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8/8/2019 Milestone 2.Tuesday

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Formula Hybrid Project

Team Members:Israel DaramolaThomas EmerickStephanie MedinaLorenzo Neal

Philip YoungRyan Zombek



Ag enda

IntroductionStatement of Work

Top-Vehicle DesignDivision of Tasks/GoalsSchedule Slide

Budget SlideReferences



S tatement of Work

Incorporation of Combustion Engine: Whole TeamCoupling of Electric Motor w/ Combustion Engine usingMicrocontroller: Lorenzo Neal

Coupling of Electric Motor w/ Combustion Enginethrough Differential: Thomas EmerickInstallation and Testing of Battery Management System:Stephanie Medina

Sensors for Battery Management System: IsraelDaramolaRedesigning of Brakes and Suspension: Philip YoungRestoring and Redesigning of Frame & Steering: Ryan

Zombek




Philip¶s top level diagram!



Op eratin g Environment

Flat racetrack or drag strip

Operable in a wide variety of climate conditions such

as cold, hot, wet, dry, and dusty environmentsOperate under high-g turns

Controls for ignition and emergency shutdown

One risk involves the crashing of vehicle

Puncturing of the batteries or gas tank

Intended Users: 2 designated drivers for competition




C oupling of E.M. withI.C .E using Microcontroller



Electric Motor

Agni 95 Series Permanent Magnet Electric Motor

A brushed DC motor

Uses a permanent magnet setupRotating armature

Was chosen because it is smaller, lighter, more efficientand reliable



Electric Motor Part 2

Objective

Allows for regenerative braking

Very efficient (93%, occurs at around 200 A)

700 lbs (car and driver ), the electric motor can propelthe car upwards of 55 mph

Provides the hybrid with instant acceleration

Hybrid¶s initial driving source



Electric Motor Part 3

Approa ch

Research other winning team¶s electric motor setup

Gain a better understanding of the Agni 95 Seriesmotor Research the motor controller set up and confirm if the current setup is the most compatible with thissemesters set up

Determine if a more efficient electric motor is available



C ou p lin g of E.M. with I. C .E

The ICE and Electric motor are installed on opposite sides of thedifferential

When the electric motor is the primary driving source the clutch withinthe ICE is disengaged

As electric motor is turning the differential the ICE will be rotating as welllittle or no drag

The ICE¶ s clutch will be engaged by the driver

Once the clutch is engaged ICE will be the primary driving forceOnce the ICE is primary the electric motor will continue to rotate as well

Can safely run at 5000 RPM¶s

In the race the hybrid wont reach 5000rpm therefore electric motor will besafe from burning out



Electric Motor

Outc om es

AccelerationNo coupling issuesThe electric motor can propel the car upwards of 55mph @ 700 lbs (car and driver ) Regenerative braking

T est Pl an

1 st Test: Connect the Electric motor to a DC power supply and apply No load test@ 62 V, 2-3 A



T est Plan for Electric motor ( p t.2)

2 nd Test :After confirming the results of test 1 arecorrect the motor controller will beinstalled on the hybrid.

Because such high voltages andcurrents are required to run themotor it can be quite difficult to testwithout a complete electric systemthat can sustain the required power

Risk Assessments:Over-working the motor to overcome theadded weight of the ICEOver ±working the motor to come the drag

introduced by the ICE on the differential



C ou p lin g of E.M with I. C .E



Motor C ontroller:

Objectives

The Kelly 72501 programmable

Also responsible for the controlling of the electric motor

It must be able to allow for optimum power of theelectric motor

Allow for torque control

Allows for regenerative braking



Motor C ontroller: Part 2

Approa ch

Research to gain a completeunderstanding of how a motor controller functions

Gain a full understanding of thecurrent motor controller

Research the motor controller toconfirm that the current setup is themost efficient

Research other similar controllers tosee if another more efficient controller isavailable



Motor C ontroller: Part 3

T est Pl an

Monitor current flow from batteries toelectric motor

Test drive the Hybrid to confirm Motor controller is functioning correctly

R isk Assess m e n ts :The controller over heatingIntroduction of the BMS interfere with the

efficiency of the controller

O utcomesWell managed electric motor Torque controlControlled current flow from batteries to electric motor Regenerative braking




C oupling of E.M withI.C .E through Differential




Electric Motor and ICE CouplingElectric motor and ICE coupled

through differential

Electric Motors matches torque

of ICE

F ig. 1 Exploded view of Differential



Mechanical means of disengaging ICE from drive train

Allows Electric Motor toinitially power vehicle

Pull cord pedal engaged

Paddle shifting on steering wheel

I C E C lutch

Fig.2 Paddle Shifting Schematic



D rivetrain Gearin g Ratio

Table. 1 Electric Motor and ICE Gear Ratios




BatteryManagement

System



B attery Mana gement S ystem

Objectives

Involves the managing of the recharge ability of thebattery packs .

