Driveline Analysis of Electric Vehicle Conversion Performance

Fuad Zainuri

1,3

, D. A. Sumarsono

, M. Adhitya

, Rolan Siregar

1,2

Sonki Prasetya

1,3

, Ghany

Heryana

1,4

, Nazaruddin

1,5

, Widiyatmoko

, Iwan Susanto

, Rahmat Subarkah

, Belyamin

, Ihsanudin

Research Center of Advanced Vehicle (RCAVe), Universitas Indonesia, Depok 16424, Indonesia

Department of Mechanical Engineering, Universitas Dharma Persada, Indonesia

Center of Automotive, Politeknik Negeri Jakarta, Depok 16424, Indonesia

Department of Mechanical Engineering, STT Wastukancana, Indonesia

Department of Mechanical Engineering, Universitas Riau, Indonesia

Keywords: Electric Vehicle, Driveline Analysis, Center of Gravity, Conversion Performance

Abstract: Along with the development of electric vehicle in Indonesia, one of the effort from Universitas Indonesia is

developing on electric car that converted from usual car. But, after it was converted from conventional car

which named Makara Electric Vehicle 02 still need crosschecking on several aspects, especially on braking.

The author will focus on the effect of center of gravity and total mass to the braking characteristics which is

braking forces and stopping distance by doing weigh testing and after that data processing to the

characteristics that needed. The author also explained data result and compared it to the same M1 vehicle type

before it was converted. The result of the test showing that center of gravity MEV 02 start from 0,57-0,62

meter along increase in passengers, for braking force start from 4900-6200N along increase in passengers,

and for stopping distance start from 2-18m for velocity on 20 km/h, 40 km/h, and 60km/hours. Transportation

is one of the biggest sectors that contributes to pollution in cities area. This happens because of the exhaust

gas produced by the vehicles contains dangerous gases that causes air pollution. Electric vehicle is the

alternative mode of transportation that does not produce any exhaust gas at all, yet it will take a long time for

the masses to adapt to this new source of energy for the vehicle, and that was when the idea came up to convert

a conventional vehicle. Makara Electric Vehicle 02 is an electric vehicle conversion project, using Daihatsu

Ayla as the base platform, the internal combustion engine is replaced with AC Induction Motor 7.5 kW, while

all the rest of the driveline components remains the same to use the standard components. This research will

test the vehicle performance using dynamometer, calculating the resistance force working on the vehicle, and

the maximum road incline handled by the vehicle by calculating tractive effort produced by the vehicle. The

result is that the vehicle produced maximum power of 12.08 HP, with maximum torque of 86.25 Nm at 750

RPM. With used of the dyno test it is measured that the maximum vehicle speed is 46 km/hour. The

transmission mapped the powertrain RPM to work and the range of 1237-3759 RPM on first gear, 776-3527

RPM on second gear, 720-2624 RPM on third gear, 692-1989 on fourth gear, and 566-1626 RPM on fifth

gear. The maximum road incline is 22 degree of slope. When the battery condition is not in a full state of

charge, the performance of the motor dropped 29% form the maximum capabilities of the motor.

1 INTRODUCTION

The development of electric vehicle is continue

expanding in the world. The demand of electric

vehicle and the infrastructure that supporting electric

vehicle continue to expand (Zainuri et al., 2017). This

issue is getting attention from Universitas Indonesia

to always develop the electric vehicle. Universitas

Indonesia is conducting research on electric vehicle

especially conducting researching on conversion

vehicle from conventional vehicle. This thing become

research target especially on urban communities who

are matched with economic, social, and legal studies.

Electric vehicle can produce four times less

particulate and twenty times less nitrogen oxides

(Rozman et al., 2019). This advantage suitable with

Indonesia’s purpose to reducing the country’s

emission gas (Spanoudakis et al., 2019). Another

objective on this research is to prove that people can

convert conventional car into electric car according to

their budget, however, after doing the conversion,

there are many things that needed to be tested for the

Zainuri, F., Sumarsono, D., Adhitya, M., Siregar, R., Prasetya, S., Heryana, G., Nazaruddin, ., Widiyatmoko, ., Susanto, I., Subarkah, R., Belyamin, . and Ihsanudin, .

Driveline Analysis of Electric Vehicle Conversion Performance.

DOI: 10.5220/0010538100003153

In Proceedings of the 9th Annual Southeast Asian International Seminar (ASAIS 2020), pages 101-107

ISBN: 978-989-758-518-0

101

conversion car can meet the standard for the vehicle

in general. There are still many things that need to be

tested for the conversion car that developed by

Universitas Indonesia, such as the influence of the

vehicle’s center of gravity and also the braking

characteristics of the conversion car. This research

was developed to analyze the data of center of

gravity, and braking characteristics for further

development. Air pollution in Jakarta is rapidly

increasing from year to year, based on the data

collected by the Air Quality Stations in Jakarta, it

shows that from 2016 to 2019, the air quality

considered as ‘not healthy’ has drastically increased.

One of many factors that contributes massively to this

issue is the gas exhaust produced by vehicles. This

problem is also faced by developed countries as well,

hence the focus on which to increase the use of

electric vehicle instead of internal combustion engine

(ICE) vehicle has been massively progressing

(Zainuri et al., 2017).

It would take some time for the masses to adopt

this new mode of transportation of using electric

vehicle, for the change would create some new

obstacles in the way. In the case of Indonesia,

currently electric vehicles are not sold commercially

from the manufacturers to be bought by the

customers, on which this issue challenged Universitas

Indonesia to start a research on converting

conventional ICE vehicle to electric vehicle. The

purpose of the research itself is to prove whether

converting a vehicle would be more cost-efficient.

The baseline of the vehicle that is converted is

Daihatsu Ayla with 998cc engine with 5-speed

manual transmission, converted to use AC Motor

7kW powered with lead-acid battery, but still using

the standard drivetrain configuration. The project is

named Makara Electric Vehicle 02 (MEV 02).

The main focus on this paper is to analyse whether

MEV 02 can perform well enough to be used in a real-

world scenario by considering the performance

output of the vehicle by pairing the standard

drivetrain configuration with the new powertrain of

the vehicle.

2 LITERATURE REVIEW

2.1 Electric Conventional Vehicles

An electric conversion vehicle is a vehicle designed

from a conventional vehicle with a fossil fuel engine

(internal combustion motor) replaced with an electric

motor as a propulsion with a power source from a DC

battery which is adjusted to the capacity of the motor

driven. By replacing the internal combustion motor

with an electric motor, many components are no

longer needed, such as the entire fuel system, air

filter, exhaust system and engine control unit.

However, there are also some components that can

still be utilized because they still perform the same

function, such as the transmission, clutch, and also all

drivetrain components of the vehicle (Adhitya et al.,

2018).

In converting a car into an electric vehicle, we

must know the type of car we are converting and

consider the weight of the car in order to ensure that

the electric motor that replaces the combustion motor

in the car is able to keep the car running as it should,

therefore, the power and torque that are can be

generated by an electric motor to be one of the

parameters to consider in converting. The type of

electric motor used in this electric conversion vehicle

is an AC motor 7.5 kW. In addition, because the

electric motor is powered by a battery, we also have

to consider the type of battery to be used, whether the

battery is able to provide the power needed for the

electric motor used. There are two types of batteries

commonly used in electric vehicles, namely Deep

Cycle Lead Acid and Lithium. The better type to use

is the lithium battery type, however, due to its very

high price, the conversion of the Makara Electric

Vehicle 02 is the Deep Cycle Lead Acid Battery. This

research will focus on the subject of analysis on the

power and torque generated by electric motors used

in conversion vehicles (Trovão et al., 2013).

The option to convert vehicles has been made by

several communities as well as government agencies.

Electric Vehicle of America (EVA) revealed that the

impact of converting electric vehicles includes lower

maintenance costs. Some of the advantages of

convertible electric vehicles are as follows: Recycling

of used vehicles, Reduction levels of air pollution,

Eliminating the need to replace lubricants,

Eliminating the obligation to use the system water

cooling, allowing users to perform the majority of

vehicle maintenance independently (Pamungkas et

al., 2017). The author uses power and torque as the

main variables as part of the analysis and also the

results of his research. the rate of work that occurs

because the force applied is power. If the force does

work (w), in a unit of time (∆t), the average power

due to the force exerted on that time frame, can be

made as an equation:

𝑷

𝒘

𝜟𝒕

(1)

Torque is a product of the force and distance

perpendicular to the axis of rotation. Like the above

equation, torque can be calculated by the force we get

ASAIS 2020 - Annual Southeast Asian International Seminar

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at a certain distance, where on a rotating object, the

distance we use is the radius of the force to the

rotating axis of the object.

2.2 Gear Ratio

Gear ratios once a series of gears area unit want to

transmit power from the drive to the wheels, the gear

connected to the drive is named the motive force gear

or input gear, and therefore the gear connected to the

wheel is named the driven gear or output gear. In

general, the gear that's situated between the motive

force gear and therefore the driven g ear is named the

bum gear (Susanto et al., 2017). Gear quantitative

relation (GR) is that the quantitative relation of teeth

within the output gear (connected to the wheel) to the

teeth within the input gear (connected to the drive or

motor). The gear quantitative relation is that the

description of the quantitative relation of the output

force to the input force (Walker et al., 2017). Thus,

we are able to multiply the drive shaft force (input)

by the gear quantitative relation to seek out the force

at the shaft (output).

Table 1. Vehicle gear transmission ratio

Gear Ratio

3,417

Gear Ratio I

1,960

Gear Ratio II

1,250

Gear Ratio IV

0,865

Gear Ratio V

0,707

Gear Ratio Revers

3,143

inal Gear Ratio

4,643

Tires Dimention

155/80 R13

For the needs of the main electric motor (bus

driving) is calculated by analyzing the vehicle

traction force. The traction force needed to move a

vehicle is influenced by several drag forces that work

when the vehicle is moving which is illustrated by the

following equation:

𝐹𝑚 𝑎𝑅



𝑅



𝑅𝑔 (2)

Where: F is the traction force, m is the mass of the

vehicle, R

is the aerodynamic drag force, R

is the

friction force, a is the acceleration of the vehicle, R

is the gravitational force arising from elevation

(Morozov et al., 2016).

In the vehicle performance analysis, only uphill

operations are considered. This grading style is

usually called gradation resistance from Figure 2.5,

To simplify calculations, the street angle, α, is

usually replaced with the grade value when the street

corner is small. As shown in Figure 2.5, a class is

defined as:

When road corners are small, roadblocks can be

simplified.

𝚤 





tan𝛼sin𝛼 (3)

2.3 Electric Motor

Based on the business concept, electric power is the

amount of effort in moving the charge in units of time

or the amount of electrical energy per second. The

formulation is written as follows [16].

𝑊𝑉.𝐼.𝑡 (4)

Where: V is Voltage (Volt), I is Current

(Amperes), t is Time (Second) W is Energy (Joule), t

is Time (Second)

Then:

𝑃



𝑉.𝐼.𝑃



(5)

Figure 1. Types of gas engine characters (Wu et al.,

2015). Internal combustion engines have a relatively flat

(compared to ideal) torsion speed profile, as shown in

Figure 1.

As a result, multi gear transmission is usually

used to modify it, as shown in Figure 3.a. An electric

motor, however, usually has a much closer to ideal

speed-torque characteristic, as shown in Figure 3.b.

In general, electric motors start at zero speed. As it

increases to basic velocity, the voltage increases to its

rated value while the flux remains constant (Zainuri

et al., 2021).

Driveline Analysis of Electric Vehicle Conversion Performance

103

Table 2. Three-phase AC motor specifications

3 RESEARCH METHOD

From the previous description that in order to achieve

the research objectives by conducting drivetrain

testing on electric conversion vehicles to obtain 2

optimal gearshift combinations, several stages of

implementation were carried out, namely:

Preparation of Material Specifications, Preparation of

Tool Specifications, Analysis Methods, Processing

Time, Testing Standards

In this research, the data were taken by doing a

weighing test. The object of this research is M1 type

vehicle which named Makara Electric Vehicle 02 that

converted from conventional car. Weight of test has

purpose to obtain center of gravity which will be

processed further to obtain braking force and also the

stopping distance. The braking characteristics which

are braking force and stopping distance obtained by

doing some formula calculation. Data was collected

for conversion car and conversion base vehicle. This

method referring to government policies that usually

applied (Lei et al., 2019) and for the stopping distance

using policies that published by Ministry of

Transportation (Zainuri et al., 2021).

Figure 2. Freebody Diagram of Vehicle

The calculation for center of gravity collected by

figuring out the free body diagram first then insert the

result to the equation (Ahssan et al., 2018) that writer

got from another references.

When collecting data using PQA, it can be done

in the condition of the vehicle being measured in

place or in running conditions so that it is more

practical in operation. Make sure the circuit is

installed correctly so that the validity of the data can

be accounted for.

This research aims to give a concluded result of

measuring whether or not the drivetrain can deliver

the performance needed for a real-world usage

scenario. To measure the performance output of the

vehicle, this research focuses more on experiment to

collect the data of the vehicle power output by using

a chassis dynamometer then, to simulate the real-

world scenario by calculating the resistance force

acting on the vehicle.

Figure 3. Installation of tools when testing scales

4 RESULT AND DISCUSSION

From the previous description that in order to achieve

the research objectives by conducting drivetrain

testing on electric conversion vehicles to obtain 2

optimal gearshift combinations, several stages of

implementation were carried out, namely:

Preparation of Material Specifications, Preparation of

Tool Specifications, Analysis Methods, Processing

Time, Testing Standards

1. Power Train Characteristic

Based on the data collected from the

dynamometer, we calculate those data measured from

the hub resulted in the torque and power produced by

the powertrain. From the data collected at 4

gear, the

torque reached peak number by 94 Nm and the peak

power is 13 HP. By using statistic approximation of

third order polynomial, we could map the graph of the

performance characteristic of the motor.

ASAIS 2020 - Annual Southeast Asian International Seminar

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Figure 4. Powertrain characteristic

The tractive effort value is used to measure the

capability of the vehicle to withstand the resistance

force acting on the vehicle. On this experiment we

simulate force by combining all the three resistance

forces with the variance of speed the vehicle travels

and the road inclination.

Figure 5. Tractive Effort vs Resistance Force

As shown in Fig. 5 we could determine the gear

need to be used to counter the varying resistance

force by road inclination. We could also determine

the maximum vehicle speed of each gear used by the

vehicle on which it is 46 km/h. Indonesian Toll Road

regulated that the minimum speed vehicle needs to

travel is 60 km/h (Adhitya et al., 2018) on which

MEV 02 haven’t pass. By referencing to the

Indonesian National Standard of city roads

inclination geometry, it is mandated that the

inclination can’t pass 8% (Trovão et al., 2013), based

on the result MEV 02 already passed the standard.

Centre of Gravity (COG)

In the implementation of this research carried out

by measuring the weight of the vehicle on each

wheel as a fulcrum by comparing the various

conditions of the different variables, both the

vehicle variable and the additional passenger

variable. 802.5 kg to 1011 kg in electric conversion

vehicles (after the addition of batteries and

motorbikes) means that there is an additional

weight of 208.5 kg with details as the addition of

the total weight of each wheel. Furthermore, in

electric conversion vehicles simulated with the

addition of passengers from the first passenger (78

kg), second (74kg), third (69 kg) and fourth

passenger (54.5) which are respectively distributed

to each part of the wheel.

Table 4. Calculation results of COG length and width

The following is one of the measurements with

PQA when operating the vehicle in a condition

without tires on the wheels

Figure 6. 3-Phase Motor RST Ampere Graph

The following are the results of measuring the

voltage and amperage of a 3-phase AC motor where

when the measurement uses the Power Quality

Analyzer (PQA), the measurement is done by running

the vehicle without a load by lifting the front wheel

and varying the rotation of gear shifting 1 to 4 with

maximum speed as following:

• The maximum speed of 1st gear is 20 km / hr

• The maximum speed of 2nd gear is 40 km / h

• The maximu m speed of 3rd gear is 60 km / h

• The maximu m speed of 4th gear is 80 km / h

Driveline Analysis of Electric Vehicle Conversion Performance

105

From these results, the measurement results of the

current and voltage on the 3-phase motor (attached)

are obtained and when the displacement conditions

occur a very high amperage spike, this if it occurs

continuously will result in the ability of the battery to

run out quickly.

Spesification for Inverter:

Theoretically, the vehicle will have the following

torque and power characteristics:

In light of the means above, in this examination,

the motor was supplanted with a 3-stage AC electric

engine, in addition to 6 batteries as a force source,

which the Charging cycle was done on 6 batteries

with a limit of 150 Ah and 12 Volt DC (the most

extreme voltage was 72 Volt DC. ) which is

introduced in arrangement is completed at a lingering

voltage state of 65 Volts (80%) did for 3 hours to have

the option to get the limit together to 100% of 72 Volt

DC examples and phases of charging. From Figure

4.1, we can know how the charging interaction that

happens in the battery, where when the charging cycle

increments around 7 volts from 65 to 72 volts stable,

it requires around 3 hours with a direct pattern.

When seen from the limit of the battery 150 AH

times 6 pieces and the limit of its utilization with an

engine heap of 118 A, it very well may be determined

that its utilization is equipped for turning the engine

as long as 7 hours of activity with stable conditions,

but since there are a few factors that make this

capacity not satisfied, including: vehicle load, the

course of the vehicle so it should be changed both

straight all over and slowing down because of

hindrances this condition powers the genuine

capacity to be acquired around 4 hours of activity.

DC-DC Converter introduced on the change vehicle

as demonstrated in Figure 37 is an instrument that

capacities to charge the battery emotionally

supportive network by decreasing the voltage from 72

volts to 12 volts. This supporting battery capacities to

supply capacity to the vehicle's actualize the two

wipers, horns and even the main thing is the inventory

to the slowing mechanism.

In the execution of this exploration completed by

estimating the heaviness of the vehicle on each wheel

as a support by looking at the different states of the

various factors, both the vehicle variable and the extra

traveler variable. 802.5 kg to 1011 kg in electric

transformation vehicles (after the option of batteries

and motorbikes) implies that there is an extra weight

of 208.5 kg with subtleties as the expansion of the

complete load of each wheel. Moreover, in electric

transformation vehicles recreated with the expansion

of travelers from the primary traveler (78 kg), second

(74kg), third (69 kg) and fourth traveler (54.5) which

are individually dispersed to each piece of the wheel.

The extra weight brought about a huge change

according to changes in the focal point of gravity

which brought about the deliberate and determined

focus of gravity in great condition in light of the fact

that the worth had changed from 38.94% (front to

back) to 54.50% and was in the vehicle since it was

getting lower, the center, the better. Similarly, the

change from 50.34% to 50.95% (from left to right) so

the lower the focal point of the vehicle, the impact

will be felt when the vehicle is bowed at a turn or

move.

5 CONCLUSIONS

From the results of the research and analysis

presented, the following conclusions can be drawn:

1. Conventional vehicle conversion (power 65 HP /

6000 RPM and torque of 86 Nm / 3600 RPM) is

one solution considering the large population of

conventional vehicles and the possibility of

expensive electric vehicles being the background

for the research on the conversion of these

vehicles into electric vehicles.

2. Charging the battery is done with a fast process

with a duration of about 3 hours for a charge of

5-7 volts (65-72 volts) with a battery capacity of

150 AH times 6 pieces and the capacity of its use

with a motor load of 118 A real capability

obtained about 4 hours operation.

3. The results of the calculation of the power and

torque generated by the motor, the maximum

power of the motor is 61.13 kW at 5000 rpm

motor rotation and the resulting torque is 116.75.

4. Selection of the transmission ratio that is very

suitable for use in two-speed transmissions is the

transmission ratio 1.96 for 2nd gear and 1.25

transmission ratio for 3rd gear based on

calculations and from the results of analysis and

calculations. Between 2nd and 3rd gears, the

value of torque and power to speed optimization

has the highest value so that the vehicle is only

capable of traveling at 65.30 km / h at two speeds

ASAIS 2020 - Annual Southeast Asian International Seminar

106

and the vehicle is also capable of traveling at

49.98 km / h in second gear.

ACKNOWLEDGMENTS

This research was funded by Ristek BRIN Research

Grants PD and PTUPT. Many thanks for all parties at

the DRPM Universitas Indonesia and UP2M

Politeknik Negeri Jakarta which provided facilities

and opportunities to this research. The authors thank

the anonymous referees for their valuable

suggestions, which led to the improvement of the

manuscript.

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