Electrical Subsystem For Shell Eco-marathon Urban Concept .

2y ago
9 Views
3 Downloads
7.67 MB
205 Pages
Last View : 17d ago
Last Download : 2m ago
Upload by : Grant Gall
Transcription

Electrical subsystem for Shell eco-marathon urbanconcept battery powered vehiclebyGarrett RoseThesis submitted in fulfilment of the requirements for the degreeMaster in Engineering Technology: Electrical Engineeringin the Faculty of Engineeringat the Cape Peninsula University of TechnologySupervisor: Jacques WheelerCo Supervisor: Dr. Marco AdonisBellvilleJuly 2018CPUT copyright informationThe dissertation/thesis may not be published either in part (in scholarly, scientific or technicaljournals), or as a whole (as a monograph), unless permission has been obtained from theUniversityi

DECLARATIONI, Garrett Rose, declare that the contents of this dissertation/thesis represent my own unaidedwork, and that the dissertation/thesis has not previously been submitted for academicexamination towards any qualification. Furthermore, it represents my own opinions and notnecessarily those of the Cape Peninsula University of Technology.SignedDateii

ABSTRACTThe purpose of this paper was to design and develop an electrical power train for an UrbanConcept electric vehicle geared to complete the Shell Eco-Marathon Africa in 2019. Varioustechnologies which make up the electrical drive train of an electrical vehicle were also reviewedwhich include the battery pack, the battery management system, the motors, the motormanagement system and the human interface.Upon completion of this, the various topologies best suited for this project were selected,designed, constructed and developed. Two motors were re-designed and constructed for thisvehicle and the motor drive was also constructed to control these motors. A Lithium-Ion batterypack was constructed and developed to drive the motors and an off-the-shelf batterymanagement system was purchased and developed to suit the requirements for the Shell EcoMarathon competition rules. A human interface was also developed in order for the driver tosee various parameters of the electric vehicle defined by the Shell Eco-Marathon competitionrules.After each component of the drive train was constructed, they underwent various testingprocedures to determine the efficiency of each individual component and the overall efficiencyfor the complete drive train of this electric vehicle was ascertained.The Product Lifecycle Management Competency Centre group developed the chassis for thisvehicle. For this reason, only the electric subsystems were evaluated and a simulation wascompleted of the complete drive train.After the complete drive train was constructed and all the individual subsystems evaluated andsimulated, a vehicle with an overall efficiency of about sixty percent was expected and thecompleted drive train should be adequate enough to complete the entire Shell Eco-MarathonAfrica circuit.iii

ACKNOWLEDGEMENTSI wish to thank: God, for providing me with the strength and determination in completing this thesis. My fiancé, Tanith Marais, for always motivating me and providing me with support incompleting this thesis. My parents, Derrick Arthur Rose and Maureen Rose, who as parents defined who I am. To Dr Marco Adonis and Mr Jacques Wheeler, my supervisors, who without doubt werealways available to assist me with any problems I encountered and guided methroughout this thesis. To Mr Ian Robertson, who provided me with support and infrastructure to complete thisthesis.iv

TABLE OF CONTENTSTable of ContentsvList of Figures and TablesixList of abbreviations and TermsxiiChapter 1: Introduction1.11.21.2.11.2.21.2.31.3Statement of research problemAims and objectivesResearch questionsAimsObjectivesThesis structure122334Chapter 2: Background 4.2.32.4.2.4An electric vehicleTypes of electric vehiclesBattery electric vehiclesHybrid electric vehicles (HEV’s)The series type HEVThe parallel type HEVThe series-parallel type HEVFuel cell electric vehiclesPower line vehiclesPhotovoltaic (PV) electric vehiclesSuper capacitor electric vehiclesSubsystems in electric vehiclesRequirementsMechanical requirements of the electric vehicleForces acting on an EVSpeedAccelerationClimbing forceAerodynamic forceRolling forceAcceleration forceChassisVehicle designElectrical systemsElectric motorsPermanent magnet motorsSquirrel cage induction motorsReluctance motorsMotor selectionRewinding the motorMotor control optionsDifferent topologies available in industryControl stage options for the motor driveFPGA’sMicrocontroller units 8192022242525

4.6.12.4.6.22.4.6.32.4.6.42.4.6.52.4.72.4.8Control strategyVoltage source inverter (VSI) controlCurrent source inverter (CSI) controlVoltage frequency (VF) controlBasic control techniqueBatteriesBattery management system (BMS)Cell BalancingCell balancing techniquesBottom balanceTop balancePassive cell balancingActive cell balancingChoice selection of BMSThe human interface (HMI)272727272930313434343434353536Chapter 3: Design 13.5.3.23.5.3.33.6The EV motorsThe power stage (motor control or inverter) stageThe control stageThe batteriesThe battery management system (BMS)Microcontroller (BMS)Communication protocolSensorsCurrent sensorsTemperature sensorsSpeed sensorsTotal expected efficiencies of electrical drive train383939404040404141414142Chapter 4: The EV motor and the motor control stage 2.2.24.2.2.34.2.2.44.2.2.54.2.2.64.2.2.7The EV motorsDisassembly of the motorsRewiring calculations for the stator windingsRewiring of the statorPerspex jigAssembly of stator phase windingsPower connections to stator windingsFinal machine inspection testsWinding resistanceInsulation resistanceThe motor control stageThe control stage of the inverterSelection of the EV processorDead-timeThe power stage of the inverterMOSFET selectionGate resistorsRC snubber circuitTransient voltage suppressorsDecoupling capacitorPower losses in MOSFET’sControl stage power 7686870

4.2.2.84.2.2.94.2.34.2.3.14.2.4Switch-mode power supplyCalculation of switch mode power supply valuesMotor drive testing and resultsMotor drive wave form results from initial testingThe gate drivers (line drivers)7171747681Chapter 5: The battery pack and battery management system 15.2.25.2.35.2.4The battery packElectrical requirements of the battery packLithium polymer pouch cell operating conditionsTerminal connections of the battery packTest results for the battery packCell balancingBattery capacityThe battery management system (BMS)Setup procedureSoftware configuration initializationSetup of overvoltage and under voltage settingsCell balancing848484879191939395969798Chapter 6: The EV display panel and user interface designMicrocontrollers interfaceArduinoRaspberry piMicrochipSelection of microcontrollerCommunication protocolSerial communication selectionSoftware flow chartsSensorsPower monitoring sensorsCurrent sensorsVoltage sensorsTemperature sensorsSpeed sensorsEV dashboard panelUser InterfaceChapter 7: Testing and evaluation of the EV motors and motor 113Power train evaluationMotor efficiencyMotor lossesMotor efficiency testingMotor drive testing and evaluationInitial motor drive testingMotor drive testing using a 100 W loadMotor drive testing using a 600 W loadThe Fluke 435B set to ‘Volts/Amps/Hertz’ display modeThe Fluke 435B set to ‘Power and Energy’ display modeThe Fluke 435B set to ‘Logger’ display 7.3.1.17.3.1.2vii

Using the Tektronix four channel data logger for powermeasurements139Motor drive testing using the AC induction motorChapter 8: Testing and evaluation of the EV battery pack, the BMS and the display panelcomponents7.3.1.3Evaluation of the battery packEvaluation of the BMSFault finding of the BMSCell voltage measurementDashboard metering equipmentAmpere hour (Ah) counterWatt hour (Wh) and watt second (Ws) counterSimulation of the raceDrive train systemSprocket sizeChain speedChain pitchChapter 9: Conclusion and 38.48.4.18.4.28.4.39.19.29.39.4Simulated race resultsEfficiency diagramConclusionFuture 61ReferencesAppendicesABCDEFGHIJKMotorelli motor dimension and specificationsMotor Experimental ResultsFull Circuit Schematic of the Motor DriveBottom and Top Layout of the Control PCB and Power PCB for theMotor DriveData sheet for Enertech SPB9345136UH1 rechargeable Lithium-ionpolymer batteryThe BMS circuit diagram and node schematicThe Motor Drive test results at various speedsTesting and calibrated data for Voltage and Current Sensors for BMSMotor Control test resultsAdditional BMS Circuit diagramsSoftware code for Arduino Master and Slaveviii186187192193195197199207209215217

LIST OF FIGURES AND geA battery electric vehicleA hybrid electric vehicleThe series type hybrid electric vehicleThe parallel type hybrid electric vehicleA super capacitor electric vehicleThe urban concept battery electrical vehicle being designed by the CPUTA screenshot of the EV chassis design simulationForces acting on an EVTypical block diagram for a battery powered EVTypical distribution of lossesA typical control system block diagram for an EV controlled by a humaninterfaceA three phase AC induction machine voltage/frequency open loop controlMotor-drive topology flow-chartTypical torque-speed characteristics of an induction motorTorque-speed characteristics of an induction motor with VF controlGeneral architecture of a BMSBattery management IC function loopA commercial EV dashboardA human interface block diagramSystem block diagram for the CPUT EVA block diagram of the subsystems affiliated to the BMSTotal system efficiency expected from sub components of the EV drive trainThe Motorelli three phase, squirrel cage induction motorEV motor connectionsStator frame and end covers being marked for alignmentVarious components of the rotorA clean stator after removal of the windingsOriginal windings laid out for mappingLayout of the windings removed from the statorTemplates for Perspex jigCompleted Perspex jigCompleted Perspex jig with completed stator winding for one phaseOne winding inserted into machine statorPower entry/exit leads connectionTerminal box connectionsCompleted machine assemblyInsulation resistance test setupVoltage/frequency or open loop scalar controlEV motor control processorPWM signal processingHI and LO signals with dead-timeCross conduction due to insufficient dead-timeMinimum circuit connections for the dsPIC30F processorSemiconductor selection guideEffect of parallel MOSFET’s on gate charge and on-state resistanceThe basic power stage of one phaseGate resistors added to the circuitA resistive and capacitive (RC) snubber placed across the HI and LO terminalsTVS’s inserted from each source gate on each 8

7-17-27-37-47-57-67-7Decoupled capacitors connected from HI to LO terminalsStepping down stages of voltage from 38 V to 3.3VEV Switch mode power supply circuit (buck converter)HI side signal, LO side signal and filtered output of the motor driveThe three phase output waveforms (PWM modulated sine wave)The three phase output waveforms with a low pass filter addedAll three phase signals 120 degrees out of phase from each otherAll three phases were set to averagingFinal motor drive control stageFinal motor drive power stageFinal assembled motor driveThermal dissipation networkMinimum circuit connection for three phase inverters using three IRS2110devices to drive six IGBTs3D model of cell clamping mechanism designed in AutoCadAssembly of aluminium enclosure for the battery packThe assembly of one stack of ten cellsThe assembled battery packThe completed battery pack together with fuse protectionBattery pack enclosureThe battery cell voltages before charging and balancingThe battery cell voltages after charging and balancingThe battery capacity and cell voltages during dischargingHardware connections to the BMSInterface of addressable registersA safety overview in standalone modeThe configuration of a cell when balancing with the internal NMOS activatedThe configuration of a cell when not balancing with the internal NMOSdeactivatedThe configuration of a cell with external balancing and the internal NMOSactivatedThe configuration of a cell with external balancing and the internal NMOSdeactivatedSetting up of cell overvoltage and under-voltage threshold limitsArduino Uno complete connectivity diagramArduino Mega complete connectivity diagramRS232 output pins interface connectionsConnections between Arduino Uno and Mega via RS232 cableFlow chart of software for Arduino UnoFlow chart for slave deviceBlock diagram of current sensingLinearity relationship of calibrated data and standard current valueData obtained from voltage meter evaluationTesting the LCD functionality with the microcontrollerLCD configuration adjusted to fit into the EV dashboardEV dashboard display templateThe Zwartskop Raceway track for the South African Shell Eco-marathonEfficiencies of the original motor (measured) and the new motor (expected)The EV motor efficiency test block diagramThe EV motor three phase power supplyThe eddy current dynamometer/brake and digital scaleThe complete test setup for the testing of the EV motorThe re-wound motors torque versus speed 15115117118119120120121123

18-28-38-48-58-68-78-88-98-10The old motor (measured), the new motor (expected), and the new motor(measured) efficiencies and I2R LossesTest bench for initial load testing of dsPIC30F2010 motor controllerThe input side to the motor drive together with the metering equipment(a) The Fluke 80i-110s AC/DC current probe (b) The display of the Fluke 43Bbeing setup correctly.The Fluke 43B and Fluke 435B connections on the output side of the motordriveThe Fluke 435B being set to 10mV/A scaleThe resistive, high voltage, element bank used for initial load testing(a) The load resistance connected in parallel (b) The phase resistancesconnected in a delta configuration.Complete test bench for the inverter to measure a 100W loadMeasurements of input and output power for the 100W loadGraph of efficiency versus the output power and frequency for the inverter for100W load.Test bench for the load testing of dsPIC30F2010 motor controller and MotorellimotorThe 600W load testing of the motor drive measurements and temperaturereadingsGraph of efficiency versus the output power and frequency for the inverter for600W load using the Volts/Amps/Hertz display option on the Fluke 435BGraph of efficiency versus the output power and frequency for the inverter for600W load using the Power and Energy display option on the Fluke 435BMaximum cable temperature reached when using the Fluke 435B on the Powerand Energy display option(a)Set of variables selected to be logged on Fluke 435B when in ‘Logger’mode (b) The output power being logged by the Fluke 435B when in ‘Logger’modeGraph of efficiency versus the output power and frequency for the inverter for600W load using the ‘Logger’ display option on the Fluke 435BGraph of efficiency versus the output power and frequency for the inverter forthe 600W load using the Blondel’s four channel digital scopeBlock diagram for test bench with AC induction motor incorporated and meteringequipmentComplete test bench with AC induction motor incorporated with meteringequipment and eddy current brake for loading purposesGraph of efficiency versus the output power and frequency for the inverter whenthe AC induction motor and eddy current brake are connected using theBlondel’s four channel digital scopeExperimental Exercise 3 data displayInduction motor regenerative power(a) 2µF AC & power capacitors (b) Regenerative power protectionThe battery pack voltage and current during chargingThe battery cell voltages after charging and balancingThe cell monitoring circuit of the BMSCalibration procedure of the BMSFaulty S/H circuit of the BMSCalibrated data for the Ah counterCalibrated data for the Wh counterA shaft and gearbox drive train systemA typical CVT belt systemA typical chain and sprocket drive 152153153154

ated efficiency results for CPUT EVSimulated results for forces acting on the EVSimulated results for the EV completing one track lengthA typical power train of a battery EVEfficiency diagram for the overall systemDescription156157157158158PageDesign requirements for the vehicle’s electrical systemsMotor comparisonFPGA's vs. microcontrollersMicrocontroller optionsPrimary Lithium-ion battery chemistries and their usesEV motor characteristicsEV motor drive characteristicsMotor specificationsWinding resistance test resultsInsulation resistance test phase-ground resultsInsulation resistance test phase-phase resultsMeasuring equipment for initial testing of motor driveBootstrap capacitor valuesComparison of typical Lithium Manganese oxide batteries and the Lithium-ionbatteries available at CPUTBattery pack characteristicsBQ77PL900 addressable registersComparison of serial protocolsACS758 current sensorComparison of different temperature sensorsSpeed sensing technology comparisonRecovery commands of the BMSThe advantages and disadvantages of a shaft and gearbox; a belt drive and achain driveResearch questions answeredAims questions answeredObjective questions 1112148154159159160

LIST OF ABBREVIATIONS AND TIMIIN L-LLEMLiPOL-LLOMCUMOSFETOVOV CFGPDUPICThree dimensionalAcrylonitrile Butadiene StyreneAlternating currentRoot means square alternating currentAnalogue-to-digital-converterAnalog front endAmpere-hoursBattery management systemBQ77PL900Aerodynamic drag coefficientCentre for Instrumentation ResearchCurrently off the shelfCape Peninsula University of TechnologyCurrent source inverterDirect currentData communication equipmentDigital signal processorData terminal equipmentElectrically erasable programmable read-only memoryElectromotive forceEquivalent series circuitElectric vehicleElectric vehicle motorField effect transistorField programmable gate arrayFinite state machineGroundHybrid electric vehicleHighHuman Machine InterfaceHertzInternal combustionInputs or outputsInter-integrated circuitInsulated gate bipolar transistorInduction MachineInput line-to-line currentLiaisons Electroniques et MecaniquesLithium-Ion PolymerLine-to-LineLowMicrocontroller unitMetal-oxide semiconductor field-effect transistorsOvervoltageOvervoltage level registerPower distribution unitProgrammable Interface Controllerxiii

VVFVFDVCUVariacVccVFDVIN L-L(Vl-l rms)VoVVSDVSIVuVProduct Lifecycle Management Competency CentrePulse-width modulationPhotovoltaicPulse width modulationRandom Access MemoryResistive and capacitiveRevolutions per minuteSample-and-holdState of ChargeState of HealthSerial Peripheral InterfaceStatic Random Access MemoryThrottle position sensorTransistor-transistor logicTransient voltage suppressorsUnited States of AmericaUnder-voltageVoltage frequencyVariable frequency driveVehicle control unitVariable TransformerPositive supply voltageVariable frequency driveInput line-to-line voltageRMS line-to-line output voltageVoltage to overvoltageVariable speed driveVoltage source inverterVoltage to under voltagexiv

TermDefinition/ExplanationC-ratingThe C-rating is defined as the charge or discharge rate given interms of capacity of the battery divided by the number of hoursfor full charge or discharge. The higher the number of hoursrequired for either full charge or discharge, the lower will be thecharge/discharge rate. The charge or discharge current for agiven C-rating is obtained by dividing the Ah capacity of thebattery by the number of hours for hull charge or discharge(Solanki, 2011).MultiplexerAlso known as a data selector. It is a device that selects one ofseveral analogue or digital input signals and forwards theselected input into a single line output (Kumar, 2014)PhotovoltaicIt is the name of a method of converting solar energy into directcurrent electricity using semiconducting materials that exhibitthe photovoltaic effect.SnubberThey are frequently used in electrical systems with an inductiveload where the sudden interruption of current flow leads to asharp rise in voltage across the current switching device, inaccordance with Faraday’s law. This transient can be a sourceof electromagnetic interference (EMI) in other circuits.(Wikipedia, 2017)State of ChargeThis is the capacity of the battery given in a percentage of thetotal capacity of the battery when it is full (Pop, et al., 2008)UrbanConceptIt is defined as a fuel economy pure electrical vehicle which willbe the closer in appearance and technology to road-goingvehicles, addressing current transportation (IIUM research,Innovation & Invention Exhibition 2010 (IRIIE 2010), 2010)xv

Chapter OneIntroductionIn 1939, a wager by Shell oil company employees in Wood River Illinois, United States ofAmerica (USA) saw the evolution of the Shell Eco-Marathon. This Shell Eco-Marathon is aninternational event and has developed over the years in the USA, Europe and recently Asia(Shell Global, 2014). There is now a strong drive to have South Africa partake in the Shell EcoMarathon.The Electrical Engineering department, in collaboration with the Mechanical Engineeringdepartment, the Product Lifecycle Management Competency Centre (PLMCC) and Centre forInstrumentation Research (CIR) of the Cape Peninsula University of Technology (CPUT) haveembarked upon building an UrbanConcept Vehicle to compete in the Shell Eco-Marathon2019. The purpose of this work was to develop the electrical subsystems to power not onlythe motors for the vehicle but to also power the auxiliary circuits. The electrical system built isdesigned to operate at maximum efficiency and will compete with other countries for the mostenergy efficient vehicle (Shell, 2013).The chassis and body was designed and developed by the Mechanical EngineeringDepartment (CPUT) and PLMCC. The body of the vehicle was designed to meet thecompetitions requirements as stipulated in the Shell Eco-Marathon rules (Shell, 2013). Afterthe chassis, vehicle shell and electrical system were completed, the vehicle was assembledand various tests were performed to evaluate the efficiency of the vehicle. All the competitionrules and regulations regarding the UrbanConcept vehicle are enforced, and after all thenecessary tests have been completed the vehicle will be entered in the Shell Eco-Marathon2019 (Shell, 2014).1.1Statement of research problemThe Shell Eco-marathon is a competition intended to challenge students from across the worldin the design of a vehicle within the boundaries stipulated in the rules (Shell, 2013). There arelimitations to the competition and this competition is designed for a student to have a “do ityourself” approach in building a vehicle. There are a set standard of rules which must becomplied with regarding the vehicles (Shell, 2013) as well as safety standards for teams,individuals and vehicles. Failure to do so will result in a team and/or vehicle being disqualified(Shell, 2014).1

Motors for this competition are not readily available. A motor was bought, rewound and thenrebuilt to meet the competition requirements. The Shell Eco-marathon does also not permit offthe shelf variable speed drives (VSD). An efficient power stage was developed for the motors.An efficient battery pack was also developed as well, and the implementation of an effectivebattery management system (BMS) was designed (Shell, 2013).Once this was completed all the peripherals pertaining to the electrical systems andsubsystems were investigated and developed to ensure that the vehicle is fully functional.1.2Aims and objectivesThis research led to the design and development of a battery electric, energy efficient vehicleto compete in the class of UrbanConcept at the Shell Eco-Marathon, Africa 2019. The vehiclewill meet all race specifications in terms of design, safety and operation. It will be the first timethat the CPUT will compete in this competition (Shell, 2014).Before any aims or objectives could be considered, it was necessary to have direction with afew research questions.1.2.1Research questionsThe following research questions needed to be reviewed and form the main focus areas: Can an effective power train be developed for this car?oThe motor needs to be rebuilt to comply with the Shell-eco rules without sacrificingefficiency.o An effective motor drive needs to be developed.Can an effective power source be developed for this vehicle?oThe battery needs to be sized to complete the race.oThe BMS needs to comply with the competition rules.Will the total system:oAllow the vehicle to complete the race?With the above taken into consideration, the following aims and objectives were required toensure that the vehicle met all the requirements.2

1.2.2AimsThe EV that was developed was for competing in the Africa Shell Eco-Marathon 2019. Takingthis into consideration, the EV was designed having the following aims: The EV must be able to complete a complete single track length of 2.40 km (for theZwartkops Raceway) without stopping. As the EV developed is a battery electric vehicle, it must produce at least 60 km/kWh incompleting a single track length. The overall efficiency of the electric drive train was expected to be above 60%.1.2.3 ObjectivesFor the Shell Eco-Marathon, UrbanConcept vehicle there were a few objectives in designingand building the vehicle. The main objectives are listed as follows: Two “currently off the shelf” (COTS) motors will be taken apart and reconstructed to deliver750 W of mechanical power at 23 V AC. Calculations to carry 50 A for the motor wiringthicknesses, will be performed. A battery pack containing Lithium-Ion batteries providing at least 40 A at 38 V DC (nominal),will be developed together with an effective BMS for this EV. A 23 V AC motor drive for the vehicle will be developed. This motor drive will produce anoutput power of 1200W electrical power and a minimum of 30 A AC. The efficiency of the power train will be above 60 %. The vehicle electrical subsystems will be designed and developed. Monitoring and measurement parameters will be implemented to ensure that the objectivesare met. All electrical peripherals will be installed and comply with the competition rules.In constructing this EV drive train, the motors will firstly be developed and evaluated. Thereafterthe motor drive will be developed and tested. The battery pack will also be constructed followedby a battery management system. All these components to the drive train will be individuallytested and evaluated. A completed drive train will be assembled and the overall testing andevaluation of this drive train will be completed.Benefits of this research will include developing an effective electric motor and motor drive forthis EV. An effective battery pack and efficient battery management system will also bedeveloped. As this EV is the first prototype developed by the CPUT, it will allow for futureresearch and improvements in developing an EV for the CPUT.3

1.3 Thesis structureThe layout of the remaining part of this thesis is as follows:Chapter 2:This chapter looked at different topologies implemented and related to theUrbanConcept battery powered electrical vehicle in terms of batterytechnologies used, motor technologies, basic BMS systems, various batteriesconsidered and various power trains utilised. This chapter also considered thevarious forces that act on an EV and other factors that influenced the efficiencyof the EV drive train.Chapter 3:Looked at the electrical design specifications of the electric vehicle. A functionaldescription of all the electrical parts is described, together with the electricalspecifications and a system block diagram was designed. An investigation intothe efficiency targets was also considered.Chapter 4:This chapter looked specifically at the design of the electric motors and motordrive developed for the electric vehicle (EV) for the Shell Eco-MarathonUrbanConcept vehicle. Each component is described in detail.Chapter 5:This chapter looked specifically at the design of the battery pack and batterymanagement system (BMS) developed for the electric vehicle (EV) for the ShellEco-Marathon UrbanConcept vehicle. Each component is described in detail.Chapter 6:This chapter looked specifically at the design of the EV display panel and userint

management system was purchased and developed to suit the requirements for the Shell Eco-Marathon competition rules. A human interface was also developed in order for the driver to see various parameters of the electric vehicle defined by the Shell Eco-

Related Documents:

Shell Donax TU Shell Spirax S6 ATF UM Shell Donax TV Shell Spirax S6 ATF VM Shell Donax TX Shell Spirax S4 ATF HDX* Shell ATF XTR Shell Donax TA Shell Spirax S2 ATF D2 Shell ATF IID GREASES Shell Retinax CSZ Shell Gadus S4 V45AC Shell Albida HDX Shell Gadus S3 V460D Shell Retinax LX2 Shell

Typ Type Type Tipo DMV 525/11 eco DMV 5065/11 eco DMV 5080/11 eco DMV 5100/11 eco DMV 5125/11 eco DMV-D 525/11 eco DMV-D 5065/11 eco DMV-D 5080/11 eco DMV-D 5100/11 eco

Bash Shell The shell of Linux Linux has a variety of different shells: – Bourne shell (sh), C shell (csh), Korn shell (ksh), TC shell (tcsh), Bour ne Again shell (bash). Certainly the most popular shell is “bash”. Bash is an sh-compatible shell that incorporates useful features from the Korn shell (ksh) and C

63 shell australia lubricants product data guide 2013 industry industry industry hydraulic fluids shell tellus and shell irus compressor oils shell corena turbine oils shell turbo oils bearing and circulating oils shell morlina electrical insulating oils shell diala gas engine oils shell mysella oil industrial gear oils shell

Bruksanvisning för bilstereo . Bruksanvisning for bilstereo . Instrukcja obsługi samochodowego odtwarzacza stereo . Operating Instructions for Car Stereo . 610-104 . SV . Bruksanvisning i original

ABOUT THE RULES a) The rules for Shell Eco-marathon 2019 events can be downloaded from the Shell Eco-marathon website. They comprise of: i. Chapter I – the Shell Eco-marathon 2019 Official Rules (referred to as “Official Rules” in this document). ii. Chapter II – Rules of the spe

a) The rules for all Shell Eco-marathon 2018 events can be downloaded from the “For Participants” section of the Shell Eco-marathon website. They comprise of: i. Chapter I – the Shell Eco-marathon 2018 Official Rules (referred to as “Official Rules” in this document). ii.

Anurag Naveen Sanskaran Hindi Pathmala –Part-8 Orient BlackSwan Pvt Ltd. 2. Vyakaran Vyavahar – 8 Mohit Publications. 3. Amrit Sanchay (Maha Devi Verma) Saraswati House Publications COMPUTER 1. Cyber Tools – Part 8 KIPS Publishing World C – 109, Sector – 2, Noida. Class: 9 Subject Name of the Book with the name and address of the Publisher SCIENCE 1. NCERT Text Book For Class IX .