ELECTRICAL VEHICLE & CONNECTED

AUTONOMOUS VEHICLE
TRAINING REPORT

SUBMITTED IN PARTIAL FULFILLMENT OF REQUIREMENT FOR THE

AWARD OF THE DEGREE OF

BACHELOR OF TECHNOLOGY
(Electrical Engineering)

Submitted by
(MANMEET KAITH)
(1918757)

DAV INSTITUTE OF ENGINEERING & TECHNOLOGY

June 2023

IKG PUNJAB TECHNICAL UNIVERSITY

KAPURTHALA, INDIA

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 DAV INSTITUTE OF ENGINEERING &
TECHNOLOGY
DEPARTMENT OF ELECTRICAL ENGINEERING

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 DAV INSTITUTE OF ENGINEERING &
TECHNOLOGY
DEPARTMENT OF ELECTRICAL ENGINEERING

ACKNOWLEDGEMENT
First and foremost, I thank my parents for what I am and where I am today, without
whose hard work and sacrifice I would not have been here today. Hearty thanks to
Mr. Sandeep Nimbalkar, for providing all the facilities that helped us in timely
completion of Internship work I deem it a privilege to place on record the deep
sense of gratitude to guide Mr. Baljeet Singh, Associate Professor, Electrical
Engineering, who always stood beside me and supported in each and every aspect.
I am grateful to Dr. Sudhir Sharma, Head of the Department, Electrical Engineering
for his support and encouragement. I am indebted to respected Principal Dr.
Sanjeev naval and the management of Electrical Engineering, for providing all the
facilities that helped me in timely completion of this internship report.

Finally, I would like to thank all the teaching and non-teaching staff of Department
of Electrical Engineering for their valuable help and support.

Internal Guide HOD Principal

Mr. Baljeet Singh Dr. Sudhir Sharma Dr. Sanjeev Naval

External Viva Name of the Examiner Signature with date

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 DAV INSTITUTE OF ENGINEERING &
TECHNOLOGY
DEPARTMENT OF ELECTRICAL ENGINEERING

CERTIFICATE
This is to certify that the Internship report submitted by Ms. Manmeet kaith,
1918757, a bonafide student of DAV Institute of Engineering and Technology in
partial fulfilment for the award of Bachelor of Engineering in Electrical
Engineering of the I K Gujral Punjab Technical university during the year 202223.
It is certified that all corrections/suggestions indicated for Internal Assessment have
been incorporated in the report and deposited in the departmental library. The
Internship report has been approved as it satisfies the academic requirements in
respect of Internship prescribed for the said degree.

Internal Guide HOD Principal

Mr. Baljeet Singh Dr. Sudhir Sharma Dr. Sanjeev Naval

External Viva Name of the Examiner Signature with date

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 DAV INSTITUTE OF ENGINEERING &
TECHNOLOGY
DEPARTMENT OF ELECTRICAL ENGINEERING

ABSTRACT
This report examines the current state of electric vehicles (EVs) and their potential
for widespread adoption. The study analyses the advantages and disadvantages of
EVs, including their environmental benefits. The reports analysis about the basic
hardware structure of EVs, their battery & battery management system. It also
includes the motors and safety equipment’s used in EVs.

The report inculcates the case study of Tata Tigor EV. This report concludes that
while EVs have significant potential to reduce greenhouse gas emissions and
improve air quality, their widespread adoption will require additional technological
advancements, increased public awareness, and continued government support.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 CONTENTS
Page no.
Certificate 4
Abstract 5
List of figures 8
Chapter 1. About company 9
1.1 Vision 9
1.2 Mission 9
1.3 Objectives of CIIT 10
1.4 Courses offered 11
Chapter 2. Conventional vehicles 12
2.1 Why was there any need to replace conventional 12
vehicles
Chapter 3. Introduction to electrical vehicles 18
3.1 History of electrical vehicles 18
3.2 Types of Electrical vehicles 20
Chapter 4. Types of Charging 25
4.1 Industrial connector 25
4.2 IEC 62196-2 25
4.2.1 Combined charging system 26
Chapter 5. Types of motors in EV 27
5.1 DC Series Motors 27
5.2 Brushless Series Motors 28
5.3 Permanent Magnet Synchronous Motor 28
5.4 Three Phase AC Induction Motor 28
5.5 Switched Reluctance Motor 29
Chapter 6. Types of Batteries in EV 30
6.1 Lithium-ion Battery 30

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 6.2 Hybrid Nikel-metal Battery 31
6.3 Lead Acid Battery 32
Chapter 7. Battery Management System in EV 34
7.1 Safety 34
7.2 Performance Optimization 35
7.3 Health Monitoring and Diagnostic 36
7.4 Communication 37
Chapter 8. CASE STUDY : TATA Tigor XE 38
8.1 Electrical Drive Train 38
8.2 Safety and Security Features 39

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 List of Figures
Fig.1 Global Warming 11

Fig.2 Climate Change 12

Fig.3 Acid rain 13

Fig.4 Smog 14

Fig.5 Respiratory Health Problems 15

Fig.6 Types of EV 18

Fig.7 Type 1 Charger 23

Fig.8 Type 2 Charger 23

Fig.9 CCS Charger 24

Fig.10 Modular BMS Architecture 34

Fig.11 BMS in EV 35

Fig.12 TATA Tigor XE 36

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 1. ABOUT INDUSTRY

1.1 Vision
“To excel in technical education having focus on innovative design,
entrepreneurship development, enhancing employability rate and developing
environment friendly society.”

1.2 Mission

• To educate and train students for practicing professionalism, ethical approach,

leadership, and entrepreneurship ability.

• To nurture conducive environment for learning.

• To develop proficient technocrats catering to the needs of industry, society and

environment.

• To enhance rapport with distinguished institutes, industries, and alumni for

excellence in education, research, and consultancy.

