Syllabus

• Sizing the drive system: Matching the electric machine and the internal
combustion engine

• (ICE), Sizing the propulsion motor, sizing the power electronics (3 hrs)

• Vehicle Communication protocols : Need & requirements - Functions of

Control Pilot (CP)

and Proximity Pilot (PP) pins, Communication Protocols - CAN, LIN,

FLEXRAY (Basicsonly)- Power line communication (PLC) in EV (2 hrs
Module 5: Sizing the drive system
Lecture 1: Introduction: Power train and drive cycles
The power train of EVs and HEVs consists of Electric Motor (EM) and the Internal Combustion Engine
(ICE). The first step towards the design of the power train is to determine the power ratings of the motor used
in the EV and HEV drivetrain and make sure of the motor specifications. These specifications are determined
making use of the drive cycle the vehicle operates on and the vehicle dynamic equation for tractive force
calculation. The design constraints set on the drivetrain are like the initial acceleration time, the value of the
cruising at rated vehicle speed, and the value of the cruising at maximum vehicle speed. These affects the
specification of the induction motor. Finally, the
tractive force required to propel the vehicle to the
drive cycle chosen gives the necessary motor
specifications used in the drivetrain.
The design constraints of power train of the
vehicle are listed below and the vehicle operating
regions are shown in Figure 1.
i. Initial acceleration.
ii. Cruising at rated vehicle speed.
iii. Cruising at maximum vehicle speed.
iv. Retardation.
Fig:1 Operating regions of a vehicle
Hence, in order to size the components of the
vehicle properly, it is necessary to understand the drive cycle properly. (Drive cycle is a series of data points
representing the speed of a vehicle versus time. Drive cycles are produced by different countries and
organizations to assess the performance of vehicles in various ways as for example fuel consumption and
pollution emission etc.) The various drive cycles used are:
 New York City Cycle (NYCC)
 Japanese JP-10-15 Drive Cycle
 Extra Urban Driving Cycle (EUDC)
 Federal Test Procedure
 Federal Test Procedure (FTP-75)
 Inspection and Maintenance (IM-240)
 Highway Fuel Economy Test (EPAHWFET)
 Air-conditioning Supplemental (FTP SC03)
 Heavy Duty Urban Driving Cycle (HUDDSCOL)
 Unified Cycle Driving Schedule (UCDS) LA-92
The dynamic equations of the vehicle are used to analyze the impact of drive cycle on the vehicle performance.
The dynamic equations of the vehicle give the force required to move the vehicle and this force is given as:
1 dV
Fresis tan ce  M v gf r cos( )   Af CDV 2  M v g sin( )   M ……..(1)
2 dt
In above equation the first term refers to rolling resistance (Fr), the second term is the aerodynamic drag (Fw),
the third term is the grading resistance (Fg) and the last term is the acceleration resistance (Fa). Hence, it can
be written as Fresis tan ce  Fr  Fw  Fg  Fa ………(2)
The sizing of the components of HEVs and EVs is usually done in terms of power. The power can be determined
from equation 2 as Presis tan ce  Pr  Pw  Pg  Pa
DANY VARGHESE Module 5: Sizing of Drive system 1
Where Pr= FrV, Pw= FwV, Pg= FgV, Pa= FaV
V= Speed of the vehicle in m/s
In the following sections the analysis of NYCC
drive cycles using the dynamic equations is
done. The parameters of the vehicle that are
used for the analysis are given in Table 1.

New York City Cycle (NYCC)

The New York City Cycle (NYCC) is a
standard test drive cycle for the city traffic as is
shown in Figure 2.
The NYCC is an aggregate of representative urban
stop–go driving and its parameters are shown in
Table 2.
From the Table 2 the following conclusions can
be drawn:
 The maximum power required to move the
vehicle on this drive cycle is about 85kW,
hence, the prime mover (combination of
ICE and EM in case of HEVs and EM in
case of EVs) should be able to deliver the
Figure 2: Speed versus time curve for NYCC
required power.

 The maximum braking power is about 89kW and a fraction of this power can be recovered by using
regenerative braking.
 The maximum and minimum
acceleration that the vehicle experiences
are 2.7m/s2 and 2.64m/s2. EMs are better
suited for such rapid acceleration because
the torque produced by the EMs have
higher overloading factor compared to
ICEs, hence, a smaller EM will be
sufficient.
 Moreover, from Figure 2 and 3 it can be
seen that the vehicle is subjected to
frequent start-stop. Since the ICEs tend to
be very fuel inefficient for such frequent
Figure 3: Acceleration versus time curve for NYCC
start-stop operation, it is wise to use only
EM as the prime mover.

DANY VARGHESE Module 5: Sizing of Drive system 2

Lecture 2: Matching the electric drive and ICE
One of the most common matching elements used in hybrid
electric passenger vehicles is the epicyclic, or planetary, gear
set. Continuously variable transmissions of the compression
belt and toroidal variator variety are gaining popularity in
compact vehicles and passenger vans because of seamless
transitions in ratio. For larger CVTs (Continuous Variable
Transmission) the issues of torque rating and efficiency at high
ratio continue to be developmental areas.
Figure 4.1 shows the epicyclic gear in schematic form. This
is a three port mechanical component used as a speed summing
device. Most designs rely on a dual input and single output Figure 4.1 Schematic of epicyclic gear set
where one input source is the ICE and the second input comes
from an electric M/G. Epicyclic gear ports may be defined as input or output according to the convection
illustrated in Table 4.1. The epicyclic basic ratio, k =Rring/Rsun where Rx is the radius of ring and sun gears (can
also be defined in terms of number of gear teeth).

DANY VARGHESE Module 5: Sizing of Drive system 3

 The governing equation for an epicyclic gear in terms of the basic ratio and gear tooth number can be written
as shown below

……….(4.1)
In Table 4.1 the relationship noted in (4.1) is used to explain the behaviour of selected two ports when the third
port is held grounded. This is the single input, single output case. When the third port is released the behaviour
is governed by (4.1). According to Table 4.1 speed reversal occurs between sun and ring gear ports, and the
speed at these ports is scaled by the basic ratio, k. All other input–output combinations preserve the direction of
speed. The basic ratio, 1.5<k<4, is determined by gear diameters. There are variations of epicyclic gear sets in
which combinations of epicyclic gears and spur gears are used to realise dual stage epicyclic sets that are hard
connected and do not rely on clutches to ground any port. When clutches are used to ground various ports of an
epicyclic set we have the essential ingredients of an automatic transmission. All automatic transmissions are
designed around epicyclic stages with clutches to affect the step ratio changes plus an input torque converter to
smooth out the speed variations.
Transmission selection
Passenger vehicle transmissions can be broadly grouped into manual shift, automatic, and continuously variable.
Manual shift transmissions, MT, have predefined step ratios that vary in a geometric progression. Modern MTs
have an acceleration factor on the geometric ratio to realise smoother transitions and better drive quality. MTs
are virtually always spur gear on a main and counter shaft, or layshaft, design. Automatic transmissions are
designed around planetary gear sets for power on demand shifting.
Gear step selection
The step selection of manual transmission just means identifying the gear rations or the gear tooth number for
each gears used in the vehicle. There are vehicles with 4 gear system, 5 gear system, 6 gear system etc. according
to the requirement the gear tooth numbers or the gear steps are selected. Gear step selection can be done by
three methods:
1. Arithmetic progression
2. Geometric progression
3. Exponential method
Among them mostly geometric progression is used for step selection. The basic equation of GP is
Gn  G0 r n …… (4a)
where ‘n’ represents the nth term and ‘r’ represent the common ratio (r= Gn/Gn-1). If we are designing a vehicle
6 5
with 6 gear the r is selected as √6= 1.348. If the vehicle has only 5 gears the r = √5=1.379. The highest gear
ratio or the gear ratio at overdrive condition(G0) is selected from the maximum speed of the vehicle. This can
be explained using an example. Let a vehicle’s maximum speed is 150Km/hr (V)
 DN A
Then V 
60
where D is the diameter of the tyre and NA is the speed if the axil. From this equation the value of NA can be
60V
found out ie N A  . The maximum speed of the engine can be found out from the engine specification.
D
N
Now the value of G0 can be found out as G0  E . Now by using eqn (4a) the gear steps can be found out. In
NA
practical case when we use GP to find gear steps there will be a huge variation of speed from one gear to another
so the engine might not be able to catch up that speed thus the common ration is reduced to a smaller amount

DANY VARGHESE Module 5: Sizing of Drive system 4

by considering the acceleration factor ‘a’. This acceleration factor are selected differently by different
companies. So the equation (4a) can be modified as

