INTRODUCTION

A solar vehicle is an electric vehicle powered completely or significantly by direct solar energy.
Usually, photovoltaic (PV) cells contained in solar panels convert the sun's energy directly into
electric energy. The term "solar vehicle" usually implies that solar energy is used to power all
or part of a vehicle's propulsion.

Electric vehicles are already doing exceedingly well as an alternate of vehicles run on fossil
fuels but if we notice that eighty percent of electricity is currently produced by thermal power
plants which uses coal to generate electricity so indirectly we are again exhausting our fossil
fuels and we need an alternate source for electricity production which is renewable reliable and
available in huge amounts. Solar energy is that best source which can be harnessed and can be
used as a perfect alternate.

1.1 Objective

With current technologies available in market we can only harness an average of 30% and rest
of it get and wasted. Our aim is firstly to use this harnessed energy effectively for making a
vehicle which can be used as a conventional vehicle and can stand as an alternate for
conventional vehicle. Secondly making an improvement in amount of harnessed energy.

1.2 Electric solar vehicle

Electric solar vehicle is a vehicle which is used to harness solar energy of the sun and then this
solar energy is then stored in batteries so that excess energy can be stored at the day time and
after the sunset when sun is not available this excess energy can further be used.

1.3 Scope of study

The study focuses on design, development and fabrication of a cost effective electric solar
vehicle accessible to almost everyone.

There are certain aims of this study

1. Analysing the current market situation and opportunities.

2. Estimating a budget within which all the works are to be done
3. Identifying the constraints and performing the work accordingly
4. Defining the methods and processes which are best suitable and available.

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 REVIEW OF LITERATURE

The first combination of photovoltaic devices and electric vehicles happened in the late 1970’s.
Pressured by the oil crisis, engineers and environmentalists began looking for alternative
energy sources and eventually turned to solar. To generate more publicity and research interest
in solar powered transportation, Hans Tholstrup organized a 1,865mi (3,000km) race across
the Australian outback in 1987. Called the World Solar Challenge (WSC), competitors were
invited from industry research groups and top universities around the globe. General Motors
(GM) won the event by a large margin, achieving speeds over 40 mph with their Sunraycer
vehicle.

The greatest advance in solar vehicles over the last few decades is due to improvements in
battery technology. Early vehicles used lead-acid batteries; a chemistry still found in most
combustion engine vehicles. Though this type of battery is inexpensive and easy to manage,
lead-acid cells can represent nearly half the weight of a typical solar vehicle. Improvements in
technology led to the use of nickel-metal hydride (NiMH) and nickel-cadmium (NiCad)
batteries which have better power to weight ratios than lead-acid batteries. The surface of solar
panels on a car is limited, with respect to most stationary applications. Itis therefore important
to maximize their power extraction, by analysing and solving the problems that could reduce
their efficiency. Part of these aspects are common to the stationary plants also, but some of
them are quite specific of automotive applications. For example, the need of connecting cells
of different types (technology as well as electrical and manufacturing characteristics) within
the same array usually leads to mismatching conditions. This may be the case of using standard
photovoltaic cells for the roof and transparent ones, in place of glasses, connected in series.
Again, even small differences among the angles of incidence of the solar radiation concerning
different cells/panels that compose the panel/string may cause a mis matching effect that
greatly affects the resulting photovoltaic generator overall efficiency. Such reduction may
become more significant at high cell temperatures, with a de-rating of about 0.5%/°C for
crystalline cells and about 0.2%/°C for amorphous silicon cells (Gregg, 2005). A solar cell is
an electronic device which can use photovoltaic (PV) effect to directly convert sunlight into
electricity. Light shining the solar cell will produce both a voltage and a current to generate
electric power. A typical schematic diagram of silicon solar cell is shown in Fig. 1. PV energy
conversion in solar cells consists of two essential steps. First, a material in which the absorption
of light generates an electron-hole pair is required. The electron and hole are then separated by

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the structure of the device electrons to the negative electrode and holes to the positive electrode
thus generating electrical power.

Fig 0.1 Typical Diagram of Solar cell

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 CONSTRAINTS

Dimensions according to rulebook for adventure class: -

• Maximum length – 100 inches

• Maximum width – 60 inches

• Maximum height – 60 inches

Minimum ground clearance from lowermost part must be 6 inches

Weight should not exceed 180 kg

Wheel diameter must be between 12 to 14 inches

Tread width must be between 3.54 to 6.5 inches

Minimum wheelbase must be 60 inches

Must have 4 wheels

Seamless tube of circular cross section must be used of minimum outer diameter of 1inch and
maximum of 2 inches with minimum wall thickness of 1mm.

Must have two jack points one in front and other in rear painted with orange colour.

Must have two hitch point one in front and one in rear painted with yellow colour.

Main roll hoop should be single piece of uncut pipe. Main Hoop must extend from the lowest
frame member on one side of the frame, up, over and down to the lowest Frame Member on
the other side of the frame, also tip of the hoop should be at least 4 inches above from driver’s
helmet.

Front Hoop must be constructed of closed section metal tubing, Front Hoop must extend from
the lowest Frame Member on one side of the frame, up, over and down to the lowest frame
Member on the other side of the frame. Front Hoop must not be more than 250 mms (9.8 inches)
forward of the steering. Inside view, no part of the Front Hoop can be inclined at more than
twenty degrees (20°) from the vertical.

Main Hoop must be supported by two braces extending in the forward or rearward direction on
both the left and right sides of the Main Hoop. Main Hoop braces must be attached as near as
possible to the top of the Main Hoop but not more than 160 mm (6.3 in) below the top-most

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surface of the Main Hoop. The included angle formed by the Main Hoop and the Main Hoop
braces must be at least thirty degrees (30°).

Front Hoop must be supported by two braces extending in the forward direction on both the
left and right sides of the Front Hoop. The Front Hoop braces must be attached as near as
possible to the top of the Front Hoop but not more than 50.8 mm (2 in) below the top-most
surface of the Front Hoop on both the left and right sides of the Front Hoop.

There should be impact bumper on front and rear of the vehicle. It should be rigid and strong,
bumper must start from the base of the chassis, and it should be in vehicle impact zone i.e.
300mm from the ground, it should be made up of proper crushable material.

The Side Impact Structure for tube frame must be comprised of at least three tubulars members,
the location of these 3 tubes should be within 300-350 mm from the ground, the upper side
impact member must connect main roll hoop and front roll hoop, the lower side impact member
must connect the lower part of the main roll hoop to the lower part of front roll hoop, the
diagonal member must connect the diagonal nodes of the upper side impact member and lower
side impact member.

Members should be properly triangulated.

Driver’s ergonomic ease should be considered in the design.

The foot point of the occupant must be below Hip-point.

The steering wheel should be below shoulder line and above abdomen of the driver.

The angle between each occupant’s shoulders, hips and knees must be more than 90°.

The driver’s back should be at least 2 inches away from roll hoop.

Following constraints are kept in mind while designing the steering for the vehicle

3.1 Steering Constraints

Minimum Steering Wheel Diameter 10 inches

Minimum Steering Wheel Diameter 7 degrees

Minimum Steering Wheel Diameter 180 kg

Mandatory Steering Type Rack and pinion

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Apart from the above factors, restrictions regarding wheelbase, track width, wheel size have
been given sufficient importance while designing the steering system.

3.2 Braking Constraints

3.2.1 Brake Types: -

(I) It must have two independent hydraulic circuits such that in the case of a leak or failure at
any point, effective braking power is maintained on at least two (2) wheels. Each hydraulic
circuit must have its own fluid reserve, either by the use of separate reservoirs or by the use of
a dammed, OEM-style reservoir.

(II) "Brake-by-wire" systems are prohibited.

(III) The brake pedal shall be designed to withstand a force of 2000 N without any failure of
the brake system or pedal box. This may be tested by pressing the pedal with the maximum
force that can be exerted by any official when seated.

(IV) The vehicle should not yaw more than30 degrees under braking.

3.2.2 Brake Pedal: -

(I) The brake pedal must be fabricated from steel or aluminum or machined from steel,
aluminum.

(II) Pedal should only be operated from driver’s foot and no usage of hand operated levers for
braking mechanism is allowed.

(III) Fluctuating Brake pedal mounting is not permitted

3.2.3 Brake-Over-Travel-Switch: -

(I) A brake pedal over-travel switch must be installed on the car as part of the shutdown system
and wired in series with the shutdown buttons.

(II) Break over-travel switch must be a single point, single throw.

(III) Only push type of brake over travel switch is allowed.

3.2.4 Brake Light: -

(I) The car must be equipped with two red colored brake lights, each of them must have
minimum 5-inch(127mm) length and 3inch (76) width.

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(II) The brake light itself must be rectangular, triangular or near round shape.

(III) Each brake light must be clearly visible from the rear in very bright sunlight.

(IV) Brake light should also function even when vehicle is killed-off.

3.3 Suspension Constraints

1. Use of Suspension system is mandatory on all wheels.

2. The car must be equipped with a fully operational suspension system with shock absorbers.
That can work on an off-road terrain also.

3. The judges reserve the right to disqualify cars which do not represent a serious attempt of an
operational suspension system or which demonstrate handling inappropriate for a qualifying
circuit.

4. All suspension mounting point must be visible at Technical Inspection, either by direct view
or by removing any covers.

5. Wishbone/ A-Arm must be of the Seamless tube.

6. The suspension used must have a minimum of 4inch (101.6 mm) of travel, i.e. 2inch
(50.8mm) jounce and 2 inches (50.8 mm) rebound.

7. For fastening lock nut or else safety wire should be used.

8. At least 2-3 thread should be visible after fastening.

3.4 Transmission Constraints

According to the constraint of rulebook

1. Any type of drive train is used.

2. Use of rear wheel drive.

3.5 Motor Constraints

• Maximum operating voltage should not exceed 60 Volts DC.

• 1500 Watt (minimum) to 2250 Watt (maximum).

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3.6 Motor Controller Constraints

We have using a 48V(min) and 60V(max) BLDC motor controller for fulfil the requirement of
48V BLDC motor. Motor controller is completely capable to work with 20MJ battery.

Load Consideration:

Motor: 2000 watt, 48V (DC type)

Battery: 48V, 104Ah (20MJ)

3.7 Solar Panel Constraints

We have followed the Rule Book Constraints regarding the solar panel selection, dimension
etc.

• We have purchased a completely prepared Flexible solar panels from the market.

• We have kept the point into consideration that the solar panels dimensions do not exceed the
vehicle dimensions and there are no any overhanging solar panels.

• Proper Charge Controller is being installed in order to charge the Batteries directly from the
solar panels and to ensure that the fluctuating DC current from the solar panels do not reach
the Batteries directly.

• We have not placed the solar panels on the roof or over the head of the driver and the position
of the solar panels are not above the shoulder line of the driver.

• We have ensured that the position of the Solar Panels does not restrict the driver’s egress and
ingress.

• The solar panels are installed in such a manner that proper inspection of the interior system
is possible.

3.8 Wiring Constraints

1. All parts especially live wires, contacts, etc. of the electrical system need to be isolated by
non-conductive material, protected from being touched.

2. Teams must provide double layered insulation; it can be done by reinforced insulation of
single layered insulation wires. Inside this reinforced insulation, bundles of wire.

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3. All wires, connectors and electronics modules (such as MPPTs) which remain at high voltage
must be double insulated.

4. All parts belonging to the tractive system including conduit, cables, and wiring must be
contained within the Surface Envelope of the Vehicle such that they are protected in case of a
crash or rollover situation.

5. Electrical wiring should be properly done and it should not disturb the ergonomics of the
driver or entangle with any parts of the driver.

6. Loosely hanging of wires must be avoided.

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 DESIGN REPORT

4.1 CHASSIS DESIGN

4.1.1 Vehicle Dimension

• Wheelbase – 66 inches
• Front Track Width - 52 inches
• Rear Track Width – 48 inches
• Length of chassis – 88.85 inches
• Width of chassis – 32.98 inches
• Weight of chassis – 34.65 Kg
• Overall Length of Vehicle – 97.79 inches
• Overall Width of Vehicle – 59 inches
4.1.2 Material Selection

Material of chassis is chosen by considering parameters like density, price, ductility,

compressive strength, tensile strength, weld ability etc. The methodology of material selection
was inspired from Ashby plot. Materials are classified according to our parameters and then
shortlisted on further constraints like availability and price. Main parameter was tensile &
compressive strength and density of material which will allow us to manufacture a safe and
light weight chassis.

AISI 4130 Steel, normalized at 870°C (1600°F) is chosen as it is light in weight and has a high
tensile strength compared to other material constrained by availability and cost, because of its
tensile strength it gives us freedom to use less members in chassis which results in less weight
of chassis.

Properties Metric Value

Density 7.85 g/cc

Tensile Strength, Yield 435 MPa

Tensile Strength, Ultimate 670 MPa

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4.1.3 Methodology

Chassis is divided into 3 segments, first is cockpit for driver to sit, second is to house drive
train and batteries which is separated by fire wall, third component is a crush zone in front of
driver cockpit to withstand the forces developed in front impact. Our chassis is a spaceframe
chassis so, it is considered as a truss, so we applied truss calculation to find out the minimum
cross section of the pipe. We have chosen 1-inch diameter and 1.65 mm wall thickness for
pipes for chassis. This combination of material and pipe diameter will make our chassis safe
and rigid enough to support and withstand the load. After it we found out the suspension
mounting points in chassis and started drafted sketching. Then transmission and electrical
department has finalized the mounting points of drive train so chassis is built according to their
requirements. Then driver’s cockpit and front zone is designed for safety, at last body panels
were designed to house the required numbers of panels in the chassis. Extra members are added
to chassis to hold the body panels which in not the part of chassis and considered as supporting
members. Rulebook constraints are followed in designing the chassis.

Chassis is designed using DASSAULT SYSTEMS SOLIDWORKS 2018 and body panels is
designed on AUTODESK FUSION 360.

4.1.4 Role Cage Analysis

Analysis is performed in ANSYS WORKBENCH19.2

Fig. 1.1 Front Impact Fig. 1.2

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 Fig. 1.3 Rear Impact Fig. 1.4

Fig. 1.5 Side Impact Fig. 1.6

Fig. 1.7 Side Impact Factor of Safety Fig. 1.8

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 Fig. 1.9 Rear Impact Factor of safety Fig. 1.10

Fig. 1.11 Front Impact Factor of safety Fig. 1.12

Fig. 1.13 Isometric view of vehicle with body

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4.1.5 Chassis Calculation

Impact Load Calculations: -

We have taken combined mass of driver and vehicle is equal to 220 Kg, initial velocity is 60
kmph and time of impact is taken 0.3 sec referenced from real life collision time and cross
referenced from research papers.

