DEVELOPMENT OF PLUG-IN HYBRID ELECTRIC MOTORCYCLEPOWERTRAIN SYSTEM

MOHD IZREY IZUAN BIN MAT LAZIN

Thesis submitted in fulfillment of the requirementsfor award of the degree of

Bachelor of Mechanical Engineering with Automotive Engineering

Faculty of Mechanical EngineeringUNIVERSITI MALAYSIA PAHANG

JUNE 2013

vi

ABSTRACT

Plug-in hybrid electric vehicles are new alternatives that meet the efforts to developmore sustainable means of transportation and reduce fuel consumption. However, thistrend could bring some circumstance to Powertrain systems, such as limits spacepackaging, weight of the Powertrain component, and the capability of plug-in inrecharging the battery for Powertrain system. The PHEV design plays a significant rolein sizing of the battery pack and cost. To cope with some of those problems, this thesisproposes a development of plug-in hybrid electric motorcycle Powertrain system withthe parallel Powertrain system configuration in order to achieve less emission andreduce fuel consumption. A 175 cc ICE motorcycle is selected and converted into aPHEM. A brushless DC (BLDC) motor assembled into working and integrating withICE to propel the motorcycle. The nominal powers are 13.8 kW and 5 kW for the ICEand BLDC respectively. ADVISOR as a main program to simulate the Powertrainsystem for PHEM and compared the Powertrain system with the conventional ModenasJaguh 175cc. From the result the PHEM can reduce fuel consumption while lessemission produced by the Powertrain system. The performance for PHEM also cancompete with the conventional although the weight for the PHEM is a little bit heavier.

vii

ABSTRAK

Plug-in kenderaan elektrik hibrid adalah alternatif baru yang memenuhi usaha untukmembangunkan cara yang lebih tahan pada pengangkutan dan mengurangkanpenggunaan bahan api. Walau bagaimanapun, trend ini boleh membawa beberapakeadaan untuk sistem powertrain, seperti had pembungkusan ruang, berat komponenpowertrain, dan keupayaan plug-in dalam pengisian bateri untuk sistem powertrain.Reka PHEV memainkan peranan penting dalam saiz pek bateri dan kos. Untukmenangani beberapa masalah tersebut, tesis ini mencadangkan pembangunan plug-inhibrid motosikal elektrik sistem powertrain dengan menggunakan konfigurasi sistemselari pada powertrain untuk mencapai kurang pelepasan dan mengurangkanpenggunaan bahan api. 175 cc motosikal ICE dipilih dan ditukar menjadi PHEM. DC(BLDC) motor digunakan untuk bekerja dan diintegrasikan dengan ICE untukmenggerakkan motosikal. Kuasa nominal masing-masing adalah 13.8 kW dan 5 kWuntuk ICE dan BLDC .ADVISOR digunakan sebagai program utama untuk menirusistem powertrain untuk PHEM dan dibandingkan sistem powertrain dengankonvensional Modenas Jaguh 175cc. Dari hasil PHEM boleh mengurangkanpenggunaan bahan api manakala pelepasan kurang dihasilkan oleh sistem powertrain.Prestasi untuk PHEM juga boleh bersaing dengan motorsikal konvensional walaupunberat untuk PHEM adalah sedikit lebih berat.

