Efficiency Challenge Electric Vehicle

Efficiency Challenge
Electric Vehicle
Differential in Electric Vehicles
Advisory and Assessment Committee
20 October 2014

It contains general technical information about electronic differentials for Electromobile and Hydromobile
vehicles. It has been shared for the purpose of providing examples and helpful information.

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 Efficiency Challenge Electric Vehicle
1 INTRODUCTION

With the renewed world perspective, the increasing use of renewable energy sources, the daily decrease
in energy consumption values, and constantly evolving technology in favor of green energy against
global warming, are shaping our future in this direction. One of the biggest examples of this is electric
vehicles. Even though they are not widespread today, they hold a very popular position and in our
world where it is thought that there will be 100% electric vehicle usage in the future, new studies and
projects are constantly emerging in this regard. Especially having zero carbon emission values and
having a much lower fuel cost compared to internal combustion engine vehicles is one of the main
advantages of electric vehicles. However, there are still many restrictions for these vehicles. New
solutions are being offered every day for these restrictions. Also, there are many aspects of electric
vehicles that are open to development. One of them is the subject of electronic differential.

Traditional vehicles have a large engine and a differential mechanism that transfers power from this
engine to the wheels. This mechanism can work smoothly, but the disadvantages are that it takes up a
lot of space and is heavy. Since internal combustion engines are used in traditional vehicles, no
alternative to mechanical differential has been developed to date. However, because the electric motors
used in electric vehicles can be found in many types and sizes, and they can be better controlled
compared to internal combustion engines, there is flexibility. This flexibility allows us to place the
electric motors directly into the vehicle's motion system (as HUB motor to the wheels) without even
needing power transmission. In this way, the vehicle gets rid of a very large metal mass on it and
lightens to a large extent. This advantage also reduces losses. However, these motors, which are
directly placed into the vehicle's motion system, need to perform the function of the differential
mechanism found in traditional vehicles with the help of control.

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1.1 Historical Development of the Differential Mechanism

The primitive vehicle known as the horse carriage, which dates back to history, actually forms the basis
for the development of the differential mechanism. In the early days, there were many difficulties
experienced during turns in horse carriages. It was later thought that the front wheels needed to turn for
better turns. In Figure 1.1, it can be seen how the front wheels of the horse carriage turn as a whole
during a curve.

The chassis, shaft, and axle mechanisms

that now form the foundation of modern
cars emerged, along with internal
combustion vehicles. The problem with
these was that they needed a separate
steering control system because the
propulsion system was inside the vehicle.
But another problem was arising here.
During a turn, the inner and outer wheels
were forced to turn at different speeds.
Figure 1.1. Carriage during the turn.

As seen in Figure 1.2, the path that the outer wheel has to cover during a turn is more than the inner
wheel.

This problem was initially solved by

connecting the drive system to only one
wheel in the first vehicles. In other
words, in a 4-wheel vehicle, the engine
only drives one wheel. Of course, this is
not a very stable system. Later, a modern
differential mechanism that could solve
all these problems was developed.
Figure 1.2. The path covered by the inner and outer wheel during the
turn.

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1.2 Modern Differential Mechanism

The modern differential mechanism has been developed as a mechanism that contains a lot of gear
systems, is also a power distribution element, and can provide stable rotation. At its most basic, the
differential mechanism is a power transfer organ located between the shaft and the axle. In Figure 1.3,
the location of the differential in a rear-wheel drive 2-wheel drive vehicle can be clearly seen.

Figure 1.3. Vehicle transmission anatomy.

The duties of the differential mechanism can be listed as follows;

• It increases torque by reducing the speed of the movement from the shaft.
• By allowing the inner wheel to turn slower and the outer wheel to turn faster in corners, it
enables the wheels to take comfortable corners without friction and the vehicle without
skidding.

The aspect of the differential that is important for us is the cornering situation. When the vehicle enters
any bend, it is desired that the inner wheel turns slowly and the outer wheel turns quickly. In the case
of a bend, the power transmitted to the road is adjusted according to the wheel with low torque with the
help of the gear mechanisms inside the differential, and thus because the inner wheel is forced to slow
down, its torque increases, and the outer wheel rotates with speeds inversely proportional to their
torques because its torque is less than the inner wheel, offering a stable cornering characteristic.

1.3 Differential Mechanism in Electric Cars

Even though today's electric cars are still within the concept framework, it would not be entirely
accurate to use them as a benchmark, but various applications exist at the moment. There are also

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 Efficiency Challenge Electric Vehicle
electric vehicles that contain a differential mechanism within the standard transmission organs and a
single large electric motor similar to traditional systems, and there are also vehicles that have 4
separate electric motors in all 4 wheels and no transmission organs at all. But as mentioned earlier, it is
clear that using 2 or 4 motors of a smaller size is a much more advantageous system. A block diagram
for two vehicles with 2 motors is seen in Figure 1.4.

Figure 1.4. Electronic differential.

In electric vehicles using multiple (2 or 4) electric motors, since there is no mechanical differential
mechanism, this process needs to be done electronically, by controlling the motors.

1.4 Electronic Differential

First, conditions and restrictions must be determined to understand the electronic differential control
system. For this, it is necessary to re-examine in detail how the mechanical differential system does this
job under which conditions. The most important of these conditions;

• The mechanical system is a moment-based control system, and during the turn, a moment
balance is established, allowing the wheel that needs less moment to turn more, thus enabling
the turn to be taken stably.

In electronic differential applications, an approach similar to the mechanical differential can be

considered. In fact, this is the first method that comes to mind. In this method, the torque of the wheels
to be driven can be measured and a power distribution inversely proportional to it, just like in the
mechanical system, can be adjusted to ensure a stable turn at the desired speed ratio.
An advanced electronic differential control unit;

• During the turn, the speed difference of the turning wheels should be appropriately adjusted,
• Not deviating from the road when it is desired to go straight,
• Both wheels maintaining direction under different road conditions and being able to tolerate
speed differences (in case of skidding) between the two wheels,
• Ensuring that the direction can continue without deviation while moving on rough roads.

If all four of the above conditions are met, it can be said that good control has been achieved.
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2 EXAMINATION OF THE VEHICLE'S CORNERING DYNAMICS

2.1 Rotation Kinematics

As shown in Figure 2.1, if a vehicle with 4 wheels turning to the left is considered, the rotation
parameters are also present. If it is assumed that the vehicle turns to the left at a very slow speed, it can
be thought that there is no slippage in the vehicle and the kinematics between the inner and outer wheel
during the turn can be explained. This geometry is also known as Ackerman Geometry and is
expressed as follows

Figure 2.1 Parameters of Ackerman Geometry of a vehicle turning from the front wheel

The length of the axle carrying the rotating wheels here is shown as "𝑤". The distance between the
front and rear axle, the wheelbase is represented with "𝑙". Vehicle track and wheelbase are the main
parameters characterizing the vehicle in kinematic examination. For kinematic analysis, it is also
accepted as the vehicle width and length.
As shown in Figure 2.2, the relationship between the inner wheel turning angle 𝛿𝑖 and the outer wheel
turning angle 𝛿𝑜 of a vehicle turning left with turn center 𝑂 can be expressed as follows.

Figure 2.2 Analysis of inner and outer wheel turning angles.

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 Efficiency Challenge Electric Vehicle
If the triangles OAD and OBC in the figure are used;

1
tan 𝛿𝑖 = 𝑤 (1)
𝑅1 − 2

1
tan 𝛿𝑜 = 𝑤 (2)
𝑅1 + 2

The equations are obtained.

If 𝑅1 is to be obtained from here:

𝑤 𝑙
𝑅1 = + (3)
2 tan 𝛿𝑖

𝑤 𝑙
𝑅1 = − + (4)
2 tan 𝛿𝑜

From here, the relationship between 𝛿𝑖 and 𝛿𝑜 can be found from the equality of the two 𝑅1 :

𝑙
𝛿𝑜 = tan−1 ( ) (5)
𝑙
𝑤+
tan 𝛿𝑖

Ackerman Geometry is the expression of the differences in turning angles between the inner and outer
wheel. Now, it is necessary to find the difference in angular speed between these wheels during
turning. Using the parameters in Figure 2.2, the following expressions can be written:

Here, 𝜔𝑟 is defined as the angular velocity with respect to the center of rotation of the vehicle. If the
length OA is defined as 𝑅𝑖 according to the triangle OAD in the figure, and the length OB in the OBC
triangle is also defined as 𝑅𝑜 ; the speed difference between the turning wheels of the vehicle will be
proportional to these radii. Also, 𝜔𝑖 and 𝜔𝑜 are defined as the angular velocities of the inner and outer
wheels of the vehicle, and 𝑅𝑤 is defined as the radius of the pneumatic wheel. If expressions are
written with these parameters;

𝜔𝑖 × 𝑅𝑤 = 𝜔𝑟 × 𝑅𝑖 (6)

𝜔𝑜 × 𝑅𝑤 = 𝜔𝑟 × 𝑅𝑜 (7)

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 Efficiency Challenge Electric Vehicle
In these expressions, if the values from OAD and OBC triangles are written instead of 𝑅𝑖 and 𝑅𝑜
expressions;

𝑙
𝑅𝑖 = (8)
sin 𝛿𝑖

𝑙
𝑅𝑜 = (9)
sin 𝛿𝑜

If the equations numbered [6] are written in place in 𝑅𝑖 and 𝑅𝑜 , and the speeds of the inner and outer
wheels are compared to each other;

𝜔𝑖 sin 𝛿𝑜
= (10)
𝜔𝑜 sin 𝛿𝑖

The expression is obtained. According to this expression, for a rear-wheel drive and front-wheel
steering controlled vehicle, while moving on a straight road, the drive wheels will rotate at the same
angular speed and the angle of the steering wheels will be "0" degrees. When the vehicle enters a turn,
the wheel on the inside of the turn will need to slow down and the wheel on the outside of the turn will
need to speed up. Considering that the motors in the rear wheels, where the vehicle's propulsion system
is located, form the base of the axis of rotation and that the center of gravity of the vehicle is thought to
be between these two drive wheels, the angular speed differences between the inside and outside
wheels will be equal. If we assume that both wheels of the vehicle rotate at an angular speed of 𝜔 on a
straight road, the angular speed of the outer wheel will be 𝜔𝑜 = 𝜔 + 𝑥 and the angular speed of the
inner wheel will be 𝜔𝑖 = 𝜔 − 𝑥.

𝜔 + 𝑥 sin 𝛿𝑖
= (11)
𝜔 − 𝑥 sin 𝛿𝑜

It should be. If the statement is updated again with this approach;

If 𝑥 is derived from this expression, a mathematical expression of how much the angular velocities of
the inner and outer wheels change when the vehicle enters a curve is obtained.

sin 𝛿𝑖 − sin 𝛿𝑜
𝑥 =𝜔×( ) (12)
sin 𝛿𝑖 + sin 𝛿𝑜

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3 REFERENCES

[1] Kada HARTANI1, Mohamed BOURAHLA, Yahia MILOUD1, Mohamed SEKOUR

“Electronic Differential with Direct Torque Fuzzy Control for Vehicle Propulsion System”
Turk J Elec Eng & Comp Sci, Vol.17, No.1, 2009, TUBITAK doi:10.3906/elk-0801-1.

[2] Abdelhakim Haddoun, Mohamed El Hachemi Benbouzid, Senior Member, IEEE, Demba
Diallo, Senior Member, IEEE, Rachid Abdessemed, Jamel Ghouili, and Kamel Srairi
“Modeling, Analysis, and Neural Network Control of an EV Electrical Differential” IEEE
Transactions On Industrial Electronics, VOL. 55, NO. 6, June 2008.

[3] Bekheira Tabbache, Abdelaziz Kheloui, and Mohamed El Hachemi Benbouzid, Senior
Member, IEEE “An Adaptive Electric Differential for Electric Vehicles Motion Stabilization”
IEEE Transactions On Vehicular Technology, VOL. 60, NO. 1, Janurary 2011.

[4] J. Wang, Q. Wang, L. Jin, C. Song “Independent Wheel Torque Control of 4WD Electrical
Vehicle for Differantial DriveAssisted Steering” State Key Laboratory of Autombile Dynamic
Simulation, Jilin University, No.5988, Renmin Street Jilin China.

[5] R. Kandiban, R. Arulmozhiyal “Speed Control of BLDC Motor using Adaptive Fuzzy PID
controller” International Conference of Modelling, Optimization of Computing 2012.

[6] Swiss Federal Institude of Technology Zurich “Steering Dynamics and Steering Theory”,
Vehicle Dynamics and Design Ders Notları

[7] Yee-Pien Yang, Member, IEEE , Xian-Yee Xing, “Design of Electric Differential System for
an Electric Vehicle with Dual Wheel Motors”, Proceedings of the 47th IEEE Conference on
Decision and Control Cancun, Mexico, Dec. 9-11, 2008

[8] Abdelfatah Nasri, Abdeldjebar Hazzab, Ismail K. Bousserhane, Samir Hadjeri, Pierre Sicard,
“Two Wheel Speed Robust Sliding Mode Control for Electric Vehicle Drive”, SERBIAN
JOURNAL OF ELECTRICAL ENGINEERING Vol. 5, No. 2, November 2008, 199-216.

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