The World's Most Fuel Efficient Vehicle

Santin, Jean-Jacques; Onder, Christopher H.; Bernard, J.; Isler, Dominik; Kobler, Pius; Kolb, Florian P.; Weidmann, Nicolas; Guzzella, Lino

doi:10.3218/4139-2

Cited by 30 publications

(5 citation statements)

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“…The 0.038 coefficient was not used as a benchmark here because of the very different shell shape of that team and of the fact that the drag coefficient they found is more likely 0.38, based on the 60 N force. The world renowned PAC-Car-II vehicle [6] was used as a guiding value and confirmed that the calculations were in the proper range. The PAC-Car-II team conducted wind tunnel tests and CFD analyses of their vehicle and its body has a shape similar enough to the Alérion to justify such a comparison.…”

Section: Model Parametersmentioning

confidence: 58%

“…The simulations were done on the vehicle at 0 degree yaw for the purpose of comparing. One of the interesting results from this null yaw-angle simulation is the fact that the new drag coefficient is 0.072 in comparison to 0.09 for the previous vehicle and 0.075 for the renowned PAC-Car-II vehicle [6]. As stated before, this means that a 20 % reduction of the drag coefficient was achieved for the new Alérion body and that reductions of 50 % of the negative lift, 15 % of the energy demand when driving forward, and 5 % of the energy demand when turning are also achieved by the new design.…”

Section: Discussionmentioning

confidence: 86%

“…Various wind yaw angles found experimentally on a racetrack by the leading European Supermileage-like team [6], as shown in Fig. 7, were used in the analysis of the efficiency of different shapes.…”

Section: Evaluating Energy Efficiencymentioning

confidence: 99%

See 2 more Smart Citations

The Process of Making an Aerodynamically Efficient Car Body for the SAE Supermileage Competition

Gagnon¹,

Richard²,

Beardsell³

et al. 2012

SAE Technical Paper Series

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In the summer of 2010, a new body shell for the SAE Supermileage car of Laval University was designed. The complete shell design process included, amongst other steps, the generation of a shape through the parametric shape modeling software Unigraphics NX7 and the evaluation of aerodynamic forces acting on the chassis using the open source Computational Fluid Dynamics (CFD) software OpenFOAM. The CFD analyses were ran at steady-state using a k-omega-SST turbulence model and roughly 2.5 million cells.An efficient method for evaluating the effect of ambient wind conditions and vehicle trajectory on the track was developed. It considers the proportion of time that the car operates at each combination of velocity and wind yaw angle and computes the overall energy demand of the shell. An iterative process was conducted over a significant number of different shapes, which were generated by joining formula-based guide curves using intersection and tangency conditions.The new shell has a 25 % larger frontal area due to modified design constraints. When aerodynamically compared to the smaller and already highly efficient old vehicle, reductions of 50 % of the negative lift, 15 % of the energy demand when driving forward, and 5 % of the energy demand when turning are achieved by the new design. Also, the drag coefficient is reduced by 20 %. These improvements come from the quasi-NACA profiles on the side and top walls; a reduction of cavities to prevent redundant frontal areas; a short vehicle and smother wheel cover closures; and a thorough study of the nose and tail. This paper describes numerical flow simulations and the changes that were brought to the vehicle body to make it as aerodynamically efficient as possible.

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Section: Model Parametersmentioning

confidence: 58%

Section: Discussionmentioning

confidence: 86%

See 1 more Smart Citation

The Process of Making an Aerodynamically Efficient Car Body for the SAE Supermileage Competition

Gagnon¹,

Richard²,

Beardsell³

et al. 2012

SAE Technical Paper Series

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“…The above requirements are the independent requirements that the alternator must have under any circumstances. Other requirements included an alternator that was compatible with the power and Rpm of the selected engine Honda GX 35 as well as being compact enough to be accommodated in the vehicle chassis [7]. The selection of alternators was particularly a difficult task, since such an alternator is non-existent in the local markets of Pakistan.…”

Section: Introductionmentioning

confidence: 99%

Utilization of a DC Brushless Hub Motor as an Alternator in Drive Train of Fuel Efficient Series Hybrid Urban Class Vehicle

Ali

Akhtar

Abdullah

et al. 2013

AMM

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While designing the drive train of a Series Hybrid Vehicle fuel efficient vehicle for Shell Eco Marathon Asia 2010, The most important issue was the coupling of Engine and Alternator. The major problem faced while doing so is the compatibility check of alternator with the engine as most locally available alternators were not capable enough to provide 48V at rated power of the engine required for operation of hub motors used in the drive train. In order to overcome this problem, it was decided that Magic Pie DC Brushless Hub motors may be used as improvised alternators, as the regenerative abilities of these motors provide an excellent platform to use it as an alternator and are fairly efficient as well. Many small mechanical modifications and mathematical calculations were done in order to achieve this goal.

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“…To minimize the equivalent consumption for the Shell Eco-marathon competition [1], expressed by the kilometres with a litre equivalent of fuel (calculated by Shell with the hydrogen heating power), the most important key factors are: weight, aerodynamics resistance, friction of the wheels and of the bearings, and at last but not least power-train efficiency [2]. The aim, for the chassis and the body, is to reach the lowest weight maintaining the structural resistance.…”

Section: Introductionmentioning

confidence: 99%

Carbon fiber monocoque for a hydrogen prototype for low consumption challenge

Airale

Carello²,

Scattina

2011

Materialwissenschaft Werkst

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Weight reduction and high mechanics performance are one of the challenges of the automotive industries future. A particular and interesting field is the application of carbon fibres in combination with structural foams. These allow to realize creative shapes for the car body but also strength and tough elements for the chassis, according to the necessity to combine style with design and engineering aspects. Nowadays, the problem of carbon fibre technology is the cost of production and the recyclability, so the major applications are in the racing field. One interesting application is the body of the prototype called IDRA, a low consumption vehicle which participated in the European Shell Eco-marathon. The chassis is a structural frame made with structural foam, the body is a part of the chassis and it is made of carbon fibre. The result is a well made car body integrated with all the sub-systems: steering, brakes, wheels, cockpit, electric wiring, controls, fuel cell, electric motor and transmission. The different design and production steps, from the concept phase and structural analysis made by means of finite element techniques to the production and the assembling of the monocoque, are discussed.

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The World's Most Fuel Efficient Vehicle

Cited by 30 publications

References 0 publications

The Process of Making an Aerodynamically Efficient Car Body for the SAE Supermileage Competition

The Process of Making an Aerodynamically Efficient Car Body for the SAE Supermileage Competition

Utilization of a DC Brushless Hub Motor as an Alternator in Drive Train of Fuel Efficient Series Hybrid Urban Class Vehicle

Carbon fiber monocoque for a hydrogen prototype for low consumption challenge

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