AURINKO RIDERS
ESVC20-A-001815
ELECTRIC SOLAR VEHICLE CHAMPIONSHIP- ESVC
SEASON 6.0
Abstract:
The objective of ESVC 2020 competition is
to simulate the real world engineering
design projects and their related challenges.
The team is focused to design the vehicle by
keeping in mind the ESVC requirements,
driver’s comfort and safety, and to increase
the performance and drivability. To achieve
our goal the vehicle has been divided into
subcomponents and each member is
assigned a specific subcomponent (Chassis,
Suspension, Wheel Assembly, Steering and
Brakes, Power transmission Solar or
Electrical).For designing, analysis and
optimization of the vehicle components
various software like Solid Works and
Ansys(design and analysis), Lotus (steering
and suspension design) has been used.
As a whole, the main objective of the team
is to reduce the weight of the vehicle,
augment the performance and minimize the
power loss.
Introduction:
ESVC event is organized by ESVC LPU.
The teams are given the challenging task
to design and fabricate a single seat, offroad,
solar powered and fun to drive
vehicle which is intended for sale to
weekend off road enthusiasts.
The design process of this single-person
vehicle is iterative and based on several
engineering and reverse engineering
processes.
1. Endurance
2. Safety and Ergonomics
3. Market availability
4. Cost of the components
5. Standardization and Serviceability
6. Maneuverability
7. Safe engineering practices.
 AURINKO RIDERS

Rulebook Constraints: Mechanical Properties of AISI

1. Teams are instructed to use seamless 4130:
tubes only.
2. Seamed tubes are strictly not allowed. Properties Metric Imperial
3. Circular cross section tubing is
mandatory. Tensile strength,
4. Tube Cross section requirement- 560 MPa 81200 psi
(ultimate)
a. Minimum outer diameter/dimension –1
inch.
Tensile strength,
b. Maximum Outer diameter/dimension – 460 MPa 66700 psi
2 inches. (yield)
c. Minimum wall thickness –1mm.
5. Leaf Springs, Solid Bars, I-Bar, Modulus of 190-210 27557-
Rectangular Bar, or any other shape are not elasticity GPa 30458 ksi
allowed.
6. Rectangular and square tubes can be
Bulk modulus
utilized as support structure of vehicle
component (e.g. Seat mounting, motor (Typical for 140 GPa 20300 ksi
mounting, pedal assembly, battery pack steel)
mounting etc.) but should not be utilized as
trusses member of the frame. Shear modulus
7. Teams must provide a roll hoop behind (Typical for 80 GPa 11600 ksi
the driver. Separating driver’s compartment steel)
from the rear of the vehicle.
0.27-
Frame Design: Poissons ratio 0.27-0.30
0.30
The material chosen for fabricating the roll
cage is AISI 4130. AISI 4130 is a low alloy Elongation at
steel containing Chromium & molybdenum break (in 50 21.50% 21.50%
as strengthening agents. The steel has good mm)
strength ,weldability and machinability.
 AISI 4130 grade is a versatile alloy. Reduction of
59.6 59.60%
area
 It has good atmospheric corrosion
resistance.
Hardness,
 It has reasonable strength 217 217
Brinell
They are more responsive to mechanical
and heat treatments than carbon steels.
They comprise different types of steels
with compositions which exceed the Chasis Frame Analysis:
limitations of B, C, Mn, Mo, Ni, Si, Cr,
For analyzing the chasis frame, our team has
and Va.
used Ansys Workbench 18.0 software.

P a g e 1 | 22
 AURINKO RIDERS
Front Impact Analysis:
The value of the force to be applied on the
chasis during Front impact analysis could be
calculated from the formula below:
F = (MV2-MV1)/t
Here, V2=0;(since, it is assumed that after
impact it will come to rest)
F = (-MV1)/t; (here negative sign indicates
that direction of impact force will be approx.
to the velocity.)
Neglecting the negative sign, we have;
F=MV1/t
The time t can be written as t=2x/u + V
Here V=0 and u=V1,
Therefore, F=MV2/2x; (x is distance
travelled before stopping)
After substituting the suitable values. Let us
take the value of force as 12000 N.
Result:
URES=1.155mm
FOS(min)=1.805
Side Impact Analysis:
For side impact, model of vehicle is
considered as a point mass (i.e. having same
mass concentrated at one point.
The side collision of vehicle is modeled as a
perfectly inelastic one and necessary
calculations have been carried out using
conservation of energy and conservation of
momentum principle. The test is made at a
force of 5000 N.
Result:
URES= 1.713 mm
FOS(min)=1
Rear Impact Analysis:
The value of the force to be applied on the
chasis during Front impact analysis could be
calculated from the formula below:
Force, F = (MV2-MV1)/t
Let us assume that after back impact
velocity gets 1.5 times more, therefore
V2=1.5V1
F =MV1/2t
Assume that vehicle moves distance x
during this change, therefore time taken
to cover this distance x,
t = 2x/(u+v)=2x/(2.5u)=0.102sec
F=(5/8)×(mu2/x)
After substituting the suitable values. Let us
take the value of force as 12000 N.
P a g e 2 | 22
 AURINKO RIDERS

Result:
URES=1.0743
FOS(min)=2

Torsional Analysis:

Four outer joints of back portion are fixed

and opposite forces are applied at to outer
links of front portion. Force on each outer
link F=2000N.
Result:
URES= 2.525 mm
FOS(min)=0.5

Different views of chasis: 2.Rear View:

1.Front View:

P a g e 3 | 22
 AURINKO RIDERS

3.Top View:

6.Bottom View:

4.Side View(Left):

Steering:
Abstract:
The Steering system has been chosen by
considering the need of racing track and
5.Side View(Right): swift turning of our vehicle.

Introduction:
Like most things in a car, the concept of
steering is simple – you turn the steering
wheel, the front wheels turn accordingly,
and the car changes direction. The steering
P a g e 4 | 22
 AURINKO RIDERS

of our vehicle is arranged so that the front Vehicle Steering Turning

wheels will roll truly without any lateral ratio Ratio
slip. The front wheels are supported on front (Metres)
axle so that they can swing to the left or Maruthi 800 17:1 4.40
right for steering. This movement is Tata Indigo 11:1 3.99
produced by gearing and linkage between Maruthi Zen 16:1 4.89
the steering wheel in front of the driver & After Analyzing the positive and negative
the steering knuckle or wheel. aspects of different steering ratios and
After doing the market survey, we decided
Selection of steering system: to use steering ratio of 5:1as it is best suited
to our vehicle and race track requirements.
The various steering systems in
consideration are: Rack and Pinion steering, Calculation of Turning Radius:
Recirculating Steering and Mechanical
linkage system. To select the steering In order to determine the turning radius, we
system for our vehicle, the steering first need to know the inner and outer wheel
department studied the applications, angles.
advantages and disadvantages of various
steering system. On the basis of this study,
the matrix is constructed to select the
steering system as per requirement:
Advantages of rack and pinion of over other
steering system: Let us Assume that inner wheel angle (θ) as
40 degrees. Let a be the track width, b be the
 It is easy to operate. Wheel Base and c be the pivoted
 The compact between steering rack
and pinion is free of play. Distance.
 It is compact i.e. require less space From the Geometry of the vehicle,
 The idler arm (including bearing)
a= 47.25 inches = 1.2 m
and the intermediate rod are no
longer needed. b= 63 inches = 1.6 m
 It is economical and uncomplicated c= 28 inches = 0.711 m
to manufacture.
 It is easy to limit steering rack travel The Outer wheel Angle can be calculated by
and therefore the steering angle. using the relation
 In this, we can change the steering
ratio according to our desire like
12:1, 7:1, 10:1 etc

Steering Ratio:
The steering ratio is the ratio of the number
of degrees of turn of the steering wheel to
the number of degrees the wheel(s) turn as a
result.
P a g e 5 | 22
 AURINKO RIDERS

The Results could be Summarized as:

Wheel Turning Radius
In Metres
Therefore the outer wheel angle is equal to
Inner Front Wheel 0.608
31.4 degrees.
Outer Front Wheel 3.315
The turning radius for different wheels could Inner Rear Wheel 1.662
be calculated as: Outer Rear Wheel 2.865

Calculation For lock-to-lock

steering:
Steering ratio = 5:1
Maximum deflection of Front Wheels = 40°
Angle Turned by Steering Wheel = 40°×5
= 200°, which is only to one side.
The entire steering goes from -40° to +40°
giving a lock-to-lock angle at the steering
wheel of 400°, or 1.1 turns (400° / 360).

Results:
Steering Type Rack and Pinion
Steering Ratio 5:1
Max Steering 40 Degrees
Angle
Minimum Turning 0.608 m
Radius

P a g e 6 | 22
 AURINKO RIDERS
BRAKE DESIGN REPORT:
Objective of brakes- The brakes are one of
the most important safety systems on the
vehicle. The car uses two disc brakes, on
rear axle, to bring the vehicle to a quick and
safe stop regardless of weather conditions or
topography.
The vehicle has two independent hydraulic
systems and it is actuated by a single brake
pedal. The pedal directly actuates the master
cylinder. Here no cables are used for this
purpose. All rigid brake pipes are mounted
securely along the roll cage or along other
members.
SELECTION OF DISC BRAKES
OVER DRUM BRAKES:
In case of disc brakes friction surfaces are
directly exposed to the cooling air whereas
in the drum type, the friction occurs on the
internal surface, from which heat can be
dissipated only after it has passed by
conduction through the drum.
The friction pads in case of disc brakes are
flat as compared to curved friction linings in
case of drum brakes. This means that in disc
brakes, there is a uniform wear of friction
pad. Moreover, the friction pad material is
not subjected to any bending, thereby
increasing the range of material from which
a suitable one can be chosen. Generally, we
use asbestos fibre with metal oxide filler
bonded with organic compounds as the
material for friction pads.
Unlike the conventional drum brake, the
design of disc brake is such that there is no
loss of efficiency due to expansion. As the
system becomes hot, the drum expands
internally and the expanding shoe type of
brake tends to move the friction surface
apart, causing a loss of effective pedal
travel. On the other hand, disc expansion
merely changes the relative position on the
friction surfaces slightly without tending to
increase the clearance.
 Disc brakes weigh less than their
conventional drum type.
 Disc brakes have comparatively
better antifade characteristics.
 Compared to drum type, the disc
brakes are simple in design. There
are very small numbers of parts
which can wear or not function
properly.
 It is very easy to replace the friction
pads when required, compared to
the drum type where the brake
linings have to be either riveted or
fixed with adhesive to the brake
shoes.
 Total frictional area of pads in disc
brakes is very less as compared with
the conventional drum type brakes,
the approximate ratio being 1:4.
This means that in disc brakes, the
pressure intensity must be
considerably greater than in the
drum type. This implies that
frequent relining would be
necessary, due to increased rate of
wear.
However, there are compensating
factors:
i. Pads can be made considerably thicker, for
a given initial cost, so that more wear can
take place before replacement is necessary.
ii. New wear-resistant friction materials
have been developed, that are more suitable
for disc brakes than drum brakes.
P a g e 7 | 22
 AURINKO RIDERS
CALIPER:
We have used a fixed type calliperin our
design. Fixed type calliper doesn't move but
has piston(s) arranged on opposing sides of
the rotor.
Fixed callipers are preferred for their
performance, but are more expensive than
floating one.
Reasons for using vespa calliper:
1. It is small enough so properly fits in the
wheel assembly.
2. In accordance with the rule it has bleeding
valve on the top.
3. It is easy to mount on the customized
knuckle.
CALCULATIONS:
1.The Conservation of Energy
The braking system exists to convert the
energy of a vehicle in motion into thermal
energy, more commonly referred to as heat.
From basic physics, the kinetic energy of a
body in motion is defined as:
K.E. =mv^2/2
• Where m= the mass (commonly thought of
as weight) of the vehicle in motion
• Where v= the velocity (commonly known
as speed) of the vehicle in motion
2. The brake pedal:
The brake pedal exists to multiply the force
exerted by the driver’s foot. From
Elementary statics, the force increase will be
equal to the driver’s applied force multiplied
By the lever ratio of the brake pedal
assembly:
Fbp=Fd x{L1/L2}
Where,
Fbp = the force output of the brake pedal
Assembly
SUSPENSION:
Introduction:
Suspension system must satisfy the
following design requirements:
 Control movement at the wheels
during vertical suspension travel and
steering, both of which influence
handling and stability.
 Limit chassis roll during cornering
to prevent roll-over, decrease roll
camber, and therefore, decrease
steering reaction time.
 Prevent excessively high jacking
forces by managing static roll center
location and roll center migration.
 Limit lateral tire scrub to maintain
straight line stability and minimize
