Electric Vehicle Training Final

ELECTRIC AND HYBRID
VEHICLE TECHNOLOGY
Published by The Automotive Recyclers Association
9113 Church Street
Manassas
VA 20110
©2020 Automotive Recyclers Association. All Rights Reserved
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This guide for automotive recyclers has been developed to aid in the proper handling,
storage and shipping of hybrid electric vehicles and their components, including high
voltage battery packs. A valuable overview of hybrid and electric vehicle technology along
with examples of various technologies and safe working practices are contained in this
manual. In addition, various hybrid/electric vehicle dismantling topics such as hybrid high
voltage battery disabling, battery removal and disassembly are included throughout this
guide.
The selections and examples are intended to be additional resources for the auto recycler
and NOT a replacement for Original Equipment Manufacturer (OEM) factory service
information, official OEM safety procedures and accredited technician training. Hybrid and
electric vehicles contain some of the most complex systems ever used in the automotive
field.
Hybrid and electric vehicles have components and wiring

containing hundreds of volts and hundreds of amps of current
in both DC and AC forms. For that reason, these vehicles can
be hazardous or even lethal for service and recycling
technicians who do not follow prescribed safety procedures.
Due to the importance of safety, the unabridged service

documents and official safety procedures found in factory OEM
service information always take precedence over aftermarket
service information such as contained in this guide. Therefore,
if you cannot locate the information you are looking for
regarding hybrid electric and electric vehicles or have any
doubts about a service or safety procedure, always consult the
official factory OEM information. OEM service information is
readily available on-line for reasonable subscription fees on a
variety of sites.
Another challenge experienced by auto recyclers is the need to keep up and comply with
various local, national, and international regulations concerning workplace safety,
environmental issues, and proper shipping procedures. For this reason, always consult
with the proper governmental organizations to ensure your recycling operation is up to
date regarding the unique concerns presented by hybrid and electric vehicles.
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Common EV Acronyms and other Acronyms used in this guide
Acronym Meaning Acronym Meaning
A Amps LED Light Emitting Diode
AC Alternating Current LEV Low Emissions Vehicle
AGM Absorbent Glass Material (12v battery design) Li-Ion Lithium-Ion
BAS Belt Alternator Starter mA Milliamp
BCM Body Control Module MCB Miniature Circuit breaker
BEV Battery Electric Vehicle MG Motor Generator
Co SHH Control of Substances Hazardous to Health MIL Malfunction Indicator Light
CPD Continual Professional Development mV Millivolt
CVT Continuously Variable Transmission NiMH Nickel metal Hydride
DC Direct Current OBD On Board Diagnostics

DLC Diagnostic Link Connector OEM Original Equipment Manufacturer
DMM Digital Multi Meter PAS Power Assisted Steering
DSG Direct Shift Gearbox PEV Pure Electric Vehicle
DTC Diagnostic Trouble Code PHEV Plug-In Hybrid Electric Vehicle
ECU Electronic Control Unit PPE Personal Protective Equipment
EPA Environmental Protection Agency PTC Positive Temperature Coefficient
E-REV Extended Range Electric Vehicle R Resistance (ohms)
EV Electric Vehicle RCD Residual Current Device
FCV Fuel Cell Vehicle RCBO Residual Current Breaker with

Overcurrent
FWD Front Wheel Drive RMS Root Mean Square
HAS Hydraulic Actuation System RPM Revolutions Per Minute
HEV Hybrid Electric Vehicle RWD Rear Wheel Drive

HSE Health and Safety Executive SOC State of Charge
IATA International Air Transport Association SOH State of Health
ICE Internal Combustion Engine UN United Nations
IDIS International Dismantling Information System ULEV Ultra-Low Emissions Vehicle
IMI Institute of the Motor Industry V Volts
IGBT Insulated Gate Bi-Polar transistor VIN Vehicle Identification number
IMA Integrated Motor Assist (Honda) ZEV Zero Emissions Vehicle
ISG Integrated Starter Generator 4x4 Four Wheel Drive

ISO International Standards Organization 4WD Four Wheel Drive
KERS Kinetic Energy Recovery System
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Contents
1 Introduction
1.1 Disclaimer
1.2 How to use this material
1.2.1 Introduction
1.3 Overview
1.3.1 Dismantling and recycling
2 Types of electric vehicle

Safe working, tools, and hazard management
2.1 General safety precautions
2.1.1 Introduction
2.1.2 High energy safety
2.1.3 IMI TechSafe™
2.1.4 General safety guidance
2.1.5 General risks and their reduction
2.2 High voltage safety precautions
2.2.1 Introduction
2.2.2 High energy cables and components
2.2.3 High voltages
2.2.4 Electric shock
2.2.5 Personal protective equipment
2.2.6 Additional risks
2.2.7 Protection devices
2.3 Safe work process
2.3.1 Work categories
2.3.2 Work processes
2.4 First aid for electric shock
2.4.1 Make safe
2.4.2 First aid
2.4.3 Summary
2.5 Tools and Equipment
2.5.1 Introduction
2.5.2 Hand tools
2.5.3 Test equipment
2.5.4 Workshop equipment
2.5.5 High voltage tools
2.5.6 On board diagnostics
2.6 Recovery and transportation
2.6.1 Introduction
2.6.2 Initial assessment
2.6.3 Fire
2.6.4 Thermal runaway
2.6.5 Manufacturers’ information
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2.6.6 Pro-assist app
2.6.7 Emergency start
2.6.8 Vehicle recovery
2.6.9 Vehicle transportation and storage
3 Electric vehicle technology

3.1 Electric vehicle layouts
3.1.1 Overview
3.1.2 Single motor
3.1.3 Wheel motors
3.2 Hybrid electric vehicle layouts
3.2.1 Introduction
3.2.2 Classifications
3.2.3 Operation
3.2.4 Configurations
3.2.5 48V Hybrid
3.2.6 Hybrid control systems
3.2.7 Efficiency
3.3 Cables and components
3.3.1 High voltage cables
3.3.2 Components
3.3.3 ECE-R100
3.4 Other systems
3.4.1 Heating and air conditioning
3.4.2 Thermal challenges
3.4.3 Liquid cooling
3.4.4 Heat pumps
3.4.5 Brakes
3.4.6 Power assisted steering
3.4.7 DC to DC converter
3.5 High voltage safety system
3.5.1 Introduction
3.5.2 Pilot line
3.5.3 Crash safety
3.5.4 Insulation resistance
3.6 Heavy vehicles
3.6.1 Overview
3.6.2 Example components
4 Batteries
4.1 Overview
4.1.1 Battery range
4.1.2 State of charge
4.1.3 State of health
4.2 Types of battery
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4.2.1 Lead-acid batteries (Pb-Pb02)
4.2.2 Alkaline (Ni-Cad, Ni-Fe and Ni-MH)
4.2.3 Sodium-nickel chloride (Na-Ni-Cl)
4.2.4 Sodium sulphur (Na-S)
4.2.5 Lithium-ion (Li-ion)
4.2.6 Fuel cells
4.2.7 Super-capacitors
4.2.8 Flywheels
4.3 Battery developments and other issues
4.3.1 Introduction
4.3.2 Other batteries on the vehicle
4.3.3 Battery life and recycling
4.3.4 Temperature
4.3.5 Fast charging
4.3.6 Solid-state batteries
4.3.7 Chemical hazards
4.3.8 Battery storage
4.3.9 Battery disposal
4.3.10 Battery transportation
5 Maintenance, repairs and replacement and dismantling

5.1 Information
5.1.1 Introduction
5.1.2 Technical information
5.1.3 Maintenance intervals
5.1.4 Dismantling
5.2 Before work
5.2.1 De-energizing
5.2.2 Repairs affecting other vehicle systems
5.2.3 Inspect high voltage components
5.3 During work
5.3.1 High voltage components
5.3.2 Insulation testing
5.3.3 Battery pack
5.3.4 Low voltage components
5.4 Interrupted work
5.4.1 Procedures
5.4.2 Safety
5.5 Dismantling
5.5.1 Introduction
5.5.2 Accident damage
5.6 After work
5.6.1 Introduction
5.6.2 Re-energizing
5.6.3 Results, records, and recommendations
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5.7 End note
5.7.1 Life cycle of a vehicle
5.7.2 Benefits of salvage and dismantling
5.7.3 And finally, …
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1. Introduction
1.1. Disclaimer
This information is a training package to make you aware of the technologies and issues
associated with high voltage vehicles. The information presented here is to the best of our
knowledge correct and appropriate for technicians who may need to work on high voltage vehicles.
However, the authors of the materials cannot be held responsible for actions of individuals or
changes in design and methods. The following guidance MUST therefore be always followed:
NEVER ATTEMPT TO SERVICE OR DISMANTLE A HYBRID OR ELECTRIC VEHICLE (HEV/
EV) WITHOUT THE PROPER TRAINING AND SAFETY EQUIPMENT
ALWAYS REFER TO MANUFACTURER’S INFORMATION BEFORE CARRYING OUT ANY
WORK
Working on high voltage vehicles is not dangerous if you are trained and follow the correct
procedures. EVs have a range of sophisticated systems designed to keep the passengers and
technicians safe, even in the event of a serious crash or during complex work.
1.2. How to use this material

1.2.1. Introduction
This resource is designed to help you learn about electric and hybrid vehicles in general, and the
issues associated with dismantling. We recommend that you study it in sections and only move
on to the next when you understand what you have covered so far.
It is an exciting change to our industry so you should find it interesting. However, even more
important is that learning about how to work with high voltage vehicles safely – could save your life!
Figure 1 Third generation Prius battery pack (Source: Toyota Media)
1.3. Overview
1.3.1. Dismantling and recycling
Hybrid and electric vehicles are now mainstream. This means that high voltage battery packs,
inverters, converters, special cooling systems, complex braking systems and electric motor
generators are now common technologies. This learning resource will help technicians in the
recycling trade, both those with limited experience in handling and disassembling hybrid vehicles,
and those who have yet to work on a hybrid, gain essential knowledge on safety, theory of
operation and practical procedures.
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In the USA, the figure is around 3% but this is growing rapidly, particularly in areas where there is
strong ‘green’ legislation. In the UK (United Kingdom) vehicles with high voltage components now
make up about 8% of the total (2020) and this is climbing as new legislation comes into force. This
means automotive recyclers will be seeing more and more hybrids in their yards over the next
several years.
From a standpoint of safety, automotive recyclers are accustomed to various hazards associated
with internal combustion engine (ICE) vehicles. Chemicals, flammable liquids, pressurized
hydraulic systems, and compressed coil springs are just a few of those hazards recyclers already
safely encounter on a daily basis.
Figure 2 EV motors under construction
All hybrid and electric vehicles use components and systems that contain high voltages, which can
injure or even kill an inexperienced and untrained technician. This guide will help dismantlers learn
how to stay safe when working on or around hybrid and electric vehicles and their associated
components. Hybrid and electric vehicles are not just another new challenge; they are a potential
source of new revenue for the recycling industry.
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1.3.2. Types of electric vehicle
Electric Vehicle (EV) usually refers to any vehicle that is powered, in part or in full, by a battery
that can be directly plugged into the mains. Strictly speaking it refers to a vehicle only powered by
a battery but take care as many tend to use EV as the ‘catch all’ phrase.
Pure-Electric Vehicles (PEVs) are electric vehicles powered only by a battery. Sometimes BEV is
used meaning battery electric vehicle. Currently most manufacturers, of standard performance
cars, offer pure-electric vehicles with a range in excess of 100 miles.
Figure 3 Tesla Model S charging – pure EV
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Plug-In Hybrid Electric Vehicles (PHEVs) have an internal combustion engine (ICE) but also a
battery range in excess of 15 miles. After the battery range is utilized, the vehicle reverts to the
benefits of full hybrid capability (utilizing both battery and ICE power) without compromising the
range.
Figure 4 Volkswagen Golf GTE – PHEV
Extended-Range Electric Vehicles (E-REVs) are similar to PEVs. However, range is extended by
an ICE driven generator providing many additional miles of mobility. With an E-REV, the propulsion
is always electric, unlike a PHEV where the propulsion can be electric or full hybrid.
Figure 5 BMW i3 – E-REV Option
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Hybrid Electric Vehicles (HEVs) where it is not possible to charge the battery externally, were the
first high voltage cars in common use.
Figure 6 Toyota Prius – HEV (Source: Toyota Media)
A phrase used in connection with pure EVs is ‘range anxiety.’ This refers to the fear about the
distance a pure EV can drive, and the worry that the battery charge may not be enough to reach
the destination.
An interesting point to note, however, is that the average individual journeys are as follows:
• UK is less than 10 miles, with the average total daily distance travelled about 25 miles
• Europe, more than 80% of drivers cover less than 63 miles in a typical day
• USA the average journey length is in the region of 40 miles.
All these distances can therefore be achieved using pure-electric cars and many journeys can be
made with plug-in hybrid or extended-range electric cars without using the internal combustion
engine.
Figure 7 London electric taxi on charge
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Table 1 Summary of EVs and HEVs and their alternative names
Electric Vehicle/Car (EV), Electrically Generic terms for a vehicle powered, in part or in full, by a battery that can be plugged into
Chargeable Vehicle/Car the mains
Pure-EV, Pure-Electric Car, Vehicle, All A vehicle powered only by a battery charged from mains electricity. Currently, typical pure-electric
Electric, Ba9ery Electric Vehicle (BEV), cars have a range of 100-200 miles
Fully Electric
Plug-In Hybrid Electric Vehicle (PHEV), A vehicle with a plug-in battery and an internal combustion engine (ICE). Typical PHEVs will have a
Plug-In Hybrid Vehicle (PHV) pure-electric range of 10 to 30 miles. After the pure-electric range is used up, the vehicle reverts to
the benefits of full hybrid capability
Extended-Range Electric Vehicle (E-REV), A vehicle powered by a battery with an ICE powered generator on board. E-REVs are like pure-EVs,
Range Extended Electric Vehicle (RE-EV) but range is extended by an on-board generator. With an E-REV the vehicle is still always electrically
driven and is known as a series hybrid
Hybrid Electric Vehicles (HEV), Full/ A hybrid vehicle is powered by a battery and/or an ICE. The power source is selected automatically
Normal/Parallel/Standard hybrid by the vehicle, depending on speed, engine load and battery charge. This battery cannot be plugged
in so charge is maintained by regenerative braking supplemented by ICE generated power
Mild Hybrid A mild hybrid vehicle cannot be plugged in or driven solely on battery power. However, it does
harvest power during regenerative braking and uses this during acceleration. Some mild hybrids now
use 48V technology
Micro Hybrid A micro hybrid normally employs a stop-start system and regenerative braking which charges the
12V battery
Stop-start Hybrid A stop-start system shuts off the engine when the vehicle is stationary. An enhanced starter motor is
used to support the increased number of engine starts
Alternatively, Fueled Vehicle (AFV) Any vehicle which is not solely powered by traditional fuels (i.e. petrol/gasoline or diesel) is referred
to as alternative fuel
Internal Combustion Engine (ICE) Petrol/gasoline or diesel engine, as well as those adapted to operate on alternative fuels
Electric quadricycles This is a four-wheeled vehicle that is categorized in a similar way to a moped or three-wheeled
motorcycle
Electric motorcycles Battery only, so full electric drive
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2. Safe working, tools, and hazard management
2.1. General safety precautions
2.1.1. Introduction
Safe working practices in relation to all automotive systems are essential, for your safety as well as
that of others. It does not matter if you are repairing, tuning, dismantling, restoring, painting,
servicing, I could go on! Unless you take precautions, and are trained to know what you are doing,
there are serious risks.
When working on high voltage systems, it is even more important to be trained and know what you
are doing. However, you only must follow three simple rules to be safe.
• Use your common sense – do not fool around
• Only work unsupervised on high voltage vehicles if you are fully trained
• If in doubt – ask for help.
The following section lists some particular risks when working with electricity or electrical systems,
together with example methods for reducing them. This is known as risk assessment.
2.1.2. High energy safety

Electric vehicles (pure or hybrid) use high voltage batteries so that energy can be delivered to a
drive motor or returned to a battery pack in a very short time. The Honda Insight system, for
example, used a 144V battery module to store re-generated energy. The Toyota Prius originally
used a 273.6V battery pack but this was changed in 2004 to a 201.6V pack. Voltages of 400V are
now common and some are up to 800V so clearly, there are electrical safety issues when working
with these vehicles.
Figure 8 High voltage (HV) battery pack under the floor (Source: Volkswagen Media)
EV batteries and motors have high electrical and/or magnetic potential that can severely injure or
kill. It is essential that you take note of all the warnings and recommended safety measures
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outlined by manufacturers and in this and other sources of information. Any person with a heart
pacemaker or any other electronic medical devices such as an insulin pump, should not work on
an EV motor since the magnetic effects could be dangerous.
An additional danger of the very high strength magnets used in EV motors is trapping (and possibly
losing!) fingers, for example, when stripping down or rebuilding the drive motor. The strong
magnets in the rotor can snap into place inside the stator without warning and at great force and
speed. Special clamps and pullers should be used to prevent this.
Most of the high voltage components are combined in separate units. These are located behind the
rear seats, under the bonnet/hood or under the luggage compartment floor (or the whole floor on
some cars). The battery unit is usually a metal box that is completely closed with bolts. A battery
module switch, if used, may be located under a small secure cover on the power unit. The electric
motor is located between the engine and the transmission or as part of the transmission on a
hybrid. On a pure-EV, it is the main driving component. A few vehicles use wheel motors.
Figure 9 Volvo hybrid car (Source: Volvo Media)
The electrical energy is conducted to or from the motor via thick orange wires. If these wires have
to be disconnected, you must SWITCH OFF or DE-ENERGIZE the high voltage system. This will
reduce the risk of electric shock or short circuit of the high voltage system. More about how to do
this later.
Figure 10 Hybrid engine (Source: Nissan Media)
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2.1.3. IMI TechSafe™
The IMI TechSafe™ professional registration scheme is designed to ensure complex automotive
technologies are repaired safely and that technicians work safely – particularly in the UK, but it is
just as effective internationally. To be added to the register, a technician must: successfully meet
specified standards, join the IMI Professional Register, and complete specified annual CPD to
ensure current competency is maintained.
Figure 11 IMI TechSafe process
There are several parts of the Electricity at Work Regulations 1989 1 (UK) that apply to working on
high voltage vehicles.2 However, the following are key:
Regulation 3(1)(a) states that: “it shall be the duty of every– (a)employer and self-employed
person to comply with the provisions of these Regulations as far as they relate to matters
which are within his[/her] control. 3(2)(b) reiterates the duty for employees.
Regulation 16 states that: “No person shall be engaged in any work activity where technical
knowledge or experience is necessary to prevent danger or, where appropriate, injury,
unless he possesses such knowledge or experience, or is under such degree of
supervision as may be appropriate having regard to the nature of the work.”
Regulation 29 states that: “In any proceedings for an offence consisting of a contravention
of regulations 4(4), 5, 8, 9, 10, 11, 12, 13, 14, 15, 16 or 25, it shall be a defense for any
person to prove that he took all reasonable steps and exercised all due diligence to avoid
the commission of that offence.”
For EVs this will fully meet the requirements that anyone working on high voltages must be
competent (Electricity at Work Regulations 1989). ADAS, and other areas will be covered in a
similar way. Technology safe, means technician safe means customer safe. 3
Figure 12 IMI TechSafe logo
2.1.4. General safety guidance

Working on high voltage vehicles is perfectly safe if you are trained and you follow instructions.
The processes are usually split into these four areas:
• Before maintenance
• During work
1 HSE Guidance: www.hse.gov.uk/pubns/books/hsr25.htm
2The definition of high voltage can be confusing, when comparing vehicles to national grid powerlines for example. For vehicle use, any figure in
excess of 30V AC and 60V DC is considered to be high voltage, www.hse.gov.uk/mvr/topics/electric-hybrid.htm
3 www.theimi.org.uk
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• Interruptions to work
• After work
More on these stages later.
Figure 13 High voltage battery connections (Source: Toyota Media)
I repeat, because it is important: Working on hybrid and electric vehicles is not dangerous IF the
previous guidelines and manufacturers’ procedures are followed. Before starting work, check the
latest information – DON’T take chances. Dying from an electrical shock is not funny.
Figure 14 High voltage cables are always orange
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Crash safety: Electric vehicles are tested to the same high standards as other vehicles currently
on our roads.
Figure 15 Crash test (Source: Marcel Langthim, Pixabay)
Pedestrian safety: The quietness of EVs is a benefit but can pose a threat to sight and hearing-
impaired people, particularly at low speeds.
2.1.5. General risks and their reduction

The following table lists some identified risks involved with working on ALL vehicles. The table is by
no means exhaustive but serves as a good guide.
Table 2 Risks and their reduction
Identified risk Reducing the risk
Electric shock 1 Voltages and the potential for electric shock when working on an EV mean a high-risk level – see later
sections for more details.
Electric shock 2 Ignition HT is the most likely place to suffer a shock when working on an ICE vehicle; up to 40 000 Volts is
quite normal. Use insulated tools if it is necessary to work on HT circuits with the engine running. Note
that high voltages are also present on circuits containing windings due to back emf as they are switched
off, a few hundred volts is common. Mains supplied power tools and their leads should be in good
condition and using an earth leakage trip is highly recommended. Only work on HEV and EVs if trained in
the high voltage systems.
Battery electrolyte In lead-acid batteries, the sulphuric acid is corrosive so always use good PPE. In this case, overalls and if
necessary, rubber gloves. A rubber apron is ideal, as are goggles if working with this type of battery on a
regular basis. Electrolytes used in high voltage lithium or nickel-based batteries can be toxic. Wear suitable
PPE for dismantling.
Raising or lifting vehicles Apply brakes and/or chock the wheels and when raising a vehicle on a jack or drive-on lift. Only jack
under substantial chassis and suspension structures. Use axle stands in case the jack fails
Running engines Do not wear loose clothing, good overalls are ideal. Keep the keys in your possession when working on an
engine to prevent others starting it. Take extra care if working near running drive belts
Exhaust gases Suitable extraction must be used if the engine is running indoors. Remember it is not just the CO that
might make you ill or even kill you; other exhaust components could cause asthma or even cancer
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Moving loads Only lift what is comfortable for you; ask for help if necessary and/or use lifting equipment. As a
general guide, do not lift on your own if it feels too heavy!
Short circuits Use a jump lead with an in-line fuse to prevent damage due to a short when testing. Disconnect the
battery (earth lead off first and back on last) if any danger of a short exists. A very high current can
flow from a vehicle battery, it will burn you as well as the vehicle
Fire Do not smoke when working on a vehicle. Fuel leaks must be attended to immediately. Remember the
triangle of fire – (Heat / Fuel / Oxygen) – do not let the three sides come together
Skin problems Use a good barrier-cream and/or latex gloves. Wash skin and clothes regularly
2.2. High voltage safety precautions

2.2.1. Introduction
There are a number of different specifications for low and high voltage, and this can become
confusing! For this reason, allow me to state the obvious:
The voltages (AC or DC) used on electric vehicles can kill, have killed, and will kill again.
2.2.2. High energy cables and components

Electric vehicles use high voltage batteries so that energy can be delivered to a drive motor or
returned to a battery pack efficiently in a very short time. It is important to be able to correctly
identify high energy cabling and associated components. This is done by:
• coloring
• warning symbols
• warning signs.
The following pictures shows some typical warning labels:
Figure 16 Danger sticker Figure 17 Warning labels
2.2.3. High voltages

The United Nations (UN) document: Addendum 99: Regulation No. 100 4 Revision 2, is called:
Uniform provisions concerning the approval of vehicles with regard to specific requirements for the
electric power train. It is a large document but the specific regulation of interest here is this one:
4 http://www.unece.org/fileadmin/DAM/trans/main/wp29/wp29regs/2013/R100r2e.pdf
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• 2.17. "High Voltage" means the classification of an electric component or circuit if
its working voltage is > 60 V and ≤ 1500 V DC or > 30 V and ≤ 1000 V AC root mean
square (rms).
Figure 18 United Nations (UN) logo
Low or high voltage is a relative term, the definition varies by context. Different definitions are used
in electric power transmission and distribution, and in the electronics industry. Electrical safety
codes define low voltage circuits that are exempt from the protection required at higher voltages.
Therefore, it becomes confusing! For this reason, allow me to state the obvious: The voltages
(AC or DC) used on electric vehicles can kill, have killed, and will kill again.
To reiterate, for the purpose of the work we do on vehicles (DC):
• Low voltage means the 12 or 24V (or even 48V) systems
• High voltage is 60V or more and refers to the drive battery, motor, and other
associated components.
Figure 19 Caution!
2.2.4. Electric shock

The three basic factors that determine what kind of shock you experience when current passes
through the body are:
• size of the current
• duration
• frequency.
Direct currents (DC) have zero frequency, as the current is constant. DC causes a single
continuous contraction of the muscles compared with AC current, which will make a series of
contractions depending on the frequency. In terms of fatalities, both kill but more milliamps are
required of DC than AC current at the same voltage. Either AC or DC currents can cause fibrillation
of the heart at high enough levels. This typically takes place at 30 mA of AC (rms, 50–60 Hz) or
300–500 mA of DC.
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Figure 20 Characteristic curves of body current flow 5
The graph shown above is divided into four regions based on the effects on the human body:
I. No effect
II. A little pain but no dangerous effects
III. Muscular contraction and respiratory compromise, which are reversible
IV. Critical effects such as ventricular fibrillation
Facts about electric shock

• It is the magnitude (size/amount) of current and the duration that produces effect. That
means a low-value current for a long duration can be fatal. The approximate current/time
limit for a victim to survive at 500 mA is 0.2 seconds and at 50 mA is 2 seconds.
• The voltage of the electric supply is only important because it determines the current.
Current = Voltage / Resistance, so body resistance is also an important factor. Sweaty or
wet persons have a lower body resistance and could be fatally electrocuted at lower
voltages, because more current will flow.
• Let-go current is the highest current at which the subject can release a conductor. Above
this limit, involuntary clasping of the conductor occurs: it is 22mA in AC and 88mA in DC.
• Severity of electric shock depends on body resistance, voltage, path of the current, area of
contact and duration of contact.
• Heating due to resistance can cause extensive and deep burns because damaging
temperatures are reached in a few seconds.
5 Hirose, K.; Tanaka, T.; Babasaki, T.; Person, S.; Foucault, O.; Sonnenberg, B.J. Grounding concept considerations and recommendations for 400VDC
distribution system. In Proceedings of the IEEE 33rd International Telecommunications Energy Conference (INTELEC), Amsterdam, The Netherlands,
October 9-13, 2011; pp. 1–8.
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Figure 21 Calculating electrical values
An arc flash is the light and heat produced from an electric arc supplied with sufficient electrical
energy to cause substantial damage, harm, fire or injury. Note that welding arcs can turn steel into
a liquid with an average of only 24V DC. When an uncontrolled arc forms at very high voltages, arc
flashes can produce deafening noises, supersonic concussive-forces, super-heated shrapnel,
temperatures far greater than the Sun’s surface, and intense, high-energy radiation capable of
vaporizing nearby materials.
Figure 22 Motor with high strength magnetic rotor (Source: Toyota Media)
In addition to the potential for electric shock, careless work on electrical systems (at any voltage)
can result in:
• Heat/fire
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• Explosion
• Chemical release
• Gases/fumes.
2.2.5. Personal protective equipment

In addition to the normal automotive related personal protective equipment (PPE), the following are
also recommended for work on high voltage systems:
• overalls with non-conductive fasteners
• electrical protection gloves
• protective footwear
• eye protection (when necessary)
Electrical safety gloves are categorized by the level of voltage protection they provide. The voltage
breakdown is as follows for gloves appropriate to EV work:
• Class 00 is rated at a maximum use voltage of 500V AC/750V DC and proof tested to
2,500V AC/10,000V DC
• Class 0 is rated at a maximum use voltage of 1,000V AC/1,500V DC and proof tested to
5,000V AC/20,000V DC
• Class 1 is rated at a maximum use voltage of 7,500 volts AC/11.250V DC and proof tested
to 10,000V AC/40,000V DC
Class 0 is recommended because EV voltages are tending to increase.
Figure 23 Class 00 electrical gloves
Gloves should be inspected for tears, holes, cuts and other defects before each use. Also, check
for any swelling, which can be caused by contamination with petroleum products. An air test should
be performed along with inspections for insulating gloves. The glove is filled with air and then
checked for leakage. If the gloves show any signs of defects, they should be taken out of service.
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Figure 24 Electrical glove inflation test
2.2.6. Additional risks

