SUN'SKAAR - Final Report on Capstone Project

8/18/2019 SUN'SKAAR - Final Report on Capstone Project

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CERTIFICATE

I hereby certify that the work which is being presented in the Capstone project entitled

“SUN’SKAAR (Solar Car)” in partial fulfillment of the requirement for the award of

degree of Bachelor of technology and submitted in Department of Mechanical Engineering,

Lovely Professional University, Punjab is an authentic record of my own work carried out

during period of Capstone under the supervision of Pankaj Saini, Asst. Professor,

Department of Mechanical Engineering, Lovely Professional University, Punjab.

The matter presented in this report has not been submitted by me anywhere for the award of

any other degree or to any other institute.

Date: ………….. VIKAS KUMAR, MUKESH ADLAK,

PRATUL VISHWAKARMA, MAHESH NYATI,

RAJEEV KURREE, SAGAR CHIKKA

This is to certify that the above statement made by the candidate is correct to best ofmy knowledge.

Date: ………….. PANKAJ SAINI

BIKASH KANT

MANDEEP SAINI

Mentor

Department of Mechanical

L ov e ly P rof e s si o n a l U n i v er si t y Ja

Engineering

l a n d h a r , P unjab


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SUN’SKAAR (SOLAR CAR)

i

ACKNOWLEDGEMENT

I would like to place on record my deep sense of gratitude to Mr. Pankaj Saini Sir,

Assistant Professor at Lovely Professional University, Jalandhar for his generous guidance,

help and useful suggestions.

I express my sincere gratitude to Mr. Bikash Kant Sir, Assistant Professor at Lovely

Professional University, Jalandhar for his stimulating guidance, and continuous encouragement

.

I also wish to extend my thanks to Mr. Mandeep Saini Sir, Assistant Professor at

Lovely Professional University, Jalandhar for his stimulating guidance, and continuous

encouragement.

I am extremely thankful to Mr. Gurpreet Singh Phul Sir, HOS, Lovely Professional

University Jallandhar, for valuable suggestions and encouragement and for providing the

opportunity to get the knowledge.

.

Date: ……………… VIKAS KUMAR, MUKESH ADLAK,

PRATUL VISHWAKARMA, MAHESH NYATI,

RAJEEV KURREE, SAGAR CHIKKA


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ii

TABLE OF CONTENTS

Page No.

Acknowledgement i

Table of Contents ii-iii

List of Tables iv

List of Figures v-vi

List of Nomenclature vii

List of Abbreviations vii

Chapter 1: Introduction 1

1.1: Objectives 1

Chapter 2: Literature Review 2-3

Chapter 3: Future Scope of the Study 4

Chapter 4: Research Methodology 5-12

4.1: 200+ km mileage 5

4.2: 1kw electricity generation by Sun 6-7

4.3: Aerodynamic design & great look for the vehicle 8

4.4: 40 km/h speed 9-12

Chapter 5: Production Plan / Gantt Chart 13-15

Chapter 6: Research & Experimental work done 16-62

6.1: Design & Bodyworks 16-21

6.1.1: Chassis 16-20

6.1.1.1: Material Selection 16

6.1.1.2: Dimensional Specifications 16

6.1.1.3: Chassis Loading & Simulation 17-20

6.1.2: Bodyworks 21


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iii

6.2: Power Transmission 22-26

6.2.1: Formulas 22-23

6.2.2: Calculations 24-26

6.3: Suspension 27-35

6.4: Braking & Wheels 36-43

6.4.1: Braking 36-40

6.4.2: Wheels 40-43

6.5: Steering 44-56

6.5.1: Steering Dynamics 44-50

6.5.2: Steering mechanism 51-52

6.5.3: Ackerman Steering Geometry 52-56

Chapter 7: Cost Report 57-62

7.1: ECE Components 57-59

7.2: Mechanical Components 60-62

Chapter 8: Results & Discussion 63-66

8.1: Detail Specifications & Features 63-66

Chapter 9: Conclusion & Summary 67-68

9.1: Highlights 67

9.2: Advantages 67-68

Chapter 10: Pictures / Images 69-72

References


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iv

List of Tables

Table Title Page

5.1 Production plan / Gantt chart………………………………………………….13

6.1 Dimensions for Suspension calculation………………………...…..................27

6.2 A-arm data…………………………………………………............................ 27

6.3 Spring specification. ........................................................................................ 32

6.4 Data for braking calculation ….. .....................................................................36

6.5 Braking Specification........................................................................................39

6.6 Dimensions of vehicle………………………………………………………...54

6.7 Formulaes for Steering…………………………………………….……….....54

7.1 Cost Report for Electronics components………………………….…………..57

7.2 Cost report for Mechanical components………………………….…………...60

8.1 Engine & Transmission specification…………………………………………63

8.2 Performance data……………………………………………………………...64

8.3 Other specification…………………………………………………………….64


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v

LIST OF FIGURES

FIGURE CONTENT Page no.

Fig 4.1- Solar cells 6

Fig 4.2- CAD model of SunsKaar in Solidworks 8

Fig 4.3- Hall sensor test circuit 10

Fig 4.4- Hall sensor test(Pull Up) 10

Fig 4.5- Oscilliscope image 11

Fig 6.1- Front impact (Horizontal displacement) 17

Fig 6.2- Static loading (vertical bending) 18

Fig 6.3- Rear Impact (horizontal deflection) 19

Fig 6.4- Torsion Test 20

Fig 6.5- A Arm data 27

Fig 6.6- Lateral weight transfer during the Left turn of vehicle 28

Fig 6.7- Longitudnal Weight transfer During Braking 29Fig 6.8- Cornering force 30

Fig 6.9- Camber calculation 31

Fig 6.10-Tire axis system 31

Fig 6.11- Spring Deflection due to load applied: 32

Fig 6.12- King pin inclination 33

Fig 6.13- Geometry of front suspension 34

Fig 6.14-Geometry of front suspension(angle calculation) 34

Fig 6.15a- Mounting of front suspenion(left) 35

Fig 6.15b- Mounting of front suspenion(right) 35

Fig 6.16- Geometry of Rear Suspension: (leaf spring) 35

Fig 6.17- Tyre rating 41

Fig 6.18- A front-wheel-steering vehicle and the Ackerman condition. 44

Fig 6.19- A front-wheel-steering vehicle and steer angles of the inner and outer wheels 45

Fig 6.20- Equivalent bicycle model for a front-wheel-steering vehicle. 49

Fig 6.21- Eff ect of w/l on the Ackerman condition for front-wheel-steering vehicles 50


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Fig 6.22- A sample parallelogram steering linkage and its components. 51

Fig 6.23- A rack-and-pinion steering system 52

Fig 6.24- Ackermans Angle 53

Fig 10.1- Sunskaar at Auto expo 69Fig 10.2- Sunskaar interior 70

Fig 10.3- Pvc modelling 71


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NOMENCLATURE

English Symbols

θ Angle

Fd Drag Force

ƥ Density

π Constant

µ Friction Coefficient

ABBREVIATIONS

ATDC After Top Dead Center

BDC Bottom Dead Center

BTDC Before Top Dead Center

CA Crank Angle

CAD Computer Aided Design

CCS Combined Charging System

CFD Computational Fluid Dynamics

CO Carbon Monoxide


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SUN’SKAAR (SOLAR CAR )

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Chapter 1

Introduction

________________________________________________________

A car made by innovative engineers of Lovely Professional University which can

contribute its role in the daily life of a common man. Our Solar Car deserves to be among

the highest mileage vehicle currently present in Indian market which is made with

minimum expenditure having high efficiency.