horsepower losses.
 The suspension must provide
enough wheel travel to dampen the
impacts imposed on the vehicle.
The non-professional weekend off road
enthusiast requires a vehicle which exhibits
both safe, stable, responsive handling; and a
soft, comfortable ride.
Hence the design was chosen as independent
short long control arm arrangement. The
P a g e 8 | 22
 AURINKO RIDERS
suspension was designed using lotus
suspension analysis, SusProg3D & Solid
Works.
Caster:
Positive caster induces a self correcting
force that provides straight line stability, but
increases steering effort. For our design we
have chosen to use a caster that is
approximately 7 degrees.
This means the ball joint in the upper control
arm will be
positioned about an inch behind the ball
joint in the lower control arm. See lotus
suspension analysis drawings of
completed Suspension Assembly for more
details.
Camber:
Negative camber will produce a better
contact patch shape, producing additional
lateral force without a large increase in slip
angle and tire heating.
A small amount of negative camber is
desired such that on corners the outside
wheel does not go into an excessive negative
camber angle. In most solar cars and in our
design, the camber is 0 degrees to maximize
efficiency. One main challenge of designing
the suspension system is to keep the camber
at 0 degrees as the wheel moves up and
down over bumps.
Kingpin Axis Inclination:
A right kingpin inclination will reduce the
steering effort and will provide the driver
with a good “road feel”. Raising the KPI too
much will increase the lateral forces on the
cars increase making it more receptive to
roll and instability.
Based on these variables, the kingpin axis
inclination is roughly 10
degrees for our design and the scrub radius
so obtained was accepted.
ADVANTAGES AND
DISADVANTAGES:
the
Advantages:
 Double wishbone suspension
provides the engineer more free
parameters than some other types do.
 It is fairly easy to work out the effect
of moving each joint, so the
kinematics of the suspension can be
tuned easily and wheel motion can
be optimized.
 They also provide increasing
negative camber gain all the way to
full jounce travel, unlike the
Macpherson strut, which provides
negative camber gain only at the
beginning of jounce travel and then
P a g e 9 | 22
 AURINKO RIDERS
reverses into positive camber gain at
high jounce amounts.
 The double wishbone setup include
easy control of the roll centers by
choice of the geometry of the control
arms.
 Larger suspension deflections, and
greater roll stiffness for a given
suspension vertical rate.
Disadvantages:
 Conversely, it may take more space
and is slightly more complex than
other systems like a Macpherson
strut.
 Due to the increased number of
components within the suspension
set up it takes much longer to service
and is heavier than an equivalent
Macpherson design.
 At the other end of the scale, it offers
less design choice than the more
costly and complex multi-link
suspension system.
TRANSMISSION
DESIGN REPORT:
INTRODUCTION:
The basic use of the transmission here is to
transmit the power from the source to the
wheels. We have tried our best to maximize
efficiency we obtained from the motor for
maximum output. A lot of emphasis has
been placed on the design of power train. In
design of the drive train the optimization of
several desired characteristics are being kept
in mind including acceleration, top speed,
and durability.
Here we are using a D.C brushless Motor
with capacity of 48V-62.5A which is
capable of providing us a torque of max 38.2
Nm, thus our main objective is to harness
the power available efficiently and to deliver
it to the tires for peak performance. Here we
are going to use motor with chain drive for
transmitting the power obtained from the
motor to the wheels. We preferred chain
drive to reduce the weight.
The basic parameters are the motor. Here we
are using is D.C Brushless having power of
4.5KW and has the capacity to produce
maximum torque of 38.2Nm and maximum
rpm of 1500. The gear ratio here we are
using is between 5.4 to 4.2. The dimension
of tire we are using for best output is 16
inches.
RULEBOOK CONSTRAINS:
Minimum 2mm thickness of fiber sheet
should be used for a scatter shield.
Only foot operator paddle is allowed.
There should be a positive lock provided
with the throttle paddle.
Accelerator pedal should be right foot
operated.
The foot pedal must have positive and
negative stops at both end.
FORCE CONSIDERATION:
Power output = 2πNT
60
Traction in the wheel =
Force ─ Rolling Resistance
Force= Mass × Acceleration
Speed of the wheel= πnd
60
Final Torque=
Gear Ratio × Initial Torque
P a g e 10 | 22
 AURINKO RIDERS

