Design and Implantation of Electrical Transmission and Power Bank for 6-Seater Campus Car

Kumar Chandra Prakash^*, P. Vinay, Ayush Jha and Kartik Nitturkar
^*Correspondence: Kumar Chandra Prakash, Department of Mechanical Engineering, PES University, E-city Campus, Bengaluru-560100, India, Tel: +919036827858, Email:

Keywords

Arduino • Battery bank • Vehicles • Transmission • Microcontrollers

Introduction

Our campus car is inspired by electric golf carts. They are easy to maneuver light-weight and have good range and handling. They are suitable for short distance travel and can cover multiple trips in a single charge. Such cars, buggies are already in usage in railway stations, airports, hospital premises where they are of great assistance to old people, children, and people with disabilities. They are also of great utilitarian use as they can be used to transport light goods as well. They predominantly have low speed as to account for pedestrians walking in campus. Our campus is very soon going to get a medical ward and as in such a noiseless vehicle will be of great assistance to ferry patients in campus. Electric vehicles also do not release harmful gases and hence will not cause irritation to passengers, also the rising prices of fossil fuels has made electric vehicles more necessary than ever. They are also environment friendly and as in such our campus car is in the league of new generation vehicles.

In this project, our group’s task is to design and implement the complete electrical transmission system along with the battery bank and auxiliary electrical components with complete wiring. The selection of transmission and motor for an electric vehicle depends on the calculations of dynamic resistance to vehicle movement based on vehicle weight, road conditions and the gradients along the campus. The selection, design and fabrication of battery bank depends on motor power requirements, in this project we are designing our own customized battery bank. Below in this report we have calculated the road resistances and determined motor power required, torque, battery specifications etc. We have also surveyed the market and determined the components that will be required and their price estimation has been done as well. We have also provided the connection diagram for the electrical and transmission.

A Battery Management System (BMS) is any electronic system that manages a rechargeable battery (cell or battery pack), such as by protecting the battery from operating outside its safe operating area, monitoring its state, calculating secondary data, reporting that data, controlling its environment, authenticating it and / or balancing it. A good BMS enhances the life span of the batteries. It provides stability and reliability to the battery bank and is an indicator of how long the battery’s charge will last before it needs recharging. In this project we are designing our own customized BMS for our Battery bank and as in such we have begun designing PCB for a single cell BMS. Through iterations in LT-spice and EasyEDA, We are designing this PCB step by step. In this report we have also presented the spice schematic of the single cell BMS. We will also include our Arduino setup in our vehicle to help the driver in reverse parking and provide a response indicating to stop the vehicle if the motor temperature exceeds 95℃.

Inserting IOT devices has become important in the present years. We are implementing Arduino UNO as it is very good for carrying out a specific project. To get started, not much knowledge is required as well as it is low in cost and easily available. Arduino is a made up name that was easy to copyright, it doesn’t stand for anything and doesn’t have a meaning. It was conceived as a way of introducing microcontrollers to beginners by an academic group in Italy and the Arduino Hardware and Software is released under an open source license so that anyone can copy it. It has 2 elements, hardware and software that form a system to rapidly develop microcontroller projects. It is based on Atmel AVR microcontroller projects which are one of the disadvantages of Arduino. In order to regulate the operation of an electric motor, we need motor controllers. They often include a manual or automatic type. They can perform functions like regulating the speed and torque of the motor. They differ according to the Differ according to the method they use to detect the rotor’s position. You can make the measurements with the help of position sensors or using a sensor less technique. There are plenty of options among sensors, including Hall-effect sensors, rotary encoders, variable reluctance sensors, resolvers, optical sensors. The sensor less BLDC motor controller works without a sensor; it detects the rotor’s position by estimating back electromotive force (back EMF). This is the voltage created in the stator’s windings.

Literature survey

Rahman Z, et al. [1] have discussed about extended speed range ability and energy efficiency of Electric motors. This paper provides formulas which explain the forces acting on a vehicle during driving and the formula that can be used to calculate these forces. The authors have then proceeded to explain about motor torque characteristics and effect of gearbox in transmission. They have also explained the difference in motor selection for hybrid and parallel hybrid vehicles. Our primary learning from this paper was on how road resistances are to be calculated for our motor selection. The authors also provided vehicle parameters of the vehicle that they used in their test.

Chang CM and Siao JC [2] have discussed about the difference in electrical transmission and fuel based transmission. They have explained about the usage of gear boxes in electrical transmission system and as to how they help in providing greater torque at the wheels and improve efficiency of the vehicle. They have also discussed about plug in hybrid electric vehicles and their uses in the industry. We have primarily referred the below block diagram from this research paper to get a better understanding of how connection and wiring has to be done between different electrical and transmission components.

Mohamed N and Allam NK [3] discussed about lithium batteries and their needful for EV vehicles, the combination of lithium metal anode and lithium intercalation cathode. The lithium ion battery is a carbonous compound, which material gives low operational voltage. Materials are LicoO2, SnO2, LiO2, Sb and Mn etc. Literature review on BMS revealed general information like how it has been mentioned above in our introduction. There were no papers that discussed its circuit construction or manufacturing.

Given below are the summaries of two good research papers which discussed scope of BMS

Balasingam B, et al. [4] discuss about Lithium-based rechargeable battery packs and their importance in electric vehicles. They further explain that battery management system consists of a battery fuel gauge, optimal charging algorithm, and cell/thermal balancing circuitry. It uses three noninvasive measurements from the battery, voltage, current and temperature, in order to estimate crucial states and parameters of the battery system, such as battery impedance, battery capacity, and state of charge, state of health, power fade, and remaining useful life. These estimates are important for the proper functioning of optimal charging algorithms, charge and thermal balancing strategies, and battery safety mechanisms. They then proceed to cite several other research papers which explain the above mentioned tasks. This paper was good as an introduction to BMS.

Gabbar HA, et al. [5] discussed the impact of BMS in the EV sector and provide a framework for developing a new standard on BMS, especially on BMS safety and operational risk. In conclusion, four main areas of (1) BMS construction, (2) Operation Parameters, (3) BMS Integration, and (4) Installation for improvement of BMS safety and performance were identified, and recommendations were provided for each area. Below is a flowchart provided by authors who explain BMS installation for static systems. The battery is charged by solar panels and grid via an inverter which is monitored by the BMS which in turn then regulates the current supplied to the house.

Sanguesa JA, et al. [6] analysed the types of EVs, the technology used, advantages with respect to internal combustion engine vehicle, evolution of sales within the last years, as well as the different charging modes and future technologies. The development of batteries with higher capacities will also favour the use of fastest and most powerful charging modes, as well as better wireless charging technologies. Regarding EV’s, batteries are a critical factor, as these will determine the vehicle’s autonomy. Therefore future BMS should consider the new scenarios that were introduced by new batteries and smart city requirements.

Kempton W and Letendre SE [7] discuss about the substantial economic benefits for most electric utilities to ensure that the connection to the electrical distribution system allows battery EV’s to function as storage resources. Fuel cell powered vehicles could provide generation for the utility. Electric vehicles have the potential to make major contributions to the electric supply system, as storage or generation resources or both. The short term electric vehicle debate between battery-EV, hybrid EV’s and fuel cell EV’s is now waged on criteria such as near-term availability, reliability, cost and vehicle vs. power plant pollution.

Hashemnia N and Asaei B [8] make a comparative study of DC motors, Induction motors, Permanent magnet synchronous motors, switched redundance motors, brushless DC motors. Simulation is performed under constant speed, CYC-UDDS and NurembergR36. The induction motors have been known as the best candidate for the EV applications because they are robust, less costly, mature in technology and need less maintenance. However, in this paper it is demonstrated that in terms of pollution and fuel consumption, the permanent magnet and brushless dc motors have more priorities such as less pollution, less fuel consumption and more power to volume ratio which makes them attractive in EV applications.

Putrus GA, et al. [9] talk about the potential problems that could occur in our existing power networks used in EV’s and PHEV’s. These results of the investigation presented in this paper shows that large deployment of EVs could result in violation of supply/demand matching and statutory voltage limits. Under certain operating conditions, they may also lead to power quality problems and voltage imbalance. The latter is unlikely to exceed the statutory limit of EV’s are reasonably distributed among the three phases.

Daina N, et al. [10] Electric vehicles uptake has been promoted around the world for the benefits of EV’s are expected to bring in terms of energy security, global, economic growth and local environment. This paper has reviewed the techniques that have been used to model the demand for EV acquisition, use and charging. A number of observations can be made regarding the state of the field and associated future research requirements. We believe that there is an urgent need for new modelling frameworks to be developed that can provide a theoretically coherent, integrated and policy sensitive treatment of behaviour at these two timescales, taking into account for example of both long-term strategic consumer decisions with short term EV use and charging decisions.

Pearre NS, et al. [11] have conducted a survey of a vehicles mileage, maximum daily travel distance. Due to the disadvantages of adopting EVs like range, many drivers tend to resist switching over to EVs. This analysis is based on high time resolution database of vehicle use, previously collected in order to study traffic patterns. Comparing the results with prior literature, they find sparse quantitative understanding among vehicle designers as to how US drivers use their gasoline vehicles in terms of daily needs. Even within limited range, electric vehicles could provide with large fraction of transportation needs. Thus understanding the customer needs and correctly segmenting vehicle buyers at range needs, appears to be a more cost-effective way to introduce electric vehicle assuming that all buyers, and all drivers need currently expensive large batteries or liquid fuel range extenders.

Xue XD, et al. [12] six types of the drivetrain systems of electric motor drives for EV’s have been discussed. The drivetrain schemes with the singlelevel reduction gear are well suitable for electric motor drives with wide speed range and highly maximum speed in EV’s. The comparative investment in the efficiency, weight, cost, cooling, maximum speed, and fault-tolerance, safety and reliability has been accomplished for SRM, IM, and PM. BLDC and brushed DC motor drives. In the aspect of efficiency, PM BLDC motor drives are better than SRM drives. IM drives are brushed DC motor drives. SRM drives are suitable for nowadays EV applications [13,14].

Research gap

• To select and implement electrical transmission components on vehicle frame.

• To provide wiring and control for motor torque from accelerator.

• To design our customized battery bank based on motor requirements.

• Using a compatible motor controller to regulate torque outputs.

• To implement all other auxiliary electrical components with Arduino ensuring complete wiring.

• Able to power an electric vehicle of 800kg load for the distance of 30 kilometres.

Objective of the project

• To design an electrical and transmission unit for a 6-seater campus car.

• To design a specially customized modular power bank.

• To design and customize a special gear box according to the power rating and weight.

• To conduct calculation for power and transmission tests based on various circumstances.

Methodology

To accomplish our goal of transmission in this project, we are going to implement a 2 Kilowatt BLDC motor with controller along with a rear axle kit. The battery bank manufactured by us and be incorporated into the project. To power the Auxiliary electrical components a DC-DC converter will be provided. Below is the connection schematic of all electrical and transmission components (Figure 1).

Design and 3D modeling

To transmit power from motor to the axle, the differential set is required. Below is a model of how motor rotation gets converted to wheels rotation (Figures 2 and 3).

Further the battery box that will be designed will need to be housed in the vehicle. Conventionally for electric vehicles they are housed beneath the seats, this makes use of redundant space between the seats and also protects the battery box from external weather elements. Assuming a 3.9 KW-hr battery, detailed calculations of battery pack are provided in the calculations section. Below are images as to how our battery box will look and be fitted beneath the seats in the vehicle (Figures 4-6).

Specifications and assumptions

For vehicle weight we are assumed:

Frame–300 Kg (Approx.)

Battery-motor–60 Kg

Passengers–420 Kg

Gross total–800 Kg

For gear box we have assuming 30 ratio in gear system there reduction is 10 and in differential reduction is 20 so total is 30 ratio.

For Arduino we have assuming: The MLX90614 is an Infrared thermometer for noncontact temperature measurements. Both the IR sensitive thermopile detector chip and the signal conditioning ASSP are integrated in the same TO-39 can. Thanks to its low noise amplifier, 17-bit ADC and powerful DSP unit, a high accuracy and resolution of the thermometer is achieved. The buzzer produces the same noisy sound irrespective of the voltage variation applied to it. It consists of piezo crystals between two conductors. When a potential is applied across these crystals, they push on one conductor and pull on the other. This, push and pull action, results in a sound wave. Most buzzers produce sound in the range of 2 to 4 kHz. HC-05 is a Bluetooth device used for wireless communication with Bluetooth enabled devices (like smartphone). It communicates with microcontrollers using serial communication (USART). An HC-SR04 ultrasonic distance sensor actually consists of two ultrasonic, transducers. One acts as a transmitter that converts the electrical signal into 40 KHz ultrasonic sound pulses. The other acts as a receiver and listens for the transmitted pulses, operates on 5 volts with maximum range of 4 meters. Arduino Uno Specification includes ATmega328P microcontroller.

Material procured of vehicle (Figures 7-10)

Table for vehicles material procured (Table 1)

Implementation of IOT (Figures 11-15)

Table for IOT material procured (Table 2)

Process of connection with jump wires

Ultrasonic sensor: VCC connected to 5V pin in the Arduino, Trig connected to pin 10 of Arduino, Echo connected to pin 11 of Arduino, GND connected to any one of the GND ports of the Arduino.

Temperature sensor: VIN connected to 3.3V pin of the Arduino, GND connected to GND, SCL and SDA goes to the 2 ports respectively to the left of AREF and GND.

HC-05 bluetooth module: RXD goes to TX of Arduino; TXD goes to RX of the Arduino, GND to ground and VCC to 5V.

For LED and buzzer: All shorter pins are connected to ground of the Arduino, Longer pin of buzzer connected to pin 9, for the green LED it goes to pin 4 of Arduino and for the other red LEDs, go to pin 2 and pin 3 respectively.

Code using arduino version 1.8.17:

#include <Wire.h>

#include <Adafruit_MLX90614.h>

Adafruit_MLX90614 mlx=Adafruit_MLX90614();

// defines pins numbers

const int trigPin=10;

const int echoPin=11;

const int buzzer=9;

const int ledPin1=4;

const int ledPin2=2;

const int ledPin3=3;

// defines variables

long duration;

int distance;

int safety Distance;

int temperature;

int n;

void setup() {

pinMode(trigPin, OUTPUT); // Sets the trigPin as an Output

pinMode(echoPin, INPUT); // Sets the echoPin as an Input

pinMode(buzzer, OUTPUT);

pinMode(ledPin1, OUTPUT);

pinMode(ledPin2, OUTPUT);

pinMode(ledPin3, OUTPUT);

Serial.begin(9600); // Starts the serial communication

Serial.println("Adafruit MLX90614 test");

mlx.begin();

}

void loop() {

// Clears the trigPin

digitalwrite(ledPin1, HIGH);

digitalwrite(trigPin, LOW);

delayMicroseconds (2);

// Sets the trigPin on HIGH state for 10 micro seconds

digitalwrite (trigPin, HIGH);

delayMicroseconds(10);

digitalwrite(trigPin, LOW);

// Reads the echoPin, returns the sound wave travel time in microseconds

duration=pulseIn(echoPin, HIGH);