Force = mass * Acceleration = mass * final

velocity – initial velocity/ time = 220kg *

16.66m/s/ 0.3s

 Force on impact = 12217 N

Alternatively, the force can be verified from work-energy equation,

Force* Distance=1/2 *mass*velocity2

A force equivalent to 5.65 G has been applied to chassis. Boundary Conditions –Rear
Suspensions mounting were fixed in front impact test; Front Suspensions mountings were fixed
in rear impact test and same side of front & rear suspension mountings were fixed on side
impact test.

Chassis has withstood a load of 5.65 G and has minimum amount of deformation which was
under limit and also has Factor of safety very high which implies our chassis can take much
larger force and thus we have fulfilled our aim for a safe chassis.

Modifications are being made to reduce weight of chassis; we are currently optimizing our
chassis for further better results.

Force on impact = 12217 N

Alternatively, the force can be verified from work-energy equation,

Force* Distance=1/2 *mass*velocity2

A force equivalent to 5.65 G has been applied to chassis. Boundary Conditions –Rear
Suspensions mounting were fixed in front impact test; Front Suspensions mountings were fixed
in rear impact test and same side of front & rear suspension mountings were fixed on side
impact test.

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Chassis has withstood a load of 5.65 G and has minimum amount of deformation which was
under limit and also has Factor of safety very high which implies our chassis can take much
larger force and thus we have fulfilled our aim for a safe chassis.

Modifications are being made to reduce weight of chassis; we are currently optimizing our
chassis for further better results.

4.2 STEERING DESIGN

4.2.1 Introduction

The design of steering system has an influence on the directional response behavior of a solar
vehicle. The main purpose of the steering system is to provide directional output as per the
requirements and inputs of driver. At the same time, the steering system should not compromise
with driver's comfort and safety.

4.2.2 Working Principle

since the rack and pinion steering system is mandatory according to the rulebook, the working
of the steering system is based on the principle of motion transmitted with the help of gears.
The rotating motion provided by the driver to the steering wheel will be converted into the
sliding motion of rack with the help of pinion which will eventually rotate the wheels in the
desired direction with the help of tie rods, steering arms and other components.

4.2.3 Steering Geometry

Ackermann steering geometry is selected for the steering system which enables the vehicle to
turn about a common point without skidding. The Ackermann geometry turns the inner wheel
more than the outer wheel. As per the constraints of rulebook and requirements of the vehicle
and keeping in mind the maximum speed of vehicle, the Ackermann geometry will provide
proper maneuvering of the vehicle.

4.2.4 Design of Consideration

Camber: - A negative camber of 2 degrees will be provided as it will help the vehicle in turning
and will also produce more grip.

Castor: - A positive caster of 4 degrees is set in order to give a good mix of stability and steering
feel.

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4.2.5 Dimension Parameters

Following are the dimensional parameters of the components of steering system: -

Steering Wheel 10 inches

Steering Column 27 inch*1 inches

Knuckle 4 inch*6 inches*3.5 inch

Tie Rod 11 inch*0.75 inches

Ball Joint 3 inches

4.2.6 Component Selection

1. Steering wheel
2. Rack and pinion
3. Tie rods
4. Steering arms
5. Ball joint
6. Knuckle assembly
7. Universal joint
4.2.7 Steering Results

Wheel Base 1676.4 mm

Front Tyre Width 1320.8 mm

Turning Radius 2500 mm

Inner Wheel Angle 44.54°

Outer Wheel Angle 29.51°

Steering Ratio 6:1

Lock to Lock Angle 44.6°

Steering Effort 15 N

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 Fig 2.1 Steering Assembly Fig 2.2 Rack and Pinion

4.3 BRAKING SYSTEM DESIGN

4.3.1 Introduction
The main function of the braking system is to decelerate or stop the vehicle safely as well as
effectively. To accomplish this function, we used Disc brake for our vehicle. When the brake
pedal is pressed, a connected lever pushes a piston into the master cylinder, which is filled with
hydraulic fluid. The force is transmitted hydraulically to the brake pads in the caliper to press
the rotor.

In braking system two disc at the front wheel and two discs at rear wheel is used to decelerate
or stop vehicle. The brake pedal and the master cylinder are mounted near the steering column.

4.3.2 Working Principle

A disk brake works on the principle of Pascal’s Law/Principle of transmission of fluid pressure.
When a brake lever or pedal is pressed, the push rod which is connected to lever or pedal and
master cylinder piston pushes the master cylinder piston. This movement allows the master
cylinder piston to slide and push the return spring inside the bore of master cylinder, which
generates pressure in reservoir tank. At this moment a primary seal allows the brake fluid of
reservoir tank to flow over it into the brake hosepipes. A secondary seal ensures that the brake
fluid does not go other side. Then the fluid enters in to cylinder bore of caliper assembly via
brake hosepipes and pushes the caliper piston or pistons. At this time the piston ring moves in

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rolling shape with piston. Then the caliper piston pushes brake pad. This movement causes
brake pads to stick with brake disc which creates friction and stops the brake disc/rotor to rotate.

4.3.3 Assumptions

• Total Weight of vehicle =220

• Weigh distribution =40:60

• Wheel base=1.73m

• Clearance=7inch

• Rear track=1.21m

• Front track=1.32m

• Stopping distance is 7m

• FP=300N, M=5:1, Bore of master cylinder(b)=19.05mm

• Dd=190mm, Dw=14 inches

• Maximum speed is 60 km/h

4.3.4 Braking Components

SL NO. Components Quantity

1 Brake Rotor 4
2 Brake Line 4
3 Brake Calipers 4
4 Brake Paddle 1
5 Brake Light 1
6 Brake House 4
7 Brake Fluid 250ml
8 Brake Switch 1
9 Master Cylinder 1

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4.3.5 Braking System Results

1 Brake force at front axle 777.2 N

2 Brake force at rear axle 407 N
3 Deceleration 6.75 m/s^2
4 Stopping time 1.44 s
5 Torque at front axle 64.17 Nm
6 Torque at rear axle 58.44 Nm
7 Rotor diameter 190 mm
8 Diameter of caliper piston 27.48 mm
9 Brake line pressure 5265403 N
10 Pedal ratio 5
11 Static axle load at front (with driver) 88
12 Static axle load at rear 132
(with driver)
13 Weight distribution at front axle during braking 129.43
14 Weight distribution at rear axle during braking 90.57
15 Brake force applied by driver 300 N

4.4 SUSPENSION DESIGN

4.4.1 Introduction
Suspension system is the term given to the system of springs, shock absorbers and linkages that
connect a vehicle to its wheels. When a tire hits an obstruction, there is a reaction force and the
suspension system try to reduce this force. The size of this reaction force depends on the
Unsprang mass at each wheel assembly. In general, the larger the ratio of sprung weight to
unsprang weight, the less the body and vehicle occupants are affected by bumps, dips, and
other surface imperfections such as small bridges. A large sprung weight to unsprang weight
ratio can also impact vehicle control. Double Wishbone Suspension System consists of two
lateral control arms (upper arm and lower arm) usually of unequal length along with a coil over
spring and shock absorber. It is popular as front suspension mostly used in rear wheel drive

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vehicles. Design of the geometry of double wishbone suspension system along with design of
spring plays a very important role in maintaining the stability of the vehicle.

The upper arm is usually shorter to induce negative camber as the suspension jounces (rises),
and often this arrangement is titled an "SLA” or Short Long Arms suspension. When the
vehicle is in a turn, body roll results in positive camber gain on the lightly loaded inside wheel,
while the heavily loaded outer wheel gains negative camber. The Four bar link mechanism
formed by the unequal arm lengths causes a change in the camber of the vehicle as it rolls,
which helps to keep the contact patch square on the ground, increasing the ultimate cornering
capacity of the vehicle. It also reduces the wear of the outer edge of the tire.

4.4.2 Design
Advantages of helical spring:

• Easy to manufacture & High reliability

• Deflection of spring is linearly

• Proportional to the force acting on the spring

• Less expensive than others type of spring

• Type of spring: Helical spring

1) Front spring
Angle of inclination of the strut = 60 (from horizontal)

Point of attachment of strut = 8” (203.2mm)

from chassis end (from suspension geometry)

Reaction force acting from the ground on

the wheel = (Mass per wheel * 9.81) N = (44kg * 9.81) N = 431.64N

Horizontal distance of reaction force from hinge point = 14” (355.6mm) from

suspension geometry Horizontal distance of strut attachment point from hinge point = 7.93”
(201.42mm)

By taking moment about hinge points: 431.64 * 14.00 = Spring Force * 7.93

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Spring Force = 762.03 N

Considering the dynamic factor, Dynamic force acting on the spring

=2286.11 N

According to the rulebook, it is concluded that the minimum spring travel should be approx.
4” (101.6 mm) Hence, Required Spring Stiffness

=Dynamic Spring Force / Spring Deflection

= 2286.11/ 101.6

= 22.50N /mm ≈ 23N/mm

2) Rear spring
Angle of inclination of the strut = 80 (from horizontal)

Point of attachment of strut = 5.5” (139.7 mm) from chassis end

(from suspension geometry)

Reaction force acting from the ground on the wheel

= (Mass per wheel * 9.81) N

= (66 kg * 9.81) N

= 647.46 N

Horizontal distance of reaction force from hinge point =12.5” (317.5mm)

(from suspension geometry)

