DESIGN, DEVELOPMENT AND

IMPLEMENTATION OF ELECTRIC DRIVE TRAIN

FOR THREE WHEELER

A PROJECT REPORT

Submitted by

DHRUV KHURANA [Reg No: RA1611011010156]

KARNI SINGH CHAUHAN [Reg No: RA1611011010220]

Under the guidance of

Mr. A.J.D. NANTHAKUMAR, M.E.
(Assistant Professor, Department of Automobile Engineering)

in partial fulfillment for the award of the degree

of

BACHELOR OF TECHNOLOGY
in

AUTOMOBILE ENGINEERING
of

FACULTY OF ENGINEERING AND TECHNOLOGY

S.R.M. Nagar, Kattankulathur, Kancheepuram District

MAY 2020
SRM INSTITUTE OF SCIENCE AND TECHNOLOGY
(Under Section 3 of UGC Act, 1956)

BONAFIDE CERTIFICATE

Certified that this project report titled “DESIGN, DEVELOPMENT

AND IMPLEMENTATION OF ELECTRIC DRIVE TRAIN FOR
THREE WHEELER” is the bonafide work of “DHRUV KHURANA
[Reg No: RA1611011010156], KARNI SINGH CHAUHAN [Reg
No: RA1611011010220]”, who carried out the project work under my
supervision. Certified further, that to the best of my knowledge the work
reported herein does not form any other project report or dissertation on
the basis of which a degree or award was conferred on an earlier occasion
on this or any other candidate.

SIGNATURE SIGNATURE

Mr. A.J.D. NANTHAKUMAR, M.E. Dr. M. LEENUS JESU MARTIN

GUIDE HEAD OF THE DEPARTMENT
Assistant Professor Dept. of Automobile Engineering
Dept. of Automobile Engineering

Signature of the Internal Examiner Signature of the External Examiner

 ABSTRACT

The existing three wheeler auto rickshaws, are generally powered by an Internal Com-
bustion Engines(IC), which have been a major source of emissions, and causes global
concern towards climate change. Industrial reforms are being undertaken by many com-
panies to switch from the IC engine towards an electric drive. This project aims at
designing, and manufacturing an electric drivetrain for three wheelers. The existing
drivetrains use a single motor, which is unable to effectively cater to the wide range of
tractive efforts required daily, as a single motor can either have high speed character-
istics, or high torque characteristics. This can be countered by using very expensive,
high power motors, but this would not be suitable for an affordable commercial vehicle.
Therefore, the project aims to utilise two different motors, one of high-speed character-
istics, and another one of high torque characteristics. This setup allows for a relatively
cheaper drivetrain setup, and is also capable of powering the vehicle effectively. The
project utilises a planetary gearset to incorporate the inputs from both the motors. This
is an effective means to couple the output from both the motors, and can allow for
a wide range of speed, and torque difference between the two inputs. The planetary
gearset also makes for a very compact, and lightweight setup. To effectively switch
between the two motors, a control system is required. On the basis of the speed of the
vehicle, the control logic switches between the two motors. Initially, when the vehicle
starts to move from a stationary position, the high torque motor is powered, which is
capable of providing sufficient tractive effort to make the vehicle move. Upon obtaining
a certain speed, the control logic switches from the high torque motor, to the high-speed
motor. This allows for a better acceleration, as well as achieving higher top speed. The
control logic also allows both the motors to power the vehicle simultaneously, during
times of higher power demands. Conversely, when the vehicle is decelerating, the con-
trol logic switches to the high torque motor from the high-speed motor. The tractive
effort is transferred from the planetary gearset to the differential via a geartrain setup.
 ACKNOWLEDGEMENTS

I owe thanks to the following people who helped and supported us in the preparation
of the project. I would like to thank my director, Dr. Muthamizhchelvan, Faculty of
Engineering and technology, SRM Institute of Science and Technology, Chennai.

I would like to express my deep sense of gratitude to Dr. Leenus Jesu Martin, Profes-
sor and Head of the Department of Automobile Engineering, SRM Institute of Science
and Technology, Chennai, for giving us the opportunity to take up this project. We
would like to express our deepest gratitude to our guides Mr. A.J.D. Nanthakumar,
Assistant Professor, Department of Automobile Engineering, SRM Institute of Science
and Technology, Chennai and Mr. Arockia Vijay Joseph, Assistant Professor, Depart-
ment of Electronics and Instrumentation Engineering, SRM Institute of Science and
Technology, Chennai, for their valuable guidance, timely help, consistent support and
encouragement, which greatly contributed towards the successful completion of the
project. He has been a pillar of support to us throughout.

I would also like to extend my gratitude to my parents for their continuous support,
encouragement and motivation without which the completion of this project would be
impossible.

