NATIONAL INSTITUTE OF TECHNOLOGY

DELHI
(Department of Electrical and Electronics Engineering)

SUMMER INTERNSHIP
REPORT on
Electric Vehicle
Under the guidance of

Dr. Anmol Ratna Saxena

Assistant Professor

SUBMITTED BY: SUBMITTED TO:

NAME: AJAY KUMAR Dr. ANMOL RATAN SAXENA
ROLL NO. : 171230005 (HOD of EEE Department)
BRANCH : Electrical and Electronics (Assistant professor)
Engineering

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 ACKNOWLEDGEMENT

We would like to express our gratitude and thank some important people
who have supported us to bring to reality our thoughts.

We also want to thank our guide Dr. Anmol Ratna Saxena for his support,
continuous encouragement and guidance during this work. His guidance
helped us during the time of execution and writing of this report. We could
not have imagined having a better advisor and mentor for our project work.

I would also like to thank Dr. Venu Sonti for his constant feedbacks and
helping us to find the useful material and for showing the right path.

We thank our fellow mates in NIT Delhi for helping us in simulating the
ideas, to make discussions, on our project.

And, most importantly, we would like to thank our family and close friends.
They all encouraged and believed in us throughout this period.
 Introduction
A traditional bicycle is a two-wheel vehicle that is propelled by the rider who delivers muscle power
through pedals that rotate one of the two wheels. The rider steers the front wheel to create a force that
returns and maintains the vehicle centre of gravity into a stable zone whenever necessary, thus keeping
the bicycle upright. An electric bicycle carries batteries that deliver electric power to a motor that is
coupled to either wheel. In most electric bicycles the rider can chose to use muscle power to deliver all,
part, or none of the propulsion power required to maintain an adopted travel speed. Some models even
sense pedal pressure and command the motor to deliver more power whenever the rider pedals harder.

A controller for an electric bicycle must deliver power

that varies from zero to the rated peak of the
propulsion-motor, at motor speeds corresponding to
bicycle speeds from zero to 48 km per hour (30 mph).
With DC propulsion motors, power can be controlled
with pulse-width modulated (PWM) transistors. AC
motors need variable frequency. Hardware
requirements for design of an electric-bicycle control
are postulated and basic blocks along with their usage
are shown.
An electric bicycle has a conventional bicycle frame,
pedals, cranks, chain, and freewheel assembly.
Electric propulsion replaces or supplements muscle power. This adds to the bicycle an electric motor,
gear reducer, battery, and power control. The following defines the requirements of an electric bicycle:

• The complete bicycle must have the lowest practical mass. All mass must be hauled over hills
with energy supplied by the battery. Lower mass gives more range between recharging of the
battery.
• Bicycle stability is another important requirement. Total mass need not affect stability, but the
placement of mass is important.
Table 1: lists the range of mass that is considered to be propelled.

Table 1. Range of Mass

COMPONENT APPROX. MASS IN KG
Bicycle assembly 10
Motor and gear 6
Power control 1
Battery 6
Cyclist 80
Total weight 106
Figure 1: shows the required power to develop the necessary wheel torque for the indicated travel
condition
Fwf = windage and friction drag Vb = bicycle speed = 20 km/hr
Fd = downhill force from gravity FP = propulsion force = Fwf + Fd
Fd = m sin x = 106 kg × 0.06 × 9.8 = 63 N Pd = F × Vb = 63 × 5.56 m/s = 35

Headwind speed = 25 km/hr, adds 30-W power to propel

Hence the power required by the motor to propel the bicycle and rider is 380 W.

Motor Selection:

Table 2: lists the comparisons of the different DC Motors available.

TYPE ADVANTAGES DISADVANTAGES TYPICAL APPLICATION Typical Drive

Precision positioning Slow speed Positioning in printers

Stepper DC Stepper DC High Requires a and floppy drives Multiphase DC
holding torque controller
Long lifespan High initial cost
Brushless DC Hard drives CD/DVD
Low maintenance Requires a Multiphase DC
electric motor players Electric vehicles
High efficiency controller
High
Low initial cost maintenance Treadmill exercisers
Brushed DC
Simple speed (brushes) Automotive starters Direct (PWM)
electric motor
control Limited Toys
lifespan
Based on Table 2, a BLDC motor can be selected for its advantages.
Brushless Direct Current (BLDC) motor is a type of synchronous motor, where magnetic fields
generated by both stator and rotate have the same frequency. The BLDC motor has a longer life because
no brushes are needed. Apart from that, it has a:
 high starting torque,
 high no-load speed,
 Small energy losses.
The BLDC motor can be configured in 1-phase, 2-phase, and 3-phase. Three-phase motors are the most
popular among all the configurations and are widely used in E-bikes.
The structure of a BLDC motor is divided into two parts:
 Moving part called the rotor, represented by permanent magnet
 Fixed part called the stator, represented by phase windings of magnetic circuit

Stator
The stator of a BLDC motor consists of stacked steel laminations
with windings placed in the slots that are axially cut along the
inner periphery. Traditionally, the stator resembles an induction
motor; however, the windings are distributed in a different
manner. Most BLDC motors have three stator windings
connected in star fashion. Each winding is constructed with
numerous coils that are interconnected to form a winding. One or
more coils are placed in the slots and they are interconnected to
make a winding. Each winding is distributed over the stator
periphery to form an even number of poles.
Figure 2: Stator of BLDC motor
Rotor
The rotor is made of permanent magnet and can vary from two to eight pole pairs with alternate North
(N) and South (S) poles

Figure 3. BLDC Motor Mechanical Structure

Unlike a brushed DC motor, BLDC motor can be controlled electronically. To rotate the BLDC motor,
the stator windings must be energized in a special sequence. The rotor position must be known in order
to understand which winding will be energized next. The rotor position is sensed using Hall Effect
sensors that are embedded in the stator. A sensor less approach can also be used.
Most BLDC motors have three Hall sensors embedded in the stator on the non-driving end of the motor.
Whenever the rotor magnetic poles pass near the Hall sensors, they generate a high or low signal, which
indicates that N or S pole is passing near the sensors. Based on the combination of these Hall Sensor
signals, the exact sequence of commutation can be determined.
Sensor less applications are becoming more popular as this simplifies motor construction and
wiring. More advanced software is needed but this is easily achievable.
Because of the increasing popularity of ebikes, motors designed specifically for ebike applications are
now commercially available. These motors vary a great deal in how they are mounted to a bicycle and
in how the power is applied to them. As mentioned above, both sensored and sensor less types are
available.
The following power train and motor types have multiple examples in the market today:
Belt-drive transmission— a specially designed motor is mounted low in the frame, and drives the rear
wheel by use of a belt
Direct drive (in-line chain-drive) - this method has the motor working with the primary bicycle chain
—the same chain that the rider uses when pedalling. Gearing for the motor varies with each
manufacturer.
Frame-mounted motor with dedicated chain drive— another common method is to mount a motor to
the bicycle frame near the hub of the rear wheel, often on one side. The motor has its own small
chain that drives a planetary gear on the rear wheel. This specialized chain is separate from the
primary bicycle chain that remains in use with the bicycle pedals. Gearing remains specific to the
manufacturer or aftermarket motor conversion kit.
Wheel-mounted disk motor— this is a pancake or dish plate motor, sometimes even called a Frisbee
motor, installed on one or both wheels. These motors can be placed on both wheels, effectively
doubling the power available to the rider. However, these motors increase weight and centrifugal
force on wheels.
Hub motor— ideally, the term hub motor refers to a motor that replaces the hub of a wheel. Sometimes
this can be a flat disk motor, other times it is not a disk motor. In either case, the motor is the hub
—instead of being mounted beside it or near it.
Friction-based shaft— this type of electric drive installs the motor very close to one wheel. A shaft
extends from the motor, and this rotating shaft drives the wheel by spinning in direct contact with
it. The motor does not interact with the chain. Multiple gears for the motor are rarely supported.
Geared transmission-style shaft drive— this type of electric drive is like a shaft-driven motorcycle.
The cycle does not have a chain. The motor and the pedals apply power to a sealed and protected
shaft that has bevel gears in front and back. Multiple gears (speeds) are supported.
 Table 3 summarizes of the previously describe drive train types
POWERTRAIN ADVANTAGES DISADVANTAGES
TYPE
Allows for a great deal of
Belt-drive Might reduce the performance of
customization in design
transmission pedalling when motor is not used
Silent operation
No additional chain needed
Perceived (standard) drag upon the
Monocoque frames can hide the
Direct drive chain
motor with great protection
(conventional inline Chain remains visible, perhaps
The motor might inherit as many
chain) vulnerable to dirt
gears as are available to the rider.
Potential for noise
Low centre of gravity
A dedicated chain can attain good A second chain and planetary gear are
power transfer without required
Frame-mounted
complications Multiple gears for the motor may or
motor with dedicated
A dedicated chain can attain good may not be available.
chain
power transfer without Multiple gears for the motor may or
complications may not be available.
The most efficient approach so far Places a great deal of weight in the
Wheel-mounted disk No planetary gears or spinning wheels, with potential handling issues
motor (pancake shafts are needed for power at higher speed.
motor) Retains good protection from Multiple gears for the motor may or
elements may not be present.
Adds weight to the wheel
No interaction with the primary
Torque factors can enter operational
Hub-motor (non-disk) bicycle chain required
considerations.
No additional transmission required
Un-sprung weight or mass
Inefficient—no gearing
Inexpensive Friction wears out tires.
Friction-based shaft Easy to mount Pressure against the shaft might strain
drive By far the most mechanically simple motor functions over time.
concept Motor must sustain very high RPMs at
higher cycle speeds.
Geared transmission- Multiple gears are common Changing tires and reinstalling the
style shaft drive Multiple gears are common wheel may become more demanding
than with other methods
Based on some above criteria mentioned in Table 3 we have selected 4 motors.

1. 250W 24V BLDC GEAR MOTOR

2. 350W 24V BLDC GEAR MOTOR

3. 240W 36V BLDC HUB MOTOR

4. 350W 36V BLDC HUB MOTOR

Estimated steps for converter circuit:
Step 1: Rectification (Convert AC to DC):
Through the creative use of transformers, sets of full-wave rectifiers may be paralleled in
such a way that more than six pulses of DC are produced for three phases of AC. A
30o phase shift is introduced from primary to secondary of a three-phase transformer
when the winding configurations are not of the same type.
In other words, a transformer connected either Y-Δ or Δ-Y will exhibit this 30o phase
shift, while a transformer connected Y-Y or Δ-Δ will not. This phenomenon may be
exploited by having one transformer connected Y-Y feed a bridge rectifier, and have
another transformer connected Y-Δ feed a second bridge rectifier, then parallel the DC
outputs of both rectifiers.
Since the ripple voltage waveforms of the two rectifiers’ outputs are phase-shifted
30o from one another, their superposition results in less ripple than either rectifier output
considered separately: 12 pulses per 360o instead of just six:

Figure: 4 phase ac input to dc output voltage

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When polyphase AC is rectified, the phase-shifted pulses overlap each other to produce
a DC output that is much “smoother” (has less AC content) than that produced by the
rectification of single-phase AC. This is a decided advantage in high-power rectifier
circuits, where the sheer physical size of filtering components would be prohibitive but
low-noise DC power must be obtained. The diagram in the figure below shows the full-
wave rectification of three-phase AC

Figure 5: Pulsating DC output

In any case of rectification—single-phase or polyphase—the amount of AC voltage

mixed with the rectifier’s DC output is called ripple voltage. In most cases, since “pure”
DC is the desired goal, ripple voltage is undesirable. If the power levels are not too great,
filtering networks may be employed to reduce the amount of ripple in the output voltage.

Figure 6: Block diagram of AC to DC converter

Step 2: DC to DC Converter

Buck converter:
The Buck Converter is used in SMPS circuits where the DC output voltage needs to be
lower than the DC input voltage. The DC input can be derived from rectified AC or
from any DC supply. It is useful where electrical isolation is not needed between the
switching circuit and the output, but where the input is from a rectified AC source,
isolation between the AC source and the rectifier could be provided by a mains
isolating transformer.

Figure 7: circuit diagram of Buck converter

The switching transistor between the input and output of the Buck Converter
continually switches on and off at high frequency. To maintain a continuous output, the
circuit uses the energy stored in the inductor L, during the on periods of the switching
transistor, to continue supplying the load during the off periods. The circuit operation
depends on what is sometimes also called a Flywheel Circuit. This is because the
circuit acts rather like a mechanical flywheel that, given regularly spaced pulses of
energy keeps spinning smoothly (outputting energy) at a steady rate.
Boost Converter:

The DC input to a boost converter can be from many sources as well as batteries, such
as rectified AC from the mains supply, or DC from solar panels, fuel cells, dynamos
and DC generators. The boost converter is different to the Buck Converter in that its
output voltage is equal to, or greater than its input voltage. However it is important to
remember that, as power (P) = voltage (V) x current (I), if the output voltage is
increased, the available output current must decrease.

Figure 8: Basic Boost Converter Circuit

Fig. 8 illustrates the basic circuit of a Boost converter. However, in this example the
switching transistor is a power MOSFET, both Bipolar power transistors and
MOSFETs are used in power switching, the choice being determined by the current,
voltage, switching speed and cost considerations. The rest of the components are the
same as those used in the buck converter illustrated in Fig. 8, except that their positions
have been rearranged.

Buck Boost converter

By combining these two regulator designs it is possible to have a regulator circuit that
can cope with a wide range of input voltages both higher and lower than that needed by
the circuit. Fortunately both buck and boost converters use very similar components;
they just need to be re-arranged, depending on the level of the input voltage.
 Figure 9: Buck and Boost Converters Combined

In Fig. 9 the common components of the buck and boost circuits are combined. A
control unit is added, which senses the level of input voltage, then selects the
appropriate circuit action. (Note that in the examples in this section the transistors are
shown as MOSFETs, commonly used in high frequency power converters, and the
diodes shown as Schottky types. These diodes have a low forward junction voltage
when conducting, and are able to switch at high speeds).

Figure 10 shows that with help of above 2 steps we can convert 3 phase AC voltage to
Variable DC voltage.

Figure 10: Block diagram of AC to DC voltage converter

 References

Books

[1.] P.S. Bimbhra, Electrical machines. Khanna publishers

[2.] P.S. Bimbhra, Power electronics. Khanna publishers

Websites

[1.] https://nptel.ac.in/content/storage2/courses/108105053/p
df/L32(NKD) (ET) %20((EE) NPTEL).pdf

[2.] https://www.torexsemi.com/technical-support/application-
note/design-guide-for-dcdc-converter/selecting-fet/

[3.] https://www.electrical4u.com/synchronous-motor-
workingprinciple/

[4.] https://www.elprocus.com/dc-dc-converter-types/

[5.] https://learnabout-electronics.org/PSU/psu33.php