ELECTRIC VEHICLE

TECHNOLOGIES
COURSE CODE: 18EEE6031

MODULE 1
ELECTRIC AND HYBRID ELECTRIC
VEHICLES
 ELECTRIC VEHICLES
• The first EV was built by Frenchman Gustave Trouvé in 1881. It was a
tricycle powered by a 0.1 hp DC motor fed by lead-acid batteries

• The EV technology was not mature enough to compete with horse carriages.
• The 1894 Paris to Rouen race changed it all: the 1135 km were run in 48 h
and 53 min at an average speed of 23.3 km/h.

• The first commercial EV was the Morris and Salom’s Electroboat. This
vehicle was operated as a taxi in New York City
• The most significant technical advance of that era was the invention of
regenerative braking by Frenchman M. A. Darracq on his 1897 coupe.

• This method allows recover the vehicle’s kinetic energy while braking and
recharging the batteries, which greatly enhances the driving range.

• As gasoline automobiles became more powerful, more flexible, and above all
easier to handle, EVs started to disappear.

• It was not the cost but their performance when compared to gasoline vehicles
that made their demands decrease.

• After the invention on transistor in 1945, EV’s improved.

• In 1966, General Motors (GM) built the Electrovan, which was propelled by
induction motors that were fed by inverters built with thyristors.

• The most significant EV of that era was the Lunar Roving Vehicle, which
the Apollo astronauts used on the Moon. The vehicle itself weighed 209 kg
and could carry a payload of 490 kg
VIDEOS OF ELECTRIC VEHICLE
CONFIGURATION OF ELECTRIC VEHICLE

• The EV was mainly converted from the existing internal combustion engine vehicle by
replacing the IC engine and fuel tank with an Electric motor drive and battery pack while
retaining all the other components.

• Drawbacks : heavy weight, lower flexibility and performance degradation

 • A modern electric drive train is
shown here.

• This Drive train consists of 3

major subsystems: Electric Motor
Propulsion, Energy source and
Auxiliary subsystem

• Based on the control inputs from the accelerator and brake pedals, the vehicle controller
provides proper control signals to the electronic power converter, which regulates the power
flow between the electric motor and energy source.

• The backward power flow is due to the regenerative braking of the EV and this regenerated
energy can be restored into the energy source

• The energy management unit cooperates with the vehicle controller to control the
regenerative braking and its energy recovery
• It also works with the energy refueling unit to control the refueling unit and
to monitor the usability of the energy source.

• The auxiliary power supply provides the necessary power with different
voltage levels for all the EV auxiliaries, especially the hotel climate control
and power steering units.
There are a variety of possible EV configurations due to the variations in
electric propulsion characteristics and energy sources.

• An electric propulsion replaces the IC

engine of a conventional vehicle drive
train.
• It consists of an electric motor, a clutch, a
gearbox, and a differential.
• The clutch is used to connect or disconnect
the power of the electric motor from the
• driven wheels.
The gearbox provides a set of gear ratios to modify the speed–power (torque) profile to match
the load requirement.
• The differential is a mechanical device (usually a set of planetary gears), which enables the
wheels of both sides to be driven at different speeds when the vehicle runs along a curved path.
Fig b:
• With an electric motor that has a constant power in a long speed range, a fixed gearing can
replace the multispeed gearbox and reduce the need for a clutch. This configuration not only
reduces the size and weight of the mechanical transmission, it also simplifies the drive train
control because gear shifting is not needed.
• In Fig c, The electric motor, the fixed gearing,
and the differential can be further integrated
into a single assembly while both axles point at
both driving wheels.

• The whole drive train is further simplified and

compacted

• In fig d, the mechanical differential is replaced by using two traction motors

• Each of them drives one side wheel and operates at a different speed when the vehicle is running
along a curved path.
• In order to further simplify the drive train, the
traction motor can be placed inside a wheel. This
arrangement is called in-wheel drive.
• A thin planetary gear set may be employed to
reduce the motor speed and enhance the motor
torque.
• The thin planetary gear set offers the advantage of
a high-speed reduction ratio as well as an inline
arrangement of the input and output shaft

• In fig f: By fully abandoning any mechanical gearing between the electric motor and the driving wheel,
the out-rotor of a low-speed electric motor in the in-wheel drive can be directly connected to the
driving wheel.
• The speed control of the electric motor is equivalent to the control of the wheel speed and hence the
vehicle speed. However, this arrangement requires the electric motor to have a higher torque to start
and accelerate the vehicle.
PERFORMANCE OF EVS
• A vehicle’s driving performance is usually evaluated by its acceleration time,
maximum speed, and gradeability
• At the low-speed region the motor has a constant
torque. In the high-speed region the motor has a
constant power.
• Speed ratio x= ratio of its maximum speed to its base
speed
• In low-speed operation, voltage supply to the motor
increases with the increase of speed through the
electronic converter while the flux is kept constant.
• At the point of base speed, the voltage of the motor
reaches the source voltage.
• After the base speed, the motor voltage is kept
constant and the flux is weakened, Hence, its torque
also drops hyperbolically with increasing speed.
Variable-speed electric motor characteristics
• A permanent magnet motor has a small x (<2)
because of the difficulty of field weakening due to
the presence of the permanent magnet

• Switched reluctance motors may achieve x > 6

• Induction motors about x = 4.

TRACTIVE EFFORT AND TRANSMISSION
REQUIREMENT
• The tractive effort developed by a traction motor on driven wheels and the
vehicle speed are expressed as

• Tm and Nm are the motor torque output in N m and speed in rpm

• ig is the gear ratio of transmission, i0 is the gear ratio of final drive
• ηt is the efficiency of the whole driveline from the motor to the driven
wheels, and rd is the radius of the driven wheels.
• The use of a multigear or single-gear transmission depends mostly on the
motor speed–torque characteristic
FOR SPEED RATIO, X=4
THESE THREE DESIGNS HAVE THE SAME TRACTIVE EFFORT VERSUS VEHICLE SPEED
PROFILES. THEREFORE, THE VEHICLES WILL HAVE THE SAME ACCELERATION AND
GRADEABILITY PERFORMANCE
VEHICLE PERFORMANCE:

• Basic vehicle performance includes maximum cruising speed, gradeability,

and acceleration

• Refer text book

TRACTIVE EFFORT IN NORMAL DRIVING
• The vehicle performance described in the previous section speed,
gradeability, and acceleration were the main considerations.

• In normal driving conditions these maximum capabilities are rarely used

• Actual tractive effort (power) and vehicle speed vary widely with operating
conditions such as acceleration, deceleration, uphill and downhill motion, and
so on

• These variations are associated with traffic environment, type of vehicle, City
and highway traffic conditions,
• In a specific drive cycle, the tractive effort of a vehicle can be expressed as

• In a short time period, the speed is assumed to be linear with time, and
acceleration is constant.

• The acceleration, dV/dt in a driving cycle,

can be obtained by
ENERGY CONSUMPTION
• The battery power output can be expressed as

• The regenerative braking power at the battery terminals can be expressed as

• The net energy consumption from the batteries is
HYBRID ELECTRIC VEHICLES
 PARALLEL HYBRID ELECTRIC DRIVE
TRAINS (MECHANICAL COUPLING)
• A parallel hybrid drive train is a drive train in which the
engine supplies its mechanical power directly to the driven
wheels in a manner similar to a conventional IC engine
vehicle.
• The engine is assisted by an electric motor that is
mechanically coupled to the driveline
• The powers of the engine and electric motor are coupled
together by mechanical coupling.
• The distinguished feature of this architecture is that two
mechanical powers from the engine and electric motor are
added together by a mechanical coupler.
ADVANTAGES AND DISADVANTAGES OF
PARALLEL HEV
• Both the engine and the electric motor • The mechanical coupling between the
directly supply torques to the driven engine and the driven wheels, since then
wheels and no energy form conversion the engine operating points cannot be fixed
occurs, thus the energy loss may be less. in a narrow speed and torque region.

• The complex structure and control.

• It is compact because there is no need for
an additional generator and the traction
motor is smaller than in series.
• Generally, mechanical coupling consists of torque coupling and speed
coupling.

• In torque coupling, the mechanical coupler adds the torques of the engine and
motor together and delivers the total torque to the driven wheels.

• The engine and motor torque can be independently controlled. But the speeds
of the engine, motor, and vehicle are linked together with a fixed relationship
and cannot be independently controlled because of the power conservation
constraint.

• In speed coupling, the speeds of the engine and motor can be added together
and all the torques are linked together and cannot be independently controlled