and safety
Coding sub-system performance results
Stable communication link: The transmitter and receiver can reliably exchange data in both directions without packet loss or timeout during testing.
Real-time system monitoring: All component statuses (motors, sensors, actuators, etc.) are continuously and clearly displayed via the Serial Monitor, supporting effective debugging and system visibility.
Extended functionality – current and voltage sensing: The system includes current and voltage monitoring modules, enabling real-time power consumption tracking. This supports overcurrent protection, battery health diagnostics, and runtime energy analysis.
Recommendations
Install a visual LED information display
Integrate a small LED / OLED screen at the front of the vehicle or on the test bench to scroll real-time data such as connection status, battery voltage, sensor readings, and fault codes—making on-site troubleshooting and demonstrations far easier.
Start with 5 mm diffused red LEDs (660 nm, 1.85–2.5 V @ 20 mA, typical brightness ≈ 250 mcd); they’re bright enough for daylight visibility, breadboard-friendly, and leave head-room to scale up to multi-colour or matrix displays later. LED 5mm
Stock plenty of data and jumper cables
Before formal testing, keep 2–3 × the expected number of USB-Micro, USB-C, Dupont jumpers, and JST pigtails on hand.
Previous trials saw cables break or develop intermittent contacts; having spares cuts troubleshooting time and prevents a single broken lead from stalling the whole team.
Organise cables by length / connector type in compartment boxes, and include a simple cable tester to verify continuity and shielding integrity on the spot.
Increase Team Communication Frequency
To improve coordination and problem-solving efficiency, we recommend holding more frequent team meetings. Each subteam should schedule regular check-ins to discuss progress updates, identify challenges early, and collaboratively seek solutions. This practice promotes accountability, ensures alignment across teams, and enhances overall project performance.
Electrical/Electronic Design
Requirements
Functions
The system shall provide power for all electronic components (Arduino Nano, motor, Peltier module, fan, wireless module) using an 8 AA battery pack.
The system shall control the motor, fan, and Peltier module, including PWM speed/voltage control as required.
The system shall enable wireless remote and autonomous communication for vehicle operation (via NRF24L01).
The system shall provide input and output capabilities, including LEDs, buttons, and other modules, with PWM support where needed.
The system shall support the safe and reliable assembly and connection of all circuits on breadboard/protoboard.
The system shall support the addition of extra LEDs, buzzers, or other expansion features as required by the team.
Objectives
Maximize the reliability of the electronic system.
Minimize the space occupied by the circuits within the vehicle enclosure.
Constraints
Power supply must be 9.6V, maximum output current 2.8A (8x AA batteries), and must not be exceeded.
Peltier module can only use 5V, must use PWM to reduce voltage, and must support polarity reversal.
All circuits must be mounted on the breadboard or protoboard and fit inside the allotted vehicle space.
The Design
Transmitter boardReceiver boardEarly stage flowchart of Receiver
Drive and Steering Circuit
Design Alternatives:
We considered two options for controlling the drive motor:
Using relays for switching the motor on/off and changing direction.
Using MOSFETs for on/off and PWM speed control, combined with a relay for direction reversal.
For mounting the drive circuit, we considered:
Fixing the board inside the main chassis for protection.
Mounting it on a removable panel for easier debugging.
Evaluation:
We chose to use MOSFETs for efficient PWM speed control, combined with a relay for safe direction reversal, because this approach is more compact and energy-efficient than using only relays.
For mounting, we fixed the board inside the chassis to protect it from vibration and damage, accepting slightly less convenience for debugging.
The drive circuit consists of a DC motor controlled via a MOSFET switch, with power supplied from the main 8x AA battery pack (9.6V). The control signal is generated by the Arduino Nano using a PWM-capable output pin, allowing speed modulation.
A relay is used for polarity reversal if required (e.g., for direction change). The motor circuit includes protection diodes to prevent back EMF damage.
Fan Circuit
Design Alternatives:
For fan control, we compared:
Controlling the fan directly from an Arduino output pin (simple but lower current capability).
Using a MOSFET switch, which supports higher current and allows for PWM control.
Evaluation:
We selected the MOSFET switch, as it reliably handles the fan’s current and enables future PWM speed control if needed.
