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Lightweight Electric/Hybrid Vehicle Design

Lightweight Electric/Hybrid Vehicle , 1:52 PM1 Lightweight Electric/Hybrid Vehicle DesignRon Hodkinson and John FentonOXFORDAUCKLANDBOSTONJOHANNESBURG MELBOURNENEW , 1:52 PM3ivContentsButterworth-HeinemannLinacr e House, Jordan Hill, Oxford OX2 8DP225 Wildwood Avenue, Woburn, MA 01801-2041A division of Reed Educational and Professional Publishing LtdA member of the Reed Elsevier plc groupFirst published 2001 Reed Educational and Professional Publishing Ltd 2001 All rights reserved. No part of this publication may be reproduced in anymaterial form (including photocopying or storing in any medium by electronicmeans and whether or not transiently or incidentally to some other use of thispublication) without the written permission of the copyright holder except inaccordance with the provisions of the Copyright, Designs and Patents Act1988 or under the terms of a licence issued by the Copyright LicensingAgency Ltd, 90 Tottenham Court Road, London, England W1P for the copyright holder s written permission to reproduce anypart of this publication should be addressed to the publishersBritish Library Cataloguing in Publication DataA catalogue record for this book is available from the British LibraryLibrary of Congress Cataloguing in Publication Da

8.9 Lightweight vehicle suspension 231 8.10 Handling and steering 232 8.11 Traction and braking systems 235 8.12 Lightweight shafting, CV jointing and road wheels 241 8.13 Rolling resistance 243 Index 251 Prelim.pm6 6 21-04-01, 1:52 PM

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Transcription of Lightweight Electric/Hybrid Vehicle Design

1 Lightweight Electric/Hybrid Vehicle , 1:52 PM1 Lightweight Electric/Hybrid Vehicle DesignRon Hodkinson and John FentonOXFORDAUCKLANDBOSTONJOHANNESBURG MELBOURNENEW , 1:52 PM3ivContentsButterworth-HeinemannLinacr e House, Jordan Hill, Oxford OX2 8DP225 Wildwood Avenue, Woburn, MA 01801-2041A division of Reed Educational and Professional Publishing LtdA member of the Reed Elsevier plc groupFirst published 2001 Reed Educational and Professional Publishing Ltd 2001 All rights reserved. No part of this publication may be reproduced in anymaterial form (including photocopying or storing in any medium by electronicmeans and whether or not transiently or incidentally to some other use of thispublication) without the written permission of the copyright holder except inaccordance with the provisions of the Copyright, Designs and Patents Act1988 or under the terms of a licence issued by the Copyright LicensingAgency Ltd, 90 Tottenham Court Road, London, England W1P for the copyright holder s written permission to reproduce anypart of this publication should be addressed to the publishersBritish Library Cataloguing in Publication DataA catalogue record for this book is available from the British LibraryLibrary of Congress Cataloguing in Publication DataA catalogue record for this book is available from the Library of CongressISBN 0 7506 5092 , 1.

2 52 PM4 ContentsvContentsPrefaceviiAbout the authorsixIntroductionxiPart 1 Electromotive Technology (Ron Hodkinson MSc MIEE)11 Current EV Design for electric EV motor type for particular Vehicle Vehicle drives: optimum solutions for motors, drives and batteries242 Viable energy storage performance: existing of the aluminium fuel-cell control heat recovery, key element in supercar efficiency503 electric motor and drive-controller truck motor DC motor Design for a small motor Design for a medium PM motor: Design and FE analysis of a 150 kW frequency motor drive scheme for DC series motors734 Process engineering and control of fuel cells,prospects for EV and other hydrogen , advantages and status of fuel of fuel , 1:52 engineering of fuel towards the fuel-cell for EV package vehicles and PNGV programme.

3 Impetus for change98 Part 2 EV Design Packages/ Design for Light Weight103(John Fenton MSc MIMechE)5 Battery/fuel-cell EV Design car conversion development electric car van and truck powered vehicles1356 Hybrid Vehicle drive technology case hybrid-drive passenger and goods vehicles1647 Lightweight construction materials and composite mouldings for open canopy for specialist EV construction case reduction in metal structures1928 Design for optimum body-structural and running-gearperformance package and Punt -type substructures and individual against analysis (FEA) study of FEA for EVs and structural analysis gear Design for optimum performance and Vehicle and and braking shafting, CV jointing and road , 1:52 PM6 PrefaceviiPrefaceThe stage is now reached when the transition from low-volume to high-volume manufacture offuel cells is imminent and after an intense period of value engineering, suppliers are movingtowards affordable stacks for automotive propulsion purposes.

4 Since this book went to press, theautomotive application of fuel cells for pilot-production vehicles has proceeded apace, with Daewoo,as an example, investing $ million in a fuel-cell powered Vehicle based on the Rezzo minivan,for which it is developing a methanol reforming system. Honda has also made an important advancewith version 3 of its FCX fuel-cell Vehicle , using a Ballard cell-stack and an ultracapacitor toboost acceleration. Its electric motor now weighs 25% less and develops 25% more power andstart-up time has been reduced from 10 minutes to 10 seconds. Ballard have introduced the Mk900fuel cell now developing 75 kW (50% up on the preceding model). Weight has decreased andpower density increased, each by 30%, while size has dropped by 50%. The factory is to producethis stack in much higher volumes than its predecessor.

5 While GM are following theenvironmentally-unfriendly route of reformed gasoline for obtaining hydrogen fuel, DaimlerChrysler are plumping for the methanol route, with the future option of fuel production fromrenewables; they are now heading for a market entry with this technology, according to recent DaimlerChrysler press release describes the latest NECAR, with new Ballard Stack,which is described in its earlier Phase 4 form in Chapter 5, pp. 139 140. NECAR 5 has nowbecome a methanol-powered fuel cell Vehicle suitable for normal practical use. The environmentallyfriendly Vehicle reaches speeds of more than 150 kilometres per hour and the entire fuel cell drivesystem including the methanol reformer has been installed in the underbody of a Mercedes-Benz A-Class for the very first time.

6 The Vehicle therefore provides about as much space as aconventional A-Class. Since the NECAR 3 phase, in 1997, the engineers have succeeded in reducingthe size of the system by half and fitting it within the sandwich floor. At the same time, they havemanaged to reduce the weight of the system, and therefore the weight of the car, by about 300 NECAR 3 required two fuel cell stacks to generate 50 kW of electric power, a single stacknow delivers 75 kW in NECAR 5. And although the NECAR 5 experimental Vehicle is heavierthan a conventional car, it utilizes energy from its fuel over 25% more efficiently. The developmentengineers have also used more economical materials, to lower production fuel could be sold through a network of filling stations similar to the ones we usetoday. The exhaust emissions from methanolized hydrogen fuel cell vehicles are very muchlower than from even the best internal combustion engines.

7 The use of methanol-powered fuel-cellvehicles could reduce carbon-dioxide emissions by about a third and smog-causing emissions tonearly zero. Methanol can either be produced as a renewable energy source from biomass or , 1:53 PM7viiiPrefacenatural gas, which is often burned off as a waste product of petroleum production and is stillavailable in many regions around the world. To quote D-C board members, there have alreadybeen two oil crises; we are obligated to prevent a third one, says J rgen E. Schrempp, Chairmanof the Board Of Management of DaimlerChrysler. The fuel-cell offers a realistic opportunity tosupplement the petroleum monoculture over the long term. The company will invest about DM2 billion (over $ 1 billion) to develop the new drive system from the first prototype to the point ofmass production. In the past six years the company has already equipped and presented 16 passengercars, vans and buses with fuel cell drives more than the total of all its competitors Klaus-Dieter V hringer, member of the Board of Management with responsibility forresearch and technology, predicts the fuel cell will be introduced into vehicles in several stages In2002, the company will deliver the first city buses with fuel cells, followed in 2004 by the firstpassenger cars.

8 The electric -drive Vehicle has thus moved out of the back-room of automotive research into a Design for production phase and already hybrid drive systems (IC engine plus electric drive)have entered series production from major Japanese manufacturers. In the USA, General Motorshas also made very substantial investments with the same objective. There is also very considerableinterest throughout the world by smaller high-technology companies who can use their knowledgebase to successfully enter the automotive market with innovative and specialist-applicationsolutions. This last group will have much benefit from this book, which covers automotive structure,and system Design for ultra-light vehicles that can extend the range of electric propulsion, as wellas electric -drive technology and EV layouts for its main-stream educational fuel-cell driven , 1:53 PM8 PrefaceixAbout the authorsElectro-technology author Ron Hodkinson is very actively involved in the current valueengineering of automotive fuel-cell drive systems through his company Fuel Cell Control Ltd andis particularly well placed to provide the basic electro-technology half of this work.

9 He obtainedhis first degree in electrical engineering (power and telecommunications) from the Barking campus,of what is now the University of East London, on a four-year sandwich course with Plessey. At theend of the company s TSR2 programme he moved on to Brentford electric in Sussex where hewas seconded on contract to CERN in Switzerland to work on particle-accelerator magnetic powersupplies of up to 9 MW. He returned to England in 1972 to take a master s degree at SussexUniversity, after which he became Head of R&D at Brentford electric and began his long career inelectric drive system Design , being early into the development of transistorised inverter drives. In1984 the company changed ownership and discontinued electronics developments, leading Ronto set up his own company, Motopak, also developing inverter drives for high performance machinetools used in aircraft construction.

10 By 1989 his company was to be merged with Coercive Ltd whowere active in EV drives and by 1993 Coercive had acquired Nelco, to become the largest UKproducer of EV drives. In 1995 the company joined the Polaron Group and Ron became GroupTechnical Director. For the next four years he became involved in both machine tool drives andfuel cell controls. In 1999 the group discontinued fuel-cell system developments and Ron wasable to acquire premises at Polaron s Watford operation to set up his own family company FuelCell Control Ltd, of which he is managing director. He has been an active member of ISATA(International Society for Automotive Technology and Automation) presenting numerous papersthere and to the annual meetings of the EVS ( electric Vehicle Seminar). He is also active in thePower Electronics and Control committees of the Institution of Electrical Engineers.


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