Peev All Notes

Prof.
Rajendra S Talware
Rajendra.talware@viit.ac.in
Department of Electronics & telecommunication 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)
This course will introduce
• General aspects of advanced Hybrid Electric Vehicles (HEV),
• Sub-system design and hybrid vehicle control.
• Power electronics design of converter and drives
• Vehicle dynamics,
• Energy storage sources,
• HEV control and communication
Prof. R. S. Talware Dept of E&Tc. Engg, VIIT, Pune 48 5/13/2022
2
 Pre-requisites
• Basic Electrical Engineering & DC Machines
 AC / DC Circuits , Generation process , Electrical Measurements
• Power Electronics –
 DC-DC Converters, Drives – DC drives, Speed Control, Feedback mechanism, Current
Control, Quadrant operations ( Will be revised in Unit I)
• Measurement and Control –

 Panel metering, harnessing, Alarms on Dashboard
• Mechatronics / Basics of Automotive – Vehicle Dynamics

3
Objectives
• Understand the operation of battery driven electric vehicle
• Understand working of Electric Vehicles and recent trends.
• Know-how & aptitude towards future trends in Hybrid EVs

• Distinguish between different configuration of EVs with merits and
demerits.
• Explain the construction and working of various Electric motor types.
• Recommend drive for EV applications with suitable energy storage
technology.

4
 Unit 1 History and development of on-road Electric
Vehicles (EV)
• Introduction and history of development
• Different configurations of hybrid EVs with block diagram representation,
• Merits & demerits of different configurations in view of vehicle efficiency
and energy storage system
 Unit 2 Energy storage systems

• Basics of EV batteries, specifications, power density, Energy density,
Charging &Discharging cycle and recommended methodologies for
charging. Fuel Cell , Fuel Cell for APU Applications. Battery systems,
battery managenent electronics

5
 Unit 3:Electric drive-train system and Propulsion overview
• Architectures of hybrid (HEV), plug-in hybrid (PHEV) and electric vehicles
(EV)
• Vehicle dynamics, MATLAB/Simulink modeling System design considerations,
• Rating and sizing of electric drivetrain components

• Series Hybrid Vehicle Propulsion System, Parallel Hybrid Vehicle Propulsion System
 Unit 4:Analysis and design of electric drivetrain components

• Bidirectional DC-DC converters
• Inverters and motor drives
• Cranking Systems
• Chargers
 .

6
 Unit 5:Drives for Electric Vehicles
• DC and BLDC Motor and Control,
• BLDC Motor Torque–Speed Characteristics
• Sensorless BLDC Motor Control,
• AC Induction Motor and Control,
• DC four quadrant Drives, Regenerative Braking
 Unit 6:Energy Management Strategies

• Introduction and classification of energy management strategies
• Implementation issues of energy management strategies
• Case Study

7
 For Simulation we can use MATLAB / Simulink
• Simulation of drive train
• Simulation of electric drives
• Simulation of Data acquisition Systems
• Communication Protocols in in automotive
 Laboratory Practicals / Simulation in Spice/ Matlab

• Design and Implementation of DC- DC Converter
• Drives – I - Regenerative Braking
• Drives – II – Four Quadrant Drives
• Energy Management System

8
 Credits : 03
 Lectures: 03 per week

• Delivery Mode: In Class / Through Online Mode with
• Sharing Learning resources like Lecture Videos, PPT, Notes, Books
 Practical: 02 Hrs / Week

Using Simulation / Hardware Setup
Simulation Software required:
MATLAB / Simulink , LTSpice ( Freely available)
 Case Study / Industrial Visit

• Visit to EV Mfg units / Drive Manufacturers / DAS / Supply Chain

9
 TEXTBOOK:
1. Rashid M.H.,Power Electronics Circuits, Devices and Applications, Prentice
Hall India,
2. Ali Emadi, Handbook of Automotive Power Electronics and Drives, Taylor &
Francis Group
3. Ved Subramaniam , Electric Drives, TMH
 REFERENCES:
1. Chris MI, M. Abul and David Wenzhong Gao, Hybrid Electrical Vehicle
Principles and Application with Practical Perspectives.
2. Iqbal Husain, Electric and Hybrid Vehicles Design Fundamentals
3. John M. Miller , Propulsion System for Hybrid Vehicle
4. Bimal K Bose, Modern Power Electronics and AC Drives, Pearson
Education
5. Mehrdad Ehsani, Yimin Gao and AliEmadi, Modern Electric, Hybrid
Electric and Fuel Cell Vehicles Fundamentals, Theory and Design

10
THANK YOU

11
Prof. Rajendra S Talware

 Introduction
 Discussion about broad contents
 Pre-requisites for the course

13
Ref: U.S. Department of Energy
14
 Battery (all-electric auxiliary): Provides electricity for
start-up and to power vehicle accessories.
 2. Charge port: Allows the EV to be connected to an
external power
 3. DC/DC converter:
 4. Electric traction motor: Convert electricity into
rotational force to move the wheels.
• Few have energy regeneration functions at the wheels, too to recoup some
of the lost energy.

15
 Onboard charger: converts AC to DC, monitor battery chara Like
voltage, current, temp, and SOC while charging
 Power electronics controller: Manages the flow of electrical energy
delivered to the battery and controls the speed of the electric traction.
 Thermal cooling system: maintains the proper operating
temperature range of the engine, electric motor, power electronics,
and other components.
 Traction battery pack: “Fuel tank" of the EV and is the source of all
electricity used to run most of the other components in the vehicle.
 9. Electrical transmission: This device transfers mechanical power
from the traction motor in order to drive the EVs wheels.
16
Source: NY
Times

17
 A hybrid (HEV)
• Have a battery and electric drive.
• The main drive energy comes from Petrol.
• The engine kicks in when the battery needs charging or when additional power is needed.
 A plug-in hybrid (PHEV)

• Charged from an electrical source
• Can be driven using either its battery or liquid fuel.
 All-electric vehicles (EV, AEV, battery-electric cars, etc)

• Get all of their drive energy from their batteries and recharged from an electricity source.
 Plug-in electric vehicles (PEV)

• can be completely or partially recharged from an electricity source (either from household
current or a charge station).

18
Vehicles (EV)


19
(EV)


• Chargers
 .

20

• Case Study

21


22
 Credits : 03




23
 TEXTBOOK:
Hall India,
Francis Group
 REFERENCES:
Education

24
THANK YOU

25

 Discussion on syllabus
 About broad contents
 History of Electric Vehicle

27
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Electric Vehicle (EV) Configuration - Flexible
• Distributed Sub-systems due to flexible electrical wires
• Allow different propulsion arrangements
 independent four wheels and
 in wheel drives.
EV alternatives based on drivetrains
EV alternatives based on power source configuration
Single and Multi-motor drives
In wheel drives
29
Black- Mech Link
Green – Elect
Blue - Control

30
Ind. Motor
Li-Ion
Black- Mech Link

Green – Elect
Blue - Control

31
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34
 Action of Electronic Differential axle

35
 Arrangement of In-Wheel
Drives – Inner Rotor
 High-Speed inner rotor (
speed reduction
required)
• Adv: small size, weight and
low cost
• Drawback: Needs planetary
gearset

36
Drives – Outer Rotor
 Totally removed
transmission
• Adv: Low Speed, no gears
req.
• Drawback: Larger size,

weigh and cost

37
THANK YOU

38

 Different Configurations of EVs
• Drivetrain –
• Power Source
• Transmission Mechanism – will be covered today
• Types of Evs and HEVs, PEVs

40
 Action of Electronic Differential axle

41
Drives – Inner Rotor
 High-Speed inner rotor (
speed reduction
required)
• Adv: small size, weight and
low cost
• Drawback: Needs planetary
gearset

42
Drives – Outer Rotor
 Totally removed
transmission
• Adv: Low Speed, no gears
req.
• Drawback: Larger size,

weigh and cost

43
 Hybrid Electric Vehicles (HEVs)
• Power Flow
• Energy Management Strategy
 PHEV – Plug –in Hybrid EV

 FCEV – Fuel Cell EV

44
 HEV employ both an ICE and an
electrical power train
 Uses electric propulsion during low
power demand
• Reduces fuel consumption and GHG emission
• Uses ICE
 Uses ICE during peak demands
• ICE charge batteries, improve performance
• Retrieves energy during braking

45
 Powerflow diagram during different
operations

46
 Directionof power flow during different
stages of driving

47
 Energy Management

48
 Series Parallel
 Combinational legends

49
 Commercially available HEVs

50
HEV can store part of the vehicle’s kinetic energy in
battery while braking or downslope
The ICE in an HEV can be designed with a smaller
displacement without compromising the performance
HEV can make ICE operate
At maximum efficiency point or optimal operating line by
regulating the output
Power of battery to satisfy the required power of vehicle.
HEV is a multiple energy system
How to optimize the power flow to obtain best fuel economy or
low emission at lower cost,
Energy management (EM) problem.

51
 Controller for HEV

52
THANK YOU

53

 Electronic Differential
 HEVs
• Power flow
• Configurations
• Commercial HEVs

55
 Quick Comparisons of Evs
 HEV Controllers
 EM Strategies for EV

56
IC Engine Electric Motor Comment
Requires an idling speed to reaches its maximum EV Adv.
produce a torque torque as early as the first
revolution
Available torque increases Specific rpm figure has EV Adv
when the engine speed is been reached, the
increased available torque falls
torque is transferred to the Electric drive motor mean EV Adv.
transmission via a clutch or a that a complex
torque converter, requires a transmission is not
transmission with several gear required
ratios
Mass is concentrated in Unsprung masses in the EV limitation –
Engine and transmission wheel are greater than Tech challenge to
wheels on a ICE reduce weight
Differential Takes care of Two or more EM must run Tech. Challenge
synchronization synchronously for Elex control
57
 Types of Drive and Energy Combinations

58
 Major characteristics and features

59
HEV Design features and Specs

60
Comparison of Prius Type Vehicle against IC Engine

61

62
 In EVs - Electric motor/generator is used instead of
alternator, electric motor and starter.
• When the electric motor/generator is driven mechanically
• Supplies electrical energy as an alternator.
• When the electric motor/generator is supplied with an current

• it works as a drive.
 Three Phase Synchronous motor – preferred choice
A three-phase motor is powered by a 3-ph
AC (3 ph PWM Inverter)
Three coils arranged in a circle around the
rotor to form the stator
Electrically connected to one of the 3 ph
Pairs of permanent magnets are located on
the rotor
63
 HEV Controller

64
 Controller

65
 Energy Management in Hybrid Electric Vehicles

66
THANK YOU

67

 Lecture I & II
• Syllabus, Exam, Overview
• Basic Blocks, How it Works
 Lecture III & IV
• EV Configurations, Alternatives
• Hybrid EVs
 Lecture V
• EV- HEV Comparison
• Controller and EM strategies

69
 Aspects of Comparison
 Economic criteria
 Environmental criteria
 Social Effects / comfort
 Combined impact criterion
70
 Conventional (gasoline fuel and ICE),
 Hybrid vehicle (gasoline fuel, electrical drive, and battery),
 Electric vehicle (high-capacity electrical battery and
electrical drive/generator),
 Hydrogen fuel cell vehicle (high-pressure hydrogen fuel
tank, fuel cell, electrical drive),
 Hydrogen internal combustion vehicle (high-pressure
hydrogen fuel tank and ICE),
 Ammonia-fueled vehicle (liquid ammonia fuel tank,
ammonia thermo-catalytic)

71
 Extraction of natural resources to
produce materials
 Conversion of the energy stored
 Heating, cooling, lighting, etc.)
 Airpollution (AP) and

 Greenhouse gas (GHG) emissions

72
 Vehicle price
• Capital and Revenue expenses
 Fuel cost
• Variation, Subsidy, availability
 Driving range
• Speed and Power

73
74
 Airpollution (AP) and
 Greenhouse gas (GHG) emissions
 Stages
• Extraction and processing of material resources,
• Manufacturing and vehicle disposal stage.
• Running Life of the Vehicle

75
 Electricityis produced from renewable
energy sources and nuclear energy;
 50% of the electricity is produced from
renewable energy sources and 50% from
natural gas, coal at an efficiency of 40%;
 when electricity is produced from natural
gas at an efficiency of 40%.

76
 CHG and Air pollution during generation
of electricity

77
 Comparison of Different Vehicles for Pollution

78
 Diff Vehicle Types

79
 Summary – Normalised

80
 Paths to electrified (personal) transportation
• – Hybrid electric vehicles (HEV)
• – Plug‐in hybrid electric vehicles (PHEV)
• – All electric vehicles (AEV, BEV)
• – Hydrogen + fuel cell electric vehicles (FCV)
 • Electricity generation mix: shift to renewables
 • Challenges
• – Batteries
• – Engineering of electric drivetrain components, including efficient,
high‐density, reliable power electronics
• – Charging infrastructure

81
Zero GHG emissions, no petroleum
• High efficiencies are feasible: 80% grid‐to‐wheel
• Challenges
• Battery technology: cost, cycle life, power and energy density
• Efficient, reliably and cost‐effective drivetrain components
• Need for charging infrastructure
• Limited Pchg, long charge‐up times

82
Source: NY
Times

83
 A hybrid (HEV)
• Have a battery and electric drive.
• The main drive energy comes from Petrol.
• The engine kicks in when the battery needs charging or when additional power is needed.
 A plug-in hybrid (PHEV)

• Charged from an electrical source
• Can be driven using either its battery or liquid fuel.
 All-electric vehicles (EV, AEV, battery-electric cars, etc)

• Get all of their drive energy from their batteries and recharged from an electricity source.
 Plug-in electric vehicles (PEV)

• can be completely or partially recharged from an electricity source (either from household
current or a charge station).

84
Vehicles (EV)


85
(EV)


• Chargers
 .

86

• Case Study

87


88
 Credits : 03




89
 TEXTBOOK:
Hall India,
Francis Group
 REFERENCES:
Education

90
THANK YOU

91

 Unit I
 Basics of EV, Block Schematic, Detailing
 HEVs- Types, Alternate Configurations
 EV – Timelines of Development
• EVs and HEVs – Performance measures
• Future of EV Industry and Mobility

93
 Batteries and Energy management
• Basics of EV batteries, Battery types
• Specifications, power density, Energy density,
Charging &Discharging cycle and
recommended methodologies for charging.
• Types of Batteries used in EV and performance
• Fuel Cell, Fuel Cell for APU Applications. Battery
systems, battery management electronics.
• Supercapacitors

94
 Basics of EV batteries
 Specifications
 Power density
 Energy density
 Charging & Discharging cycle
 Recommended methodologies for
charging.

95
 Battery – Two or more electrodes –
Chemical to Electrical
 Commercially Avail batteries

 Lead Acid Nickel Iron
 Nickel Cadmium Nickel Metal Hydride
 Lithium Polymer Lithium Iron
 Sodium Sulphur Sodium Metal Chloride

96
 Battery Parameters – for Performance
Measurement
 Specific energy Energy density
 Specific power Typical voltages
 Amp Hour (Ah) efficiency
 Energy efficiency
 Commercial availability Cost
 Operating temp. Self-discharge rates
 Number of life cycles Recharge rates

97
 Battery Energy Dependent on
 Ambient temperature Charge and discharge rates

 Battery geometry Optimum temperature
 Charging methods Cooling needs.

98
 Battery Voltage V = E-IR
 Ah Capacity
• 7Ah = 1Amp * 7Hours
 Stored Energy = V * Ah
• 12V * 1Amp * 7 Hr = 84 Whr
 Specific Energy – Energy stored for every Kg of battery

mass Wh / Kg
 Energy Density – energy stored / Cubic Meter Wh/m3

99
 Specific Power – Power obtained / per Kg mass of battery
 Ahr (or charge) efficiency -
• No battery has 100 % Ah efficiency Charging efficiency < 100%.
• Ah efficiency varies with

 Type of battery, temperature and rate of charge.
 State of charge.
 Energy Efficiency
• Ratio of electrical energy supplied by a battery / The amount of electrical
energy required to return it to the state of charge
Prof. R. S. Talware Dept of E&Tc. Engg, VIIT, Pune 48 5/13/2022 10

0
 Self- Discharge Rate – Discharge when not
connected in circuit ( Shelf- discharge)
• Varies with battery type, and temperature
 Battery temperature, heating and cooling needs
• Most batteries operate on ambient temp.
• Few need pre-heating
• Cooling arrangement is design consideration for EV

1
 Working of Lead Acid Batteries - Discharging

2
 Working of Lead Acid Batteries – Charging

3
 Lead Acid
Battery Parameters

4
 Charging Methods
• CV- CC charging
• Float cum Boost
• Rapid charging

5
 Energy Management in Hybrid Electric Vehicles

6
THANK YOU

7

 Unit I - Broad Overview, Timelines, Configurations and
types of EV and HEV
 Unit II - Energy Sources
• Battery Basics
• Lead Acid Battery

9
 Battery Parameters revisited
 Lithium Batteries

0
 Battery Parameters – for Performance
Measurement
 Specific energy Wh/Kg
 Specific power Power / Kg
 Typical voltages V
 Amp Hour (Ah) efficiency %
 Energy efficiency Energy sup. / Ene. Req.
 Energy Density Energy Stored / m3
 Operating temp. oC Self-discharge rates % of SOC
 Number of life cycles Nos. in 000 Recharge rates Hours

1
 Charging
 Discharge

2
 Increased energy density
 Laptops and mobiles
 Main Types
 Lithium Polymer
 Lithium metal for the negative electrode
 Transition metal intercalation oxide for the positive
 Lithium Ion
 Lithiated carbon for the negative
 lithiated transition metal intercalation oxide for the positive

3
 Battery Parameters
 Charging
• Accurate control of voltage is
needed
• Slightly high voltage damage

the battery
• Low Voltage: battery will be
insufficiently charged
• Needs special chargers with

equalizers and BMS circuits

4
 Charging
 Discharge

5
 Discharge Characteristics
 Cut-off voltage Discharge Chara

6
 Thechange in SOC in a time interval, dt,
with discharging or charging current I
 SOC can be expressed as, SOC0 is initial charge
 Energy Capacity of Battery is

7
THANK YOU

8

• Battery Basics
• Lead Acid Battery
• Lithium Ion Battery

0
 Battery Parameters revisited
 Lithium Batteries
 Ni-Cd Batteries
 Battery comparison
 Effect of different parameters on performance

1
 Material
Cadmium (Cd) and a nickel compound are used for the electrodes
Potassium hydroxide is used as the electrolyte.
Known as an alkaline battery

 Higher energy density than lead acid batteries
 Less prone to damage and electrolyte leaks
 Subject to a memory effect. This type of battery can tolerate deep-
discharging or overcharging only to a certain extent
 Cadmium and cadmium compounds are poisonous

2
 Material
• Nickel compound and a compound of another metal for the electrodes.
• Potassium hydroxide is the electrolyte.
 Higher energy density than Ni-Cd batteries

 Relatively resistant to damage.
 Memory effect does not occur to the extent
 Lose efficiency over the course of their life.
• Loss in efficiency is reversible.
 Do not contain any poisonous heavy metals

• like lead or cadmium.
 The electrolyte is in solid form.

• If housing is broken, only a few droplets will escape.
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THANK YOU

5

• Battery Basics
• Different Types of Batteries and Comparison
• Performance Parameters
• Comparative Analysis of Different batteries

7
 Fuel Cell Technology
 Hydrogen Fuel Cells
 Working Principles
 Comparison with batteries and other energy sources
 Permitable combinations

8
 What is Fuel Cell? Why Fuel Cell?
 How does fuel cell work?
 To make it work, what are required?
 Better than other energy systems?
 Why not available everywhere?
 Problems and major limitations?
 Current and Future Trends

9
0
 Battery
• Consists of an assemblage of secondary cells
• Chemically reversible
• To a degree that permits electrical recharging;
 Fuel cell
• consists of two porous electrodes
• It catalyze the conversion of a particular fuel (hydrogen,
methanol, hydrazine) and an oxidant to electricity.
• Power can be drawn from the cell as long as fuels are
supplied
and
• Reaction products are removed.

1
 First demonstration in
1839 by Sir William
Grove
 SOFC began with
Nernst’s discovery of
solid-state ionic
conductor in 1899. First demonstration in 1839 by
 First PEFC developed by separate platinum electrodes in
General Electric in the oxygen and hydrogen
submerged in a dilute sulfuric
1960’s for NASA’s Gemini acid electrolyte solution
Space program.

2
Simplified

3
Hydrogen + Oxygen =
Electricity + Water Vapor
Fig (Left) ; Stack Assembly

Fig (Right) : Basic Cell

4
Cathode: O2 + 4H+ + 4e– → 2H2O
Anode: 2H2 → 4H+ + 4e–
Overall: 2H2 + O2 → 2H2O

5
 Classification criteria: Type of electrolyte used
• Electrolyte dictates the operating temperature range of the fuel cell.
• Physicochemical and thermos mechanical properties of materials
 Role of Operating temperature

• Dictates the degree of fuel processing
 In low-temperature fuel cells,

 All the fuel must be converted to hydrogen prior to entering the fuel cell.
 The anode catalystin low-temp. fuel cells is strongly poisoned by CO.
 In high-temperature fuel cells
• CO and even CH4can be internally converted to hydrogen (internal reforming)
• or even directly oxidized electrochemically.

6
 Fuel Cells converts
 Chemical potential energy directly into electrical energy.
 Avoid the “thermal bottleneck” (a consequence of the 2nd law of
thermodynamics)
 Inherently more efficient than combustion engines
 Direct emissions from a fuel cell vehicle are just water and a little heat.
 Fuel cells have no moving parts.
 They are thus much more reliable than traditional engines.
 Hydrogen can be produced in an environmentally friendly manner

7
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thermodynamics)

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thermodynamics)

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THANK YOU

1

• Battery Basics , Types , Comparison
• Performance Parameters, Comparative Analysis
• De-carbonization and Fuel Call Basics
• Types of Fuel Cells

3
 Hydrogen Fuel Cells - Types
 Comparison of different types

 APU – Applications

4
 APU - Auxiliary power units
 provide power for essential services other than
propulsion.
 APUs reduce the idling time of the main engine
by
• providing electrical, climate control, and other necessary
power when the vehicle is not moving.
• Reduces wear and tear on the main engine and more
importantly,
• Saves fuel and reduces emissions.
• APUs are designed to more efficiently provide the lower
power needs of auxiliary services.
 Used in trucking, aviation, and other applications
5
 APUs in use
• Diesel and all-electric
• Diesel APUs can provide power whenever diesel fuel is available.
• Systems are noisy and emit pollutants and greenhouse gases.
 All-electric APUs are quiet
• Batteries have a set, limited charge and runtime.
• Reduce localized emissions but are not able to mitigate all
emissions associated
 Fuel Cell Technology has a Solution
• Provide quiet, environmentally friendly power
 as long as a fuel source is available.

6
 General Motors (GM) with Liebherr-Aerospace to
develop a fuel cell APU for aircrafts.
• Provide quiet and efficient power during flight or on the ground.
• The water emitted from the fuel cell can supply water for the
aircraft.
• Combined, these factors create an opportunity for fuel cells to
expand
 Fuel-cell powered APUs can benefit transport
refrigeration units (TRU),
• Attached to semi-trailer trucks to ensure cold food is transported
safely in a climate-controlled environment.
• Regulation of idling, noise, and emissions,
• Provides alternatives to fossil fuel-powered TRUs and APUs for
heavy-duty trucking.

7
 PEMFCs
• Need relatively pure hydrogen to work.
• Run at about the temperature of boiling water
• Need a separate reformer to break down methanol and diesel into
pure hydrogen gas
 Solid-oxide fuel cell (SOFC)
• SOFCs make electricity from fuel and oxidant gases in an
electrochemical process
• Process takes place across an ion-conducting, ceramic membrane.
• reformate feeds to an anode, and air, to a cathode. A solid
electrolyte separates the two electrodes.
• Configurations : tubular and planar.
• Replace alternators and work with the engine on or off
• >50% fuel-to-electric conversion efficiency

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THANK YOU

0

• Basics of EV batteries, specifications, power
density, Energy density,
• Charging &Discharging cycle and recommended
methodologies for charging.
• Fuel Cell, Fuel Cell for APU Applications.

2
 Battery Systems
 Battery Management Systems
• Basics
• Configurations
• Functions
 Commercially Available BMS
• Features
• Comparison

3
 Rechargeable Energy Storage Systems (RESS)
• Li-ion battery (LiB) based (present technology)
 Electronic communications including those with the
electrical grid via charging systems both conductive
(plug-in) and inductive (non-contact)


4
 Objectives
• It protects the battery cells from abuse and damage;
• It extends the battery life as long as possible;
• It makes sure the battery is always ready to be used.
 Functions
• Discharge Control
• Charging Control
• State-of-Charge determination
• State-of-Health determination
• Cell Balancing
• Communication and Logging

5
1. Must not Over-Charge an individual cell
2. Must not Over-Discharge an individual cell
3. Must not let cells get too hot during charge or discharge
4. Needs to support typical DC system:

 160 AH prismatic LiFeP04 (3.2V),
 250A + systems
 40-48 cells (128 to 153 volts)
 Must monitor
 Should manage, report and balance

6
 Distributed
 Modular
 Centralised

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 Battery pack(s) (cells and modules)
• The common element of a LiB is the use of a lithium-based salt to carry the charge
between the anode and cathode during discharge and back again during charging.
 Each LiB has uniquely different properties due to:
• Cell chemistry
 cathode and anode materials and thicknesses
 electrolyte (additives)
 separators
• Form factor (cylinder, pouch, prismatic)
• Size , Energy/power
• Performance (including safety)
 Enclosure and support architecture

 Service disconnect (if equipped)
 High voltage circuits and connections
 Low voltage connectors
 Cell/module electronics
1
 Failure modes generally associated to a LiB RESS are:
• Physical decomposition and exothermic release of stored energy
• Venting of the LiB electrolyte (releasing flammable and/or toxic
fumes)
• Some abuse scenarios generally associated to the failure of a
LiB
Mechanical Control & Monitoring
• crush • external Short Circuit
• penetration • over Charge
• shock • under Charge
Manufacturing:
• vibration • loss of isolation Internal Short
• external thermal (internal) Circuit
exposure • internal thermal control
• environmental • cell properties
Exposure (balance)
• chemical Exposure
2
3
4
5
6
THANK YOU

7
Electric Vehicles – Part I
• COURSE OFFERED BY IIT DELHI ON SWAYAM
• Week 1 : Introduction to Electric Vehicle
Week 2 : Vehicle Dynamics: Modelling and Simulation
Week 3 : Fundamental of Drives and DC Machine Modeling
Week 4 : DC Machine Drives and Control of EV Using DC
Machine
University of Colorado ECEN 5017 :
Power Elex for Electric Vehicles
• Introduction
• Transportation electrification
• Electric drivetrain system overview
– Architectures of hybrid (HEV), plug-in hybrid (PHEV) and electric
vehicles (EV)
– Vehicle dynamics, MATLAB/Simulink modeling
– System design considerations, rating and sizing of electric drivetrain
components
• Analysis, modeling, simulations, and design of electric drivetrain
components
– Battery systems, battery managenent electronics
– Bidirectional DC-DC converters
– Inverters and motor drives
– Chargers
CO
• Students will be able to understand the
operation of battery driven electric vehicle
• Each topic will be analyzed and demonstrated
through Matlab / Simulink
SPPU:
503310 M2 (i):ELECTIVE-II-Module2 : ELECTRIC VEHICLES
• Course Outcome:
– CO1:Distinguish between different configuration of electric vehicles with merits and demerits.
– CO2: Recommend drive for EV applications with suitable energy storage technology.
• Unit 1 History and development of on-road Electric Vehicles (EV). Different

configurations of hybrid EVs with block diagram representation, merits &
demerits of different configurations in view of vehicle efficiency and energy
storage system
• Unit 2 Energy storage systems – Basics of EV batteries, specifications, power
density, Energy density, Charging &Discharging cycle and recommended
methodologies for charging. Recommended drives for EV and converter
topology used in EVs.
• Reference books: 1. Ron Hodkinson & John Fenton, Light Weight Electric/ Hybrid Vehicle
design, Butterworth Publications, Heinemann
– 2. H. A. Kiehne, Battery Technology Handbook, MARCEDLE KKEIRN,C
– 3. Sandeep Dhameja , Electric vehicle battery systems , Butterworth–Heinemann
NIT Rourkela: HYBRID ELECTRIC VEHICLES
• COURSE OBJECTIVES
• Understand working of Electric Vehicles and recent trends.
• Know-how & aptitude towards future trends in Hybrid Electric Vehicles.
• COURSE OUTCOMES: 1. Develop the electric propulsion unit and its control for application of electric vehicles.
2. Analyze different power converter topology used for electric vehicle application.
• SYLLABUS
• Introduction to Hybrid Electric Vehicles, Conventional Vehicles. Hybrid Electric Drive-trains and Electric Drive-trains: Basic concept of
electric traction, introduction to various electric drive-train topologies, power flow control in electric drive-train topologies, fuel
efficiency analysis. Electric Propulsion unit: Introduction to electric components used in hybrid and electric vehicles, Configuration and
control of DC Motor drives, Configuration and control of Induction Motor drives, configuration and control of Permanent Magnet
Motor drives, Configuration and control of Switch Reluctance Motor drives, drive system efficiency. Energy Storage: Introduction to
Energy Storage Requirements in Hybrid and Electric Vehicles. Battery, Fuel Cell, Super Capacitor and Flywheel based energy storage
and its analysis, Hybridization of different energy storage devices. Sizing the drive system: Matching the electric machine and the
internal combustion engine (ICE), Sizing the propulsion motor, sizing the power electronics, selecting the energy storage technology,
Communications, supporting subsystems. Energy Management Strategies: Introduction to energy management strategies used in
hybrid and electric vehicles, classification of different energy management strategies, comparison of different energy management
strategies, implementation issues of energy management strategies. Case Studies: Design of a Hybrid Electric Vehicle (HEV), Design of
a Battery Electric Vehicle (BEV).
• ESSENTIAL READING: 1 Iqbal Hussein, Electric and Hybrid Vehicles: Design Fundamentals, CRC Press , 2003
2. Mehrdad Ehsani, Yimi Gao, Sebastian E. Gay, Ali Emadi, Modern Electric, Hybrid Electric and Fuel Cell Vehicles:
Fundamentals, Theory and Design, CRC Press , 2004
ME 5950 – Fundamentals of Hybrid Electric Vehicles
• OBJECTIVE: This course will introduce general aspects of advanced Hybrid

Electric Vehicles (HEV), including architectures, modeling, sizing, sub-
system design and hybrid vehicle control. It will cover vehicle dynamics,
energy storage sources, electric propulsion systems, power electronics
design, and HEV control and communication.
• TOPICS: – Lecture 1: Introduction to Hybrid Electric Vehicles – Lecture 2:
Vehicle Mechanics – Laboratory session in the CAVIDS Hybrid Electric
Applied Research Lab – Lecture 3: HEV Modeling and Simulation – Lecture
4 &5: Battery and Energy Storage System – Lecture 6: HEV Control Strategy
– Project Proposal – Lecture 7 & 8: Traction Drive System – Lecture 9:
Hybrid Vehicle Communication – Lecture 10 &11: Power Electronics in HEV
– Lecture 12: Design Validation and Production of HEV Components
• TEXTBOOK: “Electric and Hybrid Vehicles Design Fundamentals” (2nd
Edition), by Iqbal Husain
• REFERENCES: 1) “Hybrid Electrical Vehicle Principles and Application with
Practical Perspectives” by Chris MI, M. Abul and David Wenzhong Gao 2)
“Propulsion System for Hybrid Vehicle” 2nd Edition” by John M. Miller 3)
“Modern Electric, Hybrid Electric and Fuel Cell Vehicles Fundamentals,
Theory and Design” By Mehrdad Ehsani, Yimin Gao and AliEmadi

Unit – IV Analysis and Design of Electric
Drivetrain Components
Working, Configuration, Performance Analysis and Control for
Bidirectional DC-DC converters, Inverters and motor drives. DC four
quadrant Drives, Regenerative Braking
Ignition systems and cranking, comparison with petrol vehicles.
Charging systems, charging stations. (As per Syllabus)
Modified:
Series Hybrid Drive train Design: Operation, Control, Aizing and
design Examples – Engine/Generator, PPS, Gear ration and
Gradeability Parallel Hybrid Drive train design: Control Strategies,
Design of drive train parameters, PPS-SOC
Mild Hybrid Electric Drive Train Design: Energy Consumption,
Configurations, operation modes and Control Strategy

6
 Limitations of EVs:
• Limited drive range due to the shortage of energy
storage
• Limited payload and volume capacity
• Longer battery charging time.
 Objective of developing a series hybrid

electric vehicle (S-HEV)
• Extending the drive range by adding an
engine/alternator system to charge the batteries on-
board

7
8
 Vehicle performance (acceleration, gradeability, and
maximum speed)
• Function of size and characteristics of the traction motor drive.
 Drive train control in HEV is different
• due to the involvement of an additional engine/generator unit.

9
 Hybrid
traction mode: When a large
amount of power is demanded
• Pdemand = Pe/g + Ppps
• Optimal Power
• region curve

0
 Peak Power Source Alone
• Pdemand = Ppps
 Engine/Generator-Alone Traction Mode
• Pdemand = Pe/g
 PPS Charging from the Engine/Generator
• Pdemand = Pe/g - Ppps.
 Regenerative Braking Mode:

1
THANK YOU

2

Modified:

4
 Objective of developing a series hybrid
electric vehicle (S-HEV)
 Typical Series Drive Train Systems
 Operating Modes
 Optimal Power curve

5
 Operation mode govern by
• Driver commands, feedback from drivetrain and transmission
 Typical Control Strategies for Series-DT

• Max state-of-charge of peaking power source (Max. SOC-of-PPS)
• Engine turn-on and turnoff (engine-on–off) control strategies.

6
Points A,B,C,D
represent
different driving
modes

7
8
9
 Major components to size
• Traction motor,
• Engine/generator, and PPS
 Design Constraints
• Acceleration performance,
• Highway driving and urban driving,
• Energy balance in the PPS.

0
Mv is the total vehicle mass in kg
tf is the expected acceleration time in sec,
Vb is the vehicle speed in m/s, corresponding to the motor-based speed,
Vf is the final speed of the vehicle accelerating in m/s,
g is gravity acceleration in 9.80 m/s2,
fr is the tire rolling resistance coefficient,
ρa is the air density in 1.202 kg/m3,
Af is the front area of the vehicle in m2,
and CD is the aerodynamic drag coefficient.

1
Speed – Torque ( Power) Characteristics of Electric Motor

2
3
 Power o/p from power source
 (at flat road and constant speed)
• ηt and ηm are the efficiency of transmission and traction motor
 Average Load Power o/p

 (at High Speed and Stop-go arrangement)

4
THANK YOU

5

Modified:

7
 Objective of developing a series hybrid electric
vehicle (S-HEV)
• Operating Modes, Optimal Power curve
 Control Strategies: Engine On-Off and Max PPS-SOC

 Sizing of Drivetrain Component

8
 Component Sizing in Drive train

9
Points A,B,C,D
represent
different driving
modes

0
1
2
 Major components to size
• Traction motor,
• Engine/generator, and PPS
 Design Constraints
• Acceleration performance,
• Highway driving and urban driving,
• Energy balance in the PPS.

3

4

5
6


7
THANK YOU

8

Modified:

0
vehicle (S-HEV)


1

2
1. To satisfy the performance requirements (gradeability,
acceleration, and maximum cruising speed)
2. To achieve high overall efficiency
3.To maintain the battery state-of-charge (SOC) at
reasonable levels in the whole drive cycle without
charging from outside the vehicle
4. To recover the brake energy.

3
4
(1)engine-alone traction,
(2) electric-alone traction,
(3) hybrid traction (engine plus motor)
(4) regenerative braking, and
(5) peaking power source (PPS) charging from the
engine.
Two Level Control:
1. A vehicle system level controller functions as a control
commander
2. local or component controllers i.e. engine controller,
motor controller, and transmission controller

5
6
Parameters to be sensed:
Desired torque,
Vehicle speed,
PPS SOC,
Engine speed
Throttle position
Electric motor speed
Factors in making decision
Sensed data
Component characteristics
Preset control strategy
7
Points A,B,C,D represent different driving modes

8
 1. Motor-alone propelling (engine is shut down or idling)
𝑃𝑙 𝑃𝑚
 Pe = 0 , Pm = , Ppsd =
𝜂𝑚,𝑡 𝜂𝑚
 where
 P is the engine power output,
e
 P is the load power demand on the drive wheels,

L
 η is the transmission efficiency. Pm is the power output of the electric motor,

t,m
Ppps-d is the PPS discharge

 power, and ηm is the motor efficiency.

9
 Hybrid Propelling Mode
ηt,e is the transmission efficiency

from the engine to the drive
wheels.
 PPS Charge Mode

0
Engine alone Propelling Mode
ηt,e is the transmission efficiency

from the engine to the drive
wheels.
 Regenerative-alone Hybrid Braking Mode

1
2
3
• Power needed in stop-and-go mode
• Average Power Required
Engine power required at constant speed

on a flat road and a 5% grade road

4
• Power needed in stop-and-go mode
• Average Power Required
Engine power required at constant speed

on a flat road and a 5% grade road

5

6

7
8


9
THANK YOU

0

Modified:

2
vehicle (S-HEV)


3

4

5
 Mild hybrid Drive train
 Observe – Clutch

6
Engine-alone traction,
Electric-alone traction,
Battery charging mode
Hybrid traction (engine plus motor)
Regenerative braking

7
8

Unit – IV Electric drive-train system and
Propulsion overview
Performance Analysis and Control for Bidirectional

DC-DC converters, Inverters and motor drives. DC
four quadrant Drives, Regenerative Braking

0
Architectures of EV and HEV
General Drivetrain Arrangements
Power Converter Basics

1
Power Converters Continued
1. Chopper based drive
2. Inverter based drive

2
3
 Basic Converter with RLE  Buck Converter at a glance
DC chopper with RLE load: (a) circuit

diagram; and (b) waveforms
Power Electronics: DC-DC Converters 5/13/2022 25

Buck converter: (a) circuit diagram; (b) waveforms
4
Position1: Close switch, Supply and Load connected
Position 2: Open Switch, Inductor feeding Load, Diode is in FWD bias

5
 Add Feedback and Control Elements for desired output voltage
automatically and constantly
Power Switching converter Load

input
+ i
Vg
+ sensor
V
- gain
H(s)
-
error
transistor
signal
gate driver
δ(t) Pulse-width Vc Ve -
δ modulator Gc(s) +
compensator
Reference Vref
dTs Ts t input
6
Buck Converter : Vo always less than Vs , Proportional to D ( Step-Down chopper)
Boost Converter: Vo greater less than Vs ( Step-Up Chopper)
Buck-Boost : Vo can be less or more than Vs, as per D ( Step-Up / Down Chopper)

7
 Mode I:  Inductor Current
 Capacitor Voltage
 Mode II

8
 Boost Converter  Formulae
 Output Voltage
 O/p to I/P
 L required for Continuous

Current mode:
 Value of Cmin required for

Boosting

9
 Two Quadrant Chopper: Combines Class  Class C Chopper: Output
A and B Voltage and Current
 Quad I : CH1 is ON or D2conducts Waveform
 Quad II : CH2 is ON or D1 conducts.
 When CH1 is ON, the load current is
positive.
 When CH2 is ON, the voltage E forces to
flow in opposite direction through L and
CH2

0
 Class E
 Class D: Jones Chopper
 Operation:

1
 The dc component of a chopper waveform is given by its average value, or
the integral over one switching period, divided by the switching period.
 Solution of a dc-dc converter involves averaging the waveforms.
 The ripple is linearly approximated in practice.
 Ripples in the inductor currents and capacitor voltages are can be

neglected.
 In SS, average voltage applied to an inductor must be zero.
 In SS, the average current applied to a capacitor must be zero.
 Increasing voltage (boost- Step up), Decreasing (buck – Step Down), and
inverting voltage polarity (buck-boost and Cuk) are major types used.

2
Connection of the field and Armature Circuits
 Construction
Separately Excited
Self Excited - Series

 Types:
 Separately excited
 Self excited : Shunt,
Series, Compound
Self Excited - Shunt
Power Elex Applications 5/13/2022 26
3
 Load Dynamics  Dynamic Torque:
 Tm= Motor torque , TL = Load

 Steady State Condition: torque
 J= Polar moment of inertia
 Wm= angular Velocity
 Scope is to study motor drives

in steady states

4
 General Block Schematic for Drive
 Basic Arrangement of Drive

5
 General Block Schematic for Drive in EV

6
 Armature Circuit Equation:
Field Circuit Armature Circuit

Speed of DC Motor
Field
Resistor
𝑉𝐹
Field Current IF= , Load Current IL = IA
𝑅𝐹
Back EMF = Ea = Ke ϕ n, ϕ = flux per pole in Weber , Ke = machine constant

7
Methods of Speed Control :
 Field resistance control (i.e. the field flux φ)
 Armature voltage control.
 Inserting a resistor in series with the armature circuit. (rarely used)
Single Phase DC Drives

8
 Single Phase DC Drives
 For motors up to a few kW the armature circuit

• motor can be supplied from either 1-ph or 3-ph mains,
• larger motors three-phase is always used.
 Field circuit : A separate thyristor / MOS/ IGBT or diode rectifier
• Power is much less than the armature power,
• so the supply is often single-phase
9
THANK YOU

0

Unit – V- BLDC and Induction Motor Drives for
Electric Vehicles
Types, Ratings, Construction, working and
performance commutation, parameters of BLDC
Motor. Torque–Speed Characteristics, Sensor-less
BLDC Motor Control, Harmonics reduction.

2
Elements of Propulsion System
Basics of Choppers – Buck and Boost Converters
Buck-Boost Converters
Multiphase Choppers

3
DC Drives
1. DC Machines and use in EVs
2. DC Drives

4
5
 The dc component of a chopper waveform is given by its average value, or
the integral over one switching period, divided by the switching period.
 Solution of a dc-dc converter involves averaging the waveforms.
 The ripple is linearly approximated in practice.
 Ripples in the inductor currents and capacitor voltages are can be

neglected.
 In SS, average voltage applied to an inductor must be zero.
 In SS, the average current applied to a capacitor must be zero.
 Increasing voltage (boost- Step up), Decreasing (buck – Step Down), and
inverting voltage polarity (buck-boost and Cuk) are major types used.

6
7
Power Source (AC/ DC and ratings)
Torque Requirements (Power)
-Constant / Variable Stall
RPM Requirements
Built in gear reduction / External gear reduction
Controls
Positioning during Rotation
-Precision / Braking / Reversibility
Operating Environment

8
Connection of the field and Armature Circuits
 Construction
Separately Excited
Self Excited - Series

 Types:
 Separately excited
 Self excited : Shunt,
Series, Compound
Self Excited - Shunt
9
 Load Dynamics  Dynamic Torque:
 Tm= Motor torque , TL = Load

 Steady State Condition: torque
 J= Polar moment of inertia
 Wm= angular Velocity
 Scope is to study motor drives

in steady states

0
 General Block Schematic for Drive
 Basic Arrangement of Drive

1
 General Block Schematic for Drive in EV

2
 Armature Circuit Equation:
Field Circuit Armature Circuit

Speed of DC Motor
Field
Resistor
𝑉𝐹
Field Current IF= , Load Current IL = IA
𝑅𝐹
Back EMF = Ea = Ke ϕ n, ϕ = flux per pole in Weber , Ke = machine constant

3
Methods of Speed Control :
 Field resistance control (i.e. the field flux φ)
 Armature voltage control.
 Inserting a resistor in series with the armature circuit. (rarely used)
Single Phase DC Drives

4
 Single Phase DC Drives
 For motors up to a few kW the armature circuit

• motor can be supplied from either 1-ph or 3-ph mains,
• larger motors three-phase is always used.
 Field circuit : A separate thyristor / MOS/ IGBT or diode rectifier
• Power is much less than the armature power,
• so the supply is often single-phase
5
THANK YOU

6

Electric Vehicles

8
Multi-phase choppers
DC Motors
DC motor drives

9
Power Converters Continued
1. Inverter based drive
2. Single Phase Inverter
3. Three Phase Inverter
4. 1200 and 1800 mode of operation

0
General Power train Arrangement using Inverters

1
 Basic Half Bridge Inverter  Current & Vtg Waveforms

2
3
4
5
6
Mode I operation Mode I equi circuit

7
Mode II operation Mode II equi circuit

8
 Mode III operation Mode III equi circuit

9
0
1
Mode I Operation Mode I Equivalent Circuit

2
THANK YOU

3

Electric Vehicles

5
DC Motors
DC motor drives
Inverter based drive
 Single Phase Inverter
 Three Phase Inverter

6
 BLDC Motor Applications
 Comparison of DC to Brushless DC Motors
 Hall Sensors
 Six-Step Commutation
 Sensorless Commutation with Back-EMF
 Vector Motor Control basics
 Closed-Loop Speed Control
 Introduction to BLDC Motor Control Evaluation Kit
307
 A winding assembly (armature) within a stationary magnetic field
 Brushes and Commutators switch current to different windings in

correct relation to the outer permanent magnet field.
 Pros:
 Electronic control is simple, no need to
commutate in controller
 Requires only four power transistors
 Cons:
 A sensor is required for speed control
 The brushes and commutator create sparks
and wear out
 Sparks limit peak power
 Heat in armature is difficult to remove
 Low power density
308
◼ Permanent magnet rotor within
stationary windings
Pros:
◼ No brushes or commutator to wear out
◼ No sparks and no extra friction
◼ More efficient than DC motor Stator
◼ Higher speed than DC motor windings
◼ Higher power density than DC motor
Cons: Permanent
◼ Rotor sensor OR sensorless Magnet
methods needed to commutate
Rotor
◼ Requires six power transistors
309
 The windings in the armature are switched to the DC power by the brushes
and armature
 Each winding sees a positive voltage, then a disconnect, then a negative
voltage
 The field produced in the armature interacts with the stationary magnet,
producing torque and rotation
+
N S
- -
31
0
 The DC motor needs four transistors
to operate the DC motor 1 0
 The combination of transistor is
called an H-Bridge, due to the
obvious shape 0 1
 Transistors are switched diagonally
to allow DC current to flow in the
motor in either direction
 The transistors can be Pulse Width
Modulated to reduce the average
voltage at the motor, useful for
controlling current and speed
0 1
31
1
 The Brushless DC motor is really a DC motor constructed
inside-out, but without the Brushes and Commutators
 The mechanical switches are replaced with transistors
 The windings are moved from the armature, to the stator
 The magnet is moved from the outside to become the rotor
U N S
V
N S W
312
STEP1 STEP2 STEP3 STEP4 STEP5 STEP6 STEP1 STEP2 STEP3
V W
313
Hall Sensors detect magnetic fields, and can
be used to sense rotor angle
The output is a digital 1 or 0 for each sensor,
depending on the magnetic field nearby
Each is mounted 120-degrees apart on the
back of the motor
As the rotor turns, the Hall sensors output
logic bits which indicate the angle.
H1 H2
N
H1
S
H2
H3
H3
314
STEP1 STEP2 STEP3 STEP4 STEP5 STEP6 STEP1 STEP2 STEP3
H1
The combination of all

H2
three sensors produce
six unique logic H3
combinations or steps
These three bits are

decoded into the motor U
phase combinations
315
U
We can divide up the V
phase data into

individual transistor W
gate signals
Now we can see how UP

we can modulate one
transistor at a time to UN
regulate the motor VP

voltage, and also the
VN
speed
WP
WN
316
 Instead of using sensors like Halls, we can let the
motor tell us which phase should be energized
 The Brushless DC motor acts as a generator
when it rotates, creating voltages
 The three phases produce three voltages 120-
degrees apart
 The voltage generated by the motor is called
Back Electro-Motive Force, a.k.a. Back-EMF or
just BEMF
317
 The Back-EMF is the voltage generated in stator
windings as the rotor moves
 BEMF voltages are more or less sinusoidal (depending
on the motor) and are symmetrical from phase to phase
 We detect the zero crossings of each phase to
commutate
 The motor MUST be moving to generate BEMF voltages
31
8
 The Back-EMF is the voltage generated in stator
windings as the rotor moves
 BEMF voltages are more or less sinusoidal (depending
on the motor) and are symmetrical from phase to phase
 We detect the zero crossings of each phase to
commutate
 The motor MUST be moving to generate BEMF voltages
31
9
 Since only a spinning motor generates BEMF
signals
 Start the motor in open loop
• First align rotor to a known angle
• Then energize the windings to step rotor to next step
 Accelerate steps until speed is sufficient to “see”

BEMF zero crossings reliably
 Switch to BEMF commutation
 Once operating, this is almost identical to six-step
operation with Hall sensors
320
 This method mathematically converts the 3-phase
voltage and current into a simple DC motor
representation
 Uses this data to calculate the best angle for
commutation
 Creates new 3-phase sinusoidal PWM based on
calculation
 Repeats the calculations at PWM frequency
 Pros: DC Bus
• Highest Torque efficiency

r
*
r
Speed Regulator
iq
*
iq PI
Regulator
Uq
*
d,q
U
*
, 
PWM1~6
Voltage
• Highest Bandwidth
iq SIN
 r id = 0
* *
to
,  U
* to
PWM
Source
Ud a, b, c 3-phase
id PI T −1 ( )
Widest Speed Range

Inverter
•
Regulator
id
• Lowest Audible Noise  Motor Model
Cons:
Based Flux and

Position Observer
• Complicated Algorithm
iq ia
, 
a,b,c
to i ib
• Needs powerful processor id d,q i to
T ( ) , 
r 
Speed Estimation 3-phase
PMSM
32
1
 The goal of most Electronic Motor Control Systems is Speed
Control
 Speed Control systems are more or less complicated,
depending on accuracy required
 The simplest speed control is Open-Loop, that is, without
speed feedback
 In this configuration, a speed command is converted to a
fixed voltage (PWM duty) which is sent to the motor
 The motor may go the right speed, or it may not, it depends
on the load
 Without feedback, there is no way to tell internally what the
real speed is and so may require outside adjustment
Speed Pulse Width

Transistors Motor Load
Command Modulator
322
 To get automatic speed control, feedback is needed
 Feedback systems could be Hall Sensors, Encoders, Resolvers,
tachometers or other devices
 The resolution and bandwidth of the feedback sensor limit the
resolution and bandwidth of the speed loop
 Below is a block diagram of a simple control loop
 Our Reference Command is the speed we desire, and the Control
Mechanism is our motor and motor control
Feedback
-
Reference Control Sensor
Command + Mechanism
323
 The generic terms can be replaced with terms common to motor control
 The speed is often referred to as the Greek Letter Omega  and motor
angle is Theta θ
 The Reference input is shown as Omega star  *
 The Control Mechanism is a mathematical function, usually a
Proportional-Integral (PI) algorithm
 The speed sensors can be the same Hall sensors used for commutation,
where the speed is calculated from the time between steps
Motor
ω* PI PWM
Controller Generation
ω θ Hall
Sensors
Speed
Calculation
324
R8C25 MCRP Kit
V
CN-4
B
Power Supply U TP-1
24v DC & S
Supply Conditioning
TP-5
BLDC
Motor
CN-1
Speed International
R8C/25 6-PWM
Control
MCU
Rectifier
(IPM)
M
Shutdown
RS232
I/F
Comparators
( Back-EMF)
E8 TP-2
Debug OP-AMP
I/F (Signal Conditioning)
Jumper-1
TP-3 CN-2
TP-4
4-LED
Hall Sensor
PWM / PWR
Inputs
Status
Shunt
LCD Segment Current
Display
CN-3 Push-Button
Switch
325
 IGBT module capable
of 10 amps.
 3-Phase output
capable of running
DC and BLDC motors
 15V and 5V regulators
on board.
 Voltage input from a
single 24V (18-
36VDC) supply, no
shock hazard.
326
 Large potentiometer
for speed control
setting
 2x8 LCD display
with contrast pot for
monitoring speed,
current, etc.
 Four push-buttons
 Bus voltage
monitoring to MCU
 Current monitoring
to the module for
automatic protection
327
 Back-EMF
detection
comparators
 Jumper selection
(no soldering)
between Hall and
BEMF modes
 Input connector
for Hall signals
from motor
328
Speed Slider
Target Speed Actual Speed
Stop
Motor
Current
System
Status
329
THANK YOU

0

Unit – III Electric drive-train system and
Propulsion overview
Architectures of hybrid (HEV), plug-in hybrid (PHEV) and electric
vehicles (EV) ,Vehicle dynamics, MATLAB/Simulink modeling
System design considerations, Rating and sizing of electric
drivetrain components, Series Hybrid Vehicle Propulsion System,
Parallel Hybrid Vehicle Propulsion System.

2
Choppers – Buck, Boost Converter
DC Motors
DC motor drives

3
 Blocks
• Electric motors, Power converters, and electronic controllers.
 Functions
 Motor converts the electric energy into mech. energy
• To propel the vehicle, or, vice versa,
• To enable regenerative braking and/or to generate electricity for
the purpose of charging the onboard energy storage.
 The power converter is used to supply
electric motor with proper voltage and current.
 The electronic controller
• commands the power converter by providing control signals to it,
 Overall
• controls the operation of the electric motor to produce proper
torque and speed, according to the command from the drive.

4
 Driver expectation
• Driving profile, includes the acceleration,
maximum speed, climbing capability, braking,
range
 Vehicle constraints
• Volume and weight, depend on vehicle type,
vehicle weight, and payload.
 Energy source
• relates to batteries, fuel cells, ultra-capacitors,
flywheels, and various hybrid sources.
5
 motorsused in EVs and HEVs -
requirements
• frequent starts and stops,
• high rates of acceleration/deceleration
• high torque and low-speed hill climbing
• low torque and high-speed cruising
• a very wide speed range of operation. The
 Drives classified into
• Commutator motors and commutator-less motors

6
 Motor Drives - Classification

7
 Motors – Desired features to be used in
EVs
• High efficiency
• High instant power
• Fast torque response
• High power density
• Low cost
• High acceleration
• Robustness, Low maintainance

8
 Variables with Motor Speed

9
 Variable Voltage / Freq Control

0
Commutator motors
• Series, shunt, compound and separately excited,
permanent magnet (PM) excited motors.
• Need commutators and brushes to feed current into
the armature - less reliable
• Unsuitable for maintenance-free operation and
high speed.
• Low specific power density.

1
 Why BLDC
 Compactness
 Ease of control
 Ease of cooling
 Low maintenance, great longevity, and reliability
 Low noise emissions
 Challenges:
 Limited constant power range
 De-magnetisation
 High-speed capability
 Inverter failures in BLDC motor drives
 Cost

2
Commutator-less motors
• Induction Motors
 Higher efficiency, higher power density, lower operating cost.
 Reliable and maintenance free
 Variable-voltage variable-frequency (VVVF) cannot provide
the desired performance
 Field-oriented control (FOC) or vector control is solution
 Low efficiency at low light loads and limited constant-power operating range
• PM synchronous motors
 Works on Sin and PWM w/f
 High power density and high efficiency

3
Commutator-less motors – SRM
Advantages:
 High torque component
 Simple construction, low manufacturing cost
 robustness, simple control, high efficiency, wide constant power
operation region, fault tolerance
Limitations:
 presence of the position sensor reduces the reliability of SR motors
 increased vibration and acoustic noise
 Sensor less technology leads to smooth operation from zero to max
speed

4
 Motor Drives – Classification
Characteristics Motor type
DC IM PM SRM
Power density Low Medium Very high Medium
Efficiency Low Medium Very high Medium
Controllability Very high Very high High Medium
Reliability Medium Very high High Very high
Technological Very high Very high High High
maturity
Cost Low Very low High Low

5
THANK YOU

6

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Prof.

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

Prof. R. S. Talware Dept of E&Tc. Engg, VIIT, Pune 48 5/13/2022

• Measurement and Control –

• Mechatronics / Basics of Automotive – Vehicle Dynamics

Prof. R. S. Talware Dept of E&Tc. Engg, VIIT, Pune 48 5/13/2022

• Know-how & aptitude towards future trends in Hybrid EVs

Prof. R. S. Talware Dept of E&Tc. Engg, VIIT, Pune 48 5/13/2022

 Unit 2 Energy storage systems

Prof. R. S. Talware Dept of E&Tc. Engg, VIIT, Pune 48 5/13/2022

• Rating and sizing of electric drivetrain components

 Unit 4:Analysis and design of electric drivetrain components

• Inverters and motor drives

Prof. R. S. Talware Dept of E&Tc. Engg, VIIT, Pune 48 5/13/2022

 Unit 6:Energy Management Strategies

• Implementation issues of energy management strategies

Prof. R. S. Talware Dept of E&Tc. Engg, VIIT, Pune 48 5/13/2022

• Simulation of electric drives

• Simulation of Data acquisition Systems

• Communication Protocols in in automotive

 Laboratory Practicals / Simulation in Spice/ Matlab

• Drives – I - Regenerative Braking

• Drives – II – Four Quadrant Drives

• Energy Management System

Prof. R. S. Talware Dept of E&Tc. Engg, VIIT, Pune 48 5/13/2022

 Lectures: 03 per week

 Practical: 02 Hrs / Week

 Case Study / Industrial Visit

Prof. R. S. Talware Dept of E&Tc. Engg, VIIT, Pune 48 5/13/2022

Prof. R. S. Talware Dept of E&Tc. Engg, VIIT, Pune 48 5/13/2022

Prof. R. S. Talware Dept of E&Tc. Engg, VIIT, Pune 48 5/13/2022

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

 Discussion about broad contents

 Pre-requisites for the course

Prof. R. S. Talware Dept of E&Tc. Engg, VIIT, Pune 48 5/13/2022

Prof. R. S. Talware Dept of E&Tc. Engg, VIIT, Pune 48 5/13/2022

of the lost energy.

Prof. R. S. Talware Dept of E&Tc. Engg, VIIT, Pune 48 5/13/2022

• The main drive energy comes from Petrol.

 A plug-in hybrid (PHEV)

• Can be driven using either its battery or liquid fuel.

 All-electric vehicles (EV, AEV, battery-electric cars, etc)

 Plug-in electric vehicles (PEV)

Prof. R. S. Talware Dept of E&Tc. Engg, VIIT, Pune 48 5/13/2022

 Unit 2 Energy storage systems

Prof. R. S. Talware Dept of E&Tc. Engg, VIIT, Pune 48 5/13/2022

• Rating and sizing of electric drivetrain components

 Unit 4:Analysis and design of electric drivetrain components

• Inverters and motor drives

Prof. R. S. Talware Dept of E&Tc. Engg, VIIT, Pune 48 5/13/2022

 Unit 6:Energy Management Strategies

• Implementation issues of energy management strategies

Prof. R. S. Talware Dept of E&Tc. Engg, VIIT, Pune 48 5/13/2022

• Simulation of electric drives

• Simulation of Data acquisition Systems

• Communication Protocols in in automotive

 Laboratory Practicals / Simulation in Spice/ Matlab

• Drives – I - Regenerative Braking

• Drives – II – Four Quadrant Drives