Design, Analysis, Simulation, Implementation and Testing of 4WD Electric

Powertrain of the Electric – Baja All-Terrain Vehicle (E-ATV)

1
Dr. Vadivel A, 2*Subramani N, 3Aadithya N, 4Ahamed Irzaath N, 5Perumalraj V, 6Sri ram P, 7Gowtham A
1Professor, Department of Mechanical Engineering, Sri Ramakrishna Engineering College, Coimbatore, Tamil Nadu, India.
2,7 Undergraduate students, Department of Electrical and Electronics Engineering, Sri Ramakrishna Engineering College,
3,4,5,6 Undergraduate students, Department of Mechanical Engineering, Sri Ramakrishna Engineering College,

Coimbatore, Tamil Nadu, India.

*Corresponding Author Mail ID: [email protected]

Abstract 2. Components of E – Powertrain

This paper discusses about the complete electric powertrain of the • Battery pack
electric ATV (All-Terrain Vehicle) that is built by an SAE collegiate • DC – DC Converter
team. The powertrain has two subgroups namely mechanical • Electric motor
powertrain and electrical powertrain. Electrical powertrain focuses • Motor controller
on selection of Battery, Motor, Motor controller, DC-DC converter • Battery management system
and designing of Dashboard indicators, Main Controlling circuits, • Control panel
electrical safety systems like Accumulator Isolation Relays, • GLV ancillary systems (lightings, alarms)
protection fuses, Miniature Circuit Brakers (MCB) and HV cut-off
switch. This paper aims to discuss all about Electric powertrain. 3. Mathematical modelling
Keywords - Powertrain, Motor, Battery pack, Control circuit, The powertrain department starts designing with Mathematical
modelling. Basic achievable parameters like Acceleration,
BMS, Charging, Insulation, HV, GLV, DFMEA, DVP.
gradeability angle, mass of the vehicle, etc. are predetermined and
consecutive calculations like acceleration, max. tractive effort, Gear
Introduction ratios, gear profile are calculated [10]. The High Voltage (HV)
The team Phoenix Racing was started in the year 2012. It designs, components like motor, battery pack are selected based on the
fabricates, manufactures, analyses, tests an electric All-Terrain powertrain calculations.
vehicle. The team participates with the vehicle, in various ATV
racing events like E Baja conducted by SAE India, MegaATV, 3.1 Total Tractive Effort
FMAE BAJA. The team comprises of 4 main sub-wings namely Gross mass of the vehicle = 310 Kg
Powertrain, Suspension & Steering, Roll cage Brakes & Unsprung.
The team starts its work by holding objectives. Gross weight = 3,041 N

The team collaborates with all the sub-wings and designs the buggy Tire static radius = 279.4 mm
with some objectives. The prime objective to be achieved by
powertrain department is improved traction and control by Assuming transmission system efficiency as 0.71,
implementing 4WD (4-wheel Drivetrain). Improved traction is
Frontal area = Maximum width * Maximum height = 1.6 m2
attained by the construction of powertrain [4]. The 4WD vehicle has
the capability of splitting equal torque to all wheels [3]. The Co-efficient of friction:
Performance targets set are improved Acceleration, Better
Gradeability, Maximum speed, efficient Torque. The design of For concrete = 1
components and selection of OEM products starts with powertrain
calculations. The components are selected based on their For Dry sand = 0.65
performance, safety, standards, cost and ease of availability. The
electrical components and system are fitted as per rulebook Co-efficient of rolling resistance:
guidelines. Prime consideration is given to safety. For concrete = 0.014
The sub-system is developed with DVP and D/P FMEA plans and For dry sand = 0.05
all the components and system were verified using software as well
as real world testing. The developed powertrain architecture is Rolling resistance = Gross weight * Co-efficient of rolling resistance
integrated and the complete vehicle is tested. Various problems were (Dry sand)
identified during fabrication and testing phase and were solved using
best and correct solutions. The developed vehicle has also = 3,041 * 0.05 = 152.05 N
participated in BAJA SAE India 2023 event and got remarkable
Aerodynamic resistance = (1/2) * Air density * (velocity)2 * Frontal
positions.
area * Aerodynamic drag co-efficient

= (1/2) * 1.12 * (16.66)2 * (1.6) * (0.44) = 13.136 N

Grade resistance = Gross weight * sin α

= 3041 * sin (26.56) = 1359.7 N

Total Tractive effort = Rolling Resistance + Aerodynamic resistance 4. Electric Powertrain architecture
+ Grade Resistance
The electric powertrain architecture is derived from the complete
= 152.05 N + 13.136 N + 1359.7 N = 1524.85 N powertrain architecture. Various components are interconnected in
a sequential manner in order to make complete drivetrain. The
Considering efficiency, (Pout / Pin),
following flowchart explains that in a better way.
ηtrans = ηCVT + ηGearbox + ηPropeller shaft + ηDifferential + ηDrive shaft

➔ V = 8 km / hr. @ 50 % gradeability Transmission Unit data

Net Transmission Ratio Max Min

Max Tractive effort at 50% gradeability = Tm
33.15 7.65
= Co-efficient of friction of dry sand * Gross weight of the vehicle CVT Model Gaged Gx9
* cos α

= 0.65 * 3041 N * cos (26.56) = 1768.047 N. CVT Ratio Low High

Max Tractive effort at 50% gradeability is less than the Tm.

3.9: 1 0.9: 1
Hence, No Slip occurs. Engagement Speed 900 rpm

Torque produced at wheels = T.T.E. * Tire static radius (in meter) Shift Speed 3800 rpm

= 1524.85 N * 0.2695 m = 410.947 N.

Gearbox 2 Stage Red

3.2 Acceleration Gearbox Ratio 8:1

Drive Shaft Tripod Joint

A car's ability to accelerate swiftly from a stop or the time it takes to
do so is also referred to in the context of vehicles. Low gear is always
Half Shaft Material AISI 1050
used for acceleration and negotiating hills since the loss of speed is
greater there and the pulling force at the wheels is largest. The
Torque required is assumed as 600 Nm. OD 19 mm

Tm = T (design torque) / r (tire static radius) = 600/0.2794

Plunge length 40 mm
= 2147.45 N Articulation Angle 32 degrees

Where, Tm = Max. tractive effort for design torque Radius of Gyration 0.2 m

Traction force = Tm – Total Tractive Effort (T.T.E)

Table.1.Powertrain components and system parameters specifications
= 2147.45 N – 1524.85 N = 622.6 N

Acceleration, a = Friction force / Mass of the vehicle

= 2.008 m / s2.

Thus, the powertrain calculations are done and final points are
summarized as shown in below table in order to pursue OEM main
powertrain components.

3.3 Machine and selection

Energy required for 1 second = T.T.E. * v = 3000 Watts (W)

W.K.T. Motor rated power, P = 5 kW = 5000 W

Thus, the machine with about 5 kW is selected as the electric motor

for the vehicle.

3.4 Battery pack selection

Since the battery voltage and capacity should not exceed above 60
V and 120 Ah, the battery pack is selected according to that. The
pack is also IEC 60529 IP67 standard satisfying as per the rulebook.
(C.3.1)

Fig.1. Flowchart of power flow of the E – Powertrain

 6. High Voltage Tractive system
It deals with High Voltage system components namely HV Battery
and Electric Motor. The tractive system of the vehicle is defined as
every part that is electrically connected to the motor(s) and tractive
system Accumulator(s). The Voltage between any two terminals of
the tractive system in the vehicle shall not exceed 60V DC in any
condition. All components in the tractive system must be rated for
the maximum tractive system voltage. The tractive system
Accumulator(s) is defined as all the battery cells that store the
electrical energy to be used by the tractive system along with the
corresponding contactor, fuse, and battery management
systems/solutions.

The tractive system motor(s) must be connected to the

Accumulator(s) through a motor controller (Traction Controller).
Bypassing the control system and connecting the tractive batteries
Fig.2. Power flow and position of Electrical powertrain in the flow directly to the motor(s) is strictly prohibited. [1].

5. Components of E – Powertrain 7. Battery Pack

The energy required to power the vehicle is stored in the battery
• Battery pack
pack, which is made up of many cells. Direct current output is
• DC – DC Converter
• Electric motor provided by a battery pack. The bulk of portable consumer devices
• Motor controller currently employ lithium-ion batteries due to their high energy
• Battery management system density per mass compared to other electrical energy storage
• Main control unit solutions. They also work well at high temperatures, have a high
• GLV ancillary systems (lightings, alarms) power-to-weight ratio, are highly energy-efficient, and discharge
themselves slowly. The battery pack is bought as OEM from Eifer
Megacorp. It is of NMC chemistry type and has 48 V 120 Ah
capacity.

Accumulator
Accumulator series Configuration 13
Accumulator Parallel Configuration 24
Maximum Voltage (V) 54.6
Nominal Voltage (V) 46.8
Cutoff Voltage (V) 35.75
Nominal Capacity (Ah) 120
Approximate Weight (kg) 40
Dimensional (Length x Width x Height in mm) 428*428*178
Max Continuous Discharge Current (A) 180
Max Instantaneous Discharge Current (A) 200
Charge Voltage (V) 54.6
Operating Temperature range (°C) (-20) -(55)
Fig.3. Schematic of current year’s electric powertrain architecture drawn in
Battery Cooling Type Nature
proteus
Cooling
IP Rating 67
Vendor details Eifer
Megacorp Pvt
Ltd
Charger 48 V 30 A
Configuration 13 s 24 p

Table.2. Accumulator configurations

Fig.4. New modified circuit diagram which is yet to build next year drawn
in EasyEDA
 Fig.8. a. Battery mounting “L” brackets load analysis

Fig.5. Accumulator pictures and Specifications

Every time, for designing and fabrication of the roll cage (Chassis),
a battery pack prototype is made using cardboard in order to check
the clearance as per rulebook. The roll cage to accumulator clearance
is considered for swapping process and designed according to that
[1].