Our car gets energy from the ultimate power source “The SUN” and can be charged by

home electricity. Home appliances can also run using the energy from our car. We are also

introducing some hi-tech features in it which can be useful for safety & security purposes.

1.1 Objectives:

1)

Start a new chapter in the field of renewable energy resources.

2) Introduce an ecofriendly option for automotive sector.

3)

Produce safe and clean energy.

4) To provide a safer and clean environment.

5) Increase the life of Human being.

6) Create a better future for ourselves.


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Chapter 2

Literature Review

________________________________________________________

Solar cars combine technology typically used in the aerospace, bicycle, alternative

energy and automotive industries. The design of a solar vehicle is severely limited by the

amount of energy input into the car. Most solar cars have been built for the purpose of solar car

races. Since 2011 also solar-powered cars for daily use on public roads are designed List of

solar cars (with homologation).

Solar cars are often fitted with gauges as seen in conventional cars. To keep the car

running smoothly, the driver must keep an eye on these gauges to spot possible problems. Cars

without gauges almost always feature wireless telemetry, which allows the driver's team to

monitor the car's energy consumption, solar energy capture and other parameters and free the

driver to concentrate on driving.

Solar cars depend on PV cells to convert sunlight into electricity. Unlike solar thermal

energy which converts solar energy to heat for either household purposes, industrial purposes

or to be converted to electricity, PV cells directly convert sunlight into electricity.[1] When

sunlight (photons) strike PV cells, they excite electrons and allow them to flow, creating an

electrical current. PV cells are made of semiconductor materials such as silicon and alloys of

indium, gallium and nitrogen. Silicon is the most common material used and has an efficiency

rate of 15-20%.

During the 1990s, regulations requiring an approach to "zero emissions" from vehicles

increased interest in new battery technology. Battery systems that offer higher energy density

became the subject of joint research by federal and auto industry scientists.

Solar cars were first built by universities and manufacturers. The sun energy collector areas

proved to be too large for consumer cars, however that is changing. Development continues

on solar cell design and car power supply requirements such as heater or air-conditioning fans.

http://en.wikipedia.org/wiki/Solar_car#cite_note-1http://en.wikipedia.org/wiki/Solar_car#cite_note-1http://en.wikipedia.org/wiki/Solar_car#cite_note-1http://en.wikipedia.org/wiki/Solar_car#cite_note-1


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The Stanford Solar Car Project is America's top solar car team. The project began in

1989 and is an entirely student-run, non- profit organization fueled by its members’ passion for

environmentally sustainable technology. The team designs and builds solar powered cars to

race in the 2000 mile long World Solar Challenge in the Australian Outback.

Powered solely by the sun, this single-seat race vehicle uses the same amount of energy

that it takes to power a hair-dryer. On a closed test course, infimum reached speeds of over 105

mph. Building the solar car is a two year project that takes over 100 student team members and

more than 1 million dollars.

That's the allure of the solar car, in many ways the Holy Grail of clean energy transport.

It came one step closer to reality this week with Ford Motor debuting its C-MAX Solar Energy

Concept car at Consumer Electronics Show (CES) 2014 in Las Vegas. (Related Quiz: What

You Don't Know About Cars and Fuel)


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Chapter 3

Future Scope of the Study

________________________________________________________

Solar Electric Cars are the future of world movement. The best feature of this car is that

it is the pollution free. Solar car can save 3 Rs. Per km in comparison of petrol cars so it can

save the big chunk of money for middle class people.

3.1 Utility:

1) It works on clean energy.

2) Pollution free.

3)

Economic.

4)

Cost Efficient.

3.2 Uniqueness:

1) Works on Solar Energy.

2) Mileage greater than any other vehicle present in India.

3)

Clean and pollution free.


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Chapter 4

Research Methodology

________________________________________________________

Research work on Solar Car started with following targets :

4.1 200+ km mileage.

4.2 1kw electricity generation by Sun.

4.3 Aerodynamic design & great look for the vehicle.

4.4

40 km/h speed.

4.1 200+ km mileage:

Mileage of vehicle depends on battery. So our technical team began to search

best battery with less cost, compact size, light weight & higher capacity in Ah.

We had two options first Exide and second one is Tata batteries. And we

obtained Tata Battery with following specifications :

Capacity : 80 Ah

Voltage : 12 volts

No. of Batteries : 8 (2 sets, 4 batteries in 1 set)


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4.2 1kw electricity generation by Sun:

Electricity generation depends on solar cells. The working & selection of solar cells

discussed below :

Solar cells

ANALYZING & CRYTICAL THINKING:The solar cells are selected bytaking the

following things into consideration

1)Area of the cell Fig-4.1-solar cell

2)Power delivered by the cell

3)Availability of the cell

4)Cost of the cell

5)Manufacturing nation

Here we have two main class of cells they are :

1.Monocrystalline cells

2.Polycrystalline cells

Monocrystalline cells are choosen for the following reasons:

Solar cells made of monocrystalline silicon (mono-Si), also called single-crystalline silicon

(single-crystal-Si), are quite easily recognizable by an external even coloring and uniform look,

indicating high-purity silicon.

Monocrystalline Premium Line panels have a maximum efficiency of about 15.47%,

whereas Conergy’s polycrystalline PowerPlus modules have a maximum efficiency of 14.13%.

HERE ARE FEW ADVANTAGES OF USING MONICRYSTALLINE CELLS:

LONGITIVITY:

Monocrystalline solar panels are first generation solar technology and have been around a

long time, providing evidence of their durability and longevity. The technology, installation,


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performance issues are all understood. Several of the early modules installed in the 1970′s are still

producing electricity today.

EFFICIENCY:Monocrystalline solar panels are able to convert the highest amount solar energy into

electricity, thus if your goal is to generate the maximum possible electricity at your area,

monocrystalline is an obvious choice.

Solar panels products use cadmium telluride (CdTe). Cadmium is a heavy metal that

accumulates in plant and animal tissues. Cadmium is a ‘probable carinogen‘. While Cadmium

doesn’t pose a threat while the solar panel is in service, disposing of the panels has to be done

properly, which often comes at a large cost.

“Monocrystalline cells are not harmful or hazardous to the environment.”

MORE ELECTRICITY:

Monocrystalline panels produce more electricity per m/2 than other panels.

Now by taking all the above aspects into consideration the monocrystalline cells were selected .

SPECIFICATIONS:

Per a single cell:

1)DIMENSIONS:150X150mm

2)COST:2$

3)OUTPUT VOLTAGE:0.56V

4)OUTPUT CURRENT:8A

For the whole set:

1)OUTPUT VOLTAGE:48V

2)OUT POWER:1KW(approximately)

3)NUMBER OF SETS:2

4)NUMBER OF CELLS IN EACH SET:96

5)ALLIGNMENT OF CELLS:The two sets were connected parallel to produce a voltage of 48v

and a power of 1KW.


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4.3 Aerodynamic design & great look for the vehicle:

Fig 4.2 CAD model of Sun’sKaar in Solidworks

Final Design of Solar Car has been prepared after rejection of more than 40 designs using

Solidworks & NX (Unigraphics) softwares.

Following factors were considered for final selection :

1)

6 m^2 area for solar cells for generating 1kw solar electricity.

2) Esthetics & comforts for driver & passangers.

3) Safety.

4) Easy to install solar cells.

5) Dynamic look.

6)

Easy to manufacture.

7)

Aerodynamics of vehicle.

Etc.


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4.4 40 km/h speed:

Speed & load carrying capacity of the vehicle depends on motor. Selection criteria of motor &

it’s working is discussed below :

WORKING OF BRUSHLESS DC MOTOR

Problem: The Brushless DC Motor is running incorrectly, or stops running.

Solution: A Brushless DC Motor having difficulty operating could indicate that the Hall

Sensors are bad. To check, use a resistor to pull up each Hall to 5 volts, and check each Hall

with an oscilloscope while spinning the shaft. Monitor the point between the Hall and the

resistor as pictured below in Figure 2.

Repeat this process for each individual Hall. When spinning the shaft manually, a low

and high signal should appear on the scope. Keep in mind the importance of what value is used

for the resistance; this depends on the amount of current the Hall sensors can withstand.

If this test demonstrates that the Hall Sensors are working correctly, the next step is to

check the phases of the Brushless DC Motor. Hook up the Brushless DC Motor to a controller.

With an oscilloscope, check each phase to see if a switching signal is present. If the phases do

not pose a problem, this may indicate a bearing problem, or internal shorts. If these techniques

do not seem to explain why the Brushless DC Motor is working improperly, the purchase of a

new Brushless DC Motor should be considered.


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Fig 4.3-Hall sensor test circuit

Fig 4.4-Hall sensor test(pull up)


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Fig 4.5-Oscilliscope Image

The Hall Effect uses three hall sensors within the Brushless DC Motor to help detect the

position of the rotor. This method is primarily used in speed detection, positioning, current

sensing, and proximity switching. The magnetic field changes in response to the transducer that

varies its output voltage. Feedback is created by directly returning a voltage, because the sensor

operates as an analogue transducer. The distance between the Hall plate and a known magnetic

field can be determined with a group of sensors, and the relative position of the magnet can be

deduced. A Hall sensor can act as an on/off switch in a digital mode when combined with

circuitry.


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Controller to Motor Connection

Yellow 2mm

Green 2mm Phase Wire

Blue 2mmYellow

Green Hall

Blue Effect

Red

Controller Input

Red Input wires

Black 48 V

Green ->Throtal -> input VCC

Pink->Throtal -> Output

Black->Throtal -> Ground

Yellow reverse/forward

Black

Two white wires -> limiting the speed

Grey -> Speedometer

Orange -> Dynamic Brake

Orange (Thicker wire) -> Ignition


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Chapter 5

Production Plan / Gantt Chart

The plan is divided into different phases. This is a table consists of the information

which is required in production work and the things which will be used during production.

Table 5.1 Production Plan / Gantt Chart

Sl

no.

Work Tools

required/machine

Other material Cost Mem

bersrequi

red

Days

requir ed

1) Sketching of

chassis

Plywood-1

Pencil,rubber,whites

heet,measuringsacle

27/10/13 2 2

2) Pvc modeling Hand hacksaw Clip,nails,wire,

Measuring scale

30/10/13 3 3

3) Making of

space frame

Power

cutter,handhacksaw,

welding machine

Rectangular

pipes(arrange from

inside university)

3/11/13 6 3-4

4) Cutting of

pipes

Power

cutter,handhacksaw,

filer

Cutter and grinder 5/11/13 4 2

5) Welding of

pipes

Welding machine Welding elctrodes 7/11/13 4 2

6) Chassis

finishing

Grinder Grinding wheel 8/11/13 2 1


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7) Making of A

arms

Power cutter, hand

hacksaw, welding

machine

Pipe,cutter,grinder 10/11/13 2 2

8) Hub

mounting and

tire assembly

in front

Power cutter,

welding machine

Hub of

wheel,tyre,nuts and

bolts

12/11/13 3 2

9) Transmission

assembly with

motor.

Power cutter and

welding machine

Tyre and motor hub

assembly

14/11/13 3 2

10) Tyre

mounting rear

Power cutter Hub, tyre, nuts and

bolts, with shaft

16/11/13 2 1-2

11) Brake

mounting

Power cutter Coupler, brake and

caliper, nuts & bolts

17/11/13 2 1

12) Steering

mounting

Power cutter and

welding machine

Steering assembly,

pipes, nuts and bolts

19/11/13 3 1-2

13) Seat

mounting

Power cutter Angles, nuts and

bolts, rubber tubes

20/11/13 2 1

14) Body works

frame

Wood cutter, filer thermacole, nails,

fevicol, wood

22/11/13 3-4 2

15) Body works As required Glass fibre material 20/12/13 4-5 15

16) fitting of body

works with

chassis

Power cutter and

grinder

Nuts and

bolts,rubber tubes

22/12/13

3-4 2

17) Finishing of

body works

Power cutter and

files

styrofoam,rubbertub

es,sheet metal

23/12/13 2-3 1


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18) Wiring and

innovation

As required Plastic pipes, 28/12/13 2-4 5

19) Solar panels

on body

As required Solar cells /solar

sheets,wires,

7/1/14 3 10

20) Controller

circuit

between solar

panels and

battery

As required Wires,PCB board

and electrical

components

12/1/14 2 5

21) Others As required 31/1/14 2 19


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Chapter 6

Research & Experimental work done

________________________________________________________

6.1 DESIGN & BODYWORKS:

6.1.1 CHASSIS:

IT is the backbone of any vehicle. Designed to bear all types of load whether long

duration, short duration or impact load. It contains mounting space and points for all thecomponent of the vehicle. We used ladder type of chassis with different types of pipe thickness

and diameter in different places where it is well suited. We used ladder chassis because of its

rigidity and manufacturing simplicity.

6.1.1.1 MATERIAL SELECTION:

AISI 1020 was selected for the chassis because the following stated reasons:

1. Machinability (70%)

2. Weld ability

3.

Availability

The frame or chassis can be called as skeleton of a vehicle, beside its purpose being seating

the driver, providing safety and incorporating other sub system of the vehicle.

6.1.1.2 Dimensional Specifications

Round pipe of dimension:

25.4mm O.D

2mm & 3mm THICKNESS

AISI 1020 seamless mild steel pipes, normalized at 810°


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6.1.1.3 CHASSIS LOADING AND SIMULATION

Front impact (Horizontal displacement):

Calculation:

F = (mv2-mv1)/t

Here, v2=0 ; ( since, it is assumed that after impact it will come to rest)

F = (-mv1)/t; (here negative sign indicates that direction of impact force will be approx. to the

velocity.)

Neglecting the negative sign, we have;

F=mv1/t

The time t can be written as t=2x/u + v

Here v=0 and u=v1,

Therefore, F=mv2/2x; (x is distance travelled before stopping)

Now, putting values, we have;

M = 500kg, u = 40 km/hr = 11.1m/s , x = 2m

F=15,401.25N

Fig 6.1- Front impact (Horizontal displacement)

Results:

FOS = 1.52


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Static loading (vertical bending)

Total mass assumed -> 500 kg

Now, total vertical static force including gravitational

500 x 9.87 = 4905 N

Fig 6.2- Static loading (vertical bending)

Results:

FOS = 3.04


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Rear Impact (horizontal deflection)

Force, F = (mv2-mv1)/tLet us assume that after back impact velocity gets 1.5 times more, therefore

V2=3/2 v1

F =mv1/2t

Assume that vehicle moves distance x during this change, therefore time taken to

cover this distance x,

t = 2x/ (u+v) =2x/ (2.5u)

F=(5/8)×(mu

2

/x)

Now putting values

M = 500kg, u = 40 km/hr = 11.1m/s , x = 2m

F=19,251 N

Fig 6.3- Rear Impact (horizontal deflection

Results:

FOS = 1.03


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Torsion Test

Four outer joints of back portion are fixed and opposite forces are applied at to outer

links of front portion. Force on each outer linkF=1000 N

Fig 6.4- Torsion Test

Result:

FOS = 7.75


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6.1.2 Bodyworks

Area of bodyworks -161 square feet

Material required:

high temperature wax v207, epoxy resin,curing agent(),5.8 oz fiberglass cloth 38”.

Chemical and its rates:

Chemical Rates

Epoxy resin(diglycidyle ether of bisphenol) - 160 per kg

Curing agent(diethylanilenetriamine) - 390 per liter

5.8 oz fiberglass cloth 38” - 160 per kg

high temperature wax v207 - 600 per kg

*Ratio of epoxy resin & curing agent is 10:1 (weight by volume) and it also vary according to

the curve surface.


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6.2 Power Transmission

6.2.1 Formulas:

Power :

P = TW

Where : P = Power (Watt)

T = Torque (Nm)

W = Angular Velocity (rad/sec)

Torque :

T = F.r

Where : T = Torque (Nm)

r = Wheel Radius (m)

F = Forces on Vehicle (N)

F = Rolling Friction Force + Drag Force + Force due to Inclination

o Rolling Friction Force (Fr) = µ.m.g

Where : µ = Rolling Friction coefficient = 0.02

m = Mass of Vehicle (Kg)

g = Gravity = 9.81 m/s^2

o Drag Force (Fd) = (Cd.ƥ.A.V^2)/2

Where : Cd = Drag Coefficient (depends on design)

ƥ = Air Density = 1.2 Kg/m^3

A = Area (Front) (m^2)

V = Velocity of Vehicle (m/s) = R.W

o Force due to Inclination = m.g.sinθ

Where : m = Mass (Kg)

g = Gravity = 9.81 m/s^2

θ = Inclination Angle


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Angular Velocity :

W = (2.π.N)/60 = V/r

Where : π = 3.14

N = RPM of Wheel

Gear Ratio :

R = N1/N2 = T2/T1

Where : N1 = RPM of motor or engine

N2 = RPM of wheel

T2 = Torque to wheel = No. of teeth of gear/sprocket 2

T1 = Torque of motor or engine = No. of teeth of gear/sprocket 1

Acceleration :

a = F/m

Where : F = Net force on vehicle (N)

m = Mass of vehicle (Kg)

a = Acceleration of vehicle (m/s^2)

Time taken to attain top speed :

t = (V2 – V1)/a

Where : a = Acceleration of vehicle (m/s^2)

V2 = Final velocity of vehicle (m/s)

V1 = Initial velocity of vehicle (m/s)

Climbing ability :

F = T2/r = Fr + Fd + mgsinθ

θ = ?


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6.2.2 Calculations:

Force on vehicle :

F = Fr + Fd + mgsinθ

F = µmg + (CdƥAV^2)/2 + mgsinθ

Where : m = 500 Kg

Cd = 0.35

A = 1.5 m^2

V = 11.11 m/s = 40 Km/h

θ = 0

(Note : Take θ = 0 because we made this car for plane surface only.)

F = 0.02x500x9.81 + (0.35x1.2x1.5x11.11^2)/2 + 0

= 98.1 + 77.76

F = 175.86 N

Initial Torque required :

Ti = Fr.r

= µmg x r

= 0.02x500x9.81x0.25

Ti = 24.52 Nm

Overall Torque required :

T = F.r

Where : r = 0.25 m

T = 175.86x0.25

T = 43.965 Nm


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RPM Required :

W = V/r2πN/60 = 11.11/0.25

2x3.14xN/60 = 44.44

N = 424.58 rpm

Power Required for Car :

P = T.W

= 43.965x44.44

= 1953.8 Watt

P = 1.9538 Kw

After this calculations we selected 2 kw motor for our car with following specifications :

P = 2 Kw

T = 7 Nm (approx.)

N = 3000 rpm

Differential Specifications :

Gear Ratio I : 7:1

So, after selecting 7:1 gear ratio Torque & RPM to the wheels are :

N1/N2 = T2/T1 = R

Where : N1 = 3000 rpm

T1 = 7 Nm

N1/N2 = R


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3000/N2 = 7/1

N2 = 428.57 rpm

T2/T1 = R

T2/7 = 7/1T2 = 49 Nm

Acceleration of vehicle:

F = ma

T2/r = 500xa

49/0.25 = 500xa

a = 0.392 m/s^2

Time taken to reach the speed of 40 Km/h or 11.11 m/s :

a = (V2 – V1)/t

0.392 = (11.11 – 0)/t

t = 28.34 seconds


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6.3 Suspension

Vehicle Data

It is a system of mechanical linkages, springs and dampers used to connect wheel to chassis. In

a normal car a suspension system is needed to isolate the passengers from the uneven road

surface and give a smooth ride but in a high performance car, passenger comfort is sacrificed

for better handling and road holding.