The fan is powered by the same 9.6V battery supply but is driven via a dedicated MOSFET switch controlled by the Arduino Nano.
This function is controlled by a remote control and can be switched among three modes: heating, cooling and stopping work.
A current-limiting resistor and flyback diode are included as required to protect components.
Peltier Circuit
Design Alternatives:
For powering the Peltier module, we discussed:
Using a linear voltage regulator to drop 9.6V to 5V (simple but inefficient).
Using PWM control from the Arduino to achieve 5V average output (efficient, less heat).
For polarity reversal:
Manual wire swapping (not practical).
Using a relay module for automatic switching.
Evaluation:
We implemented PWM control for the Peltier to save energy and reduce heat. For switching between heating and cooling, we used a relay module for safe and automated polarity reversal.
The Peltier module is used for cabin temperature regulation and is Receiver Boardpowered by the main battery pack with the voltage reduced to a safe 5V using PWM (approx. 50% duty cycle) from the Arduino Nano.
A relay module is used to reverse polarity, enabling both heating and cooling functions. Heatsinks are attached to both hot and cold sides for efficient operation and safety.
Circuit protection measures include ensuring no exposed contacts and correct polarity during installation.
Boards Mounting
Design Alternatives:
We considered several methods for mounting the circuit boards:
Attaching the protoboard inside the vehicle chassis with screws Transmitter Boardand spacers for stability.
Using double-sided tape or adhesive pads for quicker installation and easier removal.
Mounting on a removable side panel or cargo shelf for easy access and maintenance.
Evaluation:
We selected mounting the protoboard inside the chassis using screws and spacers, as this provides the most secure and vibration-resistant installation, while still allowing for some access if maintenance is needed.
All circuits are first assembled and tested on a breadboard.
The assembled protoboard is securely mounted inside the vehicle chassis using screws, spacers, or double-sided tape as appropriate, ensuring shock resistance and easy access for troubleshooting.
Care is taken to keep wiring neat, organized, and labelled to facilitate maintenance and team integration.
design 1design 3design 2
WDM Matrix for Boards Mounting Decision
weight
design 1
design 2
design 3
Validity
0.6
3
2
1
Aesthetic
0.2
3
1
2
Aesthetic
0.2
2
1
3
design 1: 3*0.6+3*0.2+2*0.2=2.8
design 2: 2*0.6+1*0.2+1*0.2=1.6
design 3: 1*0.6+2*0.2+3*0.2=1.6
design 1>design 2>design 3
Due to these aspects, the design 1 is best, which is the final decision.
Autonomous Program
Design Alternatives:
For supporting autonomous operation, we discussed:
Using only wired connections for all sensors and actuators (simpler, but limits flexibility).
Integrating the NRF24L01 wireless module for remote/autonomous control, supporting both manual and autonomous modes.
Adding extra input/output test modules (such as additional buttons or LEDs) for easier debugging and validation.
Evaluation:
We chose to integrate the NRF24L01 wireless module to enable both remote and autonomous control, maximizing flexibility and making it easy to switch between operation modes. Basic I/O modules were included for quick testing and troubleshooting during programming.
The electronic team supports autonomous driving features by providing reliable wiring and communication for all sensors, actuators, and wireless modules.
The NRF24L01 wireless module is configured with the correct address/key, and connected to the Arduino Nano for both remote and autonomous modes.
Basic input/output (LEDs, buttons, etc.) are implemented to test autonomous behaviors and confirm signal integrity during team programming.
Extra Features (if any)
Design Alternatives:
For future expansion, we considered:
Designing the PCB with reserved pins for additional features (LEDs, buzzers, sensors, etc.).
Using modular connectors or pin headers to simplify the addition or replacement of features.
Directly soldering extra components to the board (simpler but less flexible for upgrades).
Evaluation:
We decided to use modular connectors and labelled pin headers to ensure future upgrades can be made easily, without redesigning or rewiring the entire board. Reserved pins make it possible to add extra features in future project iterations.
The design reserves capacity and expansion pins for adding extra features as needed by the team, such as additional indicator LEDs, buzzers, turn signals, or other custom electronic functions.
Modular connectors and labelled headers are used to make it easy to upgrade or modify the system in future iterations.
Electrical sub-system performance results
During final system testing, the electrical sub-system performed reliably and met all key requirements.
The 8x AA battery pack supplied stable power to the Arduino Nano, DC motor, Peltier module, and fan.
The MOSFETs and relays allowed for efficient speed control and reliable direction switching of the motor and Peltier.
The Peltier module operated safely at 5V with effective heating/cooling when needed.
All basic input/output modules (LEDs, buttons) worked as expected.
The NRF24L01 wireless module enabled stable remote control, with no major signal interruptions.
No significant wiring failures, overheating, or component faults were observed during demonstration and extended operation.
Overall, the electrical sub-system successfully supported manual vehicle operation via remote control, and all core functions were demonstrated in the final project test.
Recommendations
Consider using a custom PCB for better reliability in future projects.
Use stronger connectors for important wiring to prevent accidental disconnection.
Mechanical Design
The mechanical design combines steering, suspension, and structural elements into a compact, detachable front module. Using a double wishbone system and optimized geometry, it ensures stable handling and minimal steering deviation. Key parts were modeled in SolidWorks and 3D-printed with PLA and TPU, offering a balance of strength, flexibility, and lightweight performance. The design also emphasizes modularity, allowing for easy maintenance and future upgrades.
Requirements
Functions
The mechanical design should provide：
A power transmission system suited for responsive driving;
A front suspension system for optimal camber control;
A steering system that minimizes bump steer;
Enhanced structural stability under dynamic conditions.
Objectives
High cornering grip and handling consistency;
Compact and interference-free layout;
Low risk;
Reduced maintenance via standardized parts.
Constraints
The vehicle's low profile and narrow body limited available space.
The suspension and steering geometry had to be compact enough to fit within the wheel arches and frontal shell, limiting arm length and shock mounting angles.
The use of only commercially available components (e.g., servos, compression springs, standard bearings) constrained the dimensions and placement of the subassemblies.
All parts had to be 3D-printed using FDM methods, which further limited tolerances, feature sharpness, and material strength.
The Design Alternatives
A dedicated mounting plate or integrated bracket is attached to the chassis.
The AC unit is secured using M3 or M4 screws through printed or slotted mounts.
The structure is printed in PETG or high-strength PLA+ to withstand operational stress and maintain stability.
Transmission
A compact chain transmission is implemented to transfer torque from the motor to the single rear wheel, optimizing packaging and mechanical simplicity.
The rear axle is supported by two 608RS bearings (8mm ID, 22mm OD), allowing low-friction rotation under moderate loads.
Chain tension is adjustable via a sliding motor mount, enabling effective tuning and wear compensation.
The motor output shaft and rear sprocket are axially aligned to minimize lateral force and prolong bearing life.
The drivetrain is enclosed in a PETG-printed housing to protect against debris while maintaining easy access
Front Suspension
Rough design sketch
Front wheel suspension system sketch
This was an early-stage conceptual design sketch. It demonstrates the fundamental concept and structural layout of the suspension system.
Front Suspension Selection
Front suspension system sketch 1 (8 suspension arms)Front suspension system sketch 2 (4 suspension arms-Double Wishbone Suspension)
We developed two suspension and steering designs as shown on the right
Front suspension system sketch 1
Front suspension system sketch 2
Pros:
– Very compact design
– Fewer parts, easy to manufacture
– Fast assembly
Pros:
– High stability during motion
– Supports larger steering angle
– Better suspension performance
– Lighter and faster to print (integrated design)
Cons:
– Limited suspension travel
– Lower steering accuracy
– Weak on uneven terrain
Cons:
– More joints, higher assembly precision required
– Slightly more complex in geometry
Weighted decision matrix for selection of front suspension and steering system
Category
Weight
Front suspension system sketch 1 (8 suspension arms)
Front suspension system sketch 2 (4 suspension arms-Double Wishbone Suspension)
Manufacturability
0.20
3
2
Print Time / Material Used
0.15
2
3
Weight Efficiency
0.15
2
3
Suspension Performance
0.25
1
3
Steering Angle Capability
0.15
2
3
Steering Angle Capability
0.10
1
3
Total
1.00
1.85
2.75
The "Front suspension system sketch 2 (4 suspension arms-Double Wishbone Suspension)" design had the highest score and was selected.
