RETROFITTING OF FUELED VEHICLE INTO ALL

ELECTRIC

By

Piyush Wadhwa (1406840120)

Riti Chawla (14068340155)
Shubhank Chauhan (1406840184)
Taruna Rana (1406840193)
Vaibhav Kaushik (1406840203)
Vibhav Vats (1406840204)
Vinay Kumar (1406840212)
Vivek Gautam (1406840220)

Department of Mechanical Engineering

Meerut Institute of Engineering & Technology
Meerut, U.P. (India)-250005

May, 2018
RETROFITTING OF FUELED VEHICLE INTO ALL
ELECTRIC
By
Piyush Wadhwa (1406840120)
Riti Chawla (14068340155)
Shubhank Chauhan (1406840184)
Taruna Rana (1406840193)
Vaibhav Kaushik (1406840203)
Vibhav Vats (1406840204)
Vinay Kumar (1406840212)
Vivek Gautam (1406840220)
Submitted to the Department of Mechanical Engineering
in partial fulfillment of the requirements
for the degree of
Bachelor of Technology
in
Mechanical Engineering

Meerut Institute of Engineering & Technology, Meerut

Dr. A.P.J. Abdul Kalam Technical University, Lucknow

May, 2018
 TABLE OF CONTENTS

DECLARATION iv
CERTIFICATE vi
ACKNOWLEDGEMENT vii
ABSTRACT ix
LIST OF TABLES x
LIST OF FIGURES xi

CHAPTER 1 INTRODUCTION 1
1.1 Introduction 1
1.2 Issues Associated 2
1.3 Solution 3
CHAPTER 2 LITERATURE REVIEW 4
2.1 Electric Powertrain 4
2.2 Motors 5
2.2.1 AC Motor 5
2.2.2 BLDC Motor 7
2.3 Controllers 8
2.4 Battery Pack 10
2.4.1 Common Battery Types 11
2.4.2 Desired Characteristics of Electric Vehicle Battery 11
CHAPTER 3 THEORETICAL AND ANALYTICAL APPROACH 14
3.1 Aerodynamic Analysis using Fluent Ansys 18.2 14
3.1.1 Objective 14
3.1.2 CFD Theory 14
3.2 Outline of CFD Process 16
3.2.1 Pre – Processing 16
3.2.2 Solver 19
3.2.3 Post – Processing 21
3.3 CFD Conclusion 22
3.4 Power and Torque Calculations 22
 3.4.1 Step 1 – Determine Rolling Resistance 23
3.4.2 Step 2 – Determine Air Drag 24
3.4.3 Step 3 – Determine Grade Resistance 24
3.4.4 Step 4 – Determine Acceleration Force 25
3.4.5 Step 5 – Determine Total Driving Resistance 26
3.4.6 Step 6 – Determine Required Torque and Power 26
3.5 Calculations 27
3.5.1 Bajaj RE Specifications 27
3.5.2 Transmission Required 28
3.6 Basic terms of Battery Performance & Characterization 29
3.7 Battery Calculations 32
CHAPTER 4 COMPONENTS SPECIFICATION AND PROJECT EXECUTION 35
4.1 Components 35
4.1.1 Product Specifications 35
4.2 Project Execution 37
4.2.1 Research 37
4.2.2 Purchasing Process 38
4.2.3 Fabrication Process 39
CHAPTER 5 RESULT AND DISCUSSION 44
5.1 Result 44
5.2 Scope 45
REFERENCES 46
 DECLARATION

I hereby declare that this submission is my own work and that, to the best of my knowledge
and belief, it contains no material previously published or written by another person nor
material which to a substantial extent has been accepted for the award of any other degree or
diploma of the university or other institute of higher learning except where due
acknowledgment has been made in the text.

Signature Signature

Name: Piyush Wadhwa Name: Ms. Riti Chawla

Roll no.: 1406840120 Roll No.: 1406840155

Date: Date:

Signature Signature

Name: Mr. Shubhank Chauhan Name: Ms. Taruna Rana

Roll no.: 1406840184 Roll no.: 1406840193

Date Date
Signature Signature

Name: Mr. Vaibhav Kaushik Name: Mr. Vibhav Vats

Roll no.: 1406840203 Roll no.:1406840204

Date Date

Signature Signature

Name: Mr. Vinay Kumar Name: Mr. Vivek Gautam

Roll no.: 1406840212 Roll no.: 1406840220

Date: Date:
 CERTIFICATE

This is to certify that Project Report entitled “Retrofitting of Fueled Vehicle into all Electric”
which is submitted by Piyush Wadhwa (1406840), Riti Chawla(14068340155),Shubhank
Chauhan(1406840184),Taruna Rana(1406840193),Vaibhav Kaushik(1406840203),Vibhav
Vats(1406840204),Vinay Kumar(1406840212),Vivek Gautam(1406840220) in partial
fulfillment of the requirement for the award of degree B.Tech in Department of Mechanical
Engineering of A.P.J Abdul Kalam Technical University, is record of the candidate own
work carried out by him under my supervision. The matter embodied in this thesis is original
and has not been submitted for the award of any other degree.

Date: Mr. Ankur Verma

Assistant Professor, Mechanical Dept.
 ACKNOWLEDGEMENT

It gives us a great sense of pleasure to present the report of the B.Tech Project undertaken
during B.Tech Final Year. We owe special debt of gratitude of Mr. Ankur Verma,
Assistant Professor in the Department of Mechanical Engineering, Meerut Institute of
Engineering & Technology, Meerut for his constant support & guidance throughout the
course of our work. His sincerity, thoroughness and perseverance has been a constant source
of inspiration for us. It is only his cognizant efforts that our endeavors have seen light of the
day.

We also take the opportunity to acknowledge the contribution of Mr. Ankur Verma,
Assistant Professor, Mechanical Department, Meerut Institute of Engineering &
Technology for his full support and assistance during the development of our project.

We also do not like to miss the opportunity to acknowledge the contribution of all faculty
members of the department for their kind assistance and cooperation during the development
of our project. Last but not the least, we acknowledge our friends for their contribution in the
completion of the project.

Signature Signature

Name: Mr. Piyush Wadhwa Name: Ms. Riti Chawla

Roll no.: 1406840120 Roll No.: 1406840155

Date: Date:

Signature Signature

Name:Mr. Shubhank Chauhan Name: Ms.Taruna Rana

Roll no.: 1406840184 Roll no.: 1406840193

Date Date
Signature Signature

Name:Mr.Vaibhav Kaushik Name: Mr. Vibhav Vats

Roll no.: 1406840203 Roll no.:1406840204

Date Date

Signature Signature

Name: Mr. Vinay Kumar Name: Mr. Vivek Gautam

Roll no.: 1406840212 Roll no.: 1406840220

Date: Date:
 ABSTRACT

“After more than 100 years, it seems that an automotive industry dominated by IC
engines is nearing an end.” As pollution is increasing at an alarming rate which leads
to the global warming, to control it preventive measures has been taken by
governments all around the world which includes a major swing for auto industry i.e.
electrification of transportation. But we feel that this is a very slow process. Like
people start buying the electric vehicles and after 20-30 years we will have all
electric transportation. Considering current pollution condition are we in a state to
wait for that long? So why not we just start converting existing vehicles first rather
than wait for big giant companies to launch their electric vehicles. We aim to provide
an optimum solution for converting a fueled vehicle into all electric and make an
effort to propel this revolution of electrification of transportation.”
 LIST OF FIGURES

Figure Page No.

1.1 A three phased approach by NITI Aayog
2.1 Powertrain of an Electric Vehicle
2.2 Classification of Motors
2.3 AC Induction Motor
2.4 BLDC Motor
2.5 Comparison between AC Induction Motor and BLDC Motor
2.6 Lithium Ion Battery
2.7 Battery Design Process
2.8 Battery Pack
3.1 Auto-Rickshaw CAD Model
3.2 Fluid Enclosure created
3.3 Generated Mesh
3.4 Coefficient of Drag (CD)
3.5 Coefficient of Lift (CL)
3.6 Velocity Contour
3.7 Pressure Contour
3.8 Velocity Streamline Flow
4.1 BLDC Motor
4.2 BLDC Controller
4.3 Washing both the Separated Bodies
4.4 Servicing of Piaggio Ape Gearbox
4.5 Coupled Motor and Gearbox
4.6 Welding the mounting Brackets
4.7 Controller connected with Motor and Throttle
 LIST OF TABLES

Table Page No.

3.1 Solver Results
3.2 Rolling Resistance Coefficient under different road conditions
3.3 Bajaj RE CNG Auto Specifications
3.4 Max. Required Power and Torque – Ideal Condition Case
3.5 Max. Required Power and Torque – Extreme Condition Case
4.1 Bajaj RE Dimensions
4.2 BLDC Motor Specifications
4.3 Controller Specifications
4.4 Battery Specifications
 CHAPTER 1
INTRODUCTION

1.1INTRODUCTION
In the late1800s, who knows a self-propelled vehicle turns out to be the change of
the era. As the years passed, the introduction of new vehicles with advanced
technology and development in automotive sector results in the increase in vehicle
utilization & fuel consumption. Now automotive mobility became the most preferred
mean of transportation worldwide and along with that, transportation is a major
source of air pollution due to the high number of vehicles that are available on the
roads today. It is one of the major contributors to greenhouse emissions in the
atmosphere. Automotive emissions are responsible for 70-85 percent of air pollution.

“After more than 100 years, it seems that an automotive industry dominated by IC
engines is nearing an end.” In US, cars release approximately 333 million tons of
carbon dioxide into the atmosphere annually, which is 20 percent of the world's total,
according to the Environmental Defense Fund. Motor vehicles also contribute 72
percent of the nitrogen oxides and 52 percent of reactive hydrocarbons. Burning
excessive amounts of fossil fuels, such as gasoline and diesel, has caused an
increase of 0.6 degrees Celsius, or 1 degree F, in global temperatures since pre-
industrial times, and this will continue to rise over the coming decades. Reducing
transportation emissions is one of the most vital steps in fighting global warming and
the solution to the transportation problem is already available and our nation needs
to shift away from fossil fuel-powered vehicle dependence towards the alternative
that is Electric Vehicles. Government incentives for plug-in hybrid electric
vehicles have been established by several national governments and local
authorities around the world as a financial incentives to plug-in electric vehicles to
consumers.
In India, government had taken an initiative towards plug-in electric vehicles. As in
January 2013, National Electric Mobility Mission Plan 2020 was unveiled. In April
2015, government launches FAME (Faster Adoption & Manufacturing of Hybrid
&Electric Vehicles) INDIA scheme offering incentives on Electric and Hybrid
Vehicles. In April 2017, at CII Annual Session 2017, Minister of State for Power and
Renewable Energy Piyush Goyal said that India is looking to have all-electric car
fleet by 2030.In November 2017, NITI Aayog releases report on electric vehicles
proposing a phased approach for EV adoption by 2032.

Fig 1.1 A three phased approach by NITI Aayog

1.2 Issues Associated

When an automotive country such as Germany is yet to reach its EV goals by 2020,
how practical do you think the Indian government's deadline of 2030 is for EVs?

It is a slow process and considering the present scenario, it is not feasible for India
to be all electric by 2030 due to-

 Lack of charging infrastructure

 Delays in introduction of new policies as India’s Electricity Act does not allow
entities other than licensed DISCOMs to sell power.
  Lack of models for consumers to choose from.
 Delays India's first electric vehicle procurement plan.

So are we in the state to wait for 25-35 years for all electric transportation?

1.3 Solution

India may be slow in embracing electric vehicles, but once it takes off, the adoption
will be fast. So, to propel this revolutionary phase change of transportation from
fueled vehicles to all electric, retrofitting concept came into existence.
Retrofitting refers to the addition of new technology or features to older systems.
Principally retrofitting describes the measures taken in the industry to allow new or
updated parts to be fitted to old or outdated assemblies.

Retrofitting of Bajaj RE auto-rickshaw is chosen especially for two reasons – Low

Cost, ease of availability and also, in our country most of the public vehicles are
auto-rickshaws and high percentage of people rely on this particular vehicle.
 CHAPTER 2
LITERATURE REVIEW

2.1 ELECTRIC POWER TRAIN

Electric power-train is so different from IC engine power train. Power source engine
is replaced with an electric motor, 5 speed gearbox is replaced with single drive
transmission and fuel tank is replaced with battery. Electric power train also reduces
many components like exhaust system, air intake system etc and with that
complexity of drive train reduces.

Major components of electric power train are:

1. Motor
2. Controller
3. Battery
4. DC-DC converter
5. Gearbox

Fig 2.1 Powertrain of electric vehicle

2.2 Motors

A motor converts supplied electrical energy into mechanical energy. Generally three
types of motors are used in electric vehicles to provide power to the wheels – AC
induction motor, BLDC motor, PM motors.

Fig 2.2 Classification of motors

2.2.1 AC Motor Construction

An AC motor has two basic electrical parts: a "stator" and a "rotor" as shown below.
The stator is in the stationary electrical component. It consists of a group of
individual electro-magnets arranged in such a way that they form a hollow cylinder,
with one pole of each magnet facing toward the center of the group. The term,
"stator" is derived from the word stationary. The stator then is the stationary part of
the AC motor. The rotor is the rotating electrical component. It also consists of a
group of electro-magnets arranged around a cylinder, with the poles facing toward
the stator poles. The rotor is located inside the stator and is mounted on the AC
motor's shaft. The term "rotor" is derived from the word rotating. The rotor then is the
rotating part of the AC motor.

The objective of these motor components is to make the rotor rotate which in turn
will rotate the motor shaft. This rotation will occur because of the previously
discussed magnetic phenomenon that unlike magnetic poles attract each other and
like poles repel. If you progressively change the polarity of the stator poles in such a
way that their combined magnetic field rotates, then the rotor will follow and rotate
with the magnetic field of the stator.

Fig 2.3 AC induction motor

2.2.2 BLDC MOTOR

Brushless DC motor may be described as electronically commuted motor which do

not have brushes. These types of motors are highly efficient in producing large
amount of torque over a vast speed range. In brushless motors, permanent magnets
rotate around a fixed armature and overcome the problem of connecting current to
the armature. Commutation with electronics has large scope of capabilities and
flexibility. They are known for smooth operation, and holding torque when stationary.

Fig 2.4 BLDC Motor

The basic principles for the brushed DC motor and for brushless DC motor are same
i.e., internal shaft position feedback. Brushless DC motor has only two basic parts:
rotor and the stator. Here, the permanent magnets are on the rotor and you
move the electromagnets to the stator. The rotor is the rotating part and has rotor
magnets whereas stator is the stationary part and contains stator windings.
 In BLDC permanent magnets are attached in the rotor and move the
electromagnets to the stator. The high power transistors are used to activate
electromagnets for the shaft turns. The controller performs power distribution by
using a solid-state circuit.

Fig 2.5 Comparison between AC induction motor and BLDC motor

2.3 Controllers

It is a static electronic circuit which will control and convert electric power depending
on the application

Types of Converter Circuits:

 AC – DC Converter

Generally called as Rectifier circuit which converts AC power to DC power.





 DC – DC Converter
DC – DC Converters will transfer the DC power from one circuit to another at
required o/p voltage.

 DC – AC Converter
Also called as Inverter which converts DC power to AC power to get required output
voltage and frequency.





 AC – AC Converter
Generally called as Regulator which controls the AC power by controlling o/p voltage
and output frequency.
2.4 Battery Pack

An electric-vehicle battery (EVB) is a battery used to power the propulsion of battery

electric vehicles. A battery pack is a set of any number of (preferably)
identical batteries or individual battery cells. They may be configured in a series,
parallel or a mixture of both to deliver the desired voltage, capacity, or power
density. Components of battery packs include the individual batteries or cells, and
the interconnectors which provide electrical conductivity between them.

Rechargeable battery packs often contain a temperature sensor, which the battery
charger uses to detect the end of charging. Different battery technologies are being
used based on their advantages, applications, and cost. Range of the vehicle
depends mainly on the capacity of battery. Size and cost of the vehicle increase as
more battery is added to the vehicle.

Fig 2.6 Lithium Ion Battery

The types of batteries are:

 Lithium Ion
 Lithium Polymer or LiPo
 Nickle Metal Hydride or NiMH
 Lead Acid Batteries
2.4.1 Common Battery Types

Lead acid battery

Traditionally electric vehicle have used Lead acid battery due to their matured
technology and low cost. But life of deep cycle lead acid battery is lower than that of
other battery types. Life span of lead acid battery is around 2 to 3 years.

Lithium Ion battery

Lithium ion batteries are the most common batteries used in recent electric vehicles.
High energy density, power density and charging efficiency are the advantages of
Lithium ion battery. Energy density of 200 W hr/kg and more than 85% of
charge/discharge efficiency makes Lithium ion battery suitable for electric vehicle.
Weight of the vehicle significantly reduces due to the above mentioned advantages
of battery. But life of lithium ion battery is not that impressive. It ranges to a few 1000
charging cycles.

2.4.2 Desired characteristics of Electric Vehicle Battery

Electric vehicle batteries are expected to have the following characteristics.

 Deep cycle battery

A deep cycle battery can discharge almost up to maximum of its capacity. They can
be discharged up to 20% of maximum capacity but usually it caps maximum
discharge value to 45% for longer life span.
  High Ampere hour capacity
Distance travelled by the vehicle in single charge depends on the capacity of battery.
High ampere hour battery could drive the vehicle for a longer distance which the
driver expects from his EV. But size and cost of the battery increases as ampere
hour capacity increases. It leads to install high capacity motors as well.

 High power to weight ratio

 High energy to weight ratio

Weight of battery matters in electric vehicle and it should be as light as possible,
mainly for improved range, and life.

 Low cost
It’s a recommended characteristics to reduce the overall price of electric vehicle and
popularize them.

Battery Design Process

Fig 2.7 Battery design process

 Cell selection:
It basically depends on – Application
Cell shape and size
Cell chemistry
 Sub Pack Design:
It is combination of cells, bus bar and cell holder.

Fig 2.8 Battery Pack

 CHAPTER 3

THEORETICAL AND ANALYTICAL APPROACH

3.1 Aerodynamic Analysis Using Fluent-Ansys 18.2

3.1.1 Objective

The vehicle model created in Solid works 2018, using the vehicle blueprints to create
a cad model and is analyzed using software Ansys 18.2 – CFD Fluent. The goal is to
simulate and study the air flow around the vehicle and obtain a value of its drag and
lift coefficient.

3.1.2 CFD Theory

CFD or Computational fluid dynamics is a branch of fluid mechanics that, with the
help of computers, uses numerical methods to solve and analyze problems involving
fluid flows. Computers are used to carry out calculations using an iterative procedure
wherein the solution accuracy improves with every iteration. The underlying
equations that are solved in CFD problems are the Navier-Stokes equations.

In the laminar regime, the flow of the fluid can be completely predicted by solving
the steady-state Navier-Stokes equations, which predict the velocity and the
pressure fields. As the flow begins its transition to turbulence, it is no longer possible
to assume that the flow is invariant with time. In this case, it is necessary to solve the
problem in the time domain.

Reynolds Averaged Navier Stokes

As the Reynolds number increases, the flow field exhibits small eddies, and the
timescales of the oscillations become so short that it is computationally unfeasible to
solve the Navier-Stokes equations. In this flow regime, a Reynolds Averaged Navier
Stokes formulation can be used, which is based on the observation that the flow field
over time contains small, local oscillations that can be treated in a time-averaged
sense.

Realizable k epsilon model

The realizable k-epsilon model addresses the well-known deficiencies of the

traditional k-epsilon model by incorporating:

- A new eddy-viscosity formula involving a variable Cµ originally proposed by

Reynolds.

- A new model equation for dissipation based on the dynamic equation of the mean
square velocity fluctuation. This model makes it possible to achieve good results in
terms of integral values (eg. Cd) which are within 2-5% of the actual value. It is also
very stable and converges quickly.

Non-equilibrium wall function (NWF)

For high Reynolds number flows, such as in external flow around vehicles, resolving
the near wall region down to the wall is not practical. To overcome this, wall
functions are used. NWF takes into account the effects of local variation in the
thickness of the viscous sublayer, when computing the turbulent kinetic energy
budget in wall adjacent cells. Besides this, NWF is also sensitized to adverse
pressure gradients which are common in flow around vehicles. Compared to
traditional wall functions, NWF provide more realistic predictions of the behavior of
the turbulent boundary layers, including flow separation, and they do so without a
significant increase in either CPU time or dynamic memory.

3.2 Outline of CFD process

Computational Fluid Dynamic codes are structured around the numerical algorithms
that can tackle fluid flow problems. All the CFD codes available in the market have
three basic elements which divide the complete analysis of the numerical experiment
to be performed on the specific domain or geometry.

The three basic elements are

(i) Pre-processor

(ii) Solver

(iii) Post-Processor

3.2.1 Pre Processing

A pre-processor is used to define the geometry for the computational domain of

interest and generate the mesh of control volumes (for calculations). Generally, the
finer the mesh in the areas of large changes is the more accurate solution. Fineness
of the grid also determines the computer hardware and calculation time needed.

Vehicle Geometry Modeling

For modeling the geometry, 3D modeling software Solid works 2018 was used. The
modeling process involved getting the Auto-Rickshaw blueprints and considering
those standard dimensions a cad file is created into Solid works. The final surfaces
parts were converted into a solid part before importing it to Ansys.
 Fig 3.1 Auto-Rickshaw cad model

Creating Fluid Enclosure

In order to simulate the air flow around the vehicle, a fluid volume needs to be
created which will encompass the vehicle. This was done by creating an enclosure
around the vehicle and subtracting the vehicle body. This enclosure acts as the air
domain. To reduce the overall computational cost and time, the vehicle was
considered symmetric laterally.

Fig 3.2 fluid enclosure created

Mesh Generation

While generating the mesh, sizing functions were used wherever necessary in order
to obtain accurate lift/drag parameters.