Dhruv Khurana and Karni Singh Chauhan

iv
 TABLE OF CONTENTS

ABSTRACT iii

ACKNOWLEDGEMENTS iv

LIST OF TABLES vii

LIST OF FIGURES viii

ABBREVIATIONS ix

LIST OF SYMBOLS x

1 INTRODUCTION 1
1.1 Conventional Drivetrains . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 TVS King Auto Rickshaw . . . . . . . . . . . . . . . . . . . . . . 2
1.3 Proposed Drivetrain Setup . . . . . . . . . . . . . . . . . . . . . . 4

2 LITERATURE SURVEY 6

3 Model and Setup 9

3.1 Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.2 Specification of Components . . . . . . . . . . . . . . . . . . . . . 10
3.2.1 Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.2.2 Motor Controller . . . . . . . . . . . . . . . . . . . . . . . 13
3.2.3 Planetary Gearset . . . . . . . . . . . . . . . . . . . . . . . 14
3.2.4 Electromagnetic Brake . . . . . . . . . . . . . . . . . . . . 16
3.3 Design Procedure for the Drivetrain . . . . . . . . . . . . . . . . . 17

4 Calculations 21
4.1 Tractive Effort Calculations . . . . . . . . . . . . . . . . . . . . . . 21
4.2 Gear Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

vi
 LIST OF TABLES

3.1 Motor Test Curve Data . . . . . . . . . . . . . . . . . . . . . . . . 11

3.2 Motor Dynamic Test Data . . . . . . . . . . . . . . . . . . . . . . 12
3.3 Specifications of the EM Brake (Unit: mm) . . . . . . . . . . . . . 16

vii
 LIST OF FIGURES

1.1 Conventional Drivetrain . . . . . . . . . . . . . . . . . . . . . . . 2

1.2 TVS King Auto Rickshaw . . . . . . . . . . . . . . . . . . . . . . 3
1.3 Proposed Drivetrain Setup . . . . . . . . . . . . . . . . . . . . . 4

3.1 Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.2 Motor Test Curve . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.3 Planetary Gearset . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.4 Electromagnetic Brake . . . . . . . . . . . . . . . . . . . . . . . 16
3.5 High Speed Motor Side Casing . . . . . . . . . . . . . . . . . . . 18
3.6 High Torque Motor Side Casing . . . . . . . . . . . . . . . . . . 18
3.7 Output from Ring Gear . . . . . . . . . . . . . . . . . . . . . . . 19
3.8 Gearbox Open Right Side . . . . . . . . . . . . . . . . . . . . . . 20
3.9 Gearbox Open left Side . . . . . . . . . . . . . . . . . . . . . . . 20
3.10 Back View of Setup . . . . . . . . . . . . . . . . . . . . . . . . . 20
3.11 Section View of Gearbox . . . . . . . . . . . . . . . . . . . . . . 20
3.12 Isometric View of Setup . . . . . . . . . . . . . . . . . . . . . . . 20

4.1 Total Deformation . . . . . . . . . . . . . . . . . . . . . . . . . . 27

4.2 Stress Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.3 Strain Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

viii
ABBREVIATIONS

ix
 LIST OF SYMBOLS

Ts Number of teeth on sun gear

A Fraction by which the standard addendum for the wheel should be multiplied
G Gear Ratio
θ Pressure Angle, degree
WT Tangential Tooth Loading, N
σ Bending Stress , N/mm2
b Face Width , mm
m Module
y Form Factor
v Pitch Line Velocity, m/s
D Diameter of the Gear, N
N Speed of the Gear, RPM
Cs Service Factor
P Power Transferred , W
y Tooth Form Factor
σc Static Stress

x
 CHAPTER 1

INTRODUCTION

1.1 Conventional Drivetrains

Automobile sector has been a major contributor in the technology development that
has taken place in recent years. It has been a solution to the mobility problem that the
people have faced since ages. It has helped the society to progress in terms of reducing
the distance between people and places. This industry plays a key role in boosting the
economy of the world and provides employment to hundreds of people in industries
connected directly or indirectly. Many different industries work in tandem to supply
material and components for the manufacturing of cars, hence it plays a major role in
the business of other industries as well.

The Internal Combustion (I.C.) engine has evolved consistently over the years and
today the technology is at its pinnacle. It has been a power source to almost all vehi-
cles driven today on road. The conventional power-train used in today’s automobiles
consist of the I.C. engine, clutch, transmission, differential, driveshafts and finally the
wheels. The power is generated by the engine and it passes through an assembly of the
components, finally to the wheels to drive the car. Additional components may be used
in order to achieve different drive train configurations.

The engine produces power by burning a mixture of air and fuel in a specific propor-
tion which leads to rotation of the crankshaft using an assembly of piston and connect-
ing rod. This power is transmitted to the clutch via the flywheel, which in turn provides
power to the gearbox. The gearbox provides range of torque and speed to the vehicle.
From the gearbox it passes to the differential, where power is split and given to both the
wheels via the driveshafts. A propeller shaft may also be included based on the drive
train configuration. The driveshafts are connected to the wheel hub, on which the wheel
is mounted. Hence, the power from the engine is finally delivered to the wheels.
 Figure 1.1: Conventional Drivetrain

This conventional drive train setup has some disadvantages. The engine is the power
source, which is not very efficient. Most of the engines used today are only 33- 35 per-
cent efficient. This means that only one-third of the energy of the fuel is converted into
useful work. Also, the rate at which the fossil fuels are depleting, they will soon be
finished. The I.C. engine also produces a lot of emissions by burning the fuel which
poses serious threat to the environment. Emissions like carbon monoxide, unburnt hy-
drocarbons, nitrogen oxides, soot particles, carbon di-oxide and other emissions. Many
cities in India and around the world are suffering a reduction in quality of air due to the
emissions from the vehicles.

1.2 TVS King Auto Rickshaw

The TVS King Auto Rickshaw was used as reference in order to implement the drive-
train and obtain the necessary tractive effort calculations. Thorough research was done
to arrive at the requirements of the auto rickshaw, the current design and the necessary
changes needed for implementing the drivetrain concept. The manuals and design for
the auto were studied and the configuration of the present drivetrain was studied, i.e.
the number of gears, its reduction at each step, number of teeth in each gear etc.

2
 Figure 1.2: TVS King Auto Rickshaw

The following specifications of the auto rickshaw were noted: -

• Name of the Auto Rickshaw : - TVS King ZS - CNG + Petrol Variant

• Powertrain Specifications

– Maximum Power = 7.37 bhp @ 5000 RPM

– Maximum Torque = 12.9 Nm @ 3250 RPM
– Displacement = 199 cc ( 62 mm bore and 66 mm stroke)
– Engine = 4 Stroke, single cylinder, forced air cooled, SI Engine
– Transmission = Manual
– Gearbox = 4 Forward Speed + 1 Reverse

• Dimensions

– Wheelbase = 1985 mm
– Overall Length = 2645 mm
– Overall Width = 1330 mm
– Overall Height = 1740 mm
– Ground Clearence = 165 mm
– Kerb Weight = 385 Kg
– Wheel Size = 4.0 - 8 ( 4 inch sidewall, 4 inch width, 8 inch rim )

3
1.3 Proposed Drivetrain Setup

The proposed drivetrain setup provides a solution to the problems faced by the con-
ventional drivetrains and also helps to reduce the pollution caused by the I.C. engine.
This setup helps to convert existing vehicles working on I.C. engines into fully electric
vehicles, by eliminating the engine and gearbox and replacing them with the proposed
setup. So, it can not only be implemented into new vehicles, but it can also be used to
in the auto- rickshaws already running on the streets, by just replacing the powertrain
setup.

Figure 1.3: Proposed Drivetrain Setup

The setup includes a high torque motor, and a high speed motor to cater to the needs
of high acceleration and high speeds, giving a wide driving range. The output from both
the motors is given to the planetary gearset, which helps to take input from either side,
or even both the sides at the same time. The planetary gearset serves as an effective
means to couple the output from both the motors, and can allow for a wide range of
speed, and torque difference between the two inputs. The planetary gearset also makes
for a very compact, and lightweight setup. The high torque motor is connected to the
sun gear whereas the high speed motor is connected to the planet gears and the output
is taken at the ring gear. This helps to achieve high torque and high speed mechanism.
Hence, the output from the ring gear can be given to the differential via a geartrain or
even a chain drive.

4
 For a speed of 0 to 30 kmph, the high torque motor operates, thus providing with
the initial torque in order to move the vehicle from a standstill and break the inertia.
Once the vehicle has gathered sufficient speed, we can switch to the high speed motor
which operated in the range of 30 to 80 kmph. A switching mechanism is developed
in order to control it. This algorithm is stored in the motor controller, which then takes
control of the various characteristics of the motor, i.e. the voltage, power and current
are varied to provide a desirable output. A geartrain is used to connect the output of the
planetary gearset to the differential. An electromagnetic brake is used in order to stop
the motion of the high speed motor in reverse direction due to the force exerted by the
high torque motor, which may be transferred from the planetary gearset and cause the
shaft to rotate.

5
 CHAPTER 2

LITERATURE SURVEY

Tran et al. (2019) assessed the configurations of the powertrain systems found in hybrid
electric vehicles and fully electric vehicles. It was found that the performance of such
vehicles was influenced by type of powertrain, configuration of powertrain, and en-
ergy management strategy. The various energy management strategies were surveyed
for their principles of operation, relative advantages and demerits in a comprehensive
manner. The gaps found in the survey and research activities were addressed and cor-
responding directives for improvement of powertrains and energy management strategy
were provided. Chanda et al. (2012) discussed the test cells for electric drivetrains
and its requirements with suitable examples. The paper focused on the power and en-
ergy requirements of the permanent magnet DC dynamometers and permanent magnet
brushless unit under test, which have a DC bus in common. Matlab/Simulink was used
to develop and verify the test bench using empherical data. Durability test cycle tests
were conducted for steady state loading conditions. The ’Smart Green Technology’
helped in reduction of energy taken from the grid and also removed the inefficiencies
of giving back the energy to the grid. Ehsani et al. (2007) reviewed the technologies
of hybrid electric vehicles, their configuration of drivetrains, electric motor drives and
energy storage systems.Also, the architecture of the hybrid electric vehicles were dis-
cussed along with their advantages and disadvantages. Li et al. (2012) presented a
methodology for the design of a single planetary gearset in the split hybrid vehicles.
In the paper, a methodology for the location of the clutch on the planetary gearset was
analyzed, their dynamic models were analyzed , its driveability and fuel economy sim-
ulations were performed. Ehsani et al. (2018) in their book explained the principles
of electric vehicles, hybrid electric vehicles, electric propulsion systems and the vari-
ous configurations of the hybrid electric drivetrain design. The energy storage systems,
regenerative braking and fuel cell technology was also discussed in the book. A compar-
ison between the internal combustion engines and the electric vehicle technology was
also established along with the fundamentals of the vehicles and their impact on the
environment. Zhang et al. (2012) analysed all the different configurations with various
operating modes of single planetary gear in Toyota Prius and Chevy Volt. The vari-
ous possible connections of powertrain elements to planetary gearset, places for clutch
installation and its feasibility, and optimization for fuel economy performance were
analyzed. Gao and Ehsani (2006) discussed a speed and torque coupling for hybrid
drivetrain. They also highlighted the basic building blocks,its reference architecture,
design, control and simulation of the drivetrain. The fundamentals of the decoupling
mechanism of the engine torque and wheel torque were also discussed.