Tata Technologies Ltd., is committed for the Skill Development by supporting the
Academia to develop as Employable Education, under which; CIIIT Project has
been established in a joint initiative by TATA Technologies Led industry consortium
& Government of Jammu & Kashmir UT (Government Polytechnic College Jammu
and Baramulla).

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
The objective of this project is to establish “Centre for Invention, Innovation,
Incubation & Training (CIIIT)” to facilitate Innovations & skill development for
students, industry professionals who can be eventually absorbed as skilled resources
in the industry and creating entrepreneurships and unemployed youth who want to
upgrade their skills to latest technologies in an Industry environment that makes
Industry Ready Professionals.

1.3 Objectives of CIIIT

• Promote Invention, Innovation, and Incubation under the mentorship of industry

experts.

• Strengthen Government Polytechnic College (Bikram Chowk Jammu) Vision &

Mission of innovation entrepreneurship and skill development including all the
nearby colleges.

• Enable Industry- Academia partnerships.

• To leverage advanced competency centres and expertise of Industry subject matter

experts (SMEs) for training the students, industry professionals and unemployed
youth with industry relevant skills and competencies in industry environment.

• Enables competency development in modern engineering tools necessary for

product design, development and manufacturing and provide students to gain
insights of Industry 4.0 and other disruptive technologies.

It consists of Nine centres as given below:

1. Innovation Design and Incubation Centre

2. Product Verification Analysis Centre
3. Product Lifecycle Management Centre
4. Value Engineering and Benchmarking Centre
5. Autonomous Connected Electrified (ACE) Centre
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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 6. Mechatronics and IOT Centre
7. Digital Manufacturing Centre
8. Manufacturing Execution System Centre
9. Advanced Manufacturing Centre

1.4 COURSES OFFERED

• Design Engineering
• CAD Engineering
• CAD Operator
• Finite Element Analysis
• Finite Element Analysis - FEAST
• PLM Application Engineering
• Automobile & Value Engineering
• Auto Maintenance and Repair
• Electric Vehicle & Connected Autonomous Vehicle
• Electric Vehicle Repair
• Mechatronics and IOT Engineering
• Home Appliance Technician
• Digital Manufacturing & Industrial Robotics
• Robot Operator
• Manufacturing Execution System Engineering
• Manufacturing Execution System Operator
• Advanced Manufacturing
• Machine Tool Operator / CNC Operator

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
2. CONVENTIONAL VEHICLE
Conventional cars are equipped with an engine that runs on energy generated by
burning fossil fuel.

EVs replace the gas and engine with electricity and motors. However, constant use
of conventional vehicles leads to many hazardous threats to the environment like
air pollution, extinction of animal species, natural fuels etc.

Any particle that gets picked up into the air or is formed from chemical reactions
in the air can be an aerosol. Many aerosols enter the atmosphere when we burn
fossil fuels such as coal and petroleum and wood. These particles can come from
many sources, including car exhaust, factories and even wildfires. Some of the
particles and gases come directly from these sources, but others form through
chemical reactions in the air.

The vehicle exhaust contributes up to 30% in Air pollution in India.

2.1 Why was there any need to replace conventional vehicles?

This brings us to the ill-effects of using conventional vehicle: -

• Global warming
This is one of the most worrying effects for scientists and environmentalists. Global
warming is a direct consequence of the greenhouse effect which is produced by the
high emission of CO2 and methane into the atmosphere.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 Fig.2.1: Global Warming

Most of these emissions are produced by the industry, so this can be remedied by
social responsibility and action by companies and factories.

What is the average annual carbon dioxide (CO2) emissions of a typical

passenger vehicle?

A typical passenger vehicle emits about 4.6 metric tons of carbon dioxide per year.

This assumes the average gasoline vehicle on the road today has a fuel economy of
about 22.0 miles per gallon and drives around 11,500 miles per year. Every gallon
of gasoline burned creates about 8,887 grams of CO2.

In addition to carbon dioxide (CO2), automobiles produce methane (CH4) and

nitrous oxide (N2O) from the tailpipe and hydrofluorocarbon emissions from
leaking air conditioners. The emissions of these gases are small in comparison to
CO2; however, the impact of these emissions can be important because they have a
higher global warming potential (GWP) than CO2.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 • Climate change
Climate Change is another consequence of global warming. When the temperature
of the planet increases, there is a disturbance in the usual climatic cycles,
accelerating the changes of these cycles in an evident way. Due to climate change,
the mass of the poles is melting, and this is leading to flooding and the rising of sea
levels.

Fig.2.2: Climate change

What does conventional vehicle contribute to climate change?

Rob de Jong, head of the Sustainable Mobility Unit at the United Nations
Environment Programme (UNEP), says there is no way the world can meet its
zeroemission targets under the Paris Agreement on climate change unless efforts
are made to regulate the used car trade. It’s a point he plans to make at the upcoming
climate summit, known as COP26.

Globally, the transport sector is responsible for nearly a quarter of energy-related

greenhouse gas emissions. Vehicle emissions are also a significant source of fine
particulate matter and nitrogen oxides that are major causes of urban air pollution.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
Many exported used cars would not meet safety or emission standards in their
countries of origin, with some even stripped of key parts or safety features, such as
air filters. Ideally, these vehicles will be rapidly phased out as part of the global
transition to electric mobility but, in the meantime, experts say the trade needs to
be regulated, not least because the global fleet will double by 2050, with some 90
per cent of this growth taking place in low- and middle-income countries.

• Acid rain
The gases emitted by industries, power plants, boilers, heating and transport are
very toxic. Those gases include sulphur dioxide (SO) and nitrogen oxides (NOx)
issued into the atmosphere that come from fossil fuels burning. When those
substances accumulate in the atmosphere and react with water, they form dilute
solutions of nitric and sulphuric acid and when those concentrations become rain,
both the environment and surfaces suffer.

Fig.2.3: Acid rain

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
How does conventional vehicle contribute to acid rain?

The major sources of SO2 and NOX in the atmosphere are:

Burning of fossil fuels to generate electricity. Two thirds of SO2 and one fourth of
NOX in the atmosphere come from electric power generators, vehicles, and heavy
equipment.

