technologies of electric and hybrid vehicles

Part two: In the second part of his look into EV and hybrid technology Peter of Tech-Club examines the functional specifics of electric vehicles

By Peter Coombes | Published:  16 January, 2018

In the first article in this series, published in the November issue, we looked at some of the issues relating to the batteries used in electric and hybrid vehicles. As brief summary: Modern lithium based batteries typically store four times more energy than a traditional lead-acid battery of the same weight.  

To be able to store the same amount of energy as a full tank of petrol or diesel fuel, lithium batteries would however typically have to be 100 times heavier than a tank of fuel. So the question is: how can an electric vehicle compete against a conventional vehicle if the battery pack has to be so heavy.


Benefits of electric vehicles
Now, let’s look at some of the benefits of electric vehicles: The electric motors are able to convert up to 90% or more of the supplied electrical energy into mechanical energy to propel the vehicle, whereas an internal combustion engine and transmission assembly might only convert as little as 20% of the energy that is stored in the petrol or diesel fuel. An internal combustion engine unfortunately converts a lot of energy into heat during combustion, and energy is also used up overcoming internal friction and heat. Additionally, the gearbox and many auxiliary devices driven by the engine also absorb energy due to friction. However, electric motors do not waste energy to produce combustion heat, and they have very few moving parts. Therefore energy or power losses due to heat and friction are relatively low; and there is usually no requirement for a multi-speed gearbox, so again, power or energy losses are also significantly reduced.  


Power and torque
Another advantage of the electric motor is the way that it delivers power and torque. An electric motor fitted to a vehicle will obviously need sufficient power (horsepower, PS or Kilowatts) to enable the vehicle to achieve the required speed; Assuming that the speed is similar to an equivalent size of vehicle powered by an internal combustion engine, then the electric motor would need to be able to produce similar power to the engine. However, the electric motor will then usually be able to produce much higher levels of torque than the equivalent internal combustion engine. For virtually all types of electric motors used in modern electric cars, the motor produces maximum torque (or very close to maximum) at zero RPM; and the torque remains high throughout much of the motor speed range, which can reach 10,000 RPM or much more for many motors. However, the torque of even the latest petrol or diesel engines generally doesn’t become useful until the engine speed reaches at around 1,200 or 1,500 RPM; and the torque will typically peak at around 3,000 to 3,500 RPM, the torque then progressively reduces as the engine speed rises to its maximum of approximately 6,000 or 7,000 RPM.   

As well as producing instant torque at zero RPM, an electric motor will usually produce greater torque than a petrol/diesel engine used in an equivalent size and type of vehicle. Therefore, unlike a petrol or diesel engine that needs low gears to mechanically multiply the engine torque (to enable the vehicle to accelerate from rest), the high torque electric motor can operate using a single gear.

Electric motor torque will eventually reduce at higher motor speeds, but the drop off in torque is often intentionally restricted. An electric motor is able to produce high levels of torque when high levels of current (high amperage) are allowed to pass from the battery to the motor; but the high currents create heat that can damage electronic control systems and wiring. Therefore, to prevent component overheating, the current can be limited by the control system, which will then provide an artificial limit to torque and power. However, one extreme example of where high current is delivered for just short periods is on the high performance Tesla Model S. The Tesla electronic control system allows the current to briefly rise to levels that are reputed to be as high as 1,800 amps; and this enables the electric motor to produce exceptionally high torque and provide the car with acceleration times of zero to 60 mph in less than three seconds.


Cooling
Even though the current can be limited by the electronic control systems, the reality is that the current flowing through the control systems can still cause heat when the electric motor is propelling the vehicle under higher loads (such as during acceleration or propelling the vehicle at high speeds). Therefore many electric vehicles make use of cooling systems to help reduce the heat, with air cooling systems being fitted to many vehicles. But liquid cooling systems are increasingly being used to cool the electronic control systems as well as for cooling the electric motors and batteries.  


Coming up
So far, we have identified that batteries can deliver more than sufficient current to enable the electric motors to then deliver good power and high levels of torque, which enables electric vehicles to accelerate at similar or better levels than a petrol or diesel fuelled vehicle. And in much the same way that fitting a small fuel tank to a vehicle won’t reduce the performance but it will reduce the range, a small lightweight battery pack will still allow an electric vehicle to achieve good performance, but the driving range will be limited.

With electric vehicles therefore, the big disadvantage is that the battery packs currently need to be heavy and relatively large to be able to provide long range driving without battery re-charging; and this is covered in the next article in the February issue.


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  • technologies of electric and hybrid vehicles  

    In the previous two issues, we looked at the way batteries store energy. We could in fact compare a battery to a conventional fuel tank because the battery and the tank both store energy; but one big difference between a fuel tank and a battery is the process of storing the energy. Petrol and diesel fuel are pumped into the tank in liquid/chemical form and then stored in the same form. Meanwhile, a battery is charged using electrical energy that then has to be converted (within the battery) into a chemical form so that the energy can be stored.

    One of the big problems for many potential owners of pure electric vehicles is the relatively slow process of
    re-charging the batteries compared to the short time that it takes to re-fill a petrol or diesel fuel tank. If the battery is getting low on energy, the driver then has to find somewhere to re-charge the batteries, and this leads to what is now being termed ‘range anxiety’ for drivers.

    Whilst some vehicle owners might only travel short distances and then have the facility to re-charge batteries at home, not all drivers have convenient driveways and charging facilities. Therefore, batteries will have to be re-charged at remote charging points such as at fuel stations or motorway services; and this is especially true on longer journeys. The obvious solution is a hybrid vehicle where a petrol or diesel engine drives a generator to charge the batteries and power the electric motor, and for most hybrids the engine can also directly propel the vehicle. However, much of the driving will then still rely on using the internal combustion engine that uses fossil fuels and produces unwanted emissions. The pure electric vehicle therefore remains one long term solution for significantly reducing the use of fossil fuels and unwanted emission, but this then requires achieving more acceptable battery re-charging times.

    Charging process and fast charging
    Compared with just a few years ago, charging times have reduced considerably, but there are still some situations where fully re-charging a completely discharged electric vehicle battery pack can in take as long as 20 hours.  It is still not uncommon for re-charging using home based chargers or some remote chargers to take up to 10 hours or more.

    Although there are a few problems that slow down charging times, one critical problem is the heat that is created during charging, which is a problem more associated with the lithium type batteries used in nearly all modern pure electric vehicles (as well as in laptops, mobile phones and some modern aircraft). If too much electricity (too much current) is fed into the batteries too quickly during charging, it can cause the battery cells to overheat and even start fires. Although cooling systems (often liquid cooling systems) are used to help prevent overheating, it is essential to carefully control the charging current (or charging rate) using sophisticated charging control systems that form part of the vehicle’s ‘power electronics systems.’

    Importantly, the overheating problem does in fact become more critical as battery gets closer to being fully charged, so it is in fact possible to provide a relatively high current-fast charge in the earlier stages of charging; but this fast charging must then be slowed down quite considerably when the battery charge reaches around 70% or 80% of full charge. You will therefore see charging times quoted by vehicle manufacturers that typically indicate the time to charge to 80% rather than the time to fully charge. In fact, with careful charging control, many modern battery packs can achieve an 80% charge within 30 minutes or less; but to charge the remaining 20% can then take another 30 minutes or even longer.   

    Battery modules
    Many EV battery packs are constructed using a number of individual batteries that are referred to as battery modules because they actually contain their own individual electronic control systems. Each battery module can then typically contain in the region of four to 12 individual cells.  One example is the first generation Nissan Leaf battery pack that contained 48 battery modules that each contained four cells, thus totalling 192 cells; although at the other extreme, the Tesla Model S used a different arrangement where more the 7,000 individual small cells (roughly the size of AA batteries) where used to form a complete battery pack.