EVs introduce hazards into the workplace in addition to those normally associated with the
dismantling, repair and maintenance of vehicles, roadside recovery and other vehicle related
activities. These include:
• the presence of high voltage components and cabling capable of delivering a fatal electric
shock
• the storage of electrical energy with the potential to cause explosion or fire
• components that may retain a dangerous voltage even when a vehicle is switched off
• electric motors or the vehicle itself that may move unexpectedly due to magnetic forces
within the motors
• manual handling risks associated with battery replacement
• the potential for the release of explosive gases and harmful liquids if batteries are damaged
or incorrectly modified
• the possibility of people being unaware of vehicles moving as when electrically driven they
are silent in operation
• the potential for the electrical systems on the vehicle to affect medical devices such as
pacemakers and insulin controllers.
Figure 25 EV motors are very heavy and use high strength magnets (Source Volkswagen Media)
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Control of substances hazardous to health (CoSHH) or similar local regulations, with regard to
hazardous battery chemicals and compounds, exist to assist with how to deal with leakage from
battery packs.
Figure 26 Chevrolet Bolt battery locations (Source: Chevrolet Media)
Batteries are in protective cases and even if the case is damaged, they will not leak a significant
amount of electrolyte. Nickle-metal-hydride (NiMH) and lithium-ion (Li-ion) are dry cell batteries
and will only produce a few drops per cell if crushed. Some models may leak battery coolant, and
this should not be confused with electrolyte.
2.2.7. Protection devices

The first line protection against high voltages are direct methods such as:
• enclosure (keeping things covered)
• insulation (always orange colored)
• location (positions to prevent accidental tampering).
The four main indirect methods to protect against high voltages and excess current flow are:
• Fuses
• MCBs
• RCDs
• RCBOs
These four methods will now be outlined in more detail.

A fuse is a deliberate weak link in an electrical circuit acts as a sacrificial device to provide
overcurrent protection. It is a metal wire or strip that melts when too much current flows through it
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and therefore, breaks the circuit. Short circuits, overloading, mismatched loads, or device failure
are the main reasons for excessive current.
Figure 27 Miniature blade fuse
An MCB (miniature circuit breaker) does the same job as a fuse in that it automatically switches off
the electrical circuit during an overload condition. MCBs are more sensitive to overcurrent than
fuses. They are quick and easy to reset by simply switching them back on. Most MCBs work by
either the thermal or electromagnetic effect of overcurrent. The thermal operation is achieved with
a bimetallic strip. The deflection of the bimetallic strip as it is heated by excess current releases a
mechanical latch and opens the circuit. The electromagnetic type uses magnetism to operate the
contacts. During short circuit condition, the sudden increase in current, causes a plunger to move
and open the contacts.
An RCD (residual current device) is designed to prevent fatal electric shock if a live connection is
touched. RCDs offer a level of personal protection that ordinary fuses and circuit-breakers cannot
provide. If it detects electricity flowing down an unintended path, such as through a person who
has touched a live part, the device will switch the circuit off very quickly, significantly reducing the
risk of death or serious injury.
Figure 28 RCD circuit breaker
An RCBO (residual current breaker with overcurrent) is a type of circuit breaker designed to protect
life in the same way as the RCD (Residual Current Device), but it also protects against an overload
on a circuit. An RCBO will normally have two circuits for detecting an imbalance and an overload
but use the same interrupt method.
2.3. Safe work process

2.3.1. Work categories
Four categories of work have been identified. These are:
1. Valeting, sales, and other lower risk activities
2. Incident response including emergency services and vehicle recovery
3. Maintenance and repair excluding high voltage electrical systems
4. Working on high voltage electrical systems.
Professional dismantlers could be involved in all four of these categories.
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Based on information from HSE6, these categories are outlined below with the suggested primary
controls.
1. Valeting, sales, and other lower risk activities
Remote operation keys that only need to be close to the vehicle for the vehicle to be powered up
should be kept away from vehicles. This is to prevent the vehicle from accidentally moving. People
who move these vehicles around the workplace should be aware that others may not hear it
approaching them. Similarly, people who work around EVs should be aware that they may move
without warning. Pressure washing has the potential to damage high voltage electrical components
and cables. High voltage cables are usually colored orange. Refer to guidance from manufacturers
before valeting in any under body areas including the engine bay.
Figure 29 Valeting
2. Incident response including emergency services and vehicle recovery

Vehicles should be visually checked for signs of damage to high voltage electrical components or
cabling (usually colored orange). Consider whether the integrity of the battery is likely to have
been compromised. Shorting or loss of coolant may present ignition sources in the event of fuel
spillage. If the vehicle is damaged or faulty, and if safe to do so, isolate the high voltage battery
system using the isolation device on the vehicle. Refer to manufacturer’s instructions for guidance.
During any recovery onto a recovery vehicle, the remote operation key should be removed to a
suitable distance and the standard 12/24V battery disconnected to prevent the vehicle from being
activated/started. Have access to reliable sources of information for specific vehicle types. For
example, mobile data terminals used by fire and rescue services or by reference to manufacturer’s
data. Avoid towing EV vehicles unless it can be determined that it is safe to do so. Dangerous
voltages can be generated by movement of the drive wheels.
Figure 30 Interesting recovery job!
6 h8p://www.hse.gov.uk
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3. Maintenance and repair excluding high voltage electrical systems
Refer to vehicle specific sources of information from the manufacturer and trade bodies to identify
precautions necessary to prevent danger. Remote operation keys should be kept away from the
vehicle to prevent any accidental operation of electrical systems and accidental movement of the
vehicle. Keys should be locked away with access controlled by the person working on the vehicle.
If the key is required during the work the person working on the vehicle should check that the
vehicle is in a safe condition before the key is retrieved. Visually check the vehicle for signs of
damage to high voltage cabling (usually colored orange) or electrical components before starting
any work on the vehicle. Unless a specific task requires the vehicle to be energized always isolate
or disconnect the high voltage battery in accordance with manufacturer’s instructions. Determine
the locations of high voltage cables before carrying out tasks such as panel replacement, cutting or
welding. Take appropriate precautions to prevent them from being damaged.
Figure 31 Insulated tools
4. Working on high voltage electrical systems

Refer to vehicle specific sources of information from the manufacturer (and trade bodies) to identify
precautions you need to implement which are necessary to prevent danger. Remote operation
keys should always be kept away from the vehicle to prevent any accidental operation of electrical
systems and accidental movement of the vehicle. Keys should be locked away with access
controlled by the person working on the vehicle. If the key is required during the work the person
working on the vehicle should check that the vehicle is in a safe condition before the key is
retrieved. Visually check the vehicle for signs of damage to high voltage electrical components or
cabling (usually colored orange). High voltage systems should be isolated (that is the power
disconnected and secured such that it cannot be inadvertently switched back on) and proven dead
by testing before any work is undertaken. Always isolate and lock off the source of electricity and in
accordance with manufacturer’s instructions. You must always test and prove that any high voltage
cable or electrical component is dead prior to carrying out any work on it.
Even when isolated, vehicle batteries and other components may still contain large amounts of
energy and retain a high voltage. Only suitable tools and test equipment should be used. These
may include electrically insulated tools and test equipment rated to a minimum of 1000v.
Some electronic components may store dangerous amounts of electricity even when the vehicle is
off and the battery isolated. Refer to manufacturers data on how to discharge stored energy.
There may be circumstances (e.g. after collision damage) where it has not been possible to fully
isolate the high voltage electrical systems and to discharge the stored energy in the system. Refer
to the manufacturer’s instructions about what control measures should be implemented before
attempting to carry out further remedial work.
Battery packs are susceptible to high temperatures. The vehicle will typically be labelled advising
of its maximum temperature and this should be considered when carrying out operations such as
painting where booth temperatures may exceed this limit. Measures should be implemented to
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alleviate any potential risks e.g. by removing the batteries or by providing insulation to limit any
temperature increase in the batteries.
Working on live electrical equipment should only be considered when there is no other way for
work to be undertaken. Even then it should only be considered if it is both reasonable and safe to
do so. You should consider the risks for working on this live equipment and implement suitable
precautions including, as a final measure, the use of personal protective equipment (PPE). Refer to
manufacturer’s instructions for precautions when working live, including their PPE requirements.
It may be necessary to locate the vehicle within an area that can be secured such that people who
could be put at risk are not able to approach the vehicle. Warning signs should be used to make
people aware of the dangers.
Figure 32 Battery pack on a Lexus
2.3.2. Work processes

Note: The information here is generic – always refer to and follow manufacturers’
information.
There are four stages or processes to consider for working safely on an EV:
1. Before
2. During
3. Interrupted
4. After.
1. Before work starts

Electrical work should not start until protective measures have been taken against electric shock,
short-circuits and arcs. Work should not be performed on live parts of electrical systems and
equipment. For this purpose, these systems and equipment must be placed in the non-live state
prior to, and for the duration of the work. This is achieved by following these three steps (but
always check manufacturer’s data):
1. Isolate
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• Switch off the ignition
• Remove service plug/maintenance connector or switch off main battery switch
• Remove fuses/low voltage battery where appropriate

2. Safeguard against reconnection
• Remove the ignition key and prevent unauthorized access to it
• Store the service plug/maintenance connector against unauthorized access/safeguard the

main battery switch against reconnection, for example by means of a lock of some sort
• Observe any additional manufacturer or company instructions.

