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Electric Solar Vehicle - RayRacer

Thesis April 2016

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 ELECTRIC SOLAR VEHICLE
(RAYRACER)

A THESIS SUBMITTED TO THE SCHOOL OF MECHANICAL ENGINEERING OF

KIIT UNIVERSITY IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR
B.TECH DEGREE IN MECHANICAL ENGINEERING.

BY

Tathagata Pachal, 1202329

GROUP NO: M5

UNDER ESTEEMED GUIDANCE OF

Dr. Isham Panigrahi

SCHOOL OF MECHANICAL ENGINEERING

KIIT UNIVERSITY
BHUBANESWAR
2016
 1

CERTIFICATE OF RECOMMENDATION

I/We hereby recommend that the report prepared under my/our supervision is prepared
by Tathagata Pachal entitled Electric Solar Vehicle - RAYRACER be accepted in partial
fulfillment of the requirements for the B. Tech degree in Mechanical Engineering.

________________ _________________

Co-Supervisor Supervisor

Countersigned by:

Prof. (Dr.) Akshaya Kumar Rout

Project Coordinator

Prof. (Dr.) Ashok K. Sahoo

Dean
School of Mechanical Engineering
KIIT University
 2

ACKNOWLEDGEMENT

Firstly I would like to thank KIIT University for letting me learn and portray my knowledge

through the project and also for accepting this project in partial fulfillment of the requirements

for the B.Tech degree in Mechanical Engineering.

I would like to express my sincere gratitude to my Tutor Mentor Prof. (Dr.) Isham Panigrahi

for his immense help and support. I would like to express my gratitude towards my Dean Prof.

(Dr.) Ashok Kumar Sahoo and Project Coordinator Prof. (Dr.) Akshaya Kumar Rout for

their help in completing the project. I would also like to thank Er. Akhilesh Kumar Dewangan

and Mr. V V S Adityam for their endless effort and help for the successful design and

fabrication of the project. Without their invaluable guidance it would not have been possible for

me to complete this project. Also I would like to thank KIIT School of Mechanical Engineering

for its continuous support throughout the project.

Lastly we would like to thank everyone who have directly or indirectly helped me in the

successful completion of the project.

Date:
Group No. M5
 3

ABSTRACT

The Electric Solar Vehicle is a single-seated vehicle powered by 750 W BLDC hub motor.
Undergraduate students of KIIT UNIVERSITY from multiple academic fields collaborated to
design and fabricate a safe, high performance, cost-efficient electric solar vehicle. Now a days,
dealers of natural resources like fuel, coal etc. are facing a hard time to keep pace with the
increasing demand. Therefore, to carry out this demand it is quite necessary to make a new
exploration of natural resource of energy and power. Therefore sunlight is now a days considered
to be a source of energy which is implemented in various day to day applications. Solar energy is
being used to produce electricity through sunlight. With the help of this technology we aim to
make solar energy powered car in our project. The main component to build a solar car is the
solar panel. The solar cells collect a portion of the suns energy and store it into the batteries of
the solar car. Before that happens, power trackers converts the energy collected from the solar
array to the proper system voltage, so that the batteries and the motor can use it. After the energy
is stored in the batteries, it is available for use by the motor & motor controller to drive the car.
We are going to use two set of batteries; one of which will get the electrical energy from the
panel to drive the motor and another will be used as auxiliary power source which will provide
required power to other electrical devices being used in the vehicle. A microcontroller can be
used in this purpose which can switch to the fully recharged battery when it senses that another
battery is empty or not providing enough power to drive the motor. Again, we used a complete
circuitry to solve the problem of voltage fluctuation due to movement of the sun, earth or cloud
etc. We used a voltage comparator, a relay circuit for and a transistor along with a diode for this
purpose. Comparator compares the voltage of solar panel and the battery and then it provides the
higher voltage to the transistor to activate the relay which provides the required and stable
voltage to the car. However, after all these being proceeded, the motor controller adjusts the
amount of energy that flows to the motor to correspond to the throttle. The motor uses that
energy to drive the wheels. Preliminarily our objective would be to implement our idea on a
basic prototype and afterwards with help of this prototype we can extend our future work on
building a real time electric solar powered vehicle.
 4

CONTENTS

Certificate of Recommendation 1
Acknowledgement 2

Abstract 3
Contents 4

List of Tables 5
List of Figures 6

Introduction 7
History & Development of Solar Vehicle 9

Golden Rule for Trike Design 13

Steering Geometry & Mechanism 17
Ergonomic, SAFETY and feasibility 18

Design and Calculation 19

Electric Solar vehicle specification 30

Innovation 32
B-Plan & Sustainability 36

Colclusion 42
Biblography 44
 5

LIST OF TABLES

Table 1 Initial Dimension 20

Table 2 Chassis Specification 21

Table 3 Chassis Analysis by APDL, ANSYS 22

Table 4 Final calculation results 24

Table 5 Assumptions for Brake Calculations 26

Table 6 Technical Specifications of Electric Solar Vehicle 30

Table 7 Cost Estimation of vehicle 40

Table 8 Comparison of Petrol car, electric car and solar car 41

 6

LIST OF FIGURES

Figure 1 Sun-mobile 9
Figure 2 vintage model 1912 Baker electric car 9
Figure 3 Bluebird solar car 10
Figure 4 Freeman solar car 10
Figure 5 Citicar 10
Figure 6 Solar powered race car 11
Figure 7 Sunrunner solar race car 11
Figure 8 The GM Sunraycer 12
Figure 9 Venturi Astrolab 12
Figure 10 Body Forces on a trike 15
Figure 11 Trike stability diagram 15
Figure 12 Free body diagram for C.G Half-width 15
Figure 13 ANTI-ACKERMAN GEOMETRY 17
Figure 14 Ergo-Body Posture 18
Figure 15 Front View; Isometric View; Back View 20
Figure 16 Side View 20
Figure 17 Front Impact; Figure 18 Rear Impact 21
Figure 19 Side Impact; Figure 20 Torsional Analysis 21
Figure 21 Side view of the fabricated vehicle; Figure 22 Rear view of the fabricated vehicle 30
Figure 23 Block Diagram of working of Buck Boost Converter 31
Figure 24 Infrared Transceiver 32
Figure 25 Arduino Uno Microcontroller Interface 32
Figure 26 Arduino Sketch Block Diagram 33
Figure 27 A relay for main motor supply Circuit Diagram 34
Figure 28 Team Shauridut represented at the dynamic round of Electric Vehicle Championship
2015 at Ambala 43
 7