Gn  G0 r n
a

…..(4.2)
By assuming a= 1.33 and G0=0.7 and r=1.23( r value
reduces when acceleration factor is considered). The
step of the gear predicted is shown in the table 4.2
The valu of x varies from 0 to (top gear value - 1) ie
if we are selecting 6 gear vehicle x = {0, 1, 2, 3, 4, 5}

Lecture 3: Sizing of electrical Machine for EVs and EHVs

An EM is at the core of HEV drivetrains.
The electric energy path of HEV consists of an
energy storage unit (such as batteries,
supercapacitors or fuel cells), a power
processing unit (such as DC-AC converters) and
an EM. In Figure 5 a schematic of hybrid
propulsion system is shown. Most EMs used in
HEV or EV drivetrains have speed limit of
12000 rpm due to following reasons:
 At very high rpm, the centrifugal force
acting on the rotor increases and it is Figure 5: Configuration of a hybrid drivetrain
possible that the rotor might fail
mechanically.
 The control algorithms of the EM involve determination of rotor position and this becomes very difficult
at high rotor rpm.
The performance of EM is measured by following quantities:
 Torque and Power Capability
 Constant Power Speed Ratio (CPSR)
Peak Torque and Power
The EM capability curves for torque and power
define the peak operating capability curve of the
HEV. The capability curve defines the operating
range of the hybrid ac drive system.
In Figure 6 a typical torque versus speed
characteristics of an EM is shown. There are
three curves shown in Figure 6 namely:
i. Continuous rating: The EM can be
operated with in its continuous rated
region. The ac drive can be operated
within its continuous rated region Figure 6: Torque versus speed curve of an EM
indefinitely provided:
(1) the motor thermal management system is operated at or below its cooling medium and maximum
inlet temperature conditions for the coolant used (air or liquid)

DANY VARGHESE Module 5: Sizing of Drive system 5

 (2) the power inverter thermal management system is within its maximum inlet temperature of
coolant (air or liquid)
(3) the power electronics electrical parameters are within nominal stress levels of 50% .
For example, the operating voltage of power switching devices should be at 50% of the device rated
breakdown voltage.
ii. Intermittent overload operation: The EM can operate in this regime for short duration (typically <30s).
Intermittent overload operation is permitted for short durations to contain low energy transients such as
responding to fast gear changes or clutch actuation intervals when theM/G may be called upon to furnish
additional torque and power.
iii. Peak overload operation: The EM can operate in this region for a very short duration (typically <1~2s).
Peak overload operation is within the capability of the electric machine but outside the capability of the
power electronics. At issue here is the need for the power electronics to sustain overcurrents at the peak
overdrive condition. Such requirements generally do not pan out because the electronics must still be
sized for the peak operating envelope.
From Figure 6 it can be seen that:
 The peak output is about 2.5 times the continuous or rated output
 The intermittent output is about 1.5 times the continuous or rated output
The various operating regions show in Figure 6 is:
 The region the flat torque region is known as the constant torque operating region. In this region the
dc-ac converter has sufficient voltage from the dc sources to inject required current into the EM
 When the machine speed increases and reaches a point, the induced emf in the stator winding increases
and the EM enters the constant power regime and flux weakening control is used.

Constant Power Speed Ratio (CPSR)

