KATHMANDU UNIVERSITY

SCHOOL OF ENGINEERING
DEPARTMENT OF MECHANICAL ENGINEERING

PROJECT REPORT ON

DESIGN AND ANALYSIS OF CHASSIS OF ELECTRIC CAR

Amit Prasad Singh [42113]

Kapun Kumar Nayak [42104]

Santosh Yadav [42120]

November, 2020
 PROJECT EVALUATION

Design and Analysis of Chassis of Electric Car

By

Amit Prasad Singh

Kapun Kumar Nayak

Santosh Yadav

This is to certify that I have examined the above Project report and have found that it is
complete and satisfactory in all respects, and that any and all revisions required by the
Project examination committee have been made.

_________________________________________
Er. Chiranjeevi Mahat [Project Supervisor]

_________________________________________
Ass. Prof. Pratishit Lal Shrestha [Project Coordinator]

________________________________________
Dr. Daniel Tuladhar [Head of Department]

ii
 ACKNOWLEDGEMENT

We would like to express our gratitude and appreciation to all those who gave us the
opportunity and helped us to complete this Project. We would like to thank Kathmandu
University, Department of Mechanical Engineering for recommending us to do this
project. We are grateful to Pratisthit Lal Shrestha sir for coordinating and guiding our
project. We would like to extend our gratitude to Er. Chiranjeevi Mahat, Project
Supervisor for his guidance during our project period.

We are thankful to Er. Malesh Shah, Er. Ranjit Shrestha without whom this project
would not have been this fruitful.

iii
 ABSTRACT

Electric car are electric power source vehicle. They do not require fossil fuel as these
fossil fuel generate pollution to environment. Thus, main advantage will be zero
emission from electric vehicle. Electric vehicle was invented by "Carl Benz" in 1885.
In 1832, Robert Anderson took the first step toward building the world’s first non-
rechargeable electric vehicle.
This project consist of modelling and calculations of different parts of Electric car. The
modelling were of chassis, suspension sustem, steering system and battery. These all
parts were assembled to make whole body of electric car. Then, calculation for traction
power, suspension system, steering system and battery were done. The main objective
was selection of different materials for chassis and their respective calculation and
analysis.The stress analysis of beam of chassis and whole chassis and thermal analysis
of battery were done with the help of ANSYS software.The calculation of deflection of
different materials were analysed in ANSYS software. The calculated theoretical result
and analysis's (ANSYS) result were matched. As these result's deviate from each other.
So, the deviation percentage or error percentage were calculated.
The final result is selection of best suitable material for chassis on the basis of Ansys
and theoretically calculated result. Also, the assembled modelling of Electric car and
selection of battery. The beam of hollow rectangular was only selected during this
project. The calculation of selecting of C-channel, hollow square and hollow circular
was recommended to those who will to do this project in the future.

iv
 TABLE OF CONTENTS

PROJECT EVALUATION ........................................................................................................................... ii

ACKNOWLEDGEMENT ............................................................................................................................ iii
ABSTRACT......................................................................................................................................................... iv
LIST OF FIGURES ......................................................................................................................................... vii
LIST OF TABLES ............................................................................................................................................ ix
LIST OF ABBREVIATIONS ...................................................................................................................... x
LIST OF SYMBOLS ....................................................................................................................................... xi
CHAPTER 1 INTRODUCTION ................................................................................................................1
1.1 Background ........................................................................................................................................ 1
1.2 Objective ............................................................................................................................................. 2
1.3 Scope ..................................................................................................................................................... 3
1.4 Limitations .......................................................................................................................................... 3
CHAPTER 2 METHODOLOGY ...............................................................................................................4
2.1 Theoretical Framework ................................................................................................................ 4
2.1.1 Chassis .............................................................................................................................................. 5
2.1.2 Lithium Ion Battery ................................................................................................................... 6
2.1.3 Electric Motor ............................................................................................................................... 7
2.1.4 Steering System ........................................................................................................................... 7
2.1.5 The Suspension System ........................................................................................................... 8
2.1.6 The Charger and Electric System .....................................................................................10
2.1.7 Aerodynamic drag ....................................................................................................................10
2.2 Study design ....................................................................................................................................11
CHAPTER 3 WORK ACOMPLISHED ............................................................................................. 12
3.1 Modelling ..........................................................................................................................................12
3.2 Chassis Calculation......................................................................................................................14
3.3 Analysis of Chassis ......................................................................................................................17
3.4 Deviation between theoretically calculated result and ANSYS result: .............22
3.5 Steering system Calculation ....................................................................................................22
3.6 Suspension system calculation...............................................................................................26
3.7 Traction Force and Power Calculation ...............................................................................31
3.8 Battery Calculation ......................................................................................................................33

v
CHAPTER 4 GANTT CHART ................................................................................................................ 43
CHAPTER 5 CONCLUSION ................................................................................................................... 44
CHAPTER 6 RECOMMENDATION .................................................................................................. 45
References .................................................................................................................... 46
APPENDIX ........................................................................................................................................................ 47

vi
 LIST OF FIGURES

Figure 1.1 Kathmandu Valley Pollution Statistics ........................................................ 2

Figure 2.1 Flow chart for EV ........................................................................................ 4
Figure 2.1.1 Chassis of Electric car .............................................................................. 5
Figure 2.1.2 Lithium Ion Battery ................................................................................... 6
Figure 2.1.3 Permanent Magnet Synchronous Motor ................................................... 7
Figure 2.1.4 Rack and pinion steering system .............................................................. 8
Figure 2.1.5 MacPherson Strut ..................................................................................... 9
Figure 2.1.7 Coefficient of Drag summary for different vehicle type ........................ 10
Figure 2.2 Architectural view of the project ................................................................ 11
Figure 3.1.1 3D-Chassis............................................................................................... 12
Figure 3.1.2 Wheel....................................................................................................... 12
Figure 3.1.3 Steering .................................................................................................... 13
Figure 3.1.4 Suspension Coil ....................................................................................... 13
Figure 3.1.5 Assembled Electric car ............................................................................ 14
Figure 3.2.1 distribution of load on beam .................................................................... 14
Figure 3.3.1 Meshing of Chassis beam ........................................................................ 18
Figure 3.3.2 Meshing of Chassis.................................................................................. 18
Figure 3.3.3 Total Deformation of a beam................................................................... 19
Figure 3.3.4 Total Bending Moment of beam.............................................................. 19
Figure 3.3.5 Total Shear Force of beam....................................................................... 19
Figure 3.3.6 Total Shear-Moment Diagram................................................................. 20
Figure 3.3.7 Total Deformation (Carbon Steel Alloy)................................................. 20
Figure 3.3.8 Maximum Principal Stress (Carbon Steel Alloy) .................................... 21
Figure 3.3.9 Total Deformation (Aluminum Alloy) .................................................... 21
Figure 3.3.10 Equivalent Stress (Aluminum Alloy) .................................................... 21
Figure 3.5.1 Steering system sketch ............................................................................ 22
Figure 3.5.2 Steer ......................................................................................................... 26
Figure 3.6.1 Suspension system .................................................................................. 27
Figure 3.6.2 Free body diagram of suspension system ................................................ 27
Figure 3.7 Inclination of Car........................................................................................ 32
Figure 3.8.3.1 Cylindrical cell Schematic.................................................................... 36
Figure 3.8.3.2 Entropy change of 𝐿𝑖𝐶6 ....................................................................... 37

vii
Figure 3.8.3.3 Entropy change of 𝐿𝑖𝐶𝑜𝑂2................................................................... 37
Figure 3.8.3.4 Entropy Changes for 𝐿𝑖𝐶𝑜𝑂2, 𝐿𝑖𝐶6, & 𝐿𝑖𝑁𝑖𝐶𝑜𝑀𝑛𝑂2.......................... 38
Figure 3.8.3.5 Entropy change of the materials of a cell ............................................. 38
Figure 3.8.3.6 Mesh setup for the model ..................................................................... 39
Figure 3.8.3.7 Experiment v/s simulation .................................................................... 40
Figure 3.8.3.8 Thermal analysis of cell........................................................................ 40
Figure 3.8.3.9 Comparison of surface temperature and maximum temperature of a cell
at discharge rate of 1C ................................................................................................. 41
Figure 3.8.3.10 surface temperature profile ................................................................. 42
Figure 3.8.3.11 surface temperature profile ................................................................. 42

viii
 LIST OF TABLES

Table 3.2.1 Properties of Carbon steel ......................................................................... 15