CHAPTER I

1. INTRODUCTION

ISIE-Electric solar vehicle championship is Asia's largest solar championship. It is a

competition to design and fabricate a single seated vehicle which is operated by a DC Motor
and power source will be battery as well as solar panel. The purpose of the event is to build up
interest towards Mechatronics projects, and enhance theoretical as well as practical knowledge
along with management and team work of students. Our aim is to reduce the usage of organic
fuel powered vehicle and design environment friendly electric power vehicle.
A solar vehicle is primarily powered by direct solar energy. Photovoltaic cells (PVC) are
installed on the Vehicle to collect and convert solar energy into electric energy. Made of silicon
and alloys of indium, gallium and nitrogen, the semiconductors absorb light and then release it,
producing a flow of electrons that generate electricity which charges the 48V battery connected
to it, which runs the 750 Watt Brushless DC Motor to transmit power to drive the vehicle, using
some arrangements the motor can run directly by the power generated through solar cells.
As the vehicle is to run for racing on the racing track, so weight of the vehicle should be given
proper attention. We are using Seamless Aluminium Pipes and the design is made such that
vehicle has proper Power to Weight ratio and is of less weight and has high strength which is
the foremost requirement of any solar vehicle.

1.1 NEED FOR SOLAR ENERGY AT PRESENT SITUATION

Earth has limited amount of energy resources which is very soon going to extinct. Fortunately,
population models have suggest that the world's population will probably level out at about two
to three times the present numbers over the next hundred years. As the population is increasing
the demands of people is also increasing. The question is whether the earth's resources are
sufficient to sustain that population at a high standard of living for all. In this the key issue is
energy.
Now-a-days, dealers of natural resources like fuel, coal etc. are facing a hard time to keep pace
with the increasing demand. At one hand, there are more cars or motor vehicles are dominating
the transport medium, on the other hand these cars are being dominated by the fuel. As a result,
the limited resources are being quashed by the producers and dealers to satisfy this need which
is leading us to an uncertain future with having the scarcity of fuel and minerals. So, it is clear
that present trends in energy consumption, especially oil, cannot be sustained much longer. Also
these are responsible for Global Warming, Environmental Imbalance, Ozone layer depletion etc.
which in turn is a big threat to the future human race. Again, in view of the possibility of global
warming, these resources are playing a negative role. Therefore, under this circumstance, it is
quite necessary to make a new exploration of natural resource of energy and power. But why
exploration when the resource is in front of our bear eye. It is effective, less expensive and
above all, it is an endless source of energy. With greatly improved energy efficiency, a
 8

transition to this energy based economy capable of sustaining the anticipated growth in the
world economy is possible. This effective source is Solar Energy.

1.2 WHAT IS SOLAR ENERGY?

Solar energy is the energy provided by the sun. It is the radiant light and heat from the Sun,
harnessed using a range of ever-evolving technologies such as solar heating, solar photovoltaic,
solar thermal electricity, solar architecture and artificial photosynthesis.
Energy is produced in Sun by nuclear fusion during a series of steps called the proton-proton (P-
P) chain, converting hydrogen to helium. The core is the only part of the Sun that produces an
appreciable amount of heat through fusion about 99%. Hydrogen nuclei in Sun's core fuse
together to form helium nuclei and release energy, this process is called nuclear fusion. In this
state, some 120 million tons of matter--mostly hydrogen are converted into helium on the sun
every minute, with some of the mass being converted into energy. The size of the sun
determines its temperature and the amount of energy radiated.
Electromagnetic energy from the sun comes to Earth in the form of radiation. The sun radiates
energy equally in all directions, and the Earth intercepts and receives part of this energy. The
power flux reaching the top of the Earth's atmosphere is about 1400 Watts/m2. This measure
simply means that on the average, one square meter on the side of the Earth facing the sun
receives energy from the sun equal to that from fourteen 100 Watt light bulbs every second. The
Earth receives 174petawatt of incoming solar radiation (insolation) at the upper atmosphere.
Approximately 30% is reflected back to the space while the rest is absorbed by the clouds,
oceans and land masses. The spectrum of solar light at the earths surface is mostly spread
across the visible and near-infrared ranges with a small part in the near-ultraviolet. Yet this
amount of energy is very much to utilize for useful work.
 9

CHAPTER II

2. HISTORY & DEVELOPMENT OF SOLAR VEHICLE

In 1955, William G. Cobb of the General Motors Corp. (GM) demonstrates his 15 inch long
"Sun-mobile", worlds first ever solar-powered automobile at the General Motors Powerama
Auto show held in Chicago, Illinois. Cobb's Sunmobile introduced the field of Photovoltaics -
the process by which the sun's rays are converted into electricity when exposed to certain
surfaces. When sunlight hit 12 photoelectric cells made of selenium (a non-metal substance with
conducting properties) built into the Sunmobile, an electric current was produced which in turn
powered an electric motor. The motor turned the vehicle's driveshaft which was connected to its
rear axle by a pulley.

Figure 1Sun-mobile

In 1962, the first solar car that a person could drive was demonstrated to the public. The
International Rectifier Company converted a vintage model 1912 Baker electric car to run on
photovoltaic energy in 1958, but they didn't show it until 4 years later. Around 10,640
individual solar cells were mounted to the rooftop of the Baker to help propel it.

Figure 2vintage model 1912 Baker electric car

 10

In 1977, Prof. Ed Passereni of Alabama University built the Bluebird solar car, which was a
prototype full scale vehicle. The Bluebird was supposed to move from power created by the
photovoltaic cells only without the use of a battery. The Bluebird was exhibited in the
Knoxville, TN 1982 World's Fair.

Figure 3Bluebird solar car

In 1979, Englishman Alain Freeman invented a solar car. His road registered the same vehicle
in 1980. The Freeman solar car was a 3-wheeler with a solar panel on the roof.

Figure 4Freeman solar car

At Tel Aviv University in Israel, Arye Braunstein and his colleagues created a solar car in 1980.
The solar car had a solar panel on the hood and on the roof. The Citicar comprised of 432 cells
creating 400 watts of peak power. The solar car used 8 batteries of 6 volts each to store the
photovoltaic energy. The 1320 pounds solar Citicar is said by the engineering department to
have been able to reach up to 40 mph with a maximum range of 50 miles.

