DESIGN OF GEAR SYSTEM TO RUN THE WIND

TURBINE GENERATOR WHICH PRODUCES

ELECTRICITY TO RUN AN ELECTRIC CAR

A PROJECT REPORT

Submitted in partial fulfillment of the

Requirement for the award of the

Degree of

BACHELOR OF TECHNOLOGY

IN MECHANICAL

by

ROHAN BHARDWAJ (10BME0039)

ABHINAV AGRAWAL (10BME0002)

HIMANSHU AGARWAL (10BME0075)

School of Mechanical and Building Sciences

VIT U N I V E R S I T Y

(Estd. u/s 3 of UGC Act 1956)

MAY 2014

DECLARATION BY THE CANDIDATE

I hereby declare that the project report entitled “DESIGN GEAR TRAIN TO

RUN THE WIND TURBINE WHICH PRODUCES ELECTRICITY TO

RUN ELECTRIC CAR” submitted by me to Vellore Institute of Technology

University, Vellore in partial fulfillment of the requirement for the award of the

degree of B-TECH in MECHANICAL is a record of bonafide project work

carried out by me under the guidance of SURESH G.DORE(Associate professor).

I further declare that the work reported in this project has not been submitted

and will not be submitted, either in part or in full, for the award of any other

degree or diploma in this institute or any other institute or university.

Place :Vellore Initials of the Candidate

Date: 26/4/2014 H.A.

VIT U N I V E R S I T Y

(Estd. u/s 3 of UGC Act 1956)

School of Mechanical and Building Sciences

CERTIFICATE

This is to certify that the project report entitled “DESIGN GEAR TRAIN TO

RUN THE WIND TURBINE WHICH PRODUCES ELECTRICITY TO

RUN ELECTRIC CAR” submitted by ROHAN BHARDWAJ(10BME0039),

HIMANSHU AGARWAL(10BME0075) AND ABHINAV AGRAWAL(10BME0002)

to Vellore Institute of Technology University, Vellore, in partial fulfillment of

the requirement for the award of the degree of B-TECH in MECHANICAL is a

record of bona fide work carried out by him/her under my guidance. The project

fulfills the requirements as per the regulations of this Institute and in my

opinion meets the necessary standards for submission. The contents of this

report have not been submitted and will not be submitted either in part or in

full, for the award of any other degree or diploma and the same is certified.

SURESH G.DORE (Asst. Prof)

Guide External Examiner

ACKNOWLEDGEMENT

I would like to express my gratitude to the chancellor of Vellore Institute

of Technology University, Dr.G.Viswanathan, for giving me the

opportunity to pursue my studies in this prestigious university.

It’s my privilege to express heartfelt thanks to Dean, School of

Mechanical and Building Sciences Prof.A. Senthilkumar for this kind of

encouragement for all endeavors upon this project.

I would like to take this opportunity to express gratitude to my internal

guide Professor SURESH G.DORE for his unwavering support and the

infinite amount of time spent with me helping to do my project.

Place: Vellore

( ROHAN BHARDWAJ)

(ABHINAV AGRAWAL)

(HIMANSHU AGARWAL)

Date: 26/4/14

TABLE OF CONTENTS

CHAPTER NO. TITLE PAGE NO.

ABSTRACT iii

LIST OF FIGURES xviii

1. INTRODUCTION 1

1.1 Background 1

1.2 Problem Statement 2

1.3 Post/Related Work 2

1.4 Essence of project 3

1.5 Importance of the project 3

1.6 Challenges 3

1.7 Assumptions 4

1.8 Objective 4

2. LITERATURE REVIEW 5

2.1 Comparison with IC engine vehicles 5

2.1.1 Price 5

2.1.2 Maintenance 6

2.1.3 Air pollution and carbon emissions 6

2.1.4 Mileage costs 6

2.2 Battery Performance 13

2.3 Power Electronic devices 14

2.4 Grid Integration 14

2.5 Environmental and market analysis 14

2.6 Advanced Vehicle testing 14

3. DESIGN OF THE PROJECT 16

3.7 Electric car working without our design installment 21

3.8 Ways we can install our system 22

3.8.1 Charging with supercapacitor 22

3.8.2 Direct charging 23

4. METHODOLOGY 24

4.1 Pre-design phase 24

4.1.1 Project startup 24

4.1.2 Project work plan and schedule 24

4.1.3 Data document collection 24

4.1.4 Confirmation of existing conditions 24

4.1.5 Develop review and finalize design

criteria

24

4.2 Schematic design phase 24

4.2.1 Conceptual sketches 24

4.2.2 Schematic modelling 25

4.3 Design development phase 25

4.3.1 Define design and building components in

details

25

4.3.2 Functional specifications 25

4.4 Assembling the parts 30

5. RESULTS AND DISCUSSIONS 31

5.1 Method to get diameter of the gear system 31

5.2 The discharge rate of the batteries for different cars 32

6. CONCLUSION AND FUTURE WORK 34

7. REFERENCES 35

ABSTRACT

Our project is based on the idea that if we can somehow charge the battery while the car is in

motion then it could remove the problem of recharging the battery or the least it can increase

the range of an electric car. The principle used behind the project is that of a wind turbine, as

the wind turbine produces electricity when the blade rotates because of the moving wind,

now if we use this principle and make the front wheel as the primary mover instead of the

blades and connecting the a constant velocity joint to the wheel axle and mounting a gear

system over it so that the gear system is connected to the shaft of the wind turbine generator,

so now as the car moves the front wheel moves which rotates the constant velocity joint

which rotates the gear system which in turn rotates the shaft, as the shaft moves with the

minimum required speed the generator starts to produce electricity which can be used in two

ways, the first is that the electricity can be used to recharge the battery directly so that the

battery runs for a longer period of time, the second method is that the electricity generated by

the generator could be stored in the ultra-capacitor which could be used to recharge the

battery or when the car is accelerating, like this the battery can be saved and it can run for a

longer period for time. The project will help to extend the range of the electric car.