Table 3.2.2 Properties of Aluminium alloy ................................................................. 17
Table 3.5.1 Steering system value ............................................................................... 23
Table 3.5.2 Properties of gear ...................................................................................... 24
Table 3.5.3 Properties of Cast Steel ............................................................................. 24
Table 3.8.3.1 Physical properties of material of battery .............................................. 36
Table 3.8.3.2 Temperature of battery at SOC = 0.1..................................................... 41
Table 4.1 Gantt chart.................................................................................................... 43

ix
 LIST OF ABBREVIATIONS

EV Electric Vehicle
PWM Pulse Width Modulation
NOC Nepal Oil Corporation
SOC State of Charge

x
 LIST OF SYMBOLS

I Average Intensity [W/m²]

T Temperature [K]
i Current [A]
F Faraday's constant [value=96500]
𝐶𝑝 Specific heat at const. pressure [J/KgK]
K Thermal conductivity [W/mK]
h heat transfer coefficient [𝑊/𝑚2 𝐾]

xi
 CHAPTER 1 INTRODUCTION

1.1 Background
History of automobile industry shows that, the first electric vehicle was invented before
the first gasoline engine were developed by “Carl Benz” in 1885. In 1832, Robert
Anderson took the first step toward building the world’s first non-rechargeable electric
vehicle. Three years later the practical version of electric car were developed by
“Thomas Davenport”. [1]
Electricity is the set of physical phenomena associated with the presence and motion of
matter that has a property of electric charge. Electricity can be generated using the
renewable energy sources such as solar energy, wind energy, and biomass. Presently,
electricity is considered as one of the main source of energy used for all purpose of
needs. It is also seen that the use of electricity is also applied in automobile and
locomotive industries. Since it is predicted that the non-renewable energy is decreasing
in that rate it may get unavailable after some decades. To overcome these problem,
many scientists and engineers are doing research on using the electricity as main source
of energy in automobile and locomotive industry. Since engineers got a new solution
as electric vehicle which might decrease the problem cause by decrement of
nonrenewable energy.
The idea of renewable energy is not new but the need for it now is greater than ever
before. Fossil fuel are limited and we will run out of it in the near future. To make
matters worse pollution from fossil fuel has now reached an alarming level. Introducing
the electric vehicle will be an additional advantage. The main advantage will be zero
emission from electric vehicle.
1.1.1 Pollution
The Kathmandu valley falls under highly polluted area. Due to the rise in the number
of vehicles which are run by fossil fuels the pollution level is also rising day by day. So
pollution free vehicles will be an alternative to solve these problem.
According to the pollution monitoring station of Kathmandu the level of pollution
within 24 hours of a day were calculated which is shown in the figure.

1
 Figure 1.1 Kathmandu Valley Pollution Statistics [2]

1.1.2 Fossil Fuel

According to the Central Bureau of Statistics, Nepal consumed 90% of more fuel than
they did five years ago. Data obtained from NOC showed that annual petrol
consumption has increased in past five year. The increase stood at 20.5% from the fiscal
year 2016-2017 to 2017-18. Diesel consumption rise to 96% in last 5 years, and by 23%
between fiscal 2016-17 and 2017-18 [3]. So to overcome this issue we have to search
for alternative energy solution.
1.2 Objective
The main objective of this project is to design and analyze the electric car which will
use battery as primary source and minimize the possible energy costs. This project will
include the mechanical design and analysis of the components of electric vehicle as
well as the modification of the design and calculation of the modified design.
Components of the car will be designed as per the reference model of other electric car
model.

2
The objectives can be enlisted as follows:
 Modelling of chassis of electric car.
 Different Material selection for the chassis.
 Theoretical Calculation of the chassis based on load applied.
 Stress or Load Analysis of Chassis using ANSYS.
 Calculation of battery and it's thermal Analysis by ANSYS

1.3 Scope
The main purpose of this project is to design and analysis of chassis of electric car
which will use the battery as the main source of the energy. To design the chassis of the
car different material will be selected and static analysis will be performed.
1.4 Limitations
 Electric cars have short driving range and speed due to battery weight and
technology.

 Some models of electric car are still very expensive.

3
 CHAPTER 2 METHODOLOGY

2.1 Theoretical Framework

The automotive chassis is one of the most important structures of any self-propelled
construction because of its multifaceted role on vehicle dynamic behavior. The
automobile industry today is confronted with perhaps some of the most significant
technical challenges in its history. In most regions of the world, regulations and
legislation are being enacted to enforce higher fuel economy and lower tailpipe
emissions. In all cases the trend is upward and in some regions the impending
regulations are forcing a substantially greater emphasis on improving fuel economy.
These challenges, along with quickly changing customer preferences and the
everincreasing market demand for better vehicle performance and reliability, require
automotive companies to rethink past approaches and to find better ways to design
better vehicles at lower costs in shorter time. Simulation provides a strong opportunity
and means to bring about some of the necessary cost efficiencies, while at the same
time providing the platform to drive innovative product development. Moreover,
simulation methods continue to advance in sophistication as well as the level of fidelity
and accuracy they can provide. This ongoing evolution is partly fueled by the relentless
geometric growth in the capacity and availability of high performance computing.

Figure 2.1 Flow chart for EV [4]

The mechanical design synthesis will include a synthesis of configuration presenting
the different components of the electrical vehicle. The feasibility calculations and
analysis will decide the material selection and dimensions for the electric car design.
Once the theoretical design is obtained the 3D model will be drafted using SolidWorks

4
software. The last part of the design phase consists of evaluating the 3D model and
modifying the design in case of negative testing results.
The system of electric vehicle was designed in such a way that the motor can use the
stored power of the lithium ion battery to run the vehicle. The motor driver circuit will
control the speed of the vehicle by pulse width modulation technique. On the other hand
the storage unit can be charged. For this case charge controller was used to obstruct
over charge or over discharge of battery.
2.1.1 Chassis
A chassis is the load-bearing framework of an artificial object, which structurally
supports the object in its construction and function. A chassis is a vehicle frame, the
underpart of a motor vehicle, on which the body is mounted. It consist of frame,
suspension system, axles and wheel. The other components are attached to this in order
to make a complete automobile.
Before making any decision on chassis these things must be considered:
 Light weight, strong and rigid
 Should not vibrate particularly at frequencies and harmonics of rotating parts
 Should meet the aerodynamic consideration and resistant to impact
 Most important should be cheap and corrosion proof

Figure 2.1.1 Chassis of Electric car [5]

During chassis design we must optimize requirements such as cost, strength, or
performance and energy efficiency. The stress must be calculated on the beam selected

5
for the chassis. The beam goes on combined bending and torsion. Bending would be
caused by the weight of the vehicle, particularly when coming down after driving over
a bump and the torsion from cornering. The weight of the vehicle will cause stresses to
mount in the tube and will also cause it to deflect. The torsion will likewise result in
shear stresses and will cause the tube to twist. Since we have decided to go with the
ladder frame because of its simple design and it can bear more load than other.
Material selection for chassis is done on the basis of the load which is to be taken as
static and dynamic load on the chassis. Since the design of chassis is based on the
electrical vehicle concept, we decided to go with the different material and apply
calculated load on the chassis with different material. So, the selected material is Steel
Alloy, Aluminum, and Copper Alloy. And using these different material the static
analysis was done.
2.1.2 Lithium Ion Battery
A Lithium Ion battery is a type of rechargeable battery. They are specially used for
electric vehicles and are growing in popularity for military and aerospace applications.
It has many advantages over other type of batteries. They can charge at nearly 100%
efficiency as compared to the 85% efficiency of most lead acid batteries.

