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Lightweight Electric Hybrid Vehicle Design

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Lightweight Electric Hybrid Vehicle Design Lightweight Electric/Hybrid Vehicle Design Prelim.pm6 1 21-04-01, 1:52 PM Lightweight Electric/ Hybrid Vehicle Design Ron Hodkinson and John Fenton OXFORD AUCKLAND BOSTON JOHANNESBURG MELBOURNE NEW DELHI Prelim.pm6 3 21-04-01, 1:52 PM iv Contents Butterworth-Heinemann Linacre House, Jordan Hill, Oxford OX2 8DP 225 Wildwood Avenue, Woburn, MA 01801-2041 A division of Reed Educational and Professional Publishing Ltd A member of the Reed Elsevier plc group First published 2001 © Reed Educational and Professional Publishing Ltd 2001 All rights reserved. No part of this publication may be reproduced in any material form (including photocopying or storing in any medium by electronic means and whether or not transiently or incidentally to some other use of this publication) without the written permission of the copyright holder except in accordance with the provisions of the Copyright, Designs and Patents Act 1988 or under the terms of a licence issued by the Copyright Licensing Agency Ltd, 90 Tottenham Court Road, London, England W1P 9HE. Applications for the copyright holder’s written permission to reproduce any part of this publication should be addressed to the publishers British Library Cataloguing in Publication Data A catalogue record for this book is available from the British Library Library of Congress Cataloguing in Publication Data A catalogue record for this book is available from the Library of Congress ISBN 0 7506 5092 3 Prelim.pm6 4 21-04-01, 1:52 PM Contents v Contents Preface vii About the authors ix Introduction xi Part 1 Electromotive Technology (Ron Hodkinson MSc MIEE) 1 1 Current EV design approaches 3 1.1 Introduction 3 1.2 Case for electric vehicles 3 1.3 Selecting EV motor type for particular vehicle application 15 1.4 Inverter technology 21 1.5 Electric vehicle drives: optimum solutions for motors, drives and batteries 24 2 Viable energy storage systems 29 2.1 Electronic battery 29 2.2 Battery performance: existing systems 29 2.3 Status of the aluminium battery 35 2.4 Advanced fuel-cell control systems 39 2.5 Waste heat recovery, key element in supercar efficiency 50 3 Electric motor and drive-controller design 56 3.1 Introduction 56 3.2 Electric truck motor considerations 56 3.3 Brushless DC motor design for a small car 58 3.4 Brushless motor design for a medium car 61 3.5 Brushless PM motor: design and FE analysis of a 150 kW machine 64 3.6 High frequency motor characteristics 68 3.7 Innovative drive scheme for DC series motors 73 4 Process engineering and control of fuel cells, prospects for EV packages 80 4.1 Introduction 80 4.2 Reforming and other hydrogen feedstocks 82 4.3 Characteristics, advantages and status of fuel cells 83 4.4 Thermodynamics of fuel cells 84 Prelim.pm6 5 21-04-01, 1:52 PM vi Contents 4.5 Process engineering of fuel cells 87 4.6 Steps towards the fuel-cell engine 89 4.7 Prospects for EV package design 93 4.8 Fuel-cell vehicles and infrastructure 96 4.9 The PNGV programme: impetus for change 98 Part 2 EV Design Packages/Design for Light Weight 103 (John Fenton MSc MIMechE) 5 Battery/fuel-cell EV design packages 105 5.1 Introduction 105 5.2 Electric batteries 105 5.3 Battery car conversion technology 115 5.4 EV development history 119 5.5 Contemporary electric car technology 122 5.6 Electric van and truck design 128 5.7 Fuel-cell powered vehicles 135 6 Hybrid vehicle design 141 6.1 Introduction 141 6.2 Hybrid drive prospects 143 6.3 Hybrid technology case studies 146 6.4 Production hybrid-drive cars 156 6.5 Hybrid passenger and goods vehicles 164 7 Lightweight construction materials and techniques 173 7.1 Introduction 173 7.2 The ‘composite’ approach 173 7.3 Plastic mouldings for open canopy shells 178 7.4 Materials for specialist EV structures 182 7.5 Ultra-lightweight construction case study 191 7.6 Weight reduction in metal structures 192 8 Design for optimum body-structural and running-gear performance efficiency 199 8.1 Introduction 199 8.2 Structural package and elements 200 8.3 ‘Punt’-type structures 209 8.4 Optimizing substructures and individual elements 211 8.5 Designing against fatigue 217 8.6 Finite-element analysis (FEA) 218 8.7 Case study of FEA for EVs and structural analysis assemblies 223 8.8 Running gear design for optimum performance and lightweight 223 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 Preface vii Preface The stage is now reached when the transition from low-volume to high-volume manufacture of fuel cells is imminent and after an intense period of value engineering, suppliers are moving towards affordable stacks for automotive propulsion purposes. Since this book went to press, the automotive application of fuel cells for pilot-production vehicles has proceeded apace, with Daewoo, as an example, investing $5.9 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 advance with version 3 of its FCX fuel-cell vehicle, using a Ballard cell-stack and an ultracapacitor to boost acceleration. Its electric motor now weighs 25% less and develops 25% more power and start-up time has been reduced from 10 minutes to 10 seconds. Ballard have introduced the Mk900 fuel cell now developing 75 kW (50% up on the preceding model). Weight has decreased and power density increased, each by 30%, while size has dropped by 50%. The factory is to produce this stack in much higher volumes than its predecessor. While GM are following the environmentally-unfriendly route of reformed gasoline for obtaining hydrogen fuel, Daimler Chrysler are plumping for the methanol route, with the future option of fuel production from renewables; they are now heading for a market entry with this technology, according to press reports. A 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 now become a methanol-powered fuel cell vehicle suitable for normal practical use. The environmentally friendly vehicle reaches speeds of more than 150 kilometres per hour and the entire fuel cell drive system – including the methanol reformer – has been installed in the underbody of a Mercedes- Benz A-Class for the very first time. The vehicle therefore provides about as much space as a conventional A-Class. Since the NECAR 3 phase, in 1997, the engineers have succeeded in reducing the size of the system by half and fitting it within the sandwich floor. At the same time, they have managed to reduce the weight of the system, and therefore the weight of the car, by about 300 kg. While NECAR 3 required two fuel cell stacks to generate 50 kW of electric power, a single stack now delivers 75 kW in NECAR 5. And although the NECAR 5 experimental vehicle is heavier than a conventional car, it utilizes energy from its fuel over 25% more efficiently. The development engineers have also used more economical materials, to lower production cost. Methanol ‘fuel’ could be sold through a network of filling stations similar to the ones we use today. The exhaust emissions from ‘methanolized’ hydrogen fuel cell vehicles are very much lower than from even the best internal combustion engines. The use of methanol-powered fuel-cell vehicles could reduce carbon-dioxide emissions by about a third and smog-causing emissions to nearly zero. Methanol can either be produced as a renewable energy source from biomass or from Preface-a.pm6 7 21-04-01, 1:53 PM viii Preface natural gas, which is often burned off as a waste product of petroleum production and is still available in many regions around the world. To quote D-C board members, ‘there have already been two oil crises; we are obligated to prevent a third one,’ says Jürgen E. Schrempp, Chairman of the Board Of Management of DaimlerChrysler. ‘The fuel-cell offers a realistic opportunity to supplement the ‘petroleum monoculture’ over the long term.’ The company will invest about DM 2 billion (over $ 1 billion) to develop the new drive system from the first prototype to the point of mass production. In the past six years the company has already equipped and presented 16 passenger cars, vans and buses with fuel cell drives–more than the total of all its competitors worldwide. Professor Klaus-Dieter Vöhringer, member of the Board of Management with responsibility for research and technology, predicts the fuel cell will be introduced into vehicles in several stages ‘In 2002, the company will deliver the first city buses with fuel cells, followed in 2004 by the first passenger cars.’ 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 Motors has also made very substantial investments with the same objective. There is also very considerable interest throughout the world by smaller high-technology companies who can use their knowledge base to successfully enter the automotive market with innovative and specialist-application solutions. 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 well as electric-drive technology and EV layouts for its main-stream educational readership.
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