Chaari et al. (2013) analyzed the dynamic behaviour using a mathematical model
in planetary gearboxes for various loading conditions. A relation between vibration
amplitude and the load was established. The Short time fourier transform was pre-
ferred over the spectral analysis for the amplitude and frequency modulation. Cho et al.
(2006) highlighted the relation between input and output speed of the planetary gearset
and displayed the transmission efficiency using the net power output. The speed ratio
and performance of the components affected the overall energy conversion. Cooley and
Parker (2014) summarized the mathematical models, properties in the vibration mode,
and the response of the dynamic predictions. The practical aspects of the same were
also taken into consideration like the load sharing in the planet gears, modifications in
the surface of the tooth and vibrations. Feki et al. (2013) assessed the effects of the load
fluctuations acting on the external surface of the planetary gearbox and its impact on its
dynamic behaviour. A lumped mass approach was adopted for the same . Frequency
spectrum analysis and develop analysis were used to analyze the dynamic vibration re-
sults. Kahraman (1994) built a model in order to simulate the dynamic behaviour of
the planetary gearset which had helical gears. All the six rigid body motions were in-
cluded to make the model. Linear time-invariant equations were solved to arrive at the
results. Yang et al. (2009) analyzed the characteristics for power transmission of output
split systems and evaluation for the fuel economies were done. This helped in the se-
lection of appropriate dual mode powertrains taking into consideration the acceleration
performance and speed of the vehicle.

Totala et al. (2015) developed an electromagnetic braking system in order to ensure

proper safety and comfort of the passengers. It discussed about the proper maintenance

7
and the operating temperature in which the brakes worked best, to reduce the brake
failure. Time responses of the braking system were also discussed. Prajapati et al.
(2017) explained about the working and implementation of the electromagnetic brake.
They discussed the design and analysed the results of the braking. Park et al. (2012)
proposed two methods to solve the environmental pollution, first being the inclusion
of water pump to increase the efficiency of the engine and second by using Variable
Valve Actuation technology at both low and high engine speeds. Experimental results
were also conducted in order to validate the results. Rahman and Ehsani (1996) ex-
plained that the gradability and initial acceleration performance of the vehicle could be
met if it operates in the constant power region. They described induction motor well
suited for the purpose. Also, a comparison between other types of motors such as the
permanent magnet and switched reluctance motors was made. Standards for vehicular
motor were also explained. Zeraoulia et al. (2006) made a comparative study to find the
best combination electric propulsion system to drive a parallel hybrid electric vehicle.
Four different technologies were compared namely dc motor, induction motor, perma-
nent magnet synchronous motor and switched reluctance motor. Ravi (2014) described
about the reduction of weight of automobile shaft, keeping in mind the cost and quality
parameters. The conventional steel drive shaft was replaced with high strength carbon
drive shafts and analysis was made for the same. Also, the design and comparison be-
tween the two shafts was also made. Nadeem et al. (2018) highlighted the design and
material considerations taken to make an automobile shaft. Mainly the composite ma-
terial was used to make the driveshaft taking into account the torsional loads, buckling
loads, natural bending frequency and the weight factors of the driveshaft. Also fabri-
cation techniques were discussed and the finite element analysis was carried out on the
composite and steel shaft.

8
 CHAPTER 3

MODEL AND SETUP

3.1 Components

The model contains various parts which work in tandem to give the final output. The
components used to make the assembly for the model are: -

• Motors

• Motor Controller

• Planetary Gearset

• Electromagnetic Brake

The input for the motor for high torque condition is given to the sun gear to obtain a
higher reduction. Conversely, the input for the motor for high speed condition is given
to the planet gears.This helps to achieve both the conditions. The final output is obtained
on the ring gear which may then be connected to the final drive using a chain sprocket
or a gear train mechanism, depending on the vehicle configuration and feasibility.

An electromagnetic brake is used in order to stop the shaft on the high speed motor
side, when the high torque motor rotates. This ensures that no torque is transferred to
the other side of the planetary gearset. A reverse gear can also be engaged using the
high torque motor, by reversing the direction in which the motor is rotating.
3.2 Specification of Components

Each component used in the drivetrain was selected by carefully reviewing the specifi-
cations, and selecting them out of a wide variety of choices . It is important to choose
the correct specification in order to get the desired output. The specifications of the
components are mentioned below : -

3.2.1 Motor

The motor used for the purpose of the drive train is a bought out component which is
manufactured by Golden Motors, China. The specifications of the motor are as follows:-

• Model: HPM-10KW - High Power BLDC Motor

• Voltage:48V

• Rated Power:10KW

• Efficeincy: 91%

• Cooling Mechanism : - Air Cooled

• Phase Resistance (Milliohm): 3.1/48V

• Speed: 2000-6000rpm (customizable)

• Weight:17Kg

• Length (height): 170mm Diameter: 206mm

• Keyway size: 6.4mm(W) x 45mm(L) x 21.7mm(D:25.4mm)

Figure 3.1: Motor

10
 Figure 3.2: Motor Test Curve

The graph for the motor performance is shown above. It represents various factors
such as power (input and output), RPM, efficiency etc. This curve is used to understand
the characteristics of the motor in various conditions and to estimate its performance.
The motor test curve (Table 4.1) data was also provided by the manufacturer which is
given in the table below. This along with the dynamic test data (Table 4.2) helps to
interpret the conditions in which we should operate the motor, which in turn decides
the motor controller algorithm to function in different operating modes to achieve high
speed and high torque characteristics.

Description Voltage(V) Current(A) P.Input(W) Torque (mN m) RPM P.Output(W) Eff.(%)

Upload Point 47.87 14.545 696.29 420.0 4733 208.15 29.9

Most Efficiency Point 47.36 123.658 5858.78 11957.0 4108 5080.18 86.8

Max Po. Point 46.29 286.946 13280.40 29227.5 3442 10530.85 79.3

Max Torque Point 46.29 286.946 13280.40 29227.5 3442 10530.85 79.3

End Point 46.29 286.946 13282.43 29230.0 3442 10535.04 79.3

Rated Rotate Point 46.46 268.845 12494.43 27432.9 3508 10096.92 80.8

Table 3.1: Motor Test Curve Data

11
Sr. no. Voltage(V) Current (A) P. input (W) P. factor (PF) Frequency (Hz) Torque (mN m ) RPM P. Output ( W) Efficiency (%)

1 47.87 14.545 696.29 1.00 0.00 420.0 4733 208.15 29.9

2 47.87 14.868 711.73 1.00 0.00 347.5 4731 172.15 24.2

3 47.86 16.493 789.31 1.00 0.00 200.0 4720 98.85 12.5

4 47.83 20.859 997.62 1.00 0.00 595.0 4690 292.20 29.3

5 47.78 28.729 1372.61 1.00 0.00 1640.0 4636 796.13 58.0

6 47.70 39.659 1891.85 1.00 0.00 2925.0 4563 1397.57 73.9

7 47.61 53.020 2524.16 1.00 0.00 4382.5 475 2053.58 81.4

8 47.51 68.424 3250.81 1.00 0.00 6042.5 4382 2772.59 85.3

9 47.41 85.541 4055.28 1.00 0.00 7857.5 4282 3523.12 86.9

10 47.30 103.661 4902.92 1.00 0.00 9797.5 4183 4291.41 87.5

11 47.26 123.218 5822.95 1.00 0.00 11830.0 4091 5067.70 87.0

12 47.33 142.868 6762.28 1.00 0.00 13985.0 4013 5876.63 86.9

13 47.30 162.723 7697.18 1.00 0.00 16152.5 3931 6648.74 86.4

14 47.28 182.568 8631.79 1.00 0.00 18295.0 3855 7385.05 85.6

15 47.23 201.640 9522.95 1.00 0.00 20382.5 3785 8078.30 84.8

16 47.03 219.285 10312.43 1.00 0.00 22300.0 3707 8656.14 83.9

17 46.77 235.073 10994.34 1.00 0.00 24005.0 3634 9134.47 83.1

18 46.61 247.863 11552.25 1.00 0.00 25317.5 3581 9493.40 82.2

19 46.53 257.188 11966.29 1.00 0.00 26252.5 3547 9750.54 81.5

20 46.48 263.805 12260.34 1.00 0.00 26925.0 3525 9938.29 81.1

21 46.43 268.967 12489.04 1.00 0.00 27422.5 3507 10070.23 80.6

22 46.40 273.243 12678.45 1.00 0.00 7860.0 3492 10187.13 80.3

23 46.37 277.063 12846.23 1.00 0.00 28227.5 3478 10280.13 80.0

24 46.34 280.695 13007.41 1.00 0.00 28595.0 3466 10378.04 79.8

25 46.31 283.920 13149.75 1.00 0.00 28910.0 3455 10459.06 79.5

26 46.29 286.965 13282.43 1.00 0.00 29230.0 3442 10535.04 79.3

Table 3.2: Motor Dynamic Test Data

12
3.2.2 Motor Controller

The Motor controller is used to control the characteristics of the motor. The amount of
current, voltage and power given as input is decided by the motor controller. It is also
used to change the mode in which the drivetrain is operating. An algorithm is used to
control the functioning of the controller. The specifications of the motor controller used
is: -

• Frequency of Operation: 16.6kHz.

• Standby Battery Current: < 0.5mA.

• 5V Sensor Supply Current: 40mA.

• Controller supply voltage range, PWR, 18V to 90V.

• Supply Current, PWR, 150mA.

• Configurable battery voltage range, B+. Max operating range: 18V to 1.25 *
Nominal.

• Standard Throttle Input: 0-5 Volts(3-wire resistive pot), 1-4 Volts (hall active
throttle).

• Analog Brake and Throttle Input: 0-5 Volts. Producing 0-5V signal with 3-wire
pot.

• Full Power Operating Temperature Range: 0°C to 50°C(controller case tempera-

ture).

• Operating Temperature Range: -30°C to 90°C, 100°C shutdown (controller case

temperature).

• Peak Phase Current, 10 seconds: 150A-550A, depending on the model.

• Continuous Phase Current Limit: 60A-200A, depending on the model.

• Maximum Battery Current: Configurable

The motor controller was manufactured by Kelly, the Kelly’s programmable KEB
motor controller. It is widely used for the purposes of electric vehicle drivtrains. It has
distinct advantages in the form of high take off current and it limits the battery current.
It also has the capability to work with small batteries and still give good acceleration
and hill climb characteristics. It can provide efficiency above 90 percent, and hence is
the preferred choice in this case.

13
 The following characteristics of the motor controller were considered: -

• It has the function of extended fault detection and its protection. The pattern of
the flashing of the LEDs indicates the fault sources.

• It helps in monitoring the voltage of the battery. It cuts down the motor power
supply if the voltage of the battery is way too high.

• It has an in-built current loop and protection against over current

• It is possible to configure the range in which the motor temperature protection

works

• The current is cut-off in the case of extreme temperature condition in order to

protect the battery and motor controller. The current starts to decrease when the
temperature reaches 90 °C , and then shuts down at 100 °C

• The maximum reverse speed can also be configured in this. It can be set as high
as half the maximum forward speed.

• It provides a grapahic user interface which can be run on Windows easily

• An output supply of 5V is provided in order to connect various sensors.

3.2.3 Planetary Gearset

The planetary gearset was used in order to incorporate inputs from both the sides i.e. the
high speed motor and the high torque motor. It gives a distinct advantage of the planet
gears to spin about their own axis and also around the sun gear. This helps to achieve
various conditions. In this case, the input of the high torque motor is given to the sun
gear and the input of the high speed motor is given to the planet gears. Three planet
gears were used in between the ring gear and the sun gear. The final output is taken
from the ring gear. The in detail specifications of the planetary gearset are mentioned
below: -

• Maximum Reduction offered by the Gearset = 2.78 : 1

• Overdrive ratio of the Gearset = 0.82 : 1

14
 • For Sun Gear: -

– No. of teeth = 15
– Face width = 15mm
– PCD = 30mm
PCD 30
– Module = No. of teeth
= 15 =2

• For Planet gears

– No. of teeth = 21
– Face width = 15mm
– PCD = 42mm
PCD 42
– Module = No. of teeth
= 21 =2

• For Ring gear: -

– No. of teeth = 57
– Face width = 15 mm
– PCD = 114mm
PCD 30
– Module = No. of teeth
= 15 =2

The material used for making the gears was EN 36. This was used as it is easily
machinable, can be hardened easily as compared to other materials. Also, it has high
tensile strength, and is less in cost; which makes it the suitable choice.

Figure 3.3: Planetary Gearset

15
3.2.4 Electromagnetic Brake

The electromagnetic brake is used on the shaft of the high speed motor side, in order to
stop the shaft from rotating when the high torque motor is functioning. The EM brake
used in this case is manufactured by the company Miki Pulley. They are a leading man-
ufacturer in this field. The model number of the EM brake is 111-12-11G 24V R25DIN
A25DIN. The drawing is shown below in Fig.3.4 and its dimensions are mentioned in
the Table 3.3.

Various parameters were considered in order to select the model shown above. Ap-
plied torque, loading properties, rotational speed of the shaft, acceleration, operating
time etc. were considered for selecting the EM brake.

Figure 3.4: Electromagnetic Brake

Size A C1 C2 C3 E Y m H J K L1 L2 M P T

12 125 150 137 62 49 7 M6 24 5.5 3.6 61 37 30 9.3 12

Table 3.3: Specifications of the EM Brake (Unit: mm)

16
3.3 Design Procedure for the Drivetrain

The design procedure includes the steps and explains the ideology with which the driv-
etrain was made. It explains the chronology and the importance of the components
which were included in order to make the assembly. The following design procedure
was followed: -

• The design for the drivetrain started with the design of the gearbox. Subsequently
the other components were decided.

• The design of TVS King Auto drivetrain was analysed for the torque and speed
requirements, and accordingly a suitable motor and a reduction for the gearbox
were decided. (Detailed calculations are shown in Chapter 4 )

• After the reduction for the gearbox was set, it was necessary to fix the module,
and hence we got the approximate size of the gearbox we had to go for.

• After selecting a suitable module, the number of teeth on each gear was found.

• With the basic gear parameters in mind, it was important to select a suitable ma-
terial for the gears and EN 36 was finalised because of the ease of machinability
and the cost considerations.

• Now, with the material and its properties in mind, the face width of the gears was
needed to be decided. The face width is important in determining the stress that
each gear tooth was subjected to.

• To calculate the bending stress acting on the gear, Lewis’ Equation was used Gear
stress calculations were performed under static and dynamic conditions, and a
suitable gear face width was decided to keep the stresses acting on the gear tooth
under the maximum bending stress that the gear material can withstand.

• Now, once the calculations were performed, the CAD model for the gears were
made. This model was analyzed in Ansys Workbench, under static and dynamic
conditions. This was done in order to verify that the gears can actually take
the load in simulation or not. Different loading conditions and scenarios were
performed in order to validate the design of the gearset

17
 Figure 3.5: High Speed Motor Side Casing

Figure 3.6: High Torque Motor Side Casing

• Once the design for the planetary gearset was fixed, it was time to design the
casing for it. The initial ideology behind making the casing was to provide a
support for the mounting of the gearset, to protect the outside foreign particles to
enter the gearset and allow for the lubrication of the gears.

• The input for the high torque motor was given on the sun gear to get the output
reduction. The shaft and the sun gear were coupled using a key.

• The planet gears needed to be connected to the output of the high speed motor.
Even here, a key was used to connect them. Since there are three planet gears,
a planet carrier was used to connect all the planet gears. The planet carrier was
pinned to a disk which had a provision to attach with the shaft using the key.

18
• The output of the gearset was taken from the ring gear. Hence, a provision was
needed to take the output in the casing.Therefore, inside the casing , the ring gear
was bolted with the flange, which was then connected to the output gear.

Figure 3.7: Output from Ring Gear

• Finally, the casing was closed using two caps on either side and were bolted
together.

• The electromagnetic brake was an essential component to mount on the shaft

of the high speed motor. It did not allow the movement of the shaft when the
high torque motor was spinning. Otherwise, it would have resulted in torque
being transferred to the other side of the gearset, which would have reduced the
efficiency of the system and also cause damage to the high speed motor.

• The next step for the drivetrain was to couple the motor with the shaft, and for
that purpose a flange was used. Keyways were provided to couple the shafts in
the flange.

• Mounts were needed to support the motor, to hold it in its place while it was
spinning. The mounts were made for supporting the motor. A base mount and a
vertical mount were provided.

• The mounts and casings ensures that all the components are aligned properly i.e.
the shafts are perfectly horizontal and the components are at their correct places.
Otherwise, it can cause a lot of vibration and damage with increasing time.

19
Figure 3.8: Gearbox Open Right Figure 3.9: Gearbox Open left
Side Side

Figure 3.10: Back View of Setup

Figure 3.11: Section View of

Gearbox Figure 3.12: Isometric View of Setup

20
 CHAPTER 4

CALCULATIONS

4.1 Tractive Effort Calculations

The designs from the TVS-King Auto were analysed, and the following calculations
were performed in order to understand the tractive effort requirements of the vehicle.

Primary Reduction = 3.6: 1

Final Drive reduction = 2.9: 1

No.of teeth on Driven Gear 39

1st gear reduction = No.of teeth on Drive Gear
= 14 = 2.78: 1
24
4th gear reduction = No.of teeth on Driven Gear
No.of teeth on Drive Gear
= 29
= 0.82: 1

Maximum Engine torque = 12.9 Nm

Radius of wheels = 0.2032 m

• Maximum Torque (in 1st gear condition): -

– Final torque on wheels = 12.9 * 3.6 * 2.9 * 2.78 = 375.475 Nm

Torque
– Hence, tractive force = Radius
= 375.475
0.2032
= 1847.78 N

Now, we know that we need 375 Nm of torque, therefore the planetary gear-
box, the final drive geartrain and the motor should all together produce a
torque to suffice the condition,

– Required Motor torque = 375.475

3.8∗3
= 32.9 Nm,

Hence a motor producing 35 Nm of torque has been selected for the purpose
 • Minimum Torque (in 4th gear conditions): -

– Final torque on wheels = 12.9 * 3.6 * 2.9 * 0.82 = 110 Nm

Torque 110
– Hence, tractive force = Radius
= 0.2032 = 543.47 N

Now, we know that we need 110 Nm of torque, therefore the planetary gear-
box, the final drive geartrain and the motor should all together produce a
torque to suffice the condition,

110
– Required Motor torque = 0.795∗3
= 46.12 Nm

Hence both the motors will be running together to produce the required
torque.

4.2 Gear Calculations

The gear ratio for the planetary gearset have been selected as 3.8 for high torque condi-
tion and 0.791 for high speed condition, keeping in regard the torque obtained from the
motors and the maximum speed to be achieved by the vehicle.
Taking this into consideration, the calculations for the gears have been performed.

We know that, minimum number of teeth on the sun gear in order to avoid interfer-
ence is given by: -

2*A
Ts = q (4.1)
G[ 1 + { G1 }({ G1 } + 2) sin 2 θ − 1]

where,
Ts = No. of teeth on sun gear
A= Fraction by which the standard addendum for the wheel should be multiplied
G= Gear Ratio
θ= Pressure angle

22
Substituting the values,

2*1
Ts = q ≈ 15 (4.2)
1 1 2
3.8[ 1 + { 3.8 }({ 3.8 } + 2) sin 20 − 1]

Hence, the sun gear has to have minimum 15 teeth.

• To calculate the bending stress for the sun gear, we will use Lewis’ Equation: -

WT = σ ∗ b ∗ π ∗ m ∗ y (4.3)

where,
σ= bending stress,
b= face width,
m= module,
y= form factor
First we need to find all the parameters required in the equation

(π ∗ D ∗ N ) π ∗ 0.030 ∗ (3500)
Pitch Line velocity, v = = = 5.497m/s (4.4)
60 60

Since the pitch line velocity is less than 12.5 m/s,

Hence velocity factor is taken as,

3 3
Cv = = = 0.35 (4.5)
3+v 3 + 5.497

Assuming steady loading conditions and 8 to 10 hours of service per day,

Service Factor CS = 1
So, the tangential tooth loading is

P 10000
WT = ∗ CS = ∗ 1 = 1819.17N (4.6)
v 5.497

Considering the gears to be stub involute gears, since they have good loading char-
acteristics
So Tooth Form Factor,

23
 0.841 0.841
y = 0.175 − = 0.175 − = 0.118 (4.7)
T 15

Also, the face width of the gear,

b = 15 mm
Hence, the bending stress can be found using the Lewis’ Equation,
WT = σ*b*π*m*y
1819.17 = σ ∗ 15 ∗ π ∗ 2 ∗ 0.118
Therefore, σ = 163.57N/mm2
Hence, the static load acting on the gear,

σ = σc ∗ Cv (4.8)

163.57
σc = 0.35
= 467.34N/mm2
The yield stress for EN36 is taken as 896 N/mm2 ,
Hence, taking a FOS of 1.5,
896
Stress limit for gear with FOS σc(EN 36) = 1.5
= 597N/mm2
Since, σc(EN 36) > σc
Hence the gear tooth calculations are correct.

• To calculate the bending stress for the planet gears, we will use Lewis’ Equation:-

(π ∗ D ∗ N ) π ∗ 0.042 ∗ (3500)
Pitch Line velocity, v = = = 7.69m/s (4.9)
60 60

Since the pitch line velocity is less than 12.5 m/s,

Hence velocity factor is taken as,

3 3
Cv = = = 0.28 (4.10)
3+v 3 + 7.69

Assuming steady loading conditions and 8 to 10 hours of service per day,

Service Factor CS = 1
So, the tangential tooth loading is

24
 P 10000
WT = ∗ CS = ∗ 1 = 1300.39N (4.11)
v 7.69

Considering the gears to be stub involute gears, since they have good loading char-
acteristics
So Tooth Form Factor,

0.841 0.841
y = 0.175 − = 0.175 − = 0.134 (4.12)
T 21

Also, the face width of the gear,

b = 15mm
Hence, the bending stress can be found using the Lewis’ Equation,
WT = σ*b*π*m*y
1300.39 = σ ∗ 15 ∗ π ∗ 2 ∗ 0.134
Therefore, σ = 102.96N/mm2
Hence, the static load acting on the gear,

σ = σc ∗ Cv (4.13)

102.96
σc = 0.28
= 367.73N/mm2
The yield stress for EN36 is taken as 896 N/mm2 ,
Hence, taking a FOS of 1.5,
896
Stress limit for gear with FOS σc(EN 36) = 1.5
= 597N/mm2
Since, σc(EN 36) > σc
Hence the gear tooth calculations are correct.

• To calculate the bending stress for the ring gear, we will use Lewis’ Equation:-

3500
(π ∗ D ∗ N ) π ∗ 0.114 ∗ 0.791
Pitch Line velocity, v = = = 26.4m/s (4.14)
60 60

Since the pitch line velocity is more than 12.5 m/s,

25
Hence velocity factor is taken as,

6 6
Cv = = = 0.185 (4.15)
6+v 6 + 26.4

Assuming steady loading conditions and 8 to 10 hours of service per day,

Service Factor CS = 1
So, the tangential tooth loading is

P 10000
WT = ∗ CS = ∗ 1 = 378.78N (4.16)
v 26.4

Considering the gears to be stub involute gears, since they have good loading char-
acteristics
So Tooth Form Factor,

0.841 0.841
y = 0.175 − = 0.175 − = 0.160 (4.17)
T 57

Also, the face width of the gear,

b = 15mm
Hence, the bending stress can be found using the Lewis’ Equation,
WT = σ*b*π*m*y
378.78 = σ ∗ 15 ∗ π ∗ 2 ∗ 0.160
Therefore, σ = 25.11N/mm2
Hence, the static load acting on the gear,

σ = σc ∗ Cv (4.18)

25.11
σc = 0.185
= 135.77N/mm2
The yield stress for EN36 is taken as 896 N/mm2 ,
Hence, taking a FOS of 1.5,
896
Stress limit for gear with FOS σc(EN 36) = 1.5
= 597N/mm2
Since, σc(EN 36) > σc
Hence the gear tooth calculations are correct.

26
• The Analysis of the gear is done using Ansys Workbench 2019 R2. The results
are shown below: -

Figure 4.1: Total Deformation

Figure 4.2: Stress Analysis

27
 Figure 4.3: Strain Analysis

The above figures show the static structural analysis of the planetary gearset. The
total deformation, stress and strain plots are shown. The figures show the concentration
of the various parameters using different colour intensities. On the left hand side in the
image, what value each scale represents is depicted. The following considerations were
made while performing the analysis: -

• Properties of EN 36 were manually provided to Ansys, as it does not by default

have this material in the library.

• The loading conditions were according to static loading conditions. No dynamic

loads were considered during this. Hence, the final output depicted in the fig-
ures is less than the ones shown in calculations, which were calculated under the
dynamic condition.

• Hex Dominant Method was used to create the mesh for the model, which reduces
the size of the mesh and gives better analysis. The free face mesh type was kept
as Quad/Tri in order to properly incorporate the different bends and geometries
of the gear teeth.

• The supports for the gears were considered to be frictionless supports which were
gievn at the sun gear and all the three planet gears. Only the ring gear was con-
sidered as a fixed support.

• A moment was applied about the z-axis and it was given as input to the sun gear.
The moment was given as a ramped input to the system.

28
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