Fig.6. Battery prototype Fig.8. b. Roll over impact analysis

7.1 Mounting of battery pack

Fig.8. c. Cabin force impact analysis

Fig.7. Position of battery pack on roll cage

The battery pack is mount on the area above the S-R plane such
that path of battery removal during battery swapping should be Fig.8. d. Rear Motor impact analysis
easier and accessible both in horizontal and vertical direction of
movement.
The Battery and Electrical component mounting members are 7.2 Battery Management System (BMS)
analyzed with a significant load impact to test their rigidity and
safety such that the electricals re safely mounted. The Daly BMS is fixed as OEM and is fitted inside the battery pack
enclosure itself. The BMS satisfies all the standards specified in
The battery pack is bought as OEM from Eifer Megacorp of India as rulebook clause C.4.6. the battery BMS data is analysed using the
per rulebook and design requirements. The laboratory test for smartBMS app which communicates with the BMS using Bluetooth
checking standards is done. One battery pack is having nominal communication.
voltage of 48 V and another one is of 52 V.

Fig.9. battery test report

Cells
Cell Make / Model / Style HLY/Lithium/26650
Cell Chemistry (LFP, NCA, LTO etc.,) NMC
Cell nominal capacity (mAh) 5000
Maximum Voltage (V) 4.2 Fig.11. BMS circuit diagram
Nominal Voltage (V) 3.6
Minimum Voltage (V) 2.75
Maximum peak discharge current 15
(30s) (A)
Maximum continuous discharge 10
current (A)
Maximum peak charge current 15
(<80% SoC) (30s) (A)
Maximum continuous charge current 2.5
Maximum Cell Cut-Off Temperature 65
(discharging) (°C)
Fig.12. Daly BMS
Maximum Cell Cut-Off Temperature 60
(charging) (°C) The battery parameters are measured using BMS tag and
Vendor details (if any) Eifer Megacorp Pvt Ltd smartBMS app in mobile phone using Bluetooth communication.

Table.3. Battery cells configurations

Fig.13. Daly BMS tag used for transmitting BMS data to mobile phone
using Bluetooth

Fig.10. battery cells arrangement

 8. Charger
The Charger is also bought as OEM from Eifer Megacorp. Charger
specifications are given below. A unique charging station area is
allotted for charging the battery as per standards. The charging
environment at garage is implemented as per charging safety
standards mentioned in rulebook C.4.7 & C.4.8.

Fig.14. SmartBMS app

BMS
Details Specifications
Maximal Continuous 180
Discharging current (A)
Discharge
Peak Discharging 200
Current (A)
Over Current 200
Protection Current (A)
Charging Voltage (V) 54.6
Charge Charging Current (A) 100
Over Charge Detection 4.25
Voltage (V)
Over Charge Detection 1
Over charge Delay Time (seconds)
protection Over Charger Release 4.15
Voltage (V)
Cell balancing 3.8
Detection Voltage (V)
Cell balancing Release 4.25
Voltage (V)
Cell balancing Current 2
Cell balancing (A)
Over Discharge 2.7
Detection Voltage (V)
Over Discharge 1
Detection Delay Time
Over discharge (seconds)
protection Over Discharge 2.8 Fig.15. Charger Specifications and Charger picture
Release Voltage (V)
Over Current Detection 2.75
Voltage (V)
Over Current Detection 1
Delay Time (seconds)
Over current Over Current Off load
protection Protection Condition
Detection Condition Off load
Detection Delay Time 5000 μs
Short Protection (seconds)
Release Condition Off load
Over - Temperature Protection Cut-Off (°C) 60
Vendor details Eifer
Megacorp
Pvt Ltd

Fig.16. Battery charging setup at garage

Table.4. Battery Management System details
9. Electric Motor 10. DC – DC Converter
The motor is chosen as Permanent Magnet Synchronous Brushless A direct current (DC) to direct current (DC) converter is a circuit or
DC Motor (PMSM) for better controlling and traction on any type electrical device that alters the voltage level of a direct current (DC)
of surface. It is brought from Datai corporation. It has 6 phases and source. It's a type of electromagnetic power converter. Tiny batteries
the coils are energized according to hall sensor feedback signal and have very little power, whereas high-voltage power transfer has a
throttle input signal. lot. DC-to-DC converter circuitry is often used to adjust the output
voltage. One exception is high-efficiency LED power sources,
which are a form of DC-to-DC converter that manages the current
Motor through the LEDs. Another option is to employ simple charge
Make / Model DATAI pumps, which can raise the output voltage by two or three times.
Operating Voltage (V) 48V
3600
Cont. Rated Power (kW) @ RPM 5kW @
RPM
2700
Max Peak Power (kW) @ RPM 7.2kW @
RPM
Rated Speed (RPM) 3900 RPM
Maximum Speed (RPM) 4500 RPM
Cont. Rated Torque (Nm) @ RPM 25Nm @ 2700RPM
Max Peak Torque (Nm) @ RPM 75Nm @ 300RPM
Cooling Type AIR COOLING
Cooling system is powered of connected with motor shaft
Age of the Motor if reused (in Years) 0
Operating Temperature range (°C) 0-50
Vendor details Eifer Megacorp Pvt Ltd

Table.5. Motor Configuration

Fig.18. Picture, circuit diagram, specifications of DC – DC converter

Fig.17. Picture and Engineering diagram of Motor

11. Motor Controller Electric Motor Controller

A motor controller is a piece of equipment, or group of equipment, Make / Model DATAI

that has the ability to regulate how an electric motor operates in
Available Battery Voltage (V) 48
accordance with established rules. A motor controller makes it
possible to start and stop the motor automatically or manually, select Available Motor Power (kW) 5
forward or reverse rotation, choose and regulate the speed, restrict
or control the torque, and prevent overloads and electrical failures. Peak Phase Current (A) 25
Motor controllers can employ electromechanical switching or power
electronics to control a motor's direction and speed. Rated DC Current (A) 120

