Electric Vehicles and Battery Technology

(EEE1005)

By
Dr. D.P Somashekar
Assistant Professor – Senior Scale
Department of Electrical & Electronics Engineering
Presidency University, Bengaluru
 MODULE-1
Electric Vehicles
 Course Objectives

The objective of the course is to familiarize the learners

with the concepts of Electric Vehicles & Battery
Technology and attain Entrepreneurial Skills through
Problem Solving methodologies.
 Course Outcomes
At the end of the course the student will be able to:
1. Explain the working of Electric Vehicles and recent
trends.
2. Explain the working of Hybrid Electric Vehicles and
recent trends.
3. Describe about the battery characteristic and
parameters.
4. Summarize the importance of battery management
system.
 Syllabus
Module - 1: Electric Vehicles : 12 Sessions

• History of Electric Vehicles

• Configuration of Electric Vehicles
• Performance of Electric Vehicles
• Tractive Effort and Transmission Requirement
• Vehicle Performance
• Tractive Effort in Normal Driving
• Energy Consumption
 History of Electric Vehicles (EV)
In the year 1900,

▪ 4200 automobiles were sold

▪ 40% were steam powered

▪ 38% were electric powered

▪ 22% were gasoline powered

 Introduction
• Electric vehicles (EVs) use an electric motor for
traction, and chemical batteries, fuel cells, ultra
capacitors, and/or flywheels for their
corresponding energy sources.
 Introduction
• The electric vehicle has many advantages over the
Conventional Internal Combustion Engine Vehicle (ICEV), such

as absence of emissions, high efficiency, independence from

petroleum, and quiet & smooth operation.

• This module will focus on the methodology of power train

design and will investigate the key components including
traction motor and energy storages.
 History of Electric vehicles (EV)
• However, the invention of the starter motor, improvements in

mass production technology of gas powered vehicles, and

inconvenience in battery charging led to the disappearance of

the EV in the early 1900s.

• However, environmental issues and the unpleasant

dependence on oil led to the resurgence of interest in EVs in

the 1960s.
 Configurations of Electric Vehicles
• EV – converted from IC
 Design
Drawbacks such as its
• Heavy weight.
• Lower flexibility.
• Performance degradation have caused the use of this
type of EV to fade out.
• In its place, the modern EV is built.
• based on original body and frame designs.
• This satisfies the structure requirements unique to EVs
and makes use of the greater flexibility of electric
propulsion.
Conceptual Illustration of General EV Configuration
Conceptual Illustration of General EV configuration

The drive train consists of three major subsystems:

1. Electric Motor Propulsion Subsystems
2. Energy Source Subsystems
3. Auxiliary Subsystems
Conceptual Illustration of General EV configuration
• Most EV batteries as well as ultra capacitors and
flywheels readily possess the ability to accept
regenerated energy.
• The energy management unit cooperates with the
vehicle controller to control the regenerative braking
and its energy recovery.
• It also works with the energy refuelling unit to control
the refuelling unit, and to monitor the usability of the
energy source.
Conceptual Illustration of General EV configuration

• The auxiliary power supply provides the

necessary power at different voltage levels for
all the EV auxiliaries, especially the climate
control and power steering units.
 EV Configuration

• There are a variety of possible EV configurations

due to the variations in electric propulsion
characteristics and energy sources, as shown in
Figure.
Possible EV configurations
 Possible EV configurations
• Figure A shows the configuration of the first alternative, in
which 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 and gearbox may be replaced by automatic
transmission.
 Possible EV configurations
• 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 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, but also
simplifies the drive train control because gear
shifting is not needed.
 Fig. C
• Similar to the drive train in Fig. (b),
• 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.
 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.
 Fig. E
• In order to further simplify the drive train, the traction
motor can be placed inside a wheel.
• This arrangement is the so-called in wheel drive.
• A thin planetary gear set may be used 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.
 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 Electric Vehicles
• A vehicle’s driving performance is usually
evaluated by its
– Acceleration time
– Maximum speed
– Gradeability
• The design of all these parameters depends
mostly on the speed–power (torque)
characteristics of the traction motor,
 Traction Motor Characteristics
• Variable-speed electric motor drives usually have the
characteristics shown
• At the low-speed region the motor has a constant
torque.
• This characteristic is usually represented by a speed
ratio x, defined as the ratio of its maximum speed to its
base speed.
• In low-speed operations, voltage supply to the motor
increases with the increase of the speed through the
electronic converter while the flux is kept constant.
Typical variable-speed electric motor
characteristics
Speed–torque profile of a 60 kW electric motor
with x = 2, 4, and 6
In long constant power region,
• The maximum torque of the motor can be
significantly increased, and
• Hence vehicle acceleration and gradeability
performance can be improved and the
transmission can be simplified.
 Tractive Effort and Transmission Requirement
• The tractive effort developed by a traction motor on
driven wheels and the vehicle speed are expressed as

• Where Tm and Nm are the motor torque output 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 drive wheels.
 Vehicle Performance
Basic vehicle performance includes
– Maximum cruising speed,
– Gradeability,
– Acceleration.
• The maximum speed of a vehicle can be easily found
by the intersection point of the Tractive effort curve
with the resistance curve (rolling resistance plus
aerodynamic drag) in the tractive effort v/s vehicle
speed diagram shown in Figures.
Tractive effort vs. vehicle speed with a traction motor of x
= 2 and three-gear transmission
 Maximum Gradability
• The maximum grade that a vehicle will be able
to overcome Maximum force available from the
propulsion unit.
• And it is an important design criterion as well as
performance measure.
• The vehicle is expected to move forward very
slowly when climbing a steep slope.
 Maximum Gradability
Following assumptions for maximum gradability
1. The vehicle moves very slowly .
2. FAD and Froll are negligible.
3. The vehicle is not accelerating, i.e., dv/dt=0.
4. FTR is the maximum tractive force delivered by a
motor (or motors) at near zero speed.
(a) Force diagram to determine maximum gradability.
(b) Tractive force and mg with respect to the grade
At near stall (steady) conditions, under the
above assumptions
 Velocity and Acceleration
The energy required from the propulsion unit
depends on
▪ Desired acceleration.
▪ Road load force that the vehicle has to
overcome.
▪ Maximum acceleration is limited by the
maximum tractive power available and the
roadway condition at the time of vehicle
operation.
▪ Road load is unknown in real world roadway.
 Velocity and Acceleration
Significant insight about the vehicle velocity profile
and energy requirement - studies of assumed
scenarios;
▪ Vehicles are typically designed with a certain
objective, such as Maximum acceleration on a given
roadway slope in a typical weather condition.
▪ Discussed in the following are two simplified
scenarios that will set the stage for designing EVs and
HEVs.
a) Constant FTR, level road
b) Non-constant FTR, general acceleration
 Constant FTR, Level Road

In this case,
• We will assume a level road condition, where
the propulsion unit for an EV exerts a constant
tractive force.
ß(s) =0
• Assume that, the EV is initially at rest, which
implies v(0)=0. The free body diagram at t = 0
 Constant FTR, Level Road

• Forces acting on the vehicle on a level road.

(a) Free body diagram t = 0.
(b) Forces on the vehicle at t > 0.
• Equations refer textbook.
Tractive effort vs. vehicle speed with a traction motor of
x=4 and two-gear transmission
 Tractive Effort in Normal Driving
• The vehicle performance described
capabilities with respect to speed,
gradeability, and acceleration, thus dictating
the power capacity of the power train.
• In normal driving conditions these maximum
capabilities are rarely used.
 Tractive Effort in Normal Driving
• During most of the operation time, the power train
operates with partial load.
• Actual tractive effort (power) and vehicle speed vary
widely with operating conditions, such as acceleration or
deceleration, uphill or downhill motion, etc.
• These variations are associated with the traffic
environment as well as the type of vehicles.
 Tractive Effort in Normal Driving
• City and highway traffic conditions vary greatly, as do
the different missions of the vehicles, such as a
universal passenger car and vehicles with regular
operation routes and schedules.
• Some representative drive cycles (driving schedules)
have been developed to emulate typical traffic
environments.
• These drive cycles are represented by the vehicle
speeds vs. the operating time while driving on a flat
road.
 Energy Consumption
• In transportation, the unit of energy is usually
kilowatt-hour (kWh) rather than joule or kilojoule (J
or kJ).
• The energy consumption per unit distance in kWh/km
is generally used to evaluate the vehicle energy
consumption.
• For ICE vehicles the commonly used unit is a physical
unit of fuel volume per unit distance, such as litres per
100 km (l/100 km).
 Energy Consumption
• The battery energy capacity is usually measured in
kWh and the driving range per battery charge can be
easily calculated.
• Similar to ICE vehicles, l/100 km (for liquid fuels) or
kg/100 km (for gas fuels, such as hydrogen) or mpg,
or miles per kilogram is a more suitable unit of
measurement for vehicles that use gaseous fuels.
Top-level Perspective of an EV system
 THANK YOU

10-Feb-25 47