Figure 2.1.2 Lithium Ion Battery [6]

The lithium ion moves between an anode to the cathode during discharging and the
cathode to the anode during recharging. It is light, has a slow energy degradation and
no memory issues. Some terminologies of battery include its capacity and rating.
Capacity and rating are the two principal battery specifying factors. Capacity is the

6
measurement of how much energy the battery can contain, analogous to the amount of
water in the jug. Battery capacity is specified in ampere-hours. A battery rating is the
second specifying factor. It refers to the rate at which it can be charged or discharged.

2.1.3 Electric Motor

The electric motor's function consist of converting electrical power into a mechanical
work. For EV the electric motor will supply the wheels with the needed mechanical
energy for their motion. On many types of permanent magnet synchronous motors
will be chosen for this project because it is simple. Permanent magnet motors are in
fact being increasingly used today because new technology, various alloys of Alnico
magnet material, ferrite-ceramic magnets, rare-earth element magnets etc. enables
them to be made smaller and lighter in weight than equivalent wound field coil
(Delphi, n.d.)motors of the same horsepower rating.
Permanent magnet motors approximately resemble the shunt motor in their torque,
speed, reversing and regenerative braking characteristics, either motor type can usually
be substituted for the other in control circuit designs.

Figure 2.1.3 Permanent Magnet Synchronous Motor [7]

2.1.4 Steering System

The steering system converts the rotation of the steering wheel into a swiveling
movement of the road wheels in such a way that the steering wheel rim turns a long
way to move the road wheels a short way. The system allows a driver to use only light
forces to steer a heavy car.

7
The steering effort passes to the wheels through a system of pivoted joints. These are
designed to allow the wheels to move up and down with the suspension without
changing the steering angle. They also ensure that when cornering, the inner front wheel
which has to travel round a tighter curve than the outer one becomes more sharply
angled. The joints must be adjusted very precisely, and even a little looseness in them
makes the steering dangerously sloppy and inaccurate. There are two steering system
in common use, the rack and pinion and the steering box.
On discussion between our team we decided to go with the rack and pinion steering
system. It is actually a pretty simple mechanism. A rack and pinion gear set is enclosed
in a metal tube, with each end of the rack protruding from the tube. A rod called a tie
rod, connects to each end of the rack.
The pinion gear is attached to the steering shaft. When we turn the steering, the gear
spins, moving the rack. The tie rod at each end of the rack connects to the steering arm
on the spindle.

Figure 2.1.4 Rack and pinion steering system [8]

2.1.5 The Suspension System

A MacPherson strut uses a wishbone, or a substantial compression link stabilized by a
secondary link, which provides a mounting point for the hub carrier or axle of the wheel.
This lower arm provides both lateral and longitudinal locations of the wheel. The upper
part of the hub carrier is rigidly fixed to the bottom of the outer part of the strut proper,
this slides up and down the inner part of it, which extends upwards directly to a
mounting in this body shell of the vehicle. The line from the strut's top mount to the
bottom ball joint on the control arm gives the steering axis inclination. The strut's axis
8
may be angled inwards from the steering axis at the bottom, to clear the tire; this makes
the bottom follow an arc when steering.

Figure 2.1.5 MacPherson Strut [9]

To be really successful, the MacPherson strut required the introduction of unitary
construction, because it needs a substantial vertical space and a strong top mount,
which unibodies can provide, while benefiting them by distributing stresses. The
strut will usually carry both the coil spring on which the body is suspended and the
shock absorber, which is usually in the form of a cartridge mounted within the strut.
The strut can also have the steering arm built into the lower outer portion. The whole
assembly is very simple and can be preassembled into a unit; also by eliminating the
upper control arm, it allows for more width in the engine compartment, which is
useful for smaller cars, particularly with transverse-mounted engines such as most
front wheel drive vehicles have. It can be further simplified, if needed, by substituting
an antiroll bar (torsion bar) for the radius arm. For those reasons, it has become almost
ubiquitous with low cost manufacturers. Furthermore, it offers an easy method to set
suspension geometry.

9
2.1.6 The Charger and Electric System
The charger is and attached and inseparable part of every electric vehicle battery
system. Discharging and recharging of EV batteries are opposite sides of the same
coin; we cannot have one without the other. As with motors, controllers, and batteries,
technology has also made today’s chargers superior to their counterparts a decade
ago. Because motor, controller, batteries and charger are also inseparable from the
electrical system that interconnects them.

2.1.7 Aerodynamic drag

Most of the automobile industry’s wedge-front designs, while attractive are actually
180 degree away from aerodynamic streamlining. For designing the body of a car we
must consider the lowest aerodynamic drag to increase the performance of the car.
We must choose the smallest frontal area, while if we see the modern vehicle design
there can be seen the smooth well streamlined frontal area.

Figure 2.1.7 Coefficient of Drag summary for different vehicle type [10]

10
2.2 Study design
The basic working principle and desired components needed to perform this project is
shown in the architectural view of the project. The components listed are needed for
EV and from them chassis, steering and battery will be designed and analysis of those
chassis will be done throughout this project.

Figure 2.2 Architectural view of the project

The components include Permanent Magnet Synchronous Motor, Lithium ion Battery,
Charge Controller, Brake, Suspension, Steering System, Wheels, and Motor Controller
etc.

11
 CHAPTER 3 WORK ACOMPLISHED

3.1 Modelling

Figure 3.1.1 3D-Chassis

Figure 3.1.2 Wheel

12
 Figure 3.1.3 Steering

Figure 3.1.4 Suspension Coil

13
 Figure 3.1.5 Assembled Electric car

3.2 Chassis Calculation

Figure 3.2.1 distribution of load on beam

Selection of material for chassis and their respective calculation

Assumption,
𝐴𝑛𝑔𝑙𝑒 𝑜𝑓 𝑡𝑤𝑖𝑠𝑡 = 1°
𝜋
∴ 𝜃 = 1𝑜 ∗ = 0.17452 𝑟𝑎𝑑
180
i. Carbon Steel alloy (selection of Material 1st)
The specifications of Carbon Steel is given below:

14
 Properties Notation Value Unit
Elastic modulus 𝐸 210000 𝑁
𝑚𝑚2
Poisson ratio - 0.28 -
Shear modulus or G 79000 𝑁
modulus of rigidity 𝑚𝑚2

Density 𝜌 7700 𝑘𝑔
𝑚3
Tensile strength - 723.8256 𝑁
𝑚𝑚2
Yield strength - 620.422 𝑁
𝑚𝑚2
Table 3.2.1 Properties of Carbon steel

Calculation of Bending Stress:

We know,
Bending stress is calculated by Flexural formula
𝑀𝑚𝑎𝑥 𝜎 𝐸
= =
𝐼 𝛾 𝑅
ℎ
𝑀∗𝑌 𝑀∗ 𝑀
Where, 𝜎 = = 2
=
𝐼 𝐼 𝑍
𝑀𝑚𝑎𝑥
𝜎= 𝑍𝑥𝑥

