Med Report Final

Fontys University of Applied Sciences
Department of Automotive Engineering
Minor Electric Drive
Electrification of Internal Combustion Engine Buggy
Supervisor
Marcel Raijmakers
Authors
Student group MED
July 13, 2016

List of Symbols
The following list describes several symbols that will be later used in this report
∆T Difference in temperature in K
ṁ Mass flow in kg/sec
Q̇ Heat flow in W att
v̇ Flow in liter/second
ηt transmission efficiency
ηconverter Efficiency of the converter
ηinverter Efficiency of the inverter
ηmotor Efficiency of the motor
µ Rolling resistance coefficient
ρ Density in kg/m3
ρcoolant Density of the coolant in kg/m3
ϕ Coefficient of friction
a Acceleration in m/s2
Af The frontal surface of the buggy in m2
Cp Peukert capacity: theoretical capacity of the batteries in Ah
cp Specific energy in J/kg ∗ K
Cw The aerodynamic efficiency with respect to air resistance
E Open circuit voltage in V olt
Fs Actual power transfer rear wheels to road in N ewton
FAR Air resistance in N ewton
FGR Gradient resistance in N ewton
FIR Inertial resistance in N ewton
FRR Rolling resistance in N ewton
FT,rear Power transfer rear axle in N ewton
FT,wheel Power transfer wheel in N ewton
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FT R Total resistance in N ewton
g Gravitational constant: 9.81 m/s2
I Current in Ampere
Ie Polar moment of inertia engine in kgm2
ig Gearbox ratio
Ip Actual required capacity in Ah
Iw polar moment of inertia of wheels and axles in kgm2
if d Final drive ratio
l Length axle in meter
m Mass of the vehicle in kilogram
mr The rotating mass of the vehicle in kilogram
n Peukert exponent varies by battery type
Ne Engine rotational speed in rpm
Ploss Heat loss provided by battery pack’s internal resistance in W att
Pmax,cooling The maximum cooled power in W att
Poutput Output power of the battery charger in kW h
Ptotal Output power of the battery package in kW h
R Resistance in Ohm
rw Rolling radius in meter
Rinternal Internal resistance battery pack in Ohm
SE Surplus Effort in N ewton
t Time in seconds
Te Maximum engine torque in N m
Tw Wheel torque in N m
TE Tractive Effort in N ewton
V Voltage in V olt
v Speed in m/s
vm maximum velocity of vehicle in km/hr
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List of Figures
1 Team Minor Electric Drive with Jan Plak from Siemens NL . . . . . . . . . . . . vii
1.1 Project teams Minor Electric Drive . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3.1 Motor perpendicular on differential . . . . . . . . . . . . . . . . . . . . . . . . . . 6

3.2 Motor in vertical position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.3 Motor per wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.4 Motor parallel in front of differential . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.5 Motor parallel above differential . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.6 Motor selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.7 Working principle of an automotive specific inverter . . . . . . . . . . . . . . . . 10
3.8 Inverter selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.9 Toyota S54 transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.10 Sadev ST75-14 Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.11 3MO LC776 Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.12 BorgWarner 31-03 eGearDrive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.13 Cooling concept 1: circuit one . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.14 Cooling concept 1: circuit two . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.15 Cooling concept 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.16 Cooling concept 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
3.17 Allocation points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.18 Selection powertrain configuration . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.19 The selected powertrain configuration: motor parallel in front of differential . . . 17
3.20 Selection motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.21 Siemens 1PV5135-4WS14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.22 Selection inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.23 Azure Dynamics DMOC 645 inverter . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.24 Selection transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3.25 Borgwarner eGeardrive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3.26 Generalized Electric Vehicle Control Unit (GEVCU) . . . . . . . . . . . . . . . . 20
3.27 Application specific axle which fits directly to the transmission . . . . . . . . . . 21
3.28 Borgwarner stubshaft mates to non-application specific inboard joint . . . . . . . 21
3.29 Adjusting a rear Volvo XC90 axle . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
3.30 Cooling concept 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3.31 Pierburg CWA cooling pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3.32 Suzuki Alto radiator with fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
3.33 The produced cooling connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.1 Equivalent diagram of a battery cell . . . . . . . . . . . . . . . . . . . . . . . . . 24

4.2 Characteristics of different types of batteries . . . . . . . . . . . . . . . . . . . . . 26
4.3 Battery cell specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
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4.4 Battery module specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.5 Radar charts of different battery cells . . . . . . . . . . . . . . . . . . . . . . . . 27
4.6 Specifcations CALB CAM72 cells . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
4.7 Top-balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
4.8 Bottom-balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
4.9 Battery’s state of Charge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
4.10 Example of a non-distributed BMS . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.11 Example of a distributed BMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.12 Comparison BMS options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
4.13 The EMUS BMS controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
4.14 Pre-charge circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
4.15 The selected pre-charge resistor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
4.16 On-board charging matrix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
4.17 Air cooled Brusa NLG513 charger . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.18 DC-DC converter possibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.19 Ford Escape/Mariner Hybrid DC-DC converter . . . . . . . . . . . . . . . . . . . 37
4.20 Overview of the connection of the main parts . . . . . . . . . . . . . . . . . . . . 38
4.21 CAN twisted pair cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
4.22 CAN system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
4.23 Circuit diagram of the selected Siemens motor . . . . . . . . . . . . . . . . . . . 40
4.24 Terminal box of the Siemens motor . . . . . . . . . . . . . . . . . . . . . . . . . . 40
4.25 Data electrical connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
4.26 M23 encoder cable connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.27 The inverter connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.28 AMPSEAL 35-pin connector of the GEVCU . . . . . . . . . . . . . . . . . . . . . 42
4.29 Maximum rating of the GEVCU . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
4.30 The basic wiring harness for the GEVCU . . . . . . . . . . . . . . . . . . . . . . 43
4.31 Wiring circuit for the GEVCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
4.32 Wiring overview of the charger . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
4.33 Connector positions of the charger . . . . . . . . . . . . . . . . . . . . . . . . . . 45
4.34 Disturbances causing EMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
4.35 A shielded power cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
4.36 A dismounted EMC cable gland . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
5.1 Difference with and without CAN bus . . . . . . . . . . . . . . . . . . . . . . . . 47

5.2 Overview of CAN bus communication . . . . . . . . . . . . . . . . . . . . . . . . 48
5.3 The AiM Motorsport MXG dashlogger . . . . . . . . . . . . . . . . . . . . . . . . 49
5.4 Comparison of different CAN interfaces . . . . . . . . . . . . . . . . . . . . . . . 50
5.5 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
5.6 The Bosch accelerator pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
6.1 Frame Dazon 1100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

6.2 Rear: free space . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
6.3 Front: free space . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
6.4 Floor: free space . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
6.5 Packaging Tesla Model S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
6.6 Empty space at front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
6.7 Simple representation of the Dazon 1100 chassis . . . . . . . . . . . . . . . . . . . 56
6.8 Accessing a load to the chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
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7.1 The MED group visiting Siemens Germany . . . . . . . . . . . . . . . . . . . . . 59
7.2 Projectteams Minor Electric Drive . . . . . . . . . . . . . . . . . . . . . . . . . . 59
7.3 Project’s ’to do’ list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
7.4 CAD illustration of the ICE Dazon 1100cc chassis . . . . . . . . . . . . . . . . . 60
7.5 The battery cells, motor, inverter and transmission . . . . . . . . . . . . . . . . . 61
7.6 The DC-DC converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
7.7 The Pierburg CWA50 coolant pump . . . . . . . . . . . . . . . . . . . . . . . . . 61
7.8 The installed Suzuiki Alto radiator with fan . . . . . . . . . . . . . . . . . . . . . 62
7.9 Design electric buggy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
7.10 CAD illustration of the designed smallest battery package . . . . . . . . . . . . . 62
7.11 CAD illustration of the designed small battery package . . . . . . . . . . . . . . . 63
7.12 CAD illustration of the designed big battery package . . . . . . . . . . . . . . . . 63
7.13 Production of the three battery packages . . . . . . . . . . . . . . . . . . . . . . . 63
7.14 The two finished battery packages . . . . . . . . . . . . . . . . . . . . . . . . . . 64
7.15 The big battery package in its position . . . . . . . . . . . . . . . . . . . . . . . . 64
7.16 The adapted Dazon 1100 chassis (1) . . . . . . . . . . . . . . . . . . . . . . . . . 65
7.17 The adapted Dazon 1100 chassis (2) . . . . . . . . . . . . . . . . . . . . . . . . . 65
7.18 The motor and transmission in the adapted Dazon frame . . . . . . . . . . . . . 65
7.19 CAD illustration of the designed dashboard . . . . . . . . . . . . . . . . . . . . . 66
7.20 The finished dashboard including the AiM MXG and switches . . . . . . . . . . . 66
7.21 CAD illustration of the designed relay casing . . . . . . . . . . . . . . . . . . . . 66
7.22 The finished relay casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
7.23 The adapted Volvo XC90 rear axles . . . . . . . . . . . . . . . . . . . . . . . . . 67
7.24 Testing the AiM MXG dashlogger . . . . . . . . . . . . . . . . . . . . . . . . . . 67
7.25 Wiring specialist Pim working on the GEVCU . . . . . . . . . . . . . . . . . . . 69
7.26 Different colours of wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
7.27 Concealing the wiring safely . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
7.28 Working BMS system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
7.29 The installed Brusa chargers and associated charging plug type 2 . . . . . . . . . 70
7.30 The electric buggy on the scale . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
7.31 The mass of the electric buggy . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
7.32 The finished electric buggy (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
7.33 Charging of the buggy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
7.34 The finished electric buggy (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
7.35 The finished electric and the assembled ICE buggy . . . . . . . . . . . . . . . . . 73
8.1 The Fontys MED Buggy (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

8.4 The electric vs. ICE buggy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
9.1 At the maximum speed of the car equals SE to 0 . . . . . . . . . . . . . . . . . . 81

9.2 Specifications Siemens 1PV5135-4WS14 motor . . . . . . . . . . . . . . . . . . . 83
9.3 Specifications Siemens Brusa NLG513 charger . . . . . . . . . . . . . . . . . . . . 85
9.4 Specifications Azure Dynamics DMOC645 . . . . . . . . . . . . . . . . . . . . . . 86
9.5 Project timeline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
MED 2016 v
Summary
The start-up minor electric drive aims to produce an electric vehicle which can be used for
further educational purposes. The key vision in the project is to develop a new environment
in which professionals and young talents are challenged to both grow in close cooperation
and contribute to new innovations in the region. Significant developments are currently seen
in the sustainable energy and efficiency branch, dynamic correlation between students and
professionals will stimulate this innovative development. Therefore, a 15-member student team
from Fontys University of Applied Sciences is building an electrically propelled buggy during
the minor. This will realised with the gained knowledge from the university and specialized
companies. This meets the new vision of Fontys Engineering: Connecting Through Technology
(CTT). First we endured 5 weeks of critical theory, alongside we visited several companies
which showed us their specialism and we conducted certified trainings. After that, the team
had 15 intensive weeks to complete the task to engineer and build an off-road vehicle. Due to
multidisciplinary subsystems, the team has been divided in subsystem project groups to have
maximum focus to cope all challenges. The actual project started with engineering on system
level, whereafter the components were selected and finally the details have been worked out.
At the end, a working buggy is delivered which features 200 Nm torque and 67 kW with only
a weight of 806 kilogram. Future work includes fine tuning of the buggy to obtain a RDW
licence for road use. This report will inform the reader with technological information about
the choices made regarding this vehicles propulsion system.
MED 2016 vi
Preface
On 15 February 2016 Fontys University of Applied Sciences introduced a new minor program
called Electric Drive. The key vision for this minor is to develop a new environment in which
professionals and young talents are challenged to both grow in close cooperation and contribute
to new innovations in the region. Significant developments are currently seen in the sustain-
able energy and efficiency branch, dynamic correlation between students and professionals will
stimulate this innovative development. A group of 15 members consisting of both Electrical
Engineering and Automotive Engineering students immediately signed up for this new program
and started gaining knowledge about electric powertrains. After a period full of theory classes
and workshops at several leading companies, we gained a good amount of knowledge to engineer
a fully electric powertrain for a Dazon 1100cc off-road buggy ourselves. After the engineering
process we started putting theory into practice by the actual conversion of the the buggy into a
fully electric vehicle. This report is written to show interested parties the whole process of en-
gineering. Besides, we want to clarify why specific choices for components and positioning were
made. Last of all, we would like to thank the following companies for their contribution to the
minor program: Siemens The Hague, Siemens Erlangen (GER), Fontys University of Applied
Sciences Eindhoven, VDL Roeselare (BE), New Electric Amsterdam, E-trucks Westerhoven,
Volvo Beesd, Bicon Helmond, Funbuggy Boekel, Notice BV Nieuwegein, Heijnsdijk Electric
Cars Bleskensgraaf, HAN University of Applied Sciences Arnhem, TU Delft, TU Eindhoven,
University Racing Eindhoven and Arend Auto Helmond.
Figure 1: Team Minor Electric Drive with Jan Plak from Siemens NL
We hope you will enjoy reading our final report!
Dylan Gerritsen, Xavier Lamee, Arsen Porosjan, Tim Grootes, Thomas Apeldoorn, Steven van
Klinken, Tim Verdonschot, Elco Hendriks, Bram Donkers, Jeroen Duijsens, Ruud Boudewijns,
Pim Rijkers, Dennis van den Ende, Cas van Hoek and Quint Smeijsters.
Helmond, Noord-Brabant
The Netherlands
MED 2016 vii

Contents
1 Introduction 1
2 Program of Requirements 3
2.1 Powertrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.2 Battery and BMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.3 Vehicle control and communication . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.4 Vehicle dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3 Powertrain 6
3.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.1.1 Powertrain configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.1.2 Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.1.3 Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.1.4 Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.1.5 Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.2 Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.2.1 Selection: powertrain configuration . . . . . . . . . . . . . . . . . . . . . . 17
3.2.2 Selection: motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.2.3 Selection: inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.2.4 Selection: transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
3.2.5 Selection: control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3.2.6 Selection: axles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
3.2.7 Selection: cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4 Battery and BMS 24

4.1 Battery cells . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.1.1 Peukert’s law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
4.1.2 Battery pack selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
4.2 Battery Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
4.2.1 Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
4.3 Pre-charge circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
4.4 Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
4.4.1 DC charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
4.4.2 AC charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
4.4.3 Charging system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
4.5 DC-DC converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.6 Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4.6.1 CAN-bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4.6.2 Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
4.6.3 Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
MED 2016 viii

4.6.4 Control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
4.6.5 Battery Management System . . . . . . . . . . . . . . . . . . . . . . . . . 44
4.6.6 Charger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
4.7 Electromagnetic Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
5 Vehicle Control and Communication 47

5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
5.2 Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
5.3 Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
5.3.1 Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
5.3.2 Sensors and actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
6 Vehicle Dynamics 52
6.1 Available free space . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
6.2 Tesla packaging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
6.2.1 Advantages and disadvantages . . . . . . . . . . . . . . . . . . . . . . . . 54
6.2.2 Relation to buggy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
6.3 Strength calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
6.4 Braking System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
7 Conversion buggy 59
8 Conclusion and Recommendations 74

8.1 Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
8.2 Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
8.3 Future work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
9 Appendices 79
9.1 Appendix A: powertrain calculation . . . . . . . . . . . . . . . . . . . . . . . . . 79
9.2 Appendix B: cooling calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
9.3 Appendix C: specifications Siemens 1PV5135-4WS14 motor . . . . . . . . . . . . 83
9.4 Appendix D: specifications Brusa NLG513 charger . . . . . . . . . . . . . . . . . 85
9.5 Appendix E: specificiations Azure Dynamics DMOC645 . . . . . . . . . . . . . . 86
9.6 Appendix F: planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
MED 2016 ix
1. Introduction
Electric powered vehicles become more popular these days. This phenomenon brings some
socials impacts. The opinion on driving electrically differs a lot in society. Therefore, the
following pros and cons, supplemented with some numbers, can be summarized.
Pros:
- A mix of energy, both fossil as renewable energy, is used. A great benefit is using sustainable
energy to drive electric motors.
- There are zero emissions at the user side.
- It is easy to generate electricity since the only required part is a rotating element with a three
phase system.
- There is already an existing infrastructure available.
- Direct conversion to lighting, heat and motion is possible.
- The efficiency of electric motors is more than 90% comparing to 30% - 40% of Internal Com-
bustion Engines (ICE’s).
- Driving electrically is cheaper.
Cons:
- It is at the moment difficult to store electricity. The battery technology, especially the price
and capacity, should be improved.
- During the generation of electricity is 55% - 65% of the energy lost.
- It takes more time to recharge than refuelling.
- Electric cars are expensive at the moment mainly because of the battery.
Why should one actually drive electrically?

- Observed the complete life cycle, it is a more responsible option when it comes to the envi-
ronment and health.
- Noise disturbance will be reduced greatly.
- Driving electrically offers tax benefits.
- The nation will become less dependent on unstable oil countries.
Sales of electric vehicles increases very fast. The following facts states this:
- On 1-9-2015 one million plug-in electric vehicles (EVs) were sold.
- Top 10 car manufacturers sold 290.000 EVs in the first 9 months of 2015.
- 62% of the plug-in EVs is all electric.
- The point of one million plug-in EVs is reached twice as fast as non-plug-in hybrids.
According to these facts, the share of electric vehicles is growing each year. This is the reason
for more and more vehicle manufacturers to focus on the development of electric vehicles. The
demand for well-trained engineers is therefore very high in this industry. Fontys University of
Applied Sciences offers students the possibility, by introducing the minor electric drive, to gain
experience and develop themselves in electric powertrains. The minor electric drive aims to
convert a Dazon 1100cc off-road buggy into a fully electric vehicle for further educational and
promoting purposes. Converting the buggy to a fully electric powertrain, the E-buggy, consists
MED 2016 1
of many different aspects. Therefore, the decision has been made to divide the whole process
into four main topics. The following main topics are defined: powertrain, battery and BMS,
vehicle control & communication and vehicle dynamics.
Figure 1.1: Project teams Minor Electric Drive
At first, an extensive research was done on every main topic. After that, desired specifications
and characteristics of the E-buggy were defined. From these desires a selection of suitable
components were made regarding the powertrain, batteries and interface. By analysing different
selection factors and taking the available budget into account, final choices for all components
were made. After it was clear which components will be used, it was possible to dimension
the powertrain together with the battery pack. Besides, it was possible to design a set-up
for the E-buggys interface. After engineering all of these subsystems the positioning of these
components were analysed to retain good driving characteristics as much as possible. This
engineering process is described in chapter 2 to 6. At last, theory was put into practice by
realising the E-buggy which is handled in chapter 7. The combustion engine powertrain were
removed whereafter the electric components were installed. After the installation was completed
a calibration of the complete system was performed. The goal of this report is to give an
impression of the layout of a fully electric powertrain. Besides, this report is written to clarify
why specific choices for certain components regarding the powertrain, battery pack and interface
were made.
MED 2016 2
2. Program of Requirements
In order to obtain the right configuration of the powertrain, a program of requirements should
be established. In addition to all requirements, it also includes the wishes of the vehicle.
2.1 Powertrain
Powertrain requirements
- The total weight of the powertrain should not be higher than 175 kg. This contains the
electrical motor, reduction, differential, inverter, control unit and the axles.
- The powertrain should fit inside the chassis of the Dazon 1100. The position of the batteries
should be taken into account.
Electric motor requirements

- The supplier of the motor should be Siemens.
- The motor should be provided with an encoder which measures the speed, axle position,
voltage and temperature.
- The motor should be compatible with the communication language CAN open J1939.
- The supply voltage should be maximal 400 V olt.
- The delivery time should be less than 6 weeks.
- The performance of the drive should at least equal the performance of the ICE buggy (0-80
in 8 seconds).
Motor wishes
- Lightweight.
- Compact.
Powertrain wishes
- The powertrain should provide an acceleration from 0 to 80 km/hr within 5 seconds, which
is 3 seconds faster than the ICE buggy. This should be executed on a straight and flat end.
- The powertrain should provide the buggy a minimum velocity of 100 km/hr.
2.2 Battery and BMS
Requirements battery pack

- In order to supply the inverter and motor enough power, the battery package should deliver
a minimum voltage of 250 V and maximum 400 V olt. See 9.3 and 9.5.
- The maximum current of the battery pack should be 280 Ampere to reach the maximum
power of the motor.
- The total weight of the battery package (including BMS) should be under 250 kilogram. This
has to do with the dynamical behaviour of the vehicle and, more important, the vehicle should
meet the requirements for a light motorized vehicle (Le7), which is less than 1000 kilogram.
MED 2016 3
- The battery package should fit in the vehicle. The position of the center of gravity should be
taken into account.
- It should be possible to de-energize the high voltage system of the vehicle without any tools
(< 60 V olt DC).
- The battery package should accumulate and supply energy between 20-28 kW h.
- The package should be cooled to provide its optimal temperature. The temperature should
always be below 60 ◦ C.
Requirements BMS
- It should measure the temperature.
- It should measure the voltage.
- The voltage of the individual cells should be balanced by means of resistors.
- A pre-charge circuit should be included.
- A dis-charge circuit, which meets the governmentally requirements, should be included.
Wishes battery package

- To enhance the life cycle of the package, it should be able to handle peak currents above 350
Ampere.
2.3 Vehicle control and communication
Requirements
The buggy should be equipped with the CAN-bus protocol:
- Class C with communication speed 500 kilobit/second.
- CAN-bus wire isolation should have the same colours throughout the whole system.
- The communication circuit must be closed any time.
The following components in the e-buggy must communicate with each other:
- Battery Management System
- Inverter
- The dashboard interface
- Chargers
- Control Unit
2.4 Vehicle dynamics
Requirements
- The buggy should weigh less than 1000 kilogram. This has to do with the RDW regulations
concerning vehicle type Le7, which can be found here:
http://wetten.overheid.nl/BWBR0025798/2016-03-02#BijlageIV.
- The buggy should be able to deaccerelate with 4.5 m/s2 .
- All components should fit in the vehicle.
- The chassis and suspension should be strong enough to carry all components. Simulations are
required to ensure this.
MED 2016 4
Wishes
- The weight distribution should be equal on the four wheels.
- The center of gravity should be as low as possible.
- The buggy should have modern lightning to match the powertrain.
- The buggy should have a rooftop and a ho1od.
MED 2016 5
3. Powertrain
The selection of the drivetrain will be described in this chapter. The electric drivetrain of the
Dazon will be split up in three main components: motor, inverter and gearbox. For each of
these components different possible options will be compared.
3.1 Overview
3.1.1 Powertrain configuration
The drivetrain includes the electrical engine, a (possible) transmission, differential, the inverter,
control unit and the axles. Furthermore, the vibrations caused by the wheels should be damped.
The following figures illustrates the possible configurations of the drivetrain.
Concept 1
The motor and the differential are perpendicular to each other. As can be seen below, there is
a torsion damper and a reduction between the engine and differential.
Figure 3.1: Motor perpendicular on differential
Characteristics:
- Simple
- This configuration is often applied
- Low cost
- Low center of gravity
- Large size
MED 2016 6
Concept 2
This configuration is similar to concept 1. The only difference in figure 3.2 is that the drivetrain
is placed vertically.
Figure 3.2: Motor in vertical position
Characteristics:
- Smaller size
- Simple
- Low cost
- Higher center of gravity
Concept 3
Each wheel has its own motor.
Figure 3.3: Motor per wheel
Characteristics:
- No differential required
- Expensive
- More complex
- Higher weight
- Reduction should be realized with an in-wheel planetary system
MED 2016 7
Concept 4
The motor is configured in parallel to the differential. There is a torsion damper and reduction
between the motor and reduction.
Figure 3.4: Motor parallel in front of differential
Characteristics:
- Simple
- Small size
Concept 5
This configuration is similar to concept 4 in figure 3.4 . The only difference is that the drivetrain
is placed vertically.
Figure 3.5: Motor parallel above differential
Characteristics:
- Simple
- Smaller size
- Higher center of gravity
MED 2016 8
3.1.2 Motor
An important component of an electric vehicle is the motor. The ideal motor is lightweight and
small. It should also have enough torque and power to accelerate the vehicle.
For selecting the right Siemens engine, there was unfortunately only access to the older types
of automotive engines and the industrial ones. This limitation made it impossible to obtain the
ideal engine for our application. The disadvantage of these engines is the low performance and
high weight. The outcome of a study showed that the best alternatives includes the Siemens
1PV5135-4WS18 and the 1PV5135-4WS14. Furthermore, the Siemens 1PH8138 is (relative)
the most appropriate one out of the industrial line.
Just to make a comparison, engines of other suppliers have much better performance and
weight ratio. As an example, the Brusa HSM1-10.18.13 and the Rimac PM-OC-250 are in-
cluded in table 3.6 below. A disadvantage is the higher price. The electric motors described
above will be compared in the table below. The specifications originates from the data sheets
[Siemens Simotion AG, 2013], [Siemens AG, 2011], [Brusa Elektronik AG, nd] and [Rimac Automobili, nd].
Figure 3.6: Motor selection
3.1.3 Inverter
An inverter is used to supply the electric motor with current. An inverter is able to convert
the direct current delivered by the battery into an alternating current. This is done by switch-
ing ’Insulated-Gate Bipolar Transistors’ (IGBT’s). As an automotive application, the output
voltage will be a three phase sine wave which is required for the electric motor. The inductor
and the capacitor Uc in figure 3.7 ensure the flattening of the battery voltage. The inductor is
especially used as a buffer for current peaks out of the battery. The 6 switches, the IGBT’s,
provides an alternating current by switching in a certain sequence. After this, some capacitors
and the three inductors of the electric motor create a smooth sine wave output voltage. An ideal
inverter is lightweight, small and capable of delivering enough current to the electric motor.
MED 2016 9
Figure 3.7: Working principle of an automotive specific inverter
The S120 Booksize and S120 Chassis are two inverters from Siemens. New Electric, a com-
pany which electrifies conventional vehicles, is able to supply the AZD DMOC 645 inverter in
combination with the Siemens Drive Motor 1PV5135-4WS14 as one unit. A compatible Ve-
hicle Control Unit (VCU) is included. This implies that there is no need to buy the Siemens
control unit C320-2, which is the only appropriate control unit for this application. The Brusa
DMC534 and Rinehart PM100D X/DZ are two recent automotive orientated inverters. Again,
these have noticeably higher performance and are lighter and smaller. The discussed inverters
will be compared in the table below. The data is obtained from [Siemens Simotion AG, 2013],
[Azure Dynamics, 2009], [Brusa elektronik AG, nd] and [Rinehart Motion Systems LLC, 2014].
Figure 3.8: Inverter selection
MED 2016 10
3.1.4 Transmission
The current gearbox of the Dazon 1100 is insufficient, since maximum torque of the engine is
only 90 Nm. The gearbox of a Suzuki Swift 1300 16V can be placed in the chassis without
any adaptions. However, this gearbox is also inappropriate because the maximum torque of
106 Nm. Since concept 5 is the best option, the reduction should be placed transversely. In
addition, a gear ratio of 6-8.5 is desired. These are the options:
Using an existing gearbox
- Specific for an electric engine

- Relative compact
- Simple (with respect to time)
- It is just one unit with the reduction and differential in it
- Expensive
- Gearbox out of a large produced (conventional) combustion engine

- Big size
- Relative high weight
- Cheap since it is available at the scrap yard
- Less gearboxes are appropriate because of the high torque
-Gearboxes for high-end applications

- Compact
- Expensive
Designing an own reduction by selecting an appropriate differential in combination

with a fixed gearbox
- It is not proven technology
- Time consuming
- The total reduction consists of more units
- Separate differentials for transverse engines are hard to find.
- They are placed in huge gearboxes in most cases.
Based on the above options, the listed gearboxes on the next page are appropriate for this
application.
MED 2016 11
Toyota S54
This is a transmission out of a production vehicle.
Figure 3.9: Toyota S54 transmission
Specifications:
- 5 speed
- 340 Nm
- Limited Slip Differential (LSD)
- Ratios:
1st: 3,285
2nd: 1,960
3th: 1,332
4th: 1,028
5th: 0,820
Rev: 3,153
Final Drive: 4,176
- Weight: 54 kg
- Price: 500,-
The mentioned data can be found in [Toyota Motor Corporation, 2000].
Sadev ST75-14
This transmission showed in figure 3.10, is on the market for high end applications. Specifica-
tions:
- 6 sequential speed
- 250 Nm
- Various final drive ratios available
- Wide range of gear ratios available
- LSD
- Weight: 40 kg
- Price: Not Available
- Delivery time: 12-16 weeks
This data originates from [Sadev, nd].
MED 2016 12
Figure 3.10: Sadev ST75-14 Transmission
3MO LC776
This transmission is produced for high end applications. Specifications:
Figure 3.11: 3MO LC776 Transmission
- 6 sequential speed
- 280 Nm
- 8 side diffs 45/85 (3 different preload)
- Weight: 36,5 kg
- Price: 5830,-
- Delivery time: 6-8 weeks.
These specifications are listed in [3MO, nd].
MED 2016 13
BorgWarner 31-03 eGearDrive
This transmission is mounted in a Ford Transit Connect and a Tesla Roadster. Specifications:
Figure 3.12: BorgWarner 31-03 eGearDrive
- Single speed
- Continuous torque 200 Nm and 300 Nm peak
- Available ratios:
6,54 7,17 8,00 8,28 8,76 9,07 - Efficiency is 97% or higher
- Maximum inlet speed: 14000 rpm
- Applied on Tesla Roadster and Ford Transit Connect
- Weight: 28 kg
- Price: 2800,-
- Delivery time: 1 day
The BorgWarner specifications can be found in [BorgWarner Drivetrain Systems, nd].
3.1.5 Cooling
In this paragraph the cooling system for the motor, inverter, charger and DC-DC converter
of the buggy is elaborated. The dimensioning of the system and the required components are
explained.
The first objective is to determine the required cooling power, which depends on the power
generated by the components that should be cooled. These are the electric motor, inverter and
DC-DC converter. The charger should be cooled during its use, and that is not while driving.
This implies that the charger should be cooled separately. In this case the charger is air-cooled,
see paragraph 4.4.3. Hence, the required cooling power depends on the motor, inverter and
converter. The maximum required cooling power is 10005 Watt; 2520 W to the inverter, 5880
W to the motor and 105 Watt is required for the DC-DC converter. This worst case scenario
calculation can be found in appendix 9.2. In this way there will be sufficient cooling power
for a situation where maximum power is required, such as driving at top speed and at max
acceleration.
The flow and pressure should also be known in order to design the cooling system. The maximum
allowable pressure of the engine is 2,5 bar, for the inverter this is 1,03 bar and for the DC-DC
converter this is 1 bar. These values apply to a liquid mixture of 50% antifreeze (glycol) and
50% water. Furthermore, the maximum inlet temperatures of both the motor and the inverter
are 55 ◦ C. For the dimensioning of the cooling system is the volume of fluid required. The
required volume of the engine is ± 2,3 litre.
MED 2016 14
Cooling system concepts
Below there have been 3 concepts set up which have been worked out and will be explained.
Concept 1 is a cooling system which consist of 2 separate cooling circuits, one circuit for cooling
the motor and one for cooling the inverter and DC/DC converter. Concept 2 is a cooling system
which consists of a single cooling circuit whereof components are in parallel. And lastly concept
3, a cooling system which consists of a single cooling circuit for cooling all the components A
cooling circuit consists of an electric water pump and a radiator with a cooling fan. Furthermore,
an expansion reservoir is required.
Cooling concept 1
This concept of a cooling system consists of two cooling circuits each with a water pump,
radiator, fan and an expansion reservoir. The illustrations below shows the schematic view of
the cooling circuits for the powertrain.
Figure 3.13: Cooling concept 1: circuit one
Figure 3.14: Cooling concept 1: circuit two
MED 2016 15
Cooling concept 2
This concept consists of a single cooling circuit with all components in parallel. There are used
throttles, since each component requires a different flow. It should be possible to close these
throttles. This cooling circuit requires a larger pump and radiator. The pump should handle
the maximum flow, which is 16 l/min. The maximum pressure of the circuit is determined by
the inverter, which is 1,03 bar. The following figure shows a schematic view of this concept.
Figure 3.15: Cooling concept 2
Cooling concept 3
This concept consists of a single cooling circuit with all components in series. The order of
components in the circuit is as follows: DC/DC converter, inverter and then the motor. In
this way the DC/DC converter and inverter, the most critical components, are cooled most
effective. The maximum pressure of the circuit is determined by the inverter, which is 1,03 bar.
The following figure is a schematic view of the in series connected cooling circuit.
MED 2016 16
3.2 Results
The final decisions for the powertrain components are elaborated in this section. The config-
uration of the drivetrain, motor, inverter and gearbox are handled separately. The selected
concepts are compared in the following matrix. The allocation of points is executed by the
following method:
Figure 3.17: Allocation points
3.2.1 Selection: powertrain configuration
The following matrix is about the configuration of the drivetrain discussed in paragraph 3.1.1.
Concept 5 with the motor and transmission above the differential would be the best solution
Figure 3.18: Selection powertrain configuration
for this application due to its small size. However, with the selected transmission out of para-
graph 3.1.4, it is not possible to realize this configuration. Concept 4 is the second best option.
The selected transmission does not conflict this configuration. Final concept 4 is shown below.
Figure 3.19: The selected powertrain configuration: motor parallel in front of differential
MED 2016 17
3.2.2 Selection: motor
The selected motors elaborated in section 3.1.2 are compared in the matrix below.
Figure 3.20: Selection motor
The Siemens Drive Motor 1PV5135-4WS14 is the best solution in this situation since it is
the lightest Siemens engine which meets the requirements. Besides, this motor is relatively
cheap and has a acceptable delivery time. The Siemens Drive Motor 1PV5135-4WS14 and the
AZD DMOC 645 can be bought as one unit at New Electric. This unit already has an EMC
certification. The Siemens Drive Motor 1PV5135-4WS14 is capable of delivering enough torque
and power, so the vehicle will reach its desired acceleration. This is eloborated in appendix 9.1.
The downside to this motor is the relative high weight compared to other motors. All available
motor specifications can be found in appendix 9.3.
Figure 3.21: Siemens 1PV5135-4WS14
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3.2.3 Selection: inverter
The discussed inverters in paragraph 3.1.3 are compared in matrix 3.23.
Figure 3.22: Selection inverter
The AZD DMOC 645 inverter is the best solution because it is capable of delivering sufficient
current to the Siemens Drive Motor 1PV5135-4WS14. Another benefit is that the inverter has
its own Vehicle Control Unit (VCU). So, there is no need to buy an additional control unit. The
Siemens Drive Motor 1PV5135-4WS14 and the AZD DMOC 645 can be bought as one unit at
New Electric. This unit already has an EMC certification. All available specifications can be
found in appendix 9.5.
Figure 3.23: Azure Dynamics DMOC 645 inverter
3.2.4 Selection: transmission
The possible transmission handled in section 3.1.4 are compared in the matrix 3.25. The
BorgWarner eGearDrive is the best option because its good mix of performance, low weight,
gear ratio, compactness and simplicity. In addition, it already has a differential in it. There is
no need to include a torsion damper. The gear ratio is 8.28.
MED 2016 19
Figure 3.24: Selection transmission
Figure 3.25: Borgwarner eGeardrive
3.2.5 Selection: control unit
Upon recommendation of New Electric, a company specialised in electric automotive pow-

ertrains, the Generalized Electric Vehicle Control Unit (GEVCU) is selected. Currently the
following devices are supported [EVTV Motor Werks LLC, nd]:
- DMOC 645 motor controller
- Brusa DMC5 motor controller
- Single and dual potentiometer based throttle pedals
- Brake pressure transducers
- CAN bus based throttle input
- CAN bus based brake pressure input
- Wifi based webserver for status display and parametrization - Pre-charge circuit
Figure 3.26: Generalized Electric Vehicle Control Unit (GEVCU)
MED 2016 20
Based on this, it can be deduced that this control unit fits the selected setup perfectly. In
addition, the software is open source and therefore ideally suited for educational purposes.
Cited from the GEVCU manual [EVTV Motor Werks LLC, 2013]:
”The Generalized Electric Vehicle Control Unit or GEVCU is an experimental educational device
designed to allow students and enthusiasts to explore and learn about electric vehicle control
issues in automotive development particularly using drivetrain components used by automotive
manufacturers. The device in and of itself performs no particular or specific function and is not
designed for commercial use.”
3.2.6 Selection: axles
The Borgwarner eGeardrive suggests the following three possible options [Borgwarner Drivetrain Systems, nd]:
- Designing a new application specific axle.

- Best possible performance
- Expensive
- Long delivery time
Figure 3.27: Application specific axle which fits directly to the transmission
- Using a Borgwarner stubshaft in combination with an appropriate axle.

- Expensive
- Long delivery time
Figure 3.28: Borgwarner stubshaft mates to non-application specific inboard joint
- Applying the rear axle of a Volvo XC90.

The rear axle of a Volvo XC90 AWD 6 cylinder 3.2L or V8 4.4L (2003-2008) fits directly into
the Borgwarner eGeardrive. As shown in figure 3.29, the axle should be modified to create the
connection to the wheels.
- Sufficient performance
- Cheap
- Short delivery time Obviously, the most appropriate solution is adjusting the Volvo axle, which
Figure 3.29: Adjusting a rear Volvo XC90 axle
is widely available at scrapyards.
MED 2016 21
3.2.7 Selection: cooling
The cooling system that will be used is cooling concept 3 in which the components are connected
in series. This is elobarated in paragraph 3.1.5. The sequence is: DC-DC converter, inverter
and then the motor.
The coolant that is going to be used is a mixture of 50% water and 50% glycol. This will be
circulated by an electric pump which has could handle a maximum flow of 30 litre/min. It
should be possible to control the flow of the pump. The fluid will flow through a radiator which
will cool the coolant. A car radiator will be used which is equipped with a fan. The radiator will
be placed at the back of the buggy. The cooling circuit further consists of two hose connectors
and throttles.
As discussed in paragraph 3.1.5, the pump should meet the following requirements: A flow of
16 l/min at a pressure of 1 bar. The flow needs to be variable. Based on this, the Pierburg
CWA50 [EVTV Motor Werks LLC, 2014] is suitable.
Figure 3.31: Pierburg CWA cooling pump
MED 2016 22
Because of the high efficiency of a electric powertrain, a car with internal combustion engine
should have more cooling power than an electric vehicle. This implies that a radiator of a
car with internal combustion engine meets our requirements. The radiator of a Suzuki Alto is
appropriate. The most appropriate position of the radiator is at the back of the buggy at the
original position of the radiator of the internal combustion engine. The reason for this choice
is that the hoses will be short, so there will be minimum pressure loss. The radiator will be
equipped with a fan that will be used when the temperature of the components becomes too
high. This is also managed by the inverter software and should be parametrised in the future.
Furthermore, an expansion reservoir is required.
Figure 3.32: Suzuki Alto radiator with fan
To connect the hoses, which varies in diameter, there are 2 hose connectors required. These
hose connectors connect the radiator with the components.
Figure 3.33: The produced cooling connectors
MED 2016 23
4. Battery and BMS
In this chapter the battery pack is determined. First there is explained how a battery works
and how it is calculated. Following are a number of properties of battery cells. Then various
types of battery cells are compared and at last a choice is made for the buggy.
4.1 Battery cells
All the battery cells contain a nominal voltage, depending on the type of cell, the load, temper-
ature and the State of Charge the voltage of the cells can vary. The cells may be connected in
series in order to increase the overall voltage or put in parallel in order to increase the current.
But the actual voltage changes in practice. If the battery cell supplies a current then the voltage
decreases, if the battery is charging, then the voltage increases. This phenomenon is caused by
the internal resistance of the battery. The illustration below shows the equivalent diagram of a
battery cell.
Figure 4.1: Equivalent diagram of a battery cell
The battery has a fixed voltage E, but the voltage V at the poles is lower because of the
voltage over the internal resistance. Assuming that a current flows from the battery, as shown
in figure 4.1, then the following equation applies:
V = E − IR (4.1)
In the unloaded situation, there is no current, the voltage V is then equal to E, also known
as ”open circuit voltage” called. Larger currents decrease the voltage, so that the internal
resistance of the battery pack in an electric vehicle should be kept as low as possible. The heat
loss is provided by the battery pack internal resistance with:
Ploss = I 2 ∗ Rinternal (4.2)
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From equation (4.2) follows that the efficiency increases as the voltage increases and the power
remains constant. In general, the higher the battery’s capacity, the lower the internal resistance.
The following factors influence the internal resistance of the battery:
- Temperature
- Charging condition of the battery
- Aging
4.1.1 Peukert’s law
Manufacturers give a battery cell, a value of capacitance which is related to a certain time.
Often C20 rate is used when, a battery with a capacity of 100 Ah is discharged in 20h, and thus
5 Ampere is pulled out per hour. When the battery cell is discharged in a shorter time, then
the capacity is lower. Peukert’s law describes a relation between the nominal discharge current
and the actual discharge current. Depending on what kind of battery is used the exponent n
changes, because the one battery is more sensitive than the other. If the exponent is 1, there
would be no difference between the nominal capacity and the actual capacity. From this a rule
can be derived: The closer the Peukert exponent approaches 1, the deeper the battery can be
discharged. A lead acid battery has an n value of between 1.1-1.3. The n of lithium Ion is
around E 1.1. The exponent included in Peukert’s law (4.3), increases as the battery ages.
Cp = Ipn ∗ 3600 ∗ t (4.3)
Research is done on different types of batteries. In the following table different batteries are
plotted vertically along with the advantages and disadvantages.
The investigation has shown that Lithium Iron Phosphate cells (LiFePO4) are the best solution
for automotive application. The main advantages are:
- Relatively high power density
- Extremely safe to use, it does not ignite or explode
- Long service life (2000 cycles)
- Forgiving regarding overcharging, deep discharge and high temperature
- Ability to fast charge
- Small dimensions
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Figure 4.2: Characteristics of different types of batteries
4.1.2 Battery pack selection
A study is performed about battery and BMS systems. For the buggy there has been searched
for a light battery cell with high capacity and small volume which is suitable for the buggy. In
order to make the best choice, the specifications of the Siemens motor that will be used in the
buggy are studied first. Desirable is a battery pack which gets the maximum power out of the
engine. On the basis of this engine, a specification list has been made for the battery pack:
- Nominal voltage: ± 350V

- Peak voltage: ± 400V
- Nominal rated current: 190A
- Peak current: > 350A
- Energy: 20-28 kWh
Based on this requirements, appropriate battery cells listed in table 4.3 are selected.
These cells are then put in a configuration which is suitable for the buggy. See table 4.4. With
this it can determined how many cells are required, with the total weight the total volume, and
the price of each battery pack.
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Figure 4.3: Battery cell specifications
Figure 4.4: Battery module specifications
In order to get a visual impression of the best cell, a radar chart has been set up. See 4.5
Figure 4.5: Radar charts of different battery cells
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As can be seen in the chart the CALB and the Kokam cells stand out, compared with the other
two battery packs. The Kokam cells are especially interesting because they can achieve the
desired voltage with low weight and small volume with a fairly good capacity, but the costs of
e24000 form a huge disadvantage. On the other hand, the CALB cells only cost e9720 which
makes them the cheapest cells of these four. Only these have the disadvantage that they do not
reach the desired voltage of 360 V. These cells just pick up a voltage of 306 V, which means that
they just meet the minimum voltage requirement of 300 Volt. However, it is a great advantage
that they can discharge 8C. So the cells are able to reach the desired current. Both Kokam as
the CALB have approximately the same capacity. This capacity is comparable to a Nissan leaf
battery package, also this car has a similar motor and a range of approximately 175 kilometer.
The Nissan Leaf has a weight of 1500 kilogram, the buggy will eventually have a weight of 800
kg, and therefore a capacity of approximately 22 kWh will be more than enough for the buggy.
However, the buggy has an aggressive drive cycle so the batteries will discharge more than a
Nissan Leaf, but a possible range of 80 to 100 kilometer should be able to realize. sA drive cycle
for the buggy is not found, and it was not possible to measure it for ourselves, so there had to
be made an assumption.
Figure 4.6: Specifcations CALB CAM72 cells
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4.2 Battery Management System
Balancing batteries is essential in ensuring safety, range and the lifespan of a battery pack. By
introducing battery balancing you protect the battery pack from Over-Voltage & Under-Voltage.
In the worst case scenario, a battery which has been exposed to Over-Voltage during charging
while reach a high enough temperature to turn into a thermal runaway state. In which the
battery will completely burn up. When it is exposed to Under-Voltage you risk the possibility
of damaging the internal chemistry of the battery thus shorting the lifespan or in the worst case
destroying the capacity of the battery.
There are 3 main ways in which a battery pack can be charged and discharged:
1. Top-Balancing
2. Bottom-Balancing
3. Battery Management System (BMS)
Using top-balancing, the BMS does not monitor the battery system when it is operative. In-
stead, it starts by charging every single cell to its full capacity. Then all full charged up batteries
will be integrated into a system and then the system will be used until the battery with the
lowest capacity hits its under-voltage threshold. From that point, all cells will be charged for
a set amount of kWh while still protecting the battery from under or over voltage without
monitoring the system
Figure 4.7: Top-balancing
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With bottom-balancing the same principle is leading, but instead of charging the batteries
separate they will be fully discharged separately. After discharging the cells will be charged
until the cell with the lowest capacity is full. Again it is ensured that if the battery pack will be
charged for a set amount of kWh the over and under voltage threshold will never be reached.
Figure 4.8: Bottom-balancing
A BMS, showed in figure 4.9, monitors every single and overall cell voltage, current and tem-
perature. By monitoring these values it is possible to protect the battery pack for over and
under voltage, temperature and over-current. This sensor data can also be used to determine
the State of Charge (SoC). It also balances the cells which will increase the total capacity of
the system.
Figure 4.9: Battery’s state of Charge
4.2.1 Selection
By analyzing the 3 different options discussed above for managing the cells, a BMS was the only
liable solution for us. Although balancing of the cells is the cheaper and less complex solution.
Our key goal for this project is to gain knowledge about the internal working of the complete
vehicle and to show the society what happens inside an electric vehicle. It also creates a safer
and more controllable environment which is beneficial to the safety of the vehicle. Therefore
balancing is not the solution and a BMS is the only viable option. There are a lot of different
Battery Management Systems available on the market so we had to find one which fitted our
system the best. Battery Management Systems exist in 3 main topologies in which the system
is built up:
1. Non-distributed
2. Distributed
3. Modular
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The main concept of a non-distributed BMS is that there is one controller which is connected to
every cell and monitors all these cells by itself. This means that every cell has at least one wire
which is directly connected to the BMS. This makes the amount of wires and connections within
your battery pack increase proportionally with the amount of cells you need. In figure 4.10 is
a good example shown of how many wires a central BMS can consist of. However, due to the
fact that there is only one control unit this system is usually cheaper than its competitors.
Therefore this system is mainly feasible with small battery packs
Figure 4.10: Example of a non-distributed BMS
When a distributed BMS which is displayed in figure 4.11 is used every single cells has its own
monitoring slave print which collects data from the cell and sends it to a master control unit via
an I2C type of protocol. This reduces the amount of wires to 1 depending on how many usable
addresses the master unit can deliver. The main advantage is the esthetics with big battery
packs and the amount of data errors which are heavily reduced due to the decreased amount of
wires which are sensitive to noise.
Figure 4.11: Example of a distributed BMS
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A modular BMS is a combination of the two topologies described above. They are usually used
when a battery pack is built modular and are often developed specifically for the application.
The modular BMS consists of several slave units which each monitor a specific amount of cells.
The data then will be transferred to the Master control. These systems usually are very compact
and integrated within battery modules. Almost every Original Equipped Manufacturer (OEM)
uses the modular BMS topology.
When considering a BMS for the battery package of the buggy, it is mainly dependent on the
selected battery. Choosing for an OEM battery pack such as a Nissan Leaf or Renault Zoe, the
best option is to use the BMS that is integrated in that system.
If it is more lucrative to build a battery pack, there is a much wider range of management
systems available. Taking into account that we will need approximately 90 cells to meet the
required voltage for the motor we came to the conclusion that a Non-Distributed BMS would
not be favorable due to the amount of connections needed to monitor the 90 cells. Combining
this with the HV levels of our vehicle and the drive cycle of the vehicle the risk of increasing
data-errors will be too high. Therefore it will directly affect the safety off our vehicle which we
find one of the most important factor.
Within the non-distributed and modular Battery Management Systems there is hardly any
difference within the specifications of the BMS. Every BMS contains the most critical features
such as: Voltage monitoring, Temperature monitoring, SoC monitoring and SoH calculations.
Most of these systems use extra features such as Bluetooth connectivity or displays which are
increasingly visual. Different BMS systems are compared in table 4.13 on the most critical
aspects of the system.
Figure 4.12: Comparison BMS options
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By comparing the 5 options that were stated in the comparison table we concluded that the
EMUS BMS would be most suitable for our application. The ESCBO project at Fontys also
used the EMUS BMS for their vehicle which means that all the components are still available.
The only costs that are still to be made are the prints for the tabs of the cells. These will cost
approximately e15 and we will need 60 more. This will result in a total cost of 900 euro which
is still cheaper than other solutions.
Figure 4.13: The EMUS BMS controller
4.3 Pre-charge circuit
A pre-charge circuit is applied to limit the inrush current when connecting a large battery to
a load. A pre-charge resistor slowly charges the capacitors inside the motor controller before it
is powered up. Without using a pre-charge resistor, closing the relay between the battery and
the load would generate a high inrush current. The high inrush current may permanently weld
the contacts of the relay into the on position, which is not good at all.
A pre-charge circuit between a battery and its load is needed if [ion BMS, 2016]
- The load has input capacitors which will be damaged by the inrush current.
- The main fuse will blow if asked to cope with the inrush current.
- The relays will be damaged by the inrush current.
- The battery cells are not rated for the inrush current.
A pre-charge circuit consists of at least:

- A pre-charge resistor.
- A high power relay across the pre-charge resistor to bypass the resistor during normal opera-
tion.
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Additionally, a pre-charge circuit may have:
- A pre-charge relay to stop powering the load through the pre-charge resistor when the system
is off.
- A relay at the other end of the battery to isolate the load when the system is off.
Figure 4.14: Pre-charge circuit
For this application, a resistor of 20 Ohm is appropriate. This is recommended by New Electric
Amsterdam, a specialized company in heavy duty electric drivetrains.
Figure 4.15: The selected pre-charge resistor
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4.4 Charging
A battery charging system is needed in order to gain energy after use of the vehicle. Charging
systems are available in a wide range of varieties. First the difference between AC and DC
charging will be explained. Furthermore, a pragmatic approach for implementation of a charging
system will be elaborated.
4.4.1 DC charging
Battery current comes out in the form of direct current, which will not only mean that direct
current is dissipated when energy flows are asked, but also direct current needs to be delivered
to the battery system for charging. Some external charging stations have the opportunity to
Charge batteries via direct current, this has benefits because it omits an on-board charger and
mostly results in faster charging. But DC-charging infrastructure is not as widespread as the
AC-net, which beholds the main disadvantage.
4.4.2 AC charging
The electrical infrastructure of the world is saturated with alternating current. Availability
of this technology is key, but to make use of the alternating current for charging a battery,
alternating current needs to be transformed to a direct current. The use of an on-board charger
will enable the buggy to charge on the standard electrical infrastructure available.
4.4.3 Charging system
As stated above, the need for an on-board charger is obvious. Next a set of requirements for
charging was derived. Most important factors were:
1. Widespread availability for charging
2. Fast charging in one hour
3. Possible to charge on 230V and 400V AC input
4. Programmable via CAN
Followed by some calculations, the pragmatic search for components was started. The battery
system will deliver a maximum voltage of 315 Volt DC. This also is the minimal voltage that
must be delivered by the charging system.
The total energy delivered by the battery pack shall be:
3.2V ∗ 72Ah ∗ 90cells = 21kW h (4.4)
When fully discharged and after that charged this will mean that there is 21 kWh needed in
electrical energy to fully power the battery pack. In our system the buggy will be used for
short, but intensive use only. Therefore, it will be needed that the pack could be charged rather
quickly. A wish is to to enable the pack to be fully charged in one hour.
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Ptotal
Poutput = = 21kW h (4.5)
time
Therefore, the charger should be able to reach a power output of around 21 kW. Furthermore,
many different aspects of charging are important for us. The table below will show some different
on-board charging stations which could be fitted for this application.
Figure 4.16: On-board charging matrix
As shown, charging at a fast rate of 21 kilowatts is a rather special property, but it also states
that is certainly possible. Further investigation shows us that the maximum charging current
needs to be equal or lower than the maximum charging rate of the battery cells. Our final choice
is made from availability, costs and possible C-rate of the battery pack. Concluding the pack
will only be discharged to a certain level which will enhance the cycle-life.
For the most versatile charging equipment three air-cooled Brusa NLG513 chargers is the best
solution. Every charger will supply one phase. See section 9.4. Minor drawbacks of the NL664
are the extra costs and weight. More important, this unit is too powerful for this application
since it starts charging at 320 Volt. That is also the maximum voltage of the total batterypack.
Furthermore, a common charging plug type 2 will be applied.
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Figure 4.17: Air cooled Brusa NLG513 charger
4.5 DC-DC converter
The DC to DC converter should convert the battery voltage of 300-400 V to a usable voltage
of 12 Volt, since the BMS control unit and the CAN modules requires that supply The power
supply of the lighting and other electrical components of the vehicle are provided from the
DC-DC converter too.
The converters in table 4.19 are investigated.
Figure 4.18: DC-DC converter possibilities
In the end, the converter of a Ford Escape or Mariner Hybrid (400V/12V - 1500 W) from New
Electric is the most appropriate one. The converter of 400 Watt is mainly used in battery packs
below 200 Volt, thus too low in power. The DC-DC converter of 3000 Watt is too high in power
and (therefore) too expensive.
Figure 4.19: Ford Escape/Mariner Hybrid DC-DC converter
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4.6 Wiring
The following main parts should be connected in the buggy:

- CAN-bus - Cooling system
- Electric motor
- Encoder
- Inverter
- Control Unit
- DC/DC Converter
- BMS
- Charger
Figure 4.20: Overview of the connection of the main parts
In the following paragraphs the circuit diagrams and required cables of the main parts are
discussed.
4.6.1 CAN-bus
As elaborated in 5.2, Controller Area Network (CAN) is a way of communication between control
units used in many vehicles. Many different control units are able to send and receive all kinds
of information through two cables: the CAN-High and CAN-Low cables. With conventional
systems a cable is need for every different kind of information. For the wiring of CAN-bus,
twisted pair cables are used as shown in figure 4.21. By using twisted pair cables external
influences on the transmitted data are eliminated.
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In the buggy several components make use of CAN-bus communication:
- AiM MXG dashloggers
- Brusa NLG513 chargers
- BMS central unit
- Azure Dynamics DMOC645 inverter
- GEVCU
Both the inverter and GEVCU have a resistor of 120 Ohm integrated for the use of CAN
communication. The other components requires a resistor.
Figure 4.21: CAN twisted pair cable
At the end of both the CAN-High and CAN-Low cable resistors of 120 Ohm are installed. These
resistors prevent reflection of transmitted data. When measuring the resistance between the
CAN-High and CAN-Low cable in practice, a resistance of 60 Ohm is measured.
Figure 4.22: CAN system
4.6.2 Motor
AC motors are connected by means of three cables, one for each phase. Furthermore this
engine is provided with a speed encoder. The circuit diagram of the Siemens 1PV5135-4WS14
motor [Siemens AG, 2012] is shown below. The diagram displays information about the power
supply, connection to the motor windings and the signal lines.
The motor connection depends on the desired direction of rotation, and is carried out as follows:
1. Clockwise direction of rotation when viewing the shaft extension:

Phase U1 connected to L1 , V1 to L2 and W1 to L3
Signal Ua1 is received before Ua2
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Figure 4.23: Circuit diagram of the selected Siemens motor
2. Counter clockwise direction of rotation when viewing the shaft extension:

Phase U1 connected to L3 , V1 to L2 and W1 to L1
Signal Ua2 is received before Ua1
Terminal box
The terminal box of the motor is shown below, wherein the 3 phases are connected to the
inverter.
Figure 4.24: Terminal box of the Siemens motor
Data for the electrical connection of the motor is shown in the following table.
Figure 4.25: Data electrical connections
The maximum input current for the motor is 280 Ampere and the rated DC voltage is 300 Volt
That means that each phase can conduct up to 93 Ampere. According to the table in chapter
8/6 of [Siemens Simotion AG, 2013] the minimal cross-section should be 35 mm2 . High voltage
cabling with an orange color is one of the RDW requirements of the European R100 directives.
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Encoder
An encoder system for measuring the speed and direction of rotation is optionally installed in
the NDE bearing shield of the motors. The encoder that will be used is the Siemens SMC30
6SL3055-0AA00-5CA2. The motor has a 12-pin M23 connector for the speed encoder and
temperature sensors, which is installed in the terminal box. Figure 4.26 shows the encoder
cable connector. The cable is connected from the encoder which is positioned inside the motor,
to the inverter.
Figure 4.26: M23 encoder cable connector
4.6.3 Inverter
The Azure Dynamics Force Drive DMOC 645 Inverter is selected in section 3.2.3. The input
voltage ranges from 120 to 400 Volt DC. The maximum output current of the inverter is 414
Ampere. The output cable needs to be dimensioned for this current. The inverter should be
supplied with a minimum voltage of 11 and a maximum voltage of 15 Volt DC. This will be
provided by a DC-DC converter which is connected to the battery package. The inverter is
connected to the GEVCU with a 23-pin AMPSEAL connector. The other connector is the
connection with the encoder inside the motor. See the figure below.
Figure 4.27: The inverter connectors
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4.6.4 Control unit
The selected control unit is the Generalized Electric Vehicle Control Unit (GEVCU), see para-
graph 3.2.5. The GEVCU has the following interfaces [EVTV Motor Werks LLC, 2013]
- 4x opto-isolated buffered and protected analog inputs
- 4x opto-isolated digital inputs
- 8x buffered switched MOSFET outputs (2 - 7 A)
- 2x CAN-Bus connections (5 - 12 V to external sensors)
- Native USB Serial Port
The analog and digital inputs, the outputs and the CAN-bus connections are all integrated in
one AMPSEAL 35-pin connector. Figure 4.28 shows the AMPSEAL 35-pin connector and 4.29
shows the maximum rating of the GEVCU.
Figure 4.28: AMPSEAL 35-pin connector of the GEVCU
Figure 4.29: Maximum rating of the GEVCU
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The GEVCU is provided with a basic wiring harness that can be seen in the following figure.
Figure 4.30: The basic wiring harness for the GEVCU
The next illustration shows the wiring and connections of the GEVCU.
Figure 4.31: Wiring circuit for the GEVCU
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4.6.5 Battery Management System
The Battery Management System is connected to the battery pack so it can monitor its state,
calculate secondary data, report that data control its environment and balance it. The type of
BMS used for this application is a decentralized BMS or also called Distributed BMS. With this
type BMS, each single cell has its own monitoring slave print which is connected to a master
control unit via an I2C bus type. The master control unit is connected to the CAN bus so that
it can report its data to external devices. Furthermore, the BMS is connected with the charging
unit so that it can control it. The BMS is powered by the low voltage supply.
4.6.6 Charger
The charging of the batteries is executed with an on-board charger. The charger converts AC
to DC power. This is done with an AC/DC rectifier which is incorporated in the charger.
Charging is performed with a 3-phase or a 1-phase charging cable. The cable is connected to a
charging coupler which is integrated in the buggy. And the charging coupler is connected to the
on-board charger. The on-board charger is connected directly to the high voltage line. For the
charger the Brusa NLG513 charger [Brusa Elektronik AG, 2015] is selected. This charger works
with 3-phase as well 1-phase as input AC power. This charger has 2 CAN interfaces: 1 vehicle
CAN and Diagnostic CAN. This allows the user to program the charger. The supply power for
the charger is 6-16 Volt DC. The installation of the charger can be seen in figure below.
Figure 4.32: Wiring overview of the charger
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Figure 4.33: Connector positions of the charger
4.7 Electromagnetic Compatibility
An aspect of electrical connections is the phenomenon Electromagnetic Compatibility (EMC) [Wikipedia, 2016].
Electromagnetic energy may cause unwanted effects such as electromagnetic interference (EMI)
or even physical damage in operational equipment. An other important reason is that most elec-
tric and electronic products should meet EMC requirements to comply with the legal provisions.
Cables and wires are also included here.
The EMC phenomenon consists of 2 parts, EMI and EMS. The first part deals with the in-
fluence of electromagnetic energy. Interference is caused by any electronic product that sends
electromagnetic fields via cabling. Other products can receive these fields or currents, causing
undesired effects in the operation of that product. For example, a working cell phone held close
to a speaker can make beep sounds from the speaker. Interference can occur between devices
on the plant or between plant devices and systems in the area. The second part called electro-
magnetic susceptibility is involved in the question: how do I get the equipment insensitive to
electromagnetic fields?
The following actions can be taken to reduce the electromagnetic interference. If free equipment
is set up at a distance from each other, but is interconnected by wiring, then interference
signal can be suppressed by providing an interruption in the common earth circuit. Another
engineering technique that is applied is shielded cables. For the motor there are shielded phase
wires available. Also the signal wires are usually shielded. Low voltage wires are also available
with shielding.
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Figure 4.34: Disturbances causing EMC
Figure 4.35: A shielded power cable
Another solution is to use EMC cable glands for permanently installed cable entries. Figure 4.36
shows a dismounted EMC cable gland. The motor must therefore be equipped with these cable
glands. Another solution is avoiding antenna structures such as unbalanced cable impedances
or poorly grounded shielding.
Figure 4.36: A dismounted EMC cable gland
The selected motor, tranmission and inverter already has a EMC certification. This makes the
occurance of EMC smaller. However, it does not guarantee a EMC compliant vehicle.
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5. Vehicle Control and Communication
This chapter handles the communication between the individual components of the electric
buggy. In this way, the powertrain will become one solid system. On top of that, the driver will
be able to control the buggy simple and safe.
5.1 Introduction
Vehicles contain a growing amount of electrical systems which are responsible for safety features,
environment and comfort devices. As a result, a modern car may have up to 70 different control
units. Communication between these control units is necessary for proper functioning of certain
systems. A common used communication network in the automotive industry is called CAN
bus (Controller Area Network). CAN bus is a network of a certain amount of control units
which are connected in series along two communication cables. These control units are able to
transmit and receive messages along both cables with a maximum of 8 bytes of data. These
messages can be used as information only or for control features.
To achieve communication between certain control units the use of the same communication
protocol is necessary. A communication protocol is a formal description of message formats
and rules allowing a proper communication. These rules are often quoted in certain standards.
Since every control unit is able to transmit data whenever the data bus is not occupied, it might
appear that multiple messages demand to be transmitted at the same time. As a result, the
priority of every message is determined by introducing an identifier. The lower the identifier,
the higher the priority of the data that needs to be transmitted.
Figure 5.1: Difference with and without CAN bus
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In addition to the automotive industry, CAN bus is more often used in the automated in-
dustry, trains and ships. CAN bus is best known for its high reliability and priority oriented
communication, which is very important for emergency procedures. Besides, CAN bus is very
insensitive to noise and disturbances. An additional advantage is the decrease of needed wiring
in comparison with conventional systems.
Figure 5.2: Overview of CAN bus communication
5.2 Method
During the theory period of the minor, CAN bus technology was discussed and some measure-
ments on a functioning CAN bus were done. How to create a CAN bus was not yet completely
known, but some CAN-to-USB adapters were available for testing in Helmond, therefore an
experiment was executed to create a homemade CAN bus. After the experiment, a research
was performed into the components which are needed in the buggy and connected to the CAN
bus.
Subsequently the look for suppliers of different components on the internet started. Many of
the components turned out to be unsuitable for use in a buggy, because of insufficient resistance
against dust and water. The remaining components were compared with each other by a decision
matrix.
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5.3 Results
In this section the results of the study are handled. The selected components will be elabo-
rated. It should be taken into account that the selected components will communicate with the
Electronic Control Unit (ECU) discussed in paragraph 3.2.5.
5.3.1 Interface
In order to make a decision about the interface of the buggy, there are a few requirements that
the interface should meet. The most important thing is that the interface provides enough
information to the driver allowing the buggy to be driven safely. Moreover, the interface should
be able to display different measurements, such as temperature of the engine, state of charge of
the battery pack, speed, charge and discharge rate. From this, it is possible to conclude that
the current interface is not suitable.
A research is done to the feasibility for each interface. This demonstrates that the custom made
display with a personal computer controlling it, to be insufficient. This has to do with the high
difficulty to program our own software and the high risk on errors.
The left over interfaces are the MXG, G-Dash and the Motec C127. These are all three automo-
tive interfaces. The advantage of an automotive interface is, that it is capable of communicating
along CAN bus. Furthermore, it is designed to withstand excessive forces. If we take a look at
all the other specifications of each interface, the MXG is the best scoring.
Figure 5.3: The AiM Motorsport MXG dashlogger
The G-Dash is inadequate because it has a fairly small display. The Molex C127 is a good
alternative to the MXG, but it is supplied from Australia which is not ideal with respect to
support. Besides, it is also more expensive and there is no data logging device integrated.
The MXG therefore seems like the best option. This has to do with the fact that there is a data
logging device integrated in the MXG, the expansion options are enormous and it has a proper
appearance. The full selection process is indicated in a matrix below. See matrix 5.4.
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Figure 5.4: Comparison of different CAN interfaces
5.3.2 Sensors and actuators
In order to get a proper working electrified buggy, there is a need of certain sensors:
- Speed sensor
- Throttle position sensor
- Temperature sensors
Figure 5.5: Sensor
Speed
Because the AiM MXG is selected, it is possible to use the speed sensor which are provided
by AiM. These sensors can be connected directly to the MXG. If there is a need of usage of
multiple speed sensors, for example one speed sensor on each wheel, it is possible to convert the
results to an overall vehicle speed with the help of the MXG. After this, the MXG is capable of
transmitting the calculated data along the CAN bus.
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Temperature
Electronic components are sensitive for high temperatures, therefore a measurement of several
temperatures of electronic components is needed. The electric motor and inverter are provided
with an internal temperature sensor. The data collected from these sensors can be transmitted
along the CAN bus to the control unit. If one of these temperatures exceeds a certain value, the
control unit is capable of intervention with respect to safety reasons. The batteries are provided
with a battery management system, which monitor the temperature of each battery cell. The
battery management system is also capable of transmitting data along the CAN bus.
Accelerator pedal
One of the input of the driver, the amount of desired acceleration, should be send to the
GEVCU. The default accelerator pedal of the buggy uses a cable construction for controlling
the throttle.An electronic accelerator pedal with a safety feature is selected, this implies that
the output contains two different signals. One of these signals is used to provide the control
unit of the requested acceleration. The other signal transmits a digital signal to check if the
accelerator pedal is actually being used according to EMC failures. This is performed with the
Bosch accelerator pedal of a Smart City Coupe Turbo which is shown in the graph below.
Figure 5.6: The Bosch accelerator pedal
MED 2016 51
6. Vehicle Dynamics
This section discusses the required adjustments to the chassis and brakes in order to fit all
components of the electric drivetrain. The safety and good handling are important concerns
here.
6.1 Available free space
There are some issues observed in the current structure of the buggy. The most important one
is that there is minor space available to place all electrical components. The biggest problem
with the conversion of a combustion engine to an electrical drivetrain is the placement of the
electric components.
There are two important factors which determine the placement of the electric components:
- The dimensions of the different electric components.

- The position of the center of gravity.
Concerning the handling of the buggy, the ideal center of gravity is as low as possible and in
the middle of the vehicle.
The developed CAD figures below illustrate the chassis of the Dazon buggy. As can be seen,
components can be placed in the front and rear of the buggy. Invented by Tesla, it is also
possible to use the floor as a battery package.
Figure 6.1: Frame Dazon 1100
Each body on the next page has a clearance space of 20 mm to make sure it will fit in the
chassis.
MED 2016 52
Figure 6.2: Rear: free space
Figure 6.3: Front: free space
MED 2016 53
Figure 6.4: Floor: free space
6.2 Tesla packaging
As already mentioned in the section above, it is possible to use the battery package as a floor.
Figure 6.5: Packaging Tesla Model S
Cited from [Tesla Motors, 2016]: Built on the Tesla platform, the batterys location on the floor
gives Model S an extremely low center of gravity, greatly reducing the risk of rollover while at
the same time enhancing handling and performance. Without an engine, Model S has a crumple
zone much larger than other performance sedans to absorb the energy of a front end impact.
6.2.1 Advantages and disadvantages
The major advantage of this construction is the low center of gravity. The additional advantages
and disadvantages of this design are listed and explained in this section.
Advantages
- Handling:
+ better controllability
This term is about the steering and stability.
- Safety:
+ great reduction of the risk of rollover
MED 2016 54
Since the combined weight of the batteries is as low as possible the vehicle will be significantly
less lean.
+ Larger crumple zone
Because there is not a combustion engine or batteries in front, there will be a larger crumple
zone.
Figure 6.6: Empty space at front
Disadvantages
- Costs
- The body and suspension requires customization or a new design..
These two aspects are related to each other. First should be ensurede that the bottom plate on
both the top and the bottom is protected properly concerning the safety and the EMC approval.
This allows the ground clearance will be less, hence this must be solved by adaptions of the
suspension.
6.2.2 Relation to buggy
Remark 1:
The comfort of the buggy is not taken into account here. This is because it occurs in almost
every favor and because the aspect of comfort in our application has less priority.
Remark 2:
The buggy should have same center of gravity in any case. This can be calculated when it is
known which components will be used and the placement in the buggy of it.
Remark 3:
The buggy has a steel frame and therefore is the design different than a normal car with crumple
zones.
Remark 4:
Since the placement of the batteries and protection, there will be less than 10 cm ground
clearance lost. A new solution with respect to the ground clearance is therefore required.
MED 2016 55
6.3 Strength calculation
In Siemens NX10 a strength calculation was performed to ensure that the current chassis is
enable to resist the new weight of the electric buggy. There is chosen for a simplified calculation
where is purely looked at the strength of each individual tube. The most important tube
construction is the one under the seats, because there is in the current buggy few weight and
there are plans to place here some batteries. For this simulation there was chosen for a weight
of 250kg (2500N) on the tubes, as illustrated in the picture below.
Figure 6.7: Simple representation of the Dazon 1100 chassis
As a result of the force of 2500N the tubes were depressed by 1.498mm, as illustrated below.
Figure 6.8: Accessing a load to the chassis
The conclusion of this investigation is that an individual tube is strong enough to resist the new
weight but it is recommended to create a cross profile for reinforcement of the chassis.
MED 2016 56
6.4 Braking System
An important aspect of the vehicle is the braking system. Braking could be done by using
manually activated brakes or an electric engine brake; it is also possible to combine the two
of them. The main advantage for using an electric engine brake is the regeneration of energy
while braking. The obtained energy can be used to charge the battery. However, a problem is
that the electric engine brake cannot be used by itself. This implies that the vehicle will brake
firmly when the foot is taken from the throttle, which is undesirable in some situations. The
combination between a manually activated brake and an electric engine brake is therefore best
option for the electric buggy.
According to the first section in article 5.5.38 of the Dutch governmental laws and regulations,
valid from March 02, 2016, a three wheeled motor vehicle into service after March 31, 1990 must
be equipped with a brake system whose deceleration, on a dry and approximately horizontal
road shoulf be:
a. at least 4.5 m/s2 at a pedal force which is not exceeding 500 N ewton respectively with a
force on the brake lever which does not exceed 200 N ewton;
b. in case of a combined braking system
1. at least 4.5 m/s2 when using the combined braking system and;
2. When combined with another braking system or auxiliary brake at least 2.2 m/s2 .
In addition, the three-wheeled motor vehicle should not break out on a dry or substantially
dry road as a result of a difference in braking between the wheels of each axle. The testing
method of the first article will take place by means of a test on the road in which the initial
rate amounts for the breaking test is 50 km/hr. The braking deceleration will be measured as
follows, with an electronic self-registering meter:
a. if the brake deceleration meter indicates a resulting or mean value, this value will be indi-
cated as the minimum achieved braking deceleration;
b. if the brake deceleration cannot be determined according to section a, the value which is
determined by the measured value table on the record strip is valid, by taking the average of
all the measured values that are equal to or greater than the minimum required braking decel-
eration which are at least measured for halve of a second.
c. In case the brake deceleration cannot be determined by a or b, the deceleration value is
determined by using a graph on the registration strip, as follows
1. In case the vehicle is substantially stopped and there is no sudden increase in the brake
deceleration observed, then the highest achieved value of the deceleration is definable.
2. In case the vehicle is substantially stopped and there is a sudden increase in the brake de-
celeration observed, then the highest achieved value before this increase is definable.
i. In case the brake deceleration can be determined by a brake device the test can on the road
can be omitted. The achieved brake deceleration on the brake device can be calculated by the
summation of the brake forces and then divided by the unloaded vehicle mass incrementing
with 100 kilogram.
MED 2016 57
The testing method of the second article will occur by means of a brake test on the road which
is carried out with an initial speed of the braking test of approximately 50 km/hr. In case of
a brake test device the difference in braking forces between the wheels on one axle shall not
exceed 30% of the highest measured braking force and the wheels do not lock.
MED 2016 58
7. Conversion buggy
The minor kicked off with a 5 week course to gain knowledge about electric vehicles. The main
focus was set here to electric drivetrains. In addition to the regular courses, the MED group also
visited several companies like Siemens Netherlands, Siemens Germany, VDL Roeselare, Volvo
Netherlands, Bicon Helmond, New Electric Amsterdam, E-trucks Westerhoven and TU Delft.
Figure 7.1: The MED group visiting Siemens Germany
After these instructive weeks, the actual project started with the design phase. First, the group
is divided in four segments to work efficiently. This is shown below.
Figure 7.2: Projectteams Minor Electric Drive
It took 4 weeks to obtain a solid concept out of the established requirements and wishes,
discussed in chapter 2 to 6. The ’to do list’ illustrated in figure 7.3 is set up to coordinate the
realization. The global planning can be found in appendix 9.6.
MED 2016 59
Figure 7.3: Project’s ’to do’ list
Once the motor, transmission, inverter, DC-DC converter and battery cells were delivered, the
project group was able to determine which adjustments were required to the chassis in order to
fit all components. Figure 6.1 illustrates the old ICE Dazon 1100 chassis.
Figure 7.4: CAD illustration of the ICE Dazon 1100cc chassis
MED 2016 60
The following figures show the ordered main components.
Figure 7.5: The battery cells, motor, inverter and transmission
Figure 7.6: The DC-DC converter
Figure 7.7: The Pierburg CWA50 coolant pump
MED 2016 61
Figure 7.8: The installed Suzuiki Alto radiator with fan
So, with all these components, the design of the electric buggy will look like the illustration
below.
Figure 7.9: Design electric buggy
The production of the three battery packages started. The battery packages include the CALB
cells, the BMS cell modules, relays, fuses and the connectors. The following figures illustrates
the design of the individual battery cells.
Figure 7.10: CAD illustration of the designed smallest battery package
MED 2016 62
Figure 7.11: CAD illustration of the designed small battery package
Figure 7.12: CAD illustration of the designed big battery package
In the largest casing fit 60 CALB CAM72 cells, in the small one 20 and the smallest one 10
cells. However, battery system is electrically divided in groups of 30 cells. The positions of
the battery packs will provide good handling. The fire safety has been taken into account by
applying fire-retardant neoprene on the inside of the casing. The following photographs are
taken during the production process.
Figure 7.13: Production of the three battery packages
MED 2016 63
Figure 7.14: The two finished battery packages
Figure 7.15: The big battery package in its position
To fit all components, the ICE buggy chassis should be adapted. The old suspension is removed,
whereafter a new stronger one is realised.
MED 2016 64
Figure 7.16: The adapted Dazon 1100 chassis (1)
Figure 7.17: The adapted Dazon 1100 chassis (2)
As a result, it was possible to place the most central component: the motor and mounted
transmission. See the following figure.
Figure 7.18: The motor and transmission in the adapted Dazon frame
MED 2016 65
Moreover, a dashboard including a kill switch, on/off switch, the AiM MXG dashlogger and the
lightning switches is designed and produced.
Figure 7.19: CAD illustration of the designed dashboard
Figure 7.20: The finished dashboard including the AiM MXG and switches
In addition, a casing for the relays, the EMUS BMS central unit, the vehicle control unit
(GEVCU) and the pre-charge resistor is realized. Two main relays are required to switch on/off
the battery supply to the inverter. Furthermore, four small relays are applied. Two for the
charging system’s actuator, one for the braking light and one the radiator fan.
Figure 7.21: CAD illustration of the designed relay casing
The following illustration shows the finished and mounted relay casing.
Figure 7.22: The finished relay casing
MED 2016 66
At the same time the Volvo XC90 axles were bought and adapted to fit in the buggy.
Figure 7.23: The adapted Volvo XC90 rear axles
Meanwhile, the ’Vehicle Control and Communication’ group already tested the AiM MXG
dashboard, the EMUS BMS unit and the lightning. Furthermore the subgroup already started
gaining knowledge about programming the motor and inverter. A lot of crucial time is saved in
this way. After that the group’s focus was on wiring all components.
Figure 7.24: Testing the AiM MXG dashlogger
It took two weeks time to set up the wiring diagram on the next page. This diagram can be
zoomed in into detail on the available .PDF version. Please contact minorelectricdrive@gmail.com.
MED 2016 67
Some impressions of the wiring process. This implies the electrical connection and CAN com-
munication of all components.
Figure 7.25: Wiring specialist Pim working on the GEVCU
Figure 7.26: Different colours of wiring
Figure 7.27: Concealing the wiring safely
MED 2016 69
The BMS is installed with the EMUS manual [Elektromotus, 2011]. How the system should be
installed is described step by step. The temperature and voltage of each cell is monitored on
the computer in the figure below.
Figure 7.28: Working BMS system
Despite the chargers were delivered in the last weeks of the project, the brackets were already
produced. That was possible since a defective charger was supplied which is used as a mock-up.
So when the chargers arrived, it was installed immediately.
Figure 7.29: The installed Brusa chargers and associated charging plug type 2
MED 2016 70
The old ICE buggy weighed 579 kilogram. The weight distribution was as follows:
- LF: 85,5 kg
- RF: 79,5 kg
- LR: 96,0 kg
- RR: 100 kg
As can be seen in figure 7.30, the electric buggy was put on the scale to measure the new weight.
Figure 7.30: The electric buggy on the scale
The following figure shows the mass of the electric buggy.
Figure 7.31: The mass of the electric buggy
The weight distribution is enhanced greatly. This will improve the handling of the buggy since
it steers more neutral. The obtained little understeer is desirable.
MED 2016 71
Some impressions of the finished buggy:
Figure 7.32: The finished electric buggy (1)
Figure 7.33: Charging of the buggy
Figure 7.34: The finished electric buggy (2)
MED 2016 72
An extra effort was placing the engine out of the ICE buggy into another Dazon 1100 frame.
As a result, two working buggy’s were available to do some unofficial tests at a straight and
flat end. Logically, the electronic buggy was faster than ICE buggy. In the future some official
tests should be performed and reported.
Figure 7.35: The finished electric and the assembled ICE buggy
MED 2016 73
8. Conclusion and Recommendations
The MED results are summarized in this section. In addition, the recommendations and future
work for the next student batch are discussed.
8.1 Conclusion
Based on the study performed in chapter 2 to 6, the following main components are selected:
- 90 CALB battery cells

- EMUS Battery Management System
- Ford Escape/Mariner DC-DC converter
- Three Brusa NLG513 air-cooled chargers
- Pre-charge resistor 20 Ohm
- Siemens 1PV5135-4WS14 motor
- BorgWarner eGeardrive tranmission gearratio 8.28
- Azure Dynamics DMOC645 liquid cooled inverter
- 12 V olt battery
- Charging plug type 2
- Suzuki Alto radiator with fan
- Volvo XC90 rear axles
- Pierburg CWA50 cooling pump
- AiM MXG dashlogger
- Generalized Electric Vehicle Control Unit (GEVCU) - CAN open J1939 system
Thereafter, the electric buggy is realised within the timeframe of this project, discussed in
chapter 7. The buggy is officially unveiled at the 13th of July. On this date, all companies
involved, the municipality of Helmond, the management and lecturers of Fontys Engineering
and lastly friends and families of the team were invited. Some press was also present at that
day.
Figure 8.1: The Fontys MED Buggy (1)
MED 2016 74
The electric powertrain which includes the motor, reduction, inverter, control unit and axles,
weighs less 155 kilogram. This is below the requirement of 175 kilogram. Tests have shown
that the electric buggy is faster than the ICE version on a straight and flat end. Unfortunately,
there is no official measurement data available yet. Furthermore, the powertrain meets all
established requirements out of paragraph 2.1. The selected motor, which was the best Siemens
motor available, is not the most ideal one since there are others engines on the market featuring
the same performance with a lighter weight. It is at the moment unknown what the maximum
acceleration is from 0 to 80 km/hr. The software should be optimized in the future to obtain
the maximum performance of the powertrain transferable to the road. The motor, inverter, and
control unit are already EMC certified. This will prevent many (possible) problems. However,
it does not guarantee that the complete buggy EMC compliant is.
The battery system which features 21 kW h of energy supplies the inverter and motor with 280
- 315 V olt. The battery package could deliver 8C = 8 ∗ 72 = 576Ampere. However, the relay
limits this to 400 Ampere. The maximum peak current of the motor is 280 Ampere. Hence,
this enhances the durability of the batttery package. The BMS system ensures the system of
overheating and under and over voltage. Moreover, it balances each single cell. A pre-charge
circuit is included to prevent the powertrain of peak current while starting the system. The
energy accumulated by regenerative braking will be stored in the battery package. The total
weight of the battery and BMS system is 200 kilogram, which is lower than the established
requirement of 250 kilogram in paragraph 2.2. Furthermore, the battery package is placed as
low as possible and as much as possible in the middle of the vehicle. The complete electronic
system could be de-energized by using the killswitch on the dashboard. The only thing left is
realizing a discharge circuit by means of including this in the software.
The buggy meets all ’Vehicle control and communication’ requirements listed in paragraph 2.3.
A CAN network is set up which works flawlessly. The complete electronic buggy weighs 806
kg, which is less than 1000 kilogram. This was the most important requirement established in
section 2.4. Because for this reason the buggy is observed as a Le7 vehicle, which has to meet
less requirements than a ’full’ vehicle. Furthermore, all components fit inside the buggy and the
chassis and suspension is strong enough to carry the complete electronic system. The weight
distribution is almost equal on the four wheels. See 7.31. Moreover, the handling is enhanced
greatly due to the increased vehicle mass.
MED 2016 75
Important, the braking and steering system of the buggy is not powerful enough for a complete
safe and comfortable ride. This has to be replaced in the minor batch in order to obtain a RDW
licence. Lastly, the buggy is equipped with modern lighting, a rooftop and a nose hood.
Figure 8.4: The electric vs. ICE buggy
8.2 Recommendations
- Using an automotive specific engine, which has similar performance but a smaller size. The
same applies to the inverter.
- Applying a more powerful braking system.
- Power steering.
8.3 Future work
- Realizing a discharge circuit in the software.

- Fine tuning buggy’s software concerning the optimal performance.
- Applying a more powerful braking system.
- Power steering.
- Performing some official tests with reference to the buggy’s performance.
- Obtaining a EMC certification.
- Legalising the buggy for road use.
MED 2016 76
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MED 2016 77
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induction motor. Retrieved from: http://store.evtv.me/proddetail.php?prod=1PV5135.
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MED 2016 78
9. Appendices
In this section all appendices referred throughout the report are included.
9.1 Appendix A: powertrain calculation
This appendix contains the study ([Cartech, 2016b], [Cartech, 2016a]) in order to verify the
suitability of the selected Siemens 1PV5135-4WS14 engine for this application. One of the
project goals is an acceleration to 80 km/h in 5 seconds on a straight and flat end. This is
3 seconds faster than the original Dazon 1100 buggy. In order to achieve this, the following
acceleration is required:
80
v
a= = 3.6 = 4.4m/s2 (9.1)
t 5
Based on this, all occurring forces, the total resistance and tractive force, are taken into account.
Some assumptions have been made here.
Resistance:
- Air resistance
FAR = 0.5 ∗ ρair ∗ Cw ∗ Afrontal ∗ v 2 (9.2)
80 2

FAR = 0.5 ∗ 1.23 ∗ 0.8 ∗ 1.34 ∗ = 325.5703.. = 326N ewton (9.3)
3.6
The frontal area of the buggy Afrontal is measured.
- Rolling resistance
The mass of the electrical buggy is estimated as maximal 800 kg.

FRR = µ ∗ m ∗ g (9.4)
FRR = 0.015 ∗ 800 ∗ 9.81 = 117.12 = 117N ewton (9.5)
- Gradient resistance
FGR = m ∗ g ∗ sin α (9.6)

Assumed is a gradient of zero degrees. Thus:
FGR = 800 ∗ 9.81 ∗ sin 0 = 0N ewton (9.7)
MED 2016 79
- Inertia Resistance
FIR = m ∗ a = (mrotating + mbuggy ) ∗ a (9.8)

The mass of the rotating parts should be calculated by the following formula:
2
ifd ∗ ig 2

l
mrotating = Iw ∗ + Ie ∗ η t ∗ (9.9)
rw rw
The length of the rear axle l and the rolling radius rw are measured. The Borgwarner eGeardrive
tranmission efficiency ηt and the ratios if d and ig are listed in 3.1.4. The other values can be
found in Appendix C.
mrotating = 170.11 = 170kg (9.10)
FIR = (800 + 170.11) ∗ 4.44 = 4311.6 = 4.31 ∗ 102 N ewton (9.11)
Total Resistance
The total resistance emerges from the individually calculated resistance forces.
FTR = FAR + FRR + FGR + FIR (9.12)
FTR = 325.5703.. + 117.12 + 0 + 4311.6 = 4754.290.. = 4.75 ∗ 103 N ewton (9.13)
Car Tractive Effort:

The following equation describes the tractive force of the buggy.
Tw
TE = (9.14)
rw
In order to determine the Tractive Effort, the wheel torque Tw should be calculated by the
following equation.
Tw = Te ∗ ig ∗ ifd ∗ ηt (9.15)
Tw = 200 ∗ 8.28 ∗ 1 ∗ 0.97 = 1606.32 = 1.61 ∗ 103 N m (9.16)

1606.32
TE = = 5067.256 = 5.07 ∗ 103 N ewton (9.17)
0.317
Surplus Effort:
The resultant force is expressed as the surplus effort.
SE = T E − T R = 5067.256 − 4754.290 = 312.9656 = 313N ewton (9.18)
As shown in figure 9.1, the maximum velocity of the buggy can be found at SE = 0. The
following equation describes this situation.
2π ∗ 3.6 Ne
vmax = ∗ rw ∗ (9.19)
60 ig
2π ∗ 3.6 10000
vmax = ∗ 0.317 ∗ = 144.3314 = 144km/h (9.20)
60 8.28
MED 2016 80
Figure 9.1: At the maximum speed of the car equals SE to 0
Transmitted Force:
This expresses the force which can be transmitted from the wheels to the surface. The measured
normal force on the Dazon 1100 is 200 kg per wheel. As a result of the electrification, the increase
of the weight is estimated at 100 kg per rear wheel.
FT,wheel = ϕ ∗ Fn = ϕ ∗ m ∗ g (9.21)
FT,rear = 2 ∗ 0.7 ∗ (200 + 100) ∗ 9.81 = 4120.2N ewton (9.22)
This given, the slip can be calculated.
Fs = T E − FT,rear (9.23)
Fs = 5067.256 − 2746.8 = 2320.456 = 2.32 ∗ 103 N ewton (9.24)
2320.456
Slip = ∗ 100 = 84.478 = 84% (9.25)
2746.8
This is approximately a ten-fold higher than the ideal slip of 8%.

The calculations above shows that the maximum power of the vehicle cannot be transmitted
fully. Based on this, the engine performance can be limited. This increases the lifetime of the
complete powertrain.
9.2 Appendix B: cooling calculation
The cooling power depends on the power output of the components. The cooling power is
calculated for worst situation where maximum power is requested. The values of the efficiencies
of the components are almost the same over the entire speed range and is therefore assumed as
constant.
MED 2016 81
Efficiencies:
ηmotor = 93%
ηinverter = 97%
ηconverter = 93%
Maximum power:
Motor:
P = U ∗ I = 300 ∗ 280 = 84kW (9.26)
Inverter:
P = U ∗ I = 300 ∗ 414 = 124.2kW (9.27)
DC-DC converter: 1.5 kW
Required cooling power a maximum power:
Pmax,cooling = Pmax ∗ (1 − η) (9.28)
Motor:
Pmax,cooling = 84000 ∗ (1 − 0.93) = 5880W (9.29)
Inverter:
Pmax,cooling = 124200 ∗ (1 − 0.97) = 3726W (9.30)
Total required cooling power:
5880 + 3726 + 1500 = 11.1kW (9.31)
v̇ = 0.27liter/sec
ρcoolant = 1.13 ∗ 103 kg/m3 = 1.13kg/L
ṁ = ρ ∗ v̇ = 1.13 ∗ 0.25 = 0.30kg/s (9.32)
Cp = 3483.42 J/kg ∗ K at a water/glycol ratio of 50 % at 48.9 ◦ C
Q̇ 11106
∆T = = = 8.14K (9.33)
ṁ ∗ cp 0.30 ∗ 3483.42
So, the radiator with fan should be able to cool 11106 W of heat. Based on a mass flow of
0.30 kg/s, a temperature difference of 8.14 K must be achieved in order to meet the required
cooling power. The water pump has to be adjustable and to be able to pump a volume flow of
16 l/min.
MED 2016 82
9.3 Appendix C: specifications Siemens 1PV5135-4WS14 motor
Figure 9.2: Specifications Siemens 1PV5135-4WS14 motor
All other available specifications are listed below [EVTV Motor Werks LLC, 2016].
- Winding design: WS14

- Inverter output voltage: 215-300 V olt
- P (S2-60 min) at 3500 rpm: 45 kW , Pmax 63 kW
- M (S2-60 min) at 1000 rpm: >120 N m
- Maximum torque at 1000 rpm: > 190 N m
- Time of endurance (S2): > 3 min, > 1,5 min
- Maximum current, rms value: 280 Ampre
- Maximum operating speed: 9700 rpm
- Overspeed test speed: 12125 rpm
- Temperature class: F
MED 2016 83
All specifications are based upon a coolant flow rate of 8 litre per minute and a maximum motor
inlet temperature of 55 ◦ C. For the guaranteed lifetime of 5000 hours the maximum permissible
winding temperature is 175 ◦ C.
Speed sensor:
- Type: differential gear tooth
- Pulses / revolution and track: 64
- Number of tracks: 2 (phase shifted 90◦ el.)
- Nominal voltage: 4.5 ... 20 V olt
- Maximum input current: 30 mA
- Maximum output current: 40 mA
- Switching threshold: Ulow < 0.6 V olt
- The power supply of the sensor is not short-circuit-proof
Temperature sensor:
- Type KTY 84 130
Mechanical characteristics:
- Degree of protection (mounted): IP54
- Weight (without cables): 91 kg
- Rotor inertia: 0,068 kg ∗ m2
MED 2016 84
9.4 Appendix D: specifications Brusa NLG513 charger
Figure 9.3: Specifications Siemens Brusa NLG513 charger
MED 2016 85
9.5 Appendix E: specificiations Azure Dynamics DMOC645
Figure 9.4: Specifications Azure Dynamics DMOC645
9.6 Appendix F: planning
Figure 9.5: Project timeline
MED 2016 86

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Fontys University of Applied Sciences

Department of Automotive Engineering

Minor Electric Drive

Electrification of Internal Combustion Engine Buggy

July 13, 2016

ṁ Mass flow in kg/sec

Q̇ Heat flow in W att

ηconverter Efficiency of the converter

ηinverter Efficiency of the inverter

ηmotor Efficiency of the motor

µ Rolling resistance coefficient

ρcoolant Density of the coolant in kg/m3

Af The frontal surface of the buggy in m2

Cp Peukert capacity: theoretical capacity of the batteries in Ah

cp Specific energy in J/kg ∗ K

Cw The aerodynamic efficiency with respect to air resistance

E Open circuit voltage in V olt

Fs Actual power transfer rear wheels to road in N ewton

FAR Air resistance in N ewton

FGR Gradient resistance in N ewton

FIR Inertial resistance in N ewton

FRR Rolling resistance in N ewton

FT,rear Power transfer rear axle in N ewton

FT,wheel Power transfer wheel in N ewton

g Gravitational constant: 9.81 m/s2

Ie Polar moment of inertia engine in kgm2

Ip Actual required capacity in Ah

Iw polar moment of inertia of wheels and axles in kgm2

if d Final drive ratio

l Length axle in meter

m Mass of the vehicle in kilogram

mr The rotating mass of the vehicle in kilogram

n Peukert exponent varies by battery type

Ne Engine rotational speed in rpm

Ploss Heat loss provided by battery pack’s internal resistance in W att

Pmax,cooling The maximum cooled power in W att

Poutput Output power of the battery charger in kW h

Ptotal Output power of the battery package in kW h

rw Rolling radius in meter

Rinternal Internal resistance battery pack in Ohm

SE Surplus Effort in N ewton

Te Maximum engine torque in N m

TE Tractive Effort in N ewton

vm maximum velocity of vehicle in km/hr

1.1 Project teams Minor Electric Drive . . . . . . . . . . . . . . . . . . . . . . . . . . 2

3.1 Motor perpendicular on differential . . . . . . . . . . . . . . . . . . . . . . . . . . 6

4.1 Equivalent diagram of a battery cell . . . . . . . . . . . . . . . . . . . . . . . . . 24

MED 2016 iii

5.1 Difference with and without CAN bus . . . . . . . . . . . . . . . . . . . . . . . . 47

6.1 Frame Dazon 1100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

8.1 The Fontys MED Buggy (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

9.1 At the maximum speed of the car equals SE to 0 . . . . . . . . . . . . . . . . . . 81

We hope you will enjoy reading our final report!

MED 2016 vii

4 Battery and BMS 24

MED 2016 viii

5 Vehicle Control and Communication 47

8 Conclusion and Recommendations 74

Why should one actually drive electrically?

Figure 1.1: Project teams Minor Electric Drive

Electric motor requirements

2.2 Battery and BMS

Requirements battery pack

Wishes battery package