Maximum DC Current (A) 150

Communication Protocol Not applicable

Throttle Input Type Pedal feedback

Operating Temperature 0 °C – 50 °C
Range

Vendor details Eifer Megacorp Pvt

Ltd

Fig.19. Motor controller (With & Without Casing)

Table.6. Motor controller details

12. Main Control Unit

The main control unit provides logical control and implementation
of all the starting and security sequences according to the rulebook
(C.5.5). The drive mode operates whenever the brake pedal is
pressed, Neutral mode applied and there is no accelerator press. The
control panel is implemented using NO / NC relays and a Darlington
pair type IC. The HV wire is connected to the control panel is
connected using HV terminal Block.

Fig.20. Internal circuit diagram and specifications of Motor controller

Fig. 21. Real implementation of Main control circuit with wire harness and
main components
 Parts of main control unit
12.1 Relay module

Fig.22. Circuit diagram of Main Control Unit

This module has a significant number of relays which get different

type of signals from the various part of the vehicle such as
accelerator pedal push, brake pedal press, D-N-R (Drive-Neutral-
Reverse) switch position, kill switch position. According to the
rulebook, the vehicle must start if and only if there is brake press, no
accelerator push and neutral mode. The decision of actuating the
respective relay in order to achieve rule conditions is done by
building the circuit accordingly. HL JQC 12-24 V Relay and
ULN2903 Darlington pair ICs are used for implementing the control
logic.

Fig.23. Control unit with spade pin terminal blocks

Fig.25. HL JQC 12-24 V Relay picture and relay pinout

Fig.26. ULN2903 BEL6B Darlington pair ICs

Fig.24. Control unit with bolt terminal blocks

Trigger Voltage (Voltage 5V DC
across coil)
Trigger Current (Nominal 70mA
current)
Maximum AC load current 10A @ 250/125V AC
Maximum DC load current 10A @ 30/28V DC
Package configuration Compact 5-pin configuration
with plastic moulding
Operating time 10msec
Release time 5msec
Maximum switching 300 operating/minute
(mechanically)

Fig.27. Relay electrical data

12.2 Wire connectors
The signal carrying wires from various parts of the vehicle are given
to the wire connector plugs which make connection with the relay
logic circuit. The unwanted slots are given with filler blocks and the
wires are labelled with plastic ring labels.

Fig.28. Wire connector slots

12.3 Open slot wiring cable raceway

The wires are routed with cable raceways to ensure neat and clear Fig.31. Selec 800X timer and buzzer
wire harness design and easy troubleshooting & connection
purposes. This raceway also ensures non-shaky environment for 12.6 Terminal blocks
wires in case of heavy vibration and shaky movement thus
preventing loose connections and short circuits. At first Connectwell CTS16U pin type terminal blocks were used.
Later it is found that the wires inserted in the pin type blocks were
easily loose connected because of vibration. To avoid this ring
connector type bolted terminal blocks were selected. The selection
of these blocks mainly depends upon input current limit, vibration
factor, ease of implementation.
Fig.29. Wires arranged in cable raceway

12.4 Protective MCB for charging

A protective MCB is fitted as a protective device to safeguard the
control unit from sudden current surges and short circuits during
charging. The MCB is turned ON during onboard charging (if
needed) by isolating the main circuit. L&T 10000 BB20630C is used
as charging protective MCB.

Fig.32. Old Connectwell CTS16U pin type terminal blocks

Fig.30. L&T 10000 BB20630C MCB

12.5 Timer for RTDS (ready to Drive Sound)

According to rulebook 2023 C.5.7, Selec 800 XA 12 level industrial
timer module is used for providing timer signal for making Ready to
Drive sound (RTDS). The RTDS is made for 3 seconds whenever
the driving sequence starts to indicate that the vehicle is ready for
driving. A sound buzzer of 80 dB is used to deliver the sound for 4
seconds.
 Fig.37. Transient electric voltage changes for short duration (mV / 1s)

Fig.33. New bolted type terminal blocks

Fig.38. X axis based directional current density (mA / mm2)

Fig.34. Mounting of bolted type terminal block

12.7 Electro – Thermal analysis of Electric connector

plate of the terminal block
The electric metal plate of the terminal block is analysed in Ansys Fig.39. Total electric field intensity (mV / mm)
workbench with a given Voltage 0f 48000 mV and 100000 mA to
simulate the electro-thermal properties. For that, a CAD model is
designed in Solidworks.

Fig.40. Joule’s heating (W / mm2)

Fig.35. CAD model of electric metal part of terminal block By above simulation studies and with professional assistance, it is
found that the bolted terminal block is safe and efficient and has
open air circulation.

Hence the bolt type terminal blocks are used for connecting the HV
wires.

Fig.36. Total current density (mA / mm2)

12.8 Mounting plate
The whole control unit is mounted on the firewall plane by attaching
a plate on the RRH (Rear Roll Hoop) plane’s LDB (Lateral Diagonal
Bracing) member.

