Thank You Sponsors Thank You Sponsors Problem Statement Identification of Critical Subsystems Identification of Vehicle States Analysis of Vehicle States Mechanical Subsystems Electrical Subsystems Mechanical Subsystem Interfaces Test Plan Update Budget Update The RIT Baja Team has expressed an interest in improving drivetrain efficiency and dynamic control. The drivetrain has not had a significant format change since the 90s, using a single speed reduction box coupled with a CVT. While this has been and continues to be an effective means of transmitting power to the wheels, and is the preferred solution amongst the top performing teams, the team would like to explore other options; specifically a gas-electric design. The team would like to receive a working bench top prototype of the drive system for the purpose of testing the gas electric system to compare it to the existing system. Engine and Alternator Mounting CR 3, 5 ER 5, 15, 19 DR 18, 19 Wheel and Traction Motor Mounting CR 5, 6 ER 12, 14, 17, 19 DR 20 Controller Engine System Motor System Accumulator System Temperature User Input CR 1, 2, 4, 5 ER 9, 10, 11, 12 DR 16, 17 CR 2, 4, 6, 13 ER 11, 12, 17 DR 1 - 7 CR 10, 13, 14 ER 5, 13, 14, 16 CR 15 ER 6, 7 DR 14, 15 CR 1, 2, 4, 11, 13, 16 ER 5, 8, 9, 10, 13, 14, 21 DR 16, 17 Acceleration / Sled Pull / Mud Bog / Hill Climb Taxi Full Throttle/Accelerating Braking Maneuverability / S+T / Rock Crawl Taxi Acceleration Braking Cornering Endurance Taxi Acceleration Braking Cornering Constant Speed Vehicle at Rest Engine Off Engine On Cap bank full Cap bank not full Vehicle in Motion *** Cap bank full/not full applies to all Accelerating/Full Throttle Coasting Braking Constant Speed Taxi Mechanical System loading at a minimum Electrical No electrical power flow Mechanical System loading at a minimum Electrical Alternator power in control closed Power available for motor controller Mechanical System loading at a minimum Electrical Alternator power in control open Mechanical Maximum drive torque developed Full tractive load Electrical All power is flowed to the motor controller As voltage of system drops capacitor bank releases extra energy slowing the voltage fall Mechanical Driveline in motion, but minimum loading Electrical Mechanical Driveline in motion, but minimum loading Electrical Regen power used to charge cap bank Mechanical Maximum drive torque developed Full tractive load Electrical Mechanical Maximum drive torque developed Full tractive load Electrical Accumulator in charge state Mechanical Intermediate drive torque developed Intermediate tractive load Electrical Alternator supplies all necessary power to drive motor (engine may be revved down to conserve gas) Mechanical Intermediate drive torque developed Intermediate tractive load Electrical Extra power diverted to cap bank charging Accumulator Steadily ChargingAccumulator Steadily Discharging High-side driver applied to accumulator system circuitry Accumulator software flow diagram BeltChainGearDirect Efficiency-1-2o3o4 Multi-Alternator Compatible+3+3+3o1 Simplicity (1)-2-3-1o4 Simplicity (2) o1 Weight-2-3-1o4 Step-up/down+3+3+3o1 Alignment Precision Required o2 Cost ($) o4 Time to develop-2.5o -1o4 Total: 1 alternator(s) o23 Total: 2 alternator(s)o PnuematicServoSolenoid Cost ($)-1o2.5o Variable Position-1.5o3- Weight-1o2.5o Complexity of Control+2.5o1+ Complexity of Linkageo2.5o -1 Electrical Power Draw (neg)+3o2o1 Resource limit-1o2.5o Actuation Speed+2.5o1+ Total: 1 alternator(s)15o17o16 Mechanical Test Plan Traction motor selection Receive torque information for RR selection Begin cart design Begin Sub frame design Concept motor cooling Reduction ratio range selection Electrical Test Plan Select microprocessor Begin controller board layout Concept motor cooling control Continue software development Continue development of accumulator control circuitry Test: Accumulator control circuitry Encoder inputs Servo control and power Update bill of materials FigureCustomer requirements FigureEngineering requirements FigureDeveloped requirements