Table 6.1 : Dimensions for Suspension calculation

Table 6.2 : A-arm data

A-Arm Data:

Fig 6.5-A Arm data

Dimensions Front Rear

Wheel base 2500 mm NA

Track width 1600 mm 1600 mmCurb Weight 500 kg

Suspension System MacPherson strut Leaf spring with Hydrolic

Damper

Tire Stiffness

Tire Radius 203.2 mm 203.2 mm

Tire pressure

Length of Swing

Arm(L)

254 mm


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Roll Centre Height:

H / (T/2) = R/L

Where,

H=roll centre heightT= Track width

R=wheel Radius

L= Swing arm length

H= (T/2)×(R/L)

H= (1600/2)×(203.2/254) H=640 mm

Weight transfer Calculation

Lateral weight transfer during the Left turn of vehicle

Fig 6.6- Lateral weight transfer during the Left turn of vehicle

The Weight (W) of the car is evenly distributed among the four tires, so each tire has

W/4=1716.7 force on its contact patch.

Weight of the Body = 9.81×500

=4905 N-m/s2

Accelaration (A): 9.81 m/s2

WR ×T = W×T/2 +W×A×H


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WR =(4905×1.6 /2+500×1 G ×0.450) /1.6

WR = 2593 N

Now WL=W-WR

WL=2512 NWhere

WR = Weight on right tire

WL=weight on Left tire

T=Track width

H=Center of gravity height

Weight transfered = WR -W/2

=3630.3 -6867/2

= 140.5 N

Fractional Weight Transfered(FWT) = A×h/T =1G ×0.45/1.6

FWT= 0.281 m/s2

Weight transfer(%)= FWT×100 (%)

Weight transfer on right tire =28 % of the total weight

Longitudnal Weight transfer During Braking

Fig 6.7- Longitudnal Weight transfer During Braking

Wbrake×Wb = A×W×H

W brake= (1×4905×0.45)/2.5

W brake=882.9 N


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Where,

W brake= Weight transfer due to braking

Wb= Wheel baseDuring braking at 1G 882.9 N comes off the rear tires and onto the front tire.

Static weight distribution on was 2452.5 N on the front

And the same on rear. Now we have 1569.6 N equally divided between the rear tires and 3335

N on the front two tires.

Camber Angle Calculation:

Cornering force:

Fig 6.8-Cornering force

α= Sliping angle

Fycosα= Cornering force ǁ to path of motion v.

FySinα is perpendicular to V.

In static condition, the Total cornering force,

Fy = (Wtotal ×V2)/Rg

Here,

V=40 km/hr =11.11m/s

R=Turning radius


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= 4.98 m

Fy= 150×(11.11)2/4.98×9.81

lateral camber force,Fy= 378.98 N

Normal load, Fz =4905 NSo from the Graph, we can get the value of camber angle(ˠ) .

Fig 6.9-camber calculation

Camber angle(ˠ)= 30

Here is the Tire axis system,


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Fig 4.6-Tire axis system

Spring Stiffness Calculation

Diameter of spring wire (d) 16 mm

Mean coil diameter (D) 101.6 mm

Number of active coil (n) 9

Shear Modulus of rigidity G 79.3 Gpa (steel)

Spring force 2200 N

Table 6.3 Spring specification

By putting this value you can directly get spring stiffness from spring stiffness calculator at

http://www.tribology-abc.com/calculators/t14_1.htm

Spring stiffness= 10.5 KN/m

Spring Deflection due to load applied:

http://www.tribology-abc.com/calculators/t14_1.htmhttp://www.tribology-abc.com/calculators/t14_1.htm


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Fig 6.11- Spring Deflection due to load applied

Total weight = 4905 N

Weight on one tyre= 1226 NMoment at fixed point z is zero, so

(241×F’) + (368×1226)=0

F’=-1872 N

Fig 6.12-King pin inclination

As the Kingpin inclination is 100 , force on spring

F”= f’ cos (100)

F”=-1872×cos(100)

F”=1571 N

So, deformation of the spring due to applied load,

Stiffness= Force/Deflection

Deflection= 1571/10.5

Deflection of spring =14.6 cm


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Geometry of Front Suspension

Macphersion strut

Fig 6.13-Geometry of front suspension

Fig 6.14-Geometry of front suspension(angle calculation)


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Fig 6.15a-Mounting of front suspension(left) Fig 6.15b-Mounting of front

suspension(right)

Geometry of Rear Suspension: (leaf spring)

Fig 6.16- Geometry of Rear Suspension: (leaf spring)

Sin(45o)=BC/2.75

BC=1.94 inch

Cos(45o)= AB/2.75

AB=1.94 inch

CD2= AD2 + BC2

CD2 = (25.46)2 + (1.94)2

CD = 25.53 inc


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6.4 Braking & Wheels

6.4.1 Braking system

Type of brake 1)Hydraulic drum brake in

front

2)wired drum brake in the

Rear

Weight of car 500 Kg

Wheel base 2.5m

Track width 1.6m

Height of centre of gravityCoefficient of friction 0.7

Speed of the vehicle 40km/hr

Velocity of the vehicle 11.11m/s

Table 6.4 Data for braking calculation

Speed of the vehicle(V) =40km/h

Mass of the vehicle(m) =500 kg

Net force on vehicle(F) =Fr+Fd+mgsinθ

= μmg + (CdƥAV^2)/2 + mgsinθ

= 0.02x500x9.81 +

(0.35x1.2x1.5x11.11^2)/2 + 0

= 98.1 + 77.76


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F = 175.86 N

Where :

m = 500 Kg

Cd = 0.35

A = 1.5 m^2

V = 11.11 m/s^2 = 40 Km/h

θ = 0

(Note : Take θ = 0 because we made this car for

plane surface only.)