Double Wishbone Suspension
Utilizes upper and lower A-arms designed with varying lengths and angles to create a natural Camber Gain curve.
Spacing between the upper and lower arms is approximately 20mm, maintaining tire perpendicularity during compression for improved cornering grip.
A-arms are designed with equal-length configurations to ensure near-linear tire movement, preventing toe-in/toe-out issues.
Front Suspension System (front view)
Angled Shock Absorber Compression System:
Shock absorbers are mounted at a 35-45° angle relative to the A-arms, enhancing impact absorption while minimizing vertical height.
Shock absorber length is limited to ≤50mm to avoid interference with wheel arches.
Subsequent testing revealed insufficient damping; adding a second shock absorber in parallel is under consideration to increase stiffness.
5th version error report
We encountered significant challenges in the design and installation of the suspension damping components. During testing of our fifth design iteration—the first model that was 3D printed—we identified major issues and documented them in a formal error report. Based on the findings, we developed a sixth version to address the problems observed in the fifth.
Steering
Steering Geometry and Error Control (Bump Steer Mitigation)
Steering tie rods are positioned as close as possible to the lower A-arm to maintain parallelism during suspension compression, minimizing toe angle variation.
Prevents unintended steering linkage errors (bump steer) to ensure consistent handling.
Aircon Mounting
Unlike traditional e-tricycle designs, our air conditioning unit was installed closer to the center of the vehicle. To achieve a lower center of gravity and a more compact overall structure, we opted for a internally AC system rather than an external or rooftop unit.
Extra Features (if any)
Stability Enhancement Design
Wide wheelbase (front track width ~140mm) and low center of gravity (key components positioned below the wheel axis) significantly reduce cornering rollover risk.
The rear wheel employs a single-wheel, non-differential support system with high-friction, wide-contact tires for improved straight-line and low-speed stability.
Front wheels achieve a steering angle of ~30°, combined with a short wheelbase to minimize turning radius.
Dimensional Compatibility and Part Standardization
All rotating and wheel shafts use standard bearings (e.g., MR104, MR85, or custom 4.5mm inner diameter) to reduce friction and simplify maintenance.
Metal rod connections are reinforced with Loctite-type high-strength metal adhesive for long-term durability.
Detachable Suspension & Steering Module
Can be removed from the main body for maintenance and repairs.Detachable design
Evaluation
Suspension uses a double wishbone layout with 20 mm arm spacing for good camber control and compact packaging. Damper angle and length follow constraints, though damping was found slightly insufficient during testing.
Steering follows Ackermann geometry, with tie rods aligned closely to the lower A-arm to reduce bump steer. A ~30° steering angle supports tight turning.
Stability is enhanced by a 140 mm front track and a low center of gravity. The rear wheels use a high-friction, non-differential setup for better low-speed control.
Maintainability is ensured by standard bearings and strong metal adhesive joints, simplifying assembly and repair.
Mechanical sub-system performance results
Improved Cornering Grip and Stability
The double wishbone suspension, with a ~20mm arm spacing and optimized camber gain, maintained tire contact patch verticality during compression.
Effective Shock Absorption and Space Utilization
The inclined damper setup (35–45°) effectively absorbed vertical impacts while reducing vertical packaging height. During testing, the original damper setup was found to be too soft, leading to the implementation of a second damper in parallel, which successfully increased damping stiffness and improved ride quality.
Minimized Bump Steer and Predictable Steering ResponseSteering linkage placement closely followed the lower A-arm trajectory, maintaining parallelism during suspension travel. This minimized bump steer effects and ensured consistent toe angles under compression, resulting in predictable and responsive handling. The ~10° steering angle difference between inner and outer front wheels, based on Ackermann geometry, enabled smooth and accurate cornering.
High Vehicle StabilityA wide front track (~140mm), low center of gravity (all major components positioned below the wheel axle line), and non-differential rear wheel setup collectively enhanced both high-speed cornering stability and low-speed directional control. The use of high-friction, wide-contact tires further contributed to straight-line stability.