Where, 𝑀𝑚𝑎𝑥 = 𝐵𝑒𝑛𝑑𝑖𝑛𝑔 𝑀𝑜𝑚𝑒𝑛𝑡

𝑍𝑥𝑥 = 𝑆𝑒𝑐𝑡𝑖𝑜𝑛 𝑚𝑜𝑑𝑢𝑙𝑢𝑠 𝑎𝑏𝑜𝑢𝑡 𝑋 − 𝑎𝑥𝑖𝑠
𝐼 = 𝑠𝑒𝑐𝑜𝑛𝑑 𝑚𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 𝐼𝑛𝑒𝑟𝑡𝑖𝑎,
ℎ
𝑌 = 𝐶𝑒𝑛𝑡𝑟𝑒 𝐷𝑖𝑠𝑡𝑎𝑛𝑐𝑒 𝑜𝑓 𝑐𝑟𝑜𝑠𝑠 𝑠𝑒𝑐𝑡𝑖𝑜𝑛 𝑜𝑓 𝑏𝑒𝑎𝑚 =
2
Cross section of hollow beam is 40 ∗ 40 𝑜𝑢𝑡𝑠𝑖𝑑𝑒 𝑎𝑛𝑑 36 ∗ 36 𝑖𝑛𝑠𝑖𝑑𝑒.
Now,
𝑏ℎ3 𝑏1 ℎ31 (40 ∗ 403 ) 36 ∗ 363
𝐼= − = − = 73365.33 𝑚𝑚4
12 12 12 12
𝐼 2𝐼 73365.33
𝑍𝑥𝑥 = = = 2∗ = 3668.26 𝑚𝑚3
ℎ ℎ 40
2
𝑀𝑚𝑎𝑥 282227.5 𝑁
So, 𝑏𝑒𝑛𝑑𝑖𝑛𝑔 𝑠𝑡𝑟𝑒𝑠𝑠 = 𝜎 = = = 76.93
𝑍𝑥𝑥 3668.26 𝑚𝑚2

Calculation of shear stress:

15
 ℎ 40
𝑅𝑎𝑑𝑖𝑢𝑠 𝑜𝑓 𝑔𝑦𝑟𝑎𝑡𝑖𝑜𝑛 (𝑅) = = = 20 𝑚𝑚
2 2
𝑠𝑖𝑑𝑒 𝑏𝑦 𝑠𝑖𝑑𝑒 𝑙𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑐ℎ𝑎𝑠𝑠𝑖𝑠 = 1360 𝑚𝑚
Now applying torque or twisting moment formula,
𝑇 𝜏 𝐺𝜃
= =
𝐽 𝑅 𝑙
𝑅 79000 ∗ 0.017452 ∗ 20 𝑁
∴ 𝑠ℎ𝑒𝑎𝑟 𝑠𝑡𝑟𝑒𝑠𝑠 = 𝜏 = 𝐺𝜃 ∗ = = 20.27
𝑙 1360 𝑚𝑚2
According to Von Misses Stress at maximum theory,
𝑁
𝑆𝑡𝑟𝑒𝑠𝑠 = √𝜎 2 + 4𝜏 2 = √76.342.+ 4 ∗ 20.272 = 86.5
𝑚𝑚2
Deflection of Chassis:
𝑊 (𝑏 − 𝑥) 2
𝛿= [𝑥(𝑏 − 𝑥) + 𝑏2 − 2(𝑐 2 + 𝑎2 ) − {𝑥𝑐 2 + 𝑎2 (𝑏 − 𝑥 )}]
24𝐸𝐼 𝑏
Where, W = Load applied = 2511.25 N
b = wheel base of chassis
= 1650 mm
2900
x = mid-section of chassis = = 1450mm
2

a = front overhang= 400 𝑚𝑚

c = rear overhang= 850 𝑚𝑚
𝑁
𝐸 = 210000 𝑚𝑚2

𝐼 = 73365.33 𝑚𝑚4
2511.25(1650 − 1450)
𝛿= [1450(1650 − 1450) + 16502 − 2(8502 + 4002 )
24 ∗ 210000 ∗ 73365.33
2
− {1450 ∗ 8502 + 4002 (1650 − 1450)}]
1650
2511.25(1650 − 1450)
= ∗ [290000 + 2722500 − 1765000 − 1308636.34]
24 ∗ 210000 ∗ 73365.33
∴ 𝛿 = −1.41 𝑚𝑚
Where – sign shows that deflection is in downward direction
According deflection span ratio is allowable for simply supported beam is 1/300
ii. Aluminium alloy (selection of Material 2nd)
The 7075 alloy (ultra-super duralumin) features the highest level of tensile strength,
proof stress, and fatigue strength. It is used for chassis and subframes.
The specifications of Aluminium alloy is given below:

16
 Properties Notation Value Unit
Elastic modulus E 69000 𝑁
𝑚𝑚2
Poisson ratio - 0.33 -
Shear modulus or G 27000 𝑁
modulus of rigidity 𝑚𝑚2

Density 𝜌 2700 𝑘𝑔
𝑚3
Tensile strength - 68.9356 𝑁
𝑚𝑚2
Yield strength - 27.542 𝑁
𝑚𝑚2
Table 3.2.2 Properties of Aluminium alloy

Deflection of Chassis:
𝑊 (𝑏 − 𝑥) 2
𝛿= [𝑥(𝑏 − 𝑥) + 𝑏2 − 2(𝑐 2 + 𝑎2 ) − {𝑥𝑐 2 + 𝑎2 (𝑏 − 𝑥 )}]
24𝐸𝐼 𝑏
2511.25(1650 − 1450)
𝛿= [1450(1650 − 1450) + 16502 − 2(8502 + 4002 )
24 ∗ 69000 ∗ 73365.33
2
− {1450 ∗ 8502 + 4002 (1650 − 1450)}]
1650
2511.25(1650 − 1450)
= ∗ [290000 + 2722500 − 1765000 − 1308636.34]
24 ∗ 69000 ∗ 73365.33
∴ 𝛿 = −3.23 𝑚𝑚
Where – sign shows that deflection is in downward direction
3.3 Analysis of Chassis
The static analysis of chassis was done using ANSYS Software. The 3D Modelling of
chassis was done in solidwork and imported in ANSYS. The material selected for the
analysis was based on the carbon steel alloy. At first the analysis was done in the single
beam and after that on the whole chassis body.

17
Meshing:

Figure 3.3.1 Meshing of Chassis beam

For the meshing of single beam only, the obtained nodes and element was 43 and 21.
The size function was taken as adaptive, relevance center was coarse. The model
used for the analysis is shown in figure above.
And for the meshing of whole body same approach was used. The size function was
taken as adaptive, relevance center was coarse. After meshing the obtained number
of nodes was 472878 and number of element was 75882, with element size of 5.e-
002m.

Figure 3.3.2 Meshing of Chassis

Result:
In the result part total deformation, maximum principal stress was calculated. The
analysis was performed by applying the same load which was calculated by the beam
load calculation in chassis design part. The obtained output was almost 90% near the
hand calculation done in single beam. The screenshot of the result is shown in figures.

18
 Figure 3.3.3 Total Deformation of a beam

Figure 3.3.4 Total Bending Moment of beam

Figure 3.3.5 Total Shear Force of beam

The bending-shear-moment diagram is shown in the figure.

19
 Figure 3.3.6 Total Shear-Moment Diagram

In this above total shear-moment diagram the blue line represents the total
displacement (mm), green line represents the Bending Moment (N-m) and the red
line represents the shear force (N). The given figure shows the total deformation
and maximum principle stress of the full chassis, when the material is Carbon steel
Alloy.

Figure 3.3.7 Total Deformation (Carbon Steel Alloy)

20
 Figure 3.3.8 Maximum Principal Stress (Carbon Steel Alloy)

When the material is selected as Aluminum Alloy the obtained result is shown in the
figure.

Figure 3.3.9 Total Deformation (Aluminum Alloy)

Figure 3.3.10 Equivalent Stress (Aluminum Alloy)

21
Since the weight of the chassis when aluminum alloy is used is 45.558Kg and when
Carbon steel Alloy is used is 141.18Kg. From the above result it shows that change
in material for chassis can reduce weight of the chassis but the stress developed is
also high as compared with the Carbon steel Alloy. So, it is recommended that the
Aluminum Alloy can reduce weight but increase the probability of the failure of the
chassis, Carbon steel Alloy must be considered as the material for the chassis.