motors is that it has high efficiency and low

Torque= Force × Perpendicular distance
Final RPM= initial rpm
Gear ratio
WORKING PRINCIPLE:
The Transmission allows the gear ratio
between the engine and the drive wheels to
change as the car speeds up and slows down.
susceptibility of the mechanical wear than
their brushed counterparts.
Rule book Constraints:
 Operating Voltage: Maximum
operating voltage should not exceed
60 Volts DC.
 Total Power: 2000 Watt (minimum)
to 3000 Watt (maximum)

The function of any transmission is Working principle of BLDC Motor:

transferring engine power to the drive shaft
and rear wheels. BLDC motor works on the principle similar
to that of a conventional DC motor, i.e., the
Lorentz force law which states that
CALCULATIONS: whenever a current carrying conductor
placed in a magnetic field it experience a
Gear Final Final Speed Final
force.
ratio rpm Torque (Rpm) force
(Nm) on Principle of BLDC Motor:-
wheel
(N) In BLDC motors we mostly use Hall-effect
5.4 55.6 48.6 0 239.2 sensor, where rotor magnetic poles pass near
5.2 96.2 42.1 7.4 207.3 the hall sensor, they generate a HIGH or
5 160.0 33.8 12.3 166.1 LOW level signal which can be use to
4.8 229.2 25.9 17.5 127.6 determine the position of the shaft. If the
4.6 326.1 18.6 25.0 91.7 direction of the magnetic field is reversed
4.4 454.5 9.9 34.8 48.7 the voltage delivered will also reversed.
4.2 523.8 7.6 40.1 37.2 Advantages of the BLDC motors:
 Higher torque to weight ratio
All the calculations are  Increased torque per watt of power
perform on the specification of the motor i.e. input (increase efficiency)
the torque and power we are obtaining from  Increased reliability and lower
the motor. maintenance while compare to other
MOTOR DESIGN REPORT: brushed motor
 The BLDC motor has ‘Regent’
Introduction:
feature of AC motor so the charging
Motor powered by batteries runs the solar is possible during breaking
car. The motor which are employed in solar  Ionizing spark from the commutator
cars are either AC. From this possible types is completely eliminated
of motors we have chosen the Brushless DC  Electromagnetic interference(EMI)
motor. The reason for selecting BLDC is nearly- eliminated
P a g e 11 | 22
 AURINKO RIDERS

 This motor has long life span Supply voltage (Volt) 48 volt
 The efficiency of the motor is greater
than 80%. Speed (RPM) 1500

Rated Torque / 19/38.2

BLDC Motor: Peak torque

Peak momentary Torque 200% of rated

torque for 15 sec
Insulation Class “F”
Operating temperature 70֯

Protection IP 65

Temperature Sensor KTY 84-130

Schematic Diagram of BLDC Characteristics Of Motor:

Motor Current RPM Torque Power

2.5 2500 0 30

5 2200 2 60

8 2000 2.5 96

12 1500 4.5 144

Motor specification: 18 1100 6 216

Model BLDC 32 800 7.5 384

125/5D_3.0
Rated output power (W) 3000 Nominal / 45 500 9 540
4500 Peak
60 100 10 720
Rated current/Peak 62.55\125
current DC (Amp)

P a g e 12 | 22
 AURINKO RIDERS

RPM Vs Current Such instruments have a calibrated scale and

a pointer. Pointer moves on the scale and
thus gives the reading of the quantity.

The most commonly used electrical

instruments are voltmeter, ammeter, energy
meter, multimeter, tachometer. One of the
most important pieces of instrumentation is a
charge meter. The meter gives information
about system voltage, ampere draw, battery
energy remaining, and estimates how much
time remains until the battery is out of
energy.

Another instrument that may be useful is a

voltmeter. As the name indicates, this device
is used to measure the voltage. It is used to
ensure that the batteries are running properly.
The voltmeter shows a reading lower than
that of the battery voltage, but while a failed
battery, the reading shows the same voltage
Toque Vs Current as the battery voltage.

