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124 Build Your Own Electric VehicleVehicle speed(mph) 10 20 30 40 50 60 70 80 90Sin f, f = Arc 0.1484 0.1484 0.1484 0.1484 0.1484 0.1484 0.1484 0.1484 0.1484tan 15% inclineCos f, f = Arc 0.9889 0.9889 0.9889 0.9889 0.9889 0.9889 0.9889 0.9889 0.9889tan 15% inclineIncline force 563.84 563.84 563.84 563.84 563.84 563.84 563.84 563.84 563.84WSin f (lbs)Rolling drag force 67.64 67.64 67.64 67.64 67.64 67.64 67.64 67.64 67.64C rWCos f (lbs)Total drag force, 637.94 647.49 662.56 683.16 709.27 740.92 778.09 820.78 868.9915% (lbs)Total drag torque, 663.48 673.41 689.08 710.50 737.66 770.57 809.23 853.63 903.7715% (ft-lbs)Sin f, f = Arc 0.1962 0.1962 0.1962 0.1962 0.1962 0.1962 0.1962 0.1962 0.1962tan 20% inclineCos f, f = Arc 0.9806 0.9806 0.9806 0.9806 0.9806 0.9806 0.9806 0.9806 0.9806tan 20% inclineIncline force 745.67 745.67 745.67 745.67 745.67 745.67 745.67 745.67 745.67WSin f (lbs)Rolling drag force 67.07 67.07 67.07 67.07 67.07 67.07 67.07 67.07 67.07C rWCos f (lbs)Total drag force, 819.20 828.75 843.82 864.41 890.53 922.18 959.34 1002.0 1050.320% (lbs)Total drag torque, 851.99 861.92 877.59 899.01 926.18 959.08 997.74 1042.1 1092.320% (ft-lbs)Sin f, f = Arc 0.2425 0.2425 0.2425 0.2425 0.2425 0.2425 0.2425 0.2425 0.2425tan 25% inclineCos f, f = Arc 0.9702 0.9702 0.9702 0.9702 0.9702 0.9702 0.9702 0.9702 0.9702tan 25% inclineIncline force 921.46 921.46 921.46 921.46 921.46 921.46 921.46 921.46 921.46WSin f (lbs)Rolling drag force 66.36 66.36 66.36 66.36 66.36 66.36 66.36 66.36 66.36C rWCos f (lbs)Total drag force, 994.28 1003.8 1018.9 1039.5 1065.6 1097.3 1134.4 1177.1 1225.325% (lbs)Total drag torque, 1034.1 1044.0 1059.7 1081.1 1108.3 1141.2 1179.8 1224.2 1274.425% (ft-lbs)*Values computed for 1987 Ford Ranger pickup; weight = 3800 lbs; coefficient of drag, C d= 0.45; frontalarea, A = 24 square feet; relative wind factor, C rw= 1.6; relative wind, w = 7.5 mph; tires = P185/75R14;revolutions/mile = 808; torque multiplier = 840.34/(revolutions/mile) = 1.04.Ta b l e 5-10 orque Required W orksheet for 1987 F ord Ranger Pickup at Different V ehicleSpeeds andInclines* (continued)
Chapter 5: Chassis and Design 125Torque Required and Available GraphAll that remains is to graph the torque required data from Table 5-10 and the torqueavailable data from Table 5-11 on the same grid versus vehicle speed. This is done inFigure 5-9. Notice its similarity to the curve in Figure 5-8 drawn for the internalcombustion engine (except that the torque available curves resemble the electric motorcharacteristics, a comparison made earlier in Figure 5-7).How do you read Figure 5-9 and what does it tell you? The usable area of eachgear is the area to the left and below it, bounded at the bottom by the torque requiredat the level condition curve. You want to work as far down the torque available curvefor each gear as possible for minimum current draw and maximum economy andrange. The graph confirms that 2nd gear is probably the best overall selection. Youcould put the EV into second gear and leave it there, because it gives you 2 mph/secacceleration at startup, hill-climbing ability up to 15 percent inclines, and providesyou with enough torque to take you up to about 52.5 mph. For mountain climbing orquick pops off the line, 1st gear gives you everything you could hope for at the expenseof really sucking down the amps, current-wise. But at the other end of 1st gear, if youdrive like there’s an egg between your foot and the accelerator pedal, it actually drawsonly 100 amps at 45 mph versus the 210 amps required by 2nd gear. At higher speeds,3rd gear lets you cruise at 60 mph at 270 amps, and 4th gear lets you cruise at 70 mphat 370 amps. At any speed, 5th gear appears marginal in this particular vehicle; thoughit can possibly hold 78 mph, it requires 440 amps to do so. At any other speed, othergears do it better with less current draw. While current draw is your first priority, toomuch for too long overheats your motor. You don’t want to exceed your motor’s speedrating either, as you would do if you drove much above 45 mph in 1st gear. Is this ausable motor and drivetrain combination for this vehicle? Definitely. If you want tomake minor adjustments, just raise or lower the battery voltage. This will shift thetorque available curve for each gear to the right (higher voltage) or to the left (lowervoltage). A larger motor in this particular vehicle will give you better acceleration andupper-end speed performance; the torque available curves for each gear would beshifted higher. But the penalty would be higher weight and increased current drawand shorter range. A smaller motor would shift the torque available curves lowerwhile returning a small weight and current draw advantage. But beware ofunderpowering your vehicle. If given the choice, always go for slightly more ratherthan slightly less horsepower than you need. The result will almost always be highersatisfaction with your finished EV conversion.
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Build Your OwnElectric Vehicle
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Copyright © 2009 by The McGraw-Hil
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For more information about this tit
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ContentsviiRemember the 30 Percent
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Contentsix8 Batteries .............
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xiiContentsChargers ...............
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xviPrefaceFi g u r e 2 TH!NK City c
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xxAcknowledgmentscar conversions fo
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Chapter 1: Why Electric Vehicles Ar
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CHAPTER 2Electric VehiclesSave the
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Chapter 2: Electric Vehicles Save t
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CHAPTER 3Electric Vehicle History
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314 IndexAssociation for Electric a
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316 Indexbuying an EV. See purchasi
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318 Indexcosts (continued)EV conver
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320 Indexelectrical system (continu
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322 IndexGGage, Tom, 69Galvani, Lui
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324 Indexlithium-ion batteries, 9,
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326 IndexPlymouth Arrow, 84pollutio
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328 IndexTaylor, Carl, 294Technolog
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