ASU Mechanical Team

Presentation
Anuj Bajaj & Hayden Hostetler

1
 {
preview of Introduction – Our Team & Vehicle
Mechanical Component Selection & VTS
main Mechanical Component Packaging

points Structural Changes & Analysis

Mass Analysis & Thermal Analysis
Engineering Methodology
Knowledge Transfer

2
Introduction
ALL ABOUT US
Our Team
The Mechanical Team - 8 members
• 1 Masters, 1 Senior, 3 Juniors, 2 Sophomores, 1 Freshman
Team Composition
• 6 Mechanical Engineering Systems
• 1 Automotive Engineering Systems
• 1 Manufacturing Engineering Technology
Three sub-teams
• Design Team – 4 members
• Thermal Team – 2 members
• Vehicle Dynamics Team – 2 members

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Our Team
Unique aspects of our program
• First AVTC for Arizona State

• Practical application oriented degree programs

• Project-based teaching system encourages real world experiences

• Focus geared toward hands-on learning

• Different degrees and grade levels provide diverse set of skills

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 Our Vehicle
Vehicle Architecture
Parallel Pre-Trans (P2)
• Transverse 2.4L LEA mounted
longitudinally
• Electrically actuated engine-
disconnect clutch
• Through-shaft electric motor mounted
in-line with engine
• 8-speed longitudinal (8L90)
transmission with modified bell
housing
• Lithium ion battery modules with plug-
in charging
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Our Vehicle
Unique Features
• Simple Design
• EV only mode available
• Performance mode
• Transmission calibrated to improve
EV mode efficiency and performance
mode performance

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Our Vehicle
Specification Target Requirement ASU Vehicle
Vehicle Technical Specifications
Acceleration IVM - 60 mph 5.9 s 7.9 s 4.6 s
Acceleration IVM - 60 mph 7.3 s
Acceleration 50 – 70 mph (Passing) 9.6 s 2s
Braking 60 – 0 mph 128 ft. 135 ft. 139.3 ft.
Cargo Capacity - 2.4 ft3. >2.4 ft3.
Passenger Capacity 4 2 4
Curb Mass TBD kg. (<+314 kg.) 1925 kg
Total Vehicle Range - 150 mi 177 mi
CD mode Range - - 45 mi
UF-Weighted Total Energy consumption 700 Wh/km 840 Wh/km (25 410 Wh/km
(30 mpgge) mpgge) (36 mpgge)
UF-Weighted WTW Petroleum Energy 420 Wh PE/km 750 Wh PE/km 94.6 Wh
PE/km
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Mechanical Component
Selection

WHAT FITS

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Mechanical Components
Powertrain Components
• Engine - 2.4L E85 Ecotec engine
• Quartermaster clutch – Engine disconnect
• Electro-Hydraulic master-slave cylinder system
• Electric motor - GKN AF-130
• 8L90 transmission (V6 housing)
• A123 7x15s3p battery modules
Power Electronics
• Reinhart inverter PM 150 DZ
• Brusa charger NLG513 air-cooled
• Denso DC-DC converter
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Crucial Team VTS
Vehicle Technical Specifications Competition Target Team goal ASU Vehicle
Vehicle Acceleration (IVM – 60 mph) 5.9 sec 5.5 sec 4.6 sec
Vehicle Acceleration (50 – 70 mph) 7.3 sec 4 sec 2 sec
CD mode Range 40 mi - 45 mi
UF – Weighted Total Energy 700 Wh/km 420 Wh/km 410 Wh/km
Consumption

UF – Weighted WTW Greenhouse Gas 225 g GHG/km 200 g GHG/km 118 g GHG/km
Emissions

Cargo capacity 2.4 ft3 >2.4 ft3 >2.4 ft3

Passenger Capacity 4 4 4
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Component Selection
Competition donated components prioritized
• Ease of availability
• Ease of support and assistance
• Lowers cost
Selection-Driving VTS
• 2.4L LEA over 1.6L LVL Turbo
• UF – Weighted WTW Petroleum Energy Use
• 94.6 WhPE/km vs 362.4 WhPE/km
• UF – Weighted WTW Greenhouse Gas Emissions
• 118.1 g GHG/km vs 146.4 g GHG/km

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Component Selection
A123 7x15s3p modules over Enerdel PP320-394A
• Acceleration IVM – 60 mph
• 4.6 sec vs 5.1 sec
• UF – Weighted Total Energy consumption
• 410 Wh/km (36 mpgge ) vs 498.7 Wh/km (29.5 mpgge)
• Total Vehicle Range and CD mode Range
• 45 miles vs 20.4 miles

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Component Selection
GKN AF-130 Motor over Remy HVH410
• Passenger Capacity
• 4 passengers vs <4 passengers
Manual clutch over hybrid disconnect device
• Cost and easy integration

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Mechanical Packaging
HOW THEY FIT

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Space Claim
Front Powertrain - Engine
• Packaging Strategy
• The 2.4L LEA E85 transverse engine
mounted longitudinally
• Engine placement as far forward as
possible
• Clearance from radiator fan is 60 mm
• Oil pan will be changed to a rear pick up
to avoid interference with steering rack
• Critical Design Feature
• Engine mount extensions

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Space Claim
Engine Mounting Details
Saturn sky Mount
• Mounting location remains the same
on the sub-frame
• Saturn Sky Engine Mounts will be
used Extension arm

• Mount extensions will need to be

analyzed for stress (20g/8g), fatigue
and vibration excitation
• Accessories List
• Alternator ü
• Water pump ü
• Lubricating oil pump ü
• A/C Compressor û
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Space Claim
Front Powertrain - Clutch
Packaging Strategy
• Clutch bolted to the flywheel of engine & placed
between engine and electric motor
• Function: Long-term disengagement of the engine
Clutch Pack
• Lower moment of inertia for quicker and lower force
operation
• FTE Automotive’s electrohydraulic master cylinder
(TBD)
• Clutch: Quartermaster Clutch (5.5“ diameter, 3-Disc)
• Slave cylinder: McLeod hydraulic TOB
Slave Cylinder
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Space Claim
Front Powertrain – GKN AF-130
Packaging Strategy
• Through-shaft motor mounted in-line
• Eliminated belt/gear driven system
• Benefited greater in a P2
• High voltage routing performed without
violating wire bend radius
• Mounted to the front cradle to provide isolation
& absorb reaction forces
• Vibration damping pads between mount and
structure
• Bolt sleeves provide electrical isolation
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 EM Mount
holes x4

Space Claim – Structure

Electric Motor mount plan
• Cross-section is a rectangular tubular section
EM Structure
• Extruded aluminum tubing to be bent and welded Mount point
together
• Front sub-frame to body straps to be replaced with
stronger members
• Structural FEA using (20g/8g) load case; Vibration
excitation analysis are critical to design
• Offers ease of assembly
Vibration isolation pads
• No waiver required: an addition to front cradle and added
not a modification
Subframe-to-body straps
replaced with stronger
members
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Space Claim
Front Powertrain – Inverter
Packaging Strategy
• Mounted near front of dash above electric
motor.
• Mounted close to motor
• Avoid long AC voltage lines which reduces
losses
• Will need heat shields to guard from engine
heat

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Space Claim
Front Powertrain – 8L90 Transmission
Packaging Strategy
• The 8L90 transmission will replace smaller
6L45 transmission
• Modified bell housing required to package
within tunnel without interference
• New housing will be machined to connect to
transmission housing
• Connect to electric motor via an adapter
plate to house coupling and torque converter
• New mount will be designed at a new
location on the underbody
 Fuel level gage Fuel pump

Space Claim
Non Powertrain - Fuel Tank
Packaging Strategy
• Mounted by straps on passenger side in stock
position in underbody Tank straps

