Research Proposal [PDF]

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“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.

RESEARCH PROPOSAL

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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

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.

RESEARCH PROPOSAL

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“Design, Analysis and Testing of Hybrid Electric Vehicle” 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.

RESEARCH PROPOSAL

E Bike and Hybrid Bike (Contrast) Diagram)

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“Design, Analysis and Testing of HybridREVIEW Electric Vehicle” 3. LITERATURE 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 enginegenerator 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. RESEARCH PROPOSAL

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“Design, Analysis and Testing of Hybrid Electric Vehicle”

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

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Controller

Motor

Wheel

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“Design, Analysis and Testing of Hybrid Electric Vehicle”

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 RESEARCH PROPOSAL

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“Design, Analysis and Testing of Hybrid Electric Vehicle” 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 RESEARCH PROPOSAL

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“Design, Analysis and Testing of Hybrid Electric Vehicle” 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.

Elimination of arcing.

Offset in current sensor does not cause torque ripple.

Smaller motor due to easier heat removal and elimination of commutation bar.

Lower cost, especially in low-power applications.

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 RESEARCH PROPOSAL

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“Design, Analysis and Testing of Hybrid Electric Vehicle” 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 RESEARCH PROPOSAL

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“Design, Analysis and Testing of Hybrid Electric Vehicle” 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 RESEARCH PROPOSAL

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“Design, Analysis and Testing of Hybrid Electric Vehicle” 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 

RESEARCH PROPOSAL

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“Design, Analysis and Testing of Hybrid Electric Vehicle” 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 nickelcadmium 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.

RESEARCH PROPOSAL

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“Design, Analysis and Testing of Hybrid Electric Vehicle” 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 RESEARCH PROPOSAL

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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) ii) iii) iv) v)

To conduct experiments to develop a PROTOTYPE HYBRID ELECTRIC VEHICLE with a suitable motor and battery. To conduct testing and analysis of PROTOTYPE HYBRID ELECTRIC VEHICLE in laboratory as well as field. To investigate the influence of driving cycle on battery energy and power requirements. To estimate the battery pack cost based on battery type and driving cycle and also to study the battery cycle life on payback period. 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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“Design, Analysis and Testing of Hybrid Electric Vehicle” i)

ii)

iii)

iv) v) vi)

vii)

Experimental method will be used. A conventional vehicle will be converted into a plug-in hybrid electric vehicle. Experiments will be carried out on engine and electric hub motor to estimate the power and torque requirements for various operating conditions. Simulation techniques will be done with METLAB. Mathematical models will be developed. A detailed investigation will be carried out to estimate the battery energy and power requirements for various conditions. A cost benefit analysis will be carried out to estimate the battery pack cost and its payback period. 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. Interview method will be used to find out impact of hybrid electric vehicle to the user.

Thesis 1. Introduction first draft reworked draft penultimate draft final draft 2. Literature Review first draft penultimate draft final draft 3. Prototype first Prototype 1 RESEARCH PROPOSAL

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“Design, Analysis and Testing of Hybrid Electric Vehicle” penultimate Prototype final Prototype 4. Study 1 / Research findings first draft penultimate draft final draft 5. Study 2 / Research findings first draft penultimate draft final draft 6. Final Discussion first draft reworked draft final draft 7. References Double check references 8. Appendices Double check appendices

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Jan-June June-Dec June-Dec Jan-June Jan-June June-Dec June-Dec June-Dec

Compile entire thesis Proof read / check thesis

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SUBMISSION

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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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“Design, Analysis and Testing of Hybrid Electric Vehicle” 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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