LIST OF FIGURES

FIGURE NO. TITLE PAGE NO.

2.1 Flexible Nano Nickel-Flouride battery Doubles as a

supercapacitor

10

2.2

A hybrid anode made of graphite and lithium that

could quadruple the lifespan of lithium-sulfur

batteries.

12

3.1 The Rim of the car 16

3.2 The Disc Brake 17

3.3 The constant velocity joint 18

3.4 The front wheel axle 19

3.5 The gear system 20

3.6 Final assembly 21

3.7 Electric car working without our design installment 21

3.8.1 Charging with supercapacitor 22

3.8.2 Direct charging 23

4.3.2 Supercapacitor classification 30

1

CHAPTER 1

INTRODUCTION

1.1 BACKGROUND

Nowadays the biggest problem with the automobile with the internal combustion engine is that

the pollution spread by the cars, the problem with the electric automobile is that it has small

range and there are very few charging pumps on the road. These cars are very expensive and

heavy. The earlier problem was that the battery type used was of poor quality that is, it has few

cycles and poor charging capabilities. Other problem with an electric vehicle can be have blown

fuses as they short the circuit, another reason is that faulty alternators or dead batteries. A 2011

report prepared by Ricardo found that hybrid electric vehicles, plug-in hybrids and all-electric

cars generate more carbon emissions during their production than current conventional vehicles,

but still have a lower overall carbon footprint over the full life cycle. The initial higher carbon

footprint is due mainly to battery production. As an example, the study estimated that 43 percent

of production emissions for a mid-size electric car are generated from the battery production The

cars have to be recharged after every 200 miles, so if the problem for recharging after every 200

miles can be removed and the range of electric car will be increased then the pollution will

decrease immensely. There are various methods done so far to increase the efficiency of the

electric car, most of them are done on batteries. There various research going on in this field on

how to increase the battery life and how to reduce its weight. The other method is done by

charging the car by solar panel or by wind turbine method.

2

1.2 PROBLEM STATEMENT

Our project focuses on the principle of wind turbine that the front wheel of the car is used as a

primary mover, instead of blades, and a constant velocity joint is fixed on the front axle, over

which a gear is fixed which is connected to another gear which is joint to the shaft of the wind

turbine generator, the motion of the wheel sets the axle in motion which in turn sets the constant

velocity joint in the motion which will make the gears rotate so the shaft of the wind turbine

generator will rotate, as a sufficient speed is attained by the wind turbine generator to produce

electricity, it will start to produce so. The electricity produced by the wind turbine generator can

be used in to ways, first is that it can be used to directly recharge the battery so that somewhat

amount of charge is being recharged again and again so that the electric car can run for a longer

period of time, second method is that the electricity produced can be stored in an ultra-

capacitors, so the stored charge can be used at the time of acceleration or it can be used to

recharge the battery. The methods to obtain electricity and the method to use them can result in

the longer range of the electric car which c reduce the frequency of charging the car for the

limited charging point.

1.3 POST/RELATED WORK

The method by which wind turbine generator is used before is that in every method the

generator is made to rotate by the use of wind, for that wind energy was tried to capture by many

different ways but this kind of method increases a large amount of form drag, so instead of

giving energy it consumes a large amount of energy so the overall setup fails, but a few of the

designs proved worthwhile as they increased the mileage to around 24%. A car known as eclectic

is also made by using a wind turbine and solar panel and regenerative braking. The car is for four

people and has a single gear system for drive and reverse.

Another model is a new power packed performance super car has been designed in California

that can run at the speed of 155 mph without conventional fuel. For startup this car will use solar

powered battery but later draw its energy from circulating air. An advanced alternating current

induction motor will glide the Formula AE. This motor will have a power output of 212

3

kilowatts. Rory Handel and Maxx Bricklinas from Beverly Hills, California are responsible for

the design of the sleek motor of the car, and they are hoping that the prototype would be

completed in August.

1.4 ESSENCE OF PROJECT

Most of the methods used are for capturing the wind by the wind turbine by placing it over the

roof of the vehicle, this kind of method didn’t prove to be quite useful as it increases the drag of

the vehicle and end up consuming more power than producing it, so we changed the design and

connected the wind turbine generator to the axle of the front wheel so now the turbine will move

not because of the wind but because of the moving axle connected to the front wheel

1.5 IMPORTANCE OF PROJECT

The importance of this system is that in the upcoming time the fossil fuel will get depleted and

the little amount left will get very expensive so research is needed in this area to find new ways

to improve electric cars. These cars have easy functioning and there are many ways to charge

them like wind power and solar power, these vehicles are extremely quiet and prevent noise

pollution.

1.6 CHALLENGES

The difficulty was drawing the design of the project as some of the parts were difficult to make

such as the constant velocity joint and the helical gear, the main problem when the calculation

for the battery discharge and the electricity produced by the generator was calculated as the

electricity produced by the generator should come to be more than or equal to the battery

discharge, calculation about the gear system was quiet difficult as the dimensions were not fully

known. The animation of the design proved to be quiet difficult.