// calculating the distance

distance=duration*0.034/2;

safetydistance=distance;

// Prints the distance on the Serial Monitor

Serial.print("Distance is: ");

Serial.println(distance);

n=distance;

if (n<=60 && n>1)

{

digitalWrite(buzzer, HIGH);

digitalWrite(ledPin2, HIGH);

n=n*2;

delay(n);

digitalWrite(buzzer, LOW);

digitalWrite(ledPin2, LOW);

delay(n);

}

// Prints the temperature

Serial.print("Ambient="); Serial.print(mlx.readAmbientTempC ());

Serial.print("*C\tObject="); Serial.print(mlx.readObjectTempC ()); Serial.println("*C");

Serial.print("Ambient="); Serial.print(mlx.readAmbientTempF ());

Serial.print("*F\tObject="); Serial.print(mlx.readObjectTempF ()); Serial.println("*F");

temperature=mlx.readObjectTempC ();

if(temperature >= 90)

{

//for (n=1; n<=4; n++)// If temperature is too hot, the buzzer beeps 4 times

{

digitalWrite(ledPin3, HIGH);

digitalWrite(buzzer, HIGH);

delay(500);

digitalWrite(ledPin3, LOW);

digitalWrite(buzzer, LOW);

delay(500);

}

}

Serial.Print ("_________________________________________________ ______________________________________");

Serial.println ();

}

Bill of material (Table 3)

Calculations

The calculation for the electrical and transmission is explained in a detailed and progressive step by step method by Estimated weight

Frame 440–Kg (Approx.)

Battery-motor–60 Kg

Passengers–200 Kg

Gross total–800 Kg (Figure 16)

Calculation of road resistances

Rolling resistance: Assuming rolling resistance co-efficient of 0.05, which is standard between Tires and Asphalt roads.

Assuming gravitational acceleration as 9.81 ms-2.

Fr=800 × 9.81 × 0.05=392.4 N

Grade resistance: Assuming max gradient of 30 degrees, speed humps are designed with a maximum gradient of 6 degrees.

FG=800 × 9.81× sin(30)=3924 N

Aerodynamic resistance: The vehicle is being designed for campus drive and has an average speed of 15 Km/hr. (4.166 m/s). At such low speeds drag resistance can be ignored.

Power requirements

For drive on flat road,

Minimum motor power required=Fr × v=392.4 × 4.166 W

P=1635 Watts.

Hence, a minimum 2000 Watt motor will be needed to power the vehicle.

Maximum possible velocities

At flat road, v=4.166 m/s

At full gradient (30 degrees), v=0.84 m/s

Acceleration force calculations

Designing for an average speed of 4.16 m/s and taking an acceleration time of 10 seconds. Acceleration=0.416 ms^-2.

Fa=333.33N

Torque and RPM at wheels

Assuming wheels to be of 14 inches diameter. Radius of wheels will then be 7 inches which is equal to 0.1778 meters.

For flat road: Without acceleration, T=392.4 × 0.1778=69.768 N-m.

Angular velocity, w=2000/69.768=28.666 radians/second.

Rotations per minute=28.666 × 60/2 × 3.14=273.70 RPM.

With acceleration, T=(392.4+333.33) × 0.1778=129.03 N-m.

Angular velocity, w=2000/129.03=15.5 radians/second.

Rotations per minute=15.5 × 60/2 × 3.14=148.08 RPM.

For full grade: Without acceleration, T=(392.4+3924) × 0.1778=767.45 N-m.

Angular velocity, w=2000/767.45=2.606 radians/second.

Rotations per minute=2.606 × 60/2 × 3.14=24.89 RPM.

With acceleration, T=(392.4+3924+333.33) × 0.1778=826.721 N-m.

Angular velocity, w=2000/826.721=2.419 radians/second.

Rotations per minute=2.419 × 60/2 × 3.14=23.11 RPM.

Torque and RPM at motor shaft

Assuming a transmission ratio of 30 (with differential)

For flat road: Without acceleration, T=69.768/30=2.3256 N-m.

Angular velocity, w=28.66 × 30=859.8 radians/second.

Rotations per minute=273.70 × 30=8211 RPM.

With acceleration, T=129.03/30=N-m.

Angular velocity, w=15.5 × 30=465 radians/second.

Rotations per minute=148.08 × 30=4442.4 RPM.

For full grade: Without acceleration, T=767.45/30=25.581 N-m.

Angular velocity, w=2.606 × 30=78.18 radians/second.

Rotations per minute=24.89 × 30=746.7 RPM.

With acceleration, T=826.721/30=27.557 N-m.

Angular velocity, w=2.419 × 30=72.57radians/second.

Rotations per minute=23.11 × 30=693.3 RPM

Calculation of battery pack

Battery-bank design for 48 volt, 2000 watt BLDC motor.

Max current=2000/48=41.6 amperes.

Designing battery bank using Lithium-ion batteries.

They have a nominal voltage of 3.6 volts and current capacity of 2.6 Ampere-hour.

Cells required in series=48/3.6=13.33.

Hence 14 cells will be required in series

Cells required in parallel=41.6/1.3=32.

We are calculating based on a discharge current of 1.3 amperes which is equal to 0.5 C discharge rating. Hence it will discharge in 2 hours.

Hence 32 cells will be required in parallel.

Battery bank will be 14 series × 32 parallel.

Voltage range=(14 × 3) – (14 × 4)=42 – 56 volts.

Power capacity=48 × 2.6 × 32=3.9 Kilowatt-hr.

Battery weight, 40 Kg

Weight of individual cell=60 grams=0.06 Kg.

Weight of batteries=14 × 32 × 0.06=26.88 Kg.

Additional weight of 40 grams worth of packaging material will have to be provided per cell,

Weight of housing=14 × 32 × 0.04=17.92 Kg.

Weight of 2000 watt BLDC motor=10 Kg.

Total weight=54.8 Kg.

Our initial assumption for motor and battery combined weight was 60 Kg, since obtained value is less than 60 Kg, the design calculations are safe.

Maximum estimated range

(18 km/hour) × (2 hours)=36 kilometres.

Results

Designed a specially designed modular battery for a six seater campus car.

Used a specially designed gearbox for increasing the speed and torque which reduces overall power consumption.

Meet the power requirements for the campus car according to the calculations.

The estimated range of the campus car is 36 Kilometres.

Conclusion

The campus car is moving at the speed of 12 Km/hr with 4 personal in it.

Designed and constructed a specially customized battery bank that could provide 48V and 42 Amps.

Designed and constructed a specially customized transmission unit of the gear ratio of 1:10 that help increase the torque and speed of the campus car.

Declaration

We Ayush, Kumar Chandra Prakash and Kartik, hereby declare that the dissertation entitled, ‘Design and implantation of electrical transmission and power bank for 6-seater campus car’, is an original work done by us under the guidance of Prof. Vinay P Assistant Professor, Department of Mechanical Engineering, and is being submitted in partial fulfillment of the requirements for completion of 7^th Semester course work in the Program of Study B.Tech in Mechanical Engineering.

Acknowledgement

We would like to mention and show our gratitude to a few people whose contribution and augmentation were invaluable and essential to the lucrative completion of our project. We express our sincere gratitude to our guide Vice chancellor J Surya Prasad, Dr. S V Satish, Head of Department Prof. Vinay P, Assistant Professor, Department of Mechanical Engineering, PESU Electronic city campus, for his vital support, guidance and encouragement throughout the duration of the project. We would like to extend our gratitude towards Dr. S V Satish, Head of Department, Department of Mechanical Engineering, PESU Electronic city campus, for his support and encouragement.

Conflict of Interest

None.

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