Design and Implementation of the Performance Test System for Battery-Powered Motorcycles

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1 Rhodes, Greece, August 0-, 008 Design nd Implementtion of the Performnce Test System for Bttery-Powered Motorcycles DING-TSAIR SU, YING-SHING SHIAO, JUI-LIANG YANG Deprtment of Electricl Engineering Ntionl Chnghu University of Eduction No. Shi-D Rd., Chnghu City, 500 Tiwn REPUBLIC OF CHINA (TAIWAN) Abstrct: - The purpose of this pper is to design nd implement dynmic test pltform for testing dynmic chrcteristics of bttery-powered motorcycles (BPMs). A roller of the test pltform is connected to DC motor through torque sensor, nd controller is designed to control the DC motor to simulte driving resistnce produced when the BPM runs on vrious rods. The test pltform cn simulte ech drg force when the BPM is in ccelertion or in constnt-speed drive, nd lso cn simulte kinetic energy gined by the BPM when brking, decelertion nd running downhill. A computer not only controls the test pltform but lso collects signls from sensors on the test pltform nd the BPM, nd cn nlyze relted such s driving resistnce, driving rnge, speed, kinetic energy recycle nd so on. From experiment results, the BPM performnce test pltform cn simulte vrious rod ptterns nd complete utomtic testing process. Key-Words: - Bttery-powered motorcycle, Test pltform, Kinetic energy recycle, Rod ptterns. 1 Introduction Becuse of the prticulr geogrphic environment nd life hbitul behvior, s well s the centrliztion of city popultion nd the chrcteristic of the trffic system, the growing number of motorcycles is mzing in Tiwn. The yerly mount of exhust from these motorcycles becomes the min moving pollution source in the city, resulting in n ir pollution issue, which seriously thretens humn helth nd existence, but the BPM is one of the most direct nd effective solutions to this issue. The bsic performnce requirements of BPMs re: mximum speed, driving rnge nd ccelertion. Performnce requirements of btteries re: high energy density, high output power density, incresed recycling usge life, reduced chrging time, high energy efficiency, low self-dischrge rte nd mintennce-free. However, the energy density of btteries for BPMs is much lower thn tht of gsoline, resulting in lower performnce of commercil running BPMs compred to tht of generl oil-burning vehicles [1-3]. Therefore, incresing system efficiency by energy mngement cn increse driving mileges of BPMs [4,5]. The min objective of this pper is to reserch nd design test pltform to directly test the performnce of BPMs in lbs, so tht the inconvenience of rod tests is reduced nd then the reserch nd development of BPMs re ccelerted. The test pltform s designed in this pper cn simulte vrious rod ptterns like in the city, in the suburbs, running uphill nd running downhill. Therefore, for BPMs, importnt test items like the ccelertion chrcteristics nd the driving resistnce nd kinetic energy produced when decelerting or brking cn be tested ccurtely. Configurtion of the Performnce Test System When BPM runs, the overll efficiency ffects the driving milege. Therefore, the dischrge efficiency of btteries, the opertion efficiency nd rod ptterns re very reltive to one nother [6,7]. In this pper, performnce test pltform is designed to test driving chrcteristics of BPM, nd the opertion mode of the DC motor on the pltform is controlled to simulte driving resistnce of BPMs running on vrious rod ptterns. A configurtion of the performnce test system is s shown in Fig. 1. When the BPM is ccelerting, running uphill or running t constnt speed, the DC motor on the pltform is driven by the BPM wheel through the coupler nd opertes in DC genertor mode. The output power of the genertor psses through the ISSN: ISBN:

Rhodes, Greece, August 0-, 008 regenertive controlled circuit composed by S 1, S, S 3 nd S 4 nd is trnsformed from DC to AC power, nd is trnsmitted bck to the utility (AC 0V).