3.4 Deviation between theoretically calculated result and ANSYS result:

Carbon steel
Theoretically calculated deformation of beam= 1.414 𝑚𝑚
Deformation of beam by ANSYS= 1.9297𝑚𝑚
1.9297−1.414
% error= ∗ 100 = 26.72%
1.9297

3.5 Steering system Calculation

Ackerman Steering Mechanism was selected:

Figure 3.5.1 Steering system sketch

Parameter Value

Wheel base length(b) 1300

Track width (a) 1200

Steering arm length 340

22
 Ackerman length 20𝑜

Table 3.5.1 Steering system value

Assumptions:
 Angle of inside (θ) = 36°
 Caster Angle = +3°
 Camber = -1.5°
 King pin inclination = 3°
𝑇𝑟𝑎𝑐𝑘 𝑤𝑖𝑑𝑡ℎ ( 𝑤ℎ𝑒𝑒𝑙 𝑏𝑎𝑠𝑒) 1280 1300
Turning radius = = 2
+ 𝑎𝑣𝑒𝑟𝑎𝑔𝑒 𝑠𝑡𝑒𝑒𝑟𝑎𝑡𝑒 = + 𝑠𝑖𝑛30𝑜 = 3240 𝑚𝑚
2

For Correct Steering Equation,

𝑐 1140
𝑐𝑜𝑡∅ − 𝑐𝑜𝑡𝜃 = = = 0.876
𝑏 1300
𝑐𝑜𝑡∅ = 𝑐𝑜𝑡𝜃 + 0.876 = 𝑐𝑜𝑡36𝑜 + 0.876 = 2.25
∅ = 23.9°
From above, the correct angle outside lock = 23.9°
So, Turning radius of Front Wheel inside and outside
𝑏 𝑎− 𝑐 1300 1280 − 1140
𝑅𝑜𝑓 = + = 𝑜
+ = 3278.7 𝑚𝑚
𝑠𝑖𝑛∅ 2 𝑠𝑖𝑛23.9 2
𝑏 𝑎− 𝑐 1300 1280 − 1140
𝑅𝑖𝑓 = − = 𝑜
− = 2141.6 𝑚𝑚
𝑠𝑖𝑛𝜃 2 𝑠𝑖𝑛36 2
And, Turning radius of Rear Wheel inside and outside
𝑏 𝑎 −𝑐 1300 1280 − 1140
𝑅𝑖𝑟 = − = − = 1719.29 𝑚𝑚
𝑡𝑎𝑛𝜃 2 tan36o 2
𝑏 𝑎 −𝑐 1300 1280 − 1140
𝑅𝑜𝑟 = − = o
− = 3003.6 𝑚𝑚
𝑡𝑎𝑛∅ 2 tan23.9 2
Now, Ackerman angle,
𝑐 1140
𝑡𝑎𝑛𝛼 = = = 0.43
2𝑏 2 ∗ 1300
∴ 𝛼 = 23.67𝑜
Now,
Assumption:
 Steering arm length = 55mm
 Maximum turn to be 30° and steering wheel movement to be 180°
𝑠𝑡𝑒𝑒𝑟𝑖𝑛𝑔 𝑤ℎ𝑒𝑒𝑙 𝑡𝑢𝑟𝑛 180
𝑆𝑡𝑒𝑒𝑟𝑖𝑛𝑔 𝑟𝑎𝑡𝑖𝑜 = = =6∶1
𝐴𝑚𝑜𝑢𝑛𝑡 𝑜𝑓 𝑡𝑟𝑎𝑣𝑒𝑙 𝑔𝑒𝑛𝑒𝑟𝑎𝑡𝑒𝑑 𝑖𝑛 𝑡ℎ𝑒 𝑟𝑎𝑐𝑘 30
Now, Selecting Rack and Pinion gear mechanism

23
Assumption:
 𝐷𝑝 = 110 𝑚𝑚
 𝑇𝑝 = 24𝑚𝑚
 Both gear are made of cast steel
𝐷𝑝
𝑚= =5
𝑇𝑝
Selection of gear tooth profile:
Parameter Value
Pressure angle (ø) = 20𝑜
Addendum =𝑚=5
Dedendum = 1.25𝑚 = 6.25
Tooth thickness = 1.5708𝑚 = 7.854
Clearance = 0.25𝑚 = 1.25
Working depth = 2𝑚 = 10
No. of teeth of pinion = 24
Whole depth = 2.25𝑚 = 11.25
Speed of pinion = 300 𝑟𝑝𝑚
Gear ratio = 2: 1
Pitch line velocity = 10 𝑜𝑟 12 𝑚/𝑠
Module =5
Table 3.5.2 Properties of gear

Perimeter Value
Ultimate tensile strength 𝑀𝑁
= 552
𝑚𝑚2
Modulus of elasticity 𝐺𝑁
= 207
𝑚𝑚2
BHM = 130
Table 3.5.3 Properties of Cast Steel

Beam Strength:
Beam strength of gear tooth is the maximum tangential load that gear tooth can take
without tooth damage.
Bending strength of both gear

24
 𝜎𝑢𝑡 552 𝑀𝑁
𝜎𝑏,𝑔 = 𝜎𝑏.𝑝 = = = 184
3 3 𝑚𝑚2
Assumption in analysis of beam strength:
 Stress concentration is neglected
 Frictional force due to sliding of teeth are neglected
 The full load acts at the tip of a single tooth
 The effect of radial force is neglected
Since, Pinion and rack are made up of same material. So pinion is weaker than rack.
0.912
𝑦 = (0.154 − ) 𝑓𝑜𝑟 20𝑜 𝑖𝑛𝑣𝑜𝑙𝑢𝑡𝑒 𝑠𝑦𝑠𝑡𝑒𝑚
𝑇
0.912
𝑦𝑝 = (0.154 − ) = 0.116
24
0.912
𝑦𝑟 = (0.154 − ) = 0.1464
120
Since, 𝑦𝑟 > 𝑦𝑝 𝑠𝑜 𝜎𝑏,𝑝 ∗ 𝑦𝑝 < 𝜎𝑏,𝑔 ∗ 𝑦𝑔
The pinion is weaker than rack,
Assumption,
 𝑏 = 10𝑚
Beam strength:
𝜌𝑏 = 𝜎𝑏,𝑝 ∗ 𝑏 ∗ 𝑚 ∗ 𝑦 = 184 ∗ 10𝑚 ∗ 𝑚 ∗ 0.1464 = 269.376 𝑚2 𝑁
Wear strength:
𝑃𝑤 = 𝑏 ∗ 𝑄 ∗ 𝐷𝑝 ∗ 𝐾
Ratio factor:
2𝑇𝑟 2∗120
𝑄= = = 1.66
𝑇𝑟 +𝑇𝑝 120+24

Load stress:
2
( 𝜎𝑒𝑠 ∗𝑠𝑖𝑛∅) 1 1
𝐾= 1.4
[𝐸 + 𝐸 ]
𝑝 𝑟

𝐺𝑁 𝐺𝑁
Here 𝜎𝑒𝑠 is endurance strength = 234 and E= 207
𝑚2 𝑚2

2342 ∗ 𝑠𝑖𝑛20𝑜 1 1 𝑁
𝐾= [ + ] = 129.29
1.4 207 207 𝑚𝑚2
𝑤𝑤 = 50 ∗ 1.66 ∗ 110 ∗ 129.9 = 1180417.7 𝑁
𝑃𝑏 = 269.376 𝑚2 𝑁 = 269.37 ∗ 52 = 6734.25 𝑁

25
Calculation of King pin torque or steering force:

𝑏𝑛2
𝑇 = 𝐴𝑤 ∗ 𝑤√𝐸 2 +
8

Where,𝐴𝑤 = 𝑎𝑥𝑙𝑒 𝑤𝑒𝑖𝑔ℎ𝑡, 𝐸 = 𝑠𝑐𝑟𝑢𝑏 𝑟𝑎𝑑𝑖𝑢𝑠, 𝑏𝑛 = 𝑛𝑜𝑚𝑖𝑛𝑎𝑙 𝑤𝑖𝑑𝑡ℎ

Total weight of car 𝑤 = 420 𝑘𝑔
𝐹𝑜𝑆 = 1.5
Weight of car 𝑤 = 1.5 ∗ 420 = 630 𝐾𝑔
Weight distribution between the front axle and rear axle of 50% centrifugal force would
be applied on the front wheel 𝐹𝑐,𝑓 = 0.5 ∗ 630 = 315 𝑁