4

1.7 ASSUMPTIONS

The assumption of our project is that the vehicle is made of light aluminum alloy so that it is

made as light as possible because battery pack and the generator would increase the weight

tremendously. The dimensions of the rim were assumed and based on those dimensions the

dimensions of the rest of the design were formulated. The dimensions of gear design were

assumed only the diameter was formulated because of the diameter the rim

1.8 OBJECTIVE

The objective of our project is to design a gear system which will rotate the wind turbine

generator to produce electricity for the electric vehicle, when the car is in motion. The purpose of

the project is to increase the range of the electric car, so that the car can cover more distance in

one charge and to make it somewhat self-sustained, which will remove the problem of charging

the car after every short interval of time, so the car can run for a longer period of time, it would

be like the car is carrying an extra at all times.

So the main objectives are:

Create a design for a wind turbine system which doesn’t use wind to rotate it.

Check if the design has any effect on the drag.

Try to increase the mileage to at least 2 times.

Reduce the weight of the generator.

And the main goals are:

To design a gear system so that the generator could rotate at low speed of the wheel.

To check if the system could hold the stress.

To check if generator is producing sufficient energy to charge the battery.

5

CHAPTER 2

LITERATUTRE REVIEW

An electric car is an automobile that is propelled by one electric motor or more, using electrical

energy stored in batteries or another energy storage device. Electric motors give electric cars

instant torque, creating strong and smooth acceleration.

Benefits of electric cars over conventional internal combustion engine automobiles include a

significant reduction of local air pollution, as they do not emit tailpipe pollutants, in many cases,

a large reduction in total greenhouse gas and other emissions (dependent on the fuel and

technology used for electricity generation), and less dependence on foreign oil.

As of January 2014, the number of mass production highway-capable all-electric passenger cars

and utility vans available in the market is limited to about 25 models, mainly in the United

States, Japan, Western European countries and China. Pure electric car sales in 2012 were led by

Japan with a 28% market share of global sales, followed by the United States with a 26% share,

China with 16%, and France with 11%, and Norway with 7%. The world's top selling highway-

capable electric car ever is the Nissan Leaf, released in December 2010 and sold in 35 countries,

with global sales of 100,000 units by mid-January 2014, representing a 45% market share of

worldwide pure electric vehicles sold since 2010.

2.1 Comparison with IC engine vehicles:

2.1.1 Price:

The up-front purchase price of electric cars is significantly higher than conventional internal

combustion engine cars, even after considering government incentives for plug-in electric

vehicles available in several countries. The primary reason is the high cost of car batteries. The

high purchase price is hindering the mass transition from gasoline cars to electric cars

6

2.1.2 Maintenance

Electric cars have expensive batteries that must be replaced but otherwise incur very low

maintenance costs, particularly in the case of current lithium-based designs

2.1.3 Air pollution and carbon emissions

Electric cars contribute to cleaner air in cities because they produce no harmful pollution at the

tailpipe from the onboard source of power, such as particulates (soot), volatile organic

compounds, hydrocarbons, carbon monoxide, ozone, lead, and various oxides of nitrogen. The

clean air benefit is usually local because, depending on the source of the electricity used to

recharge the batteries, air pollutant emissions are shifted to the location of the generation

plants. The amount of carbon dioxide emitted depends on the emission intensity of the power

source used to charge the vehicle, the efficiency of the said vehicle and the energy wasted in the

charging process. This is referred to as the long tailpipe of electric vehicles.

2.1.4 Mileage costs

Most of the mileage-related cost of an electric vehicle can be attributed to the maintenance of the

battery pack, and its eventual replacement, because an electric vehicle has only around 5 moving

parts in its motor, compared to a gasoline car that has hundreds of parts in its internal combustion

engine. With use, the capacity of a battery decreases. However, even an 'end of life' battery

which has insufficient capacity has market value as it can be re-purposed, recycled or used as a

spare.

The paper titled “Electric Vehicle with Charging Facility in Motion using Wind Energy” used a

method to solve the problem of electric car and the paper says that the main disadvantage of

Electric Vehicle is the lack of capability of storing sufficient energy to run the vehicle for a long

time. The energy storage capacity of battery used in electric vehicle is very low compare to

conventional fuels used in modern automobiles. The operation, performance and efficiency of

motor driven electric vehicles are much better than engine driven vehicles, at the same time

electric vehicles are very much environment friendly. Still electric vehicles are falling behind in

the automobile industries due to the problem of storage of energy. This paper is based on the

concept of charging the batteries of an electric vehicle when it is in motion or propelling. This

may be done by using the energy of wind which is caused by the relative motion between the

7

vehicle and the wind surrounding it. Wind turbines can be mounted on the body structure of the

vehicle to generate electricity in such a way that it must not create any additional drag force

(rather than the existing drag force due to frontal area and skin friction) upon the vehicle. An

elaborate aerodynamic analysis of the structure of the vehicle along with the flow pattern and

wind turbine is presented in the paper. Some techniques and methods are proposed to minimize

the drag imposed by the introduction of the turbines as much as possible. Optimum values of

different design parameters and rated velocity of the vehicle are of prime concern. With this

concept it may be possible to increase the mileage of an electric vehicle up to 20%-25% and it

will also save the charging time of the battery to a great extent. Flow pattern over the vehicle is

simulated using software called ANSYS CFX.