The tachometer is an instrument used for

measuring the rotation speed of the shaft
connected with the motor. The speed is
displayed in revolutions per minute (rpm).
This helps the driver to choose the right
throttle and gear for driving conditions.

Basic Electrical Instruments and

INSTRUMENTATION: their one
functions:
The instruments which are used to measure INSTRUMENT USED TO UNITS
any quantity like current, voltage, electrical MEASURE
power, electrical energy, speed, etc. are
called ELECTRICAL INSTRUMENTS. Voltmeter Voltage Volts (V)

Ammeter Current Amps (A)

P a g e 13 | 22
 AURINKO RIDERS

Energy meter Energy Kilowatt Feedback Hall sensor(5VDC)

hour(kWh) Efficiency 99%
Watt meter Power Watts (W) Standby power <3W
dissipation
Multi-meter Current, Amps,
Communication Port CAN Bus/
Voltage, Volts,
(RS232)/Bluetooth
Resistance ohms.
Communication
Protection class Waterproof IP67
Tachometer Speed of revolutions Ingress
motor per minute
(rpm) Reference for speed By Throttle/
control Potentiometer

Dimensional detail 194mm(L), 148mm(W),

79.6mm(H)
Motor Control Design Report:
Temperature sensing Motor temperature
Introduction: sensing
There are many way to control the rotor
rotation of BLDC motor. We have chosen a
controller which uses a Hall-effect sensor to
determine the orientation or position of
Motor Controller:
rotor (relative to stator coils).

Specification of Motor Controller:

Type KLS7245HC

Input Voltage 24V-72V rated max-

90VDC

Current Rating 75 Amps DC Schematics of Controller

continuously Connection:
Current Rating peak 20 Sec: 150 Amps DC

Net Weight 2.36Kg

Working -40֯ C to 100֯ C

Temperature range

Control signal input 24-72V

P a g e 14 | 22
 AURINKO RIDERS

Working Principle:
BLDC motors can be driven with simple
rectangular waveforms, while other motors
such as AC induction motors require the
generation of sinusoidal waveforms.
This is due to the synchronous nature and
trapezoidal winding of the stator poles of the
BLDC motor. To drive this rectangular
waveform only general purpose in/out
(GPIO) pins and a 3-phase H-bridge is
needed. Note: All dimensions are in mm. Motor Shaft
would be modified according to the gear
The H-bridge system uses a high-side and
fitment
low-side transistor for each of the phases
allowing it to control the direction of the Advantages of Hall-Effect Sensor
current flowing into and out of the motor
controller:
winding. This creates positive and negative
magnetic flows that placed in the proper  This controller is multi-functional.
order create flow vectors that cause Therefore it is also used as position
movement. sensing, speed sensing as well as for
sensing the direction of movement
too
Commutation allows the movement of the  They are solid state devices, there is
motor and gets the motor turning. The absolutely no wear and tear due to
purpose of moving a motor is controlling presence of moving parts
speed and torque. Speed in a BLDC motor is  They are almost maintenance free
directly proportional to the voltage applied and they are immune to vibration,
to the stator. While commutation keeps the dust and water.
magnetic flux vector rotating, the speed at
which the actual rotor is forced to the next
position is determined by the strength of this Battery Design Report:
magnetic force, and this is determined by the Instruction:
voltage applied to the stator windings.
The batterys stores energy from the solar
By using PWMs at a higher frequency than array and make them available for the
the commutations, the amount of voltage motors.
applied to the stator can be easily controlled,
While choosing the batteries , we need to
therefore the speed of the motor can be
consider the following points:
controlled. Torque is also controlled by
reducing stator voltage when the torque load  System voltage required.
of the motor is higher than indicated.  Maximum permissible ampere-hour
rating.
 Time taken to charge the batteries.

