Hybrid Vehicles (AM-324L)

LABORATORY MANUAL

AUTOMOTIVE ENGINEERING CENTER

DEPARTMENT OF MECHANICAL ENGINEERING
UNIVERSITY OF ENGINEERING & TECHNOLOGY

LAHORE
Submitted by:
Name:

Registration No.:

Submitted to:

2
 Preface

In most of the engineering institutions, the laboratory coursework constitutes an integral part of

the senior course Hybrid Vehicles at the undergraduate level. The experiments to be performed

in a laboratory should be ideally designed in such a way so that the understanding of basic

principles as well as the visualization of different phenomenon encountered in applications could

be covered.

The objective of this manual is to familiarize the students with practical skills, measurement

techniques and interpretation of results. It is intended to make this manual self-contained in all

respects, so that it can be used as a laboratory manual. In all the experiments, the relevant theory

and general guidelines for the procedure to be followed have been given. Moreover, tabular

sheets for entering the observations have also been provided while graph sheets have also been

included wherever necessary.

It is suggested that the students should complete the computations in the laboratory itself.

However, the students are advised to refer to the relevant text before interpreting the results and

writing comments. The questions provided at the end of each experiment will reinforce the

students to understand the subject and also help them to prepare for viva-voce exams.

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 General Instructions to Students

 Read the lab manual and any background material needed before you come to the lab. You

must be prepared for your experiments before coming to the lab. In many cases you may

have to go back to your textbooks to review the principles dealt within the experiment.

 Actively participate in the lab and don’t hesitate to ask questions. Utilize the teaching

assistants. You should be well prepared before coming to the laboratory, unannounced

questions may be asked at any time during the lab.

 Carelessness in handling lab equipment may result in serious injury to the individual or any

effect to the equipment. Do not run near moving machinery. Always remain alert for strange

sounds. Guard against entangling clothes in moving parts of machinery.

 Students must follow the proper dress code inside the laboratory. To protect clothing from

dirt, wear a lab apron. Long hair should be tied back.

 Calculator, graph sheets and drawing accessories are mandatory.

 While performing the experiments, proceed carefully to minimize any water spills, especially

on the electric circuits and wire.

 Make your workplace clean before leaving the laboratory. Maintain silence, order and

discipline inside the lab.

 Cell phones are not allowed inside the laboratory.

 Any sort of injury must be reported to the instructor immediately.

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 Table of Contents
Preface.......................................................................................................................................3
General Instructions to Students............................................................................................4
Table of Contents.....................................................................................................................5
List of Experiments..................................................................................................................8
Lab Session: 01.........................................................................................................................9
Experiment 1: To measure torque, speed, and efficiency of DC series motor.......................................10
Equipment:...............................................................................................................................................10
Theoretical Background:...........................................................................................................................10
Procedure:................................................................................................................................................11
Results:.....................................................................................................................................................14
Comments:...............................................................................................................................................18
Lab Session: 02.......................................................................................................................20
Experiment 2: To determine the load characteristics of a three-phase induction motor......................21
Objective:..................................................................................................................................................21
Theoretical Background:...........................................................................................................................21
Results:.....................................................................................................................................................30
Comments:...............................................................................................................................................35
Lab Session: 03.......................................................................................................................37
Experiment 3: To control the speed of a three phase induction motor.................................................38
Theoretical Background:...........................................................................................................................38
Results:.....................................................................................................................................................39
Lab Session 04........................................................................................................................43
Experiment 4: To measure load characteristics of DC shunt generator.................................................44
Equipment:............................................................................................................................................44
Background:...........................................................................................................................................44
Procedure:.............................................................................................................................................45
Observations:........................................................................................................................................46
Comments:............................................................................................................................................46
Lab Session: 05.......................................................................................................................50
Experiment 5: Mean-Value IC Engine Model Dynamometer Test.........................................................52

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Apparatus:................................................................................................................................................52
Model Description:...................................................................................................................................52
Procedure:................................................................................................................................................52
System Components:................................................................................................................................52
Results:.....................................................................................................................................................52
Observations:............................................................................................................................................53
Comments:...............................................................................................................................................53
Lab Session: 06.......................................................................................................................54
Experiment 6: Analysis of a Conventional Powertrain Model................................................................56
Apparatus:................................................................................................................................................56
Model Description:...................................................................................................................................56
Procedure:................................................................................................................................................56
System Components:................................................................................................................................56
Results:.....................................................................................................................................................56
Observations:............................................................................................................................................56
Comments:...............................................................................................................................................56
................................................................................................................................................................56
Lab Session: 07.......................................................................................................................57
Experiment 7: Analysis of series hybrid electric vehicle with cooling system........................................59
Apparatus:................................................................................................................................................59
Model Description:...................................................................................................................................59
Procedure:................................................................................................................................................59
System Components:................................................................................................................................59
Results:.....................................................................................................................................................59
Observations:............................................................................................................................................59
Comments:...............................................................................................................................................59
Lab Session: 08.......................................................................................................................60
Experiment 8: Analysis of an automatic transmission system...............................................................62
Apparatus:................................................................................................................................................62
Model Description:...................................................................................................................................62
Procedure:................................................................................................................................................62
System Components:................................................................................................................................62

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Results:.....................................................................................................................................................62
Observations:............................................................................................................................................62
Comments:...............................................................................................................................................62
Lab Session: 09.......................................................................................................................63
Experiment 9: Analysis of Vehicle Drive-train by Incorporating Dual-Clutch Transmission...................65
Apparatus:................................................................................................................................................65
Model Description:...................................................................................................................................65
Procedure:................................................................................................................................................65
System Components:................................................................................................................................65
Results:.....................................................................................................................................................65
Observations:............................................................................................................................................65
Comments:...............................................................................................................................................65

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 List of Experiments

Lab Session No. Objectives

1  To measure torque, speed, and efficiency of DC series motor

2  To determine the load characteristics of a three-phase induction motor

3  To control the speed of induction motor

4  To measure load characteristics of DC shunt generator

5  Virtual dynamometer test

6  Analysis of conventional powertrain model

7  Analysis of series hybrid electric vehicle with cooling system

8  Analysis of an automatic transmission system

9  Analysis of Vehicle Drive train by Incorporating Dual-Clutch Transmission

10  Speed control using 6 step commutation sequence in Open loop

11  Speed control using 6 step commutation sequence in Close loop

12  Self-built control using 6 step commutation sequence in Open loop

13  The study of battery in drive mode (Depth of Discharge)

14  The study of battery in charging mode (State of Charge)

15  Software based evaluation tool for analyzing electric vehicles

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 Lab Session: 01

Electric Machines Laboratory

Experiment 1
To measure torque, speed, and efficiency of DC series motor

DEPARTMENT OF MECHANICAL ENGINEERING & TECHNOLOGY

UNIVERSITY OF ENGINEERING AND TECHNOLOGY LAHORE

9
 Experiment 1: To measure torque, speed, and efficiency of DC series motor

Equipment:
1. Terminal Board
2. DC series machine and DC generator
3. Tacho-meter
4. Load Unit

Theoretical Background:
The circuitry of this motor includes an armature in series with an inductive field winding. The
relationship between speed & torque for a series motor can be given by:

Vt
ωα
√T

This equation shows that a high torque is obtained at low speed and a low torque is obtained at
high speed. This is a special characteristic feature of DC Series Motor. Due to this feature DC
Series Motor are used in such applications where large starting torque is required. It is also
notable in this motor that T α I a2 which means that DC series will produce unidirectional torque
both for AC and DC supply. Thus, it is a universal motor which can be operated both on DC as
well as AC supply. DC series motor has a dangerously high starting current if it is directly
connected to the DC power supply because of very low EMF at start. The starting current is
limited either by inserting a resistance or using a low DC terminal voltage at start. DC Series
motor has a very poor speed control as it is very slow for heavy load and fast for lighter loads. If
no load is applied, the motor may over-speed and destroy itself. This feature makes this motor
unsafe for using with belts for a brake as belt may cause motor to be destroyed.

Machine Data:

Without any connection take a DMM and connect it across different winding of the machines
and measure the ohmic resistance.

DC compound motor (First Machine)

Resistance of armature winding (A1-A2) =__________Ω

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Resistance of field winding (F1-F2) =___________Ω
Resistance of series field (D1-D2) =___________Ω

Write down the name plate data of machines:

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

DC separately excited / shunt motor (Second Machine)

Resistance of armature winding (A1-A2) =__________Ω
Resistance of field winding (F1-F2) =___________Ω

Write down the name plate data of machines:

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

Procedure:

1. Setup consists of two DC machines which can be configured for different types. Configure
one machine as a DC series motor i.e., connects its series field winding (D1-D2) in series
with armature winding (A1-A2). For excitation use the supply with current rating above 3A.
Connect the circuit as shown in the circuit diagram.

2. Configure second machine as a separately excited DC generator. Use the supply of 2A rating
for the excitation of field winding (F1-F2) and connect load with the armature winding.

3. Use voltmeter and ammeter measure the load voltage and current. Power can be calculated
by taking the product of two quantities. (You can use load unit or the bulbs for the load).

4. For speed measurement use techo-generator and brake control unit.

5. Run DC series motor by gradually increasing the voltage up to 100V (Do not set voltage
above the rated value). Select a voltage for the operation of DC series motor and that must be

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 kept constant throughout the experiment. If voltage changes because of the load, then adjust
it with the help of varaics.

6. Set the excitation voltage of separately excited DC generator at rated value. Observe the
voltage across the armature terminals/load terminal. You can use brake control unit to apply
the load on the DC generator.

7. Vary the load and record load power, torque and speed. If you are using the bulbs as a load
then record load voltage, load current and calculate the power. With the help of readings
calculate torque and efficiency.

8. Now draw the graph between the following quantities.

• Output Power v/s Torque
• Output Power v/s Speed
• Output Power v/s Efficiency
• Output Power on the x-axis and all other quantities on the y-axis.

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Connection Diagram:

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Results:

Load
Motor
Motor Speed Speed
Motor Input Load Load
Power
Terminal Efficiency
Induced Shaft
Current Power Voltage Current
Sr. # BEMF N W
Voltage Pout EMF Torque
Ia P=VtIa VL IL
Eb (rpm) (rad/sec)
Vt (V) VLIL

10

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 Plot graph between speed and output power (power on x-axis)

X-axis Scale: ________________________ Y-axis Scale: _______________________

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 Plot graph between Induced EMF and output power (power on x-axis)

X-axis Scale: ________________________ Y-axis Scale: _______________________

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 Plot graph between shaft torque and output power (power on x-axis)

X-axis Scale: ________________________ Y-axis Scale: _______________________

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Comments:

What are the applications of series motor? (Mention at least five applications)

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

Is it necessary to maintain the constant input voltage while performing load test?

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

Can we run DC series motor at no load? If not, Why?

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

Why applied voltage does not remain constant in this experiment?

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

What is the important precaution in this experiment?

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

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______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

Is series motor a constant speed motor?

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

Why speed of a series motor decrease so drastically with load?

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

How does the torque of a series motor vary with load current? Write down the exact
expression.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

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 Lab Session: 02

Electric Machines Laboratory

Experiment 2
To determine the load characteristics of a three-phase induction motor

DEPARTMENT OF MECHANICAL ENGINEERING &TECHNOLOGY

UNIVERSITY OF ENGINEERING AND TECHNOLOGY LAHORE

20
 Experiment 2: To determine the load characteristics of a three-phase induction motor

Objective:

To determine the load characteristics of an induction motor and to plot a graph between
the following quantities:

 Output power and efficiency

 Speed and efficiency
 Power factor (cos φ) and efficiency
 Reactive power and efficiency
 Torque and efficiency

Theoretical Background:

Induction Motor:

Principle:

In ac motors the rotor does not receive the electrical power by conduction but by
induction in the same way as in case of secondary of a two-winding transformer receives
its power from primary. That’s why such motors are called as induction motors. In
fact the induction motor can be treated as rotating transformer i.e. one in which
primary winding is stationary but the secondary is free to rotate.

Where a poly phase electrical supply is available, the three-phase (or poly phase)
AC induction motor is commonly used, especially for higher-power motors. The
phase differences between the three phases of the poly phase electrical supply create
a rotating electromagnetic field in the motor. Through electromagnetic induction, the
rotating magnetic field induces a current in the conductors in the rotor, which in turn
sets up a counterbalancing magnetic field that causes the rotor to turn in the direction
the field is rotating. The rotor always rotates slower than the rotating magnetic field
produced by the poly phase electrical supply; otherwise, no counterbalancing field will

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be produced in the rotor.
Construction:

An induction motor essentially consists of two main parts; a stator and a rotor.

Stator:

The stator is the outer body of the motor which houses the driven windings on an iron
core. In a single speed three phase motor design, the standard stator has three
windings, while a single- phase motor typically has two windings. The stator core is
made up of a stack of round pre-punched laminations pressed into a frame which may
be made of aluminum or cast iron. The laminations are basically round with a round
whole inside through which the rotor is positioned. The inner surface of the stator is
made up of a number of deep slots or grooves right around the stator. It is into these
slots that the windings are positioned. The arrangement of the windings or coils
within the stator determines the number of poles that the motor has. A standard bar
magnet has two poles, generally known as north and south. Likewise, an electromagnet
also has a north and a south pole.

As the induction motor stator is essentially like one or more electromagnets depending on the
stator windings, it also has poles in multiples of two, i.e, 2-pole, 4-pole, 6-pole etc. Greater the
number of poles, slower will be the speed and vice versa. The stator winding, when supplied
with 3 phase currents, produces a magnetic flux which is of constant magnitude but revolves at
synchronous speed (given by Ns=120f/P). This revolving magnetic flux induces an emf in the
rotor by mutual induction.

The winding configuration, slot configuration and lamination steel all have an effect on
the perT formance of the motor. The voltage rating of the motor is determined by
the number of turns on the stator and the power rating of the motor is determined by
currents in winding, the losses which comprise copper loss and iron loss, and the
ability of the motor to dissipate the heat generated by these losses. The stator design
determines the rated speed of the motor and most of the full load, full speed
characteristics.