Another car is being made by Rormaxx, a new power packed performance super car has been

designed in California that can run at the speed of 155 mph without conventional fuel. For

startup this car will use solar powered battery but later draw its energy from circulating air. An

advanced alternating current induction motor will glide the Formula AE. This motor will have a

power output of 212 kilowatts. To achieve an acceleration of 0 to 60 mph this car will take less

than four seconds. A full battery would empower the driver to travel more than 200 miles or to

race around a track for an hour. Four tactically placed air intakes will be built discretely into the

car’s bodywork. These air intakes will channel the airflow over the car’s body towards the

turbine. There are two intakes on the front of the car and one on each side towards the rear. The

turbine is concealed within the car body and will be connected to an alternator. This alternator

will boost the amount of electricity available to the car by 20 to 25 per cent.

Car’s paper thin solar paneling can be recharged in 1.5 hours. But manufacturers will reduce this

time six minutes with a new battery. The car will have a body of lightweight aluminum and super

strong steel.

The patent written on “Wind turbine driven generator to recharge batteries in electric vehicles”

says that , in a wind turbine driven generator for the recharging of batteries utilized as the power

source for various vehicles, and particularly an automotive electrically driven vehicle, the

mechanical combination wherein wind driven vanes of particular design are mounted to rotate

about a vertical shaft disposed in or on the roof of the vehicle, said vanes being completely

8

enclosed within a suitable housing of either rectangular or circular configuration. When of

rectangular shape the housing has at least four air current receiving openings, one on each side,

each of which do in turn serve as exhaust outlets depending on direction of predominant air

pressure, and, when of circular configuration, the housing has but one air current receiving vent,

with that vent revolving to face the direction of any wind current by the impetus of a wind vane

on the top thereof. In either case the arrangement is such that the said wind driven vanes rotate

while the vehicle is under way, or, if air currents are prevalent, even while the vehicle is not in

motion, thus to drive a suitably mounted generator for more or less continuous recharge of the

battery system. Said generator is mounted within the hub around which said vanes rotate, and

comprises a stationary stator, and rotating rotor, the latter being wind driven by the rotating

vanes.

Another successful invention is of the company Venturi, a car named eclectic, it is a solar as well

as wind powered car. It is a four seater car which can run at the speed of 50mph and the distance

of 100 miles.

Ongoing research in the field is going on the batteries used in the electric car the different types

of batteries used are:

Flooded lead-acid batteries are the cheapest and most common traction batteries available. There

are two main types of lead-acid batteries: automobile engine starter batteries, and deep cycle

batteries. Automobile alternators are designed to provide starter batteries high charge rates for

fast charges, while deep cycle batteries used for electric vehicles like forklifts or golf carts, and

as the auxiliary house batteries in RV's, require different multi-stage charging. No lead acid

battery should be discharged below 50% of its capacity, as it shortens the battery's life. Flooded

batteries require inspection of electrolyte level and occasional replacement of water which gasses

away during the normal charging cycle.

Nickel-metal hydride batteries are now considered a relatively mature technology. While less

efficient (60–70%) in charging and discharging than even lead-acid, they boast an energy density

of 30–80 Wh/kg, far higher than lead-acid. When used properly, nickel-metal hydride batteries

can have exceptionally long lives, as has been demonstrated in their use in hybrid cars and

surviving NiMH RAV4EVs that still operate well after 100,000 miles (160,000 km) and over a

9

decade of service. Downsides include the poor efficiency, high self-discharge, very finicky

charge cycles, and poor performance in cold weather.

GM Ovonic produced the NiMH battery used in the second generation EV-1, and Cobasys

makes a nearly identical battery (ten 1.2 V 85 Ah NiMH cells in series in contrast with eleven

cells for Ovonic battery). This worked very well in the EV-1. Patent encumbrance has limited the

use of these batteries in recent years.

Lithium-ion (and similar lithium polymer) batteries, widely known through their use in laptops

and consumer electronics, dominate the most recent group of EVs in development. The

traditional lithium-ion chemistry involves a lithium cobalt oxide cathode and a graphite anode.

This yields cells with an impressive 200+ Wh/kg energy density and good power density, and 80

to 90% charge/discharge efficiency. The downsides of traditional lithium-ion batteries include

short cycle lives (hundreds to a few thousand charge cycles) and significant degradation with

age. The cathode is also somewhat toxic. Also, traditional lithium-ion batteries can pose a fire

safety risk if punctured or charged improperly. These laptop cells don't accept or supply charge

when cold, and so heaters can be necessary in some climates to warm them. The maturity of this

technology is moderate. The Tesla Roadster uses "blades" of traditional lithium-ion "laptop

battery" cells that can be replaced individually as needed.

The cost of the battery when distributed over the life cycle of the vehicle (compared with an up

to 10 years life cycle of an internal combustion engine vehicle) can easily be more than the cost

of the electricity. This is because of the high initial cost relative to the life of the batteries. Using

the 7000 cycle or 10 year life given in the previous section, 365 cycles per year would take

19 years to reach the 7000 cycles. Using the lower estimate of a ten year life gives 3650 cycles

over ten years giving 146000 total miles driven. At $500 per kWh an 8 kWh battery costs $4000

resulting in $4000/146000 miles or $0.027 per mile. In reality a larger pack would be used to

avoid stressing the battery by avoiding complete discharge or 100% charge. Adding 2 kWh in

battery capacity adds $1000 to the cost, resulting in $5000/146000 miles or $0.034/mile.