Figure 3.5.2 Steer

Taking moment about O,

50 ∗ 315 = 𝐹𝑡 ∗ 60
∴ 𝐹𝑡 = 262.5 𝑁
Coefficient of friction (µ) = 0.6
If 𝑏𝑛 = 150 𝑚𝑚 𝑎𝑛𝑑 𝐸 = 10 𝑚𝑚
Then,
𝑏 2𝑛 0.152
Steering force = 𝑇 = 𝐴𝑤 ∗ 𝑤 √𝐸 2 + 8
= 262.5 ∗ 0.6√0.012 + 8
= 8.49 𝑁𝑚

3.6 Suspension system calculation

Let us consider a MacPherson Strut Suspension system,

26
 Figure 3.6.1 Suspension system [11]
Now, the free body diagram of the suspension system is given by:

Figure 3.6.2 Free body diagram of suspension system [12]

Where,
M = Mass of the sprung
M = Mass of Unsprung
Ks = Suspension Stiffness
Kt = Tire Stiffness
Cs = Damping Coefficient
Z, Zu, Zr = Sprung, Unsprung, Road displacement
We know, Weight of the vehicle = 410Kg (Which includes frame, passenger and
battery)
Let, Weight of tire = 40 Kg
Now,
Mass of Sprung (MSprung) = 410 Kg
Mass of Unsprung (MUnsprung) = 40 Kg

27
Now, Let us distribute the mass of frame in two parts as mass of sprung on rear and
mass of sprung on front

Mass of Sprung on rear (MSprung,rear) =

Mass of Sprung on front (MSprung,front) =

Now, Assumptions,
Front Suspension Rate (K sf) =

Rear Suspension Rate (K sr) =

Tire Stiffness Rate (K t ) =

Damping Coefficient ( C

Now,

Now,
Natural frequencies for the suspension

Fn,front = 0.

Fn,rear = 0.

Let, we move wheel 1inch or 25.4mm then the spring will deflect 0.75inch or 19.2mm
So, Motion ratio = 0.75 (in/in or mm/mm)
Since, there exists the damping, the resonance occurs at the damped natural frequency

𝜔𝑑 = 𝜔𝑛 ∗ √1 − 𝜉2 Where, 𝜉= 𝐷𝑎𝑚𝑝𝑖𝑛𝑔 𝑟𝑎𝑡𝑖𝑜

Or, 𝑓𝑑 = 𝑓𝑛 ∗ √1 − 𝜉2
𝐶
Now,𝜉 = 𝐶 𝑠 Where, Cs = Damping Coefficient and C cr = Critical damping coefficient
𝑐𝑟

Now,

So,

28
Now,

Since,
< 1 → 𝑈𝑛𝑑𝑒𝑟𝑑𝑎𝑚𝑝𝑒𝑑

= 1 → 𝐶𝑟𝑖𝑡𝑖𝑐𝑎𝑙𝑙𝑦 𝑑𝑎𝑚𝑝𝑒

> 1 → 𝑂𝑣𝑒𝑟𝑑𝑎𝑚𝑝𝑒𝑑

So, we obtained = 0.49 𝑎𝑛𝑑 0.43 𝑤ℎ𝑖𝑐ℎ 𝑖𝑠 < 1

The system is underdamped.

Now, Damped Natural Frequency is,

Spring Calculation:

Assumptions:
 Spring Index (C) = 7

 Diameter of wire (d) = 10mm

 The material of spring is steel

 Spring shear modulus (G) =

 Pitch (p) = 30mm

So,
Mean coil diameter (D) = 70mm
As already considered in above the spring stiffness
Spring stiffness front (K front ) =

29
 Spring stiffness rear (K rear) =

Let the two spring with spring stiffness K 1,front & K 2,front are in parallel
So,

Now,

So,

Where, n = No. of active turns of coil being flexed

Now, Total number of turns of coil is given by

𝑁= 𝑛+ 2

So,
𝑁𝑓𝑟𝑜𝑛𝑡 = 𝑛𝑓𝑟𝑜𝑛𝑡 + 2 = 8 + 2 = 10

𝑁𝑟𝑒𝑎𝑟 = 𝑛𝑟𝑒𝑎𝑟 + 2 = 10 + 2 = 12

Now, the free length of the coil is given by

𝐿𝑓 = 𝑝 × 𝑛 + 2 × 𝑑

So,
𝐿𝑓, 𝑓𝑟𝑜𝑛𝑡 = 𝑝 × 𝑛𝑓𝑟𝑜𝑛𝑡 + 2 × 𝑑 = 30 × 8 + 2 × 10 = 260𝑚𝑚

𝐿𝑓, 𝑟𝑒𝑎𝑟 = 𝑝 × 𝑛𝑟𝑒𝑎𝑟 + 2 × 𝑑 = 30 × 10 + 2 × 10 = 320𝑚𝑚

Now, we know the weight of the vehicle is considered as 410Kg

So, Front weight = 205Kg and Rear weight = 205Kg
So, Deflection is given by,

30
3.7 Traction Force and Power Calculation
Assumptions:
 The maximum number of passenger travelling at a time be 2.

 The maximum design velocity is 80 km/hr.

 The mass factor that represent the inertia of the vehicle's rotating masses(for

e.g. wheels, drivetrain, flywheel, motor armature and other rotating parts) is

𝐶𝑖 = 1.06 For EV, where portion of drivetrain and weight has typically been
removed or lighted it is typically 1.06. For heavy vehicle it is 1.2

Where,

 The time taken by car to reach from zero initial velocity to final velocity
is 10 sec.

 The coefficient of rolling friction is 0.01-0.015 for car tires on concrete, new
asphalt, cobbles small and new.

 The angle of inclination for terrain road be ∅ = 100.

 The density of air is .

 The drag coefficient of air is 𝐶𝑑 = 0.33.

 The efficiency of gear transmission system is = 85%

 The radius of wheel is 140 𝑚𝑚 = 0.14 𝑚

Frontal Area Calculation:

Frontal width is 𝑤 = 1140 𝑚𝑚 and height is ℎ = 1040 𝑚𝑚.
Frontal area 𝐴𝑓 = 𝑤 ∗ ℎ = 1.1856 𝑚2

31
 Figure 3.7 Inclination of Car

Total mass of car:

Total mass of car = 𝑚𝑎𝑠𝑠 𝑜𝑓 𝑝𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟 + 𝑚𝑎𝑠𝑠 𝑜𝑓 𝑏𝑎𝑡𝑡𝑒𝑟𝑦 + 𝑚𝑎𝑠𝑠 𝑜𝑓 𝑐ℎ𝑎𝑠𝑠𝑖𝑠
= 410𝑘𝑔
Power Calculation:
Accelerating Force:
(𝑉 − 𝑢) 80 − 0 1000
𝐹𝑎 = 𝐶𝑖 ∗ 𝑚 ∗ 𝑎 = 𝐶𝑖 ∗ 𝑚 ∗ = 1.01 ∗ 410 ∗ ∗ = 920.2 𝑁
𝑡 10 3600
Rolling Resistance Force:
𝐹𝑟 = 𝐶𝑟 ∗ 𝑚 ∗ 𝑔 ∗ 𝑐𝑜𝑠∅ = 0.015 ∗ 410 ∗ 9.8 ∗ 𝑐𝑜𝑠100 = 59.35 𝑁
Gravitational Force:
𝐹𝑔 = 𝑚 ∗ 𝑔 ∗ 𝑠𝑖𝑛∅ = 410 ∗ 9.8 ∗ 𝑠𝑖𝑛100 = 697.7 𝑁
Aerodynamic Drag Force:
1 1000 2
𝐹𝑑 = ∗ 𝜌𝑎 ∗ 𝐶𝑑 ∗ 𝐴𝑓 ∗ 𝑉 2 = 0.5 ∗ 1.2 ∗ 0.33 ∗ 1.1856 ∗ (80 ∗ ) = 115.95𝑁
2 3600
Where, Cd = 0.33 (Drag Coefficient of Honda Civic Car)
So, Total Traction Force acting on Vehicle:
𝐹 = 𝐹𝑎 + 𝐹𝑟 + 𝐹𝑔 + 𝐹𝑑 = 920.2 + 59.35 + 697.7 + 115.95 = 1793.2 𝑁
So, Traction Power:
1000
𝑃 = 𝐹 ∗ 𝑉 = 1834 ∗ 80 ∗ = 40755.5 𝑊 = 40 𝐾𝑊
3600
Total Traction Power is:

32
 𝑃 40
𝑃𝑡 = = = 47 𝐾𝑊
𝜀 0.85
Torque:
𝜏 = 𝐹 ∗ 𝑟𝑤 = 1793.2 ∗ 0.14 = 251.048 𝑁𝑚
Torque on each driving wheel:
𝜏 251.048
𝜏1 = = = 125.54 𝑁𝑚
2 2
Angular Velocity of Wheel:
1000
𝑉 80 ∗
𝜔𝑤ℎ𝑒𝑒𝑙 = = 3600 = 158.74 𝑟𝑎𝑑
𝑟𝑤 0.14 𝑠𝑒𝑐
3.8 Battery Calculation
3.8.1 Selection of battery:

Let us consider SONY 18650 lithium ion battery of following specifications. Battery
specifications:
 Max. continuous discharge current: 10A

 Nominal capacity: 3500 mAh

 Nominal voltage: 3.6 V

 Discharge end voltage: 2.5 V

 Charging voltage: 4.20 +/- 0.05 V

 Standard charging current: 1.25 A

 Length: 65.85 mm

 Diameter: 18.33 mm

 Weight: 49.0 g

Also let us consider PM synchronous motor of following specification:

Motor specifications:

 Power: 52 KW

 Voltage: 48 V

 Torque: 280 Nm

3.8.2 Calculation of number of cell required:

33
The current for the motor is

The cross sectional area of battery ( assume it as square so that it fit on the chassis) is

The surface area of chassis excluding rear part area for drivetrain motor and leaving

3 𝑐𝑚 from each side for door and body is

𝐴𝑐ℎ𝑎𝑠𝑠𝑖𝑠 = (1300 ∗ (1360− 60) + 350 ∗ 660 + 350 ∗ (350− 60) + 400

∗ (660 − 60))

= 2262500 𝑚𝑚2 = 2.2625 𝑚2

Thus, the numbers of battery the chassis can hold on it is

Weight of all battery

Now, for the design of battery pack we consider three arrangement: Cells, Groups
(combination of cells) and Modules (combination of groups).
The no. of cells to run 1084 𝐴 motor by 3.5 𝐴 battery is

For parallel combination of cells, current given by 310 cell is = 310 ∗ 3.5 = 1085 𝐴
(voltage remains constant)
The different no. of cells form the Groups.
For series combination of Groups, voltage given by 7 Groups is = 7 ∗ 3.6 = 25.2 𝑉
(current remains 1085 A)
The different no. of Groups form Modules.
For series combination of Modules, voltage given by 2 Modules is
= 2 ∗ 25.2 = 50.4 𝑉 (current remains 1085 A)
The power of the battery 𝑃𝑏,1 = 𝑉 ∗ 𝐼 = 50.4 ∗ 1085 = 54684 𝑊ℎ = 54.6 𝐾𝑊ℎ

No. of battery 𝑛1 = 310𝐶 ∗ 7𝐺 ∗ 2𝑀 = 4340 Since,

power 𝑃𝑏,1 = 54.6 > 52 and 𝑛1 = 4340 < 6733

So, the design of battery pack is safe.

The discharge hour for 4340 battery is 1 ℎ𝑟

34
The discharge hour for 6733 battery is

This means the car will run for 1.55 ℎ𝑟 at maximm velocity of 80 𝑘𝑚/ℎ𝑟.

Therefore, the maximum distance the car can travel is 1.55 ∗ 80 = 124 𝑘𝑚 at maximum
velocity of 80 𝑘𝑚/ℎ𝑟 in one charge.
Power of battery:

The power of cell is = 𝑉 ∗ 𝐴ℎ = 3.6 ∗ 3.5 = 12.6 𝑊ℎ

The power of battery is 𝑃 = 𝑛 ∗ 𝑉 ∗ 𝐴ℎ = 6733 ∗ 3.6 ∗ 3.5 = 84.835 𝐾𝑊ℎ

Lithium content in battery:

It requires about 0.3 gm of lithium metal to produce 1 Ampere hour of power.

Therefore, amount of lithium in battery is = 𝑛 ∗ 𝐴ℎ 𝑝𝑒𝑟 𝑐𝑒𝑙𝑙 ∗ 0.3 𝑔𝑚 = 6733 ∗ 3.5 ∗
0.3 = 7.06 𝑘𝑔

3.8.3 Modelling and Analysis of cell

During the literature review we found out that cylindrical cells are used as the power
source for the electric vehicle. In the study we got some information on the construction
of the cylindrical cell. And for the analysis part we considered only one cell SONY-
18650 and noted the result obtained after analysis.
A cylindrical cell consists of five layers:
 Anode
 Anode current collector (Copper)
 Separator
 Cathode
 Cathode current collector (Aluminum)

A typical Li-ion battery uses LiCoO2/C for cathode/Anode materials.The

electrochemical reactions during the charge/discharge can be expressed as:
At, Positive electrode
𝑑𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒
𝐿𝑖 0.5 𝐶𝑜𝑂2 + 𝑥𝐿𝑖 + + 𝑥𝑒 − → 𝐿𝑖 0.5+𝑥 𝐶𝑜𝑂2
At, Negative electrode
𝑑𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒
𝐿𝑖𝐶6 → 𝐿𝑖1−2𝑥 𝐶6 + 2𝑥𝐿𝑖 + + 2𝑥𝑒 −
Overall reaction for lithium ion battery,
𝑑𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒
2𝐿𝑖 0.5 𝐶𝑜𝑂2 + 𝐿𝑖𝐶6 → 2𝐿𝑖0.5+𝑥 𝐶𝑜𝑂2 + 𝐿𝑖1−2𝑥 𝐶6

35
Where, the reversible reactions proceed from the left to the right during discharge cycle
and the opposite direction occurs during charge cycle. 𝐿𝑖0.5 is assumed to be 100% state
of charge (SOC) of 𝐿𝑖𝐶𝑜𝑂2 by following Williford et al.
During discharge cycle the heat generation are taken place caused by flowing of current
I through the cell.

Figure 3.8.3.1 Cylindrical cell Schematic [13]

Physical Properties of Materials of battery cell.

Materials Thicknes Heigh Density Thermal Specifi Electrical
s (µm) t (Kg/m³ Conductivit c heat Conductivit
(mm) ) y (w/mK) (J/KgK y (*106 ,
) S/m)
𝐿𝑖𝐶𝑜𝑂2 92 53 2291.6 1.85 1.1728 0.0001
2
𝐿𝑖𝑁𝑖𝐶𝑜𝑀𝑛𝑂2 - - 1500 5 0.7 0.000139
𝐿𝑖𝐶6 87 53 5031.6 5 0.7 0.0001
7
Aluminum 10 55 2700 200 0.87 38
Copper 10 57 9000 380 0.381 60
Separator 22 59 1200 1 0.7 -
Can 300 65 7800 16.8 0.478 -
Table 3.8.3.1 Physical properties of material of battery

36
The heat generation for the battery systems which was developed by Bernardi et. al.
can be written as:

𝑜
𝜕𝑉 𝑜
𝑞 = 𝑖(𝑉 − 𝑉 − 𝑇 )
𝜕𝑇
Where, the term 𝑖(𝑉 𝑜 − 𝑉) is the heat generation due to joule heating and the term
𝜕𝑉 𝑜
𝑖−𝑇 𝜕𝑇
is the heat generation due to entropy change.

