1. Zach Michel, Jonathan Scislow Jamie Ottmar, Wenxiao Zeng
Hybrid Formula Car SD1115
Zach Michel, Jonathan Scislow Jamie Ottmar, Wenxiao Zeng

2. Problem: Crude Oil Dependency
The United States is responsible for 25% of the world’s oil consumption
Major contribution to pollution
1000 barrels of crude oil extracted every second
Info from:

3. Solution: Hybrid Vehicles
Electric vehicles are a greener alternative
Inconvenience of charging
Technology has come a long way
Hybrid alternatives allow for less pollution while still having an IC engine

4. Formula Hybrid
Formula Hybrid™ is a design and engineering challenge for undergraduate and graduate college and university students. They must design, build, and compete an open-wheel, single-seat, electric or plug-in hybrid-electric racecar. This car must conform to a formula which emphasizes drive train innovation and fuel efficiency in a high-performance application.

5. Formula Hybrid International Competition
The Society of Automotive Engineers (SAE) established the Formula Hybrid competition in 2006, with the 1st competition held in 2007 featuring only 6 universities
As of December 6, 2011, 27 teams from 3 countries are registered to compete in the 2012 competition.

6. Judged Events Dynamic Events
Acceleration Runs (electric & unrestricted)
– 75 points each
AutoCross
– 150 points
Endurance Run
– 400 Points
Static Events
Presentation
– 100 points
Design
– 200 points

7. Competition Design Constraints
Design restrictions include:
Each vehicle is allotted 19.5 Mega Joules of energy (Fuel and Accumulators combined)
Teams cannot spend more than $7,200 on accumulators (batteries, super-capacitors, etc.)
Other design constraints are also involved for safety and other reasons

8. Drivetrain Configuration Parallel vs. Series
Electric motor provides all power to the wheels.
Power is received from batteries or a generator driven by a gas engine.
Batteries may be recharged by generator and regenerative breaking.
Advantages
Simplest hybrid configuration
Requires small IC engine
Works well in stop-and-go conditions
Disadvantages
Requires larger battery capacity and electric motor.
Expensive configuration
Series

9. Drivetrain Configuration Parallel vs. Series
Gas engine and electric motor power the wheels.
Engine is connected directly to wheels, eliminating inefficient energy conversion
May use regenerative braking to charge batteries
Advantages
Requires smaller battery capacity
Eliminates inefficient energy loss
Works well in highway condition
Disadvantages
Inefficient in stop-and-go situations.
Parallel

10. Drivetrain Configuration Parallel vs. Series
Combines advantages of series and parallel setup.
Gas engine can directly drive wheels or be disconnected.
Advantages
Maximum efficiency
Flexibility
Disadvantages
Computer system is much more complex.
Requires large battery back and a generator, which results in a very expensive system
Series-Parallel

11. 3-Phase AC Induction Motor
Power is supplied to rotor by electromagnetic induction
Speed is easily controlled
Simple motor setup
High power availability
Smooth power and control
Generally have lowest cost among electric motors

12. AC – 15 Electric Motor
Manufactured by HPEVS and purchased from Thunderstruck Motors

13. A closer look

14. Curtis 1238R Motor Controller
Tennant offered to donate a motor controller
The Curtis 1238R was the only controller which was able to handle the high
current requirements
Programmed using
Vehicle Control Language
Curtis 1311 Handheld
programmer
included

15. Curtis 1238R Continued
The Curtis 1238R is able to operate in torque control mode
Perfect for parallel hybrid configuration
Designed for 72-96V systems
2 minute RMS current rating – 550A
Meets IP65 environmental sealing standard

16. Curtis 1238R Continued

17. Battery Chemistry Lithium-Ion Very reliable
Can handle high amounts of current
Ideal for powering electric motors
Heavier than lithium-polymer
Lithium-Polymer
Can handle even more current than lithium-ion
Lightweight
Cheaper cells
Less reliable
Complex charging
Unstable

