Indonesia Conference Directory

Corresponding Author
M Munadi

Institutions
Universitas Diponegoro

Abstract
Land transport has contributed to air pollution that occurs. This forced the car manufacturers to improve the quality of their products in order to pass the exhaust emissions standards. In addition to exhaust emissions, the limited source of vehicle fuel energy is the reason some researchers develop electric cars. This article conveys the results of research on prototyping an electric city car for two passengers with wheel hub motor type configuration as our research pilot project related to electric cars. The data acquisition aids made are equipped with a LabVIEW-based human-machine interface that makes it easier for researchers to monitor the consumption of electric cars in real-time. Based on the design process, manufacture, until testing, the value of drag coefficient is 0.42; testing for curb-weight is 510 kg; maximum speed is 75.3 km/hour; the maximum power is 3.03 kW at 602 rpm wheel speed; and the maximum torque is 50.8 Nm at a wheel speed of 516 rpm. For the state of charge, this prototype of an electric city car is capable of traveling up to 42.4 km from 100% to 20% SOC.

Keywords
electric city car, wheel hub motor, human machine interface

Topic
EV Body, Chassis, and Platform

Link: https://ifory.id/abstract/JQwAzuG2YNDp

Corresponding Author
Irsyad Nashirul Haq

Institutions
(1)Graduate Student at Department of Engineering Physics. Institut Teknologi Bandung
(1)methaislameka[at]gmail.com

(2,3,4) Department of Engineering Physics. Institut Teknologi Bandung
(2)irsyad[at]tf.itb.ac.id
(3)edi[at]tf.itb.ac.id,
(4)brian[at]tf.itb.ac.id
(2) National Center for Sustainable Transportation Technology. Bandung, Indonesia

Abstract
The Indonesian government plans to change the Transjakarta bus into an electric bus. Therefore, we analyze the energy consumption of rear-drive electric buses with regenerative braking to estimate the specifications of the electric motor and the batteries needed for one cycle of driving. BYD C6 and ITB electric buses will be compared using the driving cycle in the Transjakarta corridor 1 (Kota—Blok M). Transjakarta corridor 1 driving cycle data is collected several times to get varied driving cycles. The electric bus energy consumption model was created using Matlab/Simulink. The simulation is conducted by using the data bus specifications of BYD C6 and ITB. The results show that BYD C6 electric buses have more SOC battery remaining in one cycle of driving due to a larger amount of battery charge. However, ITB electric bus can recover more energy from the regenerative braking system due to the larger motor specifications.

Keywords
Energy Consumption, Mathematical Modeling, Regenerative Braking, Energy Recovery, Electric Bus

Topic
EV Body, Chassis, and Platform

Link: https://ifory.id/abstract/nFyCBUvHeXLk

Corresponding Author
Stefan Arman

Institutions
CV. Laksana

Abstract
Bus transportation is the largest mass transportation in Indonesia. But, that-s contrary to the low safety aspect, especially in rollover accident which is most dangerous accident and caused the most fatalities. Based on the number of rollover accident in Indonesia from 2015 – 2018, an average of 10 - 15 people died, and 30 people injury from this accident. So, that makes Laksana is commitment to the safety aspect by developing the rollover computational simulation and rollover actual testing. The bus rollover test, refer to UN ECE-R66 regulation which has been used in Europe and most countries in the world. This regulation also has not even been implemented in Indonesia, so Laksana is a pioneer bus industry in adopting this regulation for evaluating our bus design, increasing the safety aspect, and expanding the export market. The type of UN ECE-R66 testing that we used in this study are full bus rollover simulation using Finite Element Analysis, and the section bus rollover test (as the validation from FEA simulation). FEA simulation for rollover crash, used a 12 m coach bus design with full condition of 35 passengers. Then, the bus is rotated at a slope of 36 degrees and tilted at height of 800 mm from the ground. The results of Laksana bus simulation are successful with side frame and roof component didn-t touch the residual space, during the rollover process. This simulation results have also been validated by evaluating the energy balance graph and compared to the energy calculation from UN ECE-R66 regulation. The energy difference between calculation and FEA simulation is 9.007 %. Laksana also using the another validation method using section bus rollover test, with the front section model of the coach bus that had been previously simulated. Before testing, Laksana evaluated the mass and rollover angle at the maximum CoG and prepared a FEA simulation of bus front section for additional validation. The results of the actual bus section testing are successful, and better than the bus front section FEA simulation.

Keywords
Laksana, rollover test, safety aspect, UN ECE R-66, FEA simulation, section test

Topic
EV Body, Chassis, and Platform

Link: https://ifory.id/abstract/87GfVLHenXxm

Corresponding Author
Ojo Kurdi

Institutions
Mechanical Engineering, Diponegoro University, Semarang, Indonesia
National Center of Sustainable Transportation Technology, Indonesia
Mechanical Engineering, Universiti Teknikal Melaka (UTEM), Melaka, Malaysia

Abstract
At present the bus is a means of transportation which is believed to be able to overcome the problem of mass transportation and is expected to reduce the density of traffic flow. The reality in the field of traffic accidents involving buses often occurs, including buses that have slips, rolled over, collided with other vehicles or fellow buses from the front, rear and side, and so on. The choice of material in the frame structure must be considered, where the material must have characteristics that are light, strong against impact, because it will experience static and dynamic loading. This is intended so that there is no structural failure at any time. In this study, a side crash simulation was carried out on the frame structure of a medium-sized electric bus using 3 different types of material. The first material is the standard material of JIS 3445 STKM 13A. Then after simulating with a safe standard material, a simulation with alternative materials is carried out namely Aluminum 6005A T6 and Aluminum 6061 T6. The choice of alternative materials aims to reduce the weight of the vehicle and still pay attention to the security factor in the form of residual space. In the three types of simulated materials, the Baja JIS 3445 STKM 13A material weighs 2456 Kg, displaces 96.72 mm and voltage 215.5 MPa. Then the material of Aluminum 6005A T6 has a weight of 1122 Kg, displacement of 109.8 mm, and a voltage of 230.5 MPa. While the material of Aluminum 6061 T6 has a weight of 941.9 kg, displacement of 103 mm, and voltage of 270.5 MPa. From the results of the simulations that have been made, the recommendations for the material that can be used on a medium size electric bus are Aluminum 6061 T6.

Keywords
Electric Bus, Side Collision, Superstucture, Residual Space, Alternative Material

Topic
EV Body, Chassis, and Platform

Link: https://ifory.id/abstract/8Nt63PAUJeVD

Corresponding Author
Nazaruddin Nazaruddin

Institutions
a) Research Center for Advanced Vehicle (RCAVe), Universitas Indonesia, 16424, Indonesia
danardon[at]ui.ac.id
b) Department of Mechanical Engineering, Universitas Riau, 28293, Indonesia
nazaruddin[at]eng.unri.ac.id
c) Department of Mechanical Engineering, Universitas Darma Persada, 13450, Indonesia

Abstract
University Indonesia has developed several electric vehicles, one of which is an electric bus. In order to fulfill the local content of this vehicle, reverse engineering of the R260 ladder frame type chassis is carried out. In this paper, to fulfill the local content, we used material of the ladder frame is type SS 400 from PT. Krakatau Steel. After the model was created successfully with finite element software, a static analysis was carried out by taking the von-misses stress and the deflection from the simulation results. Loading is carried out evenly over the two main beam ladder frames totaling 14,200 kg. The support placed in the mounting position of the front and rear wheel leaf springs. The distance of the front overhang is 2380 mm, the wheelbase is 6000 mm, and the rear overhang is 3290 mm. The resulting approach is carried out assuming a three-beam and two-overhang beam model. The results obtained include a maximum von misses stress of 75.8 MPa, a maximum deflection of 2,568 mm and the lowest safety factor 3.2.

Keywords
chassis, ladder frame, von-misses stress, local content, electric vehicle

Topic
EV Body, Chassis, and Platform

Link: https://ifory.id/abstract/y8ChMvXzmGdD