Manufacturing, oil refineries and other industries.

• Smog effect
The smog effect or beret effect happens when there is a kind of dark fog
concentrated over the cities and fields. That fog is a load of pollutants and can be
of 2 types: sulphurous smog and photochemical smog, both dangerous and harmful
to health.

Fig.2.4: Smog

How does conventional vehicle cause smog?

Particulate matter — a mixture of solid particles and liquid droplets found in the
air that contribute to atmospheric haze and can damage your lungs and get into your
bloodstream.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 • Respiratory health problems
It is probably one of the most obvious and worrying effects for human beings.
Pollutants can cause respiratory illnesses and allergies ranging from coughs to
asthma, cancer, or emphysema.

Fig.2.5: Respiratory diseases

Does conventional vehicle contribute to it?

Carbon monoxide (CO) — cars emit carbon monoxide when fuel is burned.
Breathing air with a high concentration of CO affects critical organs like your heart
and brain. According to the Environmental Protection Agency, as much as 95
percent of all CO emissions in cities may come from motor vehicle exhaust.

Nitrogen dioxide (NO2) — when fuel burns, nitrogen and oxygen react with each
other and form nitrogen oxides (NOx). Nitrogen Dioxide (NO2) forms from
emissions from cars, trucks, buses, power plants and off-road equipment. Breathing
air with a high concentration of NO2 can affect the respiratory system.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 3. INTRODUCTION TO ELECTRIC
VEHICLE

An electric vehicle (EV) is a type of vehicle that uses electricity as its primary
source of power. EVs can be powered by batteries, fuel cells, or a combination of
both. They do not require gasoline or diesel fuel to operate, and they emit zero or
very little pollution. EVs include cars, trucks, buses, motorcycles, and even
bicycles. They are becoming increasingly popular as people seek more
environmentally friendly transportation options.

EVs first came into existence in the mid-19th century, when electricity was among
the preferred methods for propulsion, providing a level of comfort and ease of
operation that could not be achieved by of the time. were the dominant propulsion
method for and for about 100 years, but electric power remained commonplace in
other vehicle types, such as trains and smaller vehicles of all types.

In the 21st century, EVs have seen a resurgence due to technological developments,
and an increased focus on and the potential reduction of carbon footprint an
describes electric vehicles as one of the 100 best contemporary solutions for travel
and commuting.

3.1 History of electrical vehicle

• 1835 - American inventor Thomas Davenport builds a small electric car.

• 1837 - Robert Davidson of Scotland builds an electric locomotive.
• Late 1800s to early 1900s - Electric cars become popular in cities due to their
quiet, clean, and easy-to-operate nature.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 • 1960s to 1970s - Concerns about air pollution and dependence on foreign oil
led to renewed interest in electric vehicles. Limited production and testing
of electric cars by companies such as General Motors.

• 1990s - California introduces regulations requiring automakers to produce

zero-emission vehicles, leading to the development of electric cars such as
the GM EV1 and Toyota RAV4 EV.
• Early 2000s - The popularity of electric cars declines due to high costs,
limited range, and lack of infrastructure for charging.
• Recent years - Advances in battery technology and government incentives
lead to a resurgence in the popularity of electric cars. Major automakers such
as Tesla, Nissan, and Chevrolet now offer electric cars with longer ranges
and lower costs than previous models.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
3.2 TYPES OF ELECTRIC VEHICLE

Types of EV

1. Battery electrical vehicle

2. Hybrid electrical vehicle

3. Plug-in hybrid electrical vehicle

4. Fuel cell electrical vehicle

Fig.3.1: Types of EV

We will discuss all the types one by one.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 1. Battery electrical vehicle

A Battery Electric Vehicle (BEV), also called All-Electric Vehicle (AEV), runs
entirely on a battery and electric drive train. These types of electric cars do not have
an ICE. Electricity is stored in a large battery pack that is charged by plugging into
the electricity grid. The battery pack, in turn, provides power to one or more electric
motors to run the electric car.

Basic architecture of BEV

Components of BEV

● Electric motor

● Inverter

● Battery

● Control module

● Drive train

Working principle of BEV

● Power is converted from the DC battery to AC for the electric motor.

● The accelerator pedal sends a signal to the controller which adjusts the
vehicle's speed by changing the frequency of the AC power from the inverter
to the motor.

● The motor connects and turns the wheels through a cog.

● When the brakes are pressed or the electric car is decelerating, the motor
becomes an alternator and produces power, which is sent back to the battery.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
Examples of BEV

Nissan LEAF, Ford Focus Electric, Hyundai, Kia soul etc

2. Hybrid electrical vehicle

This type of hybrid cars is often called as standard hybrid or parallel hybrid. HE
has both an ICE and an electric motor. In this types of electric cars, internal
combustion engine gets energy from fuel (gasoline and others type of fuels), while
the motor gets electricity from batteries. The gasoline engine and electric motor
simultaneously rotate the transmission, which drives the wheels.

Components of HEV

● Engine

● Electric motor

● Battery pack with controller and inverter

● Fuel tank

● Control module

Working principles of HEV

● Has a fuel tank that supplies gas to the engine like a regular car.

● It also has a set of batteries that run an electric motor.

● Both the engine and electric motor can turn the transmission at the same
time.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
Examples of HEV

Honda Civic Hybrid, Toyota Prius Hybrid, Honda Civic Hybrid, Toyota Camry
Hybrid.

3. Plug- in hybrid vehicle

PHEV is a type of hybrid vehicle that both an ICE and a motor, often called as
series hybrid. This type of electric cars offers a choice of fuels. This type of electric
cars is powered by a conventional fuel (such as gasoline) or an alternative fuel (such
bio-diesel) and by a rechargeable battery pack.

The battery can be charged up with electricity by plugging into an electrical outlet
or (EVCS).