viii

TABLE OF CONTENT

PAGE

EXAMINERS APPROVAL ii

SUPERVISOR’S DECLARATION

STUDENT’S DECLARATION

iii

iv

ACKNOWLEDGEMENTS v

ABSTRACT vi

ABSTRAK vii

TABLE OF CONTENTS viii

LIST OF TABLES xi

LIST OF FIGURES xii

LIST OF SYMBOLS xiv

LIST OF ABBREVIATIONS xvi

CHAPTER 1 INTRODUCTION

1.1 Background Study 1

1.2 Problems Statements 2

1.3 Research Objectives 2

1.4 Scopes 3

1.5 Hypothesis 3

1.6 Flow Chart 4

1.7 Gantt Chart 6

CHAPTER 2 LITERATURE REVIEW

2.1 Development of Powertrain in Automotive 7

2.2 Development of Powertrain in PHEM 8

2.3 Configuration of Powertrain in PHEM 9

2..3.1 Energy Storage Devices for PHEM2.3.2 External Charging for Batteries

1113

ix

2.4 Vehicle Dynamic 14

2.5 Powertrain Components In PHEM 17

2.5.1 Internal Combustion Engine (ICE)2.5.2 Electric Motor2.5.3 Battery

171819

2.6 Simulation On PHEM Powertrain System 21

2.6.1 Advisor Simulation2.6.2 Fuel Consumption Simulation on

ADVISOR

2122

2.7 Sizing of the Electric Motor 23

2.8 Researches and Findings 24

CHAPTER 3 METHODOLOGY

3.1 Conceptual development of PHEM Powertrain 28

3.1.1 Batteries Configuration and ChargingDischarging Method

30

3.2 PHEM Powertrain Components Selection 32

3.2.1 IC Engine3.2.2 Electric Motor3.2.3 Battery3.2.4 Fuel Tank

32333435

3.3 Simulation In PHEM Powertrain Analysis 36

3.3.1 Solidworks Flow Simulation3.3.2 Simulation Using ADVISOR

3642

3.4 Powertrain Components Preparation And Fabrication 47

3.4.1 ICE Components Preparation3.4.2 Fuel Tank Component Preparation3.4.3 Electrical Components Preparation

474852

3.5 Powertrain System Component Installation 55

CHAPTER 4 RESULTS AND DISCUSSIONS

4.1 Result in Solidwork 56

4.1.1 Frontal Area of PHEM 56

x

4.1.2 Drag Coefficient Equation Goal 58

4.2 ADVISOR Simulation Analysis Result 60

4.2.1 ADVISOR Conventional ModenasJaguh175cc Simulation

4.2.2 ADVISOR PHEM Simulations4.2.3 Conventional motorcycle and PHEM

Comparisons

60

6264

4.3 Electric Motor Sizing 66

CHAPTER 5 CONCLUSIONS AND RECOMMENDATION

5.1 Conclusions 68

5.2 Recommendations 69

5.2.1 Testing5.2.2 Suggestion for Project Improvements

6969

REFERENCES 70

APPENDICES 72

xi

LIST OF TABLES

Table No. Title Page

2.1 Findings in PHEM and HEM by different authors from their

study

24

4.1 Drag Coefficient,Cd Result 58

4.2 Acceleration test for conventional Modenas Jaguh 175cc 60

4.3 Emission element quantity produced by conventional Jaguh

175cc

61

4.4 Acceleration test for PHEM 62

4.5 Emission element quantity produced by conventional PHEM 63

4.6 Comparison of fuel consumption (L/100km) for both

vehicles

64

4.7 Comparisons of acceleration test for both type of vehicle 64

4.8 Comparisons of emission elements quantity (g/km) for both

type of vehicle

65

xii

LIST OF FIGURES

Figure No. Title Page

2.1 Yamaha Gen-RYU 8

2.2 Series PHEM configuration 9

2.3 Parallel PHEM configuration 10

2.4 Volumetric energy density (Wh/L) with respect to

gravimetric energy density (Wh/kg) for different variety

of

batteries

12

2.5 Free body diagram of motorcycle 14

2.6 Typical performance characteristic of electric motors for

traction

18

2.7 Simulink main block diagram for ADVISOR program 22

3.1 Proposed PHEM powertrain system configuration 28

3.2 Batteries configuration 30

3.3 ICE technical drawing 32

3.4 Electric Motor technical drawing 33

3.5 Fuel tank technical drawing 35

3.6 Sketch identities and extruded area for PHEM 37

3.7 Frontal area measured by the Solidworks measuring toolsfunction

37

3.8 General settings interfaces in flow simulation 38

3.9 Global goals and Equation goals 39

3.10 Expression in Cd with max velocity 40

3.11 Expression in Cd with average velocity 40

3.12 Expression in Cd with considering friction force 41

3.13 Interfaces input parameter for conventional Jaguh 175 cc 43

3.14 Simulink Block diagram interfaces for conventionalvehicle

44

3.15 Acceleration test setting interfaces 44

3.16 Parallel hybrid electric input parameter interface for 45

xiii

PHEM3.17 Acceleration test setting for PHEM 46

3.18 ICE before and after overhaul process 47

3.19 Damaged piston part 48

3.20 Shear cut machine 49

3.21 Sheetmetal rolling machine 49

3.22 Fuel tank sheetmetal part 50

3.23 Fuel tank cap sand blasting process 51

3.24 Fuel tank cap before and after undergo sand blast process 51

3.25 Fuel tank hose with filter 52

3.26 Electric motor 53

3.27 Alternator 53

3.28 Charger box system 54

3.29 Lead acid battery 54

3.30 ICE installation fitted into chassis 55

4.1 Frontal area for PHEM 56

4.2 Flow trajectory of velocity along the x-axis 57

4.3 Global goal and Drag coefficient, Cd of PHEM 58

4.4 Simulation result for conventional motorcycle 60

4.5 Emission graph by element for conventional ModenasJaguh175cc

61

4.6 Simulation result for PHEM 62

4.7 Emission graph by element for PHEM 63

4.8 SOC for PHEM 63

4.9 Calculation of power required for electric motor at desiredvelocity

67

xiv

LIST OF SYMBOLS

NORMAL SYMBOL

ta Acceleration time

Faero Aerodynamic Resistance

Cd Aerodynamic drag resistance

CD Air drag coefficient

GG Bulk Av

Velocity (X)

Average velocity acting on x-axis

GPMCS Charge-sustaining mode as designated

Crr Coefficient of rolling resistance

GPMCD Designates efficiency in charge-depleting mode

Pm Electric motor power

PE Engine maximum power

Vf Final Speed

GG Force (X) Force acting on x-axis

Af Frontal area

Friction Force (X) Friction force action on x-axis

Fgrad Gradient Resistance

g Gravitational acceleration

Ftr Tractive Force

M Mass of the motorcycle

GG Max Velocity

(X)

Maximum velocity acting on x-axis

PM Motor maximum power

Froll Rolling Resistance

fr Rolling resistance coefficient

Prot Rotational Mechanical Power

V Speed of motorcycle

M Torque

PC Total power demand

A Vehicle frontal area

xv

m Vehicle mass

GREEK- SYMBOL

a Air density

Angular velocity

CD Distance in charge depleting mode

Ƞ t,m Efficiency of the electric motor transmission

λ Equivalent mass factor

xvi

LIST OF ABBREVIATIONS

ADVISOR Advanced Vehicle Simulator

AER All Electric Range

BLDC Brushless Direct Current

CFD Computational Fluid Dynamics

EV Electric Vehicle

ICE Internal Combustion Engine

NREL National Renewable Energy Laboratory

PHE Plug-in Hybrid Electric

PHEM Plug-in Hybrid Electric Motorcycle

PHEV Plug-in Hybrid Electric Vehicle

SOC State Of Charging

1

CHAPTER 1

INTRODUCTION

1.1 BACKGROUND STUDY

Nowadays there is a huge attention for low emission and to reduce the fuel

energy sources to decrease global warming on the world. 39.2% of total emissions in

2007 is raised for transportation (Chan., 2007). Vehicle manufacturers have started

projects about electric vehicles to reduce carbon emission and the dependence to fuel

energy. So many development projects about hybrid electric vehicles are promising

solutions for the future.

In Asia and South Asia, motorcycles are the major way of transportation (Chia et

al., 2007). Initially, there is no compact plug-in hybrid electric vehicle in any form

existing in the consumer marketplace. The development of a hybrid electric motorcycle

is both good for a healthier environment. Plug-in hybrid electric motorcycle (PHEM)

can be taken as an alternative vehicle to achieve minimum emission. At the same time,

PHEM can be recharged for being used for the next drive. Thus, the Powertrain system

consists of hybrid electric with plug-in as an extra source can be prepared to be utilized

by the PHEM.

Powertrain system is one of the important parts in developing PHEM. The

function of Powertrain in PHEM is to be given and supply the propulsion power in

order to drive the motorcycle (Momoh et al., 2009). The Powertrain system for PHEM

consists of main part such as ICE and electric motor by using plug-in type at outsource

to recharge the battery to its fully performance.

2

1.2 PROBLEM STATEMENTS

In hybrid electric Powertrain system, the power source consists of more than one

power source. The Powertrain system for PHEM consists of Internal Combustion

Engine (ICE) and electric motor with the extension of plug-in capability. To integrate

these two components, a good Powertrain system should be studied and developed. To

drive the PHEM, the proper configuration of the Powertrain system can produce small

space packaging while reduces the mass for overall PHEM and optimize the energy

usage.

