46

CHAPTER 3
HYBRID ELECTRIC VEHICLE DESIGN AND
ANALYSIS

In a country like India, the usage of two wheelers for daily activities is high.
To bring the advancements in these two wheelers, hybrid electric vehicle prototype is
being developed. Presently all two-wheeler vehicles are running on internal
combustion engine for which the propulsion is derived from petrol fuel. Only small in
number the two-wheelers driven with electric motor whose propulsion is derived from
electric batteries. The mixture of both is named as hybrid electric vehicle. Generally
ICE driven two-wheelers can attain high speed, high torque with trustable attributes in
maintenance and replacements. Electric motor driven vehicles can attain
comparatively less speed, less torque with feasible maintenance and replacements.
ICE can serve more life time comparatively to electric motors. Charging the batteries
in electric motor driven vehicles will consume more time and become unavailable for
usage in terms of emergency. Though ICE is efficient comparatively to electric motor,
as of hardly bearable petrol prices the availability to common man is least in usage.
The batteries used in electric vehicles will have a valid life cycle for charging and
discharging and has to be replaced after that. The battery cost will be about 25%-35%
of actual electric vehicle cost which makes the consumer to think twice before buying
these types of vehicles. All these points are justified in the survey conducted on
electric scooter which is already explained in deriving the objectives for designing
and developing this hybrid electric scooter.

3.1 DRIVETRAIN CONFIGURATIN AND DESIGN

Figure 3.1 shows the drivetrain structure in case of parallel hybrid or torque
coupled hybrid electric vehicles. Engine controller, motor controller and electric
motor are the main components present in this drivetrain arrangement. An advance
controller available will be utilized for controlling the engine power and motor speed
through accelerator, involving engine and vehicle speed based on throttle position.
The vehicle controller communicates with the components through drivetrain
algorithm designed for synchronization of the components with each other by
 47

processing the signals used for communication. Some of the components rely on
component controllers for processing the signals coming from the vehicle controller.
By controlling the propulsion sources present in this drivetrain configuration, ICE,
electric motor, the torque coupling has to be made controlled in this arrangement.

Figure 3.1: Drive train structure of the parallel (torque coupling) hybrid vehicle
In this type of drivetrain arrangements, important factors to be considered are

 Engine power
 Electric traction motor
 Energy sources
 Control strategy of the drive train

With the following factors in mind the parallel drive train design is being carried out

 Satisfying the gradeability, acceleration and maximum speed

 Overall high efficient hybrid electric vehicle
 48

3.2 PARAMETRIC DESIGN OF DRIVETRAIN

3.2.1 ENGINE POWER

Based on control strategy and sources, in case of parallel hybrid electric

vehicles, the drive train parameters are internal combustion engine, electric motor,
energy capacity and gear ratios. Depending on the vehicle performance and need,
these parameters has to be selected.

Considering flat road and constant speed, the tractive power required in
overcoming the road load or road resistance is given by expressions 3.1 and 3.2.
Where 𝑓𝑟 is the rolling resistance coefficient, M is the mass of the vehicle,
𝑃𝑒 is the engine power, V is speed, 𝜌𝑎 is the air density, 𝐴𝑓 is the frontal area of the
vehicle, 𝐶𝐷 is the aerodynamic drag coefficient, 𝑔 is the gravity due to acceleration
and 𝑖 is the percentage road gradient.

𝑉 1 2
𝑃𝑒 = 1000 𝜂 ( 𝑓𝑟 𝑀𝑔 + 𝜌 𝐶 𝐴 𝑉 + 𝑀𝑔𝑖) KW (3.1)
𝑡,𝑒 2 𝑎 𝐷 𝑓

𝑉
𝑃𝑒 = 1000 𝜂 ( 𝑓𝑟 𝑀𝑔 + 𝐹𝑤 + 𝐹𝑔 ) KW (3.2)
𝑡,𝑒

The sum of tractive power required for acceleration and tractive power
required in overcoming the resistances will form the whole engine tractive power of
the vehicle is given by expression 3.3, where 𝛿 is the mass factor coefficient.