PHEV typically can run in at least two modes:

• All-electric Mode, in which the motor and battery provide all the car's energy

• Hybrid Mode, in which both electricity and gasoline are employed.

Some PHEVs can travel more than 70 miles on electricity alone.

Architecture and main component of PHEV

The architecture of a PHEV generally consists of the following main components:

• Battery Pack: PHEVs have a larger battery pack compared to regular hybrid
vehicles. This battery pack is rechargeable and provides the electric power

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 required to propel the vehicle. It is usually a high-voltage lithium-ion battery
pack that can store a significant amount of energy.
• Electric Motor: PHEVs are equipped with an electric motor that is powered
by the battery pack. The electric motor drives the wheels of the vehicle and
provides propulsion when operating in electric mode. The power output of
the electric motor varies depending on the specific model and manufacturer.

• Internal Combustion Engine: PHEVs also have an internal combustion

engine, typically a gasoline engine, which provides additional power and
acts as a generator. The engine can be used to charge the battery while driving
or to provide direct mechanical power to the wheels in certain driving
conditions, such as high-speed or high-load situations.
• Power Electronics: PHEVs use power electronics systems to manage the
flow of electricity between the battery, the electric motor, and the internal
combustion engine. These power electronics include inverters, converters,
and controllers that convert the DC power from the battery to AC power for
the electric motor, and vice versa.
• Onboard Charger: PHEVs have an onboard charger that allows the battery
to be charged by connecting the vehicle to an external power source, such as
a wall outlet or an electric vehicle charging station. The onboard charger
converts the AC power from the external source to DC power for charging
the battery.
• Control System: PHEVs utilize a sophisticated control system that manages
the operation of the electric motor, internal combustion engine, and other
components. The control system determines the optimal power distribution
between the electric motor and the internal combustion engine based on
factors such as battery charge level, driver input, and driving conditions.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
Overall, the architecture of a PHEV is designed to provide a balance between
electric propulsion for short-range driving and the extended range and flexibility
offered by the internal combustion engine. This combination allows PHEVs to
reduce fuel consumption and emissions compared to conventional vehicles, while
still providing the range and convenience of a traditional gasoline-powered vehicle.

4. TYPES OF CHARGING
4.1 Industrial connector (IEC60309)
Used for AC charging up to 303kW. It can be used to charge electrical vehicle
models such as Mahindra E EVERITO as shown in figure below.

Fig.4.1: Type 1 charger

4.2 (IEC 62196-2)

Used for AC charging up for regular (≤ 22 kW) charging of electrical
vehicles. It can be used to charge electrical vehicle models such as Mahindra

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 E EVERITO, Hyundai Kona, MG ZS EV, TATA Nexon EV as shown in
figure below.

Fig.4.2: Type 2 charger

4.2.1 CCS Combined charging system

Enhanced version of type 2 with additional power contact for DC fast
charging. ECS is compatible with AC and DC and CCS is standard for fast
charging in Europe since 2017. It can be used to charge electrical vehicle
models such as Hyundai Kona, MG ZS EV, TATA Nexon EV, TATA Tigor
EV, Ashok Leyland etc as shown in figure below.

Fig.4.3: CCS Charger

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
5. TYPES OF MOTORS IN EV
Electric vehicles are not something new to this world, but with the technological
advancement and increased concern on controlling pollution has given it a tag of
future mobility. The core element of the EV, apart from Electric Vehicle Batteries,
which replaces the Internal Combustion engines is an Electric motor. The rapid
development in the field of Power electronics and control techniques has created a
space for various types of electric motors to be used in Electric Vehicles. The
electric motors used for automotive applications should have characteristics like
high starting torque, high power density, good efficiency, etc.

Various types of Electric Motors used in Electric Vehicles: -

• DC Series Motor

• Brushless DC Motor

• Permanent Magnet Synchronous Motor (PMSM)

• Three Phase AC Induction Motors

• Switched Reluctance Motors (SRM)

5.1 . DC SERIES MOTOR

High starting torque capability of the DC Series motor makes it a suitable option
for traction application. It was the most widely used motor for traction application
in the early 1900s. The advantages of this motor are easy speed control and it can
also withstand a sudden increase in load. All these characteristics make it an ideal
traction motor. The main drawback of DC series motor is high maintenance due to
brushes and commutators. These motors are used in Indian railways. This motor
comes under the category of DC brushed motors.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
5.2 BRUSHLESS DC MOTOR

It is like DC motors with Permanent Magnets. It is called brushless because it does

not have the commutator and brush arrangement. The commutation is done
electronically in this motor because of this BLDC motors are maintenance free.
BLDC motors have traction characteristics like high starting torque, high efficiency
around 95-98%, etc. BLDC motors are suitable for high power density design
approach. The BLDC motors are the most preferred motors for the electric vehicle
application due to its traction characteristics. You can learn more about BLDC
motors by comparing it with normal brushed motor.

5.3 . PERMANENT MAGNET SYNCHRONOUS MOTOR

This motor is also like BLDC motor which has permanent magnets on the rotor.
Like BLDC motors these motors also have traction characteristics like high power
density and high efficiency. The difference is that PMSM has sinusoidal back EMF
whereas BLDC has trapezoidal back EMF. Permanent Magnet Synchronous motors
are available for higher power ratings. PMSM is the best choice for high
performance applications like cars, buses. Despite the high cost, PMSM is
providing stiff competition to induction motors due to increased efficiency than the
latter. PMSM is also costlier than BLDC motors. Most of the automotive
manufacturers use PMSM motors for their hybrid and electric vehicles.

For example, Toyota Prius, Chevrolet Bolt EV, Ford Focus Electric, zero
motorcycles S/SR, Nissan Leaf, Hinda Accord, BMW i3, etc use PMSM motor for
propulsion.

5.4 THREE PHASE AC INDUCTION MOTOR

The induction motors do not have a high starting toque like DC series motors under
fixed voltage and fixed frequency operation. But this characteristic can be altered
by using various control techniques like FOC or v/f methods. By using these control

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
methods, the maximum torque is made available at the starting of the motor which
is suitable for traction application. Squirrel cage induction motors have a long life
due to less maintenance. Induction motors can be designed up to an efficiency of
92-95%. The drawback of an induction motor is that it requires complex inverter
circuit and control of the motor is difficult.

In permanent magnet motors, the magnets contribute to the flux density B.

Therefore, adjusting the value of B in induction motors is easy when compared to
permanent magnet motors. It is because in Induction motors the value of B can be
adjusted by varying the voltage and frequency (V/f) based on torque requirements.
This helps in reducing the losses which in turn improves the efficiency.

Tesla Model S is the best example to prove the high-performance capability of

induction motors compared to its counterparts.

5.5 SWITCHED RELUCTANCE MOTOR

Switched Reluctance Motors is a category of variable reluctance motor with double

saliency. Switched Reluctance motors are simple in construction and robust. The
rotor of the SRM is a piece of laminated steel with no windings or permanent
magnets on it. This makes the inertia of the rotor less which helps in high
acceleration. The robust nature of SRM makes it suitable for the high-speed
application. SRM also offers high power density which are some required
characteristics of Electric Vehicles. Since the heat generated is mostly confined to
the stator, it is easier to cool the motor. The biggest drawback of the SRM is the
complexity in control and increase in the switching circuit. It also has some noise
issues. Once SRM enters the commercial market, it can replace the PMSM and
Induction motors in the future.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 6. TYPES OF BATTERIES IN EV
The electric car industry is growing almost every day, with new consumers, as well
as manufacturers, being a part of this market. In the last couple of years, almost
every industry has seen some kind of innovative technology revolutionize it.
Similarly, in the automobile industry, this change was brought about by battery-
powered cars.

Considering the pollution caused by conventionally powered cars, this industry did
not take long to adapt to the changes brought by electric motors. Over time, quite a
few types of batteries have been used for electric cars, Lithium-ion being the most
common one. Here mentioned are a few characteristic traits of each type of battery
used in an electric car.

• Lithium-ion batteries are the most used electric car batteries.

• Hybrid nickel-metal batteries are only used for hybrid cars yet.
• Lead-Acid batteries have a life span of only 3 years.

6.1 Lithium-ion Battery:

This is the most widely used electric car battery in the industry. You might already
be familiar with it because smaller versions of this are used in portable devices like
mobile phones and even laptops. However, the ones used in cars are much bigger
and have a higher capacity, often being referred to as traction battery packs.

Lithium-ion batteries have an immensely high power-to-weight ratio, making the

cars highly energy efficient. The battery performs quite better than others at high
temperatures as well. This is mainly used due to its energy per weight ratio, which
is an important consideration in electric car batteries.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
In other words, the smaller the weight of the battery, the further the car can drive
on a single charge. The battery also has a low self-discharge level, meaning it is
better able to maintain its charge when compared to the other alternatives. In
addition to that, most components of the Li-ion batteries can get recycled. This is a
bonus for electric cars since they are made with the main motive of saving the
environment. These are mainly used in PHEV and BEV cars.

PARAMETERS: -

• Mass energy Density: 100-180 Wh/kg

• Volume Energy density: 200-300 Wh/L
• Power Density: 1000-1500 W/kg
• Self-Discharge rate: 1-5% per month

6.2 Hybrid Nickel-Metal (NIMH) battery:

Another variant of electric cars is hybrid cars which contain both battery-powered
and fuel-powered engines. These are the cars that mainly use NIMH batteries, but
these batteries are also compatible with BEV cars. These kinds of batteries do not
require any outer power source to charge.

The charging of the battery mainly depends on the regenerative braking, speed, and
wheels of the car. When compared to Li-ion batteries, NIMH batteries have a better
life cycle and are safer in case of intolerant use.

However, these batteries have a higher self-discharge rate, are much more
expensive, and generate considerable amounts of heat in high temperatures, which
is quite common in a car. These few shortcomings make NIMH a lesser chosen
option for a car whose batteries need to be charged from an outer source. This is
also the main reason these batteries are used in hybrid cars.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
PARAMETERS: -

• Mass energy Density: 40-120 Wh/kg

• Volume Energy density: 140-400 Wh/L

• Power Density: 300-1000 W/kg

• Self-Discharge Rate: ~30% per month

6.3 Lead-Acid Battery:

Lead-acid is one of the oldest kinds of rechargeable batteries. When compared to

NIMH or lithium batteries, these are a lot heavier and lose capacity eventually.
However, the main reason automobile companies still use it is its cheap pricing. In
addition to that, since they have been used for the longest time, the technology
around the fitting and using the batteries more effectively has also evolved, which
makes for a better product. Nevertheless, SLA batteries are not yet found in
consumer electric vehicles, although there are a few projects under development.
The main use for this kind of battery is as a secondary storage system for
commercial vehicles. Another good thing about these kinds of batteries is that they
are recyclable.

PARAMETERS: -

• Mass energy Density:30-40 Wh/kg

• Volume Energy density:60-75 Wh/L

• Power Density:180 W/kg

• Self-Discharge rate:3-20% per month

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
These are some of the most used electric car batteries that you should have an idea
about. While it is not very necessary to know what kind of battery your fuelpowered
car has, since electric cars run on batteries, this decision becomes important.

The electric vehicle industry is still growing and has a long way to go. This only
makes room for the numerous innovations and experiments that are taking place in
this field. If you are planning to be a part of this industry, the information present
in this article can come in quite handy.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 7. BATTERY MANAGEMENT SYSTEM IN
EV
BMS is an electronic system that manages a rechargeable battery to ensure it
operates safely and efficiently. BMS is designed to monitor the parameters
associated with the battery pack and its individual cells, apply the collected data to
eliminate safety risks and optimise the battery performance.

What are the Primary Functions of the BMS for an EV battery?