• Will use stock filler cap

• Capacity at 8.5 gallons
• Ease of access allows dismounting in 15
minutes
• Mounted above framerails; will not need
application of a skid plate
• Made of aluminum sheet metal and will be
tested to 6psig of pressure
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Space Claim
Rear Powertrain - ESS
Packaging strategy
• Placed central and low to retain handling
performance
• Designed to protect, isolate, and cool batteries
while staying compact
• Mounting points on framerails
• 5 bar, 4 bar and framerails
• Floorboard modification: No Waiver

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Space Claim
ESS Structure Features Access Points
• Stepped 5-2 module positioning
• Easy access to Manual Service Disconnect
• Multiple inspection and access points
• HV and LV connectors accessible from vehicle
bottom
• Coolant lines in and out from bottom
• Luggage compartment fully isolated from ESS

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Space Claim – Structure
• Aluminum extruded rectangular tubing
• 1/8th inch thick, 1.5” x 1” dimensions
• 10.9 Metric grade M8 bolts (yield: 827 MPa)
• Plastic straps for wire clamping
• Nuts welded at points of no access
• Aluminum cooling plate
• Structure made in parts and to be assembled in-
vehicle

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Space Claim – Routing
Packaging Strategy DC HV Line Fuel Line
• Routing concept for fuel lines,
brake lines, HV lines and
exhaust
• All routing objects placed
within framerails of the vehicle
• Exhaust routed from
passenger-to-driver side
• Brake routing in stock position
• No non-structural waiver
needed Exhaust Pipe Brake Line

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Mechanical Packaging - Changes
Impact on the Vehicle
• Passenger capacity remains unchanged at 4
• Trunk size is reduced, luggage requirement (2.4 ft3) still met
• Addition of structural members for electric motor – mounted to the front subframe
• Addition of structural members for ESS – mounted to the body frame rails
• No waivers required

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Mechanical Packaging - Analysis

Develop CAD Define scope & Choose analysis

model assumptions type

Refine and Generate CAE

Generate mesh
idealize model

Mesh controls Define boundary Interpret

Run model
and quality check conditions results

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Structural Analysis
Scope
• Full ESS structure chosen for analysis
• Static stress analysis using (20g/20g/8g) load case
scenario
• Linear simulation for crashworthiness of the structure
• Stress value target: half of yield strength
• Subject of interest: shear strength of beams subject to bolt
tear-out under lateral and longitudinal cases
• UDL load on beam face for vertical loading
• Bearing loads applied in reverse direction

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Structural Analysis
Assumptions & Material Properties
• Only battery modules mass taken into account
• Mounts will be represented by rectangular pieces 5mm thick
• Material: 6061 aluminum for good weldability and strength
• Yield strength: >240 MPa
• Poisson’s ratio: 0.33
• Young’s modulus: 68.9 GPa
• Shear strength: 210 MPa
• Blends with radius lower than 2mm removed to idealize
• Material behavior is linear only

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 Structural Analysis
CAE Model
• Midsurface model – 2D representation
• 1/8th inch thick ‘pegs’ used to represent mounting
brackets
• Midsurfaces sewn to obtain watertight bodies
Mesh
• 2D CQUADR elements used
• Better representation compared to 3D tetrahedral
mesh
• Works faster for thin, beam-like structures
• 3D block mesh would require further idealization

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 Bolt motion
Bearing load

Structural Analysis
Mesh:
• CQUADR elements created with 1.5x
thickness at weld areas
Bearing load
Boundary Conditions (Static):
• Fixed constraints applied at mounting
surfaces (DOF = 0)
• Bearing load distributed parabolically
• Evenly distributed load across four bolts
• Calculated as:
Load = (20*9.81*21.75)/4 N
= 1.066 kN
Max bearing load = 4.76 kN (Hand
calculated as: 2.5*Kb*d*t*TS ) 33
 Structural Analysis
Longitudinal Load Case Max Stress: 44.5 MPa

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 Structural Analysis
Lateral Load Case Max Stress: 39.5 MPa

