Team Hybrid

Hoyt

Member Subsystem Sean Frost Electric motor, motor controller,

charge controller, charge accumulators

Dan Farley Hydraulics system: Pumps, motors, valves, accumulators

John Hoyt Internal Combustion Engine: Sensors, design of clutches for ICE and

electric motor

Background Information

Hoyt

• Conventional drive train- torque is applied from an internal combustion engine

• Hybrid vehicle drive train- An electric motor and/or an internal combustion engine can apply torque to the drive wheels

ICE

Axle Assembly

Power Split Device

ICE Generator

Electric Motor

Axle Assembly

Battery Bank

Generator

Electric Motor

Axle Assembly

ICE

Conventional Hybrid- Parallel Hybrid- Series

Problem Statement:

Vermont Technical College would like to compete in the Dartmouth Thayer School of Engineering Formula One Hybrid Racing Competition, but we do not currently have a vehicle that meets the specifications.  

Farley

Solution Statement:

To develop and demonstrate a hybrid propulsion system which meets the following requirements

1. Comprises both an internal combustion engine (ICE) and an electrical storage unit with electric drive

2. The system shall meet all electrical specifications and requirements for the 2007 Dartmouth Thayer School of Engineering Formula One Racing Competition.

3. The drive system may deploy the ICE and electric motor(s) in any configuration including series and parallel.

4. Final design will allow the drive train system to be adapted to a chassis developed in a separate effort. Farley

Competition Overview

There are three events in the competition: Acceleration- teams compete for best time

over a 75m sprint Autocross- teams test car’s agility and

performance in hill climbing, acceleration, cornering, stability, etc.

Efficiency- teams compete to maximize fuel efficiency while driving a set distance

A three position selector switch will maximizeperformance and/or efficiency for each event

Farley

Frost

Hybrid Propulsion System Overview

Low PressureFeedback

Battery Bank

ICE

Generator

Electric Motor

Power Split Device

Axle Assembly

Acc

um

ula

tor

V+

V+

HydraulicPumps

4 port, 2 way valve

Check valves

• The rotational input from both the electric motor and ICE will drive hydraulic pumpsto pressurize the accumulator. The hydraulic pressure will act on hydraulic motors positioned at the drive wheels to power the vehicle.• Regenerative braking will allow the hydraulic motors to pressurize fluid back into theaccumulator for future use.

Hydraulic Motors

Acc

um

ula

tor

Frost

Generator

Electric MotorFB1-4001A

V+

+120 VDC

Belt connection To the ICE

Raptor 1200Motor Controller

Manzanita Micro PFC-20 charge controller

Electrical charge accumulator

Electrical Motor/Generator & Controllers Subsystem(Control Sub-System)

Hydraulic Pump

Frost

Hoyt

GeneratorFB1-4001A #1

Belt connection To the ICE

Hydraulic Pump

ICE

Internal Combustion and Clutch/Pump Subsystem(Hydraulic Drive Sub-System)

Electric Clutch V+

Electric Clutch

Clutch Control Signal

FB1-4001A #2

Hydraulic Pump

Battery Bank

Acc

umul

ator

24 Port, 2 WayElectronically

ControlledValve

Hydraulic Pump

Acc

umul

ator

1

Res

ervo

ir

ICE Input Check Valve 4 Port, 2 WayElectronically

ControlledValve

Electronically ControlledFlow Valve

Hydraulic Motor

Hydraulic Subsystem Overview(Hydraulic Driven Sub-System)

Farley

Electric Motor Input

Acc

umul

ator

1

Res

ervo

ir

Electric Motor Input

ICE Input Check Valve 4 Port, 2 WayElectronically

ControlledValve

Electronically ControlledFlow ValveA

ccum

ulat

or 24 Port, 2 Way

Electronically Controlled

Valve

Hydraulic Pump

Hydraulic Motor

Hydraulic Subsystem Overview(Regenerative Braking Sub-System)

Farley

Modes of Operation

StandbyOFF

Full AccelerationICE

Elec. motorAccumulator

Tire

ICE

Elec. motorAccumulator

Tire

Efficiency

ICE

Elec. motorAccumulator

Tire

Regular Drive

Pressure (energy)

Pressure (energy)

Pressure (energy)

INPUTS

-Shutoff switch-Battery Voltage-Motor Speeds-Fuel Supply-Mode selector-Brake switch-TPS-Regen. Braking switch

µ- Controller

OUTPUTS

-Throttle actuated sol.-Hydraulic flow valves-Regen. Braking Assembly-Electric Motor speed

State Machine

Frost

Control System

Output DescriptionS0- Efficiency DefaultS1- ICE ControlS2- Electric Motor FeedbackS3- Drive ValveS4- ICE FeedbackS5- Generator ClutchS6- Electric Motor ControlS7- ICE-Hydraulic Pump ClutchS8- Generator-Battery RelayS9- N.O. Electric RelayS10- ICE ShutoffS11- Regenerative ValveS12- Regenerative Motor Clutch

Acceleration0101001101000

Efficiency1011111110010Regen. Braking

1001100001011

Regen. Drive1000100001010

Regular Drive0111111111100

Standby000000000000

HC08Sensor Inputs

Farley

Control System

S4

S2

S6

*

100

S0

S1 ∑

*

∑

*

S5

*Throttle Request

S0- Efficiency DefaultS1- ICE ControlS2- Electric Motor FeedbackS3- Drive ValveS4- ICE FeedbackS5- Generator ClutchS6- Electric Motor Control

Frost

MicrocontrollerOutputs

*

System Component Performance Curves

y = -2E-07x2 + 0.0022x - 1.4655

y = -4E-07x2 + 0.0023x + 2.4171

11.21.41.61.8

22.22.42.62.8

33.23.43.63.8

44.24.44.64.8

55.25.45.65.8

6

1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600 3800 4000 4200

RPM

HP

an

d T

orq

ue

(ft

*lb

s)

HP

Torque

Poly. (HP)

Poly. (Torque)

Torque vs. Current

y = 22.882x0.652

0

100

200

300

400

500

600

0 20 40 60 80 100

Torque (ft*lbs)

Cu

rren

t (A

mp

eres

)

Current (Amperes)

Pow er (Current (Amperes))

Torque Vs. Speed

y = 18894x-0.4023

0

1000

2000

3000

4000

5000

6000

7000

8000

0 20 40 60 80 100

Torque (ft*lbs)

Sp

eed

(R

PM

)

Speed (RPM)

Pow er (Speed (RPM))

Electric Motor/GeneratorInternal Combustion Engine

Frost

VisSim System Simulation

Frost

Refined

The current ICE power output would need to be upgraded by 6 to 7 times to meet the load requirements of the System.

The electronic generator would marginally fall short at certain operating conditions (i.e. full acceleration mode).

Determined the available sum of torques between the motors which was used to perform calculations to select the hydraulic components.

Frost

Hoyt

Team Hybrid Budget to date April. 17th

Proof of Concept

Due to cost and time limitations, two prototype subsystems were developed:

Power coupling and control of the ICE, electric motor, electronic clutches

Pneumatic model actuated by microcontroller which demonstrates drive mode and regenerative braking

Hoyt

Proof of Concept – System IPower Coupling

Hoyt

ICE

Electric motor

Clutch Assembly

Battery

Differential

Generator/Alternator

A parallel hybrid system allows the internal combustion engine and electric motor to operate independently or simultaneously.

This prototype portrays the combination of power from the two motors and switches between series and parallel operating modes.

This prototype will be used to test our motor control software in varying operating conditions.

Proof of Concept – System IIHydraulic (pneumatic) Drive Concept

Farley

HC08

Gas Brake

Stepper Motor

Pneumatic Motor

Manifold

Piston

Team Hybrids’ particular design reveals a more unconventional method of regenerative braking.

In order to effectively capture and distribute power, software has been developed for the system.

This prototype was used to test the functionality and rationality of the software.

Summary

Team Hybrid has designed a hybrid propulsion system that meets the required specifications for the Thayer School of Engineering Formula One Hybrid Competition.

A hybrid drive control system was developed and is demonstrated in two prototype subsystems to illustrate regenerative braking, power coupling and control of the ICE and electric motor.

Farley