    The charging control systems can use what is effectively a master controller to provide overall charging control. In many cases  the electronics contained in each battery module then provides additional localised control. The localised control systems can make use of temperature sensors that monitor the temperature of the cells contained in each battery module. This then allows the localised controller to restrict the charging rate to the individual cells to prevent overheating. Additionally, the localised controller can also regulate the charging so that the voltages of all the cells in a battery module are the same or balanced.

    One other problem that affect battery charging times is the fact that a battery supplies and has to be charged with direct current (DC) whereas most charging stations (such as home based chargers and many of the remote charging stations) provide an alternating current (AC). Therefore the vehicle’s power electronics system contains a AC to DC converter that handles all of the charging current. However, passing high currents through the AC to DC converter also creates a lot of heat, and therefore liquid cooling systems are again used to reduce temperatures of the power electronics. Even with efficient cooling systems, rapid charging using very high charging currents would require more costly AC to DC converters; therefore, the on-board AC to DC converter can in fact be the limiting factor in how quickly a battery pack can be re-charged. Some models of electric vehicle are actually offered with options of charging control systems: a standard charging control system which provides relatively slow charging or an alternative higher cost system that can handle higher currents and provide more rapid charging.

    Home & Away
    One factor to consider with home based chargers is that a low cost charger could connect directly to the household 13-amp circuit, which would provide relatively slow charging of maybe 10 hours for a battery pack. However, higher power chargers are also available that connect to the 30-amp household circuits (in the same way as some cookers and some other appliances); and assuming that the vehicle’s AC to DC converter will allow higher currents, then the charging time could be reduced to maybe 4 hours operate (but note that all the quoted times will vary with different chargers and different vehicles).

    Finally, there are high powered chargers (often referred to as super-chargers) that are usually located at motorway services or other locations. These super-chargers all provide much higher charging currents to provide fast-charging (as long as the vehicle electronics and battery pack accept the high currents); but in a lot of cases, these super-chargers contain their own AC to DC converter, which allows direct current to be supplied to the vehicle charging port. In effect, the vehicle’s on-board AC to DC charger is by-passed during charging thus eliminating the overheating problem and the high current DC is then fed directly to the battery via the charging control system.

    In reality, the potential for re-charging a battery pack to 80% of its full charge in 30 minutes or less usually relies on using one of the super-chargers, but battery technology and charging systems are improving constantly, so we
    will without doubt see improving charges times for
    newer vehicles.  

  • Ring’s new zoom LED inspection torche 

    Ring has created the Zoom range of four LED inspection torches specifically for mechanics. All torches in the range include a rechargeable Li-ion battery, so no need to buy and replace batteries. The Zoom110Micro, the smallest in the range, can emit up to 110 lumens of bright white light.  The largest torch, the Zoom750, emits up to 750 lumens making it perfect for illuminating the darkest of spaces. The Zoom150Duo also includes a setting with COB LED lamp on the side
    of the torch – creating a wider-angle light output than that of the
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    www.ringautomotive.com

  • Banner launch new EFB batteries  

    Banner Batteries is extending its Running Bull EFB product offering with the launch of three new UK aftermarket 12V part numbers. Available with immediate effect and providing comprehensive coverage of Ford vehicles with Stop/Start systems are two type number Running Bull EFBs with 65 and 75Ah rated capacities respectively. Also scheduled to be introduced is an additional Running Bull EFB battery rated at 80Ah that is suitable for a raft of models from Audi, VW and Skoda. In addition to high levels of vibration resistance and twice the cycle life of a conventional battery, EFBs features a double-lid design to safeguard against leaks.
    www.bannerbatterien.com

  • Hybrid and electric power threatened by underinvestment warns IMI 

    More UK motorists than ever are choosing electric and hybrid vehicles but the trend could be threatened if infrastructure investment does not keep pace, the IMI has warned.

  • Online fitment solutions 

    Yuasa's upgraded version of their online battery lookup system is live at fit.yuasa.co.uk. The fully updated, mobile optimised website has a photo number plate lookup feature and live technical support.


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