Tetrahedral meshing with size function – Proximity

Target Skewness- 0.90

Statistics – Nodes = 71811

Elements = 383109

Fig 3.3 Generated mesh

Boundary Conditions

Air coming through the inlet (enclosure inlet plane) was given a velocity of
14.44 m/s.

The road and the Auto-Rickshaw body were both made walls.

The surrounding enclosure surfaces, being imaginary surfaces, were all named
symmetry planes having a “no slip” condition.

The outlet boundary condition is set to pressure outlet with the gauge pressure of 0
Pa.

The density of air is set as 1.225 kg/m3 and the viscosity of air is 1.7894 x 10-5
kg/ms.

3.2.2 Solver

The solver makes the calculations using a numerical solution technique, which can
use finite difference, finite element, or spectral methods. CFD-Fluent is Finite
Volume based solver.

For this analysis, a pressure based steady state solver was used. The solution
methods, equations used along with the input data are listed below:

-Pressure based steady state solver.

-Realizable k- epsilon model with non-equilibrium wall functions.

-Air velocity at inlet: 14.44m/s

-Reference area to determine drag and lift coefficients – Frontal Area: 2.09 m2.

Solver results

A final drag coefficient of 1.1029 is obtained and the final coefficient of lift is 0.457.
The solver settings along with the results after each stage is shown.
Stage I. II.
Iteration number 50 500
Order of Momentum, First Order Second Order
Turbulence K.E. and
Turbulence Dissipation Eq.
Drag Coefficient 1.243 1.1029
Lift Coefficient 0.646 0.457

Table 3.1 Solver Result

Figure 3.4 Coefficient of drag (CD)

Figure 3.5 Coefficient of lift (CL)

3.2.3 Post Processing

The post-processor provides for visualization of the results, and includes the
capability to display the geometry/mesh, contour and 3D surface plots. Particles can
be tracked throughout a simulation, and the model can be manipulated (i.e. changed
by scaling, rotating, etc.), and all in full color animated graphics.

Figure 3.6 Velocity contour

Figure 3.7 Pressure contour on auto-rickshaw

 Figure 3.8 Velocity streamline flow

3.3 CFD Conclusion

The drag coefficient of 1.1029 and the final coefficient of lift of 0.457 are obtained
from the Ansys CFD Analysis. The drag coefficient from this is further used for
calculating aerodynamic drag and total driving resistance. Based on this study, the
design of an auto-rickshaw can further modify for better aerodynamics.

3.4 Power and Torque Calculations

For selecting an electric motor required, first we need to calculate all the resistances
encountered by the vehicle and by finding the total tractive effort of the vehicle.
When any vehicle moves it encounters following resistances-

1. Rolling resistance
2. Air Drag
3. Grade Resistance
4. Acceleration Resistance

3.4.1 Step One: Determine Rolling Resistance

Rolling Resistance (RR) is the force necessary to propel a vehicle over a particular
surface. The worst possible surface type to be encountered by the vehicle should be
factored into the equation.

Fr = P × fr

where:

Fr = Rolling friction

P = Normal load acting on the center of the rolling wheel

fr = rolling resistance coefficient

Conditions Rolling Resistance Coefficient (fr)

Car tire on smooth tarmac road 0.01
Car tire on concrete road 0.011
Car tire on a rolled gravel road 0.02
Tar macadam road 0.025
Unpaved road 0.05
Bad earth tracks 0.16
Loose sand 0.15-0.3
Truck tire on concrete or asphalt road 0.006-0.01
Wheel on iron rail 0.001-0.002
Table 3.2 Rolling resistance coefficient under different road conditions
3.4.2 Step Two: Determine Air Drag
A vehicle traveling at a particular speed in air encounters a force resisting its motion.
This force is known as aerodynamic drag. The main causes of aerodynamic drag
are:

 shape drag
 skin effect

The aerodynamic drag is expressed as:

1
Fw = ρAf CD V 2
2

Where ρ= density of air (kg/m2)

Af = vehicle frontal area (m2)

V = vehicle speed (m/s)

CD= drag coefficient * Note : CD = 1.1029 (from CFD Ansys Analysis)

3.4.3 Step Three: Determine Grade Resistance

Grade Resistance (GR) is the amount of force necessary to move a vehicle up a
slope or “grade”. This calculation must be made using the maximum angle or grade
the vehicle will be expected to climb in normal operation.

Grade resistance can be expressed as

Fg = Mg sin (α)

Where:

M = Mass of the vehicle

g = acceleration constant

α = road angle
In some literature, the tire rolling resistance and the grading resistance taken
together and is called road resistance.

Frd = Fr + Fg = Mg (frcos (α) + sin (α))

3.4.4 Step Four: Determine Acceleration Force

In addition to the driving resistance occurring in steady state motion, inertial forces
also occur during acceleration and braking. The total mass of the vehicle and the
inertial mass of those rotating parts of the drive accelerated or braked are the factors
influencing the resistance to acceleration:

Σ𝐽𝑟𝑜𝑡 𝑑𝑉
Fa = (M + 2 )
𝑟𝑑𝑦𝑛 𝑑𝑡

Where:M = mass of vehicle (kg)

Jrot = inertia of rotational component (kg × m2)

V = speed of vehicle (km/hr)

rdyn = dynamic radius of the tyre (m)

The rotational component is a function of the gear ratio. The moment of inertia of the
rotating drive elements of engine, clutch, gearbox, drive shaft, etc., including all the
road wheels are reduced to the driving axle.

The acceleration resistance can be expressed as

ⅆV
Fa = λM
ⅆt
Where
λ = rotational inertia constant
M = mass of the vehicle (kg)
V = speed of the vehicle (m/s)

3.4.5 Step Five: Determine Total Driving Resistance

The traction force (Ft) required at the drive wheels is made up of the driving
resistance forces and is defined as

Fresistance = Fr + Fw +Fg+Fa

Substituting all the forces in the above equation, gives

1 𝑑𝑉
Fresistance= Mgfrcos (α) + 2ρ AfCDV2 + Mg sin (α) + λM 𝑑𝑡

3.4.6 Step Six: Determining Required Torque and Power

Power Required

Preq = Fresistance V

Torque Required

Treq= Fresistance × Rwheel

3.5 CALCULATIONS

3.5.1 Bajaj RE Specification

Power 7.5 kw @5500rpm

Torque 14.9 Nm @3500rpm
Max. Speed 50 kmph
Gradeability 15%
Kerb Wt. 421kg
Tire Size 4.80/4.00-8”
Table 3.3 Bajaj RE CNG Auto Specifications

We have considered different driving conditions faced by a vehicle on roads and

thus calculated Max. Power and Torque required.

1. At Ideal condition i.e. passenger + driver = (3+1)

Gross weight = 800 kg
Efficiency = 85 %

Fr = 0.01325, Af= 2.09m2, CD = 1.029

DRIVING CONDITIONS MAX. POWER MAX. TORQUE
REQUIRED REQUIRED
Cruising @ 20 KMPH 888 W 31.5 Nm
Cruising @ 30 KMPH 1855 W 43.8 Nm
Cruising @ 40 KMPH 3514 W 62.2 Nm
Cruising @ 50 KMPH 4422 78.35 Nm
Grade 1 in 30 (2 deg.) @ 20 KMPH 2597 W 91.88 Nm
Grade 1 in 12 (5 deg.) @ 20 KMPH 4317 W 182.38Nm
Acc. 10-20 in 5 sec 1792 W 126 Nm
Acc. 20-30 in 7 sec 2963 W 104.3Nm
Acc. 30-40 in 10 sec 4034 W 95.16 Nm
Table 3.4 Max.Required Power & Torque – ideal condition case
So at this condition max. power required is 4422 W and max. torque required is
182.38 Nm.

2. At extreme condition i.e. passenger + driver = (9+1)

Gross weight = 1100 kg
Efficiency = 85 %

Fr = 0.01325, Af = 2.09m2, CD = 1.029

DRIVING CONDITIONS MAX. POWER MAX. TORQUE

REQUIRED REQUIRED
Cruising @ 20 KMPH 1117W 39.5 Nm
Cruising @ 30 KMPH 2264 W 53.3 Nm
Cruising @ 40 KMPH 3995 W 70.2 Nm
Cruising @ 50 KMPH 5200 W 85.8 Nm
Grade 1 in 30 (2deg.)@ 20 KMPH 3466 W 122 Nm
Grade 1 in 12 (5 deg.) @ 15 KMPH 5928 W 247Nm
Acc. 10-20 in 5 sec 2451 W 173 Nm
Acc. 20-30 in 7 sec 3970 W 140.4 Nm
Acc. 30-40 in 10 sec 5190 W 122.5 Nm
Table 3.5 Max.Required Power & Torque – extreme condition case

So at this extreme condition maximum power required will be 5928 W and maximum
torque required is 247 Nm.
Now analyzing this data we can precise required motor size easily considering the
practical driving conditions.
We have selected 4.5 kW BLDC motor with constant torque 19.1 Nm and peak
torque 55 Nm.

3.5.2TRANSMISSION REQUIRED
A single drive gear reduction is required to amplify the torque provided by the motor
and to meet the torque required by the vehicle.
Total Torque = Motor Torque × Gear ratio
To meet the required torque by the vehicle we have taken a gear reduction of 5.5.
Now at constant torque i.e. 19.1 Nm, total torque will be 105 Nm
While at peak torque i.e. 55 Nm, total torque will be 302 Nm.

3.6 Basic Terms of Battery Performance and

Characterization

Various terms have been defined for batteries to characterize their performance.
Commonly used terms are summarized in the following as a quick reference.

Cell, Module, and Pack. A single cell is a complete battery with two current leads
and separate compartment holding electrodes, separator, and electrolyte. A module
is composed of a few cells either by physical attachment or by welding in between
cells. A pack of batteries is composed of modules and placed in a single containing
for thermal management. An EV may have more than one pack of battery situated in
a different location in the car.

 Ampere-hour (Ah) capacity is the total charge that can be discharged from a
fully charged battery under specified conditions. The Rated Ah capacity is the
nominal capacity of a fully charged new battery under the conditions
predefined by the manufacturer.

The rated Wh capacity is defined as -

Rated Wh Capacity = Rated Ah Capacity × Rated Battery Voltage

 C (nominal C-rate) is used to represent a charge or discharge rate equal to

the capacity of a battery in one hour. For a 1.6 Ah battery, C is equal to
charge or discharge the battery at 1.6 A. Correspondingly, 0.1C is equivalent
to 0.16 A, and 2C for charging or discharging the battery at 3.2 A.
 Specific Energy also called gravimetric energy density, is used to define how
much energy a battery can store per unit mass. Specific energy of a battery is
the key parameter for determining the total battery weight for a given mile
range of EV.
 It is expressed in Watthours per kilogram (Wh/kg) as

Specific Energy = Rated Wh Capacity / Battery Mass in kg

 Specific power, also called gravimetric power density of a battery, is the peak
power per unit mass. It is expressed in W/kg as

Specific Power = Rated Peak Power / Battery Mass in kg

 Energy density, also referred as the volumetric energy density, is the nominal
battery energy per unit volume (Wh/l).
 Power density is the peak power per unit volume of a battery (W/l).
 Internal resistance is the overall equivalent resistance within the battery. It is
different for charging and discharging and may vary as the operating
condition changes.
 According to the U.S. Advanced Battery Consortium (USABC)’s definition, the
peak power is defined as
2
2𝑉𝑜𝑐
P= 9𝑅

Where Voc is the open-circuit voltage and R is the internal resistance of

battery. The peak power is actually defined at the condition when the terminal
voltage is 2/3 of the open- circuit voltage.
 Cut-off voltage is the minimum allowable voltage defined by the
manufacturer. It can be interpreted as the “empty” state of the battery.

 State of Charge (SOC) is defined as the remaining capacity of a battery and it

is affected by its operating conditions such as load current and temperature.

SOC = Remaining Capacity / Rated Capacity

If the Ah capacity is used, the change of SOC can be expressed as

1 𝑡
∆SOC = SOC (t) – SOC (t0) = 𝐴ℎ 𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 ∫𝑡0 𝑖(𝜏) 𝑑𝜏
 SOC is a critical condition parameter for battery management. Accurate
gauging of SOC is very challenging, but the key to the healthy and safe
operation of batteries.

 Depth of Discharge (DOD) is used to indicate the percentage of the total

battery capacity that has been discharged. For deep-cycle batteries, they can
be discharged to 80% or higher of DOD.

DOD = 1-SOC

 State of Health (SOH) can be defined as the ratio of the maximum charge
capacity of an aged battery to the maximum charge capacity when the battery
was new. SOH is an important parameter for indicating the degree of
performance degradation of a battery and for estimating the battery remaining
lifetime.

SOH = Aged Energy Capacity / Rated Energy Capacity

 Cycle Life (number of cycles). Cycle life is the number of discharge–charge

cycles the battery can handle at a specific DOD (normally 80%) before it fails
to meet specific performance criteria. The actual operating life of the battery is
affected by the charging and discharging rates, DOD, and other conditions
such as temperature.

The higher the DOD, the shorter the cycle life. To achieve a higher cycle life,
a larger battery can be used for a lower DOD during normal operations.

 Calendar Life is the expected life span of the battery under storage or periodic
cycling conditions. It can be strongly related to the temperature and SOC
during storage.
 Battery Reversal happens when the battery is forced to operate under the
negative voltage (voltage of positive electrode is lower than that in the
negative electrode). It can happen on a relatively weak cell in a serially
connected battery string. As the usable capacity of that particular weak cell
runs out, the rest of batteries in the same string will still continue to supply the
 current and force the weak cell to reverse its voltage. The consequence of
battery reversal is either a shortening cycle life or a complete failure.
 Battery Management System (BMS) is a combination of sensors, controller,
communication, and computation hardware with software algorithms designed
to decide the maximum charge/discharge current and duration from the
estimation of SOC and SOH of the battery pack.
 Thermal Management System (TMS). TMS is designed to protect the battery
pack from overheating and to extend its calendar life. Simple forced-air
cooling TMS is adopted for the NiMH battery, while more sophisticated and
powerful liquid cooling is required by most of the Li-ion batteries in EV
applications.

3.7 BATTERY CALCULATIONS:

STEP 1:
To calculate the required Kwh battery to travel required distance, we first need to
find the consumption of battery in watt hour per kilometer i.e. Wh/km.
Wh/km = Power required/speed of the vehicle
STEP 2:
Now we need to select the voltage of the battery. For that we have to select what
voltage system we want to have. Generally in electric vehicle we use 48V, 60V and
72V system. Battery voltage needs to be equal as the working voltage of the motor
to get max. possible rpm from motor
STEP 3:
Now find out ampere hour per km i.e. ah/km. It is the Ah capacity of the battery.
Ah/km = (Wh/km) / voltage
= Wh /(km × V)

STEP 4:
Now select the distance you want to go in one charge.
STEP 5:
Now calculate the Ah capacity of the battery.
Capacity(ah) = (ah/km) × Distance (km)

Now finally we will have a configuration of battery i.e.

Voltage (V)
Ampere hour (ah)
Kwh = ah × V

*Note
Usable Battery Pack Size:
Unfortunately, we cannot use all our battery pack or we will kill our batteries
extremely fast. To extend the life of the battery pack, we do not want to discharge
the batteries more than 80 per cent.
In addition, because an EV will discharge the batteries faster than the manufacturer
tested and rated, we get an effect called “Peukerts”.
Therefore, we will need to correct our calculations for this effect. Li-ion Batteries are
only marginally effected and we can ignore Peukerts effect. However if we use Lead-
Acid batteries the Peukerts effect if considerable, where we only get to use about 55
per cent of the power in the battery.
Usable Pack Size: KWH × 0.80 × Peukerts = Usable KWh

Calculations

1. For calculating the watt hour per km i.e. wh/km we have taken the average of the
power required at different driving condition and we get it around 70 Wh/km.

2. As we have taken a 60V system

Ah/km = 70/60
 Ah/km = 1.16

3. We want to go for 100 km distance at a single charge, so ah required will be:

Ah= 1.16 × 100
= 116 ah
4. Usable battery pack will be:
116 × 1.20 = 140 ah

So to travel 100 km distance at a single charge we need to have a 60V 140ah

lithium-ion battery pack.
 CHAPTER 4

COMPONENTS SPECIFICATION AND PROJECT

EXECUTION

4.1 Components

Components required for retrofitting are discussed below –

 Vehicle Body
 Motor
 Controller
 Battery Pack
 Gearbox
 Connection Wires

4.1.1 Product Specifications

1. Vehicle Body – Bajaj RE Auto-Rickshaw

Wheel Base 2.00 m

Overall Width 1.30 m

Overall Length 2.64 m

Overall Height 1.70 m

Tyre Size 4.80/4.00-8”

Table 4.1 Bajaj RE Dimensions

2. Motor – BLDC

POWER 4.5 kw
RPM 4000
CONSTANT TORQUE AT 130 A 19.1 Nm
PEAK TORQUE AT 300 A 55 Nm
Table 4.2 BLDC Motor Specifications

Fig 4.1 BLDC Motor

3. Controller – Sinusoidal Wave BLDC Controller

Fig 4.2 BLDC Controller

 Peak Discharge 280 Amp

Range 24V-72V
Table 4.3 Controller Specifications

4. Battery –

Type Lithium ion

Voltage 60V
Capacity 140ah
On Board Power 8.4kw

Table 4.4 Battery Specifications

4.2 Project Execution

The goal of the Execution Process is to evaluate processes, analyses, plans and
procedures in order to complete the project in accordance with project specifications
as outlined in the project plan. The project execution takes place in three phases –

 Research
 Purchasing Process
 Fabrication

4.2.1 Research

For the better performance and great efficiency of the project vehicle and to remove
the current dilemma associated with the public electric vehicles, team have gone
through many existing and ongoing researches on battery driven vehicles, team
gathered the best possible knowledge and problems to get the expertise in the
domain of this particular area.

4.2.2 Purchasing Process

The purchasing process includes following steps –

 Need Description – Components required for retrofitting was initially selected

after going through research papers and surveys.
 Product Specification – After the components were decided, next step was to
declare the product specifications which was done after theoretical and analytical
approach.
 Supplier Search – A local survey and online supplier search was done to find out
the supplier for the specified product.
 Supplier Selection – Supplier which stands on the required product specification
was selected.
 Receiving Invoices and Making Payment –Once the supplier was selected and
been contacted, further payment was made.
 Performance Review – After the product had been delivered , Team reviewed the
purchase to saw if it meets the acceptable standards.

4.2.3 Fabrication Process

It is the process that involves the creation of parts, structures and the final product
from various raw materials or semi-raw materials. The retrofitting of a vehicle
includes following steps-

STEP 1:

Initially, the original fueled power-train, all the related components along with
electrical connections were removed.
STEP 2:

Outer body was separated from chassis and the wheels. Both the separated bodies
were then washed and cleaned properly.

Fig 4.3 washing both the separated bodies

STEP 3:

In Bajaj RE engine and gearbox is a single unit, thus a separate gearbox of piaggio
ape is used. According to the calculations 5.5 gear ratio i.e. 4 gear is engaged.

STEP 4:

Before installing gearbox was properly serviced.

 Fig 4.4 Servicing of piaggio ape gearbox

STEP 5:

Then motor and gearbox was coupled using coupling shaft and star coupler.

Fig 4.5 Coupled motor and gearbox

STEP 6:

All the drive system was aligned properly and then the mounting brackets were
fabricated and welded keeping in mind the ride height of the vehicle.
 Fig 4.6 welding the mounting brackets

STEP 7:

Once mounting of whole drive system is done, after that connections of motor,
controller and throttle were done properly.

Fig 4.7 Controller connected with Motor and Throttle

STEP 8:

Secondary electrical connections such as in headlights, brake lights, horn, indicators

were done and everything is connected to the controller at specified places.
STEP 9:

After that tuning of controller is done through Wi-Fi dongle according to the
requirements and motor specifications.

STEP 10:

Vehicle body and chassis was painted and assembled back.

STEP 11:

Vehicle performance was tested on specified load and conditions.

RETROFITTED ALL ELECTRIC AUTO IS READY.

 CHAPTER 5

RESULT AND DISCUSSION

“Hard Work Always Pays Off”

5.1 Result

The level of enthusiasm applied by the team members towards project has a direct
impact on the project results. This project inspire, encourage and stimulate
individuals to achieve common goals through teamwork. The hard and smart work of
the team members for months results in the completion of the project with the
desired results.

Specification of a Retrofitted BAJAJ RE auto rickshaw

Max. Power = 4.5 kW

Max. Torque = 19.1 Nm

Top Speed = 50 km/h

Range = 100 km on single charge

Gradeability = 8.3 per cent

5.2 Scope

Electric vehicles (EVs) are growing in popularity and certainly in mind space. They
are cleaner and more efficient. Their growth, however, is still considered just a
market problem: The end user should choose on the basis of what it costs to buy
and run, or how it performs, etc. Market matters, but there is also a need for
government and policy inputs. EVs, after all, operate within broader energy and
transportation ecosystems with their own distortions. Unless we understand Indian-
use cases, drivers (in both senses of the word), limitations and opportunities, we risk
ambitious targets that remain aspirational.

But introduction of new electric vehicle models and its production took years, that’s
when retrofitting of a fueled vehicle into all electric came into play. Now, targeting the
public transportation for retrofitting is the initial phase as the people (Both Driver as
well as the Passengers) utilizing the retrofitted public transport will have an idea of
its features and it will be easy and less time taken for the people to accept this
phase change from fossil fuels to all electric.

For the last few months, Diesel and CNG prices have been scaling new peaks every
few days and it will be difficult for auto drivers to cope up with this issue without any
changes in the fare. But with the retrofitted electric auto-rickshaw, not only this
problem will be resolved but it will also increase the per day savings of an auto
driver, all thanks to EV’s low charging cost. Apart from that, increase in number of
retrofitted public transport on the road will result in eco-friendly noiseless rides along
with decrease in air pollution level which will further results in decrease in global
warming.
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