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 Structural Analysis
Result Interpretations
• Maximum stress induced: 44.5 MPa (N/mm2) in longitudinal case
• Hand calculation for bearing stress
• F = 2.5*Kb*d*t*(stress); Stress = 67.17 MPa
• Safety factor of 5
• Yield strength of at least 240 MPa
• Shear strength of 210 MPa
• Potential weight savings by optimizing design in later stage

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Performance Modeling &
Analysis
HOW IT WILL WORK

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 Mass Analysis
• Fore-aft two wheel static model used
• Masses obtained from various open
sources or provided by vendor
• Simple shapes represent major
components
• Wheels assumed as discs, suspension
movement and liquid shift is zero
• Dimensions represent maximum
dimension of “box” around component
• Lightweight components
• DC/DC converter, Brusa charger,
inverter ignored for the study

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 Mass Analysis
Description From Front Wheel (mm) - ASU Vehicle

Stock Camaro mass 1343

2.4L LEA E85 ICE 35
8L90 Transmission 830
GKN AF-130 Axial Flux EM 473
Added

A123 Battery (Modules 2961

Only)
New Fuel Tank (Filled) 2235
3.6L LFX V6 ICE 71.5
Removed

6L45 Transmission 572

Stock Fuel Tank (Filled) 2235

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Mass Analysis
 

Mass added or subtracted (kg)

Description (F/R)
ASU Vehicle
Vehicle mass and mass distribution  
Stock Camaro mass 1687 (2015 Camaro)
• Estimated mass gain of 240 kg 2.4L LEA E85 ICE(F) 154

• New mass: 1925 kg (Based on 2015 Camaro 8L90 Transmission (F) 90

mass) GKN AF-130 Axial Flux EM (F)

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• 2015 Camaro 1LS mass distribution F/R is Clutch (F)

9
 
52.2/47.8 A123 Battery (Modules Only) (R)
151
 

Added
• F/R mass distribution of ASU vehicle is Rinehart PM150 DZ (F) 11
 
47.3/52.7 Denso DC-DC Converter (R) 2.7
Brusa Charger (R) 6.3
• CG Shift: 140 mm rearward HV Wires (N/A) 7
New Fuel Tank (Filled) (R) 29
Muffler (R) 5.5
Mounting Structures, Cooling System 60
(Estimated)
3.6L LFX V6 ICE (F) 183
6L45 Transmission (F) 78

Remove 
Stock Fuel Tank (Filled) (R) 62
40
Stock Muffler (R) 8
Performance Analysis
Expected Handling characteristics
• High polar moment of inertia will lead to good straight-line stability
• Lower steering sensitivity will adversely affect autocross event performance
• Potential for understeer
• Higher weight transfer to rear during acceleration
• Rearward weight on RWD vehicle will help improve traction during acceleration
• Expected change in pitch characteristics of vehicle
• Can affect the ride quality

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Performance Analysis
Performance handling improvements
• Improved brakes to meet braking distance requirement
• Stiffer rear suspension
• Re-balance ride
• Restore trim height
• Rebalance vehicle pitch characteristics
• Changing shock absorbers to provide correct damping
• Shed weight on the outer corners of car such as hood, trunk lid, and bumpers
• General weight reduction proposals
• Lighter seats
• Polycarbonate windows
• Bottleneck: Lack of real suspension and tire data
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 Thermal System
System Requirements:
Requirement Electric Motor Energy Storage System Inverter

Operating Temperature (C) -40°C to +80°C 0°C to +60°C -40°C to +80°C

Optimum Temperature (C) 55°C 23°C 40°C

Coolant flow rate (50/50 8-12 LPM Target: 10 LPM* 8-12 LPM
EGW) (LPM)
Cooling structure Internal to vendor “Flood” cooling plates Internal to vendor
enclosure enclosure

