Hybrid and Electric Vehicle Advanced Workshop 5 Days

DIYguru in partnership with Vecmocon Technologies provide comprehensive and immersive training experiences, helping new and re-assigned engineers become proficient and productive in a short period of time. The Hybrid and Electric Vehicle Workshop covers hybrid and electric vehicle engineering concepts, theory, and applications relevant to HEV, PHEV, EREV, and BEV for the passenger car industry. While the theory and concepts readily apply to the commercial vehicle industry as well, the examples and applications used will apply primarily to the passenger car industry.

Learning Objectives
Upon completion of the workshop, participants will be able to:

  • Define and analyze fundamental electrochemistry of battery operation and performance requirements for HEV, PHEV, EREV and full electric vehicle applications
  • Estimate the size of a cell to meet a specific requirement
  • Create a cradle-to-grave, or cradle-to-use list of materials used in any type of automotive battery
  • Compute the temperature response of battery cell and pack assemblies for a simple model
  • Describe the functions performed by a Battery Management System (BMS)
  • Explain different approaches to estimating state of charge, state of health, power and energy
  • Apply the operation of brushless dc and induction motors to HEV and EV vehicles
  • Define the torque speed curves for motors and the application to electric and hybrid electric vehicles
  • Describe the features of buck, boost, and Transformer converters
  • Compare and contrast the various industry and regulatory standards for hybrid vehicle components, batteries, and charging systems
  • Describe the main hybrid and electric vehicle development considerations and performance requirements for various vehicle system
  • Identify how to define key vehicle system requirements and select and size system components that best meet those requirements

Who Should Attend
Individuals who already have a basic understanding of hybrid and/or electric vehicles who are seeking to increase their knowledge and understanding of hybrid vehicle system applications, including mechanical and electrical application engineers, design engineers, project managers, and other individuals who are working with or transitioning to hybrid-electric powertrain development, will find this academy particularly helpful.

Prerequisites
An engineering degree is highly recommended, but not required. This Academy does not cover basic electrical concepts and assumes that the attendee already understands such concepts (voltage, current, resistance, capacitance, inductance, etc.) In order to understand concepts discussed, all participants are required to have driven an HEV prior to attending the academy.

Please be advised that this course may involve one or more of the following: driving and/or riding in a vehicle; participating in a vehicle demonstration; and/or taking part in an offsite tour using outside transportation. You will be required to sign a waiver on-site and produce a valid driver’s license from your state/country of residence

Attendees are asked to bring a calculator for in-class exercises.

Topical Outline
Monday
Systems Integration and Analytical Tools

  • Vehicle Development Process Overview
    • Requirements Development
  • Hybrid Components and Architectures
    • Major components in hybrid powertrain
    • Controls integration
    • Component sizing and integration tradeoffs
    • Hybrid architecture overview
  • System Design and Development Considerations
    • Vehicle integration (ex. performance, drivability, NVH)
    • Powertrain integration (ex. energy, power, efficiency, torque, thermal management)
    • HV/LV electrical systems (ex. safety, DC/AC voltage, charging system, efficiency, cables, connectors, fuses,
    • Chassis (ex. braking, vehicle dynamics, powertrain to chassis dynamics, ride and handling, steering, fuel system)
    • Displays/information (ex. messages, information aids, usage efficiency aids)
    • HVAC (ex. HV compressor, HV heater, cabin comfort, efficiency considerations)
  • Verification and Validation Considerations
    • Verification and validation test requirements and planning
    • Component test considerations
    • System test considerations
    • Fleet testing
  • Summary/Conclusions

Tuesday 
Safety, Testing, Regulations, and Standards

  • Standards Roadmap for Electric Vehicles
    • – SAE; – UL; – IEC
    • – Performance and Safety
  • Applicable Battery Standards
    • Battery Transportation
    • Battery Safety
    • Battery Pack: SAE J2464/J2929
    • Compare and Contrast the various industry standards
  • Vehicle and Charging Standards
    • FMVSS
    • Electric Vehicle Supply Equipment (EVSE) Descriptions
    • Governing Bodies for Regulations
    • Certification Requirements and Options
  • Performance Standards
    • Charging interfaces
    • SAE J1772 charge protocol
    • USABC/FREEDOMCAR
    • Battery Characterization and life cycle testing
  • Video Demonstrations
    • Mechanical Shock
    • Short Circuit
    • Overcharge
    • Fire Exposure

Battery Management Systems

  • Block Diagram – Main Functions of a BMS
  • Sensing Requirements
    • Cell/module level: cell voltage, cell/module temperature, (humidity, smoke, air/fluid flow)
    • Pack level: current, pre-charge temperature, bus voltage, pack voltage, isolation
  • Control Requirements
    • Contactor control, pre-charge circuitry
    • Thermal system control
  • Cell Balancing: Active versus passive, strategies
  • Estimation Requirements
    • Strategies: different approaches and benefits of model-based approach
    • How to create a model via cell tests
    • State of Charge estimation
    • State of Health estimation
    • Power estimation
    • Energy estimation (range estimation)
  • Electronics Topologies
    • Monolithic versus master/slave versus daisy-chain
    • Implications of battery pack topologies: parallel strings versus series modules
    • Available chipsets for designing electronics
  • Other Requirements: CAN communication, data logging, PH/EV charger control, failure modes/detection, thermal systems control
  • Future Directions for Battery Management, Degradation Control

Wednesday
Electrochemistry and Battery Materials Design

 

  • Electrochemical Principles of Energy Storage Systems
  • General Overview; Physics and Chemistry of Advanced Lithium Battery Materials
  • Advanced Positive and Negative Electrodes
  • Advanced Electrolytes and Recent Developments
  • Battery Failure Modes, Capacity Fading, and Safety Aspects
  • Future Trends and New Concepts in Battery Materials and Design

Power Electronics

  • Introduction – Why Power Electronics?
  • Overview of Power Density
    • Effects of air vs. liquid cooling
    • Effects of efficiency
  • Converter Topologies
    • Buck, boost, transformer
  • Inverter Topology
    • 6-pack inverter
    • Space Vector Control
  • Sources of Loss in Power Electronics
    • Conduction, switching, leakage, and control losses
  • Power Semiconductors
    • Insulated Gate Bi-polar Transistor (IGBT)
    • Metal-Oxide-Silicon Field Effect Transistor (MOSFET)
    • Emerging technologies: Moore’s law, silicon carbide

Thursday 
Electric Motors

 

  • Maxwell’s equations
  • Magnetic Circuits
    • The basic concepts of magnetic circuits
    • Application of Governing laws
    • Magnetic Force/Torque Production
    • Non-Linear magnetic material behavior
    • Losses and Efficiency
  • Fundamental Theory, Performance, Construction & Control
    • Transformers
    • Synchronous Machines
      • Wound-field
      • Permanent Magnet
    • Reluctance Machines
      • Switched Reluctance
      • Synchronous Reluctance
    • Flux Modulating Machines
    • DC Machines
  • Non-Electromagnetic Design & System Considerations

High Voltage Battery Charging Methods & Some Aspects of Battery Pack Design

 

  • Basic Battery Reactions
  • Overcharge Reactions
  • Consequences of Overcharge
  • Design Considerations
  • Thermal Considerations
  • Charging Infrastructure/methods
  • Basic Definitions
  • Conductive Charging
    • Method
    • Standards
  • Inductive Charging
  • DC Charging
    • Definition
    • Issues: Infrastructure, Thermal, and Life
  • Grid Infrastructure
    • Basic infrastructure
    • Grid interactions: bi-directional communication and power flow
  • Aspects of Battery Pack Design

Friday
Lithium-Ion Battery Design

 

  • Overview of Battery Design
  • Major Cell Components
  • Overview of Battery Modeling and Simulation
  • Lithium-Ion Cell Design Example

Lithium-Ion Battery Modeling 

Thermal Management for Batteries and Power Electronics

  • Introduction
    • Thermal control in vehicular battery systems: battery performance degradation at low and high temperatures
    • Passive, active, liquid, air thermal control system configurations for HEV and EV applications
  • Brief Review of Thermodynamics, Fluid Mechanics, and Heat Transfer
    • First Law of Thermodynamics for open and closed systems; internal energy, enthalpy, and specific heat
    • Second Law of Thermodynamics for closed systems; Tds equations, Gibbs function
    • Fluid mechanics: laminar vs. turbulent flow, internal flow relationships, Navier Stokes equations
    • Heat transfer: simple conduction, convection, and radiation relationships; Nusselt number relationships for convective heat transfer; energy equation
  • Battery Heat Transfer
    • Introduction to battery modeling: tracking current demand, voltage, and State of Charge as functions of time for given drive cycles
    • Development of thermodynamic relationships for cell heat generation
    • Lumped cell and pack models for transient temperature response to drive cycles
    • Model parametric study results
  • Thermal Management Systems
    • Overall energy balance to determine required flowrates
    • Determination of convection and friction coefficients for air and liquid systems in various geometric configurations: flow around cylinders, flow between plates, flow through channels
    • Development of a complete thermal system model and parametric study results
    • Temperature control and heat transfer using phase change materials
  • Thermal Management of Power Electronics

Register for Winter Training 2017 on Vehicle Dynamics at Dharamshala, India

This training seminar is said to be one of the most intense experiences you’ll have learning vehicle dynamics in a classroom setting. It is designed to push participants to go beyond experience and intuition and begin to ask “why,” “how,” and “how much” certain factors affect the performance of a vehicle. Participants will interact with each other, watch live demonstrations, and ask questions to get collaborative feedback. You’ll cover every aspect of vehicle dynamics and wrap up with data acquisition and analysis.

Why should you attend?

– In this seminar, you will learn the State-ofthe-Art practices and in-depth knowledge of Automotive Vehicle Dynamics. This is a comprehensive program on Vehicle Dynamics that combines lectures with workshop.
The instructional methods include extensive use of examples, case studies, videos, and animations. Participants will be exposed to the latest technologies for simulating vehicle dynamics for virtual testing. Virtual test processes are illustrated for evaluating regulated performance modes such as those contained in the Indian Motor Vehicle Safety Standards, ECE regulations and performance-based Standards for vehicles.

Who should attend?

– B Tech /M Tech Students Participating in BAJA/ SUPRA/Formula SAE Competitions and are seeking to expand their knowledge and understanding of major systems of vehicles responsible for dynamic performance.

VENUE

Dharamshala, Himachal Pradesh, India  – December 3rd Week
Dates yet to finalized

Time: 5 Days

Trainer’s Profile: Click Here

Application form: Apply Here

To register for this event, please contact:

[email protected] or call Akash Jain at 011-654-88887.

All participants will be awarded a certificate by DIYguru & BAJA Tutor.

Training Content

Part 1: begins with a discussion on the fundamentals of vehicle dynamics–a quick review of definitions and terminology to avoid any confusion due to different automotive cultures or habits. Then you’ll move onto tires and discuss why and how much the grip, balance, and performance of a car is decided by the contact patch forces and deflections. The last section is spent on aero maps, gurney flaps, and static and dynamic ride height settings of aerodynamics.

In Part 2, aerodynamics will wrap up with forces and moments in the suspension stiffness choice. Then, you’ll move into kinematics and learn about setting up and designing your suspension. You’ll also cover steady state basics and start the steady state weight transfer section–this is where you’ll become familiar with  fundamentals and understand how the elastic and geometric weight transfers affect the balance of the car. At this point, you’ll start to develop a clearer picture of what was learned in Part 1 with tires and the correlation with what is occurring in the vehicle.

In Part 3, you’ll finish up the weight transfer discussion that started in Part 2. Then, you’ll go through the important yaw moment diagram methodology where you’ll begin to understand how aerodynamics, roll centers, anti-roll bars, and spring stiffness influence the balance of the car as well as its control and stability. Once you’ve covered the vehicle dynamics from tire to roof, you’ll learn important methodology in analyzing data. You’ll wrap up the seminar with data acquisition and new ways to use your data to enhance and understand vehicle performance.

Tires are the only elements of your racecar in contact with the ground, and as such, it is vital to understand why and how much the grip, balance, and performance of a car is decided by the contact patch forces and deflections. We’ll also cover tire testing, analysis, and how to use tire data in racecar design and setup.

After a review of aerodynamics basics, we’ll focus on the understanding of aero-maps, wings, gurney flaps, static and dynamic ride height settings, and how to integrate them into the design of a suspension.

See why poorly designed kinematics cannot be “patched” by springs, anti-roll bars, and shocks; and why (from the design to on-track testing and racing) understanding the effects of kinematics is essential to the efficient use of race tires. We’ll also explain the essential differences between kinematic and force roll centers as well as kinematic and force pitch centers.

Understand, step-by-step, the weight transfer calculation in steady state. See the influence of springs and anti-roll bars on weight transfer distribution as well as the influence of tire vertical stiffness and chassis torsional stiffness. You’ll receive a guided exercise on weight transfer calculations under combined lateral and longitudinal accelerations.

After a brief description of damper technology, we’ll focus on the damper settings’ influence on tire load, tire load consistency, and racecar performance. A guided exercise related to spring and damping calculations as well as selection and fine-tuning of these suspension elements will help you to diminish the amount of time spent in testing and improve your understanding of simple simulation tools

We’ll explain both technical and practical aspects of data acquisition used to develop racecar and race driver performance. This knowledge will help you appreciate the challenges and satisfactions you face with data acquisition system understanding, choice, installation, and calibration as well as efficient data analysis. We’ll focus on mathematical data analysis and its direct application to race driver performance, racecar tire performance, and endurance evaluation.

Young and experienced racecar engineers alike have acquired new ideas, new engineering principles, and new perspectives related to car design and testing due to this seminar. You will receive practical information and perspectives on in-shop and on-track car setup. Our “tips and tricks” focus on engineering and constitute a practical application of vehicle dynamics knowledge.

What are you going to Learn?

  1. The cost-efficient reasons why the competitive, amateur and professional racing teams have decided to use data acquisition systems.
  2. Why drivers skills, intuition, and experience are indispensable but not sufficient to win races.
  3. How much data acquisition costs, how much it can improve your car’s performance, what is the minimum knowledge and experience you need to get the best of it and how hard (if not impossible…) it will be to be competitive and efficient without it.
  4. Why a good engineer is not only the one who finds the best setup but also who understands WHY and HOW MUCH a setup change does affect its car performance.
  5. In an extremely competitive racing world where dozens of drivers can be within a few 1/10 of a second a lap, where testing time is restricted, where circuit or special stages are less and less available and more and more expensive, where sponsors want immediate results.
  6. What do you want to work on first when you have understeer or oversteer.: tire pressures, camber caster, toe, springs, antirollbars, shocks, front or rear wing front or rear gurney, anti dive or antisquat? So many solutions. But only one will work better than any others. Only one will preserve your tires better than any others. The seminar will tell you how to find the order in which you want to work on the different setup parameters.
  7. How to notice and quantify on the data acquisition the different kinds of understeer (oversteer): braking, turn in, coasting or power U/S (O/S)
  8. How to analyze data to quantify how much the driver is under using or over using his front or rear or both end tires.
  9. How to analyze the data to understand the driver style and adapt the car setup to it.
  10. How to “read” the tires by visual, tire temperatures and data analysis.
  11. Why it is important to hit the brakes pedal as hard as possible in the first few meters (feet) of the braking zone.
  12. Why, for the same exact trajectory in a corner there could be several steering wheel inputs. One driving style will be more efficient and will save the tires better than any other.
  13. How to quantify the U/S and the O/S just by looking at the steering trace and compare it to a very slow lap.
  14. The speed that any data acquisition system measures is not the real speed. Why and what are the differences.
  15. Why 80 % of your corner speed is determined in the first 10 % of the corner.
  16. Why the roll center position and its vertical and lateral movements are so important at the corner entry.
  17. Why modern racing cars demand less and less shock absorber low speed bump control.
  18. Why modern racing tires and cars demand a less aggressive driving style in the slow corners and a more aggressive driving style in the fast corners.
  19. How to organize driver briefing and debriefing sessions.
  20. Why changing the car ballast position (or the driver seat) by only a few cm (inches) could change the handling of your car and the way your tires wear.
  21. How to choose the spring stiffness and the shock setup of a car you have never worked with before.
  22. How to make an aeromap.
  23. How to find the best tire pressure for the race and for qualifying.
  24. Why a shock absorber is like an antirollbar which works only at the entry and exit phases of the corner.
  25. How to decide if you want to work on your shock high speed or low speed adjustments in order to improve your car performance.
  26. Why you need to completely change your brake fluid after a race in the rain.
  27. How to use RPM and speed data and a spreadsheet to calculate the best gear ratios in less than 5 minutes.
  28. How to calibrate pushrods or spring perch strain gauges.
  29. How to choose what you want to work on first: maximum total lateral grip or car balance.
  30. All the information the data acquisition engineer and the race engineer will learn by comparing all the data on different circuits (rallies) at the end of the season and how it can lead them to better setup for the next season.
  31. How to setup your brake balance by analyzing your data.
  32. How much you need to change your front and rear ride heights when you change you front and/or rear springs.
  33. Why gurney flaps work better in the slow corners.
  34. How to adjust your tire cold pressure to weather change.
  35. How to increase your tires temperature by changing your suspension pickup point.
  36. Why it is important to know your tire vertical stiffness.
  37. Why your tire vertical stiffness can change as the tires wear out, despite keeping the same running pressure.
  38. How to use strain gauge, gyros, laser sensors, what you can learn about your car thanks to these sensors and how to cope without them.
  39. How to establish a quick and efficient technical dialogue between the driver and the engineer.
  40. Why we put negative camber on a road course car.
  41. Why is some cases, a softer rear antiroll bar could give less turn in understeer.
  42. Why on most stock car oval races you don’t want to have a front roll centermoving towards the inside corner.
  43. How to calculate and measure lateral and longitudinal weight transfer.
  44. How to measure the track slope and banking angle with the car at speed on therace track.
  45. How to analyze the driver style just by looking at the throttle and the steering data.
  46. What kind of technical data you should ask your race tire manufacturer (what kind of technical information he should give you).
  47. Where on the car to install a pitot tube.
  48. What is the best choice of sensors for a given budget.
  49. How the front and rear roll centers vertical and lateral movement in heave and inroll influence your cars handling.
  50. Why on some road tracks it is worth it having asymmetrical cambers and corners weights.
  51. How to efficiently use your brake pad manufacturer information.
  52. The best ways for a young engineer to find a job in racing.
  53. How to organize your data and the way you want to look at it on telemetry or as soon as you have downloaded it from the car.
  54. The best way to integrate the data acquisition engineer duties with the driver and the race engineer job.
  55. Why front toe out improves braking and rear toe in increase traction.
  56. Why in some case reverse Ackerman steering geometry is better than standardAckerman and the best way to modify it.
  57. How to calculate and measure antidive and antisquat.
  58. How to draw a line over which data are really useful and under which they couldbe real ‘black holes’.
  59. How to setup the dashboard in order to help the driver to help himself.
  60. The concept of magic numbers that you can find on your setup sheet and on your data in order to quickly improve your car setup.
  61. The 52 useful types of information you can learn about your car handling with just 4 linear potentiometers.
  62. The kind of information your race tire manufacturer is expecting from you in order to help him to better help you.
  63. Why and how much we want to limit the amount of camber changes.
  64. How 5 minutes from the end of a qualifying session, just by looking at some magic numbers on your data acquisition you can decide what exactly to do to your tire pressures to improve significantly your position on the grid.
  65. Why and in which conditions you want to have a roll center over or under the ground and by how much.
  66. Why a kinematics software should be 3D, take the front and the rear of the car as a whole and should take into account the vertical, lateral and longitudinal tire deformations, the suspension and chassis compliance.
  67. Why is some case more rear brake bias could give less turn in oversteer.
  68. How to setup a car with your shock speed histogram.
  69. How to analyze data in order to compare 2 drivers style and have each of them getting the best of the other.
  70. How to measure your cars aerodynamic drag.
  71. How to quantify understeer and oversteer in steady state and transient conditions.
  72. How to find the correct tire rolling radius to input in the data acquisition software to measure the cars speed.
  73. How to measure a differential efficiency.
  74. How to measure the tire vertical stiffness when the car is on the race track (special stage)
  75. How to write math functions for your data analysis.
  76. If, when and how much you want to filter data.
  77. What 3D kinematics, vehicle dynamics and lap time simulation software is available on the market and at which price.
  78. How to measure real shock force (not shock dyno forces) when the car is on the racetrack.
  79. Why increasing the rear shock low speed rebound forces decreases the turn in oversteer on some circuits and increases it on others.
  80. Why front and rear negative camber on the inside wheel is not a good thing for your turn in performance.
  81. That you can not decide the amount of camber variation you want to get from the design of your car suspension geometry until you know your tire lateral stiffness.
  82. Why the less loaded tire is most of the time the one that has the best coefficient of friction.
  83. What you could do with slip angle sensors.
  84. How race tire manufacturers are measuring lateral and longitudinal tire grip, and how you could measure these yourself on your racecar while on the race track(special stage).
  85. How to measure the tire rolling resistance.
  86. Why you need to know as much about your pitch centers as you need to know about your roll centers.
  87. What kind of test you can do on your race track to know the level of Ackerman(or reverse Ackerman) geometry which will get the most of your front tires.
  88. Why it could useful to have front and rear bump and roll steer, how much and how to create it.
  89. Why you will loose 3 % of downforce and get more understeer if the ambient temperature raises by only 5 degrees.
  90. Why, if your car is perfectly balanced but is bottoming in the straight away, you need to raise the rear right height 3 to 5 times more than you raise the front ride height.
  91. Why and how it is possible to have the car a few feet ahead of yours to get a sudden aerodynamic oversteer with having any understeer in your car.
  92. How much to change the front and rear ride height to decrease the amount of power understeer (oversteer).
  93. Why an independent suspension has 5 links.
  94. How, during the suspension geometry design, to find the best compromise between camber variation in bump and in roll.
  95. Why and how much the left and right antisquat and antidive characteristics change with the static and dynamic camber and with the steering.
  96. Why it is important to know your KPI and caster trails and how much these change with the lateral and longitudinal tire deflection.
  97. The specifics of different suspension types (double wishbones, Mac Pherson, stock car, rear GT#, V8 Australian suspension).
  98. How to measure centers of gravity and the roll, pitch and yaw moments of inertia.
  99. Four different methods to get a non linear wheel rate.
  100. The advantages and the dangers of using bump rubbers.
  101. Why and how much increasing the antisquat and antidive will increase the car’s vibration in braking.

ABOUT VENUE:

 

Adventure sports in Dharamshala

  • Paragliding
  • Rock climbing
  • Rappelling
  • Flying Fox
  • Urban Zipline
  • Trekking
  • Night Camping
  • River Crossing

Places to visit in Dharamshala

  • Triund hills
  • Norbolingka Institute
  • Dalai Lama Temple complex
  • HPCA Stadium
  • Tibetan Museum
  • Kalachakra Temple
  • Bhagsu Waterfall
  • Church of St. John
  • Bhagsunath Temple
  • Jawalamukhi Devi Temple

Places around Dharamshala

  • Bir and Billing (60km)
  • Palampur (35km)
  • Barot (110km)
  • Chamba and Khajjiar (130km)
  • Dalhousie (120km)

 

Automotive Design Workshop by Boris Fabris – Italian Designer

The Famous Automotive Designer Boris Fabris will be in India from 30th Oct. to 4th Nov. 2017. The automotive designer from Italy is going to take workshops for automotive enthusiasts, which you should not miss.

About Boris Fabris :

Automotive Designer and Consultant with work experience for Fioravanti srl, Italdesign Giugiaro, Qoros Auto, Haima Auto and BAIC Motor. Teacher and Lecturer in USA, Czech Republic, India, Finland, Portugal, Holland, Spain and Italy

TRAINING DETAILS

Duration:

6 days from Monday to Saturday – 7 hours for each day

Numbers of participants:

Max 25 students

Profiles of participants

Passion for automotive design world and some drawing skills

Language:

English

 

Further Details: Click Here

Registration for Fundamental of Automotive Engineering Online Course

This is a 11 day course for beginners in Automotive field, where you will be able to understand and have a fair knowledge about working of a car. Along with that, DIYguru in collaboration with Make In India initiative to promote Automotive sector in India, brings you this unique opportunity to explore various opportunities available in Automotive Industry.

Certification: Yes

Mentorship: Yes

Trainers Profile: Click Here

Course Fee: 1999 Rs

Imp. Dates :

This course Starts on 16th Sept. 2017 and will continue until 26th Sept. 2017.

You can take this course at any time in between these dates.

Register Here