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Rotor:
The Rotor comprises a cylinder made up of round laminations pressed onto the motor
shaft, and a number of short-circuited windings. The rotor windings are made up of
rotor bars passed through the rotor, from one end to the other, around the surface of
the rotor. The bars protrude beyond the rotor and are connected together by a
shorting ring at each end. The bars are usually made of aluminum or copper, but
sometimes made of brass. The position relative to the surface of the rotor, shape,
cross sectional area and material of the bars determine the rotor characteristics.
Essentially, the rotor windings exhibit inductance and resistance, and these
characteristics can effectively be dependent on the frequency of the current flowing in
the rotor. A bar with a large cross- sectional area will exhibit a low resistance, while a
bar of a small cross- sectional area will exhibit a high resistance.

Likewise, a copper bar will have a low resistance compared to a brass bar of equal
proportions. Positioning the bar deeper into the rotor, increases the amount of iron
around the bar, and conseP quently increases the inductance exhibited by the rotor.
The impedance of the bar is made up of both resistance and inductance, and so two
bars of equal dimensions will exhibit different A.C. impedance depending on their
position relative to the surface of the rotor. A thin bar which is inserted radially into
the rotor, with one edge near the surface of the rotor and the other edge towards the
shaft, will effectively change in resistance as the frequency of the current changes.
This is because the A.C. impedance of the outer portion of the bar is lower than the
inner impedance at high frequencies lifting the effective impedance of the bar relative
to the impedance of the bar at low frequencies where the impedance of both edges of
the bar will be lower and almost equal. The rotor design determines the starting
characteristics.

Main types of rotor

1. Squirrel cage rotor
2. Phase wound or wound rotor

Squirrel Cage Rotor

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Most common AC motors use the squirrel cage rotor, which will be found in virtually
all domestic and light industrial alternating current motors. The squirrel cage takes
its name from its shape - a ring at either end of the rotor, with bars connecting the
rings running the length of the rotor. It is typically cast aluminum or copper poured
between the iron laminates of the rotor, and usually only the end rings will be visible.
The vast majority of the rotor currents will flow through the bars rather than the
higher-resistance and usually varnished laminates. Very low voltages at very high
currents are typical in the bars and end rings; high efficiency motors will often use
cast copper in order to reduce the resistance in the rotor.

In operation, the squirrel cage motor may be viewed as a transformer with a rotating
secondary I when the rotor is not rotating in sync with the magnetic field, large rotor
currents are induced; the large rotor currents magnetize the rotor and interact with
the stator’s magnetic fields to bring the rotor into synchronization with the stator’s
field. An unloaded squirrel cage motor at synchronous speed will consume electrical
power only to maintain rotor speed against friction and resistance losses; as the
mechanical load increases, so will the electrical load - the electrical load is inherently
related to the mechanical load. This is similar to a transformer, where the primary’s
electrical load is related to the secondary’s electrical load. This is why, as an example,
a squirrel cage blower motor may cause the lights in a home to dim as it starts but
doesn’t dim the lights when its fan-belt (and therefore mechanical load) is removed.
Furthermore, a stalled squirrel cage motor (overloaded or with a jammed shaft) will
consume current limited only by circuit resistance as it attempts to start. Unless
something else limits the current (or cuts it off completely) overheating and destruction
of the winding insulation is the likely outcome. Virtually every washing machine,
dishwasher, standalone fan, record player, etc. uses some variant of a squirrel cage
motor.

Wound Rotor
An alternate design, called the wound rotor, is used when variable speed is required. In
this case, the rotor has the same number of poles as the stator and the windings are
made of wire, connected to slip rings on the shaft. Carbon brushes connect the slip

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rings to an external controller such as a variable resistor that allows changing the
motor’s slip rate. In certain high-power variable speed wound-rotor drives, the slip-
frequency energy is captured, rectified and Nreturned to the power supply through an
s

inverter.

Compared to squirrel cage rotors, wound rotor motors are expensive and require
maintenance of the slip rings and brushes, but they were the standard form for variable
speed control before the advent of compact power electronic devices. Transistorized
inverters with variable frequency drive can now be used for speed control, and wound
rotor motors are becoming less common. (Transistorized inverter drives also allow the
more-efficient three-phase motors to be used when only single-phase mains current is
available, but this is never used in household appliances, because it can cause electrical
interference and because of high power requirements.)

This type of motor is becoming more common in traction applications such as

locomotives, where it is known as the asynchronous traction motor. The speed of the
AC motor is determined primarily by the frequency of the AC supply and the number
of poles in the stator winding, according to the relation:

Ns = 120f/P
where
Ns = Synchronous speed, in revolutions per minute
F = AC power frequency
P = Number of poles per phase winding

Slip
Actual rpm for an induction motor will be less than this calculated synchronous speed
by an amount known as slip, that increases with the torque produced. With no load,
the speed will be very close to synchronous. When loaded, standard motors have
between 2-3% slip, special motors may have up to 7% slip, and a class of motors
known as torque motors are rated to operate at 100% slip (0 RPM / full stall).

