Testing Procedure

Prior to entering the race, the vehicle will be tested in a safe straightaway zone where testing can be conducted. Using a speedometer, the car will accelerate for 100 meters, at which point, the person with the speedometer will record the speed. For output RPM, the EV will be lifted from the rear so the rear drive wheel is not in contact with the floor. The EV will be ran as if it were in track. With a light sensor instrument, the output RPM will be measured to ensure the gear reduction is working as intended.

Test One

There were numerous mistakes due to miscommunication with team members that led to a last minute set up of the testing for chain drive. One teammate had data from the previous quarter that they thought would be sufficient and thus did not set up their test, which under wrongful assumption that they would, made for a testing scramble. At the end of the day however, every necessary part came through and testing was conducted for the chain drive. The testing was done to prove the analytical output RPM of the chain drive. Input RPM had been previously tested with a handheld tachometer, with a result of 2800 RPM. The calculated output RPM was to be 725, so a tolerance of plus or minus 25 RPM was set. Set up included the vehicle being lifted on four rectangular stands so the rear wheel could rotate freely. Vehicle was then powered with the help of the electrical teammate and the wheel was able to rotate. A piece of 8 x 11 white printer paper was folded into a half inch strip and taped to the wheel so the tachometer could read the RPM. Output RPM was measured to be 309 RPM, which is underwhelmingly low. There are a couple of possibilities as to why this was the case, the more probable one being undercharged or old batteries. The motor is visually in good condition and there was nothing else otherwise obstructing the chain drive, therefore that is the only plausible reason. Next testing will include charged batteries first, in order to ensure vehicle can reach predicted speeds.

Test Two

Just like test number one, there were various issues with test number 2. Test number 2 was about testing the speed of the EV that the drive train provided. Although the chain drive was complete, the rest of the vehicle was not and therefore could not test as expected. Some testing was conducted, however, such as whether or not the chain drive kept structural integrity as the vehicle moved, which it did. It was able to move along with the vehicle as well, proving that movement was not an issue; at least within 5 to 10 yards and no power. Original testing called for the EV to be fully operational in order to test full end speed, which was calculated to be somewhere along 40 - 45 mph with a minimum standard requirement of 20 mph. This was to be done outdoors at a 100 meter track with a speedometer and cameras.

Testing Issues

Issues plagued the testing of the chain drive in every way that was not imaginable. Most of the issues coming downright to communication and teamwork. As a team, the group was concentrated on their individual part without much thinking of how everything relied on each-other and working as a team of one. Initially, mechanical issues were the expected outcome, however nothing prepared for the issue of teamwork. The learned outcome from this testing period is the value of teamwork and communication at an early time, as opposed to last minute.

Results

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As discussed above, none of the testing conducted represents an accurate representation of the full potential the chain drive has. Unfortunately, none of the testing can be conducted until vehicle is fully operational, and as stated before, there were communication and teamwork issues that got in the way of that. The only relevant results are that of the RPM. This is because the RPM was recorded from using one 12V battery as opposed to the 24V that were expected; this means that the output RPM is most likely in the 620-720 RPM zone, which is significantly closer to what was calculated than what was actually recorded.

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