18. Lithium-Ion Batteries
Rechargeable prismatic cells
Reduces cost and complexity
Safer than other lithium based batteries
High energy density
Handle high current
Chose to go with LiFePO4 chemistry

19. Molecular Structure Molecular formula: LiFePO4
Li has +1 valence charge
Fe has +2 valence charge
PO4 has -3 valence charge
Used as cathode material in lithium-ion batteries
Inexpensive, non-toxic, and environmentally friendly
Requires less intense charge monitoring
Slightly lower energy density than other lithium ion chemistries

20. Battery Companies/Distributors Considered
Flux Power
Thundersky
Calib Power
Valence
Dow Kokam
LifeBatt
Evolve Electrics
The Battery Shop

21. Flux Power 3.2V 40Ah Cells Current:
400 A Impulse (2 sec)
200 A Peak (10 sec)
120 A Continuous
Voltage:
3.9 V Maximum
3.2 V Nominal
2.5 V Minimum
These batteries can handle all the necessary current requirements for our electric motor, including the momentary initial 300 A discharge.

22. FLUX power 3.2V 40ah cells High energy density
Ideal for Electric Vehicles
Low internal impedance
100% factory tested
Rigid plastic exterior
Operating Temperature: -45 to +85 (Celsius)
Expected >5000 cycle life at 70% discharge

23. Determining battery capacity
As previously stated, the competition allows each vehicle to have 19.5 Mega Joules of energy onboard. We chose 40Ah cells so the electric portion of total onboard energy is around 40%, allowing us to use more gas for the IC engine. Joules (J) = (voltage)(battery capacity)(.8)(3600) Our System: (72 V)(40 Ah)(.8)(3600) = MJ MJ/19.5 MJ = 42.5% Electric

24. Battery Performance Able to hold charge well
At a rate of 1C the batteries
will last for over an hour
1C*40Ah = 40A
At a rate of 3C they will
last just under 20 minutes
3C*40Ah = 120A

25. Charger Delta-Q QuiQ Charger 1kW Unit 72V DC output Max of 100V DC
Universal input ( AC)
12A charging current
UL compliant
Can be programmed for
a wide variety of battery
types

26. Charger Continued
Uses high efficiency, high frequency switching circuit
Digital software control
Housed in fully-sealed enclosure
Can be used onboard vehicle
Safety and reliability are a major
design concern

27. Accumulator Monitoring System
Required in Formula Hybrid rules
Must be active when car is running or charging
Automatically take action to prevent conditions such as over charge and over temperature
Disable HV system under conditions such as over voltage, under voltage, cell reversal, and over temperature

28. AMS Continued
Must remain disabled until manually reset (reset button must not be accessible to driver)
Balancing is a mechanism to equalize state of charge or cell voltage
Bimetallic thermal switches provide over temperature protection

29. Battery Management System
Lithiumate Lite
Li-Ion BMS for
EV conversions

30. BMS Continued Lithiumate Lite Designed specifically for EV conversions
Distributed: cell boards mounted on cells, single wire to adjacent cell boards
For large packs: up to 160 cells (~ 500 V), in up to 8 banks
Supports all cell form factors, and most Lithium chemistries
Protects cells from over current, under/over voltage, under/over temperature
Compatible with most chargers and most motor drivers

31. BMS Continued Measurement
Measures and reports the cell voltages and temperatures in up to 8 banks of cells in a battery pack
Measures and reports the battery pack current (bidirectional load current up to 900 A; charger current up to 30 A)

32. BMS Continued Evaluation
Calculates and reports the State Of Charge of the battery pack
Management
Balances the pack
Passive balancing
Voltage remains balanced for each cell

33. BMS Continued Protection
Turns off charger if any cell voltage exceeds a maximum, or the charging current is excessive
Requests a reduction of motor drive if the battery is nearly empty
Requests that motor controller be turned off if any cell voltage drops below a minimum, or the discharging current is excessive

