Unit 4 Electric Vehicle Drive

Train
Electric Vehicle

Prof. Praveen P. Rathod

Praveen.rathod@viit.ac.in
Department of Mechanical Engineering

BRACT’S, Vishwakarma Institute of Information Technology, Pune-48

(An Autonomous Institute affiliated to Savitribai Phule Pune University)

(NBA and NAAC accredited, ISO 9001:2015 certified)
Teaching Scheme: Credits:
•TH: -- 03 hrs/week
TH:--03

•PR.: - 02 hr/week OR:-- 01

Examination Scheme:
Insem-30
Endsem-30
CE-20
Competency Skill: -20
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 Objective`

• To understand the comprehensive overview of Electric Vehicles.

Learning Outcome/Course Outcome

• Design electric drive train and its components.

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Syllabus:
• Electric Vehicle (EV) Configurations, Electric Vehicle (EV)
Drivetrain Alternatives Based on Power Source
Configuration, introduction to various electric drive-train
topologies, power flow control in electric drive-train
topologies, fuel efficiency analysis. Transmission
configuration, Components – gears, differential, clutch,
brakes regenerative braking.

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What is Electric Traction System?

• A system which causes the propulsion of vehicle in which tractive or driving force is obtained from various
devices such as diesel engine drives, steam engine drives, electric motors, etc. is called as traction system .

• It can also be defined as the railway vehicle that provides the necessary traction power to move the train is
referred as the traction or locomotive. This traction power can be diesel, steam or electric power.

• Electric traction involves the use of electricity at some stage or all the stages of locomotive movement. This
system includes straight electrical drive, diesel electric drive and battery operated electric drive vehicles.

• electrical motors are used for producing the vehicle movement and are powered by drawing electricity
from utilities or diesel generators or batteries.

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 Introduction to components used in hybrid and electric
vehicles
Electric Vehicle (EV) Configurations :
Compared to HEV, the configuration of EV is flexible.

• The energy flow in EV is mainly via flexible electrical wires rather than bolted flanges or rigid shafts.
Hence, distributed subsystems in the EV are really achievable.
• The EVs allow different propulsion arrangements such as independent four wheels and in wheel
drives.

The EV has three major subsystems: The energy source subsystem consists of
• Electric propulsion • The energy source (battery, fuel cell, ultracapacitor)
• Energy source • Energy management unit
• Auxiliary system
• Energy refueling unit
The electric propulsion subsystem comprises of:
• The electronic controller
• Power converter The auxiliary subsystem consists of
• Electric Motor (EM) • Power steering unit
• Mechanical transmission • Temperature control unit
• Driving wheels
• Auxiliary power supply

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General Configuration of a Electric Vehicle

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In modern EV’s configuration:
• Three phase motors are generally used to provide the traction force
• The power converter is a three-phase PWM inverter
• Mechanical transmission is based on fixed gearing and a differential
• Li-ion battery is typically selected as the energy source

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BEV powertrain topologies

The topologies selected are

• single-motor single-axle (SM-SA) topology.

• double-motor double-axle (DMDA) topology.
• in-wheel-motor single-axle (IWMSA) topology.
• in-wheel-motor double-axle (IWM-DA) topology

Single electric machine

There are two possible technologies for a single machine vehicle are

1. a traditional powertrain formed by adapting a conventional ICE layout

2. a specialised design combining the single electric machine with a final-drive

gearbox.

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Single electric machine with a final drive

• Electric motors have torque–speed characteristics close to the ideal performance of a

vehicle traction power plant and are able to provide near-maximum power in a wide range
of speeds.

• There is a maximum torque at low speeds, because the motor flux is initially constant but,
when the machine reaches a base speed, the machine flux weakens whereas the voltage
remains constant.

• With an electric machine, a complex multi-speed transmission is not necessary and, as a

result, the complexity of the clutch and gearbox can be eliminated.

• It is possible to use a light motor, typically a small-sized high-speed low-torque motor,

together with a single speed high-reduction transmission

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 Double electric machine with a double-axle drive

• Each axle can be driven by a separate and independently controlled motor and gearbox.

• This powertrain topology is presented in Figure. This topology has been sufficiently
developed for use in a production vehicle, namely the Tesla Model X, introduced in late 2015

• which is configured this way, with separate front and rear motors, each with single-ratio
gearboxes.

• Vehicles with this topology are operated with a four wheel drive and are capable of a strong
acceleration performance.

• Tesla, for example, claim that Model X is capable of accelerating from 0 km/s to 100 km/s in
less than 5 s

• This electric vehicle topology still requires the use of a pair of differentials, one front and one
rear, which adds mass.

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Multiple electric machines with independently driven wheels

• It is possible to eliminate the use of differentials by using separate traction motors to drive
the wheels on the left and the wheels on the right of a vehicle independently.

• the speed and the torque of the left wheels and right wheels can be equalised
electronically.

• This tends to improve the overall efficiency by reducing the vehicle mass.

• planetary gearbox can be connected between the motor and the wheels to provide a better
match with commercially available motors.

• Even with this gearing, eliminating the differential makes more space available, which
may be useful for additional battery capacity and a longer range.

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In-wheel motor drive

• In-wheel motor wheels already have applications in mobile robotics.

• These applications demonstrate the benefits of in-wheel motors to achieve a high

mobility.

• This applications involve only low speeds and focus on the motion of the vehicle rather
than on the energy consumption.

• the in-wheel motor is integrated into the vehicle wheel which then eliminates all the
mechanical gears and the losses associated with transmission.

• All power is transferred by wire which gives further benefits in terms of the space saving
and the flexibility of the component arrangement and also lowers the center of gravity.

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Mass of the vehicle

effect of different vehicle topologies, as discussed before, on the energy consumption and the
acceleration performance. One of the important vehicle parameters which impacts the energy
consumption is the mass of the vehicle.

The mass of the vehicle is calculated by considering three components: the electric machine and the
transmission (combined), the battery and the vehicle body.

Mass of the transmission and the electric machine.

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Mass of the battery Case Study.

• The mass of the battery pack was estimated from the number of cells in the battery.

• The cells and the pack size used in the Nissan LEAF45 were used as the baseline.

• Each cell has a mass of 0.787 kg, and there are four cells in one module and 48 modules in a
battery pack, giving a total cell mass of 0.787 X 4 X 48 = 151.1 kg.

• It is assumed that a battery also requires 0.06 kg/kW for the mass of the thermal management
system and 0.14 kg/kW for the mass of the harness and the bus bar; this gives an effective
total cell mass of 0.975 kg per cell.

• Using these assumptions, the total mass of the case-study Nissan LEAF was estimated to be
187.2 kg.

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hybrid drivetrain concept can be implemented by different
configurations as follows:

• Series configuration
• Parallel configuration
• Series-parallel configuration
• Complex configuration

Series hybrid
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 advantages of series hybrid drivetrains are:

• mechanical decoupling between the ICE and driven wheels allows the IC engine operating at its very
narrow optimal region
• nearly ideal torque-speed characteristics of electric motor make multigear transmission unnecessary.
• Most efficient stop and go city driving.

 a series hybrid drivetrain has the following disadvantages:

• the energy is converted twice (mechanical to electrical and then to mechanical) and this reduces the
overall efficiency.
• Two electric machines are needed and a big traction motor is required because it is the only torque
source of the driven wheels.
• The ICE, the generator and electric motor are dimensioned to handle the full power of the vehicle.
There fore the total weight, cost and size of powertrain can be excessive.

 Applications
• The series hybrid drivetrain is used in heavy commercial vehicles, military vehicles and buses.
• Diesel electric locomotive
• Hydraulic earth moving machines
• Diesel electric power group

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Parallel configuration

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The advantages of the parallel hybrid drivetrain are:

• both engine and electric motor directly supply torques to the driven wheels and no energy form
conversion occurs, hence energy loss is less
• compactness due to no need of the generator and smaller traction motor.
• Total efficiency is higher during cruising and long distance highway driving.
• Larger flexity to switch between electric and ICE power

The drawbacks of parallel hybrid drivetrains are:

• mechanical coupling between the engines and the driven wheels, thus the engine operating points
cannot be fixed in a narrow speed region.
• The mechanical configuration and the control strategy are complex compared to series hybrid
drivetrain.
• Complicated system.
• As ICE is not decoupled from wheels, battery cannot be charged at standstill
• Efficiency drops at low rotation speed.

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 Series-Parallel hybrid

Complex hybrid
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The advantages of the parallel hybrid drivetrain are:

• both engine and electric motor directly supply torques to the driven wheels and no energy form
conversion occurs, hence energy loss is less
• compactness due to no need of the generator and smaller traction motor.
• Total efficiency is higher during cruising and long distance highway driving.
• Larger flexii,ty to switch between electric and ICE power

The drawbacks of parallel hybrid drivetrains are:

• mechanical coupling between the engines and the driven wheels, thus the engine operating points
cannot be fixed in a narrow speed region.
• The mechanical configuration and the control strategy are complex compared to series hybrid
drivetrain.
• Complicated system.
• As ICE is not decoupled from wheels, battery cannot be charged at standstill
• Efficiency drops at low rotation speed.

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Power Flow in HEVs

• Power Flow Control in Series Hybrid & Electric

• Power Flow Control in Parallel Hybrid & Electric
• Power Flow Control in Series-Parallel Hybrid & Electric

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Power Flow Control in Series Hybrid

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Power Flow Control in Parallel Hybrid

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Power Flow Control Series-Parallel Hybrid

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The operating modes of EM dominated system are:

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Hybrid Powertrain Architecture
• Architecture: Defined by
 Position of electrical machine
 Type of connection with drive train: belt, integrated or gear mesh

• Types of hybrid powertrain architecture

P0
P1
P2
P3
P4

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The brief description of the electric machine connection points is done in the table below.

P0 The electric machine is connected with the internal combustion engine through a belt, on the front
end accessory drive (FEAD)

P1 The electric machine is connected directly with the crankshaft of the internal combustion engine

The electric machine is side-attached (through a belt) or integrated between the internal combustion
P2 engine and the transmission; the electric machine is decoupled from the ICE and it has the same speed
of the ICE (or multiple of it)

P3 The electric machine is connected through a gear mesh with the transmission; the electric machine is
decoupled from the ICE and it’s speed is a multiple of the wheel speed

P4 The electric machine is connected through a gear mesh on the rear axle of the vehicle; the electric
machine is decoupled form the ICE and it’s located in the rear axle drive or in the wheels hub

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Belt starter Generator Architecture P0
Electric machine is connected with the internal combustion engine through a belt

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The main characteristics of the BiSG MHEV architecture are summarized in the table below .
Maximum torque (at crankshaft): up to 50 Nm (with belt pulley ratio multiplication, e.g. 2.8)
Electric machine Maximum power: 12 … 14 kW
performance Continuous power: 2.5 … 3.5 kW
Efficiency: up to 85%
New European Driving Cycle (NEDC): 10 … 12 %
Fuel Efficiency
Worldwide harmonized Light vehicles Test Procedure (WLTP): 7 … 9 %

Idle Stop & Start

Moving Stop & Start
Engine load shift
Hybrid modes Torque assist (fill)
(functions) Torque boost
Sailing / Coasting
Energy recuperation
Brake regeneration

Low cost of integration

Air or liquid cooled electric machine
Integrated inverter (with electric machine)
Advantages Size modularity for the electric machine
Speed / torque ratio possible between electric machine and ICE results in lower Power demand from the
electric machine
Limited torque capacity due to belt drive
Disadvantages Energy recuperation affected by engine friction losses

Torque Boosting Capability: Medium (limited by belt slip, durability)

Electrical Energy Recuperation: Medium (due to engine losses)
Driveability Improvements: Medium (due to limited torque boost)
Overall characteristics
Electrical Creep / Drive: Not possible (due to limited torque and belt drive)
Packaging: Easy components integration with limited impact on other components
System Efficiency: Medium (mainly due to belt-drive integration on the FEAD)

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Crankshaft mounted electric machine(P1):

Electric machine directly connected to the crankshaft

Functions:
As a generator, during vehicle deceleration
As an engine starter, and
As a motor (to assist the engine) during vehicle accelerations

Advantages
Higher efficiency
The 12v starter can be removed

Limitations
Torque limited: by the size of machine
Limited recuperation : due to engine losses
High impact on existing architecture and vehicle cost

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For example, the main characteristics of the crankshaft-mounted electric machine for mild hybrid Honda Insight
2009 are summarized in the table below.
Electric machine performance
Hybrid modes (functions)
Advantages
Disadvantages
Overall characteristics
Maximum torque (at crankshaft): up to 34 Nm
Maximum power: 10 kW
Efficiency: up to 94%
Idle Stop & Start
Moving Stop & Start
Engine load shift
Torque assist (fill)
Torque boost
Sailing / Coasting
Energy recuperation
Brake regeneration
Higher efficiency
The 12V starter can be removed
Output torque limited by the size of the electric machine
Energy recuperation affected by engine friction losses
High impact on existing vehicle architecture
Higher overall cost of the electrical components
Air cooling not possible for the electric machine
Torque Boosting Capability: High (if electric machine is capable)
Electrical Energy Recuperation: Medium (due to engine losses)
Driveability Improvements: Medium (depending on the torque capability of the electric machine)
Electrical Creep / Drive: Possible (depending on the torque capability of the e-machine)
Packaging: Difficult components integration (powertrain specially designed for this architecture)
System Efficiency: High (no gear mesh or belt losses)
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P2 configuration:
• Electric machine is side attached(through a belt) or integrated between the ice and
transmission.

• Advantages:
Increased recuperation potential: no engine function
Additional hybrid functions: Electrical creep/drive, coasting Braking

• Disadvantage:
Higher integration cost

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P3 configuration:

Electric machine is side attached on the transmission, on the

output shaft

Advantages:
Highest energy recuperation potential
Full electric driving mode

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P4 configuration:
• Electric machine is mounted on rear axel drive or wheel hub

Advantages:
 Four wheel drive capability

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The main characteristics of P2, P3 and P4 mild hybrid architectures are summarized in the table below.

Electric Maximum torque (at crankshaft): up to 50 Nm

machine Maximum power: 21 kW
performance Efficiency: up to 95%
Fuel New European Driving Cycle (NEDC): 19 … 22 %
Efficiency Worldwide harmonized Light vehicles Test Procedure (WLTP): 14 … 16 %

Idle Stop & Start (if additional electric machine on engine side)
Moving Stop & Start (if additional electric machine on engine side)
Engine load shift (through the road)
Torque assist (fill)
Hybrid modes Torque boost
(functions) Sailing / Coasting
Energy recuperation
Brake regeneration
Electrical driving (creep)

Highest efficiency
Advantages Electric driving (creep)
Four/All Wheel Drive Mode (P4 architecture)

Requires an additional electric machine for engine Stop & Start

High impact on existing vehicle architecture
Disadvantages Higher overall cost of the electrical components
Air cooling not possible for the electric machine

Torque Boosting Capability: High (if electric machine is capable)

Electrical Energy Recuperation: High (not affected by engine losses, partly by transmission losses)
Overall Drivability Improvements: Medium (depending on the torque capability of the electric machine)
characteristics Electrical Creep / Drive: Possible (depending on the torque capability of the e-machine)
Packaging: Difficult components integration (powertrain specially designed for this architecture)
System Efficiency: High (only gear mesh losses)

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Vehicle model and simulation technique

Vehicle modelling techniques can be classified in two ways:

1. forward-facing models
2. backward-facing models

Forward-facing simulations
Forward-facing simulations present a realistic approach to vehicle simulations as they use a
driver model to control the vehicle speed, similar to a human driver controlling a car.

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Forward-facing simulations

1. driver model, the reference speed and the actual vehicle speed are compared, giving
an ‘error’ signal, and this is used to generate a control signal to control the torque
used to power the vehicle.

2. Driver models normally use proportional–integral controllers.

3. BEV model is used to translate the throttle and brake commands from the driver into
the torque and mechanical braking signals.

4. The torque from the motor is passed through a model of the transmission and
applied as a force at the wheels.

5. The torque from the motor is passed through a model of the transmission and
applied as a force at the wheels.

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Backward-facing simulations

Backward-facing simulations use the opposite approach.

Inputs and outputs of backward-facing simulations of the vehicle.

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 Inputs and outputs of backward-facing simulations of the motor–
machine.
• The speed references can drive the system model directly, and a driver model is not
required.

• the driving profile is the speed that the vehicle is required to follow.

• Backward-facing simulations generally rely on quasistatic component maps rather than

on detailed dynamic

• Electric machines are typically modelled using motor efficiency maps.

• This simulation type cannot represent the dynamic behaviour of components

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Vehicle body and environmental losses

The vehicle model converts the velocity reference into the angular velocity and the torque
at the wheels

The angular velocity at the wheels can be calculated from

ωw(t)= vvehicle(t) / rw
where vw is the angular velocity at the wheel, vvehicle is the velocity of the vehicle and
rw is the radius of the wheel.

The torque at the wheels

where Tw is the torque at the wheel

Fvehicle is the traction force at the centre of gravity.

Fvehicle is calculated from the environmental force

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Transmission

Like ICEs, electric machines operate most efficiently within a particular speed–torque envelope.
most of the machines used in electric vehicles operate best at higher speeds and lower torques

The transmission normally includes several components but, when we consider using a single ‘lumped’
gear ratio which describes the overall behavior.

there is no need for multiple ratios, and single-ratio transmissions are common on production vehicles.

Single-speed transmissions are generally good in terms of a low drivetrain mass, a low volume, a high
efficiency and a low complexity

The calculations for the transmission are expressed as

where ωm is the angular velocity at the motor,

ωw is the angular velocity at the wheels,
TM is the torque at the motor,
Tw is the torque at the wheels
ηG is the efficiency of the transmission.
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Electric machine modelling

The electric machine acts as a motor–generator, providing a traction torque during acceleration
and steady state driving and then recovering the kinetic energy that is otherwise lost during
braking.

The relationship between the motor input power and the output torque–speed pair is

When motoring , the machine output power is given by

When the equation is arranged as a backward-facing model, the efficiency term appears as a
division rather than a multiplication.

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Electric machine efficiency maps
The starting point was the nominal machine map for the machine of the case-study
vehicle. To scale it, the torque axis was scaled in proportion to the machine’s power
rating; this principle is illustrated

Figure shows the plot of the motor efficiency map which is converted from the original 80
kW motor of the Nissan LEAF
This map was used for the optimization process; this modification assumes that the speed
of the motor is limited to 10,500 r/min for every size of motor.
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 Modified motor map for in-wheel motors

(a) Original motor map for conventional motors (b) modified motor map assumed for in-wheel vehicles.

In the first two cases (SM-SA and DM-DA vehicles), a scalable motor map of the permanent-
magnet synchronous machine motor is used, as presented in Figure
The torque scale and the speed scale were modified to match the in-wheel motors available on
the market

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 Regenerative Braking in Electric Vehicles

The concept of regenerative braking

can be implemented in conventional
vehicles using Fly wheels.

Flywheels are disks with high inertia

which rotate at a very high speed.

In electric vehicles, we can incorporate

the regenerative braking in a much
more efficient way electronically.

This will reduce the need for heavy

flywheels, which adds extra weight to
the total weight of the vehicle.

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 Motor Torque and Power Flow Direction during Motoring mode

Motor Torque and Power Flow Direction when motor act as generator

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Is Regenerative Braking worth to be implemented in all Electric Vehicles?

 It not advisable to use regenerative braking under fully charged conditions.

 It is because overcharging can damage the batteries, but the electronic circuit
prevents from overcharging of it.

 In this case, the capacitor bank can store the energy and help in extending the
range.

 the effectiveness of the regenerative braking is more in electric cars, buses, and
other heavy vehicles.

 the kinetic energy available is more when compared to an electric scooter

travelling at the same speed.

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 OPEN DIFFERENTIAL  LOCKED DIFFERENTIAL

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 Brakes
• Brake is a device used for slowing ,stopping & controlling
the vehicle.

• Braking operation based on kinetic energy of vehicle is

to converting into heat, which dissipated into
atmosphere.

• While driving the vehicle, torque of the engine produces

The
tractive effort due to periphery of driving vehicle.

• When the brakes are applied it produces negative

tractive effort on wheel.

• While, this help to slow down an vehicle

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 Main functions of braking system

• To stop the vehicle

safely in shortest
possible distance
in case of
emergency.
• To control the vehicle
when it is
descending along the
hills.
• To keep the vehicle in
desired position after
bringing in at rest.

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 HYDRAULIC BRAKING
SYSYTEM

construction
hydraulic braking system is mainly confined with “brake fluid” this fluid consist
of Alcohol,castor oil & glycerin.hydraulic braking system has following
components.
master cylinder,brake pedal,wheel cylinder,brake drum,retracting spring,brake
shoe etc.
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 Working System
The brake pedal is connected to the master cylinder
by means of piston for application of brake driver
presses the brake pedal, which moves the master
cylinder.
In master cylinder pressure is instantly transferred to
all four wheels. The brakes shoe moves against the
brake drum to apply brakes.
When driver releases the brake pedal, the master
cylinder piston returns to its original position due to
return springs, dropping fluid pressure. Brake shoe
retracting spring pulls the brake shoe from drum to
their original position & brakes are released.
ROLE OF MASTER CYLINDER:

TO BUILD THE hydraulic pressure required to

operate the system.
To bleed or force air out of brake line & wheel
cylinder.
A to act reservoir to maintain a constant
volume of
fluid in system
ADVANTAGES OF HYDRAULIC BRAKE

simple in construction :Mechanical joints, linkages &

cam are eliminated.
Equal braking system: the brake fluid must exists
equal pressure.
Disadvantages of Hydraulic Brake

Fails whole system at one time: if there is leakages in

system, all four brakes are fail at one time due to loss
of fluid pressure. This difficulty can be eliminated
with use of tendum master cylinder
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Pneumatic Braking System

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 CONSTRUCTON

•Pneumatic BRAKES ARE OPERATED BY MEAns of Air pressure engine to

air and stores in air reservoir.the compressed air enters in wheel cylinder
to push diaphragm
• The pneumatic braking system consists as :
• Air compressor, unloader valve, resevoir, brake valve, brake chamber
•,quick release valve, Relay valve etc.

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 Working of Pneumatic
Braking System
Air Compresor
Its composes of generally Build the
air pressureby driven of engine.

UNLOADER VALVE:
ITS IS DEVICE MAINTAIN CONSTANT
PRESSURE IN RESERVOIR.the excess of
pressure is safely removed.

Reservoir:
it’s a tank in which high
pressure air is stored

Brake Valve:
its is located between air
reservoir and brake cylinder
RELAY VALVE:
IT IS VALVE KEPT IN BETWEEN
BRAKE CHAMBER & AIR CHAMBER FOR
CONTROLLING THE AIR CHAMBER

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 Working system of internal braking system

Internal expanding braking

system consist of brake linings
are fixed at outsides when brakes
are applied the cam is turned, the
shoe with brake lining are forced
against the Drum.
This Causes brake lining creates
friction between the rotating drum
and expanding shoes.
This force of friction opposes
the rotating drum, thereby will
leads to slowing down the
vehicle.
When brake is released
Retracting springs brings the
shoe back towards its original
position.
Department of Mechanical Engineering, VIIT , Pune-48
 Disc Type Brake

CONSTRUCTION
DISC Brake consist of cat iron disc bolted to the wheel hub and an
stationary housing called “caliper”. The caliper is connected with
some stationary part of position of vehicle, like stub or axle on of
wheel of connecting rod .
The piston rod is connected in between which has friction pad is being
held by an piston pins, springs etc.

Department of Mechanical Engineering, VIIT , Pune-48

 Working of Disc brake
The brakes are operated when friction is being
created on friction pads by forced applying on
it against the disc .the forces created on its is
hydraulic pressure from master cylinder,
thereby an engaging the braking system.
When the hydraulic braking pressure is applied
on piston will engaged an released bar due
to pressure.
When pressure is released piston will regain
its
original position. Here friction pad works on
main fundamental working process.
“CALIPER “ is added on system to
balanced
two calipers by diagrammatically opposite
to
each to other. In this way braking torque is
reduced.
Advantages of Disc Brake
Better heat dissipation as braking torque on surface of exposed
air.
Adjustment of pads is automatic
Renewal of pad is quick and easy.
Disadvantages of
Disc Brake.
In comparison of brake drum of
similar capacity, rate pad wear is
more.
The HAND BRAKE MECHANISM
IS NOT SO CONVINENT.

Department of Mechanical Engineering, VIIT , Pune-48

Department of Mechanical Engineering, VIIT , Pune-48
Differential

 Differential is an integral part of all four wheelers.

 A differential is used to allow the wheels to spin at different speeds.
 This is necessary when the vehicle turns

Department of Mechanical Engineering, VIIT , Pune-48

PART’S OF DIFFERENTIAL SYSTEM
 Pinion drive gear: transfer power from the drive shaft to the ring gear.
 Ring gear: will transfer power to differential case assembly.
 Spider gears: The spider gear lies at the heart of the differential and special mention should be
made about its rotation.

 Differential case assembly: Hold the gear and drive the axel.
 Rear drive axel: Transfer torque from differential
assembly to the drive wheels.

Case1 The vehicle moves straight

 In this case the spider gear rotates along with the ring gear but does not rotate on its own
axis.
 So the spider gear will push and make the side gears turn, and both will turn at the same
speed.

Department of Mechanical Engineering, VIIT , Pune-48

Department of Mechanical Engineering, VIIT , Pune-48
 Case 2 Vehicle takes a turn(right)
 In this along with the rotation of the ring gear it rotates on its own axis.
 So the spider gear is having a combined rotation.
 When the spider gear is spinning as well as rotating, peripheral velocity at the left
side of spider gear is the sum of the spinning and rotational velocity.
 But at the right side, it is the difference of the two, since the spin velocity is in
the opposite direction at this side.

TYPES OF DIFFERENTIAL

 OPEN DIFFERENTIAL
 LOCKED DIFFERENTIAL
 LIMITED SLIP DIFFERENTIAL

Department of Mechanical Engineering, VIIT , Pune-48

Department of Mechanical Engineering, VIIT , Pune-48
Electronic differential in electric vehicles

  Electronic differential is advancement in
electric vehicles technology along with the
more traction control.

 The electronic differential provides the

required torque for each driving wheel and
allows different wheel speeds
electronically.

 It is used in place of the mechanical

differential in multi-drive systems.

 When cornering the inner and outer wheels

rotate at different speeds, because the inner
wheels describe a smaller turning radius.

 The electronic differential uses the steering

wheel command signal, throttle position
signals and the motor speed signals to
control the power to each wheel

Department of Mechanical Engineering, VIIT , Pune-48

The use of Electronic Differential
(ED), replacing the conventional
gearbox and the usual configuration
of EVs with only one traction-motor
driving two wheels.

It reduces the overall mass of an EV

by replacing the conventional
mechanical differential. 

The speed reference computation in

the double- driven EV can be
controlled by ED through the
torque/rotation-speed curve of an
electric motor. which is almost
perfectly adapted to the resistance-
torque/speed curve of an electric
vehicle. In case of curvilinear
trajectory or a lane change each
wheel is controlled

Department of Mechanical Engineering, VIIT , Pune-48