Figure 5Citicar
 11

In 1981, Hans Tholstrup and Larry Perkins built a solar powered race car. In 1982, the pair
became the first to cross a continent in a solar car, from Perth to Sydney, Australia. It was
powered by 8 square metres of solar cells and could store surplus solar energy in two 12V
lead-acid batteries for later use. The electric motor could be fed either 12V or 24V, giving some
measure of speed control. The car had four gear ratios which could only be changed when the
vehicle had stopped. Thirty years ago, things like high -efficiency solar cells, MPPTs, in-wheel-
motors, PWM speed controllers and wireless telemetry were still very much in the future but
even with this basic setup they made it. The suspension less vehicle bumped its way across the
Australian continent on bicycle tyres in twenty days which was ten days faster than the first
fossil-powered vehicle to travel that same route.

Figure 6solar powered race car

In 1984, Greg Johanson and Joel Davidson invented the Sunrunner solar race car. The
Sunrunner set the official Guinness world record in Bellflower, California of 24.7 mph. In the
Mojave Desert of California and final top speed of 41 mph was officially recorded for a "Solely
Solar Powered Vehicle" (did not use a battery). The 1986 Guinness Book of World Records
publicized these official records.

Figure 7Sunrunner solar race car

 12

The GM Sunraycer in 1987 completed a 1,866 mile trip with an average speed of 42 mph. Since
this time there have been many solar cars invented at universities for competitions such as the
Shell Eco Marathon. GM Sunraycer was 19.7 feet long, 6.6 feet wide and 3.3 feet high. It
weighs 390 pounds and had gross weight of 573 pounds with driver. Average speed of 41.6
mph during 44.9 driving hours over 1950-miles race. It's was made of aluminium tube space-
frame chassis with body of composite sandwich material. It contains solar array of about 90
square-feet to power 3 KW, 4 HP magnequench brushless DC-Motor.

Figure 8the GM Sunraycer

There is also a commercially available solar car called the Venturi Astrolab. Time will only tell
how far the solar car makes it with today's and tomorrow's technology.

Figure 9Venturi Astrolab

Today, more than a half-century after Cobb debuted the Sun-mobile, a mass-produced solar car
has yet to hit the market anywhere in the world. Solar-car competitions are held worldwide;
however, in which design teams pit their sun-powered creations (also known as photovoltaic or
PV cars) against each other in road races such as the 2008 North American Solar Challenge, a
2,400-mile drive from Dallas, Texas, to Calgary, Alberta, Canada, ISIE ESVC India etc.
 13

CHAPTER III

3. GOLDEN RULE FOR TRIKE DESIGN

In Accordance to the Golden rule of TRIKE DESIGN, it appears to stem from HGJ's calculations
on lateral stability. To ensure lateral stability for the situation of constant speed straight line
motion, it is recommended that the three wheeled vehicle with two wheels on the front axle be
designed so that its mass centre is located in the front third of the vehicle. The centre of gravity
should be mounted as close to the two-wheel axle as possible to maximise rollover stability. The
height of the centre of gravity should be less than half the track measurement and less than the
distance to the front axle. If the centre of gravity is in the front half of the vehicle, the vehicle
will be stable at all speeds, otherwise further calculation is necessary to determine the speed limit
of lateral stability.
Lateral Stability: Depending on the value of the under steer coincident a vehicle may be either
directionally stable at all speeds, or become unstable above a threshold speed (known as the
critical speed).
Rollover Stability: A measure of a vehicle's tendency to tip over sideways when a lateral body
force is applied (e.g. during cornering). Engineering design is all about compromise, and
deciding on track, wheelbase and weight distribution is one big set of interrelated effects.

3.1 FOR A TADPOLE LAYOUT (2 WHEELS ON THE FRONT AXLE, 1 ON THE REAR)
Track: Wide track gives good lateral stability, though being wider than a bike; it limits the places
that it can get through without being disassembled. On the road however, that extra width means
passing vehicles are further away from the rider. A narrow track can allow a trike to ride through
doorways, but makes it easier to tip over in the corners.
Wheelbase: A longer wheelbase gives a smoother ride with less pitching and allows greater
braking performance, but gives a proportionally thinner trike, thus lowering the roll-over
threshold. Shortening the wheelbase gives better lateral stability, but could pitch forward under
heavy braking.
Centre of Gravity (CG): A rearward weight distribution improves directional stability under
braking, but reduces lateral stability Having the weight distribution forward improves lateral
stability, but reduces directional stability under braking (as load on the rear gets less) and at the
extreme, lifting the rear wheel and tipping the nose to the floor.

3.2 FOR A DELTA LAYOUT

The effects are the similar, but in a different order. And the effect of reduced cornering stability
with acceleration of a tadpole becomes reduced cornering stability with braking. The typical
choice is to have a short wheelbase trike with a track that is narrow enough to fit through a
doorway or between bollards on a path. But thats not the only solution, a long wheelbase, Short
& Narrow vs. Long & Wide track trike is likely to mix much better with traffic because it takes
 14

up more space on the road. Its still important to have a stable trike and this is how Ive gone
about sizing it.
Stability: This isnt a lesson and theres no quiz at the end, this is a reference. Normally when I
read technical papers, I skip over the equations first time through. I begin stability calculations
with an approximate wheelbase, track and centre of gravity position and then iterate through the
calculations to refine them from there. Because the all three values have interrelated effects,
theres no clear reference value, so I prefer to work from a rough idea, check if its feasible and
then refine it from there.

3.3 ATOMIC DUCK CONCEPT SIDE LAYOUT

From the side layout, the combined C.G looks to be about 0.4m above the ground and 1m ahead
of the rear contact patch. This combination is vehicle and rider, where the riders C.G is
approximately at the position of their navel when seated. The C.G for the vehicle will never be
just at one point, because different mass riders, with or without luggage; will influence the exact
position; so Im using this as a guide. Im assuming the C.G lies on the centreline because the
vehicle is mostly symmetrical and the rider sits across the centre. The wheelbase is 2.5m. This
gives some luggage space, low, behind the seat while still allowing enough leg length for a 99th
percentile rider. Total height of the Atomic Duck then is around 1m with 0.2m ground
clearance. The roll-over point is the limit value of lateral stability. When the roll-over point is
reached, there is zero load on one wheel, and even the slightest extra sideways load will cause
the trike to roll over. Obviously this is not a good thing to have happen when riding. So its
important to make sure that the roll-over value is higher than any lateral loading that is likely to
occur. For an idea of possible lateral accelerations, I turned to my trusty Blue Book (Bosch
Automotive Handbook), which suggested for a road vehicle, that a 0.42g lateral acceleration has
a 0.01% probability of occurrenceequivalent to occurring once every 10,000 journeys. Lateral
accelerations above 0.6g are possible, although designing to values approaching 0.8g means
rollover shouldnt occur except for the most extreme accident conditions. On calculating the
roll-over point using accelerations at the centre of gravity. The accelerations give rise to body
forces (braking/acceleration and cornering) that act through the C.G. For clarification, the force
due to longitudinal acceleration and the lateral, centrifugal cornering force dont actually exist,
they are pseudo-forces and valid in these calculations because Im using a reference frame that
is static to the vehicle.
 15