• Safety

• Performance optimisation

• Health monitoring and diagnostics

• Communication

7.1 . Safety

Electric vehicles run on high voltage Lithium-ion battery packs. Lithium-ion

batteries have higher energy density (i.e., 100-265 Wh/kg) than other battery
chemistries. These batteries come with a risk of catching Vre under unusual
circumstances. It is imperative to operate the EV batteries in pre-deVned safe limits
to ensure the safety of the user as well as the vehicle.

The Battery Management System continuously monitors parameters such as

temperature, voltage and current in and out of the pack to ensure it is being operated
in safe conditions the entire time. BMS is responsible for thermal management of
the battery and monitors its temperature continuously. If required, BMS can adjust
cooling and trigger other safety mechanisms to cease operations and minimize the
risk. e.g., in Hyundai Kona Electric, if overheating of the battery pack is detected
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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
by the BMS, the vehicle’s power output is automatically limited and the car is put
in fail-safe mode.

Overcharging of lithium-ion cells can also lead to thermal runaway and potentially
an explosion. BMS continuously monitors the voltage of the pack as well as
individual battery cells and controls the supply of the current to avoid overcharging.
BMS can enforce the limits of maximum charge or discharge current according to
temperature.

Sensing electrical isolation – The BMS also checks that the vehicle chassis is
completely always isolated from the high voltage battery pack to prevent the user
from getting an electric shock.

7.2 Performance optimisation

BMS is responsible for optimising the performance of the battery pack.

Lithium-ion batteries perform best when their State of Charge (SoC) is maintained
between the minimum and maximum charge limits divided in the battery profile.
Overcharging as well as deep discharging degrades the capacity of the battery,
thereby shortening its life. At the time of charging, BMS determines how much
current can safely go in and communicates the same to the EVSE (Electric Vehicle
Supply Equipment or the Charger). During discharge of the battery, BMS would
communicate with the motor controller to avoid the cell voltages reaching too low.
The vehicles can show a corresponding alert to the user to charge the battery pack.
The BMS also controls the recharging of the battery pack by energy generated
through regenerative braking.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
Individual cells in the battery pack can develop differences in capacity with time,
which amplify with each charge/discharge cycle. This imbalance limits the amount
of energy that can be derived from the battery, and how much the battery pack can
be charged. Cell Balancing is needed to maintain the cells at equal voltage levels
and maximise the capacity utilization of the battery pack. Measurement of
individual cell voltages by BMS indicates their relative balance and acts as a pointer
to how much charge equalization is required. The BMS performs cell balancing by
draining excess energy from cells that are more charged than others, through active
or passive balancing techniques.

Fig.7.1: Modular BMS Architecture

7.3 Health monitoring and diagnostics

The BMS uses the collected data points (temperature, voltage, current etc.) to
estimate the State of Charge and State of Health (SoH) of the battery pack. The SoC
refers to available energy in the battery and determines how far the vehicle can go
before needing to recharge. The SoH measures the current condition of the battery

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
as compared to its original capacity and indicates the battery’s suitability for the
application. Both SoC and SoH are presented as percentages.

Fig.7.2: BMS in EV

BMS also checks for anomalies in the parameters and behaviour of the cells and
the battery pack. It stores the error codes and logs diagnostic information that helps
Vx any issues with the battery. The BMS can either take necessary corrective
actions or trigger failsafe mechanisms to preserve the health of the pack.

7.4 Communication

The BMS is responsible for communicating with other ECUs (Electronic Control
Units) in the vehicle. It relays the necessary data about the battery parameters to
the motor controller to ensure the smooth running of the vehicle. In case of AC
charging, BMS communicates with the onboard charger to monitor and control the
charging of the battery pack.

For DC charging, a communication link is established directly between the EVSE

and the BMS. BMS communicates the required output voltage and current levels
to the EVSE, and sends instructions to start and stop the charging process.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
8. CASE STUDY: TATA TIGOR XE
8.1 ELECTRICAL DRIVE TRAIN
• Electric motor type Permanent Synchronous motor
• Electric motor power (kW/PS) 55 kW (74.7PS)
• Electric motor torque (Nm) 170 Nm
• Drive modes Multi drive modes
• Battery pack 26 kWh Li-on battery
• Thermal management system Liquid Cooled
• Drive range 306 Km.
• Charging Standard CCS2
• Estimated charging time
(SOC 0% - 80% from any 15A 8hr 45min
plug point)
• Estimated fast charging time
(SOC 0% - 80% from any 25 kW 65 min
DC Charger)

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 Fig.8.1: TATA TIGOR XE

8.2 SAFETY AND SECURITY FEATURES

• Driver and co-driver airbags.

• ABS with EBD and corner stability control.

• Seat belt with pretensioners, load limiters and crash-locking tongue.

• Child-safety rear door locks.

• Reverse Park assists (with display). Only Sensor

• Camera-based reverse park assists (with dynamic guideways).

• Follow-me-home headlamps.

• Speed dependent auto door locks.

• Front fog lamps.

• Rear defogger.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 • Only sensor.

WHAT IS DYMOLA ?
Dymola (Dynamic Modeling Laboratory) is a user interface and Modelica language
compiler owned and developed by Dassault Systèmes. Dymola enables the user to
write, compile and simulate Modelica based models.

Dymola uses the Modelica modeling language to define models and provides the
user with open access to the language. This means that you are free to create your
own model libraries or extend from the existing Modelica libraries to accelerate
development times, reduce maintenance efforts and improve the level of reuse
across projects.

A portfolio of multi-domain libraries covering the mechanical, electrical, control,

thermal, pneumatic, hydraulic, powertrain, thermodynamics, vehicle dynamics,

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
airconditioning domains can be coupled together to form a single complete model
of the system. Dymola is used by companies operating in many industries including
automotive, aerospace, architecture, motorsport, energy, and high-tech.

Dymola supports the FMI Standard for the import and export of models. It supports
FMI 1.0 and 2.0 for both model exchange and co-simulation. In addition, Dymola
supports real-time simulation on a wide range of HiL platforms.Other highlights of
Dymola are:

● Handling of large, complex multi-engineering models.