2 Rhodes, Greece, August 0-, 008 regenertive controlled circuit composed by S 1, S, S 3 nd S 4 nd is trnsformed from DC to AC power, nd is trnsmitted bck to the utility (AC 0V). Controlling the mgnitude of regenertive electricity cn produce vrious drg torques. Thus, the DC motor of the test pltform provides driving resistnce opposite to the driving direction regrding the BPM. The electricity feedbck to the utility side from the regenertive controlled circuit mens the electricity consumption of the driving resistnce. When the BPM is decelerting, brking or running downhill, semi-converter composed of S 5, S 6, D 1, D nd D 3 is driven by phse controlled nd trnsforms the AC to DC for the DC motor. The DC motor opertes in the motor mode nd drives the BPM wheel to continue moving forwrd, but the speed is smoothly decresing to zero. Therefore, the DC motor on the test pltform provides driving force in the moving direction of the BPM to simulte the kinetic energy produced when the BPM is cruising, brking or running downhill, nd the consume energy index of vrious driving modes of the BPM cn be mesured simultneously. The mesurement of the stte of chrge is n importnt bsis of monitoring energy consumption. The purpose of energy mngement is to clculte the driving mode with the highest efficiency. Certinly, considering driving sfety, the driver controls the speed nd the optimum speed clculted by the energy mngement system is only reference to the driver. AC 0V b S6 S5 S 4 S3 + D1 D Phse-controlled circuit S, S 5 6 D 3 L Input driving modes C Shunt DC Motor L 1 S1 S Regenertive-controlled circuit S1, S, S3, S4 Torque signls Fig. 1 A setup of the BPM performnce test system 3 Control System Anlysis When the BPM is running, the electricity is trnsformed to kinetic energy to overcome the driving resistnce. Driving resistnce includes rolling friction resistnce, ir resistnce, moment of inerti, nd uphill resistnce nd so on. Fig. is showing the driving resistnce of BPM, wherein the rolling friction resistnce F r is expressed in (1): F r = μmg cos θ (1) In (1), μ is the coefficient of rolling friction resistnce, M is the totl mss of the vehicle nd rider, g is the ccelertion of grvity, nd θ is the included ngle of the rod surfce nd the horizontl line. Fig. The digrm of driving resistnce for BPM When the motorcycle is running forwrd, the resistnce produced from the vehicle externl surfce nd the ir is the ir resistnce F, s expressed in (): v F = ρc S () In (), ρ is the ir density, v is the vehicle speed, C d is the coefficient of ir resistnce, nd S is the orthogonl projection re of the rider to the vehicle moving direction. Becuse the BPM shpe is irregulr, the shpe of the rider, riding posture nd the clothes worn by the rider ll ffect the orthogonl projection re nd the coefficient of ir resistnce. d The uphill resistnce is expressed in (3): F g = Mgsinθ (3) As the driving force of the motor overcomes the rolling friction resistnce, ir resistnce nd uphill resistnce, the remining driving force represents the moment of inerti, which is expressed in (4), wherein is the driving ccelertion. F i = M (4) To summrize ech driving resistnce mentioned bove, the uphill resistnce F g is relted to the rod surfce inclintion ngle θ. The ir resistnce F is in direct proportion to the squre of vehicle speed, being very smll when the speed is low, but is the most driving resistnce when the speed is high. The rolling friction resistnce F r is ISSN: ISBN:

3 Rhodes, Greece, August 0-, 008 like the mximum sttic friction force, the vehicle strts to move fter the driving force overcomes the rolling friction resistnce F r. After the vehicle strts to move, most driving force is spent on the ccelertion until the constnt ccelertion equls zero, then the ccelertion resistnce is lso zero, t the moment the driving force equls the sum of the other three resistnce forces. The driving resistnce of the overll vehicle is expressed by (5): F R = Fr + F + Fi + F (5) g According to the driving resistnce s design in (5), the brke-controlled system is s shown in Fig. 3. The rottionl speed is clculted from encoder singles of the brushless DC motor on the BPM, nd then is trnsformed to the vehicle speed signl v through π/60, the wheel rdius r nd the teeth numbers rtio K G, nd then the inerti resistnce F i nd the ir resistnce F re clculted fter differentition nd squre, nd finlly the driving resistnce F R of vrious rod ptterns is obtined by dding the friction resistnce F r nd the uphill resistnce F g. According to the mechnicl constnt of the test pltform, the driving resistnce is trnsformed to drg torque T D needed to produce the driving resistnce, nd then is compred with the torque sensor feedbck signl T O on the trnsmission shft of the test pltform to produce torque difference signl, so s to control conducting ngel of the S 1, S, S 3 nd S 4 of the regenertive-controlled circuit (RCC) in Fig. 1 for the genertor to output the current to produce the drg torque needed, thereby the roller of the test pltform produced the correct driving resistnce. π 60 dv M v ρc d S Fig. 3 The brke-controlled system When the BPM is decelerting, brking or running downhill, the moment of inerti or grvity mkes the BPM cruise forwrd, mking the roller on the test pltform to produce driving force to the wheel of the BPM for simultion. The driving force is produced from the semi-converter. The semi-converter is composed of S 5, S 6, D 1, D, D 3 nd phse-controlled circuit (PCC) to provide DC power to the DC motor, for the DC motor to operte in the motor mode nd drive the wheel of the BPM to produce the driving resistnce when cruising, brking or running downhill. The test pltform simultes the driving resistnce when the BPM decelerting, brking or running down hill. The drive controlled system structure is s shown in Fig. 4, nd the control method thereof is the sme s tht in Fig. 3 in substnce, while the difference is tht the moment of inerti nd the uphill resistnce re negtive when cruising, brking or running downhill. π 60 dv M v ρc d S Fig. 4 The drive-controlled system 4 Design of the Control Progrm In this pper, LbVIEW is used to design the operting progrm of the BPM test pltform, nd the controlling process is s shown in Fig. 5. First, the encoder A-phse signls of the brushless DC motor of the BPM is obtined, then the number of pulses within one second of the A-phse is clculted to obtin the speed N m (rpm). Then, N m multiplied by π/60, the wheel rdius r (0cm) nd the teeth numbers rtio K G (0.6) is the vehicle speed v. After the v is obtined, ech driving resistnce cn be clculted. After the driving resistnces re obtined when the BPM stops, ccelertes, runs t constnt speed nd decelertes, the driving resistnce is trnsformed to the required drg torque T D ccording to the mechnicl constnt (K T = 0.) of the test pltform. The output signl T O of the torque sensor on the trnsmission shft of the test pltform is mesured nd then compred to the output drg torque, nd control signl is outputted through the PI controller s in Fig. 5 to be trnsmitted to the RCC or PCC to produce correct T O. The torque error signl (T D -T O ) is inputted to PI controller, nd coefficients of the numertor nd the denomintor of the PI controller re respectively set in the progrm. The output signl of the PI controller is trnsmitted to the PCC or RCC through D/A crd. When the BPM is ccelerting or running t constnt speed, the output signls control the RCC of the test pltform. When the BPM is decelerting, the output signls control the PCC of the test pltform. ISSN: ISBN:

4 Rhodes, Greece, August 0-, 008 Strt Nm, rpm (From encoder) ω = πnm/60 Accelertion v = K Gωr Driving mode Constnt-speed Decelertion Fi F Fr Fg Fi F Fr Fg KT FR TD TD -TO PI controller TO TO KT FR TD TD -TO PI controller Fig. 6 The digrm of driving resistnce When ccelerting, the BPM drives the DC motor connected on the pltform to operte in genertor mode s shown in Fig. 7. Tω is the input of the DC motor (driven by the BPM), nd the output power of the DC motor is V DC I. The reltionship of the driving torque T of the BPM, the drg torque T e produced by the DC motor, the moment of inerti J G nd the viscosity friction coefficient B m is expressed by the (6) nd (7). dω T = Te + J G + Bmω (6) Tω = V I + I R (7) DC Regenertive-controlled circuit Phse-controlled circuit Fig. 5 The progrm controlling flowchrt of test pltform 5 Mesurement of Test Pltform Prmeters When the BPM is tested on the test pltform, the test pltform needs to produce correct driving resistnce, nd therefore the test pltform prmeters hve to be obtined before testing the BPMs. As shown in Fig. 1, when the BPM is ccelerting or decelerting, the RCC or the PCC on the test pltform is controlled respectively to produce the correct driving resistnce s expressed by (5). The reltionship of the torque sensor nd the driving resistnce in Fig. 1 is shown in detil in Fig. 6, nd ech side of the torque sensor is connected to the roller nd the DC motor of the test pltform respectively. When the BPM is ccelerting, the torque T produced from the roller side is greter thn the drg torque T e produced by the DC motor, nd the resistnce torque mesured by the torque sensor multiplied by the torque constnt K T is the driving resistnce F R of the BPM. On the contrry, when the BPM is decelerting, the drg torque T e produced from the DC motor controlled by the PCC is greter thn the brking torque produced from the vehicle until the BPM stops. Fig. 7 DC motor operting in the genertor mode When the BPM is decelerting, the DC motor on the pltform opertes in the motor mode, s shown in Fig. 8, VI is the input power of the DC motor nd T e ω is the output power of the DC motor. The reltionship of the torque T e outputted from the DC motor on the pltform, the drg torque T produced from the wheel, the J M nd the B m is expressed by (8) nd (9). dω T e = T + J M + Bmω (8) T ω = VI I (9) e R Fig. 8 DC motor operting in the motor mode When the BPM is controlled by (6) to run t constnt speed, the B m cn be mesured. The voltge nd current of the bttery on the BPM re mesured by the D/A crd, nd one multiplied by the other is the rotting power P of the BPM. Ignoring the motor efficiency of the BPM, P divided by the ISSN: ISBN:

Rhodes, Greece, August 0-, 008 ngulr speed ω BPM equls the BPM driving torque T. Subtrct T by the drg torque T e generted by the DC motor, nd then divided by the test pltform speed ω TP equls B m.

5 Rhodes, Greece, August 0-, 008 ngulr speed ω BPM equls the BPM driving torque T. Subtrct T by the drg torque T e generted by the DC motor, nd then divided by the test pltform speed ω TP equls B m. The clcultion method is s shown in Fig. 9. torque sensor is 10V/50N-m, nd the voltge mesured is 0.95V, so tht T e equls 4.75N-m fter trnsformtion. R is 0.754Ω fter the bove substitute for the prmeters in (7). Fig. 9 Clcultion method of the viscosity friction coefficient B m 6 Experiment Results As shown in Fig. 10() nd 10(b), the B m is 3~5kg. m /s, 1.8kg.m /s, 1kg.m /s nd 0.8kg.m /s when the vehicle speed is 50rpm, 100rpm, 150rpm nd 00rpm respectively. Becuse the B m t speed 50rpm is inccurte, in this pper, the other three re tken to obtin n verge of B m which is 1. kg.m /s. () Speed of the BPM (b) Viscosity friction coefficient Fig. 10 Test results of viscosity friction coefficient The other experiment is to obtin the internl resistnce R of the DC motor. The DC motor connected to the pltform works s genertor, nd the shunt-excited flux field of the DC motor is supplied with DC 00V, while the rmture thereof is connected lmp lod, nd the BPM runs t constnt speed 00rpm. Then, the voltge nd current t the rmture terminls of DC motor for the test pltform, s well s the output torque signl of the torque sensor, re mesured respectively s shown in Fig. 11. The velocity of the BPM is ω BPM = 0.93(rd/s), nd the rmture voltge E is 48.V, while the current I is A. The specifiction of the Fig. 11 The E nd I of DC motor nd the output signls of torque sensor After mesurement nd clcultion of the viscosity friction coefficient B m nd the internl resistnce R of the DC motor, during the ccelertion or decelertion process of the BPM, the moment of inerti J G nd J M re mesured nd B m nd R substitute the corresponding prmeters in (6) to (9) respectively. The BPM runs in the driving modes nd b in Fig. 1 respectively, s shown in Fig. 13() nd 13(c). The moment of inerti J G nd J M re clculted s shown in Fig. 13(b) nd 13(d). When the BPM is ccelerted from zero to 5km/hr or 10km/hr, the moment of inerti mesured is bout 0.89kg m nd 1.15kg m respectively, nd the verge is 1.0kg m s the moment of inerti J G of the test pltform. When the BPM decelertes from 5km/hr or 10km/hr to 0km/hr, the moment of inerti J M mesured is bout 0.76kg m nd 0.93kg m respectively, nd the verge is 0.845kg m s the moment of inerti J M. Fig. 1 Driving modes The test pltform cn be controlled to produce the correct driving resistnce fter the prmeters of the BPM test pltform re obtined. When the BPM runs in the driving mode b, the driving resistnces obtined re s shown in Fig. 14(b), 14(c). When the BPM stops, the driving resistnce is 0 (N-m), nd the speed of BPM ccelertes to 5km/hr, the driving ISSN: ISBN:

Rhodes, Greece, August 0-, 008 resistnce increses from bout 3.5N-m to 5.5N-m. When the speed of the BPM is t 10km/hr, the driving resistnce increses from 3.5N-m to 1N-m becuse the speed increses.

It cn be relized tht from the bove experiments, the test pltform of the BPM cn produce the correct driving resistnce.

D/A crd to chieve the mesurement nd control of the system.

resistnces when the BPM is running, so tht the mesurement of the consume energy index of the BPM cn be performed in the lb, s well s the prmeters of the test pltform cn be mesured correctly to be the

Menwhile, efficient tests cn be performed on BPMs currently populrized by ll circles with gret efforts, so s to chieve the objectives of fst nd correct performnce mesurement nd nlysis s well s the

6 Rhodes, Greece, August 0-, 008 resistnce increses from bout 3.5N-m to 5.5N-m. When the speed of the BPM is t 10km/hr, the driving resistnce increses from 3.5N-m to 1N-m becuse the speed increses. When the speed is t 10km/hr, the driving resistnces re bout 10N-m, s shown in Fig. 14(b). As the BPM decelertes to stop, the driving resistnces re bout from 5N-m to -.5N-m, s shown in Fig. 14(c). It cn be relized tht from the bove experiments, the test pltform of the BPM cn produce the correct driving resistnce. 7 Conclusions The BPM performnce test pltform in this pper is designed with n djustble steel structure, integrting the virtul control progrm design softwre LbVIEW, nd opertes in coordintion with the D/A crd to chieve the mesurement nd control of the system. The BPM is set up on the test pltform, nd then the test pltform is controlled to produce the correct driving resistnce, so s to simulte vrious rod ptterns, tht is, to simulte vrious possible driving resistnces when the BPM is running, so tht the mesurement of the consume energy index of the BPM cn be performed in the lb, s well s the prmeters of the test pltform cn be mesured correctly to be the reference for energy mngement nd performnce test. Menwhile, efficient tests cn be performed on BPMs currently populrized by ll circles with gret efforts, so s to chieve the objectives of fst nd correct performnce mesurement nd nlysis s well s the collection. () Driving mode (b) Moment of inerti J G nd J M (c) Driving mode b (d) Moment of inerti J G nd J M Fig. 13 Test results of the BPM in driving modes () Driving mode t 10km/hr (b) Driving resistnces when ccelerting nd running t constnt speed (c) Driving resistnce when decelerting Fig. 14 Controlling the test pltform to produce driving resistnces (Mode b) References: [1] C. C. Chn, Novel Wide Rnge Speed Control of Mgnet Brushless Motor Drives, IEEE Trns. On Power Electronics, Vol. 10, No. 5, 1999, pp [] Mllednt, Specific Architectures for Electric Vehicles, Proceeding EVS-13, Osk, Vo1., 1996, pp [3] N. Mtsui, Sensorless PM Brushless DC Motor Drives, IEEE Trns. on Industril Electronics, Vol. 43, No., Apr. 1996, pp [4] M. Cerolo nd G. Pede, Techniques for Estimting the Residul Rnge of n Electric Vehicle, IEEE Trns. on Vehiculr Technology, Vol. 50, No. 1, Jn. 001, pp [5] N. Jinrui, S. Fengchun, nd R. Qinglin, A Study of Energy Mngement System of Electric Vehicles, IEEE Vehicle Power nd Propulsion Conference, Sep. 006, pp [6] K. J. Kelly, M. Mihlic, nd M. Zolot, Bttery Usge nd Therml Performnce of the Toyot Prius nd Hond Insight During Chssis Dynmometer Testing, The Seventeenth Annul Bttery Conference on Applictions nd Advnces, Jn. 00, pp [7] C. Binggng, B. Zhifeng, nd W. Zhng, Reserch on Control for Regenertive Brking of Electric Vehicle, IEEE Interntionl Conference on Vehiculr Electronics nd Sfety, Oct. 005, pp ISSN: ISBN:

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