Fig.43. Driver display with red and blue panel lights fitted inside a 3D
printed holder case

Fig.41. Mounting position and plate fixed during fabrication phase

13. Accumulator Isolation Relay (AIR)

The AIR is a protective HV equipment used to act like s switch
between Battery and main circuit. It latches only when the
conditions are safe. Whenever kill switch is pressed it immediately
latches off and cut-off the circuit from battery. The AIR is of
Normally Open Type.

Fig.42. Image of AIR

14. Driver display

A driver display is used to indicate the important parameters such as Fig.44. Mounting of driver display in the vehicle
battery temperature, SoC, Voltage, Current, etc. with two bright
lamps (Red and Blue) are used to indicate the live status of the High
Voltage (HV) Tractive system and Grounded Low (GLV) Voltage
system as per rule C.5.8. The mounting of the display panel is
designed and 3D printed and fastened in the cross member of Both
front bracing members of the roll cage.
15. Fuse 17. Grounded Low Voltage Systems (GLV)
The fuse for protecting the Accumulator(s) tractive system circuit The GLV system consist of lights, alarms and other ancillaries. The
must have a rating lower than the maximum peak current of the Tractive System Activated light (TSAL) indicates the operation of
isolation relays. Each of the electrical systems (both GLV and High Voltage Traction system. The reverse light and reverse alarm
Tractive system) is protected by providing a fuse of the rating greater indicate the working of reverse operation. The brake light operates
than the current rating of the electrical system. The current rating of whenever brake is applied. The driver indication lamps indicate the
a fuse is not be greater than the peak current cut-off rating. The fuse GLV and HV status to the driver. The ignition key is used to start
is of automotive grade and it is instant blow type with 500 ms time the vehicle. The FNR switch is used to toggle between Forward
delay. Drive / Reverse mode / Neutral condition. The kill switches are used
to open the complete circuit of the vehicle whenever an emergency
situation occurs. The Ready to Drive sound operates whenever the
vehicle is started, for 3 seconds.

Fig.45. Images of HV protection Fuses

Since the fuses withstand very high current cycles constantly during
the running condition and produce enormous heat, a fuse holder
made up of good insulative material is mount on which the fuse is
fixed. TosunLux FBA01 fuse holder is imported from Minnesota,
US and used as fuse holder.

Fig.48. GLV circuit diagram of the vehicle circuitry

17.1 Brake light

Fig.46. TosunLux FBA01 CE certified IEC grade fuse holder
The brake light is purchased as OEM satisfying the rulebook
constraints. AIS standard homologation mark engraved brake light
is purchased from authorized dealer. The light is energized
16. HV cut-off switch whenever the brake is pushed. The brake light energizing circuit
simply has two automotive pressure switches, brake light, relay,
An HV-rated cut-off switch is connected between the tractive system power source (DC-DC converter here). The light is in adherence to
Accumulator(s) and the DC-DC Converter. The DC-DC Converter BAJA SAE J586 and J759 standards. Hydraulic pressure switches
is de-energized (no voltage detected at the input terminals) when the are mounted on the ancillary output ports of master cylinder. They
HV-rated cut-off switch is off. When the HV-rated cut-off switch get activated using the brake fluid pressure during braking
and GLV ignition/master switch is on, it continues to power the conditions and act as a switch closing the brake light circuit.
safety appliances and auxiliaries irrespective of the kill switch
position. Milltec c10 240V model is used as HV cutoff switch.

Fig.47. Image of HV cut-off switch

Fig.49. Brake circuit, Brake light circuit and pressure switch

 17.3 Kill switch
The kill switches are used to completely cut-off the powertrain
circuit from the power source in case of emergency situations and
causalities. They de-energize all the components except the brake
lights. The kill switch is of E-stop, PUSH TO KILL and PULL TO
ROTATE type. Two kill switches are mounted on the vehicle. One
is at Driver cockpit side along the SIM (Side Impact Member) and
another one is at lateral side of the vehicle. The rear kill switch is
Brake light Pressure switch
positioned on the right side of the vehicle, aft of the plane of the
RRH, and forward of the right FABUP for easy access for track
workers or volunteers.

Fig.50. Arrangement of pressure switches on the master cylinder

17.2 Reverse light and reverse alarm

The reverse light and reverse alarm are bought as OEM with AIS
standard as specified in rulebook. The reverse light and reverse Fig.52. Kill switch – Original image and Opened view of two connected
alarm are energized whenever the D-N-R switch is put on R – Kill switches
Reverse mode. The light has “R” engravement and satisfy SAE J759
standard. The reverse alarm has J17941 standard. The reverse alarm The mounting brackets for both the kill switches are designed in
and reverse light are positioned as per rulebook (27.6 inches above AutoCAD software and manufactured using Laser cutting. The
ground). manufactured brackets are fixed using TIG welding. Utmost
consideration is given for Kill switch mounting is given since it is
more prone to Roll over and collision.