Accleration of the vehicle=

F=m*a

a=F/m

a=175.86/500

a =0.39572 m/s^2

Kinetic energy of the vehicle=

K.E(car)=½*mv^2

= ½*500*(11.11)^2

=30858.025 J

*since V2=0(final velocity after stopping will be zero)


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Angular velocity of wheel=

W1=v1/r

=11.11/0.35

=31.742rad/s

Since w2 will be zero due to breaking action. Vehicle is coming to

rest

Kinetic energy of 4 wheels:-

KE(wheels) =4[1/2*I(W1^2-W2^2)]

=4[1/2*(0.5)*(31.74)^2]

=1007.42 J

Total energy absorbed by four brakes consists of kinetic

energy of car[e]=

Total K.E=¼[kinetic energy of

car+kinetic energy of wheel]

=1/4[3085.025+1007.42]

=7966.36 Joule

Brake time[t]=

(V1-V2)/t=0.395g

(11.11-0)/t=0.395*9.8

11.11/3.871=t

t=2.8700s


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Stooping Distance

d = (V^2) / (a*2)

=11.11^2/(0.39572*2)

=6.97m

Torque capacity of brake=

θ =(W1/2)/t

=(31.472/2)*2.87

=45.162

Mt=E/ θ

=7966.36/45.162

=176.395 N-m

Where

E=total energy absorbed by brake

Mt=braking torque

θ =angle through which the brake drums rotates during the braking

period

After calculation:-

Net force on vehicle(F) 175.86 N

Accleration of the vehicle 0.39572 m/s^2


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Kinetic energy of the vehicle 30858.025 J

Total energy absorbed by four

brakes

7966.36 Joule

Brake time[t] 2.8700s

Stooping Distance 6.97m

Torque capacity of brake 176.395 N-m

Table 6.5 Braking Specification

6.4.2 Wheels

In modern vehicles all the primary control and

disturbance forces, which are applied to the vehicle, with the

exception aerodynamic forces are generated, in the tire road

contact patch. That has been said that ‘the critical control

forces that determine how the vehicle turns, brakes and

accelerates are developed in four contact patches ’.a thorough

understanding of the relationship between tires, their operating

conditions, and the resulting forces and moments developed at

the contact patch is an essential aspect of the dynamics of the

total vehicle.


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The tires serves essentially three basic functions:

• It supports the vehicle load, while cushioning against road

shocks.

• It develops longitudinal forces for acceleration and

braking

• It develops lateral forces while cornering

As a mechanical structure, the elastic torus of the tire is

composed of composed of a high flexible carcass of high

tensile strength cords fastened to steel-cable beads that firmly

anchor the assembly to the rim. The internal pressure stresses

the structure in such a way that any external force causingdeformation in the carcass results in a tire reaction force. The

behavioral characteristics of the tire depend not only on the

operating conditions, but on the type of the construction as

well.


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Fig 5.1-Tyre rating

Tyre rating

The tires being in the present go-kart are slick tires with the

respective tire ratings:

• Front tire rating – 20X 4 – 5.6

• Rear tire ratings – 20 X 4 – 5.6

Description:

Front tire- 20 X 4.00 –

5.6

• 20 inch= tire overall dia.

• 4.00 inch = width of the tire

• 12inch = tire rim dia.

Rear tire –

20 X 4.0 – 5.6

• 20 inch= tire overall dia.

• 4.0inch = width of the tire

• 12 inch= tire rim dia.

Tire stiffness calculation:

Maximum mass of the kart = 500kg

Weight of the kart = 500*9.81

= 4905N

weight on each front tire is = (4905*0.4)/2 = 981N

weight on each rear tire is = (4905*0.6)/2 = 1471.5N


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let the deflection under maximum pressure

on front tire be = 3mm let the deflection

under maximum pressure on rear tire be =

4mm

stiffness of front tire = (weight on front tire) / deflection = 981 / 3

= 327 N/mm

stiffness of front tire = (weight on rear tire) / deflection = 1471.5 /

4

= 367.875N/mm


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The distance between the steer axes of the steerable wheelsis called the track and is shown by w. The distance between the

front and rear axles

W

δ

i

δo

Inner

Oute

r

Wheel whe

el

A B

C

Centerof

l

a2

rotation R δi

δo

O

D C

R1

Fig 6.19. steer angles of the inner and outer wheels.


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is called the wheelbase and is shown by l. Track w and wheelbase lare considered as kinematic width and length of the vehicle.

The mass center of a steered vehicle will turn on a circlewith radius R,

R²= a2 + l2 cot2 δ (7.2)

where δ is the cot-average of the inner and outer steer angles.

cot δ =

cot δo + cot

δi

. (7.3)

2

The angle δ is the equivalent steer angle of a bicyclehaving the same wheelbase l and radius of rotation R.

Proof:

To have all wheels turning freely on a curved road, thenormal line to the center of each tire-plane must intersect at acommon point. This is the Ackerman condition.

Figure 7.2 illustrates a vehicle turning left. So, the turningcenter O is on the left, and the inner wheels are the left wheels thatare closer to the center of rotation. The inner and outer steer anglesδi and δo may be calculated from the triangles 4OAD and 4OBC as

follows:

tan δi =

l


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R 1 −

w

2

tan δo =

l

R 1 +

w

2

Eliminating

R 1

R 1 =

1

w +

l

2 tanδi

= −

1 l

w +2 tan δo

provides the Ackerman condition (7.1), which is a directrelationship between δi and δo.

w

cot δo − cot δi = (7.7)l

To find the vehicle’s turning radius R, we define an

equivalent bicycle model, as shown in Figure 7.3. The radius ofrotation R is perpendicular to the vehicle’s velocity vector v at the

mass center C. Using the geometry

We have

R 2 = a2 + R 2 (7.8)

2 1


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cot δ =

R 1

l

=

1

(cot δi + cot δo) (7.9)

2

and therefore,

R²= (7.10)a22 + l2 cot2 δ.


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The Ackerman condition is needed when the speed of the

vehicle is too small, and slip angles are zero. There is no lateralforce and no centrifugal force to balance each other. The Ackermansteering condition is also called the kinematic steering condition, because it is a static condition at zero velocity.

A device that provides steering according to the Ackermancondition (7.1) is called Ackerman steering, Ackerman mechanism,or Ackerman geom-etry. There is no four-bar linkage steeringmechanism that can provide the Ackerman condition perfectly.However, we may design a multi-bar linkages to work close to thecondition and be exact at a few angles.

Figure 7.4 illustrates the Ackerman condition for differentvalues of w/l. The inner and outer steer angles get closer to eachother by decreasing w/l.

Fig 6.20. Equivalent bicycle model for a front-wheel-steeringvehicle.

δ

V

C

l

Centerof R a2

otation δ


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O

R1

50

w/l=0.2 0.4 0.6 0.8 41.66 1.0

1.2

33.33 1.4

1.6

δi [deg] 25 2.0

16.66 w/l=3.

0

8.33

00 10 20 30

4

0 50 60 70 80

9

0

δo [deg]

Fig 6.21 Eff ect of w/l on the Ackerman condition for front-wheel-steering vehicles.


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6.5.2 Steering Mechanisms

A steering system begins with the steering wheel orsteering handle. The driver’s steering input is transmitted by ashaft through a gear reduction system, usually rack-and-pinion orre-circulating ball bearings. The steering gear output goes tosteerable wheels to generate motion through a steering mechanism.The lever, which transmits the steering force from the steering gear

to the steering linkage, is called Pitman arm.

