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1s IEEE International Conference on Power Electronics. Intelligent Control and Energy Systems (ICPEICES-2016)

An Insight into Motor and Battery Selections for

Three-Wheeler Electric Vehicle

Sreejith R.1 and K.R. Rajagopa12

12
, Department of Electrical Engineering, Indian Institute of Technology Delhi, India
I 2
E-mail: sreejith_r@ee.iitd.ac.in. rgopal@ee.iitd.ac.in

Abstract-Three-wheelers are the most common mode of plug-in electric, and more electric vehicles ranging from
public transport used for last mile commute in several countries. two wheelers to more electric aircraft [4-13]. Good
Three-wheeler EVs are becoming popular nowadays, but there
amount of literature have given the modeling of electric
are no guidelines or standards to arrive at the motor and battery
vehicle using the longitudinal forces acting on the vehicle
specifications. In this paper, an attempt is made to fill this gap
by simulating a three-wheeler EV with all possible parameters to
[11-15]. During recent years, much littIe attention has
calculate the torque and power requirements of the motor and been given to three-wheelers and the main focus has been
also the battery capacity. Because of its high efficiency and on two wheelers, cars and high power and high
availability, most of the three-wheeler EVs are driven by performance vehicles from the research point of view.
permanent magnet brushless dc (PM BLDC) motors. Lead acid Each vehicle type demands different specification and
and lithium-ion batteries can be used to power these EVs. A
needs. For example, a typical three-wheeler vehicle
methodology to arrive at the motor and battery specifications of
(commonly known as auto-rickshaw) has low speed
a typical three-wheeler EV for the selected drive cycle is given
for the cases of direct drive and geared drive. Simulations have
driving profile compared to cars, and is the most common
been carried out after considering for the continuous and short mode of public transportation in India. There have been
time loadings of the drive in conformity with the RMS and peak various types of design concepts and analysis of auto­
rating of the EV drive motor. A detailed comparison between the rickshaw and tricycles seen in the literature [16-27]. In
lead acid and lithium-ion batteries powered three-wheeler EVs [26], while modeling, the effect of acceleration force has
has been brought out. been neglected, which has great effect on the peak power
Keywords-Electric Vehicle; EV; Three-wheeler; PM BLDC
Motor; EV Load Modeling; Lead Acid Battery; Li-ion Battery
requirement of the vehicle.
Generally, motor sizing is seen taken based on the
I. INTRODUCTION peak power demand without considering the torque
requirement. But, this can affect the acceleration and
Alarming rise of pollution level is a major global performance of the vehicle. Different commercial three­
concern. According to the World Resources Institute wheeler companies adopt different motor ratings. An
statistics, India is the fourth largest greenhouse gas emitter under-rated motor may not be able to provide the required
in the world [1]. Especially in India, the pollution level is torque and power demand, affecting its performance and
so high that stringent rules are being formed to reduce the life of the machine, whereas an over-rated machine is not
vehicular pollution emission level. This has demanded fully utilized, resuIting in poor efficiency and causes
more researchers to work into electric vehicles in the unnecessary increase in cost. Thus, exact modeling of
recent years. Also, there is a market penetration of electric vehicle load, proper selection of motor rating and
vehicles (EVs) during the recent years in India. Joint appropriate battery pack size is essential for complete
Government-Industry vision based on National Electric realization of the electric vehicle as these factors affects
Mobility Mission Programme 2020 has targeted sales of 6- the design rating of all other associated components and
7 million EVs by 2020 through various incentive schemes the overall performance, cost and Iife. These factors has a
and creation of manufacturing units, R&Ds and major share in deciding the penetration of EVs in the
infrastructures [2]. market.
Main challenges of an electric vehicle are Iimited In this paper, electric vehicle load modeling is
driving range, high cost, and long charging time [3]. In discussed for a typical auto-rickshaw and guidelines are
order to overcome these barriers, it is necessary to select developed for suitable motor rating selection as weil as
the best power train components which can provide battery pack specifications for the vehicle. Also, we have
optimum efficiency as weil as meet the vehicle considered two EV systems-based on lithium (Li) ion
specification requirement. Similarly, modeling of the battery pack as weil as lead (Pb) acid battery pack, for
electric vehicle is essential for estimating the energy both direct driven and geared motor drive systems.

consumption. Motor and battery pack ratings are the most
important and intluential parameters of a drive train which
will decide the cost and range of the vehicle.
A lot of research is being carried out in various kinds
of electric vehicles such as fully electric, hybrid electric,
11.
ELECTRlC VEHICLE LOAD MODELING
Energy or power demanded by a vehicle is obtained
by determining the various forces acting on a vehicle that
opposes its motion. The vehicle is modeled as a road load

978-1-4673-8587-9/16/$31.00 ©2016 IEEE [1]

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1s IEEE International Conference on Power Electronics. Intelligent Control and Energy Systems (ICPEICES-2016)

and various longitudinal forces acting on it is derived from Where, m: mass of the vehicle,
Newton's second law of motion and is shown in Fig. l. a: linear acceleration of the vehicle.
GZ
A. Tractive Force Fwa=J-za (6)
r
The tractive force, F, is the force required to propel where, I: moment of inertia,
the vehicle forward by overcoming the resistive forces and G: gear ratio of the system connecting the motor to
is given by the axle
F; = Frr + Fad + F hc + Fia + Fwa (1) r: radius of tyre
where, Frr is the rolling resistance force This force will be negative when the vehicle is
Fad is the aerodynamic drag slowing down.
Fhc is the hili c1imbing force
F'a is the linear acceleration force
B. Driving Cycle
F wo is the rotational acceleration force Driving cycle is a plot of the vehicle velocity against
time, which represents the way a vehicle is driven in
realistic environment for different road conditions.
Driving cycles are used in modeling and simulation of
EVs for selecting and predicting the performance of the
power train system. Automotive Research Association of
India (ARAI) has done extensive study of the traffic
pattern in various Indian cities and have come up with
Indian Driving Cycle (IDC) and Modified Indian Driving
Cycle (MIDC) [28]. Modified Indian Driving Cycle is
adopted from the European Driving cycle, consisting of
four repeated cycles of ECE 15 driving cycle representing
the urban mode, followed by Extra Urban Driving Cycle
(EUDC). For 2 wheeler, 3 wheeler, and 4 wheeler vehicles
with speed not exceeding 80kmph, IDC is considered
(shown in Fig. 2.) as per BIS Code for Battery operated
Fig. I: Forces Acting on a Vehicle During Uphill Drive vehicle [IS 15886:2010] and the various parameters of the
same is shown in Table I. Though these are reasonable,
Rolling resistance force, Frris mainly due to the
still it does not exactly represent the real driving
hysteresis losses in the vehicle tyres and the friction in
conditions, for which various methods are adopted to
bearings and the gearing system.
obtain the real time driving cycle [22, 29].
(2)
T ABLE I: IND IAN DRIVING CYCLE
where, Prr : the coefficient of rolling resistance and
Total Distance (km) 0.658
mg: weight of vehicle Total Time (s) 108
ldling Time (s) 16
Aerodynamic drag, Fadis due to the friction of the
Average speed incl. stops (kmh' ) 21.93
vehicle moving through the air and is expressed as
Maximum speed (kmh' ) 42

Fad =.!.pACdvz (3) Maximum acceleration (ms'") 0.65

2 Maximum deceleration (ms") 0.63

where, p: the density of air

III. MOTOR AND BATTERY SIZE SELECTION
A : the frontal area
v:resuItant velocity of the vehicle and the wind In this paper, a typical auto-rickshaw specifications
C d drag coefficient are used for modeling the road load [30]. The
Hili Climbing Force, Fhcis the force required to move specifications of the auto-rickshaw is shown in Table 11.
the vehicle up a slope by ovecoming the component of We have considered 1 driver and 3 passengers along with

vehicle's weight acting down the slope. It aids the tractive
force during downhilI and opposes during uphill slope.
Fhc = mgsin('P)
where, 'I' : angle of inclination
Acceleration Force is the force required to accelerate
the vehicle when the velocity is changing. It consists of
linear acceleration, F1aand rotational acceleration force,
Fwa as given below:
Fia=ma
the luggage. A range of 70 km is required per charge.
Weight of the driver, the passengers and the luggage was
chosen as 75kg, 68kg and 7kg respectively as per IS 9226
(4)
and 14664:2010. Though the main candidates for EVs are
induction motor, BLDC motor and SRM, BLDC motors
have remained the most popular choice of the industry due
to its advantages like high power density, high
performance, compactness, and high efficiency etc.
Various typical batteries used in electric vehicles are
(5) Valve Sealed Lead Acid (VRLA) battery, LiFeP04,

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1s IEEE International Conference on Power Electronics. Intelligent Control and Energy Systems (ICPEICES-2016)

Nickel-Metal Hydride batteries etc. [11, 14]. Generally,

VRLA batteries are commonly used for three-wheeler
auto-rickshaws due to cost constraints and safety. Due to
the higher benefits such as higher energy density, weight
density, larger life cycles, faster recharge time, longer
replacement timeframe etc., backed by strong research, Li­
ion battery is becoming widely accepted in the industry.
Hence, Li-ion and Pb acid based electric auto-rickshaw is
considered for the study in this paper.
A vehicle test mass was chosen to initially find out the Fig. 4: Various Forces Acting on Auto-rickshaw Model (Li-ion Banery
System) for IDC for 108s
energy consumption per kilometer for Li-ion and Pb acid
battery based systems for the IDC. Taking a drive The power demanded by the motor is calculated from
efficiency ofO.85, electrical consumption was calculated as
the tractive force.
52Wh/km and 44.08Wh/km for Pb acid and Li-ion based
The motor torque, T is obtained by
electric auto-rickshaw respectively. Based on the range
requirement and the battery type, battery pack size and T = G F; (7)
weight were obtained as discussed in the next subsection. r

The gross vehicle weight, m is 798 kg for Pb acid based And tractive power, PI is given by
EV and merely, 550kg for Li-ion based EY. � = F;.v (8)
M �

For the chosen driving cycle, the wheel torque and

wheel power was calculated with the help of Simulink and
plotted as shown in Fig. 5 and Fig. 6 respectively. Fig. 7
shows the IDC operating points for both the lead acid
based and the Li-ion based three-wheeler e-autorickshaws.
�..
The RMS and the peak values of the wheel torque and
-o.80;,-
- --'--�---;;;---_1,60.--
--- ---.�----,*-c--'-----.,.;
,'i/,
TIme{s) wheel power is tabulated in Table III.
Fig. 2: Indian Driving Cycle

T ABLE 2: TYPICAL AUTO RICKSHAW SPECIFICATlONS USED [30]

Overall length (mm) 2625
Overall width (mm) 1300
Overall height (mm) 1710
Wheel base (mm) 2000
Ground Clearance (mm) 180
Turning radius (m) 2.88
Tyres 4.00-8,4PR Fig. 5: Wheel Torque Demanded for the Auto-rickshaw as per IDC
Roll resi stance, f.\rr 0.015
Air drag coefficient, Cd 0.44
'
Frontal Surface Area,A (m ) 2.09

A. Motor Power Demand

For the Indian Driving Cycle, the net tractive force
required for the Auto-rickshaw is calculated by (1) based
on the selected auto-rickshaw specifications using
Simulink. Various tractive forces acting on the vehicle for
both the systems are shown in the Fig. 3 and Fig. 4. It can
be observed that the acceleration force, Face is the major
Fig. 6: Wheel Power Demanded for the Auto-rickshaw as per IDC

opposing force required to be overcome by the vehicle.

Fig. 3: Various Forces Acting on Auto-rickshaw Model (Pb Acid Banery Fig. 7: Indian Driving Cycle Torque- speed Operating Points
System) for IDC for 108s

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1s IEEE International Conference on Power Electronics. Intelligent Control and Energy Systems (ICPEICES-2016)

For Pb acid battery based system, it was observed that For geared BLDC motor, a gear ratio of 4:1 (with
the peak wheel torque demanded was 153.06 N.m efficiency 97.5%) is selected to meet the required torque
(in forward direction) and 91.56 N.m (in reverse direction) demand and acceleration performance. Gear ratio has a
as per the IDC. But the average torque demanded at the great effect on the acceleration performance of the vehicle
wheels was just 33.64 N.m whereas the RMS wheel torque as both the angular velocity and the torque of the motor

demand was 63.84 N.m. The peak power requirement as depends on it. It is essential to use a geared motor with
less torque and higher speed than a direct drive motor with
per the IDC was found out to be 5.371 kW whereas the
high torque and low speed. Because the losses and size of
RMS power was just 2.706kW. For the average constant
l the machine depends upon the torque rather than power,
velocity of 21.93kmh, , the mean power and torque
and higher speed motors are more efficient. Care should
demanded was 842.64W and 3l.81N.m respectively.
be taken for selecting the maximum speed so that the
Table III also shows that the torque and power demanded
motor meets the maximum vehicle speed as per the
by the Pb acid battery based EV is approximately 40%
driving cycle as weil as operates in a feasible and good
more than those demanded by Li-ion battery based EV.
Constant Power Speed Range (CPSR).
This directly retlects back to its size and energy
It is observed from the Table IV, the rated torque of
consumption. the geared motor is reduced by 4 times, thus reducing its
TABLE 3: IDC REQUIREMENTS size compared to the direct drive motor, at the cost of gear
Wheel Torque (N.m) Wheel Power (W) transmission loss. Also, it results in reduced motor current
RMS Peak RMS Peak and hence, reduced motor cooling requirement and smaller
Li-ion based EV 61.65 106.1 1926 3981 controller requirement.
(-62.57)
Lead Acid based EV
Another important observation from the Fig. 6 is that
87.94 153.06 2706 5371
(-91.56) incase regenerative braking is employed, though the
battery pack size shall be reduced, motor size gets
The peak power demand and the torque demand is increased when compared to dissipative braking. It is
required only for few seconds. An electric motor can be because of the current tlow in the winding, which causes
overloaded 2-3 times the rated power. It has to be noted losses in the winding due to winding temperature rise.
that losses in the machine is the basis for the selection of
motor torque and power ratings. For a BLDC motor, B. Battery Pack Size
torque has a direct relation with current and hence the Based on the chosen driving cycle and the change in
winding losses are directly related to the RMS value of energy consumed, the average energy consumption was
power and torque, rather than the average or peak value. calculated. In [31], average electrical consumption for a
The winding losses of the motor depends on the duty cycle three-wheeler in Indian city real time driving conditions is
and hence, RMS value of torque and power makes sure 61Wh/km, the difference in the values is based on the
that the motor operates weil within the thermal time motor ratings and other chosen parameters.

D·lstance trave 11ed (k.l

constant. Thus, the motor should be selected satisfying __ B_ a_lt_er.::.
y-,-p_a
... c_k_s_iz_e .:...
_h-,-
{W. . V_ (9)
=
m/
both continuous and peak power and torque demand. Even Energy consumption (Wh/km)
though the RMS value can be chosen as the continuous
TABLE 4: MOTOR AND BATTERY SIZE REQUIREMENTS AS PER IDC FOR
rating, but, in order to make sure that the motor selected ELECTRIC AUTORICKSHAW
based on the RMS values meets the peak power and Pb Acid based EV Li-ion based EV
torque demand, motor should be mentioned with a short Direct Geared Direct Geared
time overloading capacity, say for 30s. Moreover, for Drive Drive Drive Drive
Motor Continuou5 2.83kW, 2.90kW, 2.07kW, 2.12kW,
traction EV applications, duty cycle (e.g. S5/S9) should be
Rating 90N.m, 23N.m, 66N.m, 16.8N.m,
specified by the manufacturer and it should be made 300 rpm 1200 rpm 300 rpm 1200 rpm
mandatory to mention that the motor should be IP65 Short Time 5.8kW, 4.15kW, 4.24kW,
conforming to dust proof and low pressure jet water proof, Overloading 5.65kW, 46N.m, 130N.m, 33.6N.m,
Capacity (for 180N.m, 2000 500 2000 rpm
along with class H insulation. Typically, for BLDC motor, 305) 500 rpm rpm(max.) rpm(max.) (max.)
maximum power and torque can be l.75 to 2 times the (max.)
rated values. It can be observed from Fig. 7 that most of
Battery Nominal 48 48 48 48
the operating region is in the speed range of 300 -500 rpm.
Pack Voltage
Hence, the base speed is selected as 300 rpm to efficiently (V)
operate in the constant power region for cruising. Based Ah Rating 180, C3 180, C3 80 80
(Ah) 200, C5 200, C5
on these guidelines, BLDC motor ratings that should be
VA Rating 6.647 6.817 4.882 5.007
used for the selected e-autorickshaw specifications for (VA)
IDC is proposed in Table IV so as to match the wheel Max. Current 138.48 142.02 101.71 104.31
power demand, wheel torque and the maximum speed. Rating ( A)

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1s IEEE International Conference on Power Electronics, Intelligent Control and Energy Systems (ICPEICES-2016)

Battery operating voItage is fixed as 48V. For a range
of 70km and the respective energy consumptions, the
battery pack size required is calculated. While calculating
the battery pack size, a factor ofO.85 is considered for the
drive efficiency and it is assumed that the battery is not
allowed to discharge below 80% for better battery Iife and
peukert effect for the Pb acid battery and Li-ion battery
(a factor of 0.55 and 1 respectively) has been considered
for the Ah rating [32]. Various battery specifications for
the selected auto-rickshaw are shown in Table IV
From the peak power rating of the motor, VA rating
of the battery is calculated as follows
Maximum motor power (Tr1
VA
.
ratmg = ----------''------'--'-
rydrive
Maximum current rating of the battery
obtained from the VA rating and the battery nominal
voItage.
selected based on the IDC requirement for direct drive as
weil as geared drive. Battery pack size is selected based on
the range requirement and the motor power demand.
These type of specifications are essential for selection of
motor and battery pack that suits the exact requirements of
any driving cyc1e without over-rating or under-rating of
the machine. Also, a detailed comparison of ratings have
been drawn out for Li-ion and Pb acid battery based EV
systems with and without gear. As envisaged, the size of
both the motor as weil as the battery pack was appreciably
less in case of Li-ion based EV than the Pb acid based EV.
Even though the initial cost of Li-ion is more than the Pb
acid battery, the overall payback period will be much less.
Combined with this, the technological superiority like the
(10) compactness and increased life cyc1e, the Li-ion based EV
can be seems to be eminent.
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