“Design, Analysis and Testing of Hybrid Electric Vehicle”

PROPOSED RESEARCH PROPOSAL

FOR THE DEGREE

OF

DOCTOR OF PHILOSOPHY

IN

MECHANICAL ENGINEERING

BY

ANIL V REVANKAR

B. E. (Mechanical)

M.E. (Mechanical)

DEPARTMENT OF MECHANICAL ENGINEERING

Sinhgad College of Engineering,

Vadgaon,Pune

Academic Year 2017-18.

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 “Design, Analysis and Testing of Hybrid Electric Vehicle”

Content

Sr. No. Description Page No.

1 Abstract 3

2 Introduction 4

3 Literature review 5-13

4 Justification and likely benefits 14

5 Objectives 15

6 Scope of work 16

7 References 18

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 “Design, Analysis and Testing of Hybrid Electric Vehicle”

1.Abstract

Engineers have invented and considered completely electrical vehicles running

on chemical batteries, fuel cells and solar cells but these power sources have
their own limitations. At least with the present state of technology, significant
limitations include charging time, durability, performance, supporting
infrastructure, etc. [10]. A middle ground approach has been opted for, where
engines downsize with higher power-output using modern control techniques
and powertrains become increasingly electrified. Generally, the concept of the
Hybrid Vehicles suggests presence of multiple sources of energy to drive the
vehicle.

It has been found by simulation and experimentally that batteries and internal
combustion engines have individually higher efficiencies when the power
demand is lower and higher respectively. Therefore, this complementary nature
of efficiency characteristics of the power sources, lends itself to the
hybridization of the powertrain (for e.g., with IC engine and battery). When the
vehicle is running at low speeds in the city, the battery can provide the required
power, and when the vehicle is running at high speeds on freeways, the IC
engine can supply the power. This is an example of one of many possible
combinations resulting from energy management systems. Regenerative braking
is also a very useful feature, which can provide additional energy savings.

I propose to develop and test a hybrid electric Vehicle. Theoretical and

experimental studies will be conducted to fully test them. This is the main
focus of the present study.

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2. INTRODUCTION

In this research, many different concepts will be explored regarding the

Hybrid Electric vehicle. This will include the different types of motors,
various batteries, regenerative braking, and methods for controlling.
Conclusions will be drawn from each modification investigated
determining whether they should be implemented in a prototype or set
aside for a different design.

Shall one design an entirely new vehicle, or shall a frame, already built, be used
and the necessary components added to it? To decide upon this, two different
mechanical designs, parallel and serial, will be explored.

There are many, many motors on the market today, but a select few fit this
application. A motor can be purchased in a motor/generator set or the motor and
generator separately. In order to establish a type of motor, research must be
done to decide upon the generation system.

Ranges of diverse batteries also carry some advantages and disadvantages. By

using resources available to us I shall settle on which type of battery is the most
excellent battery for this application considering size, weight, current output,
and discharge time. A controller shall be designed for specifications and
implemented in a prototype managing both the motor and generator.

As a starting point for the research, the different designs of electric vehicles
on the market today will be examined and scrutinized. Out of convenience, the
World Wide Web is the most accessible form of records when mining for
information. Conclusions shall be drawn listing advantages and disadvantages,
in due course, supplying with blueprint ideas and concepts.

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E Bike and Hybrid Bike (Contrast) Diagram)

 “Design, Analysis and Testing of HybridREVIEW
3. LITERATURE Electric Vehicle”
Drive Train Configuration Parallel vs. Series

Electric drive trains have been developed recently and they are slowly changing
the automotive industry. There are two main categories of drive trains, parallel
and series configurations. They both have unique advantages and can produce
nearly the same results. This section illustrates the characteristics of the two
drive train configurations and their feasibilities for the ‘Electric Vehicle’. After
carefully examining the two alternatives, the parallel drive train configuration
was selected for the project since it requires less payload space and its
complexity would provide the team members wider areas of subjects to learn.

It has been shown that hybrid electric drive train configurations can greatly
reduce the workload of the conventional internal combustion engines, thus
improving the fuel efficiency and the emission characteristics of an automobile.
Same ideas can be applied to a bicycle by substituting the cyclist in the place of
the hybrid electric vehicle’s internal combustion engine. In this section, the two
main electric drive train configurations, parallel and series configurations will
be investigated.

A parallel hybrid electric configuration consists of a conventional and a

battery-electric drive train (electric motor), which are coupled at the level of the
transmission or at the wheels. Vehicles with a parallel hybrid electric drive train
are generally able to run either in an ICE (Internal Combustion Engine) mode, a
hybrid mode, or in a pure-electric mode with the engine switched off depending
on the driving conditions. During ICE-driving the electric drive train provides
the option for regenerative braking. During hybrid driving, the IC engine can
also charge the battery. The electric mode is generally used for city driving.
This avoids cold start emissions taking place in urban areas and avoids the use
of the ICE in unfavorable areas of its engine map. In rural and highway driving
the ICE runs nearer to its optimal point yielding acceptable fuel consumption
and emissions. In a series hybrid electric configuration, the electric motor that
drives the wheels derives its electricity from either a battery or an engine-
generator set or from both simultaneously. The engine-generator set generally
supplies the average demanded power, while an energy storage device (mostly a
battery but also super-capacitors or electromechanical flywheels are applied)
supplies peak power. Under low load conditions and during regenerative
braking the battery is recharged. In general series-hybrids are charge sustaining
and do not require charging from the grid.
Parallel and series hybrid electric drive train configurations are different ways
of achieving nearly the same ends. Schematic representations of the two hybrid
electric drive train configurations are shown in the appendix.

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Even though both the parallel and the series hybrid electric drive train can be
installed on a vehicle and produce nearly the same results, the parallel
configuration was chosen for the ‘Hybrid Electric Vehicle’ for various reasons.
First, a parallel hybrid configuration does not require as much space as a series
configuration would. Since all the driving power come from either a battery or
a generator in a series configuration, more than one motor or battery might be
needed to produce desired power output for a series configuration, thus
requiring more payload space. Also there is a major shortcoming with a series
configuration. What if the battery dies?

Lastly, even though parallel configuration is more complicated and needs more
power to manage the energy flow, it was chosen because it would provide wider
areas of subjects to learn. Keeping in mind the goal of the project, that is to
learn and experience innovative ideas, a parallel configuration was determined
to be better suited for the project. I will install a parallel hybrid drive train on a
vehicle and learn various innovative ideas while building the hybrid electric
vehicle. If time and budget permit, a series hybrid drive train will also be
installed on a bike and various characteristics of the two drive train alternatives
will be compared.

APPENDIX

Figure 1 – Schematic representation of parallel hybrid electric drive train

Engine Generator Controller Motor Wheel

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Permanent Magnet Motors

Battery

Figure 2 – Schematic representation of series hybrid electric drive train

Permanent magnet motors are well fit for use where response time is a
factor. Their speed characteristics are similar to those of shunt wound
motors. Built with a conventional armature, they use permanent magnets
rather than windings in the field section. DC power is supplied only to the
armature. Since the field is constant at all times, the performance curve is
linear, and current draw varies linearly with torque. They are not
expensive to operate since they require no field supply. The magnets,
however, loose their magnetic properties over time, and this effects less
than rated torque production. Some motors have windings built into the
field magnets that re-magnetize the cores and prevent this from happening.
DC permanent magnet motors produce high torque at low speed, and are
self-braking upon disconnection of electrical power. Permanent magnet
motors cannot endure continuous operation because they overheat rapidly,
destroying the permanent magnets.

Permanent Magnet Motor Construction

HNICALINFATION

The DC brush type are most commonly found in low-end to mid-range CNC
machinery. The “brush” refers to brushes that pass electric current to the rotor of

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the rotating core of the motor. The construction consists of a magnet stator
outside and a coil rotor inside. A brush DC motor has more than one coil. Each
coil is angularly displaced from one another so when the torque from one coil
has dropped off, current is automatically switched to another coil which is
properly located to produce maximum torque. The switching is accomplished
mechanically by the brushes and a commutator as shown below.

All motors generate torque through the interaction of two magnetic forces: the
field and the armature. In PM motors, the magnets generate the field so the
controlling electronics (the “drive”) need only regulate the electro-magnetic
field in the armature by regulating armature current. If everything in a motor is
lined up right, putting current in the armature makes torque. The problem with
electric motors is that once the motor starts to turn, everything isn’t lined up
right anymore. After the motor moves, you have to change the current in the
armature. Moving the current as the motor rotates is called “commutation.” The
reason brush motors are easy to control is that commutation is mechanical. As
the motor rotates, brushes slide along a commutator bar connecting in different
sets of armature windings at different motor positions.

COMPARISON BETWEEN BRUSHLESS AND BRUSH MOTORS

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Brushless DC Motors
Brushless motors require more power devices and more wiring. Brush-motor
systems enjoy a cost advantage, especially in the lower power ratings where the
cost of control is a larger portion of the system cost. Sometimes brushless
motors do not produce torque as smoothly as do brush motors, mainly because
the offset error common in current sensors causes torque ripple in brushless
motors, but not in brush motors. Still, the advantages of brushless motors often
win out as the cost of controls continues to fall. Table provides a brief
comparison of the two motor types.