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 Thermal System
Radiator 1
Proposed Thermal Management System
Radiator 2
• Two separate cooling loops
• Loop 1: EM & Inverter Air Bleed
Reservoirs
• Loop 2: ESS cooling (Ambient)
Motor
• Multi-core radiator and partitioned Pump
reservoir
• Centrifugal pumps running off LV system Inverter
A/C System
• Air-Bleeds and reservoir placed at highest
point in loops Valve Heat Exchanger
• Heater in ESS loop for cold starts
• A/C system used for supplemental ESS
cooling beyond 40°C ESS Heater Pump Air Bleed
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 Thermal System - ESS Coolant Out

• Four cooling plates with

distributed coolant
• Will offer high coolant heat
transfer capacity for all modules
• Will potentially help maintain the
10°C temperature difference limit
between modules

Coolant In
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 Thermal System
ESS Cooling plate features
• Aluminum cooling plate 8mm thick
• 3mm top plate
• Surface area per module 0.031 m2
• Cooling channels milled into the plate
• O-ring to provide sealing
• 50/50 Ethylene glycol Water is the
coolant.

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 Engineering
Methodology
HOW WE DID IT

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Engineering Methodology
Planning Process
• High level identification of deliverable sub-tasks
• Deliverables were both organizer-driven and team-driven
• Identification of cross swim lane dependencies
• Timeline development
• Updating schedule on a monthly basis
• Tool used: Map Day

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Engineering Methodology
Concept of
ESS Design Operations & Refinement In-Vehicle testing
Requirements

Define structural, High level System

thermal, operating requirements validation
Full system testing
requirements and
DFMEAs Requirement System
details verification
Design structure, Sub-system tests such as
model cooling Subsystem cooling system logic and
High level
system, HV routing testing and performance
design
concept verification
Unit testing
Unit-level tests such as
Structural FEA on Detailed design and
structure NDTs
structure, CFD verification
analysis for cooling
simulation Implementation
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Engineering Methodology
Resource Constraints
• Varying levels of experience and learning curves
• Lack of version control and sharing software
• CAD data delivery times
• Cost constraints

Influence on Mechanical Design

• Non-sponsor donated components not an option
• Proposed architectures had common components
• Manual clutch preferred over hybrid modules

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Engineering Methodology
Design Challenges
• ESS Cooling system
• Lack of space creates need for four separate cooling plates for seven modules
• Current design is expected to cause large pressure head loss
• Engine mount design
• Unconventional to mount transverse engine longitudinal
• Major changes to front sub-frame would be needed to use standard mounts
• ESS packaging
• Top mounting structure will be made in parts and assembled in car
• Operations such as welding and assembling will be done in car

51
Engineering Methodology
Design Mitigation
• ESS Cooling System
• “Manifold-type” design to divert fluid from one inlet to four plates
• Design will help maintain high temperature difference improving efficiency
• Design can allow active control to maintain even temperature
• Engine Mount Design
• Stock Saturn Sky mounts may not need aggressive design validation
• Extension arms will be assessed for static load, fatigue, and vibration excitation.

52
Knowledge Transfer
WHAT WE WILL DO

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Knowledge Transfer
Consistency of knowledge transfer
• University ‘Blackboard’ organization created for onboarding
• Will act as a team ‘SharePoint’
• Hold recruiting info sessions at beginning of the semesters
• Arrange self-paced and instructor-led trainings for NX and RadTherm
• Maintaining diversity in team’s level of education
• Generate coursework & workshop equipment training videos
• Appoint Team-Lead Assist
• Work along side Team-Lead for future succession

54
Knowledge Transfer
• Documentation of work done is critical
• Foundation of reasoning behind decisions
• Team-provided reference materials
• Organizer-provided reference materials
• General knowledge transfer
• FEA
• Manufacturing knowledge
• Competition knowledge
• CAD tools and design methodology

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Lessons Learned
• Was a process – learning curve
• Diverse strengths critical to productivity
• Cross-team collaboration crucial for success of project
• Time is of the essence
• Self-imposed deliverable due dates
• Contact vendors and sponsors early
• Open-minded to EcoCAR 3 real-world experiences
• Importance of organizational skills

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THANK YOU
Questions?

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