3. Verify the non-live state
• The provisions of the vehicle manufacturer must be observed for verification of the non-live
state
• Suitable voltage testers or test apparatus specific to the manufacturer must be used
• Until the non-live state has been verified, the system is to be assumed to be live
• Wait an additional 10 minutes before performing any maintenance procedures on the

system to allow any storage capacitors to be discharged
• Make sure that the junction board terminal voltage is nearly 0V.
Figure 33 Work area fenced off and a warning sign in place
2. During work
During work it is important to prevent shorts to earth and short circuits between components –
even though they are disconnected. Remember a battery that has been disconnected is still live! If
necessary, you should shroud or cover adjacent live parts. Always use suitable PPE and when
appropriate, use insulated tools when performing service procedures to the high voltage system.
This precaution will prevent accidental short-circuits.
3. Interruption to work
When maintenance procedures have to be interrupted while some high voltage components are
uncovered or disassembled, make sure that the vehicle remains de-energized and isolated.
Ignition remains turned off and the key is removed. The battery module switch or service connector
stays off. No untrained persons should have access to that area to prevent any unintended
touching of the components.
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4. Completion of work
Once the work has been completed, the safety process can be lifted. All tools, materials and other
equipment must first be removed from the site of the work and the hazard area. Guards removed
before the start of work must be properly replaced and warning signs removed. Before switching
on the battery module switch or following the re-energization process, after repairs have been
completed, make sure that all terminals have been tightened to the specified torque and no high
voltage wires or terminals have been damaged. The insulation resistance between each high
voltage terminal of the part you disassembled, and the vehicle’s body should also have been
checked.
Figure 34 PHEV showing the maintenance connector (green component on the bulkhead)
2.4. First aid for electric shock

2.4.1. Make safe
In the unlikely event that a person receives an electric shock, there are four life-saving steps you
should take immediately:
1. Assess the situation, do not touch the casualty if they are still in contact with the electrical
source
2. Break the contact between the electrical source and the casualty but do not touch the
casualty:
a. Turn off the electricity, or
b. Move the casualty away, using recommended safety hook, a plastic or wooden
broom handle or similar
c. Alternatively, loop some rope around the casualty and pull them away
3. Once you are sure the contact has been broken between the casualty and the electrical
source, perform a primary survey and treat any injuries (if trained)
4. Call 911, 999 or 112 for emergency help.
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Figure 35 Do not touch a person who may still be connected to an electrical source
If another person is present, then they should be calling the emergency service while you carry out
the above steps.
2.4.2. First aid

If you are not trained in basic first aid, you should seriously consider attending a course 7. The initial
process you would learn in detail is as follows (the initial process is the same for electric shock or
any other injury):
1. Danger. Before approaching the casualty, always make sure the area is safe (see previous
section).
2. Response. Check if the casualty is responsive. Introduce yourself and ask them questions
to see if you can get a response. Kneel next to their chest and gently shake their shoulders,
asking, ‘What has happened?,’ ‘Open your eyes!.’ If the casualty opens their eyes, or gives
another gesture, they are responsive. If they do not respond to you in any way, they are
unresponsive and should be treated as quickly as possible.
3. Airway. Check that the airway is open and clear. Open the airway by placing one hand on
the forehead to tilt the head back and the other hand to lift the chin. If they are
unresponsive, move on to breathing as quickly as possible.
Figure 36 Checking breathing
4. Breathing. Check if the casualty is breathing normally. Place your ear above their mouth,
looking down their body. Listen for sounds of breathing and see if you can feel their breath
on your cheek. Watch to see if their chest moves. Do this for 10 seconds. If they are
unresponsive and not breathing, you need to start CPR (Cardiopulmonary Resuscitation)
straight away. Ask a helper to find and bring a defibrillator. If they are responsive and
breathing move on to circulation.
7Material in this section is adapted from information on this website. Courses (highly recommended) and detailed information sources such as
posters are available from St. John Ambulance: https://www.sja.org.uk/.
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Figure 37 CPR (cardio-pulmonary resuscitation)
5. Circulation. Once you have established that they are breathing, look and check for any
signs of severe bleeding. If they are bleeding severely you will need to control and treat the
bleeding by applying direct pressure to the wound. If they are unresponsive and breathing
but with no bleeding, put them in the recovery position.
Figure 38 Recovery position
Figure 39 Safety Rescue Hook 1kV
The safety hook show above is black HD polyethylene, with high temperature stabilizer additive,
and 2% U.V. stabilizer for high U.V. protection. Excellent chemical resistance. Its anticipated life is
10 years. After which the hook should be renewed. The year of manufacture is embossed on the
hook.
It is suitable for outdoor storage, (e.g. outdoor substation) on account of U.V. stabilization additive.
However, the Safety Rescue Hook must not be stored permanently in direct sunlight. It is used for
retrieval of victims of electric shock and should be placed in a prominent and easily accessible
position near to the ‘live’ work area.
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2.4.3. Summary
If somebody has received an electric shock, there are two distinct actions you should take. The
details of these steps were outlined previously but in simple terms:
1. Make the casualty safe by switching off or safely removing them from the electrical source
2. Administer first aid and/or call the emergency services.
Figure 40 Defibrillator - sometimes called an AED (Automated external defibrillator)
2.5. Tools and Equipment
Figure 41 Toolkit (Source: Jack Sealey)
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2.5.1. Introduction
By way of an introduction, the following table lists some of the basic words and descriptions
relating to tools and equipment.
Table 3 Tools and equipment
Hand tools Spanners/wrenches and hammers and screwdrivers and all the other basic bits
Special tools A collective term for items not held as part of a normal tool kit. Or items
required for just one specific job
Test equipment In general, this means measuring equipment. Most tests involve measuring
something and comparing the result of that measurement to data. The devices
can range from a simple ruler to an engine analyzer
Dedicated test Some equipment will only test one specific type of system. The large
equipment manufacturers supply equipment dedicated to their vehicles. For example, a
diagnostic device which plugs in to a certain type of fuel injection ECU
Accuracy Careful and exact, free from mistakes or errors and adhering closely to a
standard
Calibration Checking the accuracy of a measuring instrument
Serial port A connection to an electronic control unit, a diagnostic tester or computer for
example. Serial means the information is passed in a ‘digital’ string like pushing
black and white balls through a pipe in a certain order
Code reader or This device reads the ‘black and white balls’ mentioned above or the on-off
scanner electrical signals, and converts them into a language we can understand
Combined diagnostic Usually now PC-based, these systems can be used to carry out tests on vehicle
and information systems and they also contain an electronic workshop manual. Test sequences
system guided by the computer can also be carried out
Oscilloscope The main part of ‘scope’ is the display, which is like a TV or computer screen. A
scope is a voltmeter but instead of readings in numbers it shows the voltage
levels by a trace or mark on the screen. The marks on the screen can move and
change very fast allowing us to see the way voltages change
2.5.2. Hand tools

Using hand tools is something you will learn by experience, but an important first step is to
understand the purpose of the common types. This section therefore starts by listing some of the
more popular tools, with examples of their use, and ends with some general advice and
instructions.
Practice until you understand the use and purpose of the following tools when working on vehicles:
General advice and instructions for the use of hand tools (supplied by Snap-on):
• Only use a tool for its intended purpose
• Always use the correct size tool for the job you are doing
• Pull a spanner or wrench rather than pushing whenever possible
• Do not use a file or similar, without a handle
• Keep all tools clean and replace them in a suitable box or cabinet
• Do not use a screwdriver as a pry bar
• Look after your tools and they will look after you!
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Table 4 Hand tools
Hand tool Example uses and/or notes

Adjustable spanner (wrench) An ideal stand by tool and useful for holding one end of a nut and bolt.
Open-ended spanner Use for nuts and bolts where access is limited or if a ring spanner cannot be used.
Ring spanner The best tool for holding hexagon bolts or nuts. If fitted correctly it will not slip
and damage both you and the bolt head.
Torque wrench Essential for correct tightening of fixings. The wrench can be set in most cases to
‘click’ when the required torque has been reached. Many fitters think it is clever not
to use a torque wrench. Good technicians realize the benefits.
Socket wrench Often contain a ratchet to make operation far easier.
Hexagon socket spanner Sockets are ideal for many jobs where a spanner cannot be used. In many cases a
socket is quicker and easier than a spanner. Extensions and swivel joints are also
available to help reach that awkward bolt.
Air wrench These are often referred to as wheel guns. Air driven tools are great for speeding up
your work, but it is easy to damage components because an air wrench is very
powerful. Only special, extra strong, high quality sockets should be used.
Blade (engineer’s) screwdriver Simple common screw heads. Use the correct size!
Pozidrive, Philips and crosshead Better grip is possible particularly with the Pozidrive but learn not to confuse
screwdrivers the two very similar types. The wrong type will slip, and damage will occur.
Torx® Similar to a hexagon tool like an Allen key but with further flutes cut in the side. It
can transmit good torque.
Special purpose wrenches Many different types are available. As an example, mole grips are very useful tools
as they hold like pliers but can lock in position.
Pliers These are used for gripping and pulling or bending. They are available in a wide
variety of sizes. These range from snipe nose, for electrical work, to engineers’
pliers for larger jobs such as filing split pins.
Levers Used to apply a very large force to a small area. If you remember this you will
realize how, if incorrectly applied, it is easy to damage a component.
Hammer Anybody can hit something with a hammer, but exactly how hard and where is a
great skill to learn!
2.5.3. Test equipment

To remove or refit and adjust components to ensure the vehicle system operates within
specification, is a summary of almost all the work you will be doing. The use, care, calibration,
and storage of test equipment are therefore very important. In this sense ‘test equipment’ means:
• Measuring equipment - such as a micrometer
• Hand instruments - such as a spring balance
• Electrical meters - such as a digital multimeter (DMM) or an oscilloscope
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Figure 42 Digital multimeter in use
The operation and care of this equipment will vary with different types. I suggest therefore, that you
should always read the manufacturer’s instructions carefully before use, or if you have a problem.
The following list however sets out good general guidelines:
• Always follow the manufacturer’s instructions –
• Handle with care – do not drop, keep the instrument in its box
• Ensure regular calibration – check for accuracy
• Understand how to interpret results – if in doubt ask!
For high voltage EV work, electrical meters such as a digital voltmeter should be rated to a
minimum 1000V CAT. III or CAT. IV. There is a range of different multimeters available and
choosing the right one is essential. Indeed, like me, you may choose to own more than one, and of
course you get what you pay for. The figure below shows my current selection. Each of these
meters has advantages and disadvantages, and some examples are listed in this table:
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Table 5. Meter advantages and disadvantages
Multimeter Advantages Disadvantages

Megger 1000V insulation tester No CAT rating
Standard range of other functions No additional features
Snap-on Verdict CAT III 1000V, Cat IV 600V so ideal for Expensive compared to some others
H/EV work but the number of features is much
Comprehensive automotive options larger
Accurate
Oscilloscope
Fluke 78 Automotive Comprehensive range of functions This version is CAT II 300V, so not to be
related to automotive testing such as used on H/EVs, but this meter is over 10
duty cycle and RPM years old and more up to date Fluke
Accurate versions have higher CAT ratings
Uni-T amp clamp Quick and easy to measure current up Cheaper end of the market so less
to 100A – even on H/EVs as it is non- accurate and fewer features
contact
Sealey Pocket Great for a first look and quick Cheap, not very strong and only CAT II
measurements as it is easily portable
Figure 43 Multimeters (left to right): Megger insulation tester and meter, Snap-on Scope meter, Fluke 78
Automotive meter, Uni-T amp clamp meter and Sealey pocket meter
The Fluke 78 automotive meter shown above, is several years old now but perfectly functional and
ideal for low voltage applications. It has the following features and specifications:
• Volts, amps, continuity, and resistance
• Frequency for pulsed-DC and AC frequency tests
• Duty cycle to verify operation of sensors and actuator supply signals
• Direct reading of dwell for 3, 4, 5, 6 and 8-cylinder engines
• Temperature readings up to 999℃ (F or C) using the thermocouple bead probe and
adapter plug
• Min/max recording that works with all meter functions
• Precision analog bar graph
• RPM inductive pickup for both conventional and distributorless (DIS) ignitions
• 10MΩ input impedance
• Cat II 300V (ideal for low voltage automotive and even mains voltages, but not
recommended for H/EV high voltage use)
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Figure 44. Fluke 78 Automotive meter and accessories (test leads, 600A clamp, plug lead RPM, temperature
thermocouple)
Meters and their leads have category ratings that give the voltage levels up to which they are safe
to use. CAT ratings can be a little confusing but there is one simple rule of thumb: Select a
multimeter rated to the highest category in which it could possibly be used. In other words, err on
the side of safety. This table lists some of the different ratings.
Table 6 CAT ratings
Category Working voltage Peak impulse Test source

(voltage withstand) (transient voltage withstand) impedance
CAT I 600V 2500V 30 Ω
CAT I 1000V 4000V 30 Ω
CAT II 600V 4000V 12 Ω
CAT II 1000V 6000V 12 Ω
CAT III 600V 6000V 2Ω
CAT III 1000V 8000V 2Ω
CAT IV 600V 8000V 2Ω
The voltages listed in the table above are those that the meter will withstand without damage or
risk to the user. A test procedure (known as IEC 1010) is used, and takes three main criteria into
account:
• steady state working voltage
• peak impulse transient voltage
• source impedance.
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These three criteria together will tell you a multimeter’s true ‘voltage withstand’ values. However,
this is confusing because it can look as if some 600V meters offer more protection than 1000V
ones.
Within a category, a higher working voltage is always associated with a higher transient voltage.
For example, a CAT III 600V meter is tested with 6000V transients while a CAT III 1000V meter is
tested with 8000V transients. This indicates that they are different, and that the second meter
clearly has a higher rating. However, the 6000V transient CAT III 600V meter and the 6000V
transient CAT II 1000V meter are not the same even though the transient voltages are. This is
because the source impedance has to be considered.
Ohm’s Law (I = V/R) shows that the 2Ω test source for CAT III will have six times the current of the
12Ω test source for CAT II. The CAT III 600V meter therefore offers better transient protection,
compared to the CAT II 1000V meter, even though in this case the voltage rating appears to be
lower.
The combination of working voltage and category determines the total ‘voltage withstand’ rating of
a multimeter (or any other test instrument), including the very important ‘transient voltage
withstand’ rating. Remember, for working on vehicle high voltage systems, you should choose a
CAT III or CAT IV meter AND leads.
Figure 45. Cat III 1000V and CAT IV 600V meter
Figure 46. Cat III 1000V and CAT IV 600V leads
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There are lots of different options or settings available when using a multimeter, but the three most
common measurements are: voltage (volts), resistance (ohms) and current (amps).
To measure voltage the meter is connected in parallel with the circuit. The most common
measurement on a vehicle is DC voltage. Remember to set the range of the meter (some are auto-
ranging) and if in doubt, start with a higher range and work downwards.
Figure 47. Voltage supply to a fuse box
To measure resistance the meter must be connected across (in parallel with) the component or
circuit under test. However, the circuit must be switched off or isolated. If not, the meter will be
damaged. Likewise, because an ohmmeter causes a current to flow, there are some circuits such
as Hall effect sensors, that can be damaged by the meter.
Figure 48. Checking a simple resistor
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Current can be measured in two ways:
1. Connecting the meter in series with the circuit (in other words break the circuit and
reconnect it through the meter)
2. Using an inductive amp clamp around the wire (as shown below), which is a safer way to
measure, but is less accurate at low values.
Figure 49. Inductive ammeter clamp on a high voltage cable (measuring the current drawn by the EV cabin
heater)
This internal resistance of a meter can affect the reading it gives on some circuits. It is
recommended that this should be a minimum of 10MΩ, which ensures accuracy because the
meter only draws a very tiny (almost insignificant) current. This stops the meter loading the circuit
and giving an inaccurate reading, and it prevents damage to sensitive circuits (in an ECU for
example).
However, the very tiny current draw of a good multimeter can also be a problem. A supply voltage
of say 12V, can be shown on a meter when testing a circuit, but does not prove the integrity of the
supply. This is because a meter with a 10MΩ internal resistance connected to a 12V supply, will
only cause a current of 1.2µA (I=V/R) – that is 1.2 millionths of an amp, which will not cause any
noticeable voltage loss even if there is an unwanted resistance of several thousand ohms in the
supply circuit. A test lamp can be connected in parallel with the meter to load the circuit (make
more current flow) but should be used carefully so you do not damage sensitive electronic
switching circuits that may be present.
Voltmeters can display a 'ghost' voltage rather than zero when the leads are open circuit. In other
words, if checking the voltage at an earth/chassis connection we would expect a 0V reading.
However, the meter will also display zero before it is connected, so how do we know the reading is
correct, when it is connected?
The answer is to shake the multimeter leads (see the image below), a 'ghost' voltage will fluctuate,
a real voltage will not!
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Figure 50. Ghost voltage caused by shaking the red lead
An insulation tester does exactly as its name suggests. On automotive systems, this test is mostly
used on electric and hybrid vehicles. Refer to manufacturers’ information before carrying out any
tests on the high voltage system – and be TechSafe™.
The device shown here is known as a Megger, it is a multimeter but is also able to supply a voltage
of up to 1000V to test the resistance of insulation on a wire or component. A reading well in excess
of 10MΩ is what we would normally expect if the insulation is in good order. The high voltage is
used because it puts the insulation under pressure and will show up faults that would not be
apparent if you used an ordinary ohmmeter.
Take care when using insulation testers, the high voltage used for the test will not kill you, because
it cannot sustain a significant current flow, but it still hurts!
Figure 51. Checking the insulation resistance between conductors in an EV charging lead (in this case the
reading is greater than 20GΩ)
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2.5.4. Workshop equipment
In addition to hand tools and test equipment, most workshops will also have a range of equipment
for lifting and supporting as well as electrical or air operated tools. Table 7 lists some examples of
common workshop equipment together with typical uses.
Table 7 Examples of workshop equipment
Equipment Common use

Ramp or hoist Used for raising a vehicle off the floor. Other designs include four-post and scissor types where
the mechanism is built into the workshop floor
Jack and axle stand A trolley jack is used for raising part of a vehicle such as the front or one corner or side. It
should always be positioned under suitable jacking points, axle, or suspension mountings.
When raised, stands must always be used in case the seals in the jack fail causing the vehicle to
drop
Air gun A high-pressure air supply is common in most workshops. An air gun (or wheel gun) is used for
removing wheel nuts or bolts. Note that when replacing wheel fixings, it is essential to use a
torque wrench
Electric drill The electric drill is just one example of electric power tools used for automotive repair. Note
that it should never be used in wet or damp conditions
Parts washer There are a number of companies that supply a parts washer and change the fluid it contains at
regular intervals.
Steam cleaner Steam cleaners can be used to remove protective wax from new vehicles as well as to clean
grease, oil, and road deposits from cars in use. They are supplied with electricity, water, and a
fuel to run a heater – so caution is necessary.
Electric welder There are a number of welding types used in repair shops. The two most common are metal
inert gas (MIG) and manual metal arc (MMA).
Gas welder Gas welders are popular in workshops as they can also be used as a general source of heat, for
example, when heating a flywheel ring gear.
Engine crane A crane of some type is essential for removing the engine on most vehicles. It usually consists
of two legs with wheels that go under the front of the car and a jib that is operated by a
hydraulic ram. Chains or straps are used to connect to or wrap around the engine.
Transmission jack On many vehicles the transmission is removed from underneath. The car is supported on a lift
and then the transmission jack is rolled underneath.
Figure 52 Trolley jack and axle stands (Source: Snap-on Tools)
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2.5.5. High voltage tools
Many manufacturers have designed ranges of tools that are designed to protect mechanics from
the high voltage systems in electric vehicles. A company called EINTAC used its experience of
manufacturing insulated tools to produce a selection of products that comply with EN 60900.
Figure 53 It is essential that insulated tools and PPE are used to reduce risk of harm to technicians and vehicles
(Source: EINTAC Ltd.)
The range comprises a full complement of insulated tools including ratchets, sockets, screwdrivers,
spanners, T-wrenches, pliers, and an insulated torque wrench. Latex insulation gloves, protective
outer gloves and a secure roller cabinet are also available.
An important safety feature of the EV tool range is the two-step color-code system. If any of the
orange-colored outer insulation material is missing, a bright interior color (often yellow) is
exposed, clearly indicating to the technician that the tool is no longer safe for use.
2.5.6. On board diagnostics