Horizontal distance of strut attachment

point from hinge point = 7.5” (190.5mm)

By taking moment about hinge points:

647.46 *12.5= Spring Force *7.5

Spring Force = 1124.1N

Considering the dynamic factor,

Dynamic force acting on the spring = 3372.3 N

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According to the rulebook, it is concluded that the minimum spring travel should be approx.
4” (101.6 mm) Hence, Required Spring Stiffness
=Dynamic Spring Force / Spring Deflection
= 3372.3/ 101.6
= 33.19N /mm ≈ 33N/mm
From above calculation we get:
Stiffness = 33N/mm
Maximum spring force = 1124.1 N
Material: Oil hardened steel wire of Grade-4
[3]
Ultimate tensile strength = 1100N/mm2
Modulus of rigidity= 81370 N/mm2
According to Indian Standard 4454-1981,
Shear stress=0.5*Ultimate tensile strength
Shear stress (τ)=550N/mm2
Taking spring index (C) =8
By wahl’s factor K=4C-1/4C-4+ 0.615/C=1.184
So, τ= K (8PC/πd2)
Wire diameter (d) =6.452≈ 6.4mm
Mean coil diameter (D) = C*d = 51mm
No. of active coils (N):
δ =8PD3N/Gd4
N=11.62≈12 coils
Assuming that the spring has square and
ground ends Nt = N+2 =14 coils
Solid length of spring = Nt*d = 89.6mm
Total axial gap = (Nt – 1)*1 =13mm
Free length = (Solid length + Gap + δ) =204.2mm
Pitch of coil = 15.7mm

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4.4.3 Suspension System Result
Material Grade 4 oil hardened Stiffness 33N/m
spring steel

Wire diameter 6.4 Toe 0°

Mean coil Diameter 51 Caster +4°

Total number of turn 14 Camber -2°

Free length of spring 204.2 Kingpin 0

inclination
Pitch of coil 15.7 Wheel base 1676.4

Solid length 89.6 Track width 1320.8 mm

(Front & Rear) 1219.2 mm

4.5 TRANSMISSION DESIGN REPORT

4.5.1 Introduction
Our main aim to build a low weight vehicle so keeping that in mind our transmission system
should be small and light weight. According to the different rounds in competition and our
calculations we are using a wet type differential which is directly connected to motor with the
help of belt. The power from differential is directly supply to wheel with the help of axles. For
different rounds we are using different gear ratio to balance the torque and rpm.

4.5.2 Working Principle

Motor power is directly given to the differential with the help of belt we are using the pulleys
to transmit.

Differential divided the torque and rpm to the wheels according to their need at cornering and
straight path.

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4.5.3 Force Consideration
In our calculation part we consider different forces which are apply on vehicle in static or
dynamic condition.

For example, rolling resistive force, air drag, grade resistance, Accelerating force etc. These all
are resistive forces so we have to overcome these forces from our transmission system.
According to these forces our motor selection and gear ratio of system are choose.

4.5.4 Design Consideration

Keeping the design in mind we have to choose the size of differential, belt and pulleys so we
can assemble in the given space. Differential size is chosen according to our wheel base and
gear ratio of 5:1 so we can transmit the enough torque to accelerate the vehicle.

4.5.5 Component Consideration

1. Pulleys: It is selected on basis of motor torque. Diameter 4inch.

2. Belt: Belt size comes from calculation. We are using a plane metallic belt. So, friction is
less.

3. Differential: Size and required gear ratio (5:1).

4. Axle: Acc. to load and torque variation.

5. Tire: 13-inch wheel to transmit more torque.

4.5.6 Transmission System Result

POWER, torque required to move vehicle, accelerating torque, rpm and other calculative data
is given in the tabulation and the design of transmission according to different parameter all
the components are selected.

Diameter of driver pulley = 76.2mm

Input torque = 7N.m
Output torque = 35N.m
Input rpm = 3600RPM
Output rpm = 720RPM
Power at wheel = 2640watt

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Diameter of driven pulley = 152.4mm
Gear Ratio = 5:1
Drag Force = 61N
Acceleration = 1m/sec2
Accelerating torque = 36.3N.m
Accelerating force = 10.731N
4.6 MOTOR DESIGN REPORT
4.6.1 Introduction
Motor is the power house of the electric solar vehicle. It is the sole propeller of car, our aim is
to choose best for our vehicle which maintain a balance between less energy usage, maintain a
high acceleration and best in class range.

4.6.2 Working Principle

Typical brushless DC motors use one or more permanent magnets in the rotor and
electromagnets on the motor housing for the stator. A motor controller converts DC to AC.
This design is mechanically simpler than that of brushed motors because it eliminates the
complication of transferring power from outside the motor to the spinning rotor. The motor
controller can sense the rotor's position via Hall effect sensors or similar devices and can
precisely control the timing, phase, etc., of the current in the rotor coils to optimize torque,
conserve power, regulate speed, and even apply some braking. Advantages of brushless motors
include long life span, little or no maintenance, and high efficiency. Disadvantages include
high initial cost, and more complicated motor speed controllers. Some such brushless motors
are sometimes referred to as "synchronous motors" although they have no external power
supply to be synchronized with, as would be the case with normal AC synchronous motors.

4.6.3 Load Consideration

• We have to charge a battery pack of 48 V, 80 Ah battery.
• Total weight of vehicle with driver: 220kg
• Diameter of wheel: 13inch
• Top speed of vehicle: 60kmph
• Differential ratio = 5:1
4.6.4 Design Consideration

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DC Motor is to be used in our vehicle as DC motors are self-starting and require no external
help whereas AC motors require effective starting equipment to start operation.

4.6.5 Calculation

Mass = 220 kg

Acceleration = velocity / time= 16.66m/s / s = 1m/s2

Force required = 220 kg * 1m/s2 = 220 N

Torque on wheels = force required* wheel radius = 220 N * 0.165 m = 36.3 Nm

Differential Ratio = 5

So, torque required by motor = 36.3 / 5 = 7.26

Power of motor required = n(RPM) * Torque / 9550 = 3600 * 7.26 / 9550 = 2.63 KW

4.6.6 Motor Design Result

To achieve desire acceleration and speed we need 2.6 KW motor but due to constraint of
rulebook we decided for 2 KW Motor of 48 volts.

4.6.7 Motor Controller Result

A motor controller of 2000 Watt 48 volt and 45 Ampere are to be used in vehicle.

Fig. 6.1 Motor Controller

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 Fig. 6.2 Circuit design of motor controller

4.7 MOTOR CONTROLLER DESIGN

4.7.1 Introduction

Motor controller is work as driver for motor. For controlling BLDC (Brushless Direct Current)
motors we need a proper controller which is effective to:

1. Control the speed of motor

2. Maintain the starting torque

3. measure motor’s health

4. Sense the motor temperature

A typical controller contains 3 bi-directional outputs (i.e., frequency controlled three phase
output), which are controlled by a logic circuit. Simple controllers employ comparators to
determine when the output phase should be advanced, while more advanced controllers employ
a microcontroller to manage acceleration, control speed and fine-tune efficiency.

4.7.2 Working Principle

The most common configuration for sequentially applying current to a three-phase BLDC
motor is to use three pairs of power MOSFETs arranged in a bridge structure, as shown in
Figure 2. Each pair governs the switching of one phase of the motor. In a typical arrangement,
the high-side MOSFETs are controlled using pulse-width modulation (PWM) which converts
the input DC voltage into a modulated driving voltage. The use of PWM allows the start-up

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current to be limited and offers precise control over speed and torque. The PWM frequency is
a trade-off between the switching losses that occur at high frequencies and the ripple currents
that occur at low frequencies, and which in extreme cases, can damage the motor. Typically,
designers use a PWM frequency of at least an order of magnitude higher than the maximum
motor rotation speed.

There are three control schemes for electronic commutation: trapezoidal, sinusoidal and field
oriented control. The trapezoidal technique (described in the example below) is the simplest.
At each step, two windings are energized (one “high” and one “low”) while the other winding
floats. The downside of the trapezoidal method is that this ‘stepped’ commutation causes the
torque to ‘ripple’, especially at low speeds.

Sinusoidal control is more complex, but it reduces torque ripple. During this control regime,
all three coils remain energized with the driving current in each of them varying sinusoidal at
120° from each other. The result is a much smoother power delivery compared with the
trapezoidal technique.

Field-oriented control relies on measuring and adjusting stator currents so that the angle
between the rotor and stator flux is always 90°. This technique is more efficient at high speeds
than the sinusoidal method and gives better performance during dynamic load changes
compared to all other techniques. There is virtually no torque ripple, and smoother, accurate
motor control can be achieved at both low and high speeds.

4.8 SOLAR PANEL DESIGN REPORT

4.8.1 Introduction

In the present era where Global Warming and availability of Non-Renewable resources are
major concern, most of the automobile companies are stepping forward to develop vehicles by
utilizing the renewable resources available on the earth and Solar Vehicles is one the major
step taken forward. In the process of developing a solar car, proper selection of Solar Panels
plays a major role. As per the demand of the competition, we have selected Flexible Solar
Panels to meet the requirement of a light weight vehicle which can run faster with great
stability. In this report we have covered all the major parameters regarding the solar panel
selection and specifications.

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4.8.2 Working Principle

Based on the principle of photovoltaic effect, solar cells or photovoltaic cells are made. They
convert sunlight into Direct Current electricity. But a single photovoltaic cell does not produce
enough amount of electricity. Therefore, a number of photovoltaic cells are mounted on a
supporting frame and are electrically connected to each other to form a photovoltaic module or
solar panel.

Our working principle is that, we have selected solar panels to give enough power supply to
the motor directly and also to charge the battery pack while the car is in running condition as
well as stationary.

The effect of temperature on solar panel efficiency:

The laws of thermodynamics tell us that with increased heat comes decreased power output,
and this applies to solar panels. Thus, warmer temperatures will always mean less output for
PV cells, and this loss is quantified in a “temperature coefficient” by panel manufacturers,
which varies from model to model.

It is standard practice to test solar panels for power output at 25 °C. So, if a panel is rated to
have a temperature coefficient of -0.50% per °C, that panel’s output power will decrease by a
half of a percent for every degree the temperature rises about 25 °C (77 °F).

Thin film panels are a recent market innovation, and boast a temperature coefficient rating of
between a -0.20 and -0.25. These panels have a distinct coefficient rating advantage over more
traditional monocrystalline and polycrystalline photovoltaic panels, which have a temperature
coefficient between -0.45 and -0.50.

4.8.3 Formula and Calculations

• Distance to be cover= 100km (at a speed of 55kmph)

• Time take to cover = 100/55= 1.8Hr

• Motor rating = 2000W

• Wh rating of motor= 2000X1.8 = 3600Wh

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• Ah required = 3600Wh/48V = 75Ah (we decided to use motor of 48v)

• To extend Li-Ion battery life it is better to not discharge the battery more than 80% Therefore,
75/0.8=93.75Ah

• Peukert’s number for li-Ion technology=1.1

• So, for li-ion battery = 93.75 X 1.1 =103.125Ah

4.8.4 Picture of Design, Components, And Assembly

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4.9 WIRING DIAGRAM AND ACCESSORIES DESIGN

4.9.1 Introduction
Our vehicle will be an electric vehicle therefore wires are the main source to transmit electric
power throughout the vehicle. There is many equipment which required connection through
wires therefore we planned to label all wires and use plastic pipes for housing of wires.

4.9.2 Design Consideration

All the components that require connection through wire will be provided wires of rating more
than the current flowing through components. Wire will not be in open and provided proper
housing.

ARDUINO MOTOR

RFID MODULE SOLAR PANELS

SERVO MOTOR BATTERIES

STEPPER MOTOR BUZZER

SUPER SONIC SENSOR SPEAKER

PIEZO ELECTRIC SENSOR HEAT SENSOR

MOTOR CONTROLLER HEADLIGHTS

SOLAR CONTROLLER TAIL LIGHTS

INDICATOR

4.10 BATTERY DESIGN REPORT

4.10.1 Introduction

A lithium-ion battery or Li-ion battery (abbreviated as LIB) is a type of rechargeable battery

for portable electronics, with a high energy density, tiny memory effect and low self-discharge.
LIBs are also growing popularity for military, battery electric vehicle and aerospace
applications. Lightweight, high energy density Li-ion batteries with high capacity and

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efficiency than other batteries are widely applied in diverse areas ranging from small appliances
and IT devices to power tools, energy storage systems and electric vehicles.

4.10.2 Working Principle

A lithium-ion battery or Li-ion battery (abbreviated as LIB) is a type of rechargeable battery in

which lithium ions move from the negative electrode to the positive electrode during discharge
and back when charging. Li-ion batteries use an intercalated lithium compound as one electrode
material, compared to the metallic lithium used in a non-rechargeable lithium battery.

Lithium-ion batteries are common rechargeable batteries for portable electronics, with a high
energy density, tiny memory effect and low self-discharge. LIBs are also growing in popularity
for military, battery electric vehicle and aerospace applications.

4.10.3 Formulation & Calculation

• Requirement: - Distance per charge at what speed.

• Suppose, 75km per charge at 45kmph

• Power comes out to be 2250 watt (at 45kmph)

• Now suppose in 1 hour at 45 kmph power consumption = 2250 watt

Therefore, 2250/45 = 50 Wh/km

• Now we decide to use motor of 48v

• Ah used per km = 50/48 = 1.041 Ah/km

• To calculate Ah, we have to multiply it with km

=1.041*75*1.25 (1.25 is the 20% left after drive) = 97.593 Ah

• So, for li-ion battery multiply by 1.05 = 97.593*1.05 = 102.473 Ah

4.10.4 Battery Result

Lithium ion battery of 48 volts and 104 Ah is chosen for vehicle.

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 CONCLUSION

In this project we designed an electric solar vehicle which can work on electric and solar as
well. We utilized Ansys as designing software for the purpose of design.

We completed our project according the current norms for electrical vehicle and also optimized
our design for so that design can also be used commercially.

We learned about the process of designing an electric vehicle, material selection, part selection
design optimization and fabrication of a vehicle also we noted that with current pace of
improvisation, market competition and new technologies conventional vehicles can be replaced
by electric solar vehicle for saving our depleting natural resources such as fossil fuels and for
saving our environment for betterment of the world.

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 REFERENCES

1. Automotive Engineering Fundamentals by Richard stone

2. Fundamentals of vehicle Dynamics by Thomas D. Gillespie
3. Tune to win by Carol Smith

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