𝑉 1 2 𝑑𝑉
𝑃𝑒 = 1000 𝜂 ( 𝑓𝑟 𝑀𝑔 + 𝜌 𝐶 𝐴 𝑉 + 𝑀𝑔𝑖 + 𝑀𝛿 𝑑𝑡 ) KW (3.3)
𝑡,𝑒 2 𝑎 𝐷 𝑓

The transmitted torque from the engine, as applied on driven wheels that is the power
flow is given by the expression 3.4.

𝑇𝑤 = 𝑖𝑔 𝑖0 𝜂𝑡 𝑇𝑃 (3.4)
 49

Where, 𝑇𝑃 is the torque output with respect to power flow, 𝑖𝑔 is the ratio of
input rotating speed to output rotating speed, 𝑖0 is the gear ratio with respect to the
final drive, 𝜂𝑡 is the efficiency with respect to power driveline.

Figure 3.2: Tractive effort on the driven wheels

The tractive effort on the driven wheels as shown in the Figure 3.2 is given by
expression 3.5.

𝑖 𝑔 𝑖 0 𝜂 𝑡 𝑇𝑃
𝐹𝑡 = (3.5)
𝑟𝑑

The rotating speed (RPM) of the driven vehicle is given by expressions 3.6 and 3.7.

𝑁𝑃
𝑁𝑤 = (3.6)
𝑖𝑔 𝑖0

𝜋𝑁𝑚 𝑟 𝑑
𝑉= 𝑚/𝑠 (3.7)
30𝑖 𝑔 𝑖 0

Where 𝑁𝑃 is the transmission rotating speed (RPM), which will be equal to

engine speed in manual transmission vehicles and equal to turbine speed with respect
to torque converter in automatic transmission vehicles.
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For the vehicle propulsion, sufficient power has to be delivered by the engine.
During the stop-go conditions, the average power delivered by the engine should be
more than the required average load.

3.2.2 ELECTRIC MOTOR POWER DRIVE DESIGN

Based on the selected motor, the parameters acceleration, power demand and
performance plays major role in vehicle propulsion. The motor acts as supportive
propulsion unit during the peak requirements in parallel type of hybrid vehicles.

The characteristics of variable speed electric motors are shown in the Figure
3.3. In low-speed region, motor will operate at constant torque, whereas in high-speed
region, motor will operate at constant power. This characteristic is represented as the
ratio of its maximum speed to its base speed, that is the speed ratio x. This parameter
can be used for designing geared propulsion vehicles with electric motor.

Figure 3.3: Characteristics of variable speed electric motor

Gradeability, cruising time and maximum speed determines the actual vehicle
performance.
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The tractive effort developed by a traction motor on driven wheels and the
vehicle speed are given by expressions 3.8 and 3.9.

𝑇𝑚 𝑖 𝑔 𝑖 0 𝜂 𝑡
𝐹𝑡 = (3.8)
𝑟𝑑

𝜋𝑁𝑚 𝑟 𝑑
𝑉= (3.9)
30𝑖 𝑔 𝑖 0

Where 𝑇𝑚 and 𝑁𝑚 are the torque corresponding to motor in N-m and speed in
RPM respectively, 𝑖𝑔 is the gear ratio of transmission, 𝑖0 is the gear ratio of final
drive, 𝜂𝑡 is the efficiency of the whole driveline from the motor to the driven wheels,
𝑟𝑑 is the radius of the driven wheels.

3.2.3 ENERGY SOURCES

The Internal combustion engine uses the petrol fuel as energy source for
propulsion and electric traction motor uses rechargeable lead-acid battery power as
energy source for propulsion in the design of the hybrid electric vehicle.

3.3 CONTROL STRATEGIES

The overall control scheme is as shown in the Figure 3.4. In this drivetrain
design, vehicle controller plays major role. The vehicle controller should be
compatible with engine alone mode, motor alone mode and hybrid mode of
operations. The various operation modes are described in Figure 3.5.
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Figure 3.4: Schematic arrangement of control scheme

Figure 3.5: Various operations modes based on Power demand

The operation modes of the drivetrain are explained below

 Motor alone propelling mode: when the vehicle speed is less than preset
value 𝑉𝑒𝑏 , which is considered to be the bottom line of the vehicle speed
below which the engine cannot operate stably, or operated with more fuel
consumption and high emissions. The electric motor provides the required
 53

propulsion with the engine in idling state. The engine power, electric traction
power is given by expressions 3.10 and 3.11.

𝑃𝑒 = 0 (3.10)

𝑃𝑚 = 𝑃𝐿 (3.11)

Where 𝑃𝑒 is the engine power output, 𝑃𝐿 is the propelling power

provided by the driver through the motor controller.

 Hybrid propelling mode – Representing the point A in the graph, both the
engine and the motor combine and provide the power to the driven wheels at
the same time. In this case the engine operation will be at optimum operation
line by controlling the engine accelerator or engine operated throttle. Electric
motor provides the remaining power required. The motor power output is
given by expression 3.12.

𝑃𝑚 = 𝑃𝐿 − 𝑃𝑒 (3.12)

 Engine alone propelling mode – In this mode, the total propulsion of the
vehicle relies only on the engine. The traction motor will not be powered or
used for propulsion, which can act as generator. Now the motor power is given
by expressions 3.13 and 3.14.

𝑃𝑚 = ( 𝑃𝑒 − 𝑃𝐿 ) 𝜂𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐 𝑚𝑜𝑡𝑜𝑟 (3.13)

𝑃𝑒 = 𝑃𝐿 (3.14)

The main principle which can be obtained from this control strategy is that, the
optimal utilization of engine and electric motor during the drive with relevant vehicle
controllers employed in the design.
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3.4 PERMANENT MAGNET BLDC MOTOR

Figure 3.6 shows the control arrangement employed generally for Brushless
DC motors. It contains power converter and DSP controller.

Figure 3.6: BLDC motor with control configuration

The torque and speed of the machine is controlled by maintaining the positions
of hall sensors H1, H2 and H3 of the motor rotor. The DSP controller receives the
information regarding these rotor sensors and relevantly provides the gating signals to
the power converter by turning on and off the specific stator pole winding of the
motor.

Based on the geometrical mounting of the permanent magnet in the rotor, the
BLDC motors are categorized as interior mounted motor and surface mounted motor.
This categorization is as shown in the Figure 3.7 (a) and Figure 3.7(b)
 55

Figure 3.7: (a): Surface mounted (b): Interior mounted

Based on the shape of the EMF waveforms, trapezoidal or sinusoidal the stator
windings are categorized in BLDC motors. The trapezoidal-shaped back EMF BLDC
motor is designed to develop trapezoidal back EMF waveforms. It has the following
ideal characteristics.

 Rectangular distribution of magnetic flux in the air gap

 Rectangular current waveform
 Concentrated stator windings

Excitation waveforms take the form of quasisquare current waveforms with

two 60𝜊 electrical intervals of zero current excitation per cycle. These trapezoidal
back EMF waveform permits some important significations compared to sinusoidal
back EMF machines, stating the resolution requirements for the rotor position sensor
are much lower since only six commutation instants are necessary per electric cycle.
The Figure 3.8 shows the winding configuration of the trapezoidal back EMF BLDC
motor.
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Figure 3.8: Winding configuration of the trapezoidal back EMF BLDC motor

The Figure 3.9(a) shows the equivalent circuit, trapezoidal back EMF and hall
sensor signals of the BLDC motor drive. The coils of the stator are positioned in the
standard three-phase full-pitch, concentrated arrangement and thus the phase
trapezoidal back EMF waveforms are displaced by 120𝜊 electrical degrees. Current
pulse generation is 120𝜊 on and 60𝜊 off type, meaning each phase current is flowing
for 2/3 of an electrical 360𝜊 period, Figure 3.9(b).
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Figure 3.9: (a) Equivalent circuit, (b) Trapezoidal Back EMF and hall sensor signals

A sinusoidal shaped back EMF BLDC motor is designed to develop sinusoidal

back EMF waveforms. It has the following ideal characteristics

 Sinusoidal distribution of magnetic flux in the air gap

 Sinusoidal current waveforms
 Sinusoidal distribution of stator conductors

The fundamental aspect in case of BLDC motor is the back EMF generation in
each phase of the stator winding by the rotation of the magnet producing sinusoidal
 58

function of the rotor angle. The operation of sinusoidal type of BLDC motor is similar
to that of AC synchronous machine operation. The Figure 3.10 shows the winding
configuration of sinusoidal EMF BLDC machine.

Figure 3.10: The winding configuration of sinusoidal EMF BLDC machine.

Speed-Torque analysis is done considering various applications of electric

motors. The interaction of current and magnetic field will give rise to torque and the
magnetic field is generated by permanent magnets. Magnetic field, source voltage,
back EMF and speed of the machine decides the current drawn by the machine. To
obtain the torque and speed for a particular load, current has to be controlled.

Considering the equivalent circuit for BLDC motor as shown in the Figure
3.11, the analysis can be done.

Figure 3.11: Equivalent circuit for BLDC motor

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The expression for the circuit shown in Figure 3.11 is given by the expressions 3.15 to
3.18.

𝑑𝐼𝑠
𝑉𝑡 = 𝐼𝑠 𝑅𝑠 + 𝐿𝑠 +𝐸𝑠 (3.15)
𝑑𝑡

Where, 𝑉𝑡 is the power supply voltage, 𝑅𝑠 is the resistance of the winding, 𝐿𝑠

is the leakage inductance and 𝐸𝑠 is the back EMF induced in the winding by the
rotating rotor.

𝐸𝑠 = 𝑘𝐸 𝜔𝑟 (3.16)

𝑇𝑒 = 𝑘𝑇 𝐼𝑠 , (3.17)

𝑑𝜔 𝑟
𝑇𝑒 = 𝑇𝐿 + 𝐽 + 𝐵𝜔𝑟 (3.18)
𝑑𝑡

Where, 𝑘𝐸 is the back EMF constant, which is associated with the permanent
magnets and rotor structure, 𝜔𝑟 is the angular velocity of the rotor, 𝑘 𝑇 is the torque
constant, 𝑇𝐿 is the load torque, and 𝐵 represents the viscous resistance coefficient.
Applying Laplace transformation for the above expressions, the transfer function of
the BLDC motor driving system is given by expression 3.19.

𝑘𝑇 𝑅𝑠 +𝑠𝐿𝑠
𝜔𝑟 𝑠 = 𝑉𝑡 𝑠 − 𝑇𝐿 𝑠 (3.19)
𝑅𝑠 +𝑠𝐿𝑠 𝑠𝐽 +𝐵 +𝑘 𝑇 𝑘 𝐸 𝑅𝑠 +𝑠𝐿𝑠 𝑠𝐽 +𝐵 +𝑘 𝑇 𝑘 𝐸

With variable voltage supply, the winding current can be controlled to its
maximum by actively controlling the voltage. Thus a maximum torque can be
produced as shown in the Figure 3.12
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Figure 3.12: Torque characteristics

3.4.1 CONTROL OF BLDC MOTOR DRIVES

In the case of traction motor applications, by using the accelerator and brake
pedals the torque produced by the electric motor can be made to follow the desired
torque by the driver commanding the vehicle. The Figure 3.13 shows the torque
control scheme for BLDC motor drives. The desired current I is derived from the
torque commanded T through torque controller. The current controller and the
commutation sequencer receives the desired current I, the position information from
the position sensors, the current feedback through current transducers and then
produce the gating signals. These obtained gating signals are sent to three-phase
inverter to produce the desired phase current to the BLDC machine.

Figure 3.13: Torque control scheme for BLDC motor drives

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The speed control may be required during the cruising applications majorly in
case of traction applications. Current feedback is required for high performance
applications for achieving torque control methodology. The DC bus current feedback
is provided to the machine to protect the machine from overcurrents. The
proportional-integral controller or artificial intelligence controller may be used in this
methodology. The methodology may be adopted by utilizing peak current control or
PWM type current control method as shown in the Figure 3.14.

Figure 3.14: Peak current control or PWM type current controls

3.5 DESIGN OF TWO-WHEELER HYBRID ELECTRIC VEHICLE

HEV are the vehicles with more than two energy sources are present. The
major challenges for HEV design are managing multiple energy sources, highly
dependent on driving cycles, battery sizing and battery management. HEV‟s take the
advantages of electric drive to compensate the inherent weakness of ICE, namely
avoiding the idling for increasing the fuel efficiency and reduce emission during
starting and speeding operations. HEV can meet customer‟s need and has added value
but cost is the major issue. These vehicles are of high cost and certain program should
be supported by the specific government for marketing HEVs. The HEVs are
classified into two basic kinds- series and parallel. Recently with introduction of some
HEVs offering the features of both series and parallel hybrids, the classification has
been extended to three kinds- series, parallel and series-parallel. It is interesting to
 62

note that some newly introduced HEVs cannot be classified into these three kinds.
Hereby final classification involves series, parallel, series-parallel, complex hybrid.

With respect to all above said factors, considering any ICE driven two-wheeler
vehicle, if the front free wheel is replaced by electric motor in-wheel of hub motor, a
parallel Hybrid Electric –ICE vehicle can be developed . Here both the wheels of the
vehicle will gain individual propulsions. Front wheel will gain propulsion by electric
motor with electric batteries as energy source, whereas rear wheel will gain
propulsion by ICE with petrol as energy source. The vehicle complete motion will be
derived by summing both the propulsions derived. The rear wheel motion is
controlled by accelerator whereas the front wheel motion is controlled by motor speed
controller similar to accelerator. By synchronizing the propulsions of both the wheels
the required total propulsion for the gradient movement in the vehicle can be easily
obtained. Consumption of petrol by only ICE driven vehicle for driving through one
Km distance can be minimized in this case by moderately operating the ICE
accelerator in Sync with electric motor speed controller. Consumption of battery
power by electric motor compared to electric vehicle through a distance of one Km
will be minimized here as its speed is in sync with ICE propulsion. The arrangement
is as shown in the Figure 3.15 and Figure 3.16.

Figure 3.15: Concept of two-wheeler parallel configuration

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Figure 3.16: Concept of two-wheeler parallel Configuration Scooter

As the primary need for this work, the chosen test vehicle for the analysis
purpose is Kinetic Honda Y2K, made, two-stroke, continuously variable transmission,
shown in Figure 3.17, more suitable for testing purpose. Here, the parameters of this
two-wheeler ICE operated vehicle that is the technical specifications are shown in
table 3.1.
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Table 3.1: Technical specification of ICE vehicle (Kinetic Honda) considered for
design

Engine Two-Stroke (petrol)

Transmission Automatic
Engine displacement 98cc
Maximum power 7.7bhp@5600rpm (5.74KW)
Maximum Torque 1.0kgm@5000rpm (9.80665Nm)
Wheelbase 1215mm
Ignition Electronic
Dry Weight 99kg
Battery 12Volts
Front suspension Bottom link hydraulic damper
Rare suspension Unit swing arm/ hydraulic damper
Front tyre size 3.50 X 10.4 Pr
Rear tyre size 3.50 X 10.4 Pr

Figure 3.17: Kinetic Honda Y2K, ICE operated Scooter considered for design
 65

For obtaining all the result in designing, simulating software MATLAB is

used. The Programs written for the obtained results are attached in Appendix. With
rolling resistance 𝑓𝑟 = 0.01, air density 𝜌𝑎 = 1.205𝑘𝑔/𝑚3 , frontal area𝐴𝑓 = 0.7𝑚2 ,
aerodynamic drag coefficient 𝐶𝐷 = 0.3, transmission efficiency from engine to drive
wheels 𝜂𝑡,𝑒 = 0.9, and transmission efficiency from motor to drive wheels 𝜂𝑡,𝑚 =
0.95, it is seen from the engine characteristics obtained for maximum speed of
60Kmph on flat road is as shown in the Figure 3.18, Considering the force required
for propelling the vehicle summing with respect to acceleration and for overcoming
the road resistances, the engine power for maximum speed of 60Kmph is given also
shown in Figure 3.18.

Figure 3.18: Engine power required (Blue: power for overcoming only road
resistances, Green: overcoming the acceleration criteria along with road resistances)

The vehicle considered for the testing purpose took 12 seconds to reach the
maximum speed of 60Kmph with only the ICE provided for propulsion. The
acceleration curve obtained for the vehicle considered is shown in Figure 3.19.
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60

50

40

Speed(Kmph)
30

20

10

0
0 2 4 6 8 10 12
time(sec)

Figure 3.19: Acceleration curve for the vehicle considered

Considering the transmission gear ratio, 𝑖𝑔 = 1 (As the engine considered is

continuously variable transmission type and analyzed for flat road) and final wheel
gear ratio 𝑖0 = 0.9, the engine power-speed curve obtained is shown in the Figure 3.20.

3.5

2.5
Power (KW)

1.5

0.5

0
0 100 200 300 400 500 600 700 800
Speed (RPM)

Figure 3.20: Engine power Vs Speed curve

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In the design of HEV, the main objective lies with the electric motor are to
provide peak power to the drivetrain. It is difficult directly to design the motor power
from the acceleration performance of the vehicle, as we have two power sources, we
can assume or estimate that, the rolling resistance and aerodynamic drag is handled by
the engine and the dynamic load (inertial load in acceleration) is handled by the
motor. With this assumption, acceleration is directly related to the output of electric
motor, the expression for selection of suitable motor can be given by the expression
3.20.

𝑇𝑚 𝑖 𝑡𝑚 𝜂 𝑡𝑚 𝑑𝑉
= 𝛿𝑚 𝑀 (3.20)
𝑟𝑑 𝑑𝑡

Where, 𝑇𝑚 is the motor torque, 𝑖𝑡𝑚 is the gear ratio from the motor to the drive
wheel, 𝜂𝑡𝑚 is the transmission efficiency, 𝑟𝑑 is the radius in meters corresponding to
the driven wheel, 𝛿𝑚 is the rotating inertia factor, M is mass in Kg,

The power rating of the motor suitable can be found by using the expression
3.21.

30𝑃𝑚
𝑇𝑚 = (3.21)
𝜋𝑛 𝑚

Where 𝑃𝑚 is the motor power rating, 𝑛𝑚 is the motor maximum speed (RPM).
The technical specification of the motor is given in table 3.2

Table 3.2 : Rating of the motor considered for the design

Type of Motor Hub motor

Design of motor BLDC (Brushless DC)
Torque 12Nm
Speed 300RPM
Voltage 60Volts (5 batteries each of 12V, 20Ah)
Efficiency ≥80%
Weight 7Kgs
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The Speed-Torque and Speed-Power characteristics of the motor considered

are shown in the Figure 3.21, Figure 3.22 and Figure 3.23.

180

160

140

120

100
Torque

80

60

40

20

0
0 2 4 6 8 10 12 14 16 18 20
Speed

Figure 3.21: Speed-Torque Characteristics

250

250

250
Power

250

250

250

250
0 2 4 6 8 10 12 14 16 18 20
Speed

Figure 3.22: Speed-Power characteristics

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300

250

200

Torque/Power
150

100

50

0
0 2 4 6 8 10 12 14 16 18 20
Speed

Figure 3.23 : Speed-Torque/Power characteristics (Blue: power, Red: Torque curve)

The design concept is developed for driving a scooter with individual wheels
of the vehicle separately propelled with different sources. The rear wheel will be
coupled to the vehicle as in before driven by ICE, whereas the front wheel is replaced
with an electric motor in-wheel hub motor drive driven by five DC batteries. For
analysis, the mechanical arrangements with respect to suspension in the front wheel
are being altered as per the required design for holding the motor wheel as shown in
Figure 3.24 and Figure 3.25.

Figure 3.24: Designed vehicle with front wheel as hub motor

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Figure 3.25: Mechanical arrangement made for fixing the hub motor as front wheel

The controller for the motor is being interfaced with the motor speed
regulation shown in Figure 3.26. The speed controlling throttle is being interfaced
through the motor controller circuit. The motor used here is 60V, 250W, Ampere
made hub motor. The controller for the motor is also Ampere made suitable for
controlling the specified motor. The throttle or accelerator is an ampere made throttle
for speed regulation of the specified motor shown in Figure 3.27.

Figure 3.26: motor controller connected to front wheel

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Figure 3.27: Left hand Throttle / Accelerator used for controlling the speed of the
motor

The input to the motor is supplied by five Exide made Electra lead-acid
batteries each of 12V, 20Ah through controller for testing purpose as shown in Figure
3.28.

Figure 3.28: Battery units interconnected and placed on leg guard

Two independent propelling sources are being employed for obtaining total
propulsion of the vehicle. The overview of the vehicle is shown in Figure 3.29. The
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right hand side throttle / accelerator in the vehicle handle corresponds to ICE speed
control, whereas the left hand side throttle / accelerator in the vehicle corresponds to
speed control of electric motor providing the option for the driver to operate the
vehicle in engine-alone mode, motor-alone mode and Hybrid mode(combination of
engine and motor). When the vehicle will be operated in hybrid mode, engine is used
for vehicle propulsion during initial conditions (from the rest) and as the speed of the
vehicle increases engine will be maintained at idling or optimal state by maintaining
the speed of the motor for vehicle propulsion.

Figure 3.29 : overview of the hybrid electric-ICE vehicle

3.6 DESIGN OF DRIVING CYCLE

As the primary need for this work is to record the data, the method of
recording the speed is done through dynamometer provided in the vehicle. For better
analysis of the driving conditions and for classifying it, a survey on specific route of
test area is conducted where a part of Mysore city is considered. The test vehicle, only
in ICE is driven in the test route shown. The route chosen in the test area in Mysore
city as shown in the Figure 3.30.
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Figure 3.30: Driving Route chosen in the test area (Googlemaps, 2014)

The speed in Kmph is recorded in intervals of 10 seconds through the

speedometer present in the vehicle. The speed time curve is plotted with the recorded
data as shown in the Figure 3.31.

50

45

40

35

30
Speed(Kmph)

25

20

15

10

0
0 50 100 150 200 250 300
time(sec)

Figure 3.31: Speed-Time curve for the derived driving cycle for the test route chosen
 74

The total distance covered in this trip is 3Km. The time taken for covering this
distance is 280 seconds under moderate traffic condition. The obtained speed-time
curve is analyzed as quadrilateral type. The parameters obtained from the curve are as
follows as shown in table 3.3.

Table 3.3: Parameters obtained from the quadrilateral type analysis for the test route
derived driving cycle

Maximum speed attained 50kmph

at the end of acceleration
period
Speed at the starting of 30kmph
braking retardation
Starting acceleration 6.25kmphps
Braking retardation 7.5kmphps
Coasting retardation 0.07kmphps
Total time of run 280 seconds
Total distance 3.4km
Average speed 44Kmph

From the obtained average speed, it can be concluded that, the driving cycle
comes under Extra Urban Driving Conditions. The distance covered by the vehicle at
the rate of time consideration is shown in the Fig 3.32.

0.14

0.12

0.1
Distance(KM)

0.08

0.06

0.04

0.02

0
0 50 100 150 200 250 300
time(sec)

Figure 3.32: Distance-time curve for the derived driving cycle in the test route chosen
 75

As it is estimated that, motor is delivering the force for acceleration and ICE is
delivering the force for overcoming the resistances encountered in the road, the
tractive effort Vs Speed curve for flat road is as shown in the Figure 3.33. , where Red
curve indicates the Hybrid operation, Total or combined effort of both motor and ICE
for propulsion), Green curve indicates the Motor operation (tractive effort with
respect to acceleration), Blue curve indicates the engine operation in overcoming the
road load resistances.

180

160

140
Tractive force(Newtons)

120

100

80

60

40

20

0
0 5 10 15 20 25 30 35 40 45 50
Speed(Kmph)

Figure 3.33 : Speed-Tractive force curves ( Red: Hybrid operation , Green: Motor
operation, Blue: Engine operation)

The Time Vs Tractive force curves for the driving cycle are shown in the
Figure 3.34 where Red curve indicates the Hybrid operation, Total or combined effort
of both motor and ICE for propulsion), Green curve indicates the Motor operation
(tractive effort with respect to acceleration), Blue curve indicates the engine operation
in overcoming the road load resistances.
 76

180

160

140

Tractive force(Newtons)
120

100

80

60

40

20

0
0 50 100 150 200 250 300
time(sec)

Figure 3.34: Time-Tractive force curves (Red: Hybrid operation , Green: Motor
operation, Blue: Engine operation)

The power consumption curve for flat road for the derived driving cycle by
motor and ICE is as shown in the Figure 3.35. Where Red curve indicates the Hybrid
operation, Total or combined power delivered by both motor and ICE for propulsion),
Green curve indicates the Motor power delivered (power delivered with respect to
acceleration), Blue curve indicates the delivered engine power in overcoming the road
load resistances.

2.5

2
Power(KW)

1.5

0.5

0
0 5 10 15 20 25 30 35 40 45 50
Speed(Kmph)

Figure 3.35 : Speed-power curves ( Red: Hybrid operation , Green: Motor operation,
Blue: Engine operation)
 77

Considering the gradient from one percent to ten percent in the drivetime,
estimating the engine is being overcoming the road gradient, the power consumption
curve for the drive cycle is as shown in Figure 3.36. Where Red curve indicates the
Hybrid operation, Total or combined power delivered by both motor and ICE for
propulsion), Green curve indicates the Motor power delivered (power delivered with
respect to acceleration), Blue curve indicates the delivered engine power in
overcoming the road load resistances.

3.5

2.5
Power(KW)

1.5

0.5

0
0 5 10 15 20 25 30 35 40 45 50
Speed(Kmph)

Figure 3.36 : Speed-power curves ( Red: Hybrid operation , Green: Motor operation,
Blue: Engine operation) for road gradient from 1 to 10 percent

The Energy curve with the gradient consideration from 1% to 10% in the
driving cycle is shown in Figure 3.37. Where Red curve indicates the Hybrid
operation (both motor and ICE combined), Blue curve represents engine alone mode,
and Green curve represents motor alone mode.
 78

0.012

0.01

0.008

Energy(KWh)
0.006

0.004

0.002

0
0 50 100 150 200 250 300
time(sec)

Figure 3.37 : Energy curves ( Red: Hybrid operation , Green: Motor operation, Blue:
Engine operation) for road gradient from 1 to 10 percent

The energy consumption by the motor, engine and combined mode is as

shown in the Figure 3.38. Where Red curve indicates the Hybrid operation, Total or
combined power delivered by both motor and ICE for propulsion), Green curve
indicates the Motor power delivered (power delivered with respect to acceleration),
Blue curve indicates the delivered engine power in overcoming the road load
resistances.

0.012

0.01

0.008
Energy(KWh)

0.006

0.004

0.002

0
0 5 10 15 20 25 30 35 40 45 50
Speed(Kmph)

Figure 3.38: Speed- Energy curves ( Red: Hybrid operation , Green: Motor operation,
Blue: Engine operation) for road gradient from 1 to 10 percent
 79

The time rate of fuel consumption is calculated by expression 3.22.

𝑃𝑒 𝑔𝑒
𝑄𝑓𝑟 = 𝑙/𝑕 (3.22)
1000 𝛾 𝑓

Where 𝑔𝑒 is the specific fuel consumption of the engine in g/KWh, 𝛾𝑓 is the

mass density of the fuel in Kg/L, The total fuel consumption for a distance S, with
constant cruising speed of V is given by expression 3.23.

𝑃𝑒 𝑔𝑒 𝑆
𝑄𝑓𝑟 = 𝑙𝑖𝑡𝑟𝑒𝑠 (3.23)
1000 𝛾 𝑓 𝑉

3.7 RESULTS OF THE DESIGNED HEV TWO-WHEELER FOR THE

DERIVED DRIVING CYCLE FROM THE TEST ROUTE MYSORE CITY,
INDIA

With an average speed of 40Kmph in the derived driving cycle, for flat road, if
the vehicle is propelled completely by only ICE (engine provides complete tractive
effort, both resistance overcoming and with respect to acceleration), then it should
deliver 2.05KW of power for the vehicle propulsion. With constant 𝑔𝑒 = 250-350
g/KWh, and 𝛾𝑓 = 0.737 Kg/ liter, the petrol consumption by the engine in whole
driving cycle derived will be approximately 90ml for engine-only mode. By
considering the combined operation of both ICE (in overcoming the road resistances)
and motor operations (tractive effort with respect to acceleration) for complete
propulsion of the vehicle, with an average speed of 40Kmph, with a motor tractive
power of 1.52KW and engine tractive power of 0.52KW
(1.52KW+0.52KW=2.04KW), the fuel consumption by the engine in the driving cycle
derived will be approximately 25ml. About 50% to 70% of the fuel for ICE can be
saved in this derived driving cycle of the test route chosen if this type of hybrid ICE-
electric vehicle is being designed and followed in driving.

The results show that the simulated vehicle components are compatible and
support the basic requirements of the driving in selected driving cycle of the test area,
Mysore city, Karnataka, India.