Electric double-layer capacitors (or "ultra-capacitors") are used in some electric vehicles, such as

AFS Trinity's concept prototype, to store rapidly available energy with their high power, in order

to keep batteries within safe resistive heating limits and extend battery life.

10

Since commercially available ultra-capacitors have a low energy density no production electric

cars use ultra-capacitors exclusively.

Fig 2.1 Flexible Nano Nickel-Flouride battery Doubles as a supercapacitor

A Rice University laboratory has flexible, portable and wearable electronics in its sights with the

creation of a thin film for energy storage.

Rice chemist James Tour and his colleagues have developed a flexible material with nanoporous

nickel-fluoride electrodes layered around a solid electrolyte to deliver battery-like supercapacitor

performance that combines the best qualities of a high-energy battery and a high-powered

supercapacitor without the lithium found in commercial batteries today.

The new work by the Rice lab of chemist James Tour is detailed in the Journal of the American

Chemical Society.

Their electrochemical capacitor is about a hundredth of an inch thick but can be scaled up for

devices either by increasing the size or adding layers, said Rice postdoctoral researcher Yang

11

Yang, co-lead author of the paper with graduate student Gedeng Ruan. They expect that standard

manufacturing techniques may allow the battery to be even thinner.

In tests, the students found their square-inch device held 76 percent of its capacity over 10,000

charge-discharge cycles and 1,000 bending cycles.

Google has got one step closer in their bid to create a marketable driverless car. The search giant

has announced that they had made significant headway in their driverless car project. They say

that the cars now have a greater awareness of city driving. The main improvements are listed as:

* More comprehensive and detailed maps to identify curbs and varying types of traffic signals

* Distinguishing between pedestrians and cyclists, understanding they follow different rules of

the road

* Ability to “read signs” as they appear i.e. at temporary road works

* Modeling likely situations – Google has developed software that generates the probability of

what is likely to occur in 1000’s of situations.

Google has fitted 24 Lexus RX50H SUVs with their robot technology and in total, the prototype

vehicles have driven 700,000 miles around Mountain View California.

The company commented on the recent upgrades: "As it turns out, what looks chaotic and

random on a city street to the human eye is actually fairly predictable to a computer. As we’ve

encountered thousands of different situations, we’ve built software models of what to expect,

from the likely (a car stopping at a red light) to the unlikely (blowing through it)."

"We still have lots of problems to solve, including teaching the car to drive more streets in

Mountain View before we tackle another town, but thousands of situations on city streets that

would have stumped us two years ago can now be navigated autonomously."

The cars are manned with a driver to override the computer if problems occur, however, Google

are confident that their technology will eventually nullify this precaution.

With over 80% of accidents on the road caused by human error, the goal of driverless cars is to

remove these mistakes from the equation and ultimately make the roads a safer place.

12

Fig 2.2 PNNL researchers have developed a hybrid anode made of graphite and lithium

that could quadruple the lifespan of lithium-sulfur batteries.

A "hybrid" anode developed at the Department of Energy's Pacific Northwest National

Laboratory could quadruple the life of lithium-sulfur batteries. Nature Communications

published a paper today describing the anode's design and performance.

"Lithium-sulfur batteries could one day help us take electric cars on longer drives and store

renewable wind energy more cheaply, but some technical challenges have to be overcome first,"

said PNNL Laboratory Fellow Jun Liu, who is the paper's corresponding author. "PNNL's new

anode design is helping bringing us closer to that day."

Today's electric vehicles are commonly powered by rechargeable lithium-ion batteries, which are

also being used to store renewable energy. But the chemistry of lithium-ion batteries limits how

much energy they can store. One promising solution is the lithium-sulfur battery, which can hold

13

as much as four times more energy per mass than lithium-ion batteries. This would enable

electric vehicles to drive longer on a single charge and help store more renewable energy. A

down side of lithium-sulfur batteries, however, is they have a much shorter lifespan because they

can't be charged as many times as lithium-ion batteries.

Most batteries have two electrodes: one is positively charged and called a cathode, while the

second is negative and called an anode. Electricity is generated when electrons flow through a

wire that connects the two. Meanwhile, charged molecules called ions shuffle from one electrode

to the other through another path: the electrolyte solution in which the electrodes sit.

Research and development of electricity as a vehicle fuel:

The U.S. Department of Energy (DOE) is working with its partners in the public and private

sectors to research, develop, and deploy technologies that enhance the performance of electric

drive vehicles, including hybrid electric vehicles (HEVs), plug-in hybrid electric

vehicles (PHEVs), and all-electric vehicles (EVs).

Some key areas of research include:

Battery performance

Power electronics devices

Grid integration

Environmental and market analysis

Advanced vehicle testing

2.2 Battery Performance

Energy storage technologies, particularly batteries, are critical for the advancement of HEVs,

PHEVs, and EVs. Research is under way to reduce the cost of electrochemical energy storage by

developing technologies that afford higher energy and power densities without sacrificing safety

or performance.

14

2.3 Power Electronics Devices

HEVs, PHEVs, and EVs require power electronics and electrical machines to function. These

devices use energy from the battery to assist in the propulsion of the vehicle, either on their own

or in combination with an internal combustion engine. Researchers are working to develop

advanced power electronics and electric machinery technologies that improve reliability,

efficiency, and ruggedness, and reduce costs.