● Faster modeling by graphical model composition.
● Faster simulation – symbolic pre-processing.
● Open for user defined model components.
● Open interface to other programs.
● 3D Animation.
● Real-time simulation.

Advantages of dymola

1. Model-based design: Dymola is a model-based design tool that allows users

to create complex models of physical systems and simulate their behavior in a
virtual environment.

2. Multidomain modeling: The software supports multidomain modeling,

which means it can simulate systems that involve multiple physical domains such
as mechanical, electrical, and hydraulic.

3. Integration with other tools: Dymola can be integrated with other tools
such as MATLAB/Simulink, Excel, and Python, which makes it a versatile tool for
engineers and researchers.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
4. Parameter optimization: Dymola includes built-in tools for parameter
optimization, which can help users find the optimal values for system parameters
and improve the accuracy of simulations.

5. Real-time simulation: Dymola supports real-time simulation, which means

it can simulate the behavior of systems in real-time, making it ideal for applications
such as control system design.

6. Code generation: Dymola can generate C code from models, which can be
used to implement the models in embedded systems or other software applications.

7. Customizable: The software is highly customizable, allowing users to create

their own libraries of components and models, and customize the user interface to
suit their needs.

Architecture of modelica and dymola

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 Fig.13 Architecture of Modelica and Dymola

Dymola working modes

A Dymola main window operates in one of the two modes:

● Modeling for finding, browsing and composing models and model

components.
● Simulation for making experiments on the model, plotting results, and
animating behavior.
Dymola starts in Modeling mode. The active mode is selected by clicking on the
tabs in the bottom right corner of the Dymola window.

The operations, tool buttons available and types of sub-windows appearing depend
on the mode and the user’s choice. Dymola starts with a useful default
configuration, but allows customizing.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
Dymola in modelling mode

Fig.14: Dymola in Modelling mode

Dymola in simulation mode

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 Fig.15: Dymola in Simulation mode

Various functions in dymola

Dymola is a commercial software tool used for modeling and simulation of
complex dynamic systems. It is primarily focused on modeling and simulation of
physical systems in various domains such as mechanical, electrical, thermal,
hydraulic, and control systems. Here are some of the key functions and capabilities
of Dymola:

1. Model Development: Dymola provides a graphical modeling environment

where users can create system models using a combination of graphical block
diagram representations and equation-based modeling. It supports a wide range of
modeling components and libraries to represent different physical phenomena and
system elements.

2. Multi-Domain Modeling: Dymola allows the integration of models from

different domains, enabling the simulation of complex multi-domain systems. It
supports the co-simulation of mechanical, electrical, thermal, and other system
components, allowing for a holistic representation of interconnected systems.

3. Equation-Based Modeling: Dymola employs acausal equation-based

modeling, which means that models are represented using mathematical equations
that describe the relationships between variables. This approach allows for more
flexibility and generality in modeling compared to traditional signal flow-based
modeling.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
4. Modelica Language Support: Dymola is based on the Modelica language,
an open standard for describing physical models. It provides extensive support for
the Modelica language, including syntax highlighting, code completion, and error
checking, making it easier for users to create and edit models.

5. Simulation and Analysis: Dymola offers powerful simulation capabilities

to analyze the behavior of dynamic systems. It provides various solvers and
simulation options to solve the underlying differential and algebraic equations.
Users can perform transient simulations, steady-state analyses, parameter sweeps,
optimization studies, and sensitivity analyses.

6. Parameter Estimation and Optimization: Dymola allows users to perform

parameter estimation and optimization tasks to calibrate model parameters based
on experimental data or to find optimal designs. It provides tools for defining
objective functions, setting constraints, and running optimization algorithms to find
the best parameter values.

7. Code Generation: Dymola can generate simulation code in various

programming languages, such as C or C++, which can be used for real-time
simulation or embedded systems. This feature enables the deployment of models
on different platforms, including hardware-in-the-loop (HIL) and rapid control
prototyping (RCP) systems.

8. Model Documentation and Reporting: Dymola provides features for

documenting models, including the ability to add comments, annotations, and

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
documentation blocks. It also allows for generating reports and exporting
simulation results in different formats, facilitating model sharing and collaboration.

Overall, Dymola is a comprehensive modeling and simulation tool that supports the
development, analysis, and deployment of complex dynamic systems across
multiple domains. Its capabilities make it suitable for various applications,
including automotive engineering, renewable energy systems, robotics, and many
others.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 WHAT IS MODELICA ?
Modelica is a modeling language developed and maintained by the Modelica
Association. The Modelica Association includes members from both industry and
academia. See modelica.org for more information.

Modelica is an acausal modeling language where physical components are

described by relationships rather than procedural code (the latter method is highly
prescriptive and is typical of a programming language).

When using Modelica, the user does not have to re-arrange model equations to suit
the system boundary conditions or the application of the system or model. This
makes the models extremely versatile and allows extensive model reuse for many
applications. It also enables user friendly model inversion.

Furthermore, the execution code is generated and optimized for us at compilation

through an automated process called Symbolic Manipulation allowing ever more
detail to be modeled with minimal increases in CPU time.

Key features of modelica

By using drag-and-drop composition at higher levels and ordinary differential
equations and algebraic equations at the lowest level, Dymola’s features enable you
to model and simulate any physical part.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 ● Modelica Language Support
Dymola fully supports the Modelica modeling language, which is an open standard
developed by the Modelica Association. Modelica is an open source,
componentorientated physical modeling language.

● FMI Import and Export

Import and export FMU’s that are compliant with FMI 1.0, FMI 2.0 and both model
exchange and co-simulation aspects of the standard. A Simulink Coder target is also
provided to compile Simulink models into FMU’s.

● Component-orientated
Modelica libraries contain objects that represent physical components such as
valves, resistors, gears. Models are created graphically by drag and drop to build a
schematic of the system.