The heat generation due to joule heating can be described as:

𝑖2
𝑞𝑗𝑜𝑢𝑙𝑒 = 𝑖(𝑉 𝑜 − 𝑉 ) =
𝜎
Where, (𝑉 𝑜 − 𝑉) = over potential
Now, the heat generation due to entropy change can be written as,
𝜕𝑉 𝑜 𝑖
𝑞𝑒𝑛𝑡𝑟𝑜𝑝𝑦 = −𝑖 𝑇 = −𝑇∆𝑆
𝜕𝑇 𝑛𝐹
𝜕 ∆𝐺 𝜕 𝑉𝑜
Where, ∆𝑆 = − = −𝑛𝐹 , Gibbs energy change ∆𝐺 = −𝑛𝐹𝑉 𝑜
𝜕𝑇 𝜕𝑇

The entropy changes of 𝐿𝑖𝐶𝑜𝑂2 , 𝐿𝑖𝐶6 , & 𝐿𝑖𝑁𝑖𝐶𝑜𝑀𝑛𝑂2 are shown in the figures.

Figure 3.8.3.2 Entropy change of 𝐿𝑖𝐶6 [14]

Figure 3.8.3.3 Entropy change of 𝐿𝑖𝐶𝑜𝑂2

37
 Figure 3.8.3.4 Entropy Changes for 𝐿𝑖𝐶𝑜𝑂2 , 𝐿𝑖𝐶6 , & 𝐿𝑖𝑁𝑖𝐶𝑜𝑀𝑛𝑂2

To obtain the entropy changes in these materials the following sixth order polynomial
was used.
∆𝑆𝐿𝑖𝑥𝐶𝑜𝑂2 = 𝑎0 𝑥 6 + 𝑎1 𝑥 5 + 𝑎2 𝑥 4 + 𝑎3 𝑥 3 + 𝑎4 𝑥 2 + 𝑎5 𝑥 1 + 𝑎6
∆𝑆𝐿𝑖𝑥𝐶6 = 𝑏0 𝑥 6 + 𝑏1 𝑥 5 + 𝑏2 𝑥 4 + 𝑏3 𝑥 3 + 𝑏4 𝑥 2 + 𝑏5 𝑥 1 + 𝑏6
∆𝑆𝐿𝑖𝑁𝑖𝑥 𝐶𝑂𝑦 𝑀𝑛𝑧 𝑂2

= 𝑐0 (𝑆𝑂𝐶)6 + 𝑐1 (𝑆𝑂𝐶)5 + 𝑐2 (𝑆𝑂𝐶)4 + 𝑐3 (𝑆𝑂𝐶)3 + 𝑐4 (𝑆𝑂𝐶)2

+ 𝑐5 (𝑆𝑂𝐶)1 + 𝑐6

And the coefficient of this polynomial was obtained from literature study and used the
data based on the literature.

Figure 3.8.3.5 Entropy change of the materials of a cell [15]

38
Mathematical model of battery:
The energy balance equation can be written as:
𝜕𝑇
𝜌𝐶𝑝 𝐴 = ∇(𝑘∇𝑇 ) + 𝑞
𝜕𝑡
𝑖² 𝑖
𝑞 = 𝑞𝑗𝑜𝑢𝑙𝑒 + 𝑞𝑒𝑛𝑡𝑟𝑜𝑝𝑦 = − 𝑇∆𝑆
𝜎 𝑛𝐹
A surface boundary condition which is dependent on the convective heat transfer is
defined as:
𝑞𝑐𝑜𝑛𝑣𝑒𝑐𝑡𝑖𝑜𝑛 = ℎ(𝑇 − 𝑇0 )
In the given figure the boundary condition are shown:

Figure 3.8.3.6 Mesh setup for the model

The modeling was done as transient thermal analysis. Convective heat transfer cooling
begins on the surface of the cell at 300K. The four-node structural and quadratic
element plane with axi-symmetric option has been used to model the cell. The model
was meshed with mapped meshing using the quadrilateral shaped element. And due to
the assumption of the uniform heat generation. The element size across the plane is also
uniform. In the anode, cathode, anode current collector and cathode current collector
the mesh was refined because the heat generation is much in these components.

39
Transient thermal analysis was performed in the cylindrical cell with 1.5Ah capacity.
The battery is operated at constant temperature of 300K and natural convection heat
transfer coefficient of 7.17 W/mK.
After the analysis the obtained surface temperature of the cylindrical cell was compared
with the experimental data of the battery from the literature.

Figure 3.8.3.7 Experiment v/s simulation

Figure 3.8.3.8 Thermal analysis of cell

40
The above graph shows the difference in the obtained result of the simulation and
experimental data obtained from the literature. And we can also see the maximum
temperature in the cell is obtained as 312.3K. while comparing with the experimental
data we can see the temperature is more in experimental data and simulation result is
less than the experimental data. After that we can also see the comparison between the
surface temperature of the cell and maximum temperature of the cell.

Figure 3.8.3.9 Comparison of surface temperature and maximum temperature of a cell

at discharge rate of 1C

Now, the obtained temperature in 𝐿𝑖𝐶𝑜𝑂2 /𝐶 battery at SOC = 0.1

C-rates h = 7.17 w/m²K
Tmax (K) Tsurface (K) ΔT
0.5 306.3 306.2 0.1
1 312.3 312.1 0.2
2 322.4 322.1 0.3
3 331.5 331.0 0.5
4 340.3 339.5 0.8
5 348.8 347.8 1.0
Table 3.8.3.2 Temperature of battery at SOC = 0.1

The given figure shows the surface temperature profile and contribution of each heat
sources at a discharge rate of 1C.

41
 Figure 3.8.3.10 surface temperature profile

Figure 3.8.3.11 surface temperature profile

As it is clear from the graph the heat generation due to entropy change is larger than
joules heating at a discharge rate of 1C.

42
 CHAPTER 4 GANTT CHART

Task Nov Dec Jan Feb Mar Apr May June Jul Aug Sep Oc Nov

Problem
Definition
Proposal
Defense
Literature
Review
Theoretical
Calculation
3D –
Modelling
Project
Design
Final
Calculation
Material
Selection
Stress
Analysis
Battery
calculation
Project
Report
Final
Review on
Project
Project
Submission
Table 4.1 Gantt chart

Completed Work

43
 CHAPTER 5 CONCLUSION

Finally it can be concluded that the project is all about the design, calculation,
modelling and analysis of different parts and system of electric car. The selection of
material for chassis was main objective which was fulfilled. The result of project is well
modelled electric car with best suitable material for chassis and lithium ion battery as
its power source. The conclusion can be enlisted as below:
 The material selection for chassis can be done by theoretical calculation and
analysis. The material cast steel with minimum deflection is selected.
 The ANSYS software is useful to compare the theoretical result with possible
practical result. The deviation or error can be found if both calculated and
Analysed result are known.
 The modelling and calculation of different system were done.

44
 CHAPTER 6 RECOMMENDATION

There are some field on which we recommend to those who will to do work on this
project in the future. This project can be improved in some section so that more exact
result can be conclude. The recommendation from us can be listed as follows:
 This project select only rectangular hollow beam. The selection of circular
hollow, C-channel and square hollow can be made. Their respective deflection
will more widen the project and most suitable material type can be choose.
 The analysis of deflection of suspension system can be done with software. It
will help to match the theoretical result with Analysed result.
 The analysis of battery is more dependent upon the practical value which is done
in lab. The SOC, temperature, C-rate can be found only if battery is practically
analysed. If these were done, exact result of thermal analysis of battery can be
obtained.

45
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APPENDIX

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