Fundamentals of Electric

Vehicles
S.A. Sabarirajan
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 Chapter – 1
Vehicle Dynamics
 Driving an Internal Combustion Engine or Electrical powered Vehicle
1. How much power required to drive a vehicle?
2. How much energy required to carryout a Road trip?

In order to calculate the power and energy for a vehicle, the below questions to be answered in the first
place.
▪ What is the Composite mass of the vehicle (Including Passengers and goods) – GVW (gross vehicle
weight)
▪ What is the worst condition of road to be considered to design – Rolling Resistance
▪ What is the worst aerodynamics condition to be considered during design – Aerodynamics Drag
▪ What is the inclination and banking to be considered – Gradient resistance
▪ What are the velocities and accelerations at different point of application – Drive Cycle
▪ What is the maximum speed and maximum acceleration of the Vehicle?

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 What does the tractive force overcomes:

1. Aerodynamic Drag
2. Rolling Resistance
3. Uphill resistance
4. Acceleration

𝟏
𝜃 mg 𝑨𝒆𝒓𝒐𝒅𝒚𝒏𝒂𝒎𝒊𝒄 𝑫𝒓𝒂𝒈 = 𝒙 𝝆 𝒙 𝑪𝒅 𝒙 𝑨 𝒙 𝒗𝟐
𝟐
Where,
𝐾𝑔
𝜌 = 𝐷𝑒𝑛𝑠𝑖𝑡𝑦 𝑜𝑓 𝑡ℎ𝑒 𝐴𝑖𝑟 @27°𝐶 = 1.2
𝑀3
V = Velocity (m/Sec)
A = Vehicle Frontal Area (or) Projected Area in Sq.m
Cd = Drag Coefficient
2
1 𝐾𝑔 𝑀
𝐴𝑒𝑟𝑜𝑑𝑦𝑛𝑎𝑚𝑖𝑐 𝐷𝑟𝑎𝑔 = 𝑥 3 𝑥 𝐶𝑑 𝑥 𝑀2 𝑥
2 𝑀 sec
𝐾𝑔. 𝑚
= 𝑁𝑒𝑤𝑡𝑜𝑛 = 𝑁
𝑆𝑒𝑐 2
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What does the tractive force overcomes:
Rolling Resistance
𝑅𝑜𝑙𝑙𝑖𝑛𝑔 𝑅𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐𝑒 = 𝑚𝑔 𝑥 𝜇 𝑥 𝑐𝑜𝑠𝜃
Where,
M=Permissible Load in Kg
Y 𝑚
𝑔 = 𝑔𝑟𝑎𝑣𝑖𝑡𝑦 𝑖𝑛 2
𝑠
𝜃 mg 𝜇 = 𝑅𝑜𝑙𝑙𝑖𝑛𝑔 𝐶𝑜𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑡
X

Inclination / Grade : Uphill Resistance

𝐻𝑒𝑖𝑔ℎ𝑡 𝑜𝑓 𝑔𝑟𝑎𝑑𝑒 𝑌
𝐼𝑛𝑐𝑙𝑖𝑛𝑎𝑡𝑖𝑜𝑛 𝑖𝑛 % = 𝑥 100% = 𝑥 100% 𝑢𝑝ℎ𝑖𝑙𝑙 𝑅𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐𝑒 = 𝑚𝑔 𝑠𝑖𝑛𝜃
𝐵𝑎𝑠𝑒 𝑜𝑓 𝑡ℎ𝑒 𝑔𝑟𝑎𝑑𝑒 𝑋

𝑌
𝐼𝑛𝑐𝑙𝑖𝑛𝑎𝑡𝑖𝑜𝑛 𝑖𝑛 𝐷𝑒𝑔𝑟𝑒𝑒 = 𝑇𝑎𝑛−1
𝑋
𝑌
So, Tractive force created by
𝐼𝑓 𝐼𝑛𝑐𝑙𝑖𝑛𝑎𝑡𝑖𝑜𝑛 𝑖𝑠 8% = = 0.08 = 𝑇𝑎𝑛𝜃 powertrain initially overcomes these
𝑋
resistance forces then provides
𝜃 = 𝑇𝑎𝑛−1 0.08 = 0.08 𝑟𝑎𝑑𝑖𝑎𝑛𝑠 acceleration

0.08 𝑥 180
𝜃 𝑖𝑛 𝑑𝑒𝑔𝑟𝑒𝑒𝑠 = = 4.6 𝐷𝑒𝑔𝑟𝑒𝑒𝑠
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𝜋
2. Traction Power for a vehicle
Vehicle needs a Traction Power, Ptrac (watts)applied to it to move and accelerate.
▪ Traction power in internal combustion Engine (ICE) comes from Petrol / Diesel Engine
▪ Traction power in EVs comes from Battery through motors and its controllers

Traction Power creates a Force Ftrac on the vehicle to move forward

▪ Ptrac = Ftrac x v , Where v is Velocity (m/Sec) of the vehicle

The Resulting Torque T (N-m) on the vehicle wheel created by the force is
▪ T = Ftrac x r Wheel, r is the radius of the vehicle wheel in m

Torque and Speed (referred to as rpm) are the fundamental parameters of a motor or an engine, and
𝐸𝑛𝑔𝑖𝑛𝑒 𝑟𝑝𝑚 𝑥 2 𝑥 𝜋 𝑥 𝑟
Vehicle velocity is obtained by 𝑣 = 60

Traction Force given by

𝐹𝑡𝑟𝑎𝑐 = 𝐴𝑐𝑐𝑒𝑙𝑒𝑟𝑎𝑡𝑖𝑜𝑛 𝐹𝑜𝑟𝑐𝑒 + 𝐴𝑒𝑟𝑜𝑑𝑦𝑛𝑎𝑚𝑖𝑐 𝐷𝑟𝑎𝑔 + 𝑅𝑜𝑙𝑙𝑖𝑛𝑔 𝑟𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐𝑒 + 𝐶𝑙𝑖𝑚𝑏𝑖𝑛𝑔 𝑅𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐𝑒
1
𝐹𝑡𝑟𝑎𝑐 = 𝑚 𝑥 𝑎 + 𝑥 𝜌 𝑥 𝐴 𝑥 𝑣 2 𝑥 𝐶𝑑 + 𝜇 𝑥 𝑚𝑔 𝑥 𝑐𝑜𝑠𝜃 + 𝑚𝑔 𝑥 𝑠𝑖𝑛𝜃
2
Where a is acceleration, and is dv/dt

Energy consumed by the vehicle is integration of traction power

𝐸𝑛𝑒𝑟𝑔𝑦 = න 𝑃𝑡𝑟𝑎𝑐 𝑑𝑡 𝑖𝑛 𝑊𝑎𝑡𝑡 − 𝑆𝑒𝑐, 𝑎𝑛𝑑 𝑖𝑠 𝑐𝑜𝑛𝑣𝑒𝑟𝑡𝑒𝑑 𝑡𝑜 𝑘𝑊ℎ 𝑏𝑦 𝐷𝑖𝑣𝑖𝑑𝑖𝑛𝑔 3.6

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Vehicle Performance Parameters
Motors, Controllers, Battery and gears – These are elements which drives the performance of the vehicle

Vehicle performances are characterized by Torque, Speed and Power for Nominal (continuous speed and
Peak (for short term)

Torque (N-m): Force x Radius of tyre : This would come from Motor – Nominal torque and peak torque
(For short time of ten seconds or so)
This torque is used to overcome rolling resistance, aerodynamic resistance and to provide acceleration
and Gradient resistance.

