Analysis of Fuel and Energy Consumption Using the Torque Assist on Single Cylinder ICE

Hybridization on a motorcycle is a condition of utilizing an electric motor as an additional powertrain. Motorcycle hybridization needs to consider the topology used, specifications of the internal combustion engine (ICE), electric motor (EM), and battery capacity. This paper focuses on the hybridization mechanism using the P1 topology and considering 3 basic components. The P1 topology design is commonly used on conventional motorcycles. The use of the P1 topology makes the EM a torque assist when the engine accelerates. The ICE used is a single cylinder with a capacity of 125cc, the EM uses a BLDC type motor with a power of 250W, and the battery is described with a voltage of 51.8V with 5 capacity variations such as 6.8, 9.6, 12.8, 16.0, and 19.2 Ah. Motorcycle dynamics tests use 3 Driving Cycle models, such as ECE-R15, ECE-R40, and WMTC. The achievement of this analysis is the determination of battery capacity with a deep of discharge (DoD) of less than 70%. The results show that when testing on the ECE-R15 Driving Cycle, using a 6.8 Ah battery is effective with a DoD of 11.911%. The reduction in fuel consumption reaches 6.891%. Testing on the ECE-R40 Driving Cycle, a 9.6 Ah battery is more effective with a DoD of 50.181%. The reduction in fuel consumption reaches 1.853%. Testing on the ECE-R40 Driving Cycle, a 9.6 Ah battery is more effective with a DoD of 69.795%. The reduction in fuel consumption reaches 0.863%. In 3 Driving Cycle tests, the use of a 3P battery is more efficient because during testing, the DoD value is not more than 70%.