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Hybrid Formula Car SD1115

Zach Michel, Jonathan Scislow Jamie Ottmar, Wenxiao Zeng. Hybrid Formula Car SD1115. Problem: Crude Oil Dependency. The United States is responsible for 25% of the world’s oil consumption Major contributor to pollution 1000 barrels of crude oil extracted every second. Solution:

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Hybrid Formula Car SD1115

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  1. Zach Michel, Jonathan ScislowJamie Ottmar, WenxiaoZeng Hybrid Formula CarSD1115

  2. Problem: Crude Oil Dependency • The United States is responsible for 25% of the world’s oil consumption • Major contributor to pollution • 1000 barrels of crude oil extracted every second. Solution: Hybrid Electric Vehicles • Electric Vehicles are a greener alternative. • Allow for less pollution while still having an internal combustion engine for power. Info from: http://www.oildependency.org/

  3. Requirements • Come up with an electrical drive system that would work together with an internal combustion engine to power a formula car. • Follow all safety restrictions and standards to ensure a completely safe system. • Adhere to the technical guidelines set forth by the Formula Hybrid™ Competition Committee • Keep the idea of a limited budget in mind while designing system.

  4. Technical Description

  5. Drive Train Configuration • Combustion engine and electric motor power the wheels • Engine is connected directly to wheels, eliminating inefficient energy conversion • Allows for the option of using regenerative braking • Advantages: • Requires smaller battery capacity • Eliminates inefficient energy loss • Works well in a highway condition • Disadvantages • Inefficient in stop-and-go situations. Parallel

  6. 3-Phase AC Induction Motor • Power is supplied to rotor by electromagnetic induction. • Speed is easily controlled • Relatively simple motor setup • High power availability • Smooth power and control • Generally have the lowest cost among electric motors

  7. AC-15 Electric Motor • Manufactured by HPEVS (High Performance Electric Vehicle Systems) • Purchased from Thunderstruck Motors

  8. Curtis 1238R Motor Controller • Tennant offered to donate a motor controller. • This controller was chosen based on its ability to handle high current requirements of our system • Uses VCL language (Vehicle Control Language) • Curtis 1311 Handheld programmer is used for programming and adjusting parameters. This was also donated by Tennant.

  9. Curtis 1238R (cont.) • This controller is able to operate in torque control mode. • Works very well in a parallel hybrid configuration. • Designed for 72-96V systems. • 550A two-minute RMS current rating. • Meets IP65 environmental sealing standard.

  10. Curtis 1238R (cont.) • Uses a 36 pin AMPSEAL connector. • We were given an unwired connector and wired up the harness using only the pins that our system needed.

  11. Batteries • Decided to use Lithium-ion battery chemistry • Handle high current safely • High energy density • Ideal for powering electric motors • Rechargeable prismatic cells • Much more safe and reliable than many other chemistry options.

  12. Batteries (cont.) • Purchased batteries from Flux Power • 3.2V 40AH Cells • Able to handle current that is required by the AC-15 electric motor, including the 300A momentary discharge • Current • 400A Impulse (2 secs) • 200A Peak (10 secs) • 120A Continuous • Voltage • 3.9V Max • 3.2V Nominal • 2.5V Minimum

  13. Batteries (cont.) • Energy of our system (76.8V)(40 Ah)(0.8)(3600) = 8.85 MJ • Competition energy restriction = 19.5 MJ 8.85 MJ/19.5 MJ = 45.5% Electric • Our system’s continuous current will be around 60 A. (40Ah) / (60A) = 40 minutes

  14. Battery Charger • Delta-Q QuiQ Charger • Purchased from Flux Power • Universal AC Input (85-265V) • 72V DC output, 100V Max • 12A charging current • Can be used with wide variety of battery chemistries • Fully sealed enclosure that can be stored onboard. • Safe and reliable.

  15. Battery Management System • eLithionLithiumate Lite Li-Ion BMS • Designed specifically for EV conversions • Cell boards mounted on cells with a single wire connecting to adjacent cells • Can support up to 160 cells (~500V) in up to 8 banks. • Protects cells from over/under current and over/under voltage and temperature • Supports all form factors and chemistries. • Compatible with most chargers and motor controllers

  16. Battery Management System (cont.) • Evaluation • Calculates and reports the state of charge of the battery pack • Management • Balances the voltage for each cell • Protection • Turns off charger if the any cell voltage exceeds maximum or charging current is excessive • Reduces motor drive power if battery is nearly empty • Requests that motor controller turn off if cell voltage drops below a minimum, or the discharging current is excessive • Disables charging if temperature is out of range, or if a cell board stops reporting its current state. • Prevents the user from driving away with the AC power plugged in.

  17. Battery Management System (cont.) • Graphical User Interface • Connects a laptop via USB to the BMS. • Able to view and test any faults that are occurring. • Monitor individual cell voltages, current, temperature, etc in real time. • Must use GUI to set up battery chemistry and size of pack before BMS will function properly.

  18. System Design & Functionality

  19. Overall System Schematic

  20. Ignition Switch • Located on the right side of the drivers seat. • When switch is up, system is powered.

  21. Battery Management System • Switching ignition will give power to BMS. • LED’s on BMS will light up and display whether batteries are properly set up or if there are faults occurring • BMS master controller is located in the battery bank to the left of the vehicle operator.

  22. Motor Controller • If there are no BMS faults, batteries will provide the necessary voltage to the motor controller • Motor controller status LEDs • Yellow blinking light means controller has no faults • Combination of Red/Yellow lights indicates that there are controller faults that need to be addressed.

  23. Electric Motor • If there are no motor controller faults, electric motor is ready to spin. • Power is provided from motor controller to electric drive through 3 phase cables (U,V,W) • Wire is enclosed in orange conduit for safety reasons

  24. Throttle Assembly • Two-wire potentiometer is wired behind the vehicle’s gas pedal. Connected to motor controller through the AMPSEAL connector • When pedal is suppressed, potentiometer will vary from ~0.5 V (resting point) to ~4 V (full throttle).

  25. Low Voltage Controls • Motor controller has connections for throttle potentiometer, ignition, BMS, programmer, motor encoder, etc. • All of these connections are made through the AMPSEAL connector and provide the motor controller with the information necessary to properly operate the electric motor

  26. System Safety • BMS can automatically disable the high voltage lines using a main contactor switch. • If the switch receives a signal from the BMS, the internal coil will charge and the contactor will open, shutting down the HV system.

  27. System Safety (cont.) • The user can also disable the high voltage system manually. • 3 bright red emergency stops are on the vehicle • One on the right side of the steering wheel for use by the driver • One on either side behind the drivers head. These are for someone outside of the vehicle to use in case of emergency.

  28. System Safety (cont.)

  29. Fusing • Maximum current will be 300A • For this reason, a 400A fuse is used as protection for the HV system on the vehicle. • It is located at the positive end of the battery pack • Smaller additional fuses are located on the AC power to the charger (15A) as well as the connection between the BMS and battery pack (20A, used for charging). • Additionally, the AC power to the charger runs through a AC relay controlled by the BMS. • A low power fuse (1A) between the AC line and the BMS. • A 10A fuse is also in line with the ignition switch

  30. Final Schematic Review

  31. Demonstration

  32. Problems Encountered • Main problem was gaining access to batteries. • Not allowed to use batteries until qualified. • Took several training courses and ordered safety equipment. • Finally given access after 1 month • Put us way behind schedule and gave us only a few days to assemble and test our system.

  33. Problems Encountered • Inadequate budget also a main concern • Parts for our system were very expensive and the ECE budget was low. • Forced to rely on SAE and Mechanical Engineering funds. • We had many delays purchasing parts because of issues with transferring funds and ordering parts through the ME dept.

  34. Lessons Learned • Working on an inter-group project can be extremely difficult • Our communication skills were greatly improved • We learned how to effectively communicate with other engineering students, businesses, and within our own group • This project was unique in that it was more like a real world project where you have to work efficiently with other departments and companies

  35. Lessons Learned • We learned a great amount about power electronics, safety, and mechanical engineering design considerations. • A lot of research was done in order to make sure that we met all design requirements. • We didn’t have much support on this so it was a lot of learning on our own. • Companies are rarely helpful unless you place large and expensive orders so we were usually on our own to figure everything out by ourselves.

  36. Budget

  37. Budget (cont.)

  38. Future Work • Characterizing electric motor • Motor should be rigorously tested to achieve peak performance and proper current distribution over the 3 phases. • Additional testing and tweaking of programmer settings. • Investigate and implement regenerative braking techniques • Could potentially improve battery life and improve endurance competition results. • Further review of safety rules and regulations • Could potentially wire interlock to gas pedal.

  39. Summary • We developed a fully functional electrical system for a hybrid vehicle • We came up with the overall design and connected the entire electrical system • The electrical system including the electric motor is up and running • Given our time and budget constraints we see this as a huge accomplishment • Our User’s Manual and Technical Description should guide the Mechanical Engineering team to finish whatever we didn’t have time to implement • The motor has yet to be tuned and optimized, but we researched how to program it and did as much as we could with our time constraints • We determined what work has yet to be done (mainly tuning the motor and a few changes to meet competition standards) and are communicating this to the Mechanical Engineering design team • All design work has been completed. What remains is simply implementing the things we were only able to research

  40. Summary • Through the course of Design 2 and 3 we went from knowing nothing about vehicles or motors to building a working electrical system for a hybrid vehicle • We learned how to improvise and re-evaluate design considerations in an efficient and time effective manner • We were on a serious time crunch and things didn’t often go as expected, but we were able to work past all problems encountered • A follow on design team or interest group would be possible, but a design team would likely have to work on multiple projects

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