Fig.53. Mounting bracket of Kill switch and Rear Kill switch mounting
position as given in Rulebook

Fig.51. Reverse light and reverse alarm, Their mounted positions on the
vehicle
Fig.54. Mounting of Kill switches on the vehicle
17.4 TSAL light GLV Components configuration

TSAL (tractive system activated light is used to indicate the Tractive 1. TSAL Specifications
system ON status. The TSAL is IP65 rated and has >350 Lumens of Make / Model Cali – International
brightness. It is mounted inside a cage fitted on the centre of BLC
(Overhead Lateral Cross member). Colour Amber

Flash rate 5

Operating Voltage (V) 12 V

IP Rating 65

2. Ready to Drive Sound

Make / Model INEBIZ

Control Voltage (V) 14

Sound intensity (dB) at 2m 81

3. Fuse

Current Rating (A) 160 A / 150 A

Voltage Rating (V) 54.6 V / 48 V

Type (Instant blow/Delay blow) Instant blow

4. AIR

Fig.55. TSAL fitted inside a cage and the infographic given in rulebook Make / Model Main Contact HV Contactor

Contact Current (A) 200 A

17.5 Ignition key
Contact Voltage (V) 48 V DC
The ignition key completes the circuit flow when turned. The AIR
and tractive system de-energize when it is turned OFF. Type (Normally Closed/Normally Open
Open)

5. Firewall

Insulating layer thickness (mm) 0.8 mm

Insulating Material Make / Model UL94O

6. Kill Switches

Type Push to kill

Number of Kill Switches 2

Fig.56. Ignition key and position of ignition key on the vehicle
Working Voltage (V) 12
17.6 F-N-R switch
7. Ignition Switch
The F-N-R (Forward -Neutral-Reverse) switch is used to switch over
Type (Switch, Key etc.,) Key
from forward driving, Neutral condition and reverse mode. The
signal from this switch is given to both the motor controller as well Working Voltage (V) 12
as to the Main Control unit for Motor operation and vehicle
operating sequence as per rulebook. 8. Lights

Name of Light Brake light

Make/OEM MINDA

Colour Red

Name of Light Reverse light

Make/OEM REECE

Colour White

Fig.57. Ignition key and position of ignition key on the vehicle

Table.7. GLV system specifications
18. Wirings and Insulation
The HV wirings are insulation sleeve insulated. The HV wiring is
connected using ring connector to ensure safe and better connection.
The firewall and the inner walls of the control panels are insulated
using the UL94-V0/FAR25 Nomex material (“H” Class) which is
rated “H” class and can withstand high temperatures and High
voltages. For testing its reliability, small flame is induced and the
material heat spread stopping property is checked. The connection
joints are insulated. The HV components are marked with High
Voltage warning sticker. The wires are insulated with insulative
orange sleeves to protect from thermal runaway. The + and –
terminals are given proper colour codes for polarity identification.

Fig.61. High voltage warning in motor, DC-DC converter, Battery pack

The connectors used in previous years caused loose connection and

caused unreliable effects like heating. So, ring connectors (RC),
insulated twin end lugs were used. The wires with lugs and
connectors were crimped with crimping tool for better grip.

Fig.58. H class Nomex material and flame testing

Fig.62. RC for HV and GLV systems, Lugs, RC open cable ring lug

The wire conduits or hoses were used to protect the wires from
Fig.59. HV warning stickering on motor, UL 94 Nomex sheeting on external damage and to neat wire routing. The wiring at cockpit and
Control panel casing and side protection panels wiring at Motor vicinity is given more priority since it involves more
safety from crash and rotating components. The zip ties were mostly
used to tie up the wire routes with the chassis to protect from
vibration and vehicle movement. Duct tapes and insulation tapes are
used for protecting the terminals and wires from electrical damages,
short circuits.

Fig.60. Orange insulative sleeve protection and colour coding of terminals

Fig.63. Member tied non exposing small conduit wire routing
 Fig.67. MATLAB Simulink simulation of CVT setup for finding relation
Fig.64. Motor controller, Motor HV wiring route inside a conduit between CVT Springs and engagement RPM

20. Starting sequence

19. CVT Tuning Using MATLAB Simulink
The starting sequence of the vehicle is followed according to the
rulebook. The HV system energizes only when there is no
The Tuning of GAGED GX9 CVT is simulated in MATLAB- accelerator pedal push, must brake push and Neutral mode.
Simulink and the purpose is to engage the buggy @500 RPM by
changing the flyweights and spring stiffness in the primary pulley
and tuning of the shift speed in the secondary pulley is in process

The graph ultimately illustrates the engagement of the buggy when

the centrifugal force exceeds the opposing force exerted by the
spring.

Fig.65. MATLAB model of Primary Pulley Setup with Motor RPM

Fig.68. Drive sequence flowchart given by BAJA SAE India

The limit switch placed behind accelerator pedal is used to detect

whether there is a throttle push or not. Neutral position is identified
by using signal from F-N-R switch. The brake press is identified by
pressure switch circuit connected to master cylinder and main
control unit.

Fig.66. MATLAB model of centrifugal Weights and Spring Stiffness

Fig.69. Limit switch and placing of limit switch

behind the accelerator pedal
21. Electrical control panel protecting case
The electrical control panel case is designed in SolidWorks and CAE
analysis is done in Ansys. Aluminium is selected as material of
construction. Inner temperature of 35o is fixed and ambient
temperature analysis was done. The case protects the main control
circuit from water or mud splashes, external disturbances, dust, etc.

Heat flux Min: 65.397 MATLAB Simulink analysis with GUI of Vehicle speed with relation to
Wheel size and road length to find maximum acceleration
(In W/m2) Average: 102.13

Max: 108.96

23. Design of drivetrain casing

From the studies, CVT is prone to slippage at higher temperatures.
To minimize the operating temperature, forced convection through
well-placed air vents in the CVT casing is the best possible solution.
To understand the flow of air at operating temperature, CFD
iterations were performed with various designs of CVT casing.
Ansys is used to find the heat transfer and maximum temperature of
the CVT within the given boundary condition.

Fig.70. CAE analysis of Electrical control unit casing

Fig.72. CAD of CVT casing

Fig.71. Implementation of Main control circuit protection case

22. Acceleration Test analysis using MATLAB

Simulink
The main objective is to find the acceleration of the vehicle with two
different tyres of dimension 22x7 inch and 23x7 inch. The
acceleration test was carried out for a 30 – meter straight road with
different tyre of dimensions 22x7 inch and 23x7 inch.

The result was found to be that 22x7 inch tyre had better acceleration
than 23x7 tyre.

Boundary conditions were set as, Fig.73. CVT casing with wire mesh – implementation

• MATLAB Road length = 30m

• Torque = 560Nm

Design of Motor mount plate

The motor mount plate is designed such that the motor is placed with
no hindrance and correct alignment in the powertrain transmission.
The measurements with accurate tolerance play a great role in
successful manufacturing of this part.
 25. Mounting brackets of Motor controller and DC-
DC converter
The motor controller and DC-DC converter were mounted using a
platelike Nomex insulated bracket in the backside of RRH plane.

Fig.74. CAD of Motor mount plate

Fig.77. Mounting bracket

26. Test run incidents

26.1 Wire loosening and melting – abrupt heat
formation
During the test runs, the electricals side made small problems like
wiring point loosening by vibration, wire excess heating,
Uncontrolled load, etc. All problems have been immediately
addressed with author’s work and also with skilled persons
assistance and solutions were implemented by keeping safety as first
priority.

Wire excess heating cause identified as vibration. Because of

vibration, the improper fastened lugs got slight movement and over
the course of time it creates enormous meat at fastened point which
spreads to nearby wiring insulation causing them to melt.

Fig.78. Wiring junction point melted because of vibration induces fastener

loosening

26.2 Uncontrolled power management

The driving cycle is unpredictable and the torque – speed
Fig.75. Assembly of motor mount requirements vary for the ATV. Because of high load requirement,
the wire harness easily damaged. To avoid this the load current,
24. Positioning of Motor controller maximum instantaneous discharge current was inferred using the
smartBMS app. Since the app can provide the data only in Bluetooth
The motor controller is positioned such that the heat is easily short communication range, the mobile phone is given to the driver
dissipated from the heat sink. and the results were screen recorded. Accordingly, the fuse and
wiring thickness with ventilation is arranged in next test run.

Fig.76. Motor Controller fixing – heat sink with ventilation Fig.79. Varied current discharge ranging from >140 A and < 20 A
26.3 Breakage of Pressure switches
The pressure switches can’t able to handle enormous brake pressure and they
easily deformed during test runs. So, the dimensions and OEM brand is
changed and the better switch is implemented.

Fig.80. Deformed pressure switch

Table.8. Design Validation plan chart

28. DFMEA & PFMEA analysis of the project

26.4 Fuse failure
The Design / Process Failure mode Effect analysis creates an in-
During test runs, the fuse of 160 A got blown up and later it is found that the depth view of solving problems which arises throughout the
continuous excess current demand caused the fuse to blow. Then, the driving
development of the project. The problems were identified based
cycle pattern is adjusted and the driver is told to follow the same. This led to
smooth performance with normal heating of the fuse. on their severity, frequency and easy detection levels and the
solving approach was formulated based on the priority level.

Fig.81. Blown fuse after heavy load application

27. Design Validation plan chart

Design Validation plan for the whole project is created to
identify the project flow obstacles with accordance to the
main objectives.

Table.9. Design / Process Failure mode Effect analysis

29. Safety standards
All the components, systems, sub-systems, assemblies, designs are
made according to industrial standards such as AIS, IEC, IEEE,
AISI. To make sure that there is high grade output with increased
safety. At all places such as work area, charging station, swapping
area standards are followed for correct and efficient results.

Graph. No. 4 Powertrain Power (kW), Torque (Nm) Vs RPM

Fig.82. Charging station of battery pack

30. Graphs

Graph. No. 5 Overall efficiency (%) vs Motor speed (RPM)

Graph. No. 1 Charge and Discharge characteristics curve

Graph. No. 6 Tractive Force (N), Speed (km/h)

Graph. No. 2 Cycle life characteristics curve

Graph. No. 7 Motor Speed (RPM), Motor Torque (Nm) Vs Motor Current
(A)

Graph. No. 3 Rate discharge characteristics curve

31. Additional mounting components of the
system
Motor is mounted to the chassis via a plate. For connecting the metal
plate, an external designed mount is used. The motor shaft is coupled
to this motor mount and the primary pulley of CVT is connected on
another end thus making a linear shaft arrangement.

Fig.86. Battery stopper mounting brackets

A swapping cart is designed and fabricated to take the accumulator

from one place to another. The dimensions and wheel size,
insulation property was given according to the rulebook C.9.2.2.

Fig.83. Motor mount

The battery is mounted to the chassis using “L” bracket mounts.

Battery stopper brackets are manufactured in-house.

Fig.87. Hand cart fabrication and Insulation coating using Nomex “H” class
material

32. Design Comparison of previous year

design and current new design
The comparison of previous year design with new year
Fig.84. Battery stopper mounting brackets design makes the team to optimize the sub system design
flow. The sub wings of the team identified the pros and cons
The battery holding “L” brackets were inhouse designed and and designed accordingly.
manufactured.

Previous year’s New design

design

Last year we opted In new design we

for 2 Wheel Drive adopted to 4 Wheel
(2WD) Drive (4WD)
More traction is achieved
due to the 4WD setup,
Traction was
which helps to drive the
reasonable
vehicle on slippery
Fig.85. mountings of Parts and battery holders surfaces, with
The driver is safeguarded from the propeller shaft by implementing comparatively minimal
tractive effort
a propeller shaft casing made up of thick Aluminium sheet which is
blended into a hollow tunnel shape for protection. Pin type connector Ring connector type pins
blocks used. and blocks used.

Table.10. Design Comparison

33. Standards followed for the fabrication RTDS - Ready To Drive Sound

process of the vehicle dB - decibel

LDB - Lateral Diagonal Bracing
Some of the SAE, AIS standards are followed throughout the
fabrication process of the vehicle under the regulations of Rulebook. SIM - Side Impact Member
Some of them are: RRH - Rear Roll Hoop
• SAE standard J759 BLC - Overhead Lateral Cross member

• SAE standard J1741 or J994 AIR - Accumulator Isolation Relay

TSAL - Tractive System Activated light
• IEC 60529 IP67 standard
TIG - Tungsten Inert Gas welding
• IEC 61851 - 1
RC - Ring Connector
• UL94-V0/FAR25 Standard
CAD – Computer Aided Design
• 1000V VDE, IEC 60900 standard CAE – Computer Aided Engineering
• ASTM D120 or EN 60903 standard CVT – Continuous Variable Transmission

• AIS 048/156 OEM – Original Equipment Manufacturer

FOS – Factor of Safety
Abbreviations
DVP – Design Validation Plan
HV - High Voltage
DFMEA – Design Failure Mode Effect Analysis
GLV - Grounded Low Voltage
PFMEA – Process Failure Mode Effect Analysis
DC - Direct Current
AC - Alternating Current
Conclusion
MCB - Miniature Circuit Breaker
For an off-road vehicle to operate safely and effectively, like an
SAE – Society of Automotive Engineers ATV, its E - Powertrain is essential. To make sure the car can travel
2WD – Two-wheel drive across rough terrain, the E-Powertrain system must be designed and
optimized. We have discussed the SAE E-BAJA (ATV) vehicle's E-
4WD – Four-wheel drive Powertrain design, analysis, and implementation in this work. Based
on the specification, we created and bought the components. Safety
TTE - Total Tractive Effort
aligned with standards are given as first priority. The Electrical
ATV – All-Terrain Vehicle powertrain system is designed and implemented in such a way that
it can withstand any type of problems.
WKT - We Know That
The materials’ FEA and CAE analyses provided an opportunity for
kW - kilo Watt
optimization. The powertrain team had numerous difficulties,
Ah - Ampere Hour including component failure, an absence of electrical components,
difficulties with the drawing of the control system, and assembly
SoC – State of Charge incompatibility of the entire system. However, it took over them all
D0D – Depth of Discharge and put the system into place successfully. Through this work, the
powertrain team demonstrated their capability and helped in
SoH – State of Health optimization of the vehicle. There is a plenty of room available for
IEC - International Electrotechnical Commission improvements and innovation. In upcoming years, the team can
achieve this by learning from the past works. Through this paper, we
AIS - Automotive Indian Standards believe that we have showcased our work and findings. It can serve
as a guide for future designers and engineers working on similar
IP - Ingress Protection
projects.
OD - Outer Diameter
ID - Inner Diameter
BMS - Battery Management System
PMSM BLDC - Permanent Magnet Synchronous Brushless DC
RPM - Revolution Per Minute
LED - Light Emitting Diode
IC - Integrated Circuit
NO - Normally Open
NC - Normally Connected
COM - Common
Acknowledgement
We want to sincerely thank Dr. A. Vadivel, our faculty advisor, for [12] Electrical Safety, Fire Safety Engineering and Safety
his guidance and assistance with this project. His encouraging words Management, Prof. Sunil S.Rao , R.K.Jain &Prof. H.L
and insightful advice have been crucial to this project's success. Saluja, Khanna publishers
We also want to express our gratitude to the entire crew for their
unwavering commitment and hard work in developing and [13] BAJA SAEINDIA - MATLAB & Simulink,
perfecting the suspension and steering system for the SAE E-BAJA https://www.mathworks.com/academia/student
(ATV) vehicle. The targeted performance and safety requirements competitions/baja-saeindia.html
have been attained thanks in large part to their dedication and hard
work. Finally, we would like to express our gratitude to the SAE
organization for giving us the chance to display our engineering
expertise and innovation by competing in the SAE E- BAJA
competition. We are thankful to the entire team members’ family
and friends for their motivation and support through hard times.
Thank you all for your contributions and support

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