2.4 Grid Integration

Successful deployment of EVs and PHEVs requires large-scale development of charging

infrastructure and its integration into the existing system of electricity production and

distribution. Researchers are collaborating with automakers, charging equipment manufacturers,

utilities, and fleet managers to develop strategies that facilitate vehicles' access to clean energy

from renewable sources, optimize their use of existing generation and distribution capacity,

satisfy driver expectations, and ensure safety.

2.5 Environmental and Market Analysis

EVs, PHEVs, and HEVs have potential for reduced operating costs, petroleum savings, improved

national security, and environmental benefits. Research is under way to better understand and

maximize these benefits, and to understand and overcome barriers to realizing them.

2.6 Advanced Vehicle Testing

DOE's Advanced Vehicle Testing Activity (AVTA) benchmarks and validates the performance

of light-, medium- and heavy-duty vehicles that feature electric drive technologies and other

advanced vehicle technologies. With input from industry and other stakeholders, AVTA also

develops test procedures to accurately measure real-world vehicle performance. Among AVTA

projects is The EV Project, which collects and analyzes data to characterize plug-in vehicle use

in diverse topographic and climatic conditions, evaluates the effectiveness of charging

infrastructure, and conducts trials of various revenue systems for commercial and public

charging infrastructure.

15

Our project introduces a new method, an improvement to the old methods which were applied/

used till now. The earlier methods were about capturing the wind to run the turbine and new

ways were found to improve the batteries, but the principle we applied is that it uses the wind

turbine generator. It uses the front wheel as a primary mover to rotate the generator by using a

gear train system. This method doesn't increase the drag unlike other methods. The efficiency is

also improved.

16

CHAPTER 3

DESIGN OF THE PROJECT

3.1 THE RIM OF LAMBORGHINI CAR

Fig. 3.1(a)

Fig. 3.1(b)

17

3.2 THE DISC BRAKE OF THE LAMBORGHINI

Fig 3.2(a)

Fig. 3.2(b)

18

3.3 THE CONSTANT VELOCITY JOINT

Fig. 3.3(a)

Fig. 3.3(b)

19

3.4 FRONT WHEEL AXLE

Fig. 3.4(a)

Fig. 3.4(b)

20

3.5 THE GEAR SYSTEM

3.5(a)

Fig. 3.5(b)

Fig. 3.5(c)

21

3.6 THE FINAL ASSEMBLY

Fig. 3.6

3.7 ELECTRIC CAR WORKING WITHOUT OUR DESIGN INSTALLMENT

Fig. 3.7

22

In this basic design the battery pack in connected to the electric motor of high torque which

drives the car. In this design the battery has a fixed range to which it could travel then after that

the battery runs dry and needs to be recharged again. This type of electric car is a very

environmental friendly car, doesn’t produce any noise.

3.8 NOW THERE TWO WAYS IN WHICH WE CAN INSTAL OUR DESIGN:

3.8.1 FIRST IS –

Fig. 3.8.1

Note:-

B = Electric motor to drive the car.

A = Battery pack to provide electricity to the electric motor.

D = Ultra-capacitors or super capacitors, to hold the charge generated by the wind turbine

generator

C = Wind turbine generator connected to the gear system which is connected to the constant

velocity joint.

In this design method a wind turbine generator is used which is rotated by the gear system

mounted on the constant velocity joint, in this design after attaining sufficient speed the

generator starts to produce electricity which can be stored in the ultra-capacitors, now this

23

electricity can be used in two ways one is that the charge is used during sudden acceleration

therefore sharing the load of the battery and the second way is recharging the battery when it gets

low.

3.8.2 SECOND WAY IS –

Fig. 3.8.2

Note:-

B = Electric motor to drive the car.

A = Battery pack to provide electricity to the electric motor.

C = Wind turbine generator connected to the gear system which is connected to the constant

velocity joint.

In this design there is a direct connection between the generator and the battery pack so the

amount of electricity generated by the wind turbine generator is directly used to recharge the

battery.

24

CHAPTER 4

METHODOLOGY

4.1 Pre-Design Phase

4.1.1 Project Startup:

Determine project goals, budget, schedule and decision-making process. Discuss needs,

requirements, philosophy and abstract building character considerations.

4.1.2 Project Workplan and Schedule:

Prepare detailed work plan and schedule for entire project including tasks, deadlines for

reviews / approvals / decisions and contingencies for unanticipated delays or interruptions

in schedule.

4.1.3 Data/Document Collection:

Gather together and obtain all available data, documents and models pertinent to the

project including prior studies, tests etc.

4.1.4 Confirmation of Existing Conditions:

Research will be based upon previous projects and data/information obtained from existing

projects and other available documents. Parameters deemed noteworthy include inputs, access

and egress routes, assumptions, research findings, solar/wind characteristics, utilities, setbacks,

restrictions and features of assembly that would impact development costs.

4.1.5 Develop, Review and finalize Design Criteria:

Including - working phenomenon, motion analysis, stress analysis for helical gears and ability to

support program, efficiencies and project integration.

4.2 Schematic Design Phase

4.2.1 Conceptual Sketches:

Conceptual options implying the design criteria and character are established. Preliminary

requirements are tested and evaluated for impact on the project criterion. Through models and

assembly project design alternatives are studied.

25

4.2.2 Schematic modelling:

The concepts are developed into alternative schemes to study design and technical alternatives

for the project. A design scheme is selected and developed. Program and functional relationships

are finalized in plan. Major elements are illustrated using sketches. The completed schematic

design documents will define the size, appearance and project scope of work.

4.3. Design Development Phase

4.3.1 Define Design and Building Components in Detail:

Create a model based upon approved schematic design documents. The model will be refined

and design components are determined in this phase. The specifics of constructing the project, in

detail, will be addressed and finalized. Primary materials and parts will be selected. The

engineered systems for structure, enclosure, mechanical and electrical will also be finalized.

4.3.2 Functional Specifications

PARTS DESCRIPTION

1. CV JOINT(constant velocity

joint)

Constant-velocity joints (a.k.a homokinetic or CV joints)

allow a drive shaft to transmit power through a variable

angle, at constant rotational speed, without an appreciable

increase in friction or play. They are mainly used in front

wheel drive, and many modern rear wheel drive cars with

independent rear suspension typically use CV joints at the

ends of the rear axle half shafts, and increasingly use them

on the prop shafts.

Constant-velocity joints are protected by a rubber boot, a

CV gaiter. Cracks and splits in the boot will allow

contaminants in, which would cause the joint to wear

quickly.

26

2. RIM The rim is the "outer edge of a wheel, holding the tire". It

makes up the outer circular design of the wheel on which

the inside edge of the tire is mounted on vehicles such

as automobiles. For example, on a bicycle wheel the rim is

a large hoop attached to the outer ends of the spokes of the

wheel that holds the tire and tube.

3. HELICAL GEAR Helical or "dry fixed" gears offer a refinement over spur

gears. The leading edges of the teeth are not parallel to the

axis of rotation, but are set at an angle. Since the gear is

curved, this angling causes the tooth shape to be a segment

of a helix. Helical gears can be meshed in parallel or

crossed orientations. The former refers to when the shafts

are parallel to each other; this is the most common

orientation. In the latter, the shafts are non-parallel, and in

this configuration the gears are sometimes known as "skew

gears".

The angled teeth engage more gradually than do spur gear

teeth, causing them to run more smoothly and quietly.

With parallel helical gears, each pair of teeth first make

contact at a single point at one side of the gear wheel; a

moving curve of contact then grows gradually across the

tooth face to a maximum then recedes until the teeth break

contact at a single point on the opposite side. In skew

gears, teeth suddenly meet at a line contact across their

entire width causing stress and noise. Skew gears make a

characteristic whine at high speeds. Whereas spur gears are

used for low speed applications and those situations where

noise control is not a problem, the use of helical gears is

27

indicated when the application involves high speeds, large

power transmission, or where noise abatement is

important. The speed is considered to be high when the

pitch line velocity exceeds 25 m/s.

4. DISC BRAKE A disc brake is a wheel brake which slows rotation of the

wheel by the friction caused by pushing brake pads against

a brake disc with a set of calipers. The brake disc is usually

made of cast iron, but may in some cases be made of

composites such as reinforced carbon–carbon or ceramic

matrix composites. This is connected to the wheel and/or

the axle. To stop the wheel, friction material in the form of

brake pads, mounted on a device called a brake caliper, is

forced mechanically, hydraulically, pneumatically, or

electromagnetically against both sides of the disc. Friction

causes the disc and attached wheel to slow or stop. Brakes

convert motion to heat, and if the brakes get too hot, they

become less effective, a phenomenon known as brake fade.

5.SOLAR PANEL A solar panel is a set of solar photovoltaic modules

electrically connected and mounted on a supporting

structure. A photovoltaic module is a packaged, connected

assembly of solar cells. The solar panel can be used as a

component of a larger photovoltaic system to generate and

supply electricity in commercial and residential

applications. A photovoltaic system typically includes a

panel or an array of solar modules, an inverter, and

sometimes a battery and/or solar tracker and

interconnection wiring.

5. BATTERY An electric vehicle battery (EVB) or traction battery can be

either a primary (e.g. metal-air) battery or a secondary

rechargeable battery used for propulsion of battery electric

28

vehicles (BEVs). Traction batteries are used in forklifts,

electric Golf carts, riding floor scrubbers, electric

motorcycles, full-size electric cars, trucks, and vans, and

other electric vehicles.

6. GENERATOR The generator used here is a wind turbine generator. The

concept used here is, as the car moves the rotation of the

tyre establishes a rotational movement in the generator.

And as the generator rotates, the rotation causes the

electricity to be produced. We have used a wind turbine

generator here because other generators require some type

of fuel as input to generate electricity. Here the main point

is, the rotation of the wheel enforces the electricity to be

produced.

7. ULTRACAPACITOR

(or)

SUPERCAPACITOR

Supercapacitor (SC),or ultracapacitor, is the generic term

for a family of electrochemical capacitors. Supercapacitors

bridge the gap between conventional capacitors and

rechargeable batteries. They store the most energy per unit

volume or mass (energy density) among capacitors. They

support up to 10,000 farads/1.2 volt, up to 10,000 times

that of electrolytic capacitors, but deliver or accept less

than half as much energy per unit time (power density).

Supercapacitors are divided into three families, based on

electrode design:

• Double-layer capacitors – with carbon electrodes or

derivates with much higher electrostatic double-layer

capacitance than electrochemical pseudocapacitance

• Pseudocapacitors – with metal oxide or conducting

polymer electrodes with a high amount of electrochemical

pseudocapacitance

• Hybrid capacitors – capacitors with asymmetric

29

electrodes, one of which exhibits mostly electrostatic and

the other mostly electrochemical capacitance, such as

lithium-ion capacitors

By contrast, while supercapacitors have energy densities

that are approximately 10% of conventional batteries, their

power density is generally 10 to 100 times greater. This

results in much shorter charge/discharge cycles than

batteries. Additionally, they will tolerate many more

charge and discharge cycles than batteries.

Supercapacitors support a broad spectrum of applications,

including:

1.Low supply current for memory backup in static random-

access memory (SRAM)

2.Power for cars, buses, trains, cranes and elevators,

including energy recovery from braking, short-term energy

storage and burst-mode power delivery

Table 1

30

Supercapacitor Classification

Fig. 4.3.2

4.4 Assembling the parts

Import the desired design parts. Prepare a complete detailed set of specifications based upon the

approved design development phase models and post design development changes. Dimensioned

and notated plans, sections, and details are produced. Written specifications are developed to

identify the materials slated for designing.

Various steps involved in assembling are:

1. Import the different parts made previously in Solidworks.

2. Open the software in assembly model.

3. "Mating" the various parts and thus the final assembly is made.

31

CHAPTER 5

RESULTS AND DISCUSSIONS

5.1 METHOD TO GET THE DIAMETERS OF THE GEAR SYSYTEM:

D1 = 17”

V1 = 20 Km/h

N1 =?

D2 =?

N2 = 450 rpm

Now to convert the velocity to rpm the formula is:

V = r * rpm* 0.10472

Velocity in m/s

Radius in m

Therefore, substituting the value for r as D1 and V as V1 we will get the rpm

So the rpm = 245.722

Now applying the formula of N1 * D1 = N2 * D2 as the gears will be connected, substituting the

values of N1, D1 and N2 we will get the value of D2

D2 = (N1 * D1)/N2

Therefore D2 = 9.6”

32

Note:

D1 = Diameter of the rack, taken from the max diameter of constant velocity joint.

V1 = Velocity with which the tire will rotate and will make the rack rotate.

N1 = rpm of the rack.

D2 = Diameter of the pinion.

N2 = Minimum rotational speed of the pinion with which the generator attached to it starts to

produces electricity.

5.2 The discharge rate of the batteries for different cars is as follows:-

For Hatchback cars it is- 0.30 Kw/mile

For Sedan cars it is - 0.36 Kw/ miles

For SUV cars it is - 0.44 Kw/miles

So now if we consider the losses of the generator which is around 10% and the losses due to

temperature which is around 5% , the generator power output should be more than the maximum

discharge rate including the losses

Therefore the generator power be X

Now,

X - X * (10% + 5%) = > .44 Kwh/miles

X – 0.15 X = > .44 Kwh/miles

0.85 X = > .44 Kwh/miles

33

X => .517 Kwh/miles

So considering any miscellaneous losses we should take the wind turbine generator of 1Kw.

The earlier problem considering this project was about the increased drag the design offer, but

such problem is removed by making this design totally inside the car body by this the drag

problem is totally removed from the equation so now the power consumption is negligible by the

wind turbine generator.

The problem with inside design was that it was interfering with the steering system, but it was

also dealt with by mounting the gear on top of the constant velocity joint.

The electric discharge by the battery wouldn’t increase much as the mass of the 1 Kw wind

turbine generator is around 30 Kg to 40 Kg

So the overall drawback of the project would be that the car should move continuously above the

minimum speed for the wind turbine generator to produce electricity.

The additional power recharge capability can be increased by putting solar panel wafer on the

roof of the car, it will be able to provide sufficient power to run the electrical components of the

car such as headlights, stereo system and other components.

Regenerative braking system could also be used with the existing design so now battery can

recharged while is stops and while it’s moving.

The proof that the solar roof will work is Venturi electric car, it will take around seven hours to

recharge the battery if kept under sunlight. It will travel to around 7 Km (4.6 miles)

The positioning of the gear was best suited over the constant velocity joint because by this way

the gear would be in continuous rotational motion and there would be no interference to the

steering column. the gear would be fixed in the y and z axis so that there will not be any moment

at which there is a disconnection between the gear system and the speed of the wind turbine

generator would be affected

34

CHAPTER 6

CONCLUSION AND FUTURE WORK

The project that is done was a new method which hasn't been done yet. Research in this field

hasn't been done much but despite of all this, the new design will definitely be an improvement

to the electrical cars. it will increase the range of the car and will improve the efficiency of the

car. the battery life will improve. This all would be done without increasing any major load to

the car and without draining any energy from the battery.

A lot can be done in this area as this is relatively untouched field. There is a large scope which

could be ventured and new designs could be made to improve the conditions and efficiency of

the electric cars

35

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3. Brain, M. (2002). How Electric Cars Work. Retrieved January 29, 2010

4. How Hybrids Work. (2009) Retrieved February 20, 2010

5. Electric Vehicles (EVs).(2009) Retrieved January 31, 2010

6 Dunn, P. (2006). Hybrid Cars – Pros and Cons. Retrieved February 20, 2010

7. Sparling, B. (2001). Ozone Layer. Retrieved February 1, 2010

8. Future Electric Cars. (2007) Retrieved January 29, 2010

9. Electric Cars: Effect on the Environment. (1998) Retrieved January 31, 2010

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36

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