Recommendations
We recommend integrating more adjustable joints into the front suspension to accommodate misalignments and reduce stress on fixed components.
In future iterations, using flexible bushings or printed damping elements could enhance shock absorption performance.
Starting CAD modeling earlier in the timeline would allow more time for prototyping, testing, and refinement.
Documenting failed prints and testing results proved invaluable in preventing repeated mistakes — this practice should be maintained in future projects.
Cross-team communication, especially between the mechanical and electrical sub-teams, is crucial for ensuring design compatibility and should be prioritized.
Most importantly, we learned that behind every successful solution lies countless iterations of trial and error. Embracing failure as part of the process helped us grow as designers and engineers.
Structural Design
The structural sub team is dedicated to developing a compact, safe, and comfortable driving platform for the E-Tricycle.
Requirements
Functions
The structural sub-system should provide;
A rigid modular central load-bearing platform for mounting suspension, power, and control systems;
Structural integration with A-arm mounting points, damper brackets, and internal routing for wiring and batteries;
External shell interface for assembly/disassembly, and secure protection of internal components.
Objectives
High structural rigidity and load transfer stability;
Low overall structural weight;
Convenient access for maintenance, upgrades, and tuning.
Constraints
Must have symmetrical frame layout to ensure left-right consistency;
Must have reinforced A-arm mounting ribs and damper slots;
Cannot interfere with steering and suspension motion range;
Cannot exceed wheel arch enclosure height of 98 mm;
Must be compatible with a single rear wheel load-bearing fork;
Must be designed for manufacturability and validated via CAD and simulation.
The Design
Enclosure:
The design sketch of the Enclosure
First design:
Material and Transparency: The main panel incorporates a transparent acrylic sheet that serves as a window. This improves visibility while offering weather and debris protection.
Form and Attachment: The enclosure conforms closely to the shape of the bicycle, especially around the front wheel arch and suspension layout. It connects to the main platform using removable fasteners (pins or bolts), allowing for maintenance, upgrades, and testing.
Final enclosure
Clearance and Motion Compatibility: The design sketch of the Enclosure. The structure avoids interference with suspension motion and turning angles. The maximum wheel arch enclosure height is controlled to ≤ 98 mm to prevent tire collision during motion.
Final design:
Material and Transparency: The main panel incorporates a transparent acrylic sheet that serves as a window. This improves visibility while offering weather and debris protection.
Form and Attachment: The enclosure conforms closely to the shape of the bicycle, especially around the front wheel arch and suspension layout. It connects to the main platform using removable fasteners (pins or bolts), allowing for maintenance, upgrades, and testing.
Clearance and Motion Compatibility: The design sketch of the Enclosure. The structure avoids interference with suspension motion and turning angles. The maximum wheel arch enclosure height is controlled to ≤ 98 mm to prevent tire collision during motion.This design satisfies the enclosure requirement by ensuring weather protection, visibility, and motion clearance.
Evaluation:
The enclosure design demonstrates clear attention to functional integration, material selection, and motion compatibility. The use of a transparent acrylic sheet ensures visibility and protection without compromising structural requirements. Its attachment method using removable fasteners allows for efficient maintenance and adaptability. The form closely matches the vehicle’s geometry, minimizing interference with suspension and steering mechanisms. The controlled wheel arch height (≤ 98 mm) reflects a thoughtful constraint to prevent mechanical conflict during motion. Overall, the design effectively balances protection, accessibility, and dynamic performance.
Doors:
The design sketch of Door
First design:
Mounting Location: The door is integrated into the side of the enclosure and positioned to allow rider entry and exit. It aligns with the seating and steering configuration inside the enclosure.
Operation and Locking System: The locking mechanism features a push-latch system accessible from inside the vehicle:
Lock/Unlock: A toggle enables locking or unlocking of the latch.
Push to Open: Once unlocked, the latch can be manually pushed to release the door.
User Interface: The design sketch of Door The latch design incorporates simple icons for intuitive operation. The locking component is housed in a compact block mounted at the edge of the door panel.
Final design:
Mounting Location: The door is positioned on the side of the enclosure, consistent with the initial concept. While the enclosure is openable as a whole, the door provides an alternative access point, allowing users to enter through the side when desired.Final door
Operation and Locking System: The door incorporates a magnetic closing mechanism. This magnetic system ensures a firm and secure seal upon closing, enhancing ease of use and overall enclosure integrity.
User Interface: The door serves two primary functions. First, it provides optional entry into the vehicle when the enclosure is closed. Second, it acts as a barrier for the rear compartment, which offers significant storage space.The final door design fulfills access and sealing requirements while enabling convenient user entry and practical compartment separation.
Evaluation:
The final door design effectively balances simplicity, functionality, and adaptability within the overall enclosure system. The use of a magnetic closure provides a secure and user-friendly locking mechanism without added mechanical complexity. Its positioning offers flexible access: while not essential due to the openable enclosure, the door adds convenience for direct entry and enhances usability. Additionally, its role as a rear compartment barrier introduces practical storage utility. Together, these features demonstrate a thoughtful integration of access, sealing, and spatial organization in a compact form.
Natural Ventilation:
Air conditioning vents reserved in SolidWorks
A dedicated opening is reserved for the integration of an air conditioning unit.
Side-facing exhaust openings are included to support passive airflow.
The design combines natural ventilation with assisted cooling from the air conditioning system.
Future modifications will consider rainproofing to prevent environmental damage.
The ventilation layout avoids interference with the suspension and electrical subsystems.
The ventilation layout meets airflow and subsystem compatibility goals while supporting future weatherproofing extensions.
Extra Features (if any):
The structure supports both convertible (open-top) and enclosed configurations.
A fully detachable body shell allows easy assembly, repair, and component replacement.
Mechanical fasteners and built-in alignment features ensure fast and accurate reattachment.
Modular space is reserved for the future addition of sensors or display systems.
The external contour is designed for visual consistency with the rest of the vehicle.'
First draft of the frame
Design alternatives:
First draft of the frame
1. Position the motor as the core
2. Aligned the rear wheel and drivetrain
3. Set a suitable ground clearance
4. Removed unnecessary structural volume
5. Placed the battery and controller
6. Built the frame around key components
7. Added basic structural supports
8. Applied a low center of gravity layout
Final frame version
1. Adjusted the frame to improve strength and meet packaging needs.
2. Refined dimensions and mounting interfaces based on initial evaluation.
3. Reshaped the front frame to enhance rigidity and steering clearance.
Final frame version
4. Revised side profile to reduce height and fit upper components.
5. Reinforced suspension mounting area in the front structure.
6. Made internal layout more compact to improve spatial efficiency.
7. Repositioned rear mounting points for better drivetrain alignment.
8. Adjusted lower frame rails to maintain ground clearance and lower frame height.
9. Consolidated all improvements in the final frame version.
10. Achieved a consistently low center of gravity for improved rollover resistance and stability.
Evaluations:
The iterative development of the frame demonstrates a strong engineering approach that balances mechanical strength, spatial efficiency, and vehicle dynamics. Each revision directly addressed critical performance factors—such as rigidity, clearance, packaging, and center of gravity—through targeted design adjustments. The refinement of mounting interfaces and internal layouts shows thoughtful integration with other subsystems, while the compact and low-profile structure reflects a clear focus on mass centralization and safety. Overall, the design evolution reflects a well-structured and purposeful progression toward a more robust, efficient, and vehicle-stable frame.The final frame version satisfies load-bearing, packaging, and center-of-gravity design constraints for safe dynamic performance.
Design Decision Evaluation – Frame WDM Matrix:
Criteria
Weight
V1 Reference
V2 Initial Draft
V3 Improved Version
V4 Final Version
Low Center of Gravity
0.20
1
3
4
5
Weight Efficiency
0.15
2
3
4
4
Structural Rigidity
0.25
2
3
4
5
Manufacturability
0.20
2
2
3
4
Space Optimization
0.10
3
3
4
4
Aesthetic Integration
0.10
1
2
3
4
Total Score
1.00
1.90
2.75
3.85
4.60
To evaluate the progression of our frame design, we applied a Weighted Decision Matrix (WDM) across four major versions. Six evaluation criteria were selected: low center of gravity, weight efficiency, structural rigidity, manufacturability, spatial compactness, and visual integration. Each criterion was weighted based on its importance to system performance and fabrication feasibility.
The final frame version (V4) scored the highest overall with 4.60/5. It demonstrated significant improvements in structure, layout, and manufacturability compared to earlier versions. The WDM process helped guide our design decisions with a focus on performance alignment, rather than trial-and-error prototyping.
This structured evaluation method reflects our commitment to data-informed, goal-driven design development in the structural sub-system.
Structural sub-system performance results
The structural sub-system successfully met its design requirements by delivering a modular, rigid, and integrated frame platform. The final frame version consolidated multiple iterations that improved packaging efficiency, mechanical strength, and layout compactness. The structure maintained a consistently low center of gravity, directly contributing to rollover resistance and stability during motion. Suspension mounting areas were reinforced without compromising clearance or steering functionality. The enclosure and door subsystems were securely integrated via removable fasteners and a magnetic latch system, offering both accessibility and structural integrity. Ventilation and modular expansion features were incorporated without interfering with key mechanical or electrical components. Overall, the structural sub-system demonstrated effective alignment with performance objectives including load-bearing stability, subsystem compatibility, and design-for-manufacturing principles.
Recommendations
Future improvements may consider the use of lighter materials to reduce structural weight while preserving strength. Finite element analysis (FEA) could be applied to validate stress distribution across key load paths, especially around suspension mounts and the rear fork connection. Additional sealing mechanisms for the enclosure and door could further improve weather resistance. The magnetic door system, while secure, might benefit from a backup latch for redundancy. Modular mounts for sensors or electronic displays may be refined for easier integration. Lastly, refining component tolerances and alignment features could enhance manufacturability and speed up assembly during prototyping.
Conclusion
We designed, built, and tested a 1:5 scale electric bicycle prototype to address significant challenges associated with cycling, such as safety, usability, and load capacity, while aligning with the sustainability goals outlined in UBC Okanagan’s Climate Action Plan 2030. The final design featured a one-handed joystick control system, remote and autonomous driving modes, a double wishbone suspension, a wide wheelbase, and a compact chain-driven drivetrain, all developed in compliance with dimensional and electrical constraints.
During testing, the vehicle demonstrated the ability to travel steadily in a straight line and successfully execute a figure-eight manoeuvre without tipping, indicating effective steering and stability. Both driving modes performed reliably, characterized by joystick control and wireless connectivity. The mechanical systems functioned as designed, exhibiting appropriate drivetrain movement and component integration. Every sub-system achieved its own objectives and contributed to a functional and cohesive final product.
Overall, our team successfully met the majority of our project objectives. This wiki outlines our design process, technical development, and testing outcomes, and provides recommendations for future improvement, such as further integration, increased control precision, and additional user-centered features.
Vogel, J. (2021, April 6). Tech explained: Ackermann Steering Geometry. Racecar Engineering. https://www.racecar-engineering.com/articles/tech-explained-ackermann-steering-geometry/
About Us
Sub-teams:
Documentation
Ailin Jabbarpourangiz
Documentation sub-team member
I am an Iranian student with a long-standing interest in engineering, shaped by growing up in a family with an engineering background. In this project, I contributed as a member of the documentation subteam, where I helped coordinate our group work and ensure that the required content was clearly and accurately reported. This experience taught me the value of clear communication and teamwork, especially when documenting technical ideas and design decisions.
Grace Bei
Documentation sub-team member
I am an international student from Beijing, China. Based on the family legacy for Engineering, I also followed this tradition. The best thing I have learned during this project is the organization flow and general knowledge about how an engineering design project looks like and how to organize myself as a teammates to work with other. This project also encourage me continue my engineering journey with success and failure.
Coding
Jimmy HuangJimmy Huang
Coding sub-team member
Hi! My name is Jimmy Huang and I'm a first year engineering student in UBC. I'm a coding sub team member . I take the responsibility of motor or module control and sensor intergration. During this term, I worked with my teammates and other sub team to create an incredible car. Through this project i have learned so many new skills like soildworks design , soldering and debug our code. All in all, work with our teammates is an unforgetten experience.