On-board diagnostics (OBD) is a generic term referring to a vehicle's self-diagnostic and reporting
system. OBD systems give the vehicle owner or a technician access to information for various
vehicle systems.
The amount of diagnostic information available via OBD has varied considerably since its
introduction in the early 1980s. Early versions of
OBD would simply illuminate a malfunction
indicator light (MIL) if a problem was detected
but did not provide any information about the
problem. Modern OBD systems use a
standardized digital communications port to
provide real-time data in addition to a
standardized series of diagnostic trouble codes
(DTCs), which allow a technician to identify and
remedy faults on the vehicle. The current
versions are OBD2 and in European EOBD2.
The standards OBD2 and EOBD2 are quite
similar.
Figure 54 Diagnostic data link connector (DLC)
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A diagnostic tool (scanner) is connected to this socket and will read out stored error codes, as well
as displaying live data.
2.6. Recovery and transportation

2.6.1. Introduction
Recovery and transportation are key parts of a dismantler’s work. Many ICE vehicles require
special handling in this respect, but there are even more issues to consider when EVs are
involved. For example, the speed at which they may, or may not be towed, and electrical safety
after a serious collision.
Roadside repairs should only be carried out by qualified personnel and by following all the safety
and repair procedures outlined previously and as specified by the manufacturer.
2.6.2. Initial assessment

First responders should carry out an initial visual risk assessment. Personal protection should be
worn. Steps should then be taken to secure the safety of themselves and others at incident scenes
involving EVs. For example, people who may be at risk are:
• occupants
• on-lookers
• recovery personnel
• emergency service personnel
Vehicles damaged by fire or impact can result in these risks:

• electric shock
• burns
• arc flash
• arc blast
• fire
• explosion
• chemicals
• gases/fumes
It may therefore be necessary to implement evacuation procedures and site protection.
2.6.3. Fire
A fire involving a BEV or HEV should generally be approached in the same manner as a
conventional motor vehicle, although several additional factors should be considered. One
approach indicating the basic steps that should be considered for extinguishing a fire involving any
motor vehicle (including an EV or HEV) is illustrated here:
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Figure 55 Example of approach to vehicle fire extinguishment
Vehicle extrication and rescue and/or vehicle fire involves key steps to stabilize and disable the
vehicle. A vehicle may appear to be off, but there may still be a hazard for fire fighters. Emergency
responders must always disable the vehicles ability to operate as per the vehicle manufacturer’s
instructions.
Emergency response guides from vehicle manufacturers usually recommend a defensive approach
to a battery fire. In other words, let it burn and consume itself. However, exposure to the heat and/
or products of combustion must be considered.
Methods for extinguishing a vehicle battery fire depends on many things such as type of battery,
extent of fire, configuration, physical damage to battery unit. If water is used, copious amounts are
normally required. However, this may be impractical if the vehicle and battery unit is not accessible
and/or runoff is a concern. Some emergency organizations advise that for lithium-ion battery fires,
extinguishment can be attempted using dry chemical, CO 2, water spray, or regular foam. The
advantage of water is that is also cools the battery (see next section).
Vehicle Fire Blankets are available that work by allowing the vehicle or battery to burn out and
prevent the fire spreading to adjacent vehicles or buildings.
High voltage batteries are well sealed and do not contain much liquid electrolyte. Most spills can,
therefore, normally be handled with an absorbent. As new battery designs and technologies are
introduced, this basic approach may need to be re-evaluated.
A further consideration is that built-in protection measures, that prevent electrocution from the high
voltage system, may be prevented from working properly. The normally open relays (contactors)
for the high voltage system could fail in a closed position if exposed to heat or if they are damaged.
In serious accidents, short circuits to the chassis/body may become possible with the energy still
contained in the high voltage battery or any of the high voltage components. Always plan for the
worst-case scenario.
2.6.4. Thermal runaway

Lithium-ion batteries can, if overheated, go into a thermal runaway process. This can be separated
into three stages:
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Anodic reactions start at about 90℃
Decomposition of the SEI >120℃
Reduction of the lithiated negative anode
Exothermic reactions at the positive electrode >140℃

Rapid oxygen evolution
Positive oxidation decomposition

Electrolyte oxidation >180℃, high rate exothermic process, temperature rise: 100℃/min
Figure 56 Thermal runaway stages. The SEI (solid electrolyte interphase) layer is a component of lithium-ion
batteries, formed from the decomposition of materials associated with the electrolyte of the battery
An exothermic reaction (one that gives off heat) increases the battery temperature and therefore
the internal pressure of the li-ion battery. Gas evolution also increases the pressure of the cell. If
the cell is equipped with a pressure relief valve (not found on pouch cells), this valve will open and
release flammable organic compounds. A pouch cell may burst if internal pressure is too high.
Emission of organic carbonates is seen as white smoke. During further heating of the cell the color
of the smoke turns into grey by emitting active electrode material (mainly graphite particles). This
thermal runaway process heats the cell up to 700℃ - 1000℃. This high temperature may affect
adjacent cells and cause a chain reaction. With the organic solvent the conducting salt, LiPF6 is
also emitted and reacts as follows.
• When heated in dry environments the salt decomposes
• In contact with water/air moisture, toxic hydrogen fluoride (HF) gas is created.
If a thermal runaway occurs, many kinds of chemicals are generated. Combustion

reactions mainly create:
• CO, C02 from organic materials
• NOx, HF
• Low molecular weight organic acids, aldehydes, ketones.
Although a li-ion battery fire should not ideally be extinguished with pure water, using plenty of
water may be reasonable because it cools the surrounding cells to avoid a following process.
Additionally, many of the emitted particles and toxic gaseous compound will bind and be diluted by
water.
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Figure 57 Battery harmful event flowchart
2.6.5. Manufacturers’ information

Most manufacturers supply detailed information that covers aspects such as:
• model identification
• high voltage components
• low voltage system
• disabling high voltage
• stabilizing the vehicle
• airbags and SRS (supplemental restraint system)
• reinforcements
• No-cut zones
• Rescue operations
• lifting
• opening
A good example of this material is available from Tesla Motors on their website:
www.teslamotors.com/firstresponders
For roadside recovery, many manufacturers provide roadside assistance numbers for the driver to
call. In addition, detailed data sheets are provided that give information similar to the following
instructions for transporters (provided by Tesla in relation to the Model S):
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Use a flatbed only
Use a flatbed trailer only, unless otherwise specified by Tesla. Do not transport Model S with the tires directly on
the ground. To transport Model S, follow the instructions exactly as described. Damage caused by transporting
Model S is not covered by the warranty.
Disable self-levelling (air suspension vehicles only)

If Model S is equipped with Active Air Suspension, it automatically self-levels, even when power is off. To prevent
damage, you must use the touchscreen to activate Jack mode, which disables self-levelling:
1. Touch CONTROLS on the bottom left of the touchscreen.
2. Press the brake pedal, then touch Controls > Driving > Very High to maximize height.
3. Touch Jack
When jack mode is active, Model S displays this indicator light on the instrument panel, along with a message
telling you that active suspension is disabled.
NOTE: Jack mode cancels when model S is driven over 4.5 mph (7km/h).
CAUTION: Failure to activate Jack mode on a Model S equipped with active suspension can result in the
vehicle becoming loose during transport, which may cause significant damage.
Activate tow mode

Model S may automatically shift into Park when it detects the driver leaving the vehicle, even if it has previously
been shifted into Neutral. To keep Model S in Neutral (which disengages the parking brakes), you must use the
touchscreen to activate Tow Mode:
1. Shift into Park.
2. Press the brake pedal, then on the touchscreen, touch Controls > E-Brakes & Power Off > Tow Mode.
When Tow mode is active, Model S displays this indicator light on the instrument panel along with a message
telling you that Model S is free rolling.
NOTE: Tow mode cancels when Model S is shifted into Park.
CAUTION: If the electrical system is not working, and you therefore cannot release the electric parking brake,
attempt to quick start the 12V battery. For instructions, call the number noted on the previous page. If a situation
occurs where you cannot disengage the parking brake, use tire skids, or transport Model S for the shortest
possible distance using wheeled dollies. Before doing so, always check the dolly manufacturer’s specifications
and recommended load capacity.
Connect the tow chain

The method used to connect the tow chain depends on whether Model S is equipped with a towing eye.
Lower suspension arms

Attach the tow chains using the large hold on each of the rearmost lower suspension arms. Place a 2” x 4”
piece of wood between the tow chains and the underbody.
CAUTION: Before pulling, position the wood between the tow chain and the underbody to protect the underbody
from any damage that could be caused by the tow chain.
Towing eye (if equipped)

Remove the nose cone by inserting a plastic pry tool into the top right corner, then gently pry the nose cone
towards you. When the clip releases, pull the nose cone toward you, without twisting or bending it, to release
the three remaining clips.
CAUTION: Do not use a metal object (such as a screwdriver). Doing so can damage the nose cone and the
surrounding area. Fully insert the towing eye (found in the front trunk) into the opening on the right side,
then turn it counterclockwise until securely fastened. When secure, attach the tow chain to the towing eye.
CAUTION: Before pulling, make sure the towing eye is securely tightened.
Pull onto the Trailer and Secure the Wheels