Advantages of brush motors Advantages of brushless motors

Simple Drive Electronics. Reduced maintenance; improved reliability.

No position sensor required by drive.
Offset in current sensor does not cause
torque ripple.
Lower cost, especially in low-power
applications.
Elimination of arcing.
Smaller motor due to easier heat removal
and elimination of commutation bar.
Smaller rotor inertia.
Elimination of brush noise, brush friction
and no carbon debris.

The simplicity of controlling brush motors is offset by a number of problems,

almost all of which result from the brushes. The brushes arc under heavy current
load, sometimes generating severe electrical noise. The brushes wear and must
be replaced regularly and are cast of carbon dust. The rotors of brush motors are
large for two reasons. First, the rotor is constructed with high-inertia material:
copper wire is wound around a steel core. Second, the motor length is extended
to allow room for the commutator assembly. The result is a heavy rotor, ill
designed for moving the light inertias common in servo applications. Finally,
because the windings are rotating inside the stator, it’s difficult to remove heat.
This usually forces the rotor to be enlarged further to make room for gauge
larger wire, which generates less heat.

Brushless motors provide less maintenance, long life, low EMI, and quiet
operation. They produce more output power per frame size than PM or
shunt wound motors and gear motors. Low rotor inertia improves

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acceleration and deceleration times while shortening operating cycles and

their linear speed/torque characteristics produce predictable speed
regulation. With brushless motors, brush inspection is eliminated making
them ideal for limited access areas and applications where servicing is
difficult.

Brushless Operation Efficiency and Heat Dissipation

Rotor motion is started by generating a revolving magnetic field in the stator

windings, which interact with permanent magnet fields in the rotor. The
revolving field is created by sequentially energizing the winding phase pairs.
The winding phase pairs are energized with current flow in a set sequence to
produce the desired direction of rotation. At any instant, two of the three phases
are energized while the third phase is off. Energizing two phases simultaneously
combines the torque output of both phases and increases overall torque output.
Motor power leads are equipped with quick disconnect terminals or terminal
blocks for easy control board connection.

A conventional brushless motor has the windings attached to the case and the
magnets attached to the rotating part. Brushless motors work by electronically
switching the motor current on and off in the different windings so there is no
commutator and no brushes to bounce and loose efficiency. This is why
brushless motors need special controllers.

Because the coils are in contact with the case they can get rid of the waste heat
better. This allows the brushless motor to use more power and run faster. The
brushless motor is both more efficient and able to work efficiently over a greater
range of cells and currents.

The two main sub-divisions of brushless motors refer to how the current
through the windings is sensed and controlled. The original motors had small
sensors inside to sense the position and movement of the armature and allow the
electronics to control the current to the windings. These have typically 3 main
heavy duty wires which carry the drive current and additionally a set of small
wires (often 5 or 6) connected to the internal sensors..

Advances in electronics now allow the current to be controlled without the

need for these sensors, which are relatively fragile and take up space which
could otherwise be used for magnets or windings. It is common now to hear that
this newer type of motor are "sensor less". This technology allows to select the
controller and motor separately again. There used to be a considerable cost to
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this. The sensor less controllers were VERY expensive but the latest
improvements in software and electronics have made them a lot more
affordable. Almost all the current production brushless motors are sensor less.

The latest type of brushless motor available is the so-called "out runner". At
first sight these are rather odd. They are arranged the same way round as a
brushed motor with the coils in the center and the magnets on the can. But...it is
the CAN which rotates NOT the center armature. This means they are a bit
tricky to mount since you obviously can't just clamp them down but it does have
one BIG advantage. These motors generate much more torque than a
conventional arrangement. In practice what this means is that they will turn a
much larger and more efficient load without needing a gearbox.

Brushless Motors - Advantages

Brushless motors provide less maintenance, long life, low EMI, and quiet
operation. They produce more output power per frame size than PM or shunt
wound motors and gear motors. Low rotor inertia improves acceleration and
deceleration times while shortening operating cycles and their linear
speed/torque characteristics produce predictable speed regulation. With
brushless motors, brush inspection is eliminated making them ideal for limited
access areas and applications where servicing is difficult. Low voltage models
are ideal for battery operation, portable equipment, or medical applications
where shock hazards cannot be tolerated.
Brushless Construction

Often brushless motors have a three-phase four-pole configuration. Internally,

the motor features a wound stator (stationary outer member) and a permanent
magnet rotor. Having the winding in the outer member helps dissipate winding
heat efficiently. Stator windings are connected in a conventional three-phase
wye configuration. The rotor consists of a shaft and a core with rare earth
permanent magnets its circumference providing inherent low inertia

Factors Affecting Motor Life

The primary failure mode for brushless motors is bearing failure. Temperature
is also a factor that limits the life of any motor. Heat is generated in the motor
windings and must be dissipated primarily through the motor casing.
The motor’s ability to perform is directly related to the difference between
ambient temperature and the maximum permissible rotor temperature, as well as

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the duty cycle. Winding resistance rises and magnetic forces decrease as
temperature rises. This results in decreased performance. These factors must be
considered when operating at high continuous loads. Measures such as forced
air-cooling and heat sinking can significantly lower motor operating
temperatures.

Technical Information

Battery

The battery is an integral part of this project. The objective of this is to

find the correct type of battery looking at the specific energy, specific
power, weight, power to weight ratio, cycle life, memory cells, and size.
These factors will help choose which battery is the best for utilization. The
most important of these factors is specific power and weight.

First, look at the specifications of the lead acid battery. This battery is very
inexpensive and safe to use and already used on electric vehicles. The two big
problems with the lead acid battery are that it has a very low specific energy and
a short cycle life. This is going to lead to a low efficiency and a heavier vehicle,
two things that will not work with the type of vehicle.

The next battery we will look at is the nickel-cadmium battery system. This
battery has a higher specific energy and cycle life then the mentioned above

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lead acid battery. However, this battery does have a memory effect which could
cause a problem with the hybrid electric system. This memory effect will
require that in order to recharge the battery the battery must be completely
empty of energy. If the discharge of the battery is not complete, the battery life
will continually decrease. Another problem is that the battery does not deliver
enough power. Additionally, the most important problem is that it causes the
environment to be polluted. These facts make us hesitate to use the nickel-
cadmium battery for hybrid electric vehicle.

The third battery is the nickel-metal hydride battery. This battery is what
industry is using currently in the hybrid electric cars Honda, Toyota, and Ford
are making. It has a very good battery cycle life and a practical specific energy
and power. However, the reason that this battery is not ideal for this concept is
because of the low cell efficiency. This can mean the necessity of a larger
battery.

The fourth and final battery is the lithium battery. This battery has a larger
specific energy and power than that of a nickel-cadmium battery. This battery
will also be lighter, smaller and no type of memory infraction. The lithium ion
battery only negative aspect is that it has a lower life cycle then the nickel-metal
hydride. There are only 500 recharges in a lithium ion battery. From the factors
that have been used as parameters for the battery the lithium ion battery is the
best battery for a hybrid electric vehicle.

4. Justification and Likely Benefits

In a country like India there will be reluctance to change drastically to costly

100% electrical vehicles. Also the present vehicles population is such that it
cannot be discarded at one go in favour of electrical vehicles. At the same time
there is substantial pressure to reduce the vehicular pollution immediately.
Modifying present vehicles need to be done before the public acceptance for
electrical vehicle grows and gradually there is change to 100% electric vehicles.

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Although modern automotive industry continuously works on implementation

of new technologies that reduce pollutants emissions from modern conventional
motor vehicles, the future of transport means, especially in urban areas belongs
to the hybrid and electric vehicles. The analysis show reduction of fuel
consumption for 25 TO 50 %, depending on traffic flows, in case of hybrid
vehicle use.

The cost barrier to convert to 100% electrical vehicles can be overcome by

modification/ hybridisation at fraction of a cost.

When an old vehicle is modified we are converting no so good performing asset

to an environment friendly one.

This project will provide various practical alternatives and solutions for
decision makers to form policy regarding electrical vehicles.

This project will aid “Make in India” policy of the Government and can
generate employment to youth of India under skill development scheme.

5. Objectives:

Development of hybrid electric vehicle is proposed. Main purpose of this

research is to develop a prototype hybrid electric vehicle which will be cost

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 “Design, Analysis and Testing of Hybrid Electric Vehicle”

effective along with good ride comfort and control. Study deal with design,
analysis and performance evaluation of the proposed hybrid electric vehicle.

The objectives of the research work are stated as follows.

i) To conduct experiments to develop a PROTOTYPE HYBRID

ELECTRIC VEHICLE with a suitable motor and battery.
ii) To conduct testing and analysis of PROTOTYPE HYBRID
ELECTRIC VEHICLE in laboratory as well as field.
iii) To investigate the influence of driving cycle on battery energy and
power requirements.
iv) To estimate the battery pack cost based on battery type and driving
cycle and also to study the battery cycle life on payback period.
v) To assess the annual saving of fuel and reduction of CO2 emission.

Based on literature survey and objectives, statement of proposed research work

is “Design, analysis and testing of hybrid electric vehicle”.

6. Scope of Work

To achieve the above stated objectives, the following methodologies are

to be used.

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i) Experimental method will be used. A conventional vehicle will

be converted into a plug-in hybrid electric vehicle.
ii) Experiments will be carried out on engine and electric hub motor
to estimate the power and torque requirements for various
operating conditions.
iii) Simulation techniques will be done with METLAB.
Mathematical models will be developed.
iv) A detailed investigation will be carried out to estimate the battery
energy and power requirements for various conditions.
v) A cost benefit analysis will be carried out to estimate the battery
pack cost and its payback period.
vi) An assessment of annual petroleum saving and greenhouse gas
emission reduction from the two-wheeler segment in India will
be carried out using a simple emission model.
vii) Interview method will be used to find out impact of hybrid
electric vehicle to the user.

Thesis 2018 2019 2020

1. Introduction
first draft Jan - June
reworked draft June-Dec
penultimate draft Jan-June
final draft June-Dec
2. Literature Review
first draft Jan - June
penultimate draft Jan-June
final draft June-Dec
3. Prototype
first Prototype 1 Jan - June

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 “Design, Analysis and Testing of Hybrid Electric Vehicle”

penultimate Prototype Jan-June

final Prototype June-Dec
4. Study 1 / Research findings
first draft June-Dec
penultimate draft Jan-June
final draft June-Dec
5. Study 2 / Research findings
first draft June-Dec Jan-June
penultimate draft June-Dec
final draft June-Dec
6. Final Discussion
first draft Jan-June
reworked draft Jan-June
final draft June-Dec
7. References
Double check references June-Dec
8. Appendices
Double check appendices June-Dec

Compile entire thesis June-Dec

Proof read / check thesis June-Dec

SUBMISSION June-Dec

7 .Earlier Papers/ References

1. Robert L. Norton, “Machine Design-An Integrated Approach” 2 nd Ed.

Prentice Hall, 200, pp. 703-704.
2. S. J. Chapman, "Electric Machinery and Power Systems Fundamentals,"
New York: McGraw Hill 2002.
3. F. Munesh, "Electric Motors," Boston Publishers, 5th Edition 1976.
4. Brushless motors operation, Internet Resource
5. Amitava Basak, “Permanent Magnet DC Linear Motors,” Oxford
University Press, February 1996

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6. Jacek F. Gieras, Mitchell Wing, “Linear Synchronous Motors:

Transportation and Automation Systems,” CRC Press, January 2000
7. Jacek F. Gieras, Mitchell Wing, “Permanent Magnet Motor Technology:
Design and Applications,” Marcel Dekker, January 1997
8. Menahem Anderman, Fritz R. Kalhammer and Donald MaxArthour, "
Advanced Batteries for Electric Vehicles: An Assessment of Performance,
Cost, and Availability ", 2000, p 37, p 56.
9. S. A. Evangelou, A. Shukla, “Advances in the modelling and control of
hybrid electric vehicles” American Control conference, Montreal, Canada
2012.
10.V. Wouk, “Hybrids: then and now,” Spectrum, IEEE, vol. 32, pp. 16–21,
July 1995.
11.M. Eshani, Y. Gao, S. E. Gay, and A. Emadi, Modern Electric, Hybrid
Electric, and Fuel Cell Vehicles: Fundamentals, Theory, and Design. CRC
Press, 2004
12.C. C. Chan, “The state of the art of electric and hybrid vehicles,”
Proceedings of the IEEE, vol. 90, pp. 247–275, August 2002.
13.A. Emadi, K. Rajashekara, S. Williamson, and S. Lukic, “Topological
overview of hybrid electric and fuel vehicular power system architectures
and configuration,” IEEE Transactions on Vehicular Technology, vol. 45,
May 2005.
14.I. Husain, Electric and Hybrid Vehicles: Design Fundamentals. University
of Akron, Ohio, USA: CRC Press, 2003. ISBN 9780849314667.
15.K. Smith and C.-Y. Wang, “Power and thermal characterization of a
lithium-ion battery pack for hybrid-electric vehicles,” Journal of Power
Sources, vol. 160, no. 1, pp. 662–673, 2006.

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