In Figure 7 the operation of EM in
different modes is shown. The description
of various operation modes is as follows:
 In the 1st quadrant the EM works as
a motor and its direction of rotation
is clockwise (CW).
 In the 2nd quadrant, the EM
operates as a generator and its
direction of counter clockwise
(CCW)
 In 3rd quadrant the EM operates as
motor and its direction of rotation is
CCW
 In the 4th quadrant the EM operates
as a generator and its direction of Figure 7: Torque versus speed curve of an EM for four
quadrants
rotation is CW
In Figure 7 the efficiency contours for the EM are also shown. A few observations from Figure 7 are:
 The motoring operation of the EM occurs for positive torque and positive speed (CCW)
 For negative torque and negative speed (CW) the motoring action takes place.
When the sign of either torque or speed are reversed the EM enters generating mode. With modern power
electronic converters the EM is capable of operating anywhere within the confines of the torque versus speed
envelope shown in Figure 7. The shift of EM’s operation from one quadrant to the other is generally very fast
but it depends on the previous and new operating points. For example:
DANY VARGHESE Module 5: Sizing of Drive system 6
 i. A transition from motoring at 2500 rpm and 100Nm of torque to generating at 2500 rpm and -100Nm
of torque can be achieved a simple change in sign in the controller. Since the EM’s transient
electrical time constant is much smaller than the mechanical system, the torque change is viewed as
occurring nearly instantaneously.
ii. The driver wishes to overtake some vehicle and at that instant the EM is operating in motoring mode
at 2500 rpm and producing a torque of 100Nm. After overtaking the driver slows to re-enter the
traffic. When the driver slows, the EM has to decelerate and it acts as a generator and produces -
100Nm of torque at a reduced speed, for example, of 15000 rpm. Initially the acceleration started
the EM was operating in the field weakening region and during deceleration the EM has to operate
in the constant torque region (Figure 7). Hence, the controller has to change its action from field
weakening to constant torque regime and this process is slower than simply changing torque at
constant speed. This changeover takes about 30ms to 100ms and is still much faster than the
mechanical system.
EM Sizing
The EM is physically sized by its torque specification. Since, EM torque is determined by the amount of flux
the iron can carry and the amount of current the conductors can carry, and can be expressed as
T = kABD2L
where k is proportionality constant, A is total ampere-turns per circumferential length [A/m], B is the Magnetic
flux density [T], D is the diameter of the rotor [m], L is the length of the EM [m]
The two fundamental sizing constraints on the EM are:
i. Electric loading
ii. Magnetic loading
The electric loading is determined by the current carrying capacity of copper conductor and it is limited by its
thermal dissipation. The bounds on the current density for copper is given by

The magnetic loading, also defined by B, for EM is usually about 0.8Tesla. The EM sizing using
equation T = kABD2L gives the first approximation of the size of EM. Once the initial size of the EM is obtained,
detailed analysis and modelling techniques such as Finite Element Methods can be used to obtain detailed
design. The EM design is also constrained by a mechanical limit known as the rotor burst condition. For this
constraint it is common to limit the EM rotor tangential velocity to less than 200m/s. At higher speeds the
following factors become major concern:
i. Critical speed flexing
ii. Rotor retention
iii. Rotor Eccentricity

Power Rating Design of the Engine/Generator in series hybrid EHV

In the design of the engine/generator, two driving conditions should be considered: driving for a long time
with constant speed, such as highway driving between cities, and driving with a frequent stop–go driving
pattern, such as driving in cities. With the former driving pattern (long time at a constant speed), the
engine/generator and drive train should not rely on the PPS (Peak power source- It is a power source which
supply power to the vehicle during sudden acceleration) to support the operation at a high speed of, for example,
130 km/h or 80 mph. The engine/generator should be able to produce sufficient power to support this speed.
For a frequent stop–go driving pattern, the engine/generator should produce sufficient power to maintain the
energy storage of the PPS at a certain level, so that enough power can be drawn to support vehicle acceleration.

DANY VARGHESE Module 5: Sizing of Drive system 7

At a constant speed and on a flat road, the power output from the power source (engine/generator and/or the
PPS) can be expressed as

….. (5)
where ηt and ηm are the efficiency of transmission and
traction motor, respectively. Figure 8 shows an example
of the load power (not including ηt and ηm curve vs.
vehicle speed) for a 1500 kg passenger car. It indicates
that the power demand at constant speed is much less
than that for acceleration (refer to Figure 8). In this
example, about 35 kW are needed at 130 km/h of
constant speed driving.
When the vehicle is driving in a stop-and-go pattern Figure 8: Load power of a 1500 kg passenger car
in urban areas, the power that the engine/generator at constant speed
produces should be equal to or slightly greater than the
average load power in order to maintain balanced PPS energy storage. The average load power can be expressed
as

……… (6)
where δ is the vehicle mass factor (refer to Chapter 4) and dV/dt is the acceleration of the vehicle. The first term
in equation (6) is the average power that is consumed to overcome the tire rolling resistance and aerodynamic
drag. The second term is the average power consumed in acceleration and deceleration. When the vehicle has
the ability to recover all of the kinetic energy of the vehicle, the average power consumed in acceleration and
deceleration is zero. Otherwise, it will be greater than zero, as shown in Figure 9.

Figure 9: Average power consumed in acceleration and deceleration with full, partial, and zero regenerative
braking

In the design of an engine/generator system, the power capability should be greater than, or at least not less
than, the power that is needed to support the vehicle driving at a constant speed (highway driving) and it should
e greater or at average power when driving in urban areas so that the power in PPS can be balanced.

Lecture 4: Sizing of Power electronics

All of the electrical power directed to the hybrid propulsion M/G must pass through the power electronics.
It has been said that control electronics uses power to process information and that power electronics uses

DANY VARGHESE Module 5: Sizing of Drive system 8

information to process power. In this section we describe how power electronics is sized to match the electric
machine to the vehicle energy storage system, via information processed by the control electronics.
Figure 8 is a schematic for the hybrid propulsion system ac drive system consisting of on board energy
storage, power processing according to control algorithms, and traction actuation via the M/G and vehicle
driveline.

Figure 8 Schematic of hybrid ac drive system

The essentials of ac drive system

operation are that power from a dc source
such as a fuel cell, battery or ultra-
capacitor is converted to variable voltage,
variable frequency ac power at the M/G
terminals, Vφ and Iφ. The M/G then
converts this electrical power to
mechanical power in the form of torque
and speed at the transmission input shaft,
T and ω. The power electronics is an
electrical matching element in much the
same manner that a gearbox processes
mechanical power to match the engine to
the road load requirements. The power
inverter matches the dc source to the
mechanical system regardless of torque
or speed level, provided these quantities
are within its capability
The power processing capability of
power inverters is directly related to the
dc input voltage available. Higher
voltage means more throughput power
for the same gauge wiring. The
throughput power versus the voltage is Figure 9 (a) Power throughput capability versus voltage
shown in Figure 9. From Figure 9a it can (b) Power throughput capability versus required cable sizes
be seen that as automotive voltages move
towards 42V, the sustainable power level will approach 10kW. For hybrid propulsion the Figure 9a shows that
voltages in excess of 150V are advisable. With recent advances in power electronic switches it is possible to
DANY VARGHESE Module 5: Sizing of Drive system 9
move to voltage beyond 300V. The figure 9b shows that most of the hybrid propulsion systems such as Toyota
Hybrid System, Honda IMA, etc. are
clustered along the 100A trend line.
Switch technology selection
Power electronic switching components are
classified by process technology as
originating from two layer, three layer or
four layer designs. The semiconductor
diode, for example, is a two layer planar
device consisting of p-type and n-type doped
silicon formed by a diffusion process. Two Figure 10 VA versus frequency capability of power
layer devices have a single p-n junction. semiconductors

Three layer planar devices include all the transistors in use today and have two junctions. Current control is
realized at the low voltage junction at which carriers are injected into the device and output at a second junction
at which the injected carriers are collected.
The second junction is at higher voltage, thus there occurs a vast difference in voltage levels between the
injecting and collecting junctions. So for a given amount of current, high power amplification occurs.
Four layer, three junction, devices are categorized as thyristors. In thyristors there are two junctions from
which carriers are injected into it, and a single high voltage collector junction. The volt-amp capability of
available power semiconductor switching devices in contrast with their power handling capability with
switching frequency capability is summarized in Figure 10. Device terminology is explained in Table below

DANY VARGHESE Module 5: Sizing of Drive system 10

 Virtually all power electronics inverters for hybrid propulsion use IGBT device technology. Power
semiconductor device used in drives has voltage withstanding capability from 2kV to 6.5kV and current
magnitudes from 3kA to 4.5kA. Thyristors have the highest kVA rating but are generally slow switching. The
gate turn off thyristor (GTO) is capable of handling 3kA at 4.5kV but can switch at only 700Hz. The IGBTs
have made enormous progress in both the voltage and current ratings, with some IGBTs being capable of
handling 6.5kV and 3.5kA and have switching frequency up to 100kHz.

DANY VARGHESE Module 5: Sizing of Drive system 11

Vehicle Communication protocols : Communication Protocols - CAN, LIN, FLEXRAY (Basics only)- Power
line communication (PLC) in EV Need & requirements - Functions of Control Pilot (CP) and Proximity Pilot
(PP) pins, (2 hrs)

1.What Is Automotive Control Network Protocols

• The concept of remote load switching using a multiplexed communications bus has been
evolving for several years as a promising approach to significantly reduce the wiring harness
complexity.

• Although multiplexed networks are already beginning to appear in production vehicles, wide
implementation of this approach has been hindered by the high cost of the smart
semiconductor switches that are crucial to performing the load switching functions.

• The power bus is distributed around the vehicle, and the electrical loads are connected directly
to this bus at the load points. Smart switches are used to control load switching.

• Load switches and smart switches are integrated in-load control modules

• A code is sent on the control bus to switch a particular load on or off.

• The interface circuit in the desired load control module responds to this code and controls the
switch to turn the load on or off as commanded.

• A code is sent by the load control module to the central control unit of the vehicle to indicate
the action that takes place at the load.

• In the U.S. the Society of Automotive Engineers (SAE) has published a series ofdocuments
describing recommended practices for vehicle networking.

• The SAE has also formally classified vehicle networks based on their bit transfer rates [4] [5].

2. classify the automotive networks based on its speed

Table 1.2 illustrates the SAE classification categories.

EXPLAIN CONTROLLER AREA NETWORK (CAN)

• The CAN is the most used bus in Europe. It was developed by Robert Bosch in 1987 as a class C
vehicle inner controller.

• The world’s main semiconductor companies have integrated CAN controllers in their
microprocessors and microcontrollers.

• There are twobasic versions: CAN 1.0 and CAN 2.0. Both present a two-wire communication
system.

• CAN has a great flexibility, allowing the inclusion of a new node very easily, only affecting the
lower priority nodes.

• There is a wide range of automotive networks reflecting

defined functional and economic aspects.

• High-bandwidth networks are used for vehicle multimedia

applications, where cost is not excessively critical.

• When data must be exchanged at a much faster rate, as is the case with the power-train
control, class B or C bus systems must be used.

• Comfort electronics, systems such as power windows, and some instrumentation modules
require only modest response time, which only just surpass human perception time.

2.EXPLAIN THE BASIC BLOCK DIAGRAM OF CAN IMPLEMENTATION

• Bus efficiency depends on its own communication charge, so it is recommended not to
overcome 70% in order to avoid the bus saturation.

• Bus speed varies between 10 kbit/s and 100 kbit/s in simple operations of control and
connection related with comfort.

• Between 100 kbit/s and 1 Mbit/s the bus is devoted to critical real-time functions, such as
engine management, antilock brakes, and cruise control.

• CAN is a robust bus with good features as a general control bus. However, it is not
recommended for more specialized functions such as the x-by wire
explain the various can protocol

BYTEFLIGHT

• Byteflight is a flexible time-division multiple-access (TDMA) protocol for safety-related

applications developed by BMW, ELMOS, Infineon, Motorola, and Tyco EC.

• It reserves a fixed cycle time for the synchronous transmissions (the first 250 μs), and the rest of
the time is for the asynchronous transmissions.

It has a high-speed data transfer rate, but because the protocol is not fault-tolerant it is not
recommended for critical functions

TIME TRIGGERED PROTOCOL (TTP/C)

• TTP uses the TDMA and is designed for real-time fault-tolerant distributed systems.

• The bus presents a cyclic behavior, and access is determined with a table that each bus node
possesses.

• A maximum of 64 nodes is allowed and it can achieve transference rates up to 25 Mbit/s.

• One of its drawbacks appears in those systems that have not planned their expansion;

• when a new node has to be included, the rest must be updated. Moreover, the bus speed is
fixed by the speed of the slowest microcontroller of the system.

• These disadvantages are probably the reasons why this bus is not often used
Draw the suitable diagram implementation of can in to in to electric vehicle
 Write the Disadvantages Advantages of CAN protocol:

• CAN is used in different electrical environments which offers noise free transmission.

• In CAN any node on the bus can initiate the communication and any node can respond.
Therefore, failure of one device/node will not lead to the failure of the entire system.

• CAN protocol offers strong error checking mechanisms.

• Disadvantages of CAN protocol:

• CAN bus is more expensive than that of LIN

• Implementing CAN is bit complex than that of LIN due to increased number of nodes.

Explain the LIN protocol with suitable diagram

•
LIN stands for Local Interconnect Network;

• it is a serial communication and low-cost protocol for various low speed and non-critical
electronic applications in an automobile.

• It is a master-slave type of communication based on polling strategy (like UART) and it is half-
duplex or one way communication at a given time.

• There are 1 Master and up to 15 slaves on a LIN bus. The communication between Master and
Slaves happens through a fixed frame structure initiated by the master always.

• The slave/(s) respond to the header accordingly.

List the Disadvantages Advantages of LIN protocol

• As LIN is single wire-based interface, it reduces the cost and the complexity of implementation.

• LIN is self-synchronized and therefore no need of external oscillators.

• LIN is the best and the most suited alternative to the CAN for applications that do not need high
bandwidth and that are of low speed.

• Disadvantages of LIN protocol:

• Since LIN is low speed, it is not considered for safety and other important applications.

• The communication is always initiated by the master and therefore when the master device fails
then the whole bus gets failed.

• There are no strong error checking mechanisms in LIN.

Draw the Basic structure of lin with can

• List the LIN bus applications

Today, LIN bus is a de facto standard in practically all modern vehicles - with examples
of automotive use cases below:
 • Steering wheel: Cruise control, wiper, climate control, radio

• Comfort: Sensors for temperature, sun roof, light, humidity

• Powertrain: Sensors for position, speed, pressure

• Engine: Small motors, cooling fan motors

• Air condition: Motors, control panel (AC is often complex)

• Door: Side mirrors, windows, seat control, locks

• Seats: Position motors, pressure sensors

• Other: Window wipers, rain sensors, headlights, airflow

How does LIN bus work?

• LIN communication at its core is relatively simple:

• A master node loops through each of the slave nodes, sending a request for information - and
each slave responds with data when polled. The data bytes contain LIN bus signals (in raw form).

What is FlexRay Protocol:

• FlexRay is a fault-tolerant, deterministic, and high-speed automotive networking serial

communication protocol.

• The fundamental idea of designing the FlexRay protocol was to meet the high-speed
requirements of various applications in an automobile.

• Even in this protocol, there are multiple nodes trying to communicate and there is no master
slave concept present. Each node is given a specific time during which the communication
happens.
 • A fixed frame structure is used to communicate between the nodes.

List the Disadvantages Advantages of FlexRay

• Advantages of FlexRay:

• FlexRay is deterministic, fault-tolerant, and high-speed protocol than that of CAN protocol and
therefore FlexRay is mostly used in safety critical applications.

• Since FlexRay is a synchronous protocol, it synchronizes its nodes without external synchronous
clock.

• The star topology of the FlexRay reduces the exposed wire for the segment which in turn
decreases the noise.

• It has better error checking mechanism compared to LIN and CAN.

• Disadvantages of FlexRay:

• It is expensive compared to LIN and CAN protocols.

• It is bit complex to implement

• It has lower operating voltages

Draw the Structure of FlexRay Network:

• FlexRay uses
unshielded twisted pair cables to
connect nodes.

• These have a cabling impedance of

about 80-110 ohms that require
 termination at the end nodes. Just like CAN, resistors are connected between the pair of signal
wires to achieve this.

•
Differential signaling on each pair of cables reduces the effects of external noise on the
network without expensive shielding.

• It supports single and dual-channel configurations, which consist of one or two pairs of wires,
respectively

Explain the various FlexRay network Topologies:

• One of the significant advantages of FlexRay is that it can be laid inside the vehicle according to
the vehicle's layout.

• It offers topologies similar to Ethernet, such as Bus (multi-drop passive), Star (active)
connections or the connection of these two topologies termed as Hybrid topology of FlexRay
networks.

• This helps the designer to increase performance, reliability and optimize cost for a given vehicle
system design.
Compare various communication protocol for EV and EHV with its data transfers
What is the function of Proximity Pilot

• Proximity Pilot (PP) serves as a charge cable detection and current limitation.

• The Proximity Pilot is implemented differently in Type 1 and Type 2 plugs.

• For Type 1 plugs only, the Proximity Pilot also takes care of mechanical locking and sparkleless
disconnections.

• The Type 1 and Type 2 connectors have 2 common communication pins: the Control Pilot (CP)
and the Proximity Pilot (PP).

• The Proximity Pilot (PP) checks if the vehicle connector is connected properly to the vehicle
inlet. If the connection is not properly established, the Proximity Pilot will detect it, and the
entire process will be disabled for safety

How the charging cable detection is achived

• It is important for the EV to ‘know’ that the EV is connected to an EV

Charger. While with fuel cars it occasionally happens that people drive away with the hose still
inserted, with electric charging the likeliness of this happening is much bigger as one will not be
waiting next to the car for the charging to finish.

• The Proximity Pilot in the plug serves this purpose by creating a circuit via a resistor to the PE
pin. Thus by applying a voltage to Proximity Pin, it will detect a current flow (or voltage drop)
when a plug is connected as this will create an electric circuit.

• The value of the resistor differs in the Type 1 and the Type 2 plug. In the Type 1 plug it is 150
Ohm. In the Type 2 plug it can have different values. The most common two are 680 Ohm and
220 Ohm although the standard does define 1500 Ohm and 100 Ohm too.

How the Sparkeless Disconnect (Type 1 only) achieved ?

• The Type 1 plug has a button with a mechanical button and lever which hooks into the socket of
the car. The position of the lever is monitored with a (micro)switch. The plug can only be
 disconnected from the car if the button is pressed and thus activating the switch. This will cause
the proximity pilot resistor to change from 150 Ohm to 500 ohm.

• With this, the EV will detect the attempt to disconnect the charge cable and will stop the
charging process immediately. As the contacts will not carry current anymore, there are no
sparks. It is safe and the contacts will last longer.

Explain control pilot (CP

The second special pin is the control pilot (CP), and it is used for controlling the charging current. The
control pilot continuously sends a pulse width modulated or PWM signal to the car. In this way, it tells
the car the maximum current that can be drawn from the charging station, I max. The car then can draw
the desired current I ac, as long as this value is smaller than the maximum current I max

• There are two signal contacts inthecharging plugs for electric vehicles according to IEC 62196-
2; the Control Pilot( CP) and the Proximity Pilot( PP). The signal contacts detect whether
an electric vehicle is connected.

• The charging process is then controlled. Via the CP line, the charging station informs the
electric vehicle about the maximum charging current.

• A square-wave signal with a frequency of 1 kHz and a voltage of +/-12 V is applied to the CP line.
Depending on the battery status, this voltage is dissipated on the vehicle side via a larger or
smaller resistor to the protective earth conductor.

• The pulse width of the square wave signal indicates the current that can be drawn. At a pulse
width of 50 %, the maximum charging current is 30 A, at 27 % 16 A and at 16 % pulse width 10 A.
If the charging plug is connected to the electric vehicle, then the electric car measures the pulse
duration and thereby learns how much charging current is available.

• As for the resistance value of the leakage resistor, the highest resistance value is 2.7 kilo-ohms,
indicating that a vehicle is connected. If charging is required, then this is indicated by a lower
resistance value. With a resistance value of 1.5 kilo-ohms, a charging current of 13 A is available,
with 680 ohms one of 20 A, with 220 ohms it is 32 A and with 100 ohms 63 A.
draw the connection between evs to ev with suitable diagram

Explain about Powerline Communication in Electric Vehicles

• Power-line communication (also known as power-line carrier or PLC) carries

data on a conductor that is also used simultaneously for AC electric power
transmission or electric power distribution to consumers.

• PLC is one of the technologies used for automatic meter reading. Both one-way
and two-way systems have been successfully used for decades. Interest in this
application has grown substantially in recent history
 • EVSE-PLC is a PLC(Power Line Communication) based modem for communication between EV
and EVSE. It is suitable for DC charge, and supports conversion of CAN, RS232/485
communication protocol to ISO/IEC 15118 and DIN 70121 standards. It can be installed inside
CCS 2 DC chargers or new energy electric vehicles to realize intelligent interconnection between
EV and EVSE.

It is the communication interface between the Electric Vehicle Supply Equipment (EVSE) and the Electric
Vehicle Central Control Unit (vehicle charging functions

• At present th communication in cars is mostly implemented through dedicated wired solutions:

excluding the infotainment

• subsystem, there are currently three common buses, namely

• LIN, CAN and FlexRay. LIN provides time triggered communication at speeds of 20 kbps, and it is
meant for inexpensive communication without reliability or timeliness

• requirements. CAN provides event triggered communication at

• speeds of up to 1 Mbps, providing good levels of reliability and

• timeliness. FlexRay provides time-triggered communication atspeeds up to 10 Mbps (x2

channels) and it is meant for safetycritical systems and as a backbone to interconnect different

• segments

• draw the block diagram of Powerline Communication in Electric Vehicles

• Power Line Communication technology (PLC) on the other hand aims at exploiting the power
supply line to send/receive information without using separate dedicated wires; nowadays it
is mostly adopted for power utilities communication and remote control, automatic remote
meter reading, and home and
 • building automation. Savings in cable deployment that, within a modern reliable car, can
reach up to 2 km length, with many interface nodes, seems to be a reason significant enough
to propose this solution to be adopted even in the automotive domain. The electric vehicle
deserve still more attention on this regard, because energy efficient policy requirements,
inherent in the electric vehicle design philosophy, can better be attained through a careful
coordination of data exchange among the main car sections: substantial saving can be
expected from an

optimal energy exploitation from the battery (or fuel cell) source to both propulsion and
service destination

END