Manshan Lin
Coding sub-team member
I am a Chinese student, born and raised in Xiamen, Fujian. I have always been fascinated by electronics and how machines communicate. My first year here confirmed my passion for mechatronics, and I’ve chosen it as my second-year discipline. I’m proud of the transmitter-receiver system I built using nRF24L01 modules.
Electrical/Electronic
photoJiayi Gao
Electrical sub-team member
I am a Chinese student from Shenyang. As a member of the electrical sub-team, I was mainly responsible for basic circuit assembly and testing. I also contributed to the initial electronic design and flowchart, as well as maintaining our project wiki and engineering log. Working closely with my teammates has improved my communication and project management skills. I am proud to have contributed to the team’s progress and enjoyed seeing our ideas come to life through hands-on work.
Siyang MaSiyang Ma
Electrical sub-team member
I am a Chinese student born and raised in Tianjin. I have had a passion for electronic information since I was young. I am responsible for the connection of circuit boards, recording engineering logs, and writing wikis in this study. I am pleased to further explore my favorite field, improve my professional knowledge, and contribute to this research.
Siyang MaZheyuan Tian
Electrical sub-team member
I'm from Beijing, China. I was responsible for hardware wiring and circuit integration between the Transmitter and Receiver Boards. I fixed various issues during testing, such as signal problems. I also supported Arduino Nano programming and gained hands-on experience with MOSFETs, Peltier modules, wireless transceivers, and the L298N driver. This project improved my problem-solving and teamwork skills through collaboration and technical discussions.
Mechanical
Steven Chen
Mechanical sub-team member and team leader
I'm from Beijing, China, and a passionate enthusiast of technology. Nothing excites me more than the movement of mechanical systems — to me, they are the most beautiful creations in the world. For this project, I had the privilege of leading Team 3 through the development of our ambitious E-Tricycle system. In parallel, I also took on a key technical role in the M Sub-Team, where I was responsible for the design and development of the front suspension and steering mechanism. This task was a tremendous challenge, pushing me to my limits as both a designer and a leader. But I've always believed in one simple principle: when problems arise, solve them. I brought together all of my core strengths — solidworks modeling, hands-on fabrication, and artistic design — to confront every obstacle we faced.
Tianrun Shen
Mechanical sub-team member
I am from China, and I started to have an interest in mechanics when I was studying in high school. I contributed to the project by providing several effective design suggestions, participating in the assembly process, and assisting with the creation of technical sketches. My input helped refine the suspension geometry and ensure the layout met both functional and spatial constraints. Through this experience, I gained a deeper understanding of how mechanical design decisions affect overall vehicle performance, especially about front suspension, bump steer, and packaging limitations. I also improved my collaboration and problem-solving skills in a hands-on engineering environment.
Xinyue Li
Mechanical sub-team member
I am an engineering student from Wuhan, China. As a member of the mechanical sub-team, I helped with diagram drawing and some content writing. Throughout the design process, I not only gained academic knowledge in mechanical engineering, but also learned a lot about teamwork, such as how to communicate and collaborate effectively with others.
Structural
Cindy Zhang
Structural sub-team member
I am a Chinese student, born and raised in Dalian. I have always been fascinated by design logic and the ways aesthetic intuition can enhance engineering outcomes. I contributed as a member of the structural subteam, where I focused on optimizing mechanical layouts and improving frame integration through CAD tools such as SolidWorks. This experience allowed me to develop skills in iterative structural design, technical modeling, and real-world engineering collaboration, and I look forward to applying these abilities in future interdisciplinary projects.
Hester He
Structural sub-team member
I am a Chinese student, born and raised in Guangdong. I have always been fascinated by the process of translating conceptual ideas into clear structural models and exploring how thoughtful design can improve engineering outcomes. I contributed as a member of the structural subteam, where I focused on frame refinement, system integration, and supporting the team through steady communication and strong accountability. This experience allowed me to develop skills in collaborative structural design, detailed modeling, and sustainable design approaches, and I look forward to applying these abilities in future engineering challenges.
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