The direction of each wheel is controlled by one steeringarm. The steering arm is attached to the steerable wheel hub by akeyway, locking taper, and a hub. In some vehicles, it is anintegral part of a one-piece hub and steering knuckle.

To achieve good maneuverability, a minimum steeringangle of approximately 35 deg must be provided at the frontwheels of passenger cars.

Tie rod

Intermediate rod

Pitman arm Idler arm


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Fig 6.22. A sample parallelogram steering linkage and itscomponents.

Rack

δS

u R

Steering box

Drag link

Fig 6.23 A rack-and-pinion steering system.

of the racks, and then by the drag links to the wheel steering δ i = δi (uR ), δo = δo (uR ). The drag link is also called the tie rod.

The overall steering ratio depends on the ratio of thesteering box and on the kinematics of the steering linkage.

6.5.3 Ackerman Steering Geometry:

The typical steering system, in a road or race car, has tie-rod linkages and steering arms that form an approximate parallelogram, which skews to one side as the wheels turn. If thesteering arms are parallel, then both wheels are steered to the sameangle. If the steering arms are angled, as shown in Figure 1, this isknown as Ackerman geometry. The inside wheel is steered to agreater angle then the outside wheel, allowing the inside wheel tosteer a tighter radius. The steering arm angles as drawn show100%Ackerman. Different designs may use more or less


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percentage pro-Ackerman, anti-Ackerman, or Ackerman may beadjustable. (In fact adjustable Ackerman is rare. This could be thecar designer saying to us, "Do not mess with this.”) Full Ackerman

geometry requires steering angles, inner wheel and outer wheel, as per Figure 1. The angles are a function of turn centre radius, wheel base and track.

.

Figure 6.24 Ackerman angle

In practise, the steering angles achieved are not perfectAckerman geometry. This is not of concern. We are only


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interested in the fact that we can have some degree of increasingdynamic toe out and that it is exponentially increasing withsteering angle. consider "Ackerman" a term to describe any

progression of dynamic toe out generated by the steeringgeometry. If it is our choice to use Ackerman, we must use a high percentage because, for small steering angles, Ackerman isminimal

We are using rack and pinion steering system having a steeringratio of 16:1

Dimensions of the vehicle are as follows

Table 6.6 Dimensions of Vehicle

Specification Dimension

Wheel base(l) 2.40 m

Tack Width(W) 1.55 mSteering Ratio 16:1

Turning Radius 5 m

Table 6.7 Formula used:

Ackerman condition Cot δₒ - cot δᵢ = W/l

Turning Radius R² = a² + L² cot² δ

δₒ is the maximum outer wheel steer angle as shown in the figure

δᵢ is the maximum inner wheel steer angle as shown in the figure

δ is the average of maximum outer and inner steer angles

a is the distance from axel to the CG


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Calculations:

1. Ackerman Steering angles

Cot δₒ - cot δᵢ = W/l

= (1.55)/(2.40)

= 0.62

By the help of hit and trail method , we calculate δₒ and δᵢ

Trail 1: if δₒ = 20 and δᵢ = 30

Cot δₒ - cot δᵢ = 2.74-1.73

= 1.01

As trail 1 is not equal to 0.62 , we proceed for trail 2


Cot δₒ - cot δᵢ = 2.24-1.73

= 0.51

As trail 2 is not equal to 0.62, we proceed for trail 3


Cot δₒ - cot δᵢ = 2.35-1.73

= 0.62

as trail 3 is satisfied

Therefore δₒ = 23 and δᵢ = 30


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2.Turning Radius

R² = a² + L² cot² δ

cot δ = (Cot δₒ + cot δᵢ )/2

= (2.35+1.73)/2

= 2.04

Therefore δ= 26.14

We have “a = 1m”

R² = 1²+2.4² cot²(26.14)

R = 4.98m

Therefore we have turning radius approximately 5 meter


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Chapter 7

Cost Report

_________________________________________________________

7.1 ECE Components cost report

S.No Description of Items with

specifications

Quantity

USED

Unit Price

(Rs.)

Cost (Rs.)

1.

Solar cells (monocrystalline) 300 145 43,500

2. Batteries(cells)(li-ion batteries)

3.7v 2.5 ah

8 5500 44000

3.

Motor

(2kw)+Controller+differential

1 75000 75000

4

Plexiglas sheet 30 634 19000

6. Bus ribbon(1.00 mm to 4.00

mm)

15 70/m 1050

7. UV curable adhesive 1kg 700 700

8. GSM module 1 1800 1800

9. GPS Module 1 1900 1900


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10. USB to SERIAL cable 2 250 500

11 Microcontroller(ATMEGA128) 1 750 750

12 Microcontroller(PIC16f877a) 2 200 400

13 EEP ROM( IC 24c02e) 1 200 200

14 Graphical LCD 2 600 1200

15 Tachometer 1 2000 2000

16 RF ID reader 1 2000 2000

17 Microcontroller(ATMEGA16) 1 250 250

18 P-Channel MOSFET 10 100 1000

19 Sensor(DS18b20) 1 250 250

20 LM35(Temperature Sensor) 1 100 100

21 Relay(12V, 50A) 15 100 1500

22 Electrical Wires 60m 120 7200

24 Soldering wire 1Kg 1500 1500

25 PCB(Glass Epoxy Clad Board) 10 220 2200

26 Voltage Regulating

IC(LM78XX)

10 15 150

27 Capacitor and Resistors 200 500


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28 Clamp Meter(to measure DC

current)

1 2500 2500

29 Crystal Oscillator(16MHz) 10 25 250

30 EM lock 2 3000 6000

31 Switches 50 3 150

32 Electronic Component 700

2,18,750

Table 7.1 Cost Report for ECE components


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7.2 Mechanical Components:

S.No Description of Items with specifications Quantity

USED

Unit

Price

(Rs.)

Cost (Rs.)

1 Chassis : Original

Tubular Pipes : AISI 1020

a)

Length : 22 m, Diam. : 4cm,

Thickness : 2 mm

b) L = 5 m, D = 2.5 cm, T = 3 mm

HSS : AISI 4130 / 1020a) L = 6 m, 4cmx4cmx2mm

b) L = 4 m, 5cmx5cmx1mm

Aluminum Sheet (Flour):

1.8mx1.3mx1mm

1 30000 30000

2 Suspension System :

front Suspension:- independent suspension

with mc pherson strut (Tata Nano)

rear:-leaf spring with telescopic shock

absorber (Tata Magic)

1)suspension

2)MS PLATE

3)NUTS AND BOLTS

2 set

macpherson

strut

2 set leaf

spring

3500

4200

15,400

3 Tyres :

TATA NANO

1)Tyres

1)HUB

2)RIM

4 3000 12000

4 Brakes :

TATA NANO

4 2500 10000


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1)front and rear :-

Hydraulic drum internal expanding type

1)nuts and bolts

2)Brake oil3)brake drum

4)brake pads

5 Steering system :

TATA NANO

Rack and pinion

)rack and pinion

2)steering column with rod

3)steering wheel

4)tie rods

5)nuts and bolts

1 7000 7000

6 Body works :

Glass fibre body

1)glass fibre

2)thermocole

3)plaster of paris

4)resin bond

5)hardner

6)sand paper

7)Paint

Glass fibre:10 kg

Resin bond:-75 litre

Hardner:-3 litre

90000 90000


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Table 7.2 Mechanical components Cost report

7 Chassis Paint :

Spray paint

1)f1 spray paint

2)primer3)paint thinner

4)paint catalyst

6000 6000

8 welding electrode 10 packet 150 1500

9 Fasteners 5000 5000

10 Mild Steel Plate

5 mm

2mx2m

1 2000 2000

11 Seat :

Front Seat (2)

Rear Seat (2) and seat cover

4 2000 8000

12 Accessories(light,wiper,mirror,handle,lock) NA NA 7000

13 Chassis : PVC Pipes for model

40 m

1 1000 1000

14 Pipe bending machine 1 17000 17000

Total Cost 2,11,900


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Chapter 8

Results & Discussion

________________________________________________________

8.1 DETAIL SPECIFICATIONS & FEATURES:

ENGINE AND TRANSMISSION:

Table 8.1 Engine and transmission specification

Motor Type Brushless DC Motor

Motor Power & Voltage 2 KW, 48V

Motor Torque 6.8 Nm

Motor RPM 3000

Battery Specification 48V, 80 Ah (2 sets)

Transmission Automatic

Fuel type Solar & Electric

Drive Type Rear Wheel Drive

Differential Gear Ratio 7:1


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PERFORMANCE:

Table 8.2 Performance data

Mileage 200+ km in single charge

Top Speed 40 km/h

Charging Time (Solar) 4.5 hrs

Charging Time (Electric) 2 hrs

BRAKE, STEERING, SUSPENSIONS & TYRES:

Table 8.3 Other specifications

Brake (Front & Rear) Drum

Steering Type & Steering Ratio Rack & Pinion, 16:1

Minimum Turning Radius 4.5 m

Suspension (Front & Rear) Macpherson strut, Leaf Spring

with damper

Tyre Size Radial 145/70 R-12

Wheel Size (Front & rear) 12 in

SEAT:

Sitting Capacity 5

Seat Material Foam


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DIMENSIONS AND WEIGHT:

Overall Length 3.63 m

Overall Width 1.8 m

Overall Height 1.45 m

Overall Height (door

opened)

2.2 m

Wheel Base & Track

Width

2.5 m & 1.55m

(Rear), 1.5 m

(Front)

Ground Clearance 0.25 m

Kerb Weight 500 Kg (approx.)

DRIVELINE:

Type Rear Wheel Drive

Number of driveline

modes

1


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EXTERIOR:

Body Material Glass Fibre

Frame AISI 1020 Mild Steel

Body Style Luxury

SUSPENSION:

Front Macpherson strut

Rear Leaf Spring with damper

Product Warranty:

Batteries 2 Years

Solar Cells 25 Years


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Chapter 9

Conclusion & Summary

________________________________________________________

A Solar Car which has highest mileage and can be charged by home electricity.

Fulfilling the demand of the Indian market Sun'sKaar has high efficiency, less pollution and

reduced cost.

A solar powered vehicle overcome the polluting nature of petroleum and diesel driven

vehicles, also the reduced running costs of such a vehicle makes the prospects of fully fledged

solar cars a particularly exciting one.

9.1 Highlights:

Works on Solar Energy.

Mileage greater than any other vehicle present in India.

Clean and pollution free.

Economic.

Cost Efficient.

Solar Car can save 3 INR per km in comparison with petrol cars. Solar Hybrid Cars are the

future of automotive industry.

9.2 Advantages:

The abundance of Solar Energy.

Even in the middle of winter each square meter of land still receives a fair amount of

solar radiation. Sunlight is everywhere and the resource is practically inexhaustible.

Even during cloudy days we still receive some sunlight and it is this that can be used as

a renewable resource.


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You don’t pay for sunlight

Sunlight is totally free. There is of course the initial investment for the equipment. After

the initial capital outlay you won’t be receiving a bill every month for the rest of your

life from the electric utility.

Solar energy is getting more cost effective

The technology for solar energy is evolving at an increasing rate. At present

photovoltaic technology is still relatively expensive but the technology is improving and

production is increasing. The result of this is to drive costs down. Payback times for the

equipment are getting shorter and in some areas where the cost of electricity is high

payback may be as short as five years.

Solar energy is non-polluting

Solar energy is an excellent alternative for fossil fuels like coal and petroleum because

solar energy is practically emission free while generating electricity. With solar energy

the danger of further damage to the environment is minimized. The generation ofelectricity through solar power produces no noise. So noise pollution is also reduced.

Accessibility of solar power in remote locations

Solar power can generate electricity no matter how remote the area as long as the sun

shines there. Even in areas that are inaccessible to power cables solar power can

produce electricity.

Solar energy systems are virtually maintenance free. Once a photovoltaic array is

setup it can last for decades. Once they are installed and setup there are practically zero

recurring costs. If needs increase solar panels can be added with ease and with no major

revamp.


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Chapter 10

Pictures / Images

________________________________________________________

Final

Fig 10.1-Sunskaar at Auto expo


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Manufacturing Pics

Fig 10.3-Pvc modelling


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References:

Book:

1. Heinz Heisler, Advanced Vehicle Technology, 2002, 2nd Eddition.

2. Milliken & Milliken, Race Car Vehicle Dynamics.

3.

Springer.Vehicle.Dynmics,Theory & Application, 2008.

Internet:

1. http://www.tribology-abc.com/calculators/t14_1.htm

2. http://www.carbibles.com/suspension_bible.html

3.http://www.idsc.ethz.ch/Courses/vehicle_dynamics_and_design/11_0_0_Steering_Theroy.pd

f

4. http://en.wikipedia.org/wiki/Solar_car

5. http://solarcar.stanford.edu/

6. http://inventors.about.com/od/sstartinventions/a/Solar_Cars.htm

7. http://solarcar.engin.umich.edu/

8. http://craig.backfire.ca/pages/autos/horsepower

9. http://www.speed-wiz.com/calculations/engine/index.htm

10. http://www.thecartech.com/subjects/engine/engine_formulas.htm
http://www.tribology-abc.com/calculators/t14_1.htmhttp://www.carbibles.com/suspension_bible.htmlhttp://www.carbibles.com/suspension_bible.htmlhttp://www.tribology-abc.com/calculators/t14_1.htm

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SUN'SKAAR - Final Report on Capstone Project