Design of Environmental Friendly Hybrid Electric Vehicle Abstract

Hybrid electric vehicles (HEVs) powered by electric machines and an internal combustion engine (ICE) are a promising mean of reducing emissions and fuel consumption without compromising vehicle functionality and driving performances. This paper presents the design of an environmental friendly hybrid car that feature the gasoline engine and batteries pack. The fuel consumption benefited by hybridization are benchmarked to conventional Gasoline and Diesel fueled vehicles. The relationship between fuel consumption and vehicle weight is investigated for Gasoline as well as for Diesel fueled vehicles. Although the automobile manufacturers have reduced the greenhouse gases such as hydro-carbons, carbon monoxide, carbon dioxide, etc., from the vehicle, they cannot produce a zero-emission vehicle unless they produce an electric vehicle (EV). An electric vehicle is an emission free, environmental friendly vehicle. The proposed design of HEV intelligently gets around the individual problems associated with the gasoline engine and the electric vehicle. It diminishes the production of emissions and the use of fuel. The problem of batteries for the electric vehicle is conquered. An HEV charges itself; it never has to be plugged in. When it does not provide power, the motor can run as a generator to transfer energy from regenerative braking and from the gasoline engine to the batteries. Keywords- Hybrid electric vehicles; gasoline engine; batteries; dc motor; greenhouse gases.

. INTRODUCTION

An electric vehicle is an emission free, environmental friendly vehicle. However, the electric vehicles remain unpopular among the consumers due to their lack of performance and their inability to travel long distances without being recharged. So, vehicle that embraces both the performance characteristics of the conventional automobile and the zero-emission characteristics of the electric vehicles are greatly being anticipated by the general consumers and the environmentalists alike. Technically, the quest for higher fuel economy is shaped by two major factors: how efficiently a power train converts fuel energy into useful power, and how sleek a vehicle is in terms of mass, streamlining, tire resistance, and auxiliary loads. On the

other hand, vehicle functionality and comfort are shaped by various other factors, many of which run counter to higher fuel economy. Examples abound, from the way torque converter sacrifices efficiency to provide better shift smoothness and responsiveness to the wide variety of features that add mass to a vehicle. The beauty of the HEV is that energy can be fed back into the battery for storage, e.g., during regenerative braking (which is otherwise wasted as heat in a conventional vehicle). Leading car manufacturers like Toyota and Honda have already started mass producing HEV cars, Prius and Insight respectively, which are now becoming very popular among the consumers for their incredible mileage and less emissions. Aside from that, a number of automotive manufacturers are marketing hybrid vehicles for the general population, examples are DaimlerChrysler, Mitsubishi, Nissan, Fiat, Renault, Ford, GM, and Subaru [1]. Although the number for alternative electric vehicles is not significantly higher when efficiency is evaluated on the basis of conversion from crude oil to traction effort at the wheels, it makes a difference. In [2] electrical components and overall system design of a conversion car-turned-to-hybrid are discussed. Battery (leadacid) and super-capacitors was used as electrical storage unit. The battery and super-capacitor used made it possible to transfer power bi-directionally between wheels, batteries, or super-capacitors in desired proposition. It also features EMC (Energy Management Computer) installed in the vehicle that monitors entire system to determine what each unit should do. Using capacitor bank instead of battery alone had significantly reduces the power and energy cycling requirement, thus increasing battery life. However, efficiency is reduced as EMC performs most of the power transfer between batteries and super-capacitors. The EMC communicates with the capacitor and battery controllers, the IC engine, and the driver controls to decide the torque required from the battery and capacitor motors. The parameters that are measured by the information structure developed are cell voltages and current, DC link voltage, power, speed, phase current and temperatures. If the measured parameters increased to above 10% of limit level, system shutdown is initiated by hardware as self-protection in battery and capacitor units. In [3] extensive investigation is done on how battery management system can be used to lengthen the lifetime of the battery pack. The key to this approach is to monitor and charge the batteries individually. As batteries in HEVs have very dynamic discharging and charging cycles, it needs intelligent system to maintain and prolong the batteries life cycles. Due to manufacturing inconsistencies and operational variations each cell of battery can have different performance characteristics. The suggestion by the author is to close monitoring and to control the charging cycles. They also described the many possible ways to recharge the batteries as such, constant voltage charging and constant current charging. 544 In most application of HEV, a single charger is used for entire

battery pack. The intelligent system discussed is to provide individual chargers for each battery. This made possible due to a number of advances that have allowed DC/DC converters that are used as the battery chargers, to be considerably reduced in size and weight. Each charger can be turned on independently and the voltage limits can be adjusted remotely. However, there are still needs of more research attention to improve the HEV performance with lowest emission of carbon gasses which severely affect the environment. In this paper, a new prototype of low emission environment friendly HEV is developed. The proposed HEV prototype is constructed with simple design procedure and low cost available equipments compare to mentioned design. II. HEV CONFIGURATIONS A brief description about various HEV configurations available in the market is presented. The three main configurations are the series, parallel and the dual-mode configurations and the explanation of each one of them with their merits and demerits follows. A. Series HEV Configuration In series HEV configuration, only the electric motor is connected to the drive train and thus the vehicle is entirely driven by the electric motor. The Internal Combustion (IC) engine drives an electric generator (commonly known as alternator), which then supplies the electric power to the motor and battery pack. The IC engine will turn off if the battery is fully charged. In some cases, the electric power supply for the electric motor can come both from the battery and the enginegenerator set. As only the electric motor is connected to the drive train, the IC engine can run at an optimum speed to run the generator thus greatly reducing the emissions. The batteries can either be charged off-board, by external DC power link from the electric-grid, or on-board, with the help of an alternator and an IC engine. In this setup, it is possible to design the operation such that the IC engine never idles and thus the overall emissions are reduced. The schematics of series HEV is shown in Figure 1.
Figure 1. Series HEV drive train

It can be seen that the IC engine is connected to the alternator (generator) which in turn is connected to the battery pack and electric motor through an electronic control unit. This scheme allows the electric motor to get its power from either battery pack or the alternator or both as per the battery state of charge and vehicle acceleration requirements [4-6]. Advantages: Low emission drive is possible most of the time Engine can run more efficiently because it is not directly connected to the drive train. Flexibility of location of engine-motor set Suitability for short trips. Disadvantages: The vehicle needs a full-sized electric motor, an electric generator and an IC engine, each of which can supply the

required power for the vehicle. The vehicle is only driven by the electric motor, which places great constraints on the battery pack and in particular requires large battery capacities. All three drive train components need to be sized for maximum power for long distance, sustained, high speed driving. This is because the batteries will exhaust fairly quickly, leaving ICE to supply all the power. B. Parallel HEV Configuration In the parallel HEV configuration there are two power paths for the drive train, while one comes from the engine the other comes from the electric motor. During short trips the electric motor can power the vehicle, while during long drives the IC engine can power the vehicle. The vehicle can thus have engine only, motor only, or a combination of engine and motor mode of operation. The electric motor can also assist the engine during hill climbs and vehicle accelerations, thus the rating of the IC engine can be reduced. This configuration is illustrated in Figure 2. In parallel HEV configuration, the drive train is connected to the electric motor and engine through a mechanical coupling or an angle gear. These vehicles do not require a generator (as in the case of series HEV configuration) and they can be connected to an electric grid (off-board) for recharging the batteries. The electric motor can be made to act as generator via a mechanical clutch which can then be used for regenerative braking. Both the gas-powered engine and the electric motor can turn the transmission simultaneously, and the transmission, of course, turns the wheels. The fuel tank and gas engine and the batteries and electric motor connect independently to the transmissionas a result, in a parallel hybrid; both the electric motor and the gas engine can provide power. Advantages: In this configuration, the battery size can be small, as both the engine and motor are connected to the drive train. The performance is very much comparable to conventional vehicles due to dual power sources. The constraints on the battery pack and the electric motor are relaxed in this configuration. Disadvantages: The vehicle cannot get full acceleration support from the electric motor when the battery pack charge is low. The control complexity increases significantly, because the power flow has to be regulated and blended from two parallel sources. The power blending from the ICE and the motor necessitates a complex mechanical device. 545
Figure 2. Parallel HEV drive train

C. Dual Mode HEV Configuration Dual mode hybrid vehicles are parallel hybrids, but differ from them in the aspect that an alternator (generator) is coupled to the IC engine that charges the battery. During normal

operation, the IC engine turns both the drive train and the generator, which in turn feeds the battery pack through the electronic control unit. During full-throttle acceleration, the electric motor gets power from the battery and assists the IC engine to attain the requested acceleration. Choosing a full size electric motor, which uses the IC engine only for charging the battery and occasionally for turning the wheels, can reduce tail pipe emissions and this can be achieved with the help of a mechanical clutch. This configuration exhibits dual capability and hence the name dual mode HEV configuration. The schematic of the dual-mode HEV configuration is shown in Figure 3. Advantages: It has both the advantages of the series and parallel configuration. Disadvantages: It needs more components such as an electric motor, an electric generator, an IC engine and a battery pack, for its operation which makes it more expensive . III. DESIGN AND IMPLEMENTATION A. Mechanical Design Mechanical design of the proposed HEV starts with the functional block diagram, and design of the chassis, the major components involved in prototyping and the parts constructed. Functional block diagram: A simple and comprehensive block diagram is presented to manage the workflow of this study. In designing the prototype of the hybrid car, mechatronics design approach illustrated in Figure 4.
Figure 4. Functional block diagram of the proposed HEV Figure 3. Dual Model HEV drive train

Chassis design: Chassis is the base part of the mechanical design. The chassis took shape of only the rear part of the actual vehicle, this is to consider the place where all the main components will reside and thus reduce the manufacturing cost of the prototype. The dimensions are calculated by considering the general size of the components after research conducted. The angle aluminum is considered as the main material for the construction of the chassis. There are few reasons why this angle aluminum is very suitable for the construction of the prototype such as light weight, easy to connect, high strength etc. Gasoline Engine: The selected engine is BG-328 brush cutter, with peak power 0.81kW. Important advantages of this engine include fuel efficiency and weight. A detailed specification is provided in Table I.
TABLE I. SPECIFICATIONS OF GASOLINE ENGINE Model BG-328 Engine type 2 cycle, single cylinder, gasoline engine Displacement 30.5 cc Maximum output 0.81kW Fuel Mix fuel of gasoline and 2 cycle oil Dimension (LxWxH) 345 X 280 X 401 mm Dry weight 9.4kg Supplier OTONANI Co. Ltd

DC motor: The type of motor used can vary depending on the power system of the vehicle and its size. Current internal combustion hybrid cars tend to use AC induction motors due to both the power requirements and the generally increased efficiency over commutated DC motors. However for smaller low-speed vehicles the desire would be to use some form of DC motor to decrease the overall complexity of the vehicle. The use of a DC motor would reduce the power conditioning 546 requirements by eliminating the need for an inverter from DC to AC power. Despite being slightly less efficient, the reduced expense and balance of plant obtained by using DC motors makes them more suitable for low speed hybrid vehicles. There are some other mechanical parts included such as SLA battery, alternator and wheels, transmission, belting, chain etc. B. Electrical Design Microcontroller is used to control the electrical part of the design. There are many types of microcontrollers of different platforms in the market with various features. These include Atmels AVR, Intel compatible 8051 from various manufacturers, DS80C400 Networked microcontroller from Dallas Semiconductors, and the famous PIC series microcontrollers from Microchip [7-9]. In this study the microcontroller used is PIC 16F877A. Electrical system functional block diagram: Every motor control circuit can be divided into the drive electronics and the controlling software. These two pieces can be fairly simple or extremely complicated depending upon the motor type, the system requirements and the hardware/software complexity trade-off. The drive electronics as well as the controlling software will be explained and discussed thoroughly. The functional block diagram of the electrical system connection of this study is shown in Figure 5. It is fairly simple in term of linking as much of the controlling is done by software. The main connection is between the motor and the battery, and the battery to the alternator. The potentiometer is be used as means of controlling the speed of the motor.
Figure 5. The functional block diagram of the electrical part of the proposed HEV

Pulse-Width Modulation is critical to modern digital motor controls. By adjusting the pulse width, the speed of a motor can be efficiently controlled without larger linear power stages. PIC 16F877A has hardware PWM modules on them. These modules are built into the Capture/ Compare/PWM (CCP) peripheral. CCP peripherals are intended for a single PWM output, while the Enhanced CCP (ECCP) is designed to produce the complete H-Bridge output for bidirectional Brushed DC motor control. To reverse the direction of rotation of motor, it is necessary to reverse the polarity of the voltage on the motor. This requires the use of an H-Bridge. An H-Bridge schematic diagram is shown in Figure 6. The application of H-Bridge will be explained in later section of the chapter. Using this

topology, it is possible to provide variable speed control in both directions. PIC 16F877A Microcontroller: It has 40 pins and 5 inputoutput (I/O) ports. Port A consists of 6 pins which can be set up as either digital I/O or analog inputs. Port B is an 8-pin port which can be used for both digital I/O operations and in-circuit debugger (ICD) operations. Port C, on the other hand, is a 5pin multi-functional port, which can be used for digital I/O, as capture-compare (CCP) input, or pulse-width modulation (PWM) output. Moreover, it can be used as universal asynchronous receiver/transmitter (UART) for serial communications. Port D is an 8-pin port, which can be used for both digital I/O as well as parallel slave port (PSP) functions. Finally, Port E is a 3-pin port, which is used for external memory connections. The clock is provided by a crystal oscillator. Supply voltage VDD = 5V is regulated DC Voltage. The connections are as shown in Figure 6. VSS = 0V is the ground. The crystal oscillator is connected to the ground with 30 pF capacitors.

PIC 16F877A
Figure 6. The clock and input connection

Battery voltage indicator: The circuit in Figure 7 below is a voltage analyzer that gives an audio-visual indication of the battery voltage level and also warns about the critical voltage level at which the battery require charging. This circuit is integrated just as an indication. It is separated from the main controlling circuit as the main circuit that consists of 547 microcontroller can only take 5V power supply and the battery voltage indicator work with 12V power supply. It also feature switch on-off to easily interface between the user and the circuit.
Figure 7. The battery voltage indicator circuit IV. RESULTS AND DISCUSSION

The design of HEVs permits great flexibility, allowing the designers to optimize for a number of different benefits, such as fuel economy, emissions, cost of the vehicle, and safety. At start, the engine must be put to ON mode and the voltage indicator switch turned on to check the battery voltage before the operation can be run by the DC motor. It means that, if the buzzer of the voltage indicator did not produce any sound and no LED lights up, the batteries have insufficient voltage to power the motor and thus cannot run in motor-mode and must be recharge before can be used. In other condition, provided there is enough voltage to move the electric motor, the mode is changed to motor-mode instead of engine-mode. This is detected by the software program that controls the on-off of the battery charging process by analyzing the analog input from the battery. The program will start to recharge the battery at voltage value = 11.8V. The program is also set to be able to move forward and reverse by a button switch as a mean to do so
Figure 8. The proposed HEV prototype

V. CONCLUSIONS An HEV intelligently gets around the individual problems associated with the gasoline engine and the electric vehicle. It diminishes the production of emissions and the use of fuel. The problem of batteries for the electric vehicle is conquered. An HEV charges itself it never has to be plugged in. When not in use providing power, the motor can run as a generator to transfer energy from regenerative braking and from the gasoline engine to the batteries. The only recharging necessary is refueling by going to the gas station. Also, there is not the same demand on the batteries as there would be in an electric vehicle, where the batteries must store all the energy the car needs. These batteries are smaller, and only have to be able to provide for the high-power uses. Similarly, the engine for a HEV is smaller than it would be in a traditional car, as it doesnt have to provide as much horsepower. ACKNOWLEDGMENT This research work is supported by IIUM under endowment project EDWB11-044-0522. REFERENCES
[1] Karen L. Butler, M. Ehsani, Preyas Kamath, A Matlab-Based Modeling and Simulation Package for Electric and Hybrid Electric Vehicle Design, IEEE Transactions on Vehicular Technology, 48(6), 1999, pp. 1770-1778. [2] B.A Kalan, H.C Lovatt, M. Brothers, and V. Buriak, System Design and Development of Hybrid Electric Vehicle. IEEE trans Ind. App., Australia. June 2002. [3] M. Manoj, Michael Parten, Darrell Vines, Tim Maxwell. An Intelligent Battery Management System for Electric and Hybrid Electric Vehicles . IEEE Spectrum, February 1999 [4] M. Abdul-Hak, N. Al-Holou, "ITS based Predictive Intelligent Battery Management System for plug-in Hybrid and Electric vehicles," IEEE Vehicle Power and Propulsion Conference, VPPC '09, 2009, pp. 138144. [5] M. Maskey, M. Parten, D. Vines, T. Maxwell, "An intelligent battery management system for electric and hybrid electric vehicles," IEEE 49th Vehicular Technology Conference, 2, 1999, pp. 1389-1391. [6] L. James and L. John, Electric Vehicle Technology Explained, John Wiley & Sons, England. 2003. [7] M. Habib Ullah, M. T. Islam, Madeep Singh, N. Misran, "Design of A Microwave Amplifier for Wireless Application", American Journal of Applied Sciences, Volume 9, Issue 1, 2012, pp. 32-39. [8] Sharif M. Raihan, M. Habib Ullah, Riza Muhida, "A Prototype Design to Maintain Temperature and Humidity in an Open Compound Restaurant", European Journal of Scientific Research, Vol.63 No.2, 2011, pp.164-171. [9] M. Habib Ullah, Mandeep Sing, Sumazly Sulaiman, M. Shamim Shumon M. Islam, "Hardware Prototyping of Root Raised Cosine FIR Filter for 2x2 MIMO Channel Sounder", Australian Journal of Basic and Applied Sciences, 5(11), 2011, pp. 375-382.

548