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Vehicle Speed (Kmph): Cruising speed and Peak Speed, which would come from Motor RPM

𝑀
𝑆𝑝𝑒𝑒𝑑 𝑖𝑛 = 𝑆𝑝𝑒𝑒𝑑 𝑖𝑛 𝐾𝑚𝑝ℎ 𝑥 3.6 Vehicle Speed in Vehcile Speed in
𝑠 Motor Rpm 63.66 M/s 2 Kmph 80
Wheel Radius (m) 0.3
𝑀 2𝜋
𝑆𝑝𝑒𝑒𝑑 𝑖𝑛 = 𝑟𝑝𝑚 𝑥 𝑇𝑦𝑟𝑒 𝑅𝑎𝑑𝑖𝑢𝑠 𝑥 Vehcile Speed 1.9999 63.666 Vehicle speed in 288.80
𝑠 60 m/Sec 38 Rpm 67 M/s 87
Vehcile Speed 0.5555 Vehicle Speed in 0.5555 9193.7
Kmph 38 Kmph 56 Rpm 42
𝑀 𝑟𝑝𝑚 𝑥 𝑇𝑦𝑟𝑒 𝑅𝑎𝑑𝑖𝑢𝑠
𝑆𝑝𝑒𝑒𝑑 𝑖𝑛 =
𝑠 9.55

𝑟𝑝𝑚 𝑥 𝑇𝑦𝑟𝑒 𝑅𝑎𝑑𝑖𝑢𝑠

𝑆𝑝𝑒𝑒𝑑 𝑖𝑛 𝐾𝑚𝑝ℎ =
9.55 𝑥 3.6

Power in Watts: Nominal Power and Peak Power.

𝑀 𝑇𝑜𝑟𝑞𝑢𝑒 𝑁 𝑅𝑝𝑚 𝑥 𝑅𝑡𝑦𝑟𝑒 𝑀

𝑃𝑜𝑤𝑒𝑟 = 𝐹𝑜𝑟𝑐𝑒 𝑁 𝑥 𝑉𝑒𝑙𝑜𝑐𝑖𝑡𝑦 = 𝑥
𝑠 𝑅𝑎𝑑𝑖𝑢𝑠 𝑜𝑓 𝑇𝑦𝑟𝑒(𝑀) 9.55

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Power and Efficiency Summary
Mechanical Electrical

𝑃𝑜𝑤𝑒𝑟𝑃 = 𝐹 ∗ 𝑣 = 𝑚𝑎 ∗ 𝑣 {Translation Movement} 𝑃𝑜𝑤𝑒𝑟 𝑃 = 𝑉 ∗ 𝐼

When V&I are not constant, as in AC Circuits, this
𝑃𝑜𝑤𝑒𝑟 𝑃 = 𝜏 ∗ 𝜔 = 𝐼𝛼 ∗ 𝜔 {Rotational Movement} gives the instantaneous power

P Measured in “W” Watts

𝑆𝑖𝑛𝑐𝑒, 𝑉 = 𝐼𝑅
In Electric Vehicles, the Force “F” or Torque τ
Available for acceleration is residual after 𝑉2
deducting all Drags, 𝑃= 𝑜𝑟 𝑃 = 𝐼 2 𝑅
𝑅
Which are
1. Aerodynamics Drag 𝐸𝑛𝑒𝑟𝑔𝑦 𝐸 = න 𝑃 ∗ 𝑑𝑡
2. Air Drag
3. Gradient Climbing Where dt is the difference in time . E measured in
Joules =Watt-Second

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 Chapter – 2
ICE vs Electric Vehicles
 Comparison of EV with ICE Vehicles
Common Parts between EV and ICE Vehicle
Body / Frame: Body and Frame of the Existing ICE vehicle
Doors and Power Windows : Existing
Wheels: All wheel components including rim, hub, knuckle and Tires
Suspension system: Existing, Including the lower arm and the struts
Safety System: Airbags and parking sensors
Power steering system: Hydraulic to electric (Existing Steering system, if Electronic)
Power Braking system: Hydraulic to electric (Vacuum pump to actuate the braking system)
Wipers & Fluid Pump: Existing liquid pump
Mirrors: Electronics / Manual Mirrors
Interiors: All Interiors including seats, Seat belts, A/C Vents, Cabin Light and other Interior Components

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 Comparison of EV with ICE Vehicles
Parts and Subsystems to be modified for EV
Air conditioning System: Integration of variable speed DC Motor for existing hydraulic actuated AC
compressor
Cooling System: Can be reused for Motor & Cooling with electric water pump Integration

Parts and Subsystems to be removed for EV

Engine and its associated connections like Sensors, starter motor etc.
Fuel tank and associated connections like HPP, LPP etc.
Clutch & Transmission to be removed since single speed transmission used.
ECU and other connections like sensors
Fuel pump and other Engine subsystems

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 Comparison of EV with ICE Vehicles
Parts and Subsystems to be added for EV
Electric Motor : High performance electric motor used for propulsion
Motor Controller: Motor controller for motor drive with closed loop Feedback system
Transmission system: High efficiency transmission system with reduction system for high acceleration
Battery pack with BMS: Reliable battery pack with BMS with CAN communication and support
IoT and Telematics: IoT for vehicle data collection combined with remote monitoring (telematics) and data
infrastructure to monitor and manage the vehicle.
DC-DC Converters: Efficient DC-DC Converters for other peripheral components
VCU/MCU: Vehicle control unit or master Control unit for vehicle management and safety
Isolation circuits: Isolation circuits for vehicle and user safety
Charging System: Charging infrastructure, like charging port for onboard charging and external
Charging
Drive software and Augmented safety system

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 Comparison of EV with ICE Vehicles
An Electric Vehicle would need to have
Motor and Controller: to drive the vehicle as per requirement, and also to meet the required torque
Battery with Sufficient energy to drive the vehicle for specific range, also should able to give enough
power even when the battery gets old and less capacity

Motor and Controller Assembly

https://www.openpr.com/news/1873608/ev-electric-vehicle-motor-controller-market-to-record-an

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 Comparison of EV with ICE Vehicles
Power, Torque and Speed for EV
Max Torque Requirement: Acceleration (Pick up Time) and Slope driving, both requires high torque

Max Speed Requirement: Max speed of the vehicle determines motor revolution per minute (RPM). Right

gear ratio to be chosen to optimize torque and speed (Single gear train used in EV)

Max Power Requirement: Max power required for Higher speeds, Till 60Kmph not significant. 100Kmph

or 130Kmph (or even 150Kmph speeds on Highway) would need large power: Power is proportional a

Cube of velocity

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 Gears Multiplies torque
An ICE vehicles engines are producing less torque than the vehicle torque.
Gear are used to multiply the torque by N, Vehicle Torque = N x Engine Torque, with the trade off of
speed Vehicle Speed = Engine Speed / N (N = Gear Multiplication Factor)

Similarly in EV
Vehicle connected to the motor using gear ratio of N:1
Vehicle torque = Motor Torque x N
Vehicle Speed = Motor Speed / N

So Motor Torque can be multiplied with the trade of vehicle speed

But EV Motors generally used a single Fixed gear and same would be preferred, as long as one can meet
all vehicle requirements.
Power will not change with gear ratio, Thus Motor power and Vehicle power is same

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 Chapter – 3
Design of Battery Pack
 Design Considerations of Battery Pack

❑ Electrical design

❑ Mechanical Design

❑ Thermal Design

❑ Life

❑ Durability

❑ Performance

❑ Safety

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 Design Considerations of Battery Pack

Battery Pack

Electrical Thermal Mechanical Battery

Design Management Design Management
System

Deals with
Vibrations, Noise, Controlling the
Deals with
Deals with Heat external battery and
Contractors,
generated due to environmental communicating the
Connectors, Busbar,
unexpected driving Conditions, status of battery
Series and Parallel
patterns, life of the restrictions of the and its properties
Connections,
battery to the entire cell movement and with other
Junctions Placement
Intended Life strength of all subsystems as well
etc.
components during as the occupants
its life
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 Design Considerations of Battery Pack
Electrical Design Thermal Design Mechanical Design BMS Design

❑ Determine the ❑ Maintain Cell /

❑ Battery pack ❑ Safe structure for
capacity, Voltage Pack Operation
and current Cooling system extreme conditions
Limitations
❑ Improve Pack ❑ Cost, Productivity
❑ High Voltage ❑ Prevent concerning
Isolation Efficiency and reliability
Events
❑ Mitigate thermal ❑ Ease of assemble
❑ Short circuit ❑ Control and
Scenarios accidents and service
diagnose thermal
❑ Increase cell / pack ❑ Aesthetics,
❑ Efficient Power systems and events
Deliver Life compactness and
❑ Communications &
lightweight
Diagnostics

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 Battery Pack – Configuration Overview
Cell Configuration Structure Safety Control Applications

Case, Cover, End-

Plates, Tie Rods, Vibration, Shock, Vibration Control,
Series Cell Holder, base Abuse, crash… Aggregates
robustness Interface
Plate…

Busbar, Fuses, Short circuit,

Parallel Wiring and plugs Overcharge/Over Cell monitoring
… discharge… and BMS
Telemetry

mPnS Cooling jackets, Thermal Temperature

Safety valves, Runway/Thermal control and
Theory Thermistors… Management communication

Mechanical Design Factors

Electrical Design Factors

Thermal Design Factors

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 Major Components in Battery pack

❑ Upper Housing
❑ Bus bar / Copper Bar
❑ Connectors / Wiring Harness
❑ Cells
❑ Cell adaptor / Module
❑ Cell Housing
❑ Insulation Pads
❑ Cooling Jacket
❑ Thermistor/voltage sensor
❑ Underbody Housing
Courtesy: Mercedes EQ
❑ Battery Management System (BMS)

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 Major Components in Battery pack - Illustration

Courtesy: NPTEL EV

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 Important Considerations of Battery Pack

❑ Material Selection
❑ Base plate design for each cell
accommodation
❑ Cell movement constraint and control
❑ Uniform pressure over cell surface
❑ Outer case design for overall protection
❑ Bus Bar Designing
❑ Vehicle level Packaging considering
constraints

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 Cell packaging
+Ve
Positive Terminal (Red)
Negative Terminal (Black)

-Ve

Connection:8P1S
❑ Voltage = 3.65V
8 Cells in Parallel
❑ Current = 15Ah 8𝑁𝑜𝑠 𝑥 15𝐴ℎ = 120𝐴ℎ
(Capacity of the Battery Pack)
H ❑ Length = 17mm 𝑃𝑜𝑤𝑒𝑟 = 120𝐴ℎ 𝑥 3.65𝑉 = 0.438𝐾𝑤ℎ
❑ Breadth = 65.4mm
❑ Height = 125.8mm

-Ve +Ve

B Connection:1P8S
L 8 Cells in Series
8𝑁𝑜𝑠 𝑥 3.65𝑉 = 29.2𝑉
(Voltage of the Battery Pack)
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 Example Calculation
Consider a vehicle is designed to have a range of 100Kms which consumes 20Wh/km on average
from the battery pack to run. Considering DoD (Depth of Discharge) is 80%, Nominal operating
Voltage of the Battery pack will be 60V, and power consumed by Auxiliary systems are 5wh/km
Total Power Requirement
𝑃𝑜𝑤𝑒𝑟 𝑟𝑒𝑞𝑢𝑖𝑟𝑒𝑑 𝑝𝑒𝑟 𝐾𝑚 = 20𝑊ℎ
𝑃𝑜𝑤𝑒𝑟 𝑅𝑒𝑞𝑢𝑖𝑟𝑒𝑑 𝑓𝑜𝑟 100𝐾𝑚𝑠 = 100 𝑥 20 + 5 = 2.5𝐾𝑤ℎ
2.5
𝐶𝑜𝑛𝑠𝑖𝑑𝑒𝑟𝑖𝑛𝑔 𝐷𝑜𝐷 80% = = 3.125 𝑠𝑎𝑦 3.2 𝐾𝑤ℎ
0.8
Voltage requirements from Motor Drivetrain = 60V
32000
𝐶𝑢𝑟𝑟𝑒𝑛𝑡 𝑅𝑒𝑞𝑢𝑖𝑟𝑒𝑚𝑒𝑛𝑡 𝑜𝑓 𝑡ℎ𝑒 𝑏𝑎𝑡𝑡𝑎𝑟𝑦 𝑝𝑎𝑐𝑘 = = 53.4𝐴ℎ
60
53.4
15𝐴ℎ 𝐵𝑎𝑡𝑡𝑒𝑟𝑦 𝑢𝑠𝑒𝑑, 𝑠𝑜 𝑛𝑜 𝑜𝑓 𝑝𝑎𝑟𝑎𝑙𝑙𝑒𝑙 𝑐𝑜𝑛𝑛𝑒𝑐𝑡𝑖𝑜𝑛𝑠 𝑟𝑒𝑞𝑢𝑖𝑟𝑒𝑑 = = 3.56 𝑠𝑎𝑦 4𝑃𝑎𝑟𝑎𝑙𝑙𝑒𝑙 𝐶𝑜𝑛𝑛𝑒𝑐𝑡𝑖𝑜𝑛𝑠
15
60
3.65𝑉 𝐵𝑎𝑡𝑡𝑒𝑟𝑦 𝑢𝑠𝑒𝑑, 𝑆𝑜 𝑛𝑜 𝑜𝑓 𝑠𝑒𝑟𝑖𝑒𝑠 𝑐𝑜𝑛𝑛𝑒𝑐𝑡𝑖𝑜𝑛𝑠 𝑟𝑒𝑞𝑢𝑖𝑟𝑒𝑑 = = 16.4 𝑠𝑎𝑦 16 𝑆𝑒𝑟𝑖𝑒𝑠 𝐶𝑜𝑛𝑛𝑒𝑐𝑡𝑖𝑜𝑛𝑠
3.65
Therefore batter pack will be 4P16S Breadth of the Battery pack = 4 x 65.4 = 261.6mm
No of cells = 64 Length of the Battery pack = 16 x 17 = 272mm
No of Rows = 4 Hight of the Battery Pack = 125.8mm
Each row =1P8S Weight of the Battery pack = 64 x 0.32kg = 20.48Kg
No of Cells in one Row = 16 ~𝐷𝑒𝑛𝑠𝑖𝑡𝑦
2.2𝐾𝑔
𝑀3

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 Dominant Forces acting on the Battery pack

These main forces on the battery pack to be considered to design the battery pack components, these are
the primary forces are taken into the account for initial design considerations.

Length and height of the components can be derived based on the Battery dimensions + Insulation
geometry. But thickness of each components are important to decide the strength and cost of the materials.

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 Example Calculation – Base Plate
Assumptions,
Rectangular Plate and Constant thickness
Simply supported on all edges
Uniformly distributed load acting on the plate by battery back

𝐿𝑒𝑛𝑔𝑡ℎ = 272𝑚𝑚 + 2𝑚𝑚

𝐵𝑟𝑒𝑎𝑑𝑡ℎ = 261.6𝑚𝑚 + 2𝑚𝑚
(tol – 1mm on each Side)
𝐴𝑟𝑒𝑎 = 274 𝑥 263.6 = 72226.4𝑚𝑚2
𝑇𝑜𝑡𝑎𝑙 𝑓𝑜𝑟𝑐𝑒
𝐿𝑜𝑎𝑑 𝑄 =
𝑇𝑜𝑡𝑎𝑙 𝐴𝑟𝑒𝑎

20.48𝐾𝑔 𝑥 9.81 −3
𝑁
𝐿𝑜𝑎𝑑 𝑄 = = 2.8 𝑥 10
72226.4𝑚𝑚2 𝑚𝑚2
261.6mm
𝐿𝑜𝑎𝑑 𝑄 = 2.8 𝑥 103 𝑃𝑎
𝐿 272
𝑅𝑎𝑡𝑖𝑜 = = 1.04
𝑏 261.6

In order to calculate the thickness, we need to select the material of the base plate

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 Example Calculation – Base Plate
Selection of material based on the requirements is playing vital role in designing the Base plate.
We have referred
“M F ASHBY-Methodology, Material selection in Mechanical Design, Butterworth-Heinemann 1999”
Material Index Calculation Parameters are
t = Thickness
1 E = Modulus of elasticity
𝐸3 𝐶𝑚 𝑥 𝜌
For Flat plate thickness – 𝑀𝑎𝑥𝑖𝑚𝑖𝑠𝑒 𝐶𝑚 𝑥 𝜌 𝑜𝑟 𝑀𝑖𝑛𝑖𝑚𝑖𝑠𝑒 1 Cm = Cost of the Material
𝐸3
𝜌 = Density
Material ABS Aluminum
Properties of Selected Material acrylonitrile butadiene
Density 1.069 g/cc 2.7 g/cc styrene
Youngs Modulus 1190 Mpa
Youngs Modulus 1.19 Gpa 68.9 Gpa
Maximum Yield Strength 29.6Mpa – 48Mpa
Cost of the Material Rs.70/Kg Rs.280/Kg
Poissons Ratio 0.3
Material Index 14.14 x 10^-3 5.17 x 10^-3

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 Example Calculation – Base Plate −0.0444 𝑥 0.0028 𝑥 261.64
𝑌𝑚𝑎𝑥 =
𝐴𝑐𝑐𝑜𝑟𝑑𝑖𝑛𝑔 𝑡𝑜 𝐾𝑖𝑟𝑐ℎℎ𝑜𝑓𝑓 ′ 𝑠 𝑒𝑞𝑢𝑎𝑡𝑖𝑜𝑛 𝑓𝑜𝑟 𝑏𝑒𝑛𝑑𝑖𝑛𝑔 𝑖𝑛 𝑃𝑙𝑎𝑡𝑒𝑠 1190 𝑥 𝑡 3
−𝛼𝑞𝑏 4
𝑌𝑚𝑎𝑥 = 𝑡 = 7.8𝑚𝑚 𝑠𝑎𝑦 8𝑚𝑚
𝐸𝑡 3
And
𝛽𝑞𝐵2 With this Thickness calculating Maximum Stress
𝜎𝑀𝑎𝑥 = 2 0.2874 𝑥 0.0028 𝑥 262.62
𝑡 𝜎𝑀𝑎𝑥 =
82
Where, 𝜎𝑀𝑎𝑥 = 8.6𝑀𝑝𝑎
Ymax = Maximum Allowable Deflection (Consider 1mm for our calculation)
𝜎max = Maximum Bending Stress 𝜎𝑀𝑎𝑥 < 0.5times of Yield Strength
E = Young’s Modulus
B = Breadth Potential is there to reduce the thickness by increase the
t = Thickness deflection or introducing ribs on the base plate…

To find the Constants of 𝛼 and 𝛽 for rectangular plate the with the given ratio of L/b, we are referring
“ Roark’s Formula for stress and Strain, Warren C.Young, Richard G.Budynas”

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 Example Calculation – Vibration Analysis
Consider the weight of the battery pack = 21Kg
Weight of Base plate + End plates + Upper Housing + other components = 19Kg
Total weight of the Battery pack assembly = 21+19 = 40Kg
Consider the AVM(Anti Vibration Mountings/Rubber pads) stiffness as per below figure.
We consider the springs on parallel connections since the deflection on springs by the loads are separate.

𝑅𝑎𝑑
𝜔𝑛 = 𝐴𝑛𝑔𝑢𝑙𝑎𝑟 𝑓𝑟𝑒𝑞𝑢𝑒𝑛𝑐𝑦
𝑆𝑒𝑐
𝐾𝑁
𝐾 = 𝑆𝑝𝑟𝑖𝑛𝑔 𝑆𝑡𝑖𝑓𝑓𝑛𝑒𝑠
𝑚
𝐹 = 𝑁𝑎𝑡𝑢𝑟𝑎𝑙 𝐹𝑟𝑒𝑞𝑢𝑒𝑛𝑐𝑦 𝑖𝑛 𝐻𝑧
𝑀 = 𝑀𝑎𝑠𝑠 𝑖𝑛 𝐾𝑔
𝐾𝑁
𝐾 = 𝐾1 + 𝐾2 + 𝐾3 + 𝐾4 = 90
𝑚
(Since springs are parallelly loaded)

𝐾 90 rad
𝜔𝑛 = = = 1.5
𝑀 40 sec 𝜔𝑛 1.5
𝐹= = 𝑥 100 = 23.8𝐻𝑧
2𝑥𝜋 2𝜋
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 Battery Pack assembly – Physical Testing
To evaluate and validate the Battery pack assembly, Three different test standards are generally followed

❑ Harmonic Vibration Test – AIS 048:2009

❑ Shock Abuse Test – AIS 048:2009
❑ Ransom Vibration Test – SAE J 2380

Consider the low voltage battery pack is designed for electric bike application. Weight of the battery
pack is 10Kg and assembly spring stiffness is 49KN/M. Battery pack design to be considered single spring
mass with sinusoidal(harmonic) Acceleration 3G along the vertical axis of the system. Need to find the
amplitude of acceleration for 33seconds.

Weight of the Battery Pack = 10Kg Battery Pack

Spring Stiffness = 49KN/M 𝑊𝑒 𝑘𝑛𝑜𝑤 𝑡ℎ𝑎𝑡, 𝐹 = 𝐹0 𝑥 𝑠𝑖𝑛𝜔𝑛 𝑥 𝑡
Acceleration = 3G 𝑚𝑚
Assembly 𝐹0 = 3𝑥9.81𝑥1000 = 29400
Time = 33seconds sec 2
Spring Pad 𝐹 = 29400 𝑥 𝑠𝑖𝑛2.213 𝑥 33
49 𝑟𝑎𝑑 𝐹 = 22.4𝐻𝑧
𝜔𝑛 = = 2.213
10 𝑠𝑒𝑐
Constrained Plane
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 Battery Pack assembly – Thermal Calculation
Heat load Determination

Consider battery pack of 2P16S, whose specifications are Nominal Capacity 15Ah and Nominal
Voltage 3.65V, Internal Impedance (resistance) 10mΩ. If the module is discharge from 100% to 20%
SoC @1C. Calculate the heat generated & energy expelled by the module & compare the energy lost
as heat to total module energy in the duration of discharge.
𝐻𝑒𝑎𝑡 𝐺𝑒𝑛𝑒𝑟𝑎𝑡𝑒𝑑 𝑖𝑛 𝐸𝑎𝑐ℎ 𝐶𝑒𝑙𝑙, 𝐻𝑒𝑎𝑡 𝐺𝑒𝑛𝑒𝑟𝑎𝑡𝑒𝑑 𝐵𝑎𝑡𝑡𝑒𝑟𝑦 𝑃𝑎𝑐𝑘
𝐶𝑒𝑙𝑙 𝑐𝑢𝑟𝑟𝑒𝑛𝑡 = 15𝐴ℎ 𝑇𝑜𝑡𝑎𝑙 𝑁𝑜 𝑜𝑓 𝐶𝑒𝑙𝑙𝑠 = 32
𝐶𝑒𝑙𝑙 𝑟𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐𝑒 = 10𝑚Ω 𝐻𝑒𝑎𝑡 𝑔𝑒𝑛𝑒𝑟𝑎𝑡𝑖𝑜𝑛 𝑄𝑃𝑎𝑐𝑘 = 𝑄𝑐𝑒𝑙𝑙 𝑥 𝑁 = 32 𝑥 2.25 = 72𝑊
𝐻𝑒𝑎𝑡 𝑔𝑒𝑛𝑒𝑟𝑎𝑡𝑖𝑜𝑛 𝑄𝑐𝑒𝑙𝑙 = 𝐼 2 𝑅 = 152 𝑥 10 = 2.25𝑊

𝐸𝑛𝑒𝑟𝑔𝑦 𝑙𝑜𝑠𝑡 𝑏𝑦 𝑝𝑎𝑐𝑘 𝑎𝑠 ℎ𝑒𝑎𝑡

𝑇𝑖𝑚𝑒 𝑓𝑜𝑟 100% 𝑡𝑜 20% 𝑆𝑜𝐶 @ 1𝐶 = 3600 𝑥 0.8 = 2880𝑠
𝐻𝑒𝑎𝑡 𝐿𝑜𝑠𝑡 𝐸𝑐𝑒𝑙𝑙 = 𝑄𝑐𝑒𝑙𝑙 𝑥 𝑡 = 2.25 𝑥 2880 = 6.48𝐾𝐽
𝐻𝑒𝑎𝑡 𝐿𝑜𝑠𝑡 𝑏𝑦 𝑃𝑎𝑐𝑘 = 𝐸𝑐𝑒𝑙𝑙 𝑥 𝑁 = 6.48 𝑥 32 = 207.36𝐾𝐽

𝐶𝑜𝑚𝑝𝑎𝑟𝑖𝑠𝑜𝑛 𝑤𝑖𝑡ℎ 𝑇𝑜𝑡𝑎𝑙 𝑃𝑎𝑐𝑘 𝐸𝑛𝑒𝑟𝑔𝑦

𝑃𝑎𝑐𝑘 𝐸𝑛𝑒𝑟𝑔𝑦 𝑓𝑟𝑜𝑚 100% 𝑡𝑜 20% 𝑆𝑜𝐶 = 𝑁 𝑥 𝑉 𝑥 𝐼 𝑥 𝑡 = 32 𝑥 3.65 𝑥 15 𝑥 2880 = 5045.75𝐾𝐽
% 𝑜𝑓 𝐸𝑛𝑒𝑟𝑔𝑦 𝑙𝑜𝑠𝑡 𝑎𝑠 ℎ𝑒𝑎𝑡 = 4.1%

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 Battery Pack assembly – Thermal Consideration

❑ Ensure battery operation under optimal temperature range and within reasonable temperature
spread.
❑ Monitor state of battery and detect the critical point of battery failures and deliver alarm messages.
❑ Suppress thermal runway propagation

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 Battery Pack assembly – Effects of temperature

Low temperature effects High temperature effects

If the battery is too Hot… (Universal

If the battery is too cold…
Phenomenon with the average battery)
❑ <5°C Cannot be fast charged
❑ >30°C Battery performance degrades
❑ <0°C Battery lose charge, Loss in
❑ >40°C can lead to serious and
Power, Acceleration and driving Range
irreversible damage
in exponential rate

Optimal temperature for battery in EV +15°C to +30°C

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 Battery Pack assembly – Sources of Heat
Heat Sources of the battery

❑ 𝑄 = 𝐼 2 𝑅 Higher current flow gives higher heat flow

❑ Faster Battery Charging rates are demanded: Recharge power >200kW & time <30Minutes

❑ If Faster Battery Charging employed, highly efficient Thermal Management systems to be employed

❑ Local Electrode overpotentials; the entropy of the cell reaction; heat of mixing; side reactions…

By Medium of air to Regulate battery temperature

By Air & HVAC
Outside Air
Battery Pack Battery
Pack
Heat
By Air & Coolant Exchanger

Battery Pump Heat

Coolant Exchanger
Outside Air Heat Exchanger
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By Medium of Refrigerant to Regulate battery temperature
By Refrigerant only

Refrigerant Liquid Immersion

Battery Pack

By Coolant & Refrigerant

By Air & Coolant

The choice of Heat transfer
Battery Pump medium Includes air, Liquid,
Coolant Phase Change materials or any
combination
Heat Exchanger AC Heat
Refrigerant Exchanger
/ E. Heater

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Air cooling Battery Pack References

❑ Nissan Leaf

❑ Nissan e-NV 200

❑ Honda Insight
Nissan Leaf – Battery Pack with Air cooling system
❑ Honda FitEV

❑ Toyota Prius Prime

❑ Renault Zoe

❑ Hyundai IONIQ

Toyota Prius – Battery Pack with Forced Air cooling system

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Liquid cooling Battery Pack References

❑ GM Chevrolet Bolt, Chevrolet Volt

❑ Tesla Model X, Model S, Model 3

❑ Ford Focus

❑ Audi R8 e-Tron

❑ Toyota –iQ
Tesla Patent : 20110212356
Tesla uses metallic Cooling tubes that snakes
❑ Volvo XC90 T8 through the EV Battery Pack

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Liquid cooling Battery Pack References

Chevy Bolt Battery Pack is Liquid Cooled via Chevy Volt Battery Pack uses cold plates
base plate below the cells interwoven with battery cells as a Liquid
cooling system

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Refrigerant direct cooling Battery Pack References

❑ BMW i3

❑ Mercedes – Benz S400 Blue

❑ Proton Saga FXL

❑ Audi A6 PHEV

❑ BMW A6 PHEV
Direct Expansion Cooling
❑ BMW X5 PHEV No glycol Liquid – Only Refrigerant

❑ BMW i8

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Battery Pack Cooling system Comparison

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Battery Pack – Electrical Connections Design
Important Considerations of Electrical Design
❑ Least resistance to current flow

❑ Control of temperature rise due to current flow

❑ Short circuit current stresses and protection

❑ EMI noise Suppression

❑ Joining Methods and performance

Important Considerations of Busbar Design

An Improperly designed busbar can leads to;
❑ Inefficient system operation
❑ Result in poor efficiency
❑ Overheat self & nearby Components
❑ Safety & Reliability Issues
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Battery Pack – Electrical Connections Design
For any conductors, Ohm’s Law states that
𝐶𝑜𝑛𝑑𝑢𝑐𝑡𝑜𝑟 𝑃𝑜𝑡𝑒𝑛𝑡𝑖𝑎𝑙 𝐷𝑟𝑜𝑝 𝑉 = 𝐶𝑢𝑟𝑟𝑒𝑛𝑡 𝐹𝑙𝑜𝑤 𝐼 𝑥 𝑅𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐𝑒 𝑅
Resistance of the conductor is based on the Material Property and Conductor Geometry
𝐶𝑜𝑛𝑑𝑢𝑐𝑡𝑜𝑟 𝐿𝑒𝑛𝑔𝑡ℎ
𝐶𝑜𝑛𝑑𝑢𝑐𝑡𝑜𝑟 𝑅𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐𝑒 𝑅 = 𝑅𝑒𝑠𝑖𝑠𝑡𝑖𝑣𝑖𝑡𝑦 𝜌 𝑥
𝐶𝑜𝑛𝑑𝑢𝑐𝑡𝑜𝑟 𝐴𝑟𝑒𝑎
Resistivity of the conductor material is function of heat
𝜌𝑡 = 𝜌𝑡0 𝑥 1 + 𝛼 𝑇 − 𝑇0

ρ (Ω•m) at 20 °C σ (S/m) at 20 °C
Material
Resistivity Conductivity
Silver 1.59×10−8 6.30×107
For calculating current carrying capacity of the
Copper 1.68×10−8 5.96×107
busbar limited by its maximum acceptable
Annealed copper 1.72×10−8 5.80×107 temperature,
Gold 2.44×10−8 4.10×107 So the equation can be
Aluminum 2.82×10−8 3.5×107 Heat generated by Joule heating < Heat
Calcium 3.36×10−8 2.98×107 dissipated to the ambient
Tungsten 5.60×10−8 1.79×107 𝐼 2 𝑅 𝑥 𝑆 ≤ ℎ𝐴 (𝑇𝑏𝑢𝑠𝑏𝑎𝑟 − 𝑇𝐴𝑚𝑏𝑖𝑒𝑛𝑡)
Zinc 5.90×10−8 1.69×107
Nickel 6.99×10−8 1.43×107
Lithium 9.28×10−8 1.08×107

For all Materials resistivity: https://sciencenotes.org/table-of-electrical-resistivity-and-conductivity/

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Example Calculation-1 – Busbar sizing
A busbar should be designed for a maximum resistance of 10−4 Ω. The length of the busbar is constrained
to 6cm. Assuming the busbar can go up to 50°C, Find the cross section of the busbar. Material properties
copper: 𝛼 = 0.00393°𝐶 −1 , 𝜌20°𝐶 = 1.72𝑥10−8 Ω. 𝑚

𝑤𝑒 𝑘𝑛𝑜𝑤 𝑡ℎ𝑎𝑡,
𝑅𝑒𝑠𝑖𝑠𝑡𝑖𝑣𝑖𝑡𝑦 𝑜𝑓 𝑡ℎ𝑒 𝑐𝑜𝑝𝑝𝑒𝑟 𝑏𝑢𝑠𝑏𝑎𝑟 𝜌𝑡 = 𝜌𝑡0 𝑥 1 + 𝛼 𝑇 − 𝑇0
𝜌50°𝐶 = 𝜌20°𝐶 (1 + 𝛼 𝑇 − 𝑇𝑎𝑚𝑏 = 1.72𝑥10−8 1 + 0.00393 50 − 20 = 1.922 𝑥 10−8 Ω. 𝑚

Resistance of the busbar in the assembly R = 10−4 Ω

𝐶𝑜𝑛𝑑𝑢𝑐𝑡𝑜𝑟 𝐿𝑒𝑛𝑔𝑡ℎ
𝐶𝑜𝑛𝑑𝑢𝑐𝑡𝑜𝑟 𝑅𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐𝑒 𝑅 = 𝑅𝑒𝑠𝑖𝑠𝑡𝑖𝑣𝑖𝑡𝑦 𝜌 𝑥
𝐶𝑜𝑛𝑑𝑢𝑐𝑡𝑜𝑟 𝐴𝑟𝑒𝑎
𝑙 1.922𝑥10−8 𝑥0.06
10−4 = 1.922𝑥10−8 𝑥 𝐴= = 1.1𝑥10−5 𝑚2
𝐴 10−4

Assume the busbar to be 8mm wide

1.1 𝑥 10−5
𝑡= = 1.3𝑥 10−3 = 1.3𝑚𝑚
0.008

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Example Calculation-2 – Busbar sizing
Consider 2P16S battery pack, for 1C discharging current of 15Ah in each cell. Design a busbar
considering the given dimensions. Assume busbar to be made of copper & Ambient temperature is 30°C.
Surface temperature of busbar is 50°C. the convective heat transfer coefficient of busbar is 0.038W. Also
evaluate the net voltage drop of the battery pack due to busbar connection
Heat generated by Joule heating < Heat dissipated to the ambient
𝐼 2 𝑅 𝑥 𝑆 ≤ ℎ𝐴 (𝑇𝑏𝑢𝑠𝑏𝑎𝑟 − 𝑇𝐴𝑚𝑏𝑖𝑒𝑛𝑡)
0.038
𝑄𝑗𝑜𝑢𝑙𝑒 = 𝑄𝑐𝑜𝑛𝑣 → 𝐼 2 𝑅 = 0.038𝑊 𝑜𝑟 𝑅 = = 4.23𝑥 10−5 Ω
900
Hence the busbar thickness
1.855𝑥10−8 𝑥 0.059
𝑡= −5
= 3.98𝑥10−3 𝑚 = 4𝑚𝑚
0.0065 𝑥 4.23𝑥10

𝑓𝑜𝑟 𝐵𝑢𝑠𝑏𝑎𝑟 𝑤𝑒𝑙𝑑𝑖𝑛𝑔 4𝑚𝑚 𝑖𝑠 𝑣𝑒𝑟𝑦 ℎ𝑖𝑔ℎ, 𝑁𝑒𝑒𝑑 𝑡𝑜 𝑑𝑜 𝑡ℎ𝑒 𝑡𝑟𝑎𝑑𝑒𝑜𝑓𝑓 𝑏𝑒𝑡𝑤𝑒𝑒𝑛 𝑊𝑖𝑑𝑡ℎ 𝑎𝑛𝑑 𝑡ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠
𝐹𝑒𝑎𝑠𝑖𝑏𝑙𝑒 𝑡ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠 𝑜𝑓 𝑡ℎ𝑒 𝑏𝑢𝑠𝑏𝑎𝑟 𝑓𝑜𝑟 𝑤𝑒𝑙𝑑𝑖𝑛𝑔 − 1𝑚𝑚
26𝑚𝑚2
𝑅𝑒𝑠𝑢𝑙𝑡𝑖𝑛𝑔 𝑤𝑖𝑑𝑡ℎ = = 26𝑚𝑚 → 𝐵𝑢𝑠𝑏𝑎𝑟 𝑑𝑖𝑚𝑒𝑛𝑠𝑖𝑜𝑛𝑠 = 59𝑚𝑚 𝑥 26𝑚𝑚 𝑥 1𝑚𝑚
1𝑚𝑚

𝑅𝑒𝑠𝑖𝑡𝑎𝑛𝑐𝑒 𝑜𝑓 𝑐𝑜𝑝𝑝𝑒𝑟 𝑏𝑢𝑠𝑏𝑎𝑟

𝜌30°𝐶 ∗ 𝑙 1.855𝑥10−8 ∗ 0.059
𝑅= = = 4.2𝑥10−5 Ω
𝐴 0.0065 𝑥 0.004
𝑉𝑜𝑙𝑡𝑎𝑔𝑒 𝑑𝑟𝑜𝑝 𝑎𝑐𝑟𝑜𝑠𝑠 𝑏𝑢𝑠𝑏𝑎𝑟
𝑉 = 𝐼𝑅 = 30 𝑥 4.2𝑥10−5 = 0.0012𝑉
No of busbar for 2P battery pack = 15Nos
𝑉 = 0.0012 𝑥 15 = 0.018𝑉
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 Chapter – 4
Introduction to Electric Motor
 Design of Electric Motor
Drivetrain – EV Sub system

EV Drivetrain Instantaneous power +Energy

Drive train
EV Battery
Battery
DC-DC Converters

Auxiliary and control unit DC/DC

Auxiliary and
Converter
Control unit

Auxiliary and control units includes, Lights, head-Lights, Power-Brakes, Power steering, air conditioners &
Heaters, other motors (Wiper, Windows) and sensors

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 Selection of Motors and Controllers
Selection of Motors and controllers derived from the
1. Vehicle drive Requirements
2. Gear ratio Used

Motor Specification can be derived by

Torque and Speed Curve : Nominal Torque and Speed as well as Peak torque and speed.

The important difference between Nominal and Peak Condition will be heat dissipation
Generally motors are designed to attain Max torque, Power and speed for significantly less duration,
because in peak condition heat dissipation will be vey high and it may reach the threshold temperature of
the components, in other hand efficiency will drop compare to the nominal operation condition but due to
less duration this will not taken into the account generally.
Motors designed to dissipate the heat which generates at the nominal operating condition.

Thermal : Some components included permanent magnet impact by the heat

Mechanical : Vibrations, size and weight.

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 Flow of Electricity
Basic Physics behind the flow in the motors and controllers
Ohm’s Law Compared with Fluid Mechanics
The current through a conductor between two points are directly proportional to the voltage across the
points with consideration of resistance
Q = the Flow in Lit/Min Referred as Current “I”

h = Potential Head in M Referred as Voltage “V”

R = Resistance to the flow

More Length = More resistance

More Area = Less Resistance
𝑂ℎ𝑚′ 𝑠 𝐿𝑎𝑤 ℎ = 𝑅 𝑥 𝑞
𝑙
R Where, 𝑅 = 𝜌 𝑥 l=Length of the conductor, A = Area of
𝐴
the conductor

𝑂ℎ𝑚′ 𝑠 𝐿𝑎𝑤 𝑉 = 𝐼𝑅

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 Flow of Electricity
Basic Physics behind the flow in the motors and controllers
Kirchhoff’s First law
Sum of all current at any point at any electrical network is zero.

𝑀3 Q2 is actually flowing towards inside, if we

𝑄1 = 3
𝑠 change the sign according to the flow sign
Q1
3+2-5 = 0
𝑀3
𝑄3 = 5
𝑠 Hence, Sum flow at any point is Zero, which is
same as “continuity Equation” in Fluid dynamics
Q2 Q3 𝑀3
𝑄2 = −2
𝑠

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 Flow of Electricity
Basic Physics behind the flow in the motors and controllers
Kirchhoff’s First law
Sum of all current at any point at any electrical network is zero.

Q2 is actually flowing towards inside, if we

3
𝑀 change the sign according to the flow sign
𝑄1 = 3
𝑠 3+2-5 = 0
Q1
𝑀3 Hence, Sum flow at any point is Zero, which is
𝑄3 = 5
𝑠 same as “continuity Equation” in Fluid dynamics
Q2 Q3 𝑀3 As per Kirchhoff’s Second law
𝑄2 = −2
𝑠 Series Connection
R = R1+R2+R3
Parallel Connection
1 1 1 1
= + +
𝑅 𝑅1 𝑅2 𝑅3

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 Flow of Electricity
Basic Physics behind the flow in the motors and controllers
Flow of Electricity 𝑉
𝐼=
𝐸𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑖𝑡𝑦 𝑙
𝜌. 𝐴
𝑉 𝑙
𝐼 = ;𝑅 = 𝜌 By Rearranging the equation
𝑅 𝐴 𝐼 𝑉 1
Where, = 𝑥
1 𝐴 𝑙 𝜌
𝜌 = 𝑅𝑒𝑠𝑖𝑠𝑡𝑖𝑣𝑖𝑡𝑦; = 𝜎 = 𝐶𝑜𝑛𝑑𝑢𝑐𝑡𝑖𝑣𝑖𝑡𝑦 Segregating the terms in to three parts
𝜌 𝐼
𝑙 = 𝐿𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑡ℎ𝑒 𝑐𝑜𝑛𝑑𝑢𝑐𝑡𝑜𝑟 =𝐽
𝐴
𝐴 = 𝑎𝑟𝑒𝑎 𝑜𝑓 𝑡ℎ𝑒 𝑐𝑜𝑛𝑑𝑢𝑐𝑡𝑜𝑟
𝑂𝑛 𝑅𝑒 𝑎𝑟𝑟𝑎𝑛𝑔𝑖𝑛𝑔, 𝑉
=𝐸
𝐽 = 𝐸. 𝜎 𝑙
𝑉
𝐸 = 𝐸𝑙𝑒𝑐𝑡𝑟𝑖𝑐 𝐹𝑖𝑒𝑙𝑑 = 1
𝑙 = 𝜎
𝐼 𝜌
𝐽 = 𝐶𝑢𝑟𝑟𝑒𝑛𝑡 𝐷𝑒𝑛𝑠𝑖𝑡𝑦 =
𝐴
1
𝜎 = 𝐶𝑜𝑛𝑑𝑢𝑐𝑡𝑖𝑣𝑖𝑡𝑦 =
𝜌

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 Electrical and magnetic Flow Summary
FLOW Field Ohm’s Law
Fluid q h h=q*R
Electric Current I V V=I*R
Magnetic Flux Φ F F=Φ ∗𝑅
Heat Q ∆𝑡 ∆𝑡 = 𝑞 ∗ 𝑅
Current Density J E 𝑗 =𝜎∗𝐸
Flux Density B H 𝐵 =𝜇∗𝐻
Flux Linkage Ψ I Ψ=𝐼 ∗𝐿

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 Electric Motor to Wheel
Electrical to Mechanical Conversion
Motor Gear Box Wheel

𝜏 ∗ 𝜔 G 𝜏′ ∗ 𝜔′

Electrical Power Input 𝑃 = 𝑉 ∗ 𝐼 Gear train Output 𝑃 = 𝜏′ ∗ 𝜔′ 𝑉𝑒ℎ𝑖𝑐𝑙𝑒 𝑃𝑜𝑤𝑒𝑟 𝑃 = 𝐹 ∗ 𝑉

Electrical Motor Output 𝑃 = 𝜏 ∗ 𝜔 𝜏′
𝑇𝑟𝑎𝑐𝑡𝑖𝑣𝑒 𝐹𝑜𝑟𝑐𝑒 𝐹 =
𝑊ℎ𝑒𝑒𝑙 𝑅𝑎𝑑𝑖𝑢𝑠

Losses in Motor 𝐺𝑒𝑎𝑟 𝑟𝑎𝑡𝑖𝑜 = 𝐺 𝑉𝑒ℎ𝑖𝑐𝑙𝑒 𝑆𝑝𝑒𝑒𝑑 𝑣 = 𝜔′ ∗ 𝑊ℎ𝑒𝑒𝑙 𝑅𝑎𝑑𝑖𝑢𝑠

𝜔
𝐶𝑜𝑝𝑝𝑒𝑟 𝐿𝑜𝑠𝑠 = 𝐼 2 𝑅 𝐺= ′
𝜔
Steel Losses 𝜔
𝜔′ =
1. Depends on Material Grade 𝐺
2. Proportional to 𝜔2 𝑎𝑝𝑝𝑟𝑜𝑥.
Gear efficiency is 80%
Motor Efficiency = Pout/Pin considering FOS

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 Electric Motor - Thermal Design
Estimating Heat transfer Coefficient

Ohm’s 𝐿𝑎𝑤 Δ𝑡 = 𝑞 ∗ 𝑅

Conduction
𝑙 𝑙
𝑅= =
𝜆𝐷𝐻 𝜆𝐴

R in K/W, 𝜆 in W/(mK)

Convection
𝑅 = 1/(ℎ𝐴)
h=Heat transfer coefficient
Heat transfer coefficient vary with respect to air velocity, above
graph plotted for 2m/s to 20m/s

Empirical Formula to compute Heat transfer Coefficient

𝑚
ℎ = 12.12 − 1.16𝑣 + 11.6 𝑣 − 𝐴𝑝𝑝𝑙𝑖𝑐𝑎𝑏𝑙𝑒 𝑓𝑟𝑜𝑚 2 𝑡𝑜 20
𝑠

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 THANK YOU

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