Figure 10Body Forces on a trike

Figure 11Trike stability diagram

Figure 12 Free body diagram for C.G Half-width

The width of half the stability area at the position of the centre of gravity (v) is:
V = u tan
= tan1 (t/w)
V = ut/w
The resultant force on the C.G (FR) is the vector addition of the two orthogonal forces and the
projected length of it at the ground (l) are:
For the limit conditions,
When l < vl\lt the vehicle is stable,
When l = vl roll-over point,
When l > vl \gt vehicle has rolled over.
So to calculate the lateral acceleration limit (in multiples of g):
hamax = ut/w
amax = ut /wh
 16

This means, with track of 1.56 m (t = 0.78) that the maximum lateral acceleration occurs at
0.78g (7.651 m/s2).
Weight Distribution: Ive heard that the weight distribution for a trike is best with a third on
each tyre, but this represents a situation where maximum deceleration during braking will be
slightly less than cornering performance, and reduced load on the rear tyre under heavy braking
could allow directional instability, depending on the centre of gravity height. It is normally
better to think about front/rear weight distribution in terms of axles. You dont get any more
grip just by adding extra wheels to an axle in the same way you dont get extra grip just by
adding wider wheels. All things being equal, as the load on each tyre reduces, the amount of
grip for each tyre reduces proportionally (Its a generality, there are effects by changing the
number of wheels and size of the contact patches, but friction doesnt care about contact area).
Front axle load can be calculated from equilibrium of moments about the rear contact patch:
Ffront= mgu/w + mah/w
At static loading:
Force {front} = 40 mg
Force {rear} = 60 mg
At 1g braking:
Force {front} = 56 mg
Force {rear} = 44 mg

40/60 at static laden is not the ideal 50/50, but its not far enough away to cause any drastic
handling problems; its quite normal to see a modern forward car around 63/37.
 17

CHAPTER IV

4. STEERING GEOMETRY & MECHANISM

4.1 USE OF ANTI-ACKERMAN GEOMETRY:

Treats more gently with inner wheel during lateral load transferring situation & involve outer
wheel to get proper cornering due more grip.

Figure 13 ANTI-ACKERMAN GEOMETRY

tan = P/B = 60/200 = 0.3

 18

CHAPTER V

5. ERGONOMIC, SAFETY AND FEASIBILITY

5.1 DRIVER REQUIREMENT:

The Drivers must wear a certified driver suit during the dynamic rounds of the event.
The drivers must also use a certified helmet, gloves and shoes during the dynamics rounds.
Each team must be having two drivers and they both must have a valid medical insurance
and driving license which must be presented on the event site when asked by the officials.

Figure 14 Ergo-Body Posture

5.2 VEHICLE REQUIREMENT

There must be a firewall between the driver and Drive train so as to protect him from the health
hazards that can happen. Fire wall should be a thermal and electrical insulator and rigid.
There should be two kill switches the vehicle. They should be placed in such a way that it can
be easily accessed by driver and other outside the vehicle for organizers. Kill switch be clearly
visible from a long distance with a bright red colour.
The Drivers seat should be properly fixed and rigid. There must be a set of seat belts in the
seat. Use of seat belt is mandatory in the event.
The teams must use fire extinguishers of 2.0 kg during the event and that has to be rigidly fixed
to the vehicle.
No wires must go under the base frame of the vehicle or the lowest point of the vehicle.
Motor, suspension, steering, braking and transmission should be fastened by lock nut.
 19

CHAPTER VI

6. DESIGN AND CALCULATION

6.1 DESIGN RULES AND PARAMETERS:

The solar vehicle must be manufactured within INR 80,000.

The vehicle must have a wheelbase of at least 1168.4 mm (46 inches).
The smaller track of the vehicle (front or rear) must be no less than 75% of the larger
track.
2 inch suspension travel (1 inch Jounce & 1 Inch Bounce).
Tyres and wheels: using three wheels then there should be two wheels on the front.
Material: use only seamless pipe.
The ground clearance with the driver aboard must be minimum of 50.8 mm (2 inch) of
static ground clearance under the vehicle at all times of the competition.
Impact bumper: Should be an impact bumper on front and rear side of the vehicle.
Jack Points: must be two jack points on the vehicle
Ergonomics: Driver must be able to exit to the side of the vehicle in no more than 5
seconds.
Driver Visibility: must have a minimum field of vision of two hundred degrees (200) (a
minimum one hundred degrees (100) to either side of the driver).
Push rod: Detachable push rod is mandatory for all the team. Push rod should have the
capability push as well as pull the vehicle.
Steering system: The steering wheel must be mechanically connected to the wheels.
The break circuit: It must have hydraulic circuits such that in the case of a leak or failure
at any point in the system.
Motor: Teams have to use motor of power 1 kW maximum and operating voltage is
restricted to maximum 48 Volts at any point of the circuit.
Batteries: Batteries should have maximum of 48V and 50ah all the time of event.
 20

6.2 CAD MODEL OF THE VEHICLE

Figure 15 Front View; Isometric View; Back View

Figure 16 Side View

Table 1 Initial Dimension

Length: 5060 mm
Width: 1340 mm
Height: 1234 mm
Ground Clearance: 152.4 mm
Wheel Base: 1980 mm
 21

6.3 ROLL CAGE STATIC ANALYSIS (STRESS DISTRIBUTION)

Figure 17 Front Impact Figure 18 Rear Impact

Figure 19 Side Impact Figure 20 Torsional Analysis

Table 2 Chassis Specification

Chassis Material: Aluminium Alloy 6061-T6

Poissons Ration: 0.33
Youngs Modulus of elasticity: 69000
Roll Cage Mass: 22.285 kg
 22

Table 3 Chassis Analysis by APDL, ANSYS

ANALYSIS TYPE FORCE Applied Max Stress (M Pa) Factor of Safety

TORSIONAL ANALYSIS 1000 N (2G) 31.9 1.09
FRONT IMPACT ANALYSIS 1000 N (4G) 12.084 3.01
REAR IMPACT ANALYSIS 1000 N (4G) 0.11608 2.54

SIDE IMPACT ANALYSIS 1000 N - (3G) 0.11860 3.4

6.4 CALCULATIONS FOR ELECTRIC SOLAR VEHICLE

Let us consider the following assumption in Electric Solar Vehicle:

Mass of the Vehicle = 130 kg
Speed = 40 kmh-1
Slope % = 0.1
Wheel Diameter = 0.58 m
Battery Weight = 30 kg
Average Speed = 35 kmh-1
Range = 50 km

6.4.1 CALCULATION FOR ANGULAR VELOCITY OF THE WHEEL

Considering Linear Velocity = 40 kmh-1

Speed = 40 x (5 / 18) ms-1
= 11.11 ms-1
Diameter of wheel = 0.58 m
Radius = Diameter / 2
= 0.58 / 2 m
0.29 m
Using the Relation
Linear Velocity = Angular Velocity x Radius
Angular Velocity = Linear Velocity / Radius
= 11.11 / 0.29
From the Relation, = 38.3 rad.s-1
Angular Speed = 2 x x frequency
Frequency = Angular Speed / (2 x ) RPS
= Angular Speed x 60 / (2 x ) RPM
= 38.3 x 60 / (2 x 22 / 7) RPM
= 365.59 RPM
 23

6.4.2 CALCULATION FOR PEAK TORQUE REQUIRED MOVING THE VEHICLE

Using the formula,

Peak Torque = (Mass of Vehicle + Battery) x Acceleration due to gravity x Wheel
Radius x Slope%
= (130+30) x 9.8 x 0.29 x 0.1 N-m
= 45.47 N-m
Power Required = Torque x Angular Velocity
(Peak)
= 45.47 x 38.3 Watt
= 1741.5 Watt

6.4.3 CALCULATION FOR AIR RESISTANCE

Using the formula,

Air Resistance = (5 / 100000) x mass of vehicle x (Average Speed) 3
= (5 / 100000) x 130 x 353
= 278.68 Watt

6.4.4 CALCULATION FOR ROLLING RESISTANCE

Using formula,
Rolling Resistance = 0.092 x mass of vehicle x average speed
= 0.092 x 130 x 35
= 418.6 Watt

6.4.5 CALCULATION FOR CONTINUOUS POWER REQUIRED

Using the Relation,

Power Required (Continuous) = Air Resistance + Rolling Resistance
= 278.68 + 418.6
= 697.28 Watt
 24

6.4.6 CALCULATION FOR CONTINUOUS SPEED

Using the Formula,

Continuous Speed = Average Speed x 60 /(2 x x Radius of Wheel)
= 35 x (5 / 18) x 60 /( 2 x x 0.29)
= 320 rpm

6.4.7 CALCULATION FOR CONTINUOUS TORQUE REQUIRED

Using the Relation,

Torque Required = (Air Resistance + Rolling Resistance) x 60 /
(Continuous) (2 x x Continuous Speed)
= (278.68 + 418.6 ) x 60 / (2 x x 320)
= 20.8 N-m

6.5 FINAL RESULT:

Table 4 Final calculation results

Angular Velocity 38.3 rad.s-1

Frequency 365.59 RPM
Peak Torque 45.47 N-m
Power Required (Peak) 1741.5 Watt
Air Resistance 278.68 Watt
Rolling Resistance 418.6 Watt
Power Required (Continuous) 697.28 Watt
Continuous Speed 320 rpm
Torque Required (Continuous) 20.8 N-m

6.6 SOLAR CALCULATION

Motor Specification
Power 750W
Operating Voltage 48V

Battery Specification
Voltage 12V
 25

Capacity 20 AH
Quantity 4

Solar Panel Specification

Power 100 W
Open Circuit Voltage 21.84 V
Short Circuit Current 6.11 A
Voltage at maximum power 17.99 V
Current at maximum power 5.57 A
Quantity 6
Dimension 1152 x 666 x 34 mm2

Energy Calculation
Energy consumed by motor in 3 hrs. = Power x Time
= 500 x 3
= 1500 WH

Energy produced by solar panel for 3 hrs. = Power x Time

= 1200 WH

Energy Stored in battery = Capacity x Voltage

= 20 x 48
= 960 WH

Discharging and Charging of Battery

Discharging time (without power loss) = (Capacity x Voltage)/Power of load
= (20 x 36)/500
= 1.44 hrs

Discharging time (with power loss of about 25%) = 1.44 x (75/100)

= 1.08 hrs
= 1 hour 5 minutes

Charging time (from 0 to 100% without considering power loss) = Energy Stored in Battery/Power of
panel
= 720/400
= 1.8 hours

Charging time (from 0 to 100% considering power loss factor as 2.5) = 4.5 hours
 26

6.7 BRAKING CALCULATION

Table 5 Assumptions for Brake Calculations

Coefficient of friction between the brake pad and disc () 0.4

Effective Radius of Disc (re) 0.1 m

External Load (m) 160 kgf

Speed of Vehicle (v) 11.11 ms-1

Radius at which the load acts (r) 0.29 m

Maximum Disc Speed (m) 365.7 rpm

Force applied by the Driver on the paddle (F app) 40 kgf

Pressure generated in Master Cylinder 490 x 104 Nm-2

Area of Calliper (Acal) 1.6 x 10-3 m2

Leverage 3

Acceleration Due to gravity (g) 9.81 ms-2

6.7.1 CALCULATION FOR FORCE TRANSMITTED TO THE PISTON OF MASTER

CYLINDER (FTRANS)

Using the Relation,

Force Transmitted (Ftrans) = Fapp x g x Leverage
= 40 x 9.81 x 3 N
= 1177.2 N

6.7.2 CALCULATION FOR FORCE ON CALLIPER (FCAL)

Using the formula

Force on Calliper (Fcal) = Pgen x Acal
= 490 x 104 x 1.6 x 10-3 N
= 7840 N
 27

6.7.3 CALCULATION FOR TOTAL CLAMPING FORCE GENERATED BY BRAKE PAD

ON DISC (FCLAM)

Using the Relation

Clamping force generated (Fclam) = Fcal x 2
= 7840 x 2 N
= 15680 N

6.7.4 CALCULATION FOR BRAKING FORCE (FB)

Using the Relation

Braking Force (Fb) = x fclam
= 0.4 x 15680 N
= 6272 N

6.7.5 CALCULATION FOR BRAKING TORQUE (TB)

Using the Relation

Braking Torque (T b) = Fb x re N-m
= 6272 x 0.1 N
= 627.2 N

6.7.6 CALCULATION FOR FORCE ON TIRE (FTIRE)

Using the Relation

Force on tire (Ftire) = Tb / Rolling Radius
= 1254.4 / 0.29 N
= 4325.5 N
= 3 x Ftire
 28

Total force (Ftotal)

= 3 x 4325.5 N
= 12976.5 N

6.7.7 CALCULATION FOR DECELERATION (A)

Using the formula

Deceleration (a) = Ftotal / m
= 12976 / 170
= 76.32 ms-2

6.7.8 CALCULATION FOR STOPPING DISTANCE (S)

Using the Relation

Stopping Distance (S) = v2 / (2 x a)
= 402 / (2 x 76.24) m
= 10.5 m

6.7.9 CALCULATION FOR TIME TO STOP THE VEHICLE (T)

Using the formula

Time to stop vehicle = v x m / Ftotal
= 40 x 17 / 12976 s
= 4s

6.7.10 CALCULATION FOR LOAD TORQUE (TL)

Using the Relation
Load Torque (TL) = m x g x r N-m
= 16 x 9.81 x 0.23 N-m
= 36.1 N-m
 29

6.7.11 CALCULATION FOR TOTAL INERTIA REFERRED TO BRAKE SHAFT (J)

Using the formula

Moment of Inertia of the System (J) = m x r2 kgm2
= 16 x 0.232 kgm2
= 0.846 kgm2

6.7.12 CALCULATION FOR DECELERATION REQUIRED

Using the Relation

Deceleration Required () = / tb
= 418.43 / 4 radian s-2
= 104.6 radian s-2

6.7.13 CALCULATION FOR INERTIAL TORQUE (TJ) FOR DYNAMIC BRAKING ONLY

Using the formula

Inertial Torque (T j) = J x N-m
= 0.846 x 104.6 N-m
= 88.49 N-m

6.7.14 CALCULATION FOR RUBBING SPEED

Using the Relation

Rubbing Speed = m x re ms-1
= 461.23 x 0.1 ms-1
= 46.123 ms-1

6.7.15 CALCULATION FOR KINETIC ENERGY

Using the formula

Kinetic Energy (K.E.) = ( J x m2 ) / 2 Jules
= (0.846 x 461.232) / 2
= 89986.106 Jules

6.7.16 CALCULATION FOR POWER DISSIPATION

Using the Relation

Mean Power Dissipation = K.E. / tb Watt
= 89986.106 / 4
= 22496.52 Watt
 30

CHAPTER VII

7. ELECTRIC SOLAR VEHICLE SPECIFICATION

Figure 21 Side view of the fabricated vehicle Figure 22 Rear view of the fabricated vehicle

Table 6 Technical Specifications of Electric Solar Vehicle

Vehicle weight 130 Kg without battery

Length, Breath & Height 5060, 1340, 1234 (mm)
Body material F.R.P.
Chassis Material Aluminium Alloy
Average speed 35 Km/hr
Top speed 40 Km/hr
Without sunlight 35 Km
Range in Sun light Km
Motor output 500 Watt (800 watt peak power)
Max payload capacity 65 Kg
Battery 12 V, 20 AH.
Battery complete charging time 4.5 Hrs (approx.) by solar power
Battery charging time by AC current 2 Hrs
 31

Solar panel 600Watt

Suspension System Swing Trailing Arm ( Front )
Swing Arm ( Rear )
Steering System Rack and Pinion Type
Turing Radius 4.5 m
Brake System Hydraulic Disc (Front) Hydraulic Disc (Rear)
Size: F(200mm) and R(200mm)
Safety System 3 Point (Type Seat Belt)
2 Kill Switch

Buck Boost Converter

It is basically a dc transformer which can step up or step down the voltage on the basis of
chopper circuit.
We can increase the output voltage by increasing the duty cycle of semiconductor switch.
We can directly charge the battery through an inductor to prevent the sudden change in current.
We can, as well as connect the Dc motor directly to the circuit.

Figure 23 Block Diagram of working of Buck Boost Converter

 32

CHAPTER VIII

8. INNOVATION

8.1 AUTOMATIC BRAKE ALERT

Automatic Brake Alert is an automobile safety feature designed to reduce the severity of an
accident. It uses radar sensor to detect an imminent crash. Once the detection is done, these
system provides a warning to the driver when there is an imminent collision or take action
autonomously. Major components of ABA are:
Infrared Transceiver: An infrared transceiver is a device which is capable of both
sending and receiving infrared data.

Figure 24 Infrared Transceiver

Arduino Uno Microcontroller Interface: Arduino is a single-board microcontroller,

intended to make it easier to build interactive objects or environments. The hardware
consists of an open-source hardware board designed around an 8-bit Atmel AVR
microcontroller, or a 32bit Atmel ARM. Current models feature a USB interface, 6
analogue input pins, as well as 14 digital I/O pins that accommodate various extension
boards.

Figure 25 Arduino Uno Microcontroller Interface

Arduino Sketch (program for the ABA): This helps to have an external programmer (e.g.
an AVR-ISP, STK500, or parallel programmer), you can burn sketches to the Arduino
board without using the bootloader. This allows you to use the full program space (flash)
of the chip on the Arduino board. So with an ATmega168, you'll get 16 KB instead of 14
 33

(on an ATmega8 you'll get 8 KB instead of 7). It also avoids the boot loader delay when
you power or reset your board.

Figure 26 Arduino Sketch Block Diagram

Objectives of ABA:
The objective of this device is to alert the driver to apply brakes in situations where the velocity
of the vehicle is high enough to not allow the vehicle to stop within a distance which is necessary
to avoid collision. The device will determine the relative velocity between the vehicle and the
object in front of it (which may be another vehicle). It will sound an alert if this relative velocity
suddenly increases. It will be triggered at a distance that is sufficient for the vehicle to stop to
prevent collision.
Program Logic:
The instantaneous relative velocity of the vehicles will be calculated by time averaging the
difference of two consecutive readings of distance. This velocity will be compared with a table
of Minimum real velocities and corresponding Braking distances. The alarm will be triggered
if this relative velocity exceeds the velocity corresponding to the current distance between the
vehicle and the object.
 34

8.2 SAFE-SPEED SETTING

Safe-speed setting (SSS) is an electronic device to have a proper control on vehicle propulsion
and also helps the vehicle for better performance. It controls the performance of motor under
every possible condition. Major components of SSS:
Digital speedometer
A feedback control circuit (on-off control or proportional control)
A comparator

Figure 27 A relay for main motor supply Circuit Diagram

Functioning of SSS:
The speed setting in terms of voltage is input to the comparator
An output from the digital speedometer will be fed to the comparator
The comparator decides if the vehicle velocity exceeds or is below the set velocity
The comparator output controls: a relay that will switch the motor - or - a potentiometer
that will control the speed of the motor
 35

8.3 ELECTRICAL SYSTEM PROTECTION AND DIAGNOSTIC

It is a simple circuit for protecting and monitoring the health of the electrical system of the
vehicle (electric drive and auxiliaries). Monitored aspects:-
Battery health indication (Percentage charge)
Motor protection (overload tripping and Low voltage cut-off) with by-pass option.
Live-body detection and warning.
Electric throttle malfunction and auxiliary electric throttle.

Components
For battery health indicator: a 5-LED indication via analogue circuit
For motor protection: an MCB of appropriate rating
For Live-body: a sensitive LED indication via appropriate circuit
For electronic throttle malfunction: LED indication for loose connection

Advantages
Quick localization of fault in the vehicle
Decreases potential of damage to equipment
Cost effective as it cuts expenditure on spare parts
Physical safety of personnel
Easy to repair the vehicle as exact cause is made known
 36

CHAPTER IX

9. B-PLAN & SUSTAINABILITY

Team Shauridut has designed and manufactured a single seated three wheeler electric solar
vehicle which has a unique concept of directly running on solar power without the use of any
external batteries. This vehicle is very effective in running directly on solar power with an
approx. speed of 20-30 kmph. This vehicle goes to a top speed of approx. 50-60 kmph. The
Vehicle has a powerful 500W, 36V motor and 6X100W solar panels. It has many innovative
systems attached to the vehicle like KERS, brake alerts, distance measuring system, advanced
panel cooling system, etc.

9.1 SALIENT FEATURES

Light weight but chassis of durable strength

Aluminium alloy pipes used for vehicle manufacturing.
Ergonomically designed vehicle interior.
Runs on direct solar power without battery source.
KERS Kinetic Energy Recovery System
Automatic Brake Alert system
Distance measuring system
Solar panel Heat sensors.
Advanced Cooling system.

9.2 S.W.O.T ANALYSIS

9.2.1 STRENGTH

Light weight and durable chassis.

We have manufactured our roll cage chassis with aluminium alloy composites for light weight
and high strength and durability. We have also done high grade aluminium welding for joining
the chassis parts to make a robust and stable chassis for better dynamic stability of the vehicle.
We have also used alloy wheels for more light weight material. Also we have tried to reduce as
much extra materials from the vehicle as possible. Our vehicle body is also made of Fibre sheets
 37

which are ultra-light weight. But this doesnt reflects on the strength of the vehicle nor on its
dynamic stability and vehicle is durable at any extreme conditions.
Run directly on Solar Energy
We have specially concentrated on the fact to run the vehicle directly on solar power on full load
with best performance and speed of the vehicle. We have been successful in designing and
manufacturing such vehicle which is capable of running directly on solar power. We have 6 solar
panels which is sufficient to drive a powerful electric hub motor to take a average load on 50-80
kg mass. This is a great achievement from the future point of prospective.

9.2.2 WEAKNESS

Not ideal for long rides

One of the demerits of this vehicle is that it is not manufactured for very long distance rides since
its design is neither that comfortable for long rides nor it is suitable keeping in mind the weather
and constant need of solar power. We can easily switch to battery mode which is being charged
on the go with those solar panels and is stored for use when the intensity of the solar power is not
enough for driving the vehicle. Thus we get a limit to the power stored in the batteries which
limits from not suitable for very long rides.
Performance varies with weather conditions
As discussed earlier our vehicle runs directly through solar power effectively. We have another
limitation in terms of the climatic conditions. As we know that sun rays intensity is not uniform
throughout the day time and is absent in the night time. So that limits our vehicles performance
at different time of the day. Also the vehicle is not effective at times of cloudy environment or
raining season.

9.2.3 OPPORTUNITIES

Eco Friendly Vehicle

Our vehicle is totally environment friendly vehicle in all respect. The materials used in the
overall manufacturing of the vehicle is made of recyclable materials. The vehicle doesnt emit
any hazardous polluting gases. I neither uses electricity for charging of the vehicle since
indirectly electricity production also causes lots of environmental issues. It charges the vehicle
directly through solar power on the Go.
Efficient use of solar energy radiated to Earth.
A lot of suns rays are emitted to earth surface and atmosphere. Most of these rays and energies
are wasted due to no use of them. By running our vehicle directly via solar energy give a best
way of optimum utilization o this solar energy for running our vehicles.
 38

Awareness towards a clean, green & sustainable future.

Our next but most important motive is to get a clean green and sustainably future. If we preserve
our no renewable conventional sources of energy now, the only it is useful for future generations.

9.2.4 THREATS

Varying weather conditions.

Uneven Roadways.

9.3 S T P ANALYSIS

9.3.1 SEGMENTATION

Geographic
We are focusing in both urban and rural parts of India but to have our manufacturing hub and
initial launch in Orissa since Orissa is the only area/state in India to receive highest intensity of
solar rays.
Demographic
India is the world largest country with youngsters (below 30) having formal technical
knowledge.
We plan to develop the service sector of India by using the labour force available in India for
expanding from Light Motor Vehicle to Heavy Duty Vehicle.
Psychographic
People of India are very concerned regarding the cost factor.
Inspiring the labour force to go for non-conventional sources of energy because its a necessity
right now as we are reaching the point when we will be out of petroleum products.
Societys style statement is going to get affected too. In other words, when the neighbour is
going to have a solar car, its natural in India that people will get curious and they would want to
have one such type of car as well.

9.3.2 TARGET
Target audience comprises everybody who are eligible to drive, that is, youth, elders,
Male/female
 39

9.3.3 POSITIONING

Using the unique concept of running the vehicle only with solar energy but not batteries
It is a burning topic of todays debate on fuel scarcity.
Inspiring the youth for sustainability of conventional resources
Expanding from Light Motor Vehicle to Heavy Duty Vehicles and we initiate it from
Orissa.

9.4 STRATEGIES OF MARKETING / PROMOTING

We collaborate with TATA Powers who is going to help us get promoted in the market
through channels like print media, online media, social media and conducting workshops
as well.
We are collaborating with TATA Powers because of and solar car will be used for the
TATA Powers industry tour too.
We also collaborate with profitable government funded NGOs (e.g.: CREDA) which
basically promotes eco-friendly environment and let them use our vehicle as their official
transport facility.
Collaborations with mini cities/ townships (e.g.: Renaissance Housing Society, Burdwan,
West Bengal) and every property buyer of the township will be getting a solar vehicle
along with their property and the township will be promoted as an eco-friendly township.
Replacing auto rickshaws with solar car. CNG running rickshaws wont sustain for long
as CNG is one of the conventional source of energy which will surely get extinct at some
point of time
Using solar car for college/university campus tours.
Replacing petrol/diesel running golf cart with solar golf cart
We also collaborate with Uber Cab Service, which basically gives their car on rent basis
and, let the customer be the driver.
In rural areas, if one of the resident buys the solar car, the mentality of the people living
over there becomes more curious about the same and it turns out to be a big deal for the
people who doesnt own it. This is not only because of the features or specialty of the
technology involved behind but its about reputation factor too in the rural India.
 40

9.5 BUDGET

Table 7 Cost Estimation of vehicle

System & Components Amount (INR)

Frame and chassis 4500
Braking and wheel unit 5800
Suspension unit 2800
Steering unit 2300
Motor unit 13500
Battery unit 6900
Solar unit 34800
Electrical and electronic unit 1500
Body work 4000
Miscellaneous (innovation) 1500
Grand Total estimated cost 77,600

9.6 SUSTAINABILITY

9.6.1 PETROL VS RAYRACER

Limited Conventional resource and will get extinct in the near future.
Expensive
Hazardous
Not eco friendly
High maintenance and running cost

9.6.2 RAYRACER VS ELECTRIC VEHICLE

Not feasible for charging on the Go.

Charging station
 41

Rated power source for charging

No constant charging during run time.
Charging cost varied place to place.
Non reliable for long Journey.
Greater maintenance and running cost.
Eco friendly but not feasible for everyone

9.6.3 ENVIRONMENT FRIENDLINESS

No hazardous pollution emission

Proper & efficient utilization of ample solar energy.
This apparently reduces global warming.
Vehicle is manufactured of eco-friendly recyclable materials

9.7 FUTURE PROSPECTIVE OF RAYRACER

Table 8 Comparison of Petrol car, electric car and solar car

Basis of calculation Petrol car Other electrical car Solar Car

Fuel Petrol Electricity Solar electricity
Fuel unit rate 72 RS /litre INR 22.5 / charge unit INR 5/ charge unit
Mileage 12 km/ litre 75km/ charge 101 km/charge
Running cost INR 6 INR 0.3 INR 0.05
Average spending on fuel/ year INR 64,800 INR 3,240 INR 540
Saving per year - INR 61,560 INR 64,260
 42

CHAPTER X

10. COLCLUSION

The above results, discussions as well as mechatronic design for an electric solar vehicle
concludes the followings:
i. A three-wheeled low-cost electric solar vehicle (ESV) for lower income strata of
developing countries is feasible and practicable.
ii. Our ESV, a single-seated vehicle powered by 750 W BLDC hub motor can be a good
choice for Indian market.
iii. A multivariate technical group has enriched the design and fabrication of our EVS, for
which it stands with higher safety, high performance as well as cost-efficient electric
solar vehicle.
iv. The dynamic stability of our ESV has been successfully done through maintaining the
CG in the front half of the vehicle which in turn taking care for lateral and rollover
stability as well.
v. Our design for wide track, longer wheel base and forward weight distribution system
improves lateral stability of the ESV, which also reduces directional stability under
braking (as load on the rear gets less) and at the extreme, lifting the rear wheel and
tipping the nose to the floor.
vi. During fabrication a special attention was given to reduced cornering stability with
acceleration of a tadpole which becomes reduced cornering stability with braking.
vii. Use of Buck Boost Converter in the EVS improve the efficacy of its power system
including effective recharging facilities.
viii. Safety and Ergonomics consideration in design as well as in fabrication including drivers
seat design, incorporation of lock nut for motor, suspension, steering, braking and
transmission etc. strengthen the acceptability of consumers in Indian road ways.
ix. Application of Automatic Brake Alert in our design strengthens the safety aspects of the
ESV which will reduce the severity of any accident. This is our special innovation in this
project.
 43

x. The attempt in using a Safe-speed setting (SSS), an electronic device to have a proper
control on vehicle propulsion, was also successful for the ESV.
xi. Use of aluminum alloy pipes for light weighted chassis with durable strength, use of
Ergonomically designed vehicle interior, running on direct solar power without battery
source, use of several advanced electronic devices like kinetic Energy Recovery System,
Automatic Brake Alert system, Distance measuring system, Solar panel Heat sensors,
Advanced Cooling system etc. have strengthen the vehicle as an advanced ESV in global
market.
xii. It is an economically viable, low budgeted ESV costing only within INR 80,000,
xiii. The present eco-friendly ESV, RayRacer can be a choice for future generation
consumers.

Figure 28 Team Shauridut represented at the dynamic round of Electric Vehicle Championship 2015 at Ambala
 44

CHAPTER XI

11. BIBLIOGRAPHY

[1] Rule Book of ISIE Electric Solar Vehicle Championship 2014-15

[2] Bosch Automotive Handbook
[3] EL MOGAHZY Y E 2009 engineering textiles, Integrating the design and manufacture
of textile products, The Textile Institute. Woodhead Publishing Limited, Cambridge,
England.
[4] FUNG W, HARDCASTLE M 2001 Textiles in automotive engineering, The Textile
Institute, Woodhead Publishing Limited, Cambridge, England.
[5] DREAN E, SCHACHER L, BAUER F, ADOLPHE D 2005 Measurement of induced
stresses in automotive textiles: Example of integrated poled ferroelectric polymer sensor,
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[6] UJEVI] D, KOVA^EVI] S 2004. International NONWOVENS
[7] Journal 13 (1): 3341
[8] G. Eason, B. Noble, and I. N. Sneddon, On certain integrals of Lipschitz-Hankel type
involving products of Bessel functions, Phil. Trans. Roy. Soc. London, vol. A247, pp.
529551, April 1955. (references)
[9] J. Clerk Maxwell, a Treatise on Electricity and Magnetism, 3rd ed., vol. 2. Oxford:
Clarendon, 1892, pp.6873.
[10] S. Jacobs and C. P. Bean, Fine particles, thin films and exchange anisotropy, in
Magnetism, vol. III, G. T. Rado and H. Suhl, Eds. New York: Academic, 1963, pp.
271350.
[11] K. Elissa, Title of paper if known, unpublished.
[12] R. Nicole, Title of paper with only first word capitalized, J. Name Stand. Abbrev. In
press.
[13] Y. Yorozu, M. Hirano, K. Oka, and Y. Tagawa, Electron spectroscopy studies on
magneto-optical media and plastic substrate interface, IEEE Transl. J. Magn. Japan,
vol. 2, pp. 740741, August 1987 [Digests 9th Annual Conf. Magnetics Japan, p. 301,
1982].
[14] M. Young, the Technical Writer's Handbook. Mill Valley, CA: University Science,
1989.

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