Pu rpo seTo monitor, balance and protect the state of thebatteries




Mark Church¶sattempt

Different BMSoptionsElithion-Lithiumate

Approa ch




Contact Elithion-Lithiumate

Once have response, makedecision on purchase.

Analyze option:InstallationCharge half of batteries to

full potentialDrive vehicleTest the potential at each

battery not charged

Reaction Analysis



Risks A ssessment

Critical RisksDuration of Testing Process

Error testingFaulty components in BMSLead to reordering and retesting

Prevent: Understand system completely so

testing will beEfficient and Effective



O utcomes of Goal

Prolong battery life

Monitor voltage and current outputs from

each batteryResolve main 2 issues:

Uneven charging of cells within batteriesDanger of unacceptable Voltage level beingreached




Sensors for B MS



S ensors

Allow the driver to easily tell howthe internal

combustion engineis behaving duringoperation

Will be

accomplished bylinking the sensorsto easy-to-readdials on thedashboard



S ensors Part 2

This year the group plans on integrating sensors for theBattery Management system (BMS ), speedometer, sensor tomeasure RPM, and fuel gauge.

The approach of the sensors will be that the electrical andcomputer engineers Lorenzo Neal (E.E ), Isreal Daramola(E.E ), and Stephanie Medina (C.E ) will research manydifferent types of current, voltage, speedometer, and RPM,

sensors.



S ensors Part 3

Integrating sensors for:

The Battery Management systemSpeedometer

Sensor to measure RPMFuel gauge

Options include:

Measures of the engine¶s number of revolutions per minute

VelocityTemperature Amount of fuel left in the gas tank



S ensors Part 3

The test plan for voltage and currentsensors will be to use a small voltagesource in series with a single resistor.

We will place the voltage sensor in parallelto the resistor and determine if the voltagerelayed by the sensor is equivalent to theinput voltage.

The current sensor will be tested in asimilar way but the difference will be thatthe current sensor will not be in parallelwith the resistance, it will be in series withthe resistor.

The outcome of the sensors will be that the BMS is working correctly and

that the correct speed and RPM will be relayed to the driver.



C hassisChassis Definition :

Consists of the steel frame, wheels, suspension and braking of a motor vehicle,to which the body is attached.G oals-

The vehicle¶s chassis must be able to maneuver and withstand high speed

turns, while passing a full inspection by a licensed Formula Hybrid Judge.This task will be designed, tested and implemented by the mechanical engineers on the

team .

Ryan Zombek,Thomas EmerickPhilip Young.

Manageable Sub-Tasks

Frame-Nose Cone

Suspension-Uprights

Steering

Brakes



FrameG oa l

To analyze the structure of the car and to strengthen it as required.

Also frame must be compliant with the 2011 Formula Hybrid Rulebook.

Currently the car weighs 360 kg without the ICE and its components.

Add iti ona l Weight t o C on si d e r- M eth od s -

Internal Combustion Engine«..18 kg AL G O R - W ill be used to analysis the stressesExhaust System««««««...5 kg and strains throughout the frame of theExternal Fuel Tank««««.«..2 kg vehicle.

Fuel«««««««. «««« .10 kg P R

O -E- Will be used to ensure all the proper Miscellaneous«««««««..10 kg dimensions are Formula Hybrid 2011compliant

T o t a l«««««««««««.45 kg

13% I n c r e a se i n Ma ss with R es pect t o C ar



Frame Part 2

-P r evi o us Ch a ssis Mod ele d i n AL G O R

Simulation was ran applying a vertical load in the negative z direction of (800/4 ) = 200 lbs.

Already its evident where the high stress loads are occurring, right where the group is adding anextra 100 lbs

H IGH STRESSLevels/ EngineC ompartment

Max Stress = 100 MPa

Yield Strength of AISI4130 Steel = 36 0 MPa

N = 3.6



Frame Part 3M eth od

Currently the frame is made of 0.8 7 inch AISI 4130 Steel.

Since the length of the frame is specified by the Formula Rulebook, the only legalmodification would be to increase the diameter of the metal.

Max diameter is 1.0 inch for the competition.

Ana lysis

Various diameters will be tested and be added to the AD AMS model and results willagain be tested and verified before construction will begin.

Cu rr e n t P ro g r ess

The progress of modeling the frame is in accordance to the schedule. As of

11/2/10,fifty percent of the modeling is complete.R isk Assess m e n t

The risk associated with the frame is critical. Any miscalculationhere can lead to a frame that:

Will not pass a full body inspection by a Formula Judge.Can possible undergo plastic deformation, greatly

reducing strength and maneuverability.



N ose C oneG oa l

To retrofit the vehicle with a front nose cone to reduce drag and to make our vehicle moreenergy efficient at higher speeds.

Cu rr e n tly ³Bullet Desig n´

There is no nose cone on the Formula Car,means the Cd is approximately 1.28 (Flat Plat )

Highly Fuel Inefficient at any speeds

Creates a lot of unnecessary drag

Approa ch

Assume a ³bullet´ design, (C.d = 0.295 )Modeling each design in Pro-E to calculate the

precise frontal area exposed to the flow of air.

Assuming a velocity of 30 mph and a densityof air that corresponds to room temp, calculations willbe made for each model¶s Cd.



N ose C one Part 2C ompar is on

Once equipped with C.d¶s, a comparison can be made to a general bullet design of (0.295 ).Group Requires at least a Cd 0.35 to complete this subtask.

Ma te r i a ls

Needs to be cheap, lightweight and have an relatively easy way of construction.

P r eli m i nar y Pl an

Styrofoam Hand Molded from BlocksWrapped in Liquid Fiberglass ResinPainted.

P ro s

Fiberglass will provide an extra layer of impact resistance to the attenuator

Water resistance, Can be sanded, Drilled and Painted, Cheap & Lightweight

R isk Assess m e n t

The risk associated with the nose cone is adequate with respect to theother tasks still to accomplish. Only risk is lower fuel efficiently with higher

Cd values



U p ri ghts

G oa l

The uprights shall connect the struts from the chassis to the wheel hub and brake system.

All four uprights must be lightweight yet be able to withstand significant stresses andstrains.

Approa chThe uprights will be designed in tandem with the

suspension.

Need to know forces associated braking and acceleration.

COMSOL will be used to aid in finite element mainly onthe upright itself and the bolts or hind joints that connectthem. Also on choices of material.

O p ti on s

Steel for its strength

Aluminum for its lightweightabilities.

R isk Assess m e n t

Severe

Inability to drive if amalfunction should occur.




Redesigning theB rakes & Suspension



B rakes

G oa lsVehicle must demonstrate the capability of locking all four wheels and stoppingin a straight line at the end of an acceleration run.

Brake pedal must also be designed to withstand a force of 2000 N without anyfailure in the brake system or pedal box.

Approa ch

Calculate maximum braking force neededto lock the vehicle¶s wheels

Compute the torque on each axlegenerated by this force

Determine how much force calipers needto apply to rotor in order to match thisrequired torque

Choose brake calipers needed togenerate this force



B rakes

C urrent Design

Hydraulic brake system consisting of dualmaster cylinders and brake fluid reservoirs

One inboard disk brake acting on the rear differential

Designed to act in the middle but judges did not feel it was safe

Moved to the side where the I.C.E.sprocket is to be mounted

Two outboard brakes acting on the frontwheels



B rakes

Preliminary Design O ptions

Keep dual master cylinder and brakefluid reservoir design

May have to resize master

cylinders to accommodate for the added weight from theI.C.E.

Keep outboard brake design for front wheels but replace calipers

Design a rear braking system

utilizing two outboard disk brakes for rear

Redesign differential to allow for single disk brake at its center

Test Plan and Verification

Perform acceleration test asrequired by the competition

75 meters in 10 seconds

Perform a panic stop on thevehicle at the end of theacceleration test

Verify that all four wheelslocked up and vehiclemaintained a straight-line

heading throughout entiredeceleration



S us p ension

G oa l System must allow vehicle to maintain stability during dynamic weight transfers

System should allow for two inches of usable wheel travel, allowing for maximumone inch jounce and once inch rebound

System should be lightweight

ApproachComplete design of wheel packaging

HubBrake systemUpright

Use front and side view geometryChoose roll center and roll camber Calculate fvsa/svsaDetermine instant center Locate lower and upper ball jointlocations



S us p ension Part 2

Approach, continued -

Connect front and side view geometries to get wishbone locations

Use calculated hardpoint locations to create and simulate suspension modelusing AD AMS software

Analyze graphical data provided by AD AMS and adjust suspensionaccordingly

Design O ptions -

Use current design of

ternary link actuation

Use ternary link and alignshocks/springs parallel toaxle




C urrent B ud get



B ud get




ProposedSchedule



Pro p osed S chedule




References



R eferences

[1] "Formula Hybrid Forums :: View Topic - Hybrid PowertrainConfigurations." Formula Hybrid . S AE International IEEE, 26 Feb.2008. Web. 13 Sept. 2010. http://www.formula-

hybrid.org/forums/viewtopic.php?t=160

[2] Nice, Karim. "How Differentials Work" 02 August2000. HowStuffWorks.com. 1 7 September 2010http://auto.howstuffworks.com/differential.htm

[3] S AE International. "2011 Formula Hybrid Rules." (2011 ): 1-124.Web. 24 Sept. 2010. http://www.formula-hybrid.org/pdf/Formula-Hybrid-2011-Rules.pdf




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