The slip of the AC motor is calculated by:

S = (Ns – Nr) / Ns

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where

Nr = Rotational speed, in revolutions per minute

S = Normaised Slip, 0 to 1

Of all ac machines, the poly phase induction motor is the one which is extensively used for
various kinds of industrial drives.

Rotating Magnetic Field

The fundamental principle of operation of AC machine operation is that if a 3-phase set of

currents, each of equal magnitude and displaced by 120° (a balanced 3-phase system) flows in a
3-phase winding, then it will produce a rotating magnetic field of constant magnitude. To
produce a rotating magnetic field, the following conditions must be met:

 The supply must be poly phase.

 There must be angular displacement between the axis of the coils for the a, b, and c
phases.
The magnetic field produced by the armature windings rotates at a speed which is given by:
120 f
N=
P
where f is the frequency and P is the number of poles in the machine.

In Pakistan, where the line frequency is 50 Hz, the maximum attainable speed of an AC motor
(i.e., with a 2-pole machine) is
120(50)
N max = =3000rpm
2

Torque
As seen above, the 3-phase stator windings set up a rotating magnetic field. The flux
produced passes through the air-gap, sweeps past the rotor surface and so cuts the
rotor conductors which are yet (at startup) stationary. Due to the relative speed
between the rotating flux and the stationary conductors, an emf is induced in the latter
according to Faraday’s law of electromagnetic induction and this is dynamically

26
induced emf. The frequency of the induced emf is the same as the supply frequency.
Its magnitude is proportional to the relative velocity between the flux and the conductors
and its direction is given by Fleming’s Right-hand rule. Since the rotor conductors
form a closed circuit, rotor current is produced whose direction as given by Lenz’s law
is such as to oppose the cause producing it. In this case, the cause which produces the
rotor current is the relative velocity between the rotating flux and the stationary
conductors. Hence to reduce the relative speed, the rotor starts to rotate in the same
direction as that of the flux and tries to catch up with it.

Percentage Slip

In practice, the rotor never succeeds in ‘catching up’ with the stator field. If it really did so, then
there would be no relative speed between stator and rotor, hence no rotor emf, no rotor current
and therefore no torque to maintain rotation. That is why, the rotor runs at a speed which is
always less than the speed of the stator field. The difference in speed depends on the load on the
motor. The difference between the synchronous speed N s and the actual speed Nr of the rotor
divided by the synchronous speed is called the percentage slip. Mathematically,

N s−N r
% Slip= ×100
Ns

Losses in an Induction Motor

The power input to an induction motor, Pin, is in the form of three-phase electric

voltages and currents. The first loss in the machine is I2R losses in the stator
windings (the stator copper loss). Then some amount of power is lost as hysteresis
and eddy currents loss in the stator (stator core losses). The power remaining at this
point is transferred to the rotor of the machine across the air gap between the stator
and the rotor. This power is called the air-gap power of the machine. After the power

is transferred to the rotor, some of it is lost as I2R losses (the rotor copper loss), and
the rest is converted from electrical to mechanical form. Finally, friction and windage
losses and stray losses are subtracted. The remaining power is the output of the
motor, Pout.

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The core losses in the induction motor come partially from the stator circuit and
partially from the rotor circuit. Since an induction motor normally operates at a speed
near synchronous speed, the relative motion of the magnetic fields over the rotor surface
is quite slow, and the rotor core losses are very tiny compared to the stator core losses.

The higher the speed of an induction motor, the higher its friction, windage and stray
losses will be there. These three categories of losses are sometimes lumped together
and called rotational losses. The total rotational losses of a motor are often considered
to be constant with changing speed, since the component losses change in opposite
directions with change in speed.

Advantages of Induction Motor:

 It has very simple and extremely rugged, almost unbreakable construction (especially
squirrel cage type).
 Its cost is low and is very reliable.
 It has sufficiently high efficiency.
 It requires minimum of maintenance.
 It starts up from rest and needs no extra starting motor and has not to be synchronized, its
starting arrangement is simple specially for squirrel cage type motor.

Disadvantages:

 Its speed cannot be varied without sacrificing some of its efficiency.

 Just like a dc shunt motor its speed decreases with increase in load.
 Its starting torque is somewhat inferior to that of the dc shunt motor.

Block Diagram
Connect your setup according the following block diagram.

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Apparatus Required
Following apparatus is required for this experiment:
Terminal board, Measuring unit, Induction motor, DC generator and break control unit.

Procedure

 Set the apparatus as shown in the block diagram above.

 Vary the line voltage, VL, and for each different value note the values of line current, I L,
the total true 3-phase power, WT, and the total reactive power, Q, using measuring unit.
 Measure the total power using the concept of 2-wattmeter method of 3-phase
measurement.
 Note the values of torque, T, the output power, P out, and the motor speed, N r, are
measured from the brake control unit (BCU) for each value of line voltage.
 Calculate the values of power factor, cos φ, % slip and the efficiency, η from the
formulas given.
 Plot the graphs as mentioned in the objective.

Name Plate Data of Induction Motor

Name Plate Data of DC Machine

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Results:

Synchronous speed = 1500 rpm

No. VL IL W1 W2 WT Q cos Nr % Torque Pout η

(V) (A) (W) (W) (W) (VAR φ (rpm Slip (N.m) (W)

) )

For W1, W2 and WT connection see appendix B

Formulas:

N s−N r
% Slip= ×100 ------------------------------------ (1)
Ns

WT
cos ∅= -------------------------------------------- (2)
√3 V L I L

From the above readings, plot the following graphs. Also give the comments of three lines
for each plot.

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 Plot o/p versus efficiency
 Plot reactive power versus efficiency
 Plot speed versus efficiency

31
X-axis Scale: ________________________ Y-axis Scale: _______________________

32
X-axis Scale: ________________________ Y-axis Scale: _______________________

33
X-axis Scale: ________________________ Y-axis Scale: _______________________

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Comments:

1. What is the purpose of load test of induction motor?

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

2. Write down the expression for calculating the three-phase active, reactive and apparent
power. Draw power diagram. How can we calculate power factor?

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

3. What is power factor of induction motor at no load and why?

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

4. Why does power factor increase with load?

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

5. What type of motor was used in experiment, slip ring or squirrel?

______________________________________________________________________________

6. Is induction motor a variable speed motor?

______________________________________________________________________________
______________________________________________________________________________

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7. Why does motor damages due to over loading?

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

8. Can power factor of induction motor be leading?

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

36
 Lab Session: 03

Electric Machines Laboratory

Experiment 3
To control the speed of a three phase induction motor

DEPARTMENT OF MECHANICAL ENGINEERING &TECHNOLOGY

UNIVERSITY OF ENGINEERING AND TECHNOLOGY LAHORE

37
 Experiment 3: To control the speed of a three phase induction motor
Theoretical Background:

Speed of squirrel cage Induction motor can be controlled using two methods:

1. Voltage control method

2. Frequency control Method

Three phase variable voltages are applied to the stator of induction machine and speed is
controlled. Connect the circuit as shown in the block diagram and get it checked by your
instructor.

Induction Motor Specifications:

Write down the name plate data of 3-phase machine.

38
Results:

Average Speed in Speed in

Vab Vbc Vca
Voltage RPM rad/sec

10

Frequenc Speed in Speed in Frequency Speed in Speed in

y Hz RPM rad/sec Hz RPM rad/sec

1 11

2 12

3 13

4 14

5 15

6 16

7 17

8 18

9 19

39
10 20

40
 Plot graph between average voltage and speed of induction motor (Speed on y-axis)

X-axis Scale: ________________________ Y-axis Scale: _______________________

41
Plot graph between supply frequency and speed of induction motor. (Speed on y-axis)

X-axis Scale: ________________________ Y-axis Scale: _______________________

42
 Lab Session 04

Electric Machines Laboratory

Experiment 4
To measure load characteristics of DC shunt generator

DEPARTMENT OF MECHANICAL ENGINEERING &TECHNOLOGY

UNIVERSITY OF ENGINEERING AND TECHNOLOGY LAHORE

43
 Experiment 4: To measure load characteristics of DC shunt generator
Equipment:
1. Brake Control Unit SM2671
2. Drive Machine, DC Machine SM2641
3. Tacho-generator SM2631
4. Power Supply Unit SM2631
5. Terminal Board SM2635
6. Test Machine, DC Machine SM2641
7. Digital Multi-meter (DMM)
8. Measuring Unit
9. Shunt Regulator
10. Load Resistor SM2676

Background:
Shunt Generator is also called self-excited generator as field winding is connected across the
armature so that armature voltage can supply the field current. Some residual magnetism must
exist in the magnetic circuit of the generator. Because of this residual magnetism small voltage
appears across the armature terminal even when the field current is disconnected.

On connecting the field, armature voltage increases which in turn increase the field current
which again builds up the voltage, so this process continues until a specific voltage is reached. In
actual cases, this build-up follows approximately the magnetization curve.

Field Circuit resistance is important for voltage stabilization. If the resistance slope coincides
with somewhat linear portion of the magnetization curve it results in unstable voltage situation.
If resistance is greater than this, build up is insignificant. And for lower values of resistance,
generator will build up higher voltages. Shunt Generator uses a field having suitable impedance
across the armature such that the armature voltage supplies the necessary field current, although
in some cases, separate external voltage may also be applied.

Use a field current rheostat. For simplicity, we assume magnetic linearity & find that:
Φ α IFKa Φ

44
 = Kf I F
For no-load condition, we have the speed relation as ω = V t / (Kf IF)
Thus, speed varies inversely with field current. Speed also varies inversely with load, and for
load T we have the following relation:
ωm = EaIa / T
i.e., ωm α 1 / T
where T = Torque applied by load
Important characteristics of a shunt generator are:
 Residual Magnetism is present in the magnetic field and armature system.
 Field is wound such as to aid the residual magnetism.
 Field circuit resistance is less than the critical field current resistance.

Procedure:
1. Connect the circuit as shown in the circuit diagram.
2. Adjust the value of RF (Shunt Regulator) and Proper Direction of Field Current or Direction of
Rotation of Prime Mover to aid the residual magnetism so that voltage generation takes place.
3. Power up the circuit with rheostat (Load Resistor) at zero i.e., no Load and note the voltage and
field current for zero load current.
4. Now attach the load resistance to the generator with the resistance set to maximum. Note the load
voltage and field current.
5. For next reading slowly decrease the resistance which increases the load current. (Maximum
Load Current to 2.2A). You can change the resistance value of the load as prescribed in diagram
to make your load current near 2A.
6. In this way take 8 readings of Load Current, Field Current & Load Voltage. (Take readings at
equal intervals).
7. Calculate the Armature current by adding both the load & field currents for each reading.
8. Calculate the Total induced emf produced by using the R a & the formula (Ra = 8 ohm for our
lab), E = V + IaRa
9. Now draw the graph between voltage and load current. Voltage on the y-axis and Load Current
on the x-axis.
10. Also draw a graph between E (Total emf produced) and the Armature current. E on the y-axis
and Ia on the x-axis.

45
Observations:
Emf
Load Load Voltage Field Current produced
Sr # Current IL VL Current IF IA E=VL+IARA
(A) (V) (mA) (A) (V)

1
2
3
4
5
6
7
8
9
10

Precautions:

1. Maximum allowable voltage to be generated by generator is 160V. Maximum speed of the

DC Motor acting as prime mover for the generator is 1500 rpm.
2. Take extra care while measuring Field Current by DMM. Use Proper terminals and range
otherwise you may damage the DMM.
3. Use Measuring Unit or DMM supplied to measure Load Current and Load Voltage. Don’t
use any other device to measure these.
4. If shunt regulator is not available, just don’t use it. It is being used over here for adjustment
of field current to change the magnetic flux inside your machine.

Comments:
1. What relationship do you observe from the graphs drawn?

______________________________________________________________________________

46
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

2. What is meant by No-Load Voltage? Why it is always higher?

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

3. Draw the circuit Diagram of a DC Shunt Generator below with current directions marked?

4. What is the value of emf induced at zero-field current? What does it signify?

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

47
X-axis Scale: ________________________ Y-axis Scale: _______________________

48
49
 Lab Session: 05

MapleSim Virtual Laboratory

Experiment 5
Mean-Value IC Engine Model Dynamometer Test

DEPARTMENT OF MECHANICAL ENGINEERING &TECHNOLOGY

UNIVERSITY OF ENGINEERING AND TECHNOLOGY LAHORE

50
Figure 5-1: MapleSim Model for Virtual Dynamometer Test

51
 Experiment 5: Mean-Value IC Engine Model Dynamometer Test
Apparatus:
MapleSim model for virtual dynamometer test as shown in Fig. 5.1

Model Description:
This model shows a dynamometer simulation with the mean-value engine model. The engine
performs this test with the engine speed specified. Then, as the load increases the controller will
increase the throttle angle to account for the increased loading. When the engine reaches the
maximum torque that it can handle, the simulation stops.

By repeating this process at several different operating speeds, the maximum torque profile can
be obtained.

Procedure:


System Components:


Results:
Sr. No. Maximum Torque Time to reach Maximum Corresponding Engine
(Nm) Torque (sec) Speed (RPM)
1
2
3
4
5
6
7
8
9
10

Mean-value Engine Torque/Speed Curve:

52
Plot a graph between Maximum Torque (Nm) and Engine Speed (RPM) to obtain Mean-value
Engine Torque/Speed Curve

Observations:


Comments:


53
 Lab Session: 06

MapleSim Virtual Laboratory

Experiment 6
Analysis of a Conventional Powertrain Model

DEPARTMENT OF MECHANICAL ENGINEERING &TECHNOLOGY

UNIVERSITY OF ENGINEERING AND TECHNOLOGY LAHORE

54
Figure 6-1: MapleSim model for a Conventional Powertrain

55
 Experiment 6: Analysis of a Conventional Powertrain Model
Apparatus:
MapleSim model for Full-vehicle Conventional Powertrain as shown in Fig. 6.1

Model Description:
Thermal model of the mean-value engine model and automatic transmission, where all the lost
power is assumed to be converted to heat. The engine temperature is controlled using a liquid
cooling system, with a radiator and fan.

Procedure:


System Components:


Results:
Plot the following graphs:

i. Engine speed (rpm) vs Time (sec)

ii. Engine speed (rad/s) vs Time (sec)
iii. Engine torque (Nm) vs Time (sec)
iv. Forward velocity (km/h) vs Time (sec)
v. Gear selection number (n) vs Time (sec)
vi. Torque (Nm) vs Time (sec)

Observations:


Comments:


56
 Lab Session: 07

MapleSim Virtual Laboratory

Experiment 7
Analysis of series hybrid electric vehicle with cooling system

DEPARTMENT OF MECHANICAL ENGINEERING &TECHNOLOGY

UNIVERSITY OF ENGINEERING AND TECHNOLOGY LAHORE

57
Figure 7-1: MapleSim model for Series hybrid electric vehicle with cooling system

58
 Experiment 7: Analysis of series hybrid electric vehicle with cooling system
Apparatus:
MapleSim model for Full-vehicle Conventional Powertrain Cooling as shown in Fig. 7.1

Model Description:
This model represents a series-HEV model with a cooling system. The model features a physics-
based Li-ion battery pack, an IC engine, electrical motors/generators, a power controller, and a
cooling system. The vehicle chassis is modeled as a 2D vehicle dynamics with a simplified
Pacejka tire model. The coolant fluid, pushed through the system by a pump, takes the heat
emitted by the engine block and the battery pack away and dissipated the heat captures into the
surrounding air through the radiator. The air flow into the radiator is regulated based on the
vehicle speed and by a fan.
Procedure:


System Components:


Results:
Plot the following graphs of Vehicle Performance:

i. Vehicle desired speed (km/h) Vs Time (sec)

ii. Fuel consumption (L/100km), Throttle Angle (deg) Vs Time (sec)
iii. Force forward wheels (N), Force rear wheels (N) Vs Time (sec)
iv. Battery electrical (V), State of charge, SOC Vs Time (sec)
v. Electrical power of motor generator MG1 and MG2 Vs Time (sec)

Observations:


Comments:


59
 Lab Session: 08

MapleSim Virtual Laboratory

Experiment 8
Analysis of an Automatic Transmission System

DEPARTMENT OF MECHANICAL ENGINEERING &TECHNOLOGY

UNIVERSITY OF ENGINEERING AND TECHNOLOGY LAHORE

60
Figure 8-1: MapleSim model for an Automatic Transmission System

61
 Experiment 8: Analysis of an automatic transmission system
Apparatus:
MapleSim model for an automatic transmission system as shown in Fig. 8.1

Model Description:
This model for automatic transmission system has been prepared for functional mock-up
interface (FMI) export. The FMI template allows the transmission to be converted to an
functional mock-up unit (FMU) model that has been used with real-time hardware in the
hardware-in-the-loop (HIL) simulations.
Procedure:


System Components:


Results:
Plot the following graphs of Vehicle Performance:

i. Vehicle desired velocity (km/h) vs Time (sec)

ii. Engine speed (rpm) vs Time (sec)
iii. Gear number value (n) vs Time (sec)
iv. Vehicle speed (km/h) vs Time (sec)

Observations:


Comments:


62
 Lab Session: 09

MapleSim Virtual Laboratory

Experiment 9
Analysis of Vehicle Drive train by Incorporating Dual-Clutch Transmission

DEPARTMENT OF MECHANICAL ENGINEERING &TECHNOLOGY

UNIVERSITY OF ENGINEERING AND TECHNOLOGY LAHORE

63
Figure 9-1: MapleSim model for Dual-Clutch Transmission

64
 Experiment 9: Analysis of Vehicle Drive-train by Incorporating Dual-Clutch
Transmission
Apparatus:
MapleSim model for dual-clutch transmission as shown in Fig. 9.1

Model Description:
An advanced dual clutch transmission is simplified with MapeSim modeling techniques.
Controllers are used to simulate dual clutch transmission nature in a realistic fashion. By
configuring the controller, modification and optimization of specific transmission parameters and
conditions is possible.
Procedure:


System Components:


Results:
Plot the following graphs of Vehicle Performance:

i. Vehicle speed (km/h), speed set point (km/h) and gear value (n) vs Time (sec)
ii. Engine speed (rpm), brake power (kW) and net power (kW) vs Time (sec)
iii. Fuel consumption (liter/100 km), throttle angle (degree) vs Time (sec)

Observations:


Comments:


65
66