There is challenging to integrate the Powertrain component of Internal

Combustion Engine and electric motor to plug-in capability in PHEM. The plug-in

means the extra source of the Powertrain that connect to the battery to fully charge it.

The significance of plug-in capability is to study about the charging point of battery and

time for the battery capability to recharge.

Therefore the development of PHEM can be very important to study whether the

vehicle can be driven efficiently at good performance by reducing fuel consumption and

saving in energy usage by reducing using ICE as main propulsion to drive the

motorcycle.

1.3 OBJECTIVES

The objectives for this project is as follows

a. To develop plug-in hybrid electric motorcycle Powertrain system.

b. To perform operational analysis of the prototype model.

3

1.4 SCOPES

The scopes for this project are as follows:

a. Develop the motorcycle Powertrain for plug-in hybrid electric.

b. Installation of measuring devices for data collection.

c. Assemble the parts and components of Powertrain.

d. Working model prototype.

e. Experimentation analysis and data collection.

f. Preparation of final report.

1.5 HYPOTHESIS

Prototype model for the Powertrain system could efficiently deliver the required

propulsion power to drive the motorcycle with reducing the fuel consumption and

saving energy usage from the IC engine will reduce the emission. The IC engine and

electric motor should integrate well to drive the prototype model of PHEM.

4

1.6 FLOW CHART

Yes

A

Data collection and calculation

Result

Start

Literature Review

Conceptual development of plug-in hybrid electricpowertrain system

Simulation inADVISOR No

Modification

Parameter input in ADVISOR

5

A

End

Final Report

Testing and Analysis

Component preparation and fabrication

Components Installations

Result

3D modeling in Solidworks

Integrating powertraincomponent into PHEM

model (Solidworks)

Modification

Yes

No

6

1.7 GANTT CHART

Refer to APPENDIX A

CHAPTER 2

LITERATURE REVIEW

2.1 DEVELOPMENT OF POWERTRAIN IN AUTOMOTIVE

PHEV is filling in the gap between electric vehicle and gasoline vehicle to

consuming less fuel and producing fewer emissions than similar ICE vehicles (Kamil et

al., 2010). . The current engine and Powertrain lineup is changing rapidly with

introducing to hybridization, electrification, downsizing, down speeding (Kuen et al.,

2007). This leads to the development of conventional and new technologies for

Powertrain system. The function of Powertrain in PHEV is to give propulsion power to

drive the vehicle. PHEV use batteries to power an electric motor and use a fuel, such as

gasoline, to power an ICE or other propulsion source.

In general, conventional internal combustion engine driven vehicles are more

efficient at relatively higher loads. But, most of the time they are operated at lower

engine loads and hence they do not have better overall efficiency (Ehsani et al., 2004).

The solution is the use of electric vehicles (EVs), which are more energy efficient and

have fewer emissions. However, these vehicles have not been successful because of the

high cost, added weight of batteries, reduced load capacity, limited range and lack of

recharging infrastructure. Today’s hybrid electric vehicles (HEVs) Powertrain offer

improved fuel economy, low emissions and take the advantage of existing fuel

infrastructure, but, still depend entirely on petroleum to charge the battery pack.

8

2.2 DEVELOPMENT OF POWERTRAIN IN PLUG-IN HYBRID ELECTRIC

MOTORCYCLE (PHEM)

The development of powertrain for PHE for motorcycle is consequently very

few because most of the study focusing to develop the PHE car rather than motorcycle.

Since motorcycle has little internal space and there is a need for it to inexpensive, it is

difficult to install the transmission devices for a hybrid Powertrain system (Kuen et al.,

2007). Yamaha has been working on a "High-Performance Hybrid Motorcycle" since

2006. Based on Yamaha's original "Genesis" design ideal, the Gen-RYU combines a

lightweight, compact YZF-R6 600cc engine and a high-output, high-efficiency electric

motor. It is designed to offer both the joy of handling of a motorcycle and the comfort

and carrying capacity of a scooter.

Figure 2.1: Yamaha Gen-RYU

Source: Yamaha (2013)

9

2.3 CONFIGURATION OF POWERTRAIN IN PHEM

In a current study, thePowertrainn in PHEM can beconfiguredg to basic series

configuration and parallel configuration. These configurations have been used to plug-in

hybrid electric scooter and plug-in electric motorcycle. However in terms of size

packaging and power demand, this configuration logically can be used for PHEM.

Figure 2.2 and 2.3 show the possible PHEM Powertrain configuration.

Figure 2.2: Series PHEM configuration

In series, there is no mechanical connection between ICE and transmission. ICE

is turned off when the battery can tolerate the electric motor in urban driving. ICE is

turned on when the battery energy low in country driving. As the simplest Powertrain

configuration, the mechanical output is converted using the alternator and use to charge

the battery or bypass the battery to the electric motor. Therefore the Powertrain can

operate at its maximum efficiency to improve on fuel efficiency. This configuration has

a space packaging advantage but need multiple energy conversion before it can reach

the transmission. The battery can fully recharge using an extra source which is plug-in

connected to the battery.

10

Figure 2.3: Parallel PHEM configuration

In parallel powertrain configuration for PHEM, both mechanical power output

and the electrical power output are connected in parallel to drive the transmission with

various control strategies can be use (K.T. Chau et al., 2007). ICE basically always in

on mode and operates at almost constant power output and maximum efficiency point

while both the ICE and electric motor deliver power to drive transmission. Since the

ICE and electric motor generally connected to same propulsion drive, the propulsion

power may be provided by the ICE alone, by the electric motor alone or by both. ICE

provides both the power to drive the vehicle and to generate the electricity for

recharging the battery at the same time.

If the battery terminal voltage is high enough for the operation, engine and

electric motor are both activated, thus making a combined torque to turn the drive shaft

and move the vehicle forward. The proposed equation below that determine the power

contribution from engine and electric motor (B.K. Bose et al., 2007).

mm

mc c

ePower Provided By Motor

P

P +P,P P

(2.1)

ec c mcPower Provided By Engine, P P - P (2.2)

11

2.3.1 Energy Storage Devices for PHEM

In the development of PHEM Powertrain system, the biggest concern for plug-in

hybrids is the selection of type of battery. Naturally, PHEVs offer greater amounts of

on-board energy storage than HEVs by integrating larger batteries. This larger battery

size generates the possibility for moving applicable amounts of fuel for the engine with

electricity from the electrical power grid.

For, plug-in hybrid electric vehicle designs proposed to have significant all-

electric range with the energy storage unit must store sufficient energy to satisfy the

driving range requirements (Burke AF., 2007). The electrical energy storage units must

be sized so that they store sufficient energy (kWh) and provide enough peak power

(kW) for the vehicle to have a required acceleration performance and the capability to

meet suitable driving cycles. In addition, the energy storage unit must meet appropriate

cycle and calendar life requirements. The batteries in this application are often deep

discharged and recharged using grid electricity. Hence, cycle life for deep discharges is

a key consideration and it is important that the battery meets a specified minimum

requirement. With all battery chemistries, there are tradeoffs between the energy density

and useable power density of the battery (Burke AF., 2007).

Lead acid batteries have low energy density normally around 30 Wh/kg whereas

nickel-metal hydride (Ni-MH) batteries have an energy density of about 70 Wh/kg.

Although Ni-MH batteries have a significant energy density than lead acid batteries,

they have lower charging efficiency. Whereas, lithium-ion (Li-ion) batteries have

energy density as high as 180 Wh/kg (Hodkinson et al., 2001).

12

Lithium-ion and lithium polymer batteries represent some of the most promising

developments in the area of electric and hybrid vehicles. Figure 2.4 below shows the

volumetric energy density (Wh/L) with respect to gravimetric energy density (Wh/kg)

for different variety of batteries. New lithium-ion batteries seen from lab tests are able

to last 10 years or more. Hence, lithium-ion batteries pack more energy density and

specific power into a smaller battery package. The volume and weight savings (about

60%) over a Ni-MH battery means less weight and more space for comfort in the

vehicle (Tarascan et al., 2001).

Figure 2.4: Volumetric energy density (Wh/L) with respect to gravimetric energydensity (Wh/kg) for different variety of batteries

Source: Shaik Amjad (2010)