● Modelica Libraries
An extensive range of Modelica application libraries are available covering many
different engineering domains and industries. These libraries cover domains such
as thermo-fluids, heat transfer, electrical and mechanics as well as applications like
vehicle dynamics, engines and buildings.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 ● Real-time Simulation
Dymola supports real-time simulation with many HiL (hard-in-the-loop) platforms
including dSpace, Concurrent, xPC, and many others that support Simulink or FMI.
Complete multibody vehicle dynamics models can be run in real-time.

● Symbolic Manipulation
Dymola uses symbolic manipulation to give it outstanding performance for solving
differential algebraic equations (DAE). These routines also handle algebraic loops
and reduced degrees-of-freedom caused by constraints.

Advantages of Modelica
Modelica is a powerful modeling language and platform for the development of
complex physical models. It offers several advantages that make it a popular choice
among engineers and researchers. Here are some key advantages of Modelica:

1. Object-Oriented Modeling: Modelica is based on an object-oriented

approach, allowing for the creation of modular and reusable model components.
Models can be built by combining and connecting objects representing physical
systems, subsystems, and components. This modularity promotes code reusability,
simplifies model maintenance, and encourages collaboration among different
users.

2. Interdisciplinary Modeling: Modelica supports modeling and simulation

across multiple domains, such as mechanical, electrical, thermal, hydraulic, and
control systems. This interdisciplinary capability enables the representation of
complex multi-domain systems, making it easier to capture the interactions and

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
dynamics between different physical phenomena. It encourages a holistic approach
to system modeling and simulation.

3. Equation-Based Modeling: Modelica is an equation-based modeling

language, which means that models are represented using mathematical equations
that describe the relationships between variables. This approach provides a high
level of flexibility and generality in modeling, allowing for the representation of
complex nonlinear systems and dynamic behaviors. It also enables the integration
of physical laws and constraints directly into the model equations.

4. Open Standard and Tool Compatibility: Modelica is an open standard,

meaning that it is not tied to any specific software or vendor. This openness
promotes interoperability and allows users to develop models using one
Modelicacompliant tool and use them in another. It also encourages the
development of a rich ecosystem of modeling libraries and tools, providing users
with a wide range of options for model development and analysis.

5. Extensive Model Libraries: Modelica has a large collection of domain-

specific libraries that provide pre-built components and models for various
application areas. These libraries contain a wealth of validated models, equations,
and data that can be easily integrated into user models. Using these libraries saves
time and effort in model development and enhances the reliability and accuracy of
the models.

6. Simulation Efficiency: Modelica supports efficient numerical algorithms

and solvers for solving the differential and algebraic equations that describe the

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
models. These solvers can exploit the structure and sparsity of the model equations,
leading to faster simulations and reduced computational requirements. Modelica
tools often provide advanced simulation options, such as parallel computing and
code generation, to further enhance simulation efficiency.

7. System-Level Design and Analysis: Modelica facilitates system-level

design and analysis by providing a high-level modeling language and simulation
environment. It allows engineers to capture the behavior of entire systems and
evaluate system performance under various conditions. This capability is
particularly valuable for studying complex interactions, optimizing system designs,
and making informed engineering decisions.

8. Educational and Research Use: Modelica is widely used in educational

institutions and research organizations for teaching and conducting research in the
field of modeling and simulation. Its intuitive syntax, powerful modeling
capabilities, and extensive library support make it an excellent choice for
introducing students to system modeling and simulation concepts and for
advancing research in various domains.

Overall, Modelica provides a robust and flexible platform for modeling and
simulation of complex physical systems. Its interdisciplinary nature, equationbased
approach, open standard, and extensive libraries contribute to its versatility and
wide adoption in academia and industry.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
 DC MOTOR
A DC motor can be modelled using various approaches, including

lumpedparameter models and detailed physical models. Here, I'll describe a

simplified lumped-parameter model commonly used to represent the dynamics of

a DC motor: The basic elements of the model are:

1. Armature Resistance (R): Represents the electrical resistance of the motor's

armature windings.

2. Armature Inductance (L): Represents the inductance of the motor's armature

windings.

3. Back EMF (E): Represents the voltage generated by the motor due to the
rotation of the armature in the magnetic field.

4. Torque Constant (Kt): Represents the motor's conversion factor between

electrical current and torque output.

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
5. Friction and Damping (B): Represents the mechanical friction and damping
effects present in the motor.

6. Inertia (J): Represents the rotational inertia of the motor.

Based on these elements, the simplified model equations for the DC motor can be
expressed as:

1. Electrical equations:

- Armature voltage: Va = Ia * R + L * dIa/dt + E

- Back EMF equation: E = Kt * ωm

2. Mechanical equations:

- Torque equation: T = Kt * Ia - B * ωm

- Inertia equation: J * dωm/dt = T

Where:

- Va is the armature voltage,

- Ia is the armature current,

- ωm is the angular velocity of the motor,

- T is the motor torque.

To simulate and analyze the DC motor, these equations can be solved using
numerical integration techniques, such as Euler's method or Runge-Kutta methods,
to obtain the motor's dynamic response to different inputs (e.g., voltage or load

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR
torque). The model parameters, such as R, L, Kt, B, and J, need to be determined
experimentally or obtained from the motor manufacturer's specifications.

It is worth noting that this simplified model neglects some non-idealities and
complexities of real-world DC motors, such as armature reaction, magnetic
saturation, and additional losses. For more accurate and detailed modelling, more
sophisticated models that consider these factors can be used, such as models based
on electromagnetic field equations or finite element analysis.

Creating DC Motor Model

Objectives

1. The task is to model a motor drive with an electric DC motor, gearbox, load,
and controller.
2. Will learn how a model is built up using components from the Modelica
Standard Library.

3. Learn how to document information, plot results, handle warnings and

perform scripting.

Fig. 16 DC motor model

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DEPARTMENT OF ELECTRICAL ENGINEERING, DAVIET,
JALANDHAR