34. BMS Continued Protection
Disables charging and/or discharging if any cell's temperature is outside a specified range
Disables charging and discharging if any cell board or bank stops reporting
Prevents driving off when the vehicle is still plugged into the AC outlet

35. BMS Continued

36. Electrical System Overview
Three-Phase AC Induction Electric Motor
HPEVs AC-15
Motor Controller
Curtis 1238R
Handheld Programmer
Curtis 1311
V LiFePO4 Battery Cells
Flux Power
72V Charger
Delta-Q
Lithiumate Lite Battery Management System
Elithion

37. Project Status
HPEVs AC-15 Electric Motor was ordered from Thunderstruck Motors
This is in and ready to use
Curtis 1238R Motor Controller and 1311 handheld programmer donated by Tennant
These are in and ready to use

38. Project Status Continued
24 3.2V LiFePO4 Cells on order from Flux Power
These should be in and ready to use early next semester
DeltaQ 72V charger on order from Flux Power
This should be in and ready to use early next semester

39. Project Status Continued
Lithiumate Lite Battery Management system on order from Elithion
This should be in and ready to use early next semester

40. Tasks Remaining Wait for batteries to come in
Get additional wiring etc. necessary
Get the Battery Management System working
Connect all of the main components
Get the motor running
Program the motor
Get everything onboard a test vehicle (if we do bench testing first)
Make adjustments as necessary

41. Estimated Date of Completion
Timeline
Everything will be pushed back if batteries take longer to come (this will be beyond our control)
It’s very difficult to estimate how long each part will take since we haven’t been able to work with the components yet
Gave a good amount of time for each part while ensuring the project is finished
Tasks may take more or less time
Getting it onboard a vehicle will depend on the Mechanical Engineering team
No tasks are split up individually since we can and will work as a team on every aspect
Task
Estimated Date of Completion
Wait for batteries
Hopefully these will be in by the start of the semester
Get additional wiring, etc.
End of January
Finish work on BMS
End of February
Connect everything up
End of March
Have motor running
End of April
Program motor and get everything onboard the vehicle
End of May
Make adjustments as necessary
Ongoing until the end of the semester

42. Updated Budget Part Cost per unit Quantity Total Cost Notes
Electric Motor Controller – Curtis 1238R
$1,500 1
0 (Donated)
Donated by Bob Erko from Tennant
Curtis 1311 Motor Controller Programmer
$755
Also donated by Bob Erko from Tennant
AC Induction Motor (AC-15)
$1,350
Purchased from Thunderstruck Motors
On ME budget
Flux Power 3.2V 40Ah Cells
$54.48 24
$1,307.52
Purchased direct from Flux Power
Delta-Q 72V 1kW Charger
$382.86
Also purchased from Flux Power
eLithion Lithiumate Lite Battery Management System
$481
Purchased through EVolveElectrics.com
Miscellaneous Wiring/Emergency Switches/Safety
~300.00 NA
We will need various additional parts for the electrical system.

43. Financial Outlook Our Senior Design budget $400
Remaining Mechanical Engineering Senior Design Team budget
$1017
Donation from Phoenix International
$2500
Batteries, Charger, and BMS
Note: Tax and shipping not included -$
TOTAL BUDGET REMAINING $
Items still needed to be purchased
Note: This only includes electrical and the budget will be used for the whole project as needed
~$300

44. Summary Slide We have made very good progress
Despite a limited budget and difficulties in dealing with companies we have gotten all of the major components required
Batteries will be ordered and in by next semester
Won’t be in competition until next year due to mechanical problems
Our design requirements remain unchanged
On track to finish our portion of the overall project

45. Image Credit http://www.oildependency.org/
Image from Tennant presentation

46. Image Credit Continued
Image from Mechanical Engineering design team

47. Questions?