• Secure wheels using chocks and tie-down straps.
• Ensure any metal parts on the tie-down straps do not contact painted surfaces or the face of the wheels.
• Do not place straps over body panels or through the wheels.
CAUTION: Attaching straps to the chassis, suspension or other parts of the vehicle body may cause damage.
CAUTION: To prevent damage, do not transport Model S with the tires directly on the ground.
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Figure 58 Key component and high voltage information (Source: Tesla Motors)
Figure 59 General instructions and deactivation information (Source: Tesla Motors)
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The following is another example, of information supplied by Volkswagen in relation to their e-Golf:
Figure 60 Basic information about the VW e-Golf
2.6.6. Pro-assist app

Pro-moto are long standing experts in the field of vehicle technical training, specializing in EVs,
hybrids and hydrogen propelled vehicle technologies. The company is committed to improving the
effectiveness and experience of service professionals and businesses that provide rescue,
recovery, recycling, and repair services to the EV, HEV and hydrogen fuel cell industry. Safety is a
key factor in this commitment. They are also focused on assisting any potential or active hybrid
and EV owners to improve their education, insight, choice, and options regarding their vehicles
and in optimizing their experience of ownership and lifetime value. Pro-assist is a subsidiary of
Pro- moto.
The Pro-Assist Hybrid app was commissioned to help first responders, recyclers and repairers
understand the special and different requirements of hybrid vehicles. This is particularly important
when dealing with emergency, critical, recovery, repair, and routine maintenance situations. As
well as continuing to develop the hybrid app, by adding more information and additional vehicles,
further apps are planned for pure-electric and fuel cell vehicles. The apps are created in
collaboration with the Society of Motor Manufacturers and Traders (SMMT) and the industry’s
leading hybrid and electric vehicle manufacturers. It is available through all major app stores.
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Figure 61 Main menu of the Pro-assist hybrid app
Figure 62 Alphabetical list showing just some of the manufacturers covered in the app
Vehicle specific information is accessed from the main menu and then by an alphabetical list of
vehicles as shown above. Generic information is also supplied in relation to hazard assessment,
battery technology and some historical events. The following screenshot images are just a very
small example of the detailed information supplied via this essential app.
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Figure 63 Information relating to locations and layouts on a BMW 5-series with the emphasis on safety critical
and high voltage components
Figure 64 Information on a 2010 Prius for recovery professionals
Figure 65 This area of the 2010 Prius is removable in an emergency rescue situation
Figure 66 Part of the information relating to shut down and disconnection procedures on a selected vehicle
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Figure 67 Like many vehicles the Ampera has a dedicated cut-zone for emergency use when disconnecting the
12V supply
Figure 68 Details about parking brake application on a Porsche Cayenne hybrid.
Content reproduced here by kind permission from the company. Find out more about Pro-Moto and
the Pro-assist Hybrid app at www.pro-moto.co.uk
2.6.7. Emergency start

On some vehicles, even if the high-voltage battery has been discharged completely, there is still an
option allowing the car to be restarted twice for a short distance. The eGolf for example, has an
emergency start function:
1. For approx. 100 meters, after switching the ignition off and on
2. For approx. 50 meters, after switching the ignition off and on once again.
No further emergency starts are possible.
Figure 69 eGolf (Source: Volkswagen Media)
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2.6.8. Vehicle recovery
In the event of an accident or breakdown, electric vehicles will need to be recovered, just like
traditional ICE vehicles. However, towing can be more of a problem because electric vehicles have
a fixed connection between the drive wheels and the three-phase current drive (electric drive
motor/generator). This connection cannot be undone without mechanical work.
If the vehicle needs to be towed, there are usually two options (this example is from the
manufacturer’s information about the e-Golf):
1. Towing the vehicle with the high-voltage system intact:
Switch the ignition on and engage the selector lever in the N position to allow electric
freewheel mode. The vehicle can now be towed for a maximum distance of 50 km at 50 km/
h using a rope or tow bar. Using a bar for towing is recommended for safety reasons.
2. Towing with a damaged high-voltage system:

If it is not possible to activate the high-voltage system, the vehicle must be transported with
all four wheels stationary. Freewheel mode cannot be activated, as there is a risk of
overheating.
However, in general, it is recommended that the vehicle is NOT towed above walking pace and
only then for a very short distance to reduce the risks if broken down in a dangerous place such as
a busy road with no hard shoulder. The vehicle should then be lifted onto a flatbed. Once again,
the guidance to always refer to manufacturer’s information applies here. Further guidance about
towing can be found in the owner’s handbook.
If a vehicle is to be handed over to the authorities or another recovery company, they should be
informed of the vehicle’s type of drive and any measures taken such as de-energization. In
particular, they must be informed of any potential danger, such as:
• damaged high-voltage components
• high-voltage components which have come into contact with water.
Particular dangers are:

• electric shock
• risk of fire (particularly delayed fire, from the HV battery).
If an EV has been involved in a serious accident, the high-voltage system should be de-energized
before loading onto a flatbed. Instructions can be found in the owner’s manual for the vehicle or the
rescue data sheet for first responders.
Figure 70 If an EV is submersed in water, it does not increase the risk of electric shock
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If a vehicle is to be recovered using in a lifting cradle (spectacle lift), the high voltage system could
be damaged if a drive axle remains in contact with the road surface. You should therefore be
particularly aware of which axles are driven – and that the vehicle may be four-wheel drive!
Vehicles with a damaged high-voltage battery should ideally be transported to the nearest suitable
workshop or to a safe storage area.
Contrary to popular belief, if a high-voltage vehicle has been submersed in water, it does not
increase the risk of electric shock. The recovery procedure is the same as that for conventional
vehicles and the extra information as stated above.
National regulations or standards for loading and transportation must always be observed.
2.6.9. Vehicle transportation and storage

If a vehicle is collected from a recovery yard or salvage auction, or is being delivered to a recycling
yard, a flatbed transport is the only recommended method.
After delivery, an EV should be parked and stored just like an ICE vehicle. However, for fire safety
reasons EVs that have been involved in accidents should be parked in the open air, in a restricted-
access area. They should also be parked a suitable distance away from other vehicles, buildings,
and any other flammable objects.
The person, who is to take responsibility for the vehicle, should be informed of the vehicle’s type of
drive and any measures taken such as de-energization. In particular, they must be informed of any
potential danger, such as damaged high-voltage components or those which have come into
contact with water.
Never park an EV with a damaged high-voltage system in an enclosed space. EVs that have been
involved in accidents, which have high-voltage components directly exposed to the weather, should
be covered with a suitable tarp.
Vehicle should be marked as high voltage, and information provided as above in a written format,
especially if it is delivered outside normal hours.
Figure 71 Using a flatbed for recovery is always the preferred option
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3. Electric vehicle technology
3.1. Electric vehicle layouts
3.1.1. Overview
The figure below shows the general layout in block diagram form of an electric vehicle (EV). The
drive batteries are a few hundred volts, so a lower 12/24V system is still required for normal
lighting and other systems.
Figure 72 Generic electric vehicle layout
3.1.2. Single motor

The classic pure-EV layout is to use a single motor driving either the front or rear wheels. Most
EVs of this type do not have a transmission gearbox as the motor operates at suitable torque
throughout the required speed range.
Figure 73 VW Golf-e layout with the motor at the front and the battery in the center and at the rear (Source:
Volkswagen Media)
The following picture shows a sectioned view of a drive motor and the basic driveline consisting of
a fixed ratio gear-set, the differential and driveshaft flanges.
Figure 74 EV motor rear (Source: Volkswagen Media)
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Hybrid cars vary in layout and this is examined in detail later. However, the basic design is similar
to the pure-electric car mentioned above. The obvious difference being the addition of an IC
engine.
Figure 75 PHEV layout (Source: Volkswagen Media)
The motor for the plug-in hybrid is shown here where it forms part of the gearbox assembly. Motors
used on light hybrids are sometimes described as integrated motor assist (IMA) as they form part
of the flywheel. This type of motor is shown as figure 77.
Figure 76 PHEV engine, motor, and gearbox (Source: Volkswagen Media)
Figure 77 Motor integrated with the engine flywheel (Source: Bosch Media)
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3.1.3. Wheel motors
Protean Electric8 is a key player in the development of in-wheel EV motors. Their ProteanDrive
consists of a permanent-magnet synchronous motor and integrated electronics. The electronics
precisely control current to each in-wheel motor so it can deliver the torque required in about a
millisecond. In-wheel motors allow for torque-vectoring. This means different torques can be
applied to different wheels, which can significantly improve handling.
Figure 78 Mounting the motors in the wheels makes more space available for batteries, passengers, or
cargo (Source: Protean Electric)
The electronic circuitry fits within the overall motor package and shares cooling with the motor. The
motor windings can have up to 90A9 flowing through them. The heat that is therefore developed,
along with heat from the electronics, is controlled by coolant flowing through a channel in the motor
housing. The coolant is in thermal contact with the electronic components and the motor windings.
Those windings are encapsulated in epoxy resin, which also helps to conduct heat. Integration of
the motor and drive electronics means a small motor can still generate significant power.
The challenge with wheel motors has always been to keep unsprung mass to a minimum. This is
the mass that is below the suspension springs, such as the wheel, hub, brakes etc., and can move
independently. A low mass improves ride quality for the driver and passengers and makes it easier
for the suspension to keep the tires in contact with the road. A vehicle powered by in-wheel electric
motors will have significantly greater unsprung mass, because the weight of a motor will be carried
in each powered wheel. However, this can be all but mitigated by careful suspension design. Every
technology on a car is a compromise of some sort, it is important to remember that while wheel
motors have some disadvantages, they also have major advantages.
Figure 79 Protