Introduction to Electric

Vehicle
History of EV

Frenchman Gustave Trouvé in 1881

tricycle powered by a 0.1 hp DC motor fed by lead–acid batteries
built in 1883 by two British professors
Speeds of 15 km/h and a range of 16 km were not exciting for potential
customers
1864 Paris to Rouen race changed it all
The first commercial electric vehicle was Morris and Salom’s Electroboat
invention of regenerative braking by Frenchman M.A. Darracq on his 1897
coupe
In 1945, three researchers at Bell Laboratories invented a device that was
meant to revolutionize the world of electronics and electricity: the transistor
In 1966, General Motors (GM) built the Electrovan, which was propelled by
induction motors that were fed by inverters built with thyristors.
The most significant electric vehicle of that era was the Lunar Roving Vehicle,
which the Apollo astronauts used on the Moon.
During the 1960s and 1970s, concerns about the environment triggered some
research on electric vehicles
However, despite advances in battery technology and power electronics, their
range and performance were still obstacles.
The modern electric vehicle era culminated during the 1980s and early 1990s with
the release of a few realistic vehicles by firms such as GM with the EV1 and PSA
with the 106 Electric.
During the early 1990s that electric automobiles could never compete with
gasoline automobiles for range and performance
reason is that in batteries the energy is stored in the metal of electrodes, which
weigh far more than gasoline for the same energy content.
It is battery technology that is the weakest, blocking the way of electric vehicles
to market.
Performance is far behind the requirement, especially energy storage capacity per
unit weight and volume.
Environmental Facts

Air Pollution
Global Warming
Petroleum Resources
Induced Cost
S

startup and take off.

Drive Train
Increase in Power demand?
Harmonics and voltage imbalance
Why modern drive trains on energy
supplies?
Conventional Vehicle
Internal Combustion Engine
Types of ICE
Basic law for vehicle performance
Propulsion Unit
Acceleration depends on
Vehicle Dynamics
Vehicle Dynamics
Rolling Resistance
F=m*g*cos(alpha)*Cr
Aerodynamic Drag
Drag Coefficient
Grading Resistance
Grading Resistance
Acceleration resistance
Total driving resistance
Dynamic Equation
Maximum Tractive Effort
Coefficient of road adhesion
Adhesion, Dynamic wheel radius and slip
Vehicle Power source characterization/Power
Plant Characterization
 The gearbox supplies a few gear ratios from its input shaft to its output shaft for the
power plant torque–speed profile to match the requirements of the load
The final drive is usually a pair of gears that supply a further speed reduction and
distribute the torque to each wheel through the differential.
The torque on the driven wheels, transmitted from the power plant, is
expressed as

ig is the gear ratio of the transmission defined as ig =Nin / Nout (Nin —

input rotating speed, Nout — output rotating speed),
i0 is the gear ratio of the
final drive,
ηt is the efficiency of the driveline from the power plant to the
driven wheels, and
Tp is the torque output from the power plant.
The tractive effort on the driven wheels can be expressed as

The friction in the gear teeth and the friction in the bearings create losses in
mechanical gear transmission. The following are representative values of the
mechanical efficiency of various components:
Clutch: 99%
Each pair of gears: 95–97%
Bearing and joint: 98–99%
The total mechanical efficiency of the transmission between the engine output
shaft and drive wheels or sprocket is the product of the efficiencies of all
the components in the driveline.
 As a first approximation, the following
average values of the overall mechanical efficiency of a manual gear-shift
transmission may be used:
Direct gear: 90%
Other gear: 85%
Transmission with a very high reduction ratio: 75–80%
The rotating speed (rpm) of the driven wheel can be expressed as

Np is the output rotating speed (rpm).

The translational speed of the wheel center (vehicle speed) can be expressed
as
Power plant characteristics
Performance Characteristics of Gasoline
Engines
Tractive effort of IC engine and a multigear
transmission vehicle vs vehicle speed
Performance Characteristics of Electric
motors for traction
Tractive effort of single gear electric
vehicle vs vehicle speed
Transmission characteristics
The transmission requirements of a vehicle depend on the characteristics of
the power plant and the performance requirements of the vehicle.
Manual Gear Transmission
Hydrodynamic Transmission
Hydrodynamic transmissions use fluid to transmit power in the form of torque and
speed and are widely used in passenger cars
consist of a torque converter and an automatic gearbox.
The torque converter consists of at least three rotary elements known as the impeller
(pump), the turbine, and the reactor
The impeller is connected to the engine shaft and the turbine is connected to the output
shaft of the converter, which in turn is coupled to the input shaft of the multispeed
gearbox.
The reactor is coupled to external housing to provide a reaction on the fluid circulating
in the converter
The function of the reactor is to enable the turbine to develop an output torque higher
than the input torque of the converter, thus producing torque multiplication.
The reactor is usually mounted on a free wheel (oneway clutch) so that when the
starting period has been completed and the turbine speed is approaching that of the
pump, the reactor is in free rotation.
At this point, the converter operates as a fluid coupled with a ratio of output torque to
input torque that is equal to 1.0
Advantage of hydrodynamic transmission
When properly matched, the engine will not stall.
It provides flexible coupling between the engine and the driven wheels.
Together with a suitably selected multispeed gearbox, it provides
torque–speed characteristics that approach the ideal.

The major disadvantages of hydrodynamic transmission are its low

efficiency in a stop–go driving pattern and its complex construction.
The capacity factor, Kc, is an indicator of the ability of the converter to
absorb or transmit torque, which is proportional to the square of the rotary
speed.
torque ratio, efficiency, and input capacity factor — that is the ratio of input
speed to the square root of input torque — are plotted against speed ratio.

Typical performance characteristics of the torque converter

The torque ratio has the maximum value at stall condition, where the output speed is zero.
The torque ratio decreases as the speed ratio increases (gear ratio decreases) and the
converter eventually acts as a hydraulic coupling with a torque ratio of 1.0.
At this point, a small difference between the input and output speed exists because of the slip
between the impeller (pump) and the turbine.
The efficiency of the torque converter is zero at stall condition and increases with increasing
speed ratio (decrease in the gear ratio). It reaches the maximum when the converter acts as a
fluid coupling (torque ratio equal to 1.0).
To determine the actual operating condition of the torque converter, the engine operating
point has to be specified because the engine drives the torque converter.
To characterize the engine operating condition for the purpose of determining the combined
performance of the engine and the converter, an engine capacity factor, Ke, is introduced and
defined as
To achieve proper matching, the engine and the torque converter should
have a similar range in the capacity factor.
The engine shaft is usually connected to the input shaft of the torque
converter,

The output torque and output speed of the

converter are then given by
Since the torque converter has a limited torque ratio range (usually less
than 2), a multispeed gearbox is usually connected to it. The gearbox
comprises several planetary gear sets and is automatically shifted.
the tractive effort and speed of the vehicle can be calculated with
Continuously Variable Transmission
A continuously variable transmission (CVT) has a gear ratio that can be varied continuously
within a certain range, thus providing an infinity of gear
ratios.
This continuous variation allows for the matching of virtually any
engine speed and torque to any wheel speed and torque.
It is therefore possible to achieve an ideal torque–speed profile (constant power profile)
because any engine power output to the transmission can be applied at any speed to the
wheels.
The commonly used CVT in automobiles uses a pulley and belt assembly.
One pulley is connected to the engine shaft, while the other is connected
to the output shaft. The belt links the two pulleys.
The distance between the two half pulleys can be varied, thus varying the effective diameter
on which the belt grips.
The transmission ratio is a function of the two effective diameters: