Hybrid Public Transport Vehicle

Chava Manoj Krishna (ED08B006) Deepti (ED08B007) Siddhartha Vikvekanand (ED08B014) N Ramya (ED08B019) Pawan Kumar Goyal (ED08B021) Prince Arora (ED08B022) Sahil Ali (ED08B024) Dhruvin Savalia (ED08B026) S Srinath (ED08B028) Saurav (ED08B025)

Dynamics

Longitudinal Dynamics- Starting point for Powertrain calculations

Free Body Diagram

Torque vs. rpm

Graph produced after 3 iterations with the powertrain team
Weight (W) 1200 kg Wheel base 2.5(1.1+1.4) m Tires 135 70 R 12 Tire adhesion coefficient - 0.8 Aerodynamics Cd (0.4), A (2 sq.m.), ha (.85 m.)

Drive-train

Desired Torque-Speed Curve at the Wheels

0 kW

15.5 kW

8.4 kW

Choosing the Motor of Appropriate Power Rating

Catalogue

BL10-3 has peak power 20 kW (> 15.5 kW).

Source: http://www.ev-motor.cn/upfiles/Vehicle%20BLDC%20motor.pdf

Estimating Motor Torque-Speed Curve

Known parameters: max speed, max torque, max power.

torque = max torque power < max power torque = max power/speed

Gears

Each gear ratio scales the motor characteristic curve

By trial and error, the ratios 4, 8 and 16 are chosen so that the torque speed characteristic approximates the desired curve

Engine Selection

Operating point. Power = 17 kW

Generator Selection
Gear ratio: 2

http://www.xxjcy.com/products/pz50a312belectric_vehicle_brushless_permanent_magnet_dc_motor_10_35kw.html

Specifications
Li-ion cells 25 cells weighing 28 kgs, total energy = 12 kWh Motor: Peak power is 20 kW and efficiency is 93%, mass = 24 kgs Generator: Peak power is 20 kW, mass = 23 kgs, efficiency = 90% Engine: Peak power is 41 kW, weight = 131 kgs, efficiency = 34% Transmission: 3 gears, gear ratio is 16:1 Tank capacity = 10 ltrs, Range = 100 kms (BS-III drive cycle)

Operating range

SOC

When driving at near constant speed, battery operates between 30 and 75% SOC and gives a mileage of 33 kmpl, whereas when driving in BS-3 drive cycle, it operates between 45% and 55% SOC bringing the mileage down to 12 kmpl
seconds

Equations

Power required by motor to run at 50 kmph (J/s) P No of hours (test run) (s) t Calorific value of fuel (J/gms) c Efficiency of engine 1 Efficiency of generator 2 Efficiency of battery 3 Efficiency of motor 4 Efficiency of gearbox 5 Density of petrol (gms/ltr) Tank capacity (ltrs) V 2600 7200 45000 34% 90% 85% 93.50% 75% 750 3

Braking performance

Braking limits

Optimal brake force split Is .77, .23.

Brake balance and brake torque estimation :

Assumed brake force distribution: 77:23
Wheel base : Weight : 2.5m 1200kg

Braking forces: 5946N in the front 1776N in the rear Tyre Selected: Tyre diameter is: 135-R-70-12 475 mm

Stopping distance: At 50kmph(on dry surface): *15m Average deceleration required: 0.656g Peak deceleration of 0.814g Total braking force required: 7722N Next we calculate ratio of brake force distributed between front and back wheels:

Braking torque required: 1412Nm at front 421Nm at rear From longitudinal dynamics, maximum traction force: Rear 2090N Front 7327N Pedal ratio: 4.5

*Source Transport Research Laboratory, UK, 2007

Normal Pressure, Effective Radius, Force Location

Normal Force to pads:

Brake Torque:

Effective Radius: Force Location:

Material Rigid Molded 0.31Asbestos 0.49

Friction Maximum Max. Max. Coefficien Pressure Instantaneous Continuous t(f) (Pmax,MPa) Temp.(C) Temp.(C)

where,

5.2 500-750

230-350

ri=inner diameter of the pad ro=outer diameter of the pad 1, 2=caliper angles f =friction coefficient

We chose R(rotor) = 130 mm, 2 pistons with Piston Area = 410mm2

Temperature Analysis (for Disc Brakes)

Absorbed Energy: Maximum Temperature of Brake Assembly:

Mass of Brake Disc:

where

Temperature Rise for Brake Assembly:

Results Obtained: Maximum Temperature: 126.8226oC

Overall Coefficient of Heat Transfer:

Temperature Rise: 101.8226 o C This is very less compared to the critical values of the material chosen

Source: Examples in Shigleys Mechanical Engineering design

Regenerative Braking

Regenerative Braking

It shows the total braking force, regenerative braking force, and mechanical braking force on the front wheels as well as the braking force on the rear wheels in the parallel braking system of a passenger car.

Regenerative Braking

Parallel hybrid brake system

Flowchart of regenerative braking

Lateral dynamics

Cornering stiffnesses are 38500 N/rad.

L(wheel base)=2.5 m. R(Turn radius)=30 m. K_us(Understeer coeff.)=.034

Steering angle

Yaw gain

Lateral acceleration gain

Curvature response gain

Pitch and Bounce

Pitch and Bounce

Natural frequency limits for bounce 1.0 to 1.5 Hz. We got 1.1 Hz. Natural frequency limits for Pitch are slightly higher than that for bounce. We got 1.4 Hz.

Suspension Design
Tyre deflection limits set between 0.02 and 0.04 m Tyre damping assumed negligible Suspension stiffness and damping varied ks = 10000:1000:22000 (suspension stiffness) bs= 800:100:1200 (suspension damping) all in N/m Suspension deflection limits set between 0.2 and 0.25 m

Quarter-car model

Half-car model

Mathematical Modeling

Effect of Spring constant on Transmissibility

As spring constant K increases, Transmissibility also increases.

Effect of Damping constant on Transmissibility

As spring constant C increases, Transmissibility also decreases.

Chassis

Engine Load

Reaction

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Chassis Load

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