P a g e 15 | 22
 AURINKO RIDERS

 Weigth and size. battery essentially stops discharging at a

high rate (but it does keep on discharging, at
 Cost. a very slow rate, even with the appliance
Batteries that are commonly used in solar disconnected)
cars are Lead acid batteries ,Li -ion batteries Unlike simpler batteries, lithium-ion ones
,Ni-MH batteries ,Ni-Cd. have built in electronic controllers that
regulate how they charge and discharge.
They prevent the over charging and
Rulebook Constrains: overheating that cause lithium -ion batteries
to explode in some circumstances.
 Maximum Normal Voltage of
Accumulator for Adventure class DESIGN CONSIDERATION:
allowed is 60 V and 20 MJ.
Lithium ion cell:
 Maximum Normal Voltage of
Accumulator for Professional class Height ： 65.0 mm Max
allowed is 72 V and 38 MJ.
Diameter ： 18.4mm Max
Load Considered:
The standard voltage is 48 volt and the
rated current is 100 ampere.

Working Principle:
When the lithium ion battery is charging up,
the positive electrode gives up some of its
lithium ions which move through the
electrolyte to the negative, graphite
electrode and remain there. The battery
takes in and store energy during this process
when the battery is discharging, the lithium
ions move back across the electrolyte to the
positive electrode producing the energy that
powers the battery.
The movement of ions (through the
electrolyte) and electrons (around the
external circuit in the opposite direction) are
interconnected processes, and if either stops
so does the other. If ions stop moving
through the electrolyte because the battery
completely discharges, electrons can’t move
through the outer circuit either so you lose
your power.
Similarly, if you switch off whatever the
battery is powering, the flow of the electrons
stops and so does the flow of ions. The
P a g e 16 | 22
 AURINKO RIDERS

t = time, duration of charge or discharge

(runtime) in hours

Relationship between Cr and t :

Cr = 1/t
t = 1/Cr
TABULATION:
For lithium ion

ITEM SPECIFICATION

COMPONENT SELECTION: Normal capacity 2500 mAh@0.5C

 Drop in replacement .available in 2450 mAh@0.5C

Minimum capacity (Discharge the cell from
 standard industry size.
4.2V to 2.75V by 0.5C
 Light weight.50-60%less weight than current)
lead-acid equivalent. Normal voltage 3.7V
 Longest life and more usable capacity. Charging voltage 4.2 ±0.05 V
 Constant power and temperature
tolerant.
Standard charging current 0.5C(1250 mA)
 Charging is fast and safe.
Standard discharge current 0.5C(1250mA)
 High discharge speed.
FORMULA USED: Humidity range 0～90％RH(non-
I = Cr * Er [or] Cr = I / Er condensing)

Where Height ： 65.0 mm Max

Cell dimension Diameter ：18.4mm
Er = rated energy stored in Ah (rated Max
capacity of the battery given by the
manufacturer) Weight ＜ 49g

I = current of charge or discharge in Number of cycles 300

Amperes (A)
Cr = C-rate of the battery
Equation to get the time of charge or charge
or discharge "t" according to current and
rated capacity is :
t = Er / I

P a g e 17 | 22
 AURINKO RIDERS
RESULT:
The battery type use is LI-ION battery.
The standard voltage is 48v.
The standard current is 100 ah.
The Charging rate is 0.5c.
Power is 4800wh.
SOLAR PANEL DESIGN
REPORT:
INTRODUCTION:
Solar energy is one of the renewable
resources available which we can use in our
day to day life.
With the help of solar energy, charging of
inverters which is used to power up
industries during power cuts, such that it
saves the usage and wastage of non-
renewable resources like petrol, diesel.
RULEBOOK CONSTRAINTS:
According to the rule book the vehicle can
be prepared in two ways.one is the
adventure class and the other is the
professional class. In adventure class vehicle
solar panels are placed on the front and back
side of the vehicle surface and in the
professional class vehicle, the panel is
placed on the roof of the vehicle.
Since ours is an adventure class vehicle
solar panel should not be placed on the top
or above the head of the driver.
Our panels are positioned in such a way that
it is easily detached for the inspection of
interior system and mechanism of the
vehicle
WORKING PRINCIPLE:
Solar panels work by using sun as its major
energy resource. Solar panel contains
photovoltaic cells which is nothing but
diodes made up of silicon and germanium,
which produces current due to excitation of
electrons in them.
P a g e 18 | 22
 AURINKO RIDERS

When sun rays hit the panel it reaches the

photovoltaic cell which produces enormous
amount of energy which is stored and is
used for running the vehicle.

Component selection:
Solar panels used here are ANORA SERIES
solar panels which are multi crystalline
module and has a variant of
18/36/48/54/60/72 cell module and has NS
LOAD CONSIDERATION: 3P-220P and 3-220watt. T

Here we use ANORA 110-P panels which here are highly reliable due to stringent
are capable of producing power of 100W. Its quality control and it is 100% EL tested
complete details are given below. before and after lamination
It has high durability ensured with durable
PV modules, independently tested for harsh
POWER 100W environment conditions such as exposure to
salt mist, ammonia and known risk factors.
Maximum Voltage 17.99V Calculations:
Assume solar radiation as 1000W/m^2.
Maximum Current 5.57A
Therefore power of panel is calculated by
Open Circuit 21.84V P=V*I
Voltage
Where,
Short Circuit 6.11A
P is Power in Watts.
Current
Module Efficiency 15.72% V is Voltage in Volts.
I is current in Ampere.
Weight 8kg

Efficiency of an array is calculated by

Efficiency=P/(R*A)

P a g e 19 | 22
 AURINKO RIDERS

Where, voltage and current coming from the solar

panel to the battery.
P is power in Watts.
R is Irradiance in W/m^2. Maximum power point tracking or
sometimes just power point tracking is a
A is Area of array in m^2. technique used commonly with wind
turbines and photovoltaic (PV) solar systems
Observation Graphs: to maximize power extraction under all
conditions.
V-I and P-V graph

Load Consideration:
It is programmed at 15-A/200-W unit and
uses MPPT (maximum power point
tracking) to accelerate solar charging of the
battery up to 30% per day. MPPT checks the
output of the solar panel compares it to the
battery voltage and adjusts it to the best
voltage in the order to get maximum current
in to the battery. The solar charge controller
uses a 25-A circuit breaker to protect it
against overcurrent and has a baseline of
continuous power consumption of 35 mA.
The 12-V DC power is accessible via a
%P vs %Efficiency graph
female cigarette lighter socket that is
implanted in a sidewall of the hard case and
is protected against overcurrent by the
internal circuitry of the solar charge
controller.

Solar Controller:
Introduction:
A solar charge controller is used to keep the
battery from overcharging by regulating the
Working Principle:
The major principle of MPPT is to extract
the maximum available power from PV
module by making them operate at the most
efficient voltage (maximum power point).
That is to say:
MPPT checks output of PV module,
compares it to battery voltage then fixes
what is the best power that PV module can
produce to charge the battery and converts it
to the best voltage to get maximum current
into battery. It can also supply power to a
P a g e 20 | 22
 AURINKO RIDERS

DC load, which is connected directly

to the battery. MPPT is DC to DC
converter which operates by taking DC input
from PV module, changing it to AC and Circuit Design:
converting it back to a different DC voltage
and current to exactly match the PV module
to the battery.

The block diagram of experimental setup for

testing of the modified MPPT algorithm is
shown in Figure. The solar PV panel in the
lab is flooded with artificial light (halogen
lamp). The intensity of artificial light is
controlled to simulate the fast-changing
solar irradiation. The solar PV connected
with the buck DC–DC converter. The DC
load is connected at the output of the buck
converter. The PV voltage and current are
sensed by using sensors and given as input
to the microcontroller [Model: PIC-
16F887]. The microcontroller processes the
proposed MPPT and gives output as pulse
width modulated [PWM] signal to the gate
of buck converter. The opto-coupler driver
IC [TLP-250] is used to drive the power Conclusion:
Mosfet of the converter. The data logger is
connected to record the solar PV power, The correct and fast tracking of MPP under
current, and voltage. The gate signal is change solar irradiation and change load
monitored using digital CRO. A voltmeter conditions are challenging tasks for
and an ammeter are connected at the load researchers. The proposed MPPT scheme
end. provides a solution to improve the existing
methods. The proposed scheme may help in
Block diagram of experimental setup.
achieving accurate and fast response in
Design: standalone and grid-connected solar PV
energy conversion system. It can be applied
in fast-changing solar irradiation areas
where solar PV is used. The limitation of the
proposed method is that it is not evaluated
under partial shading conditions.

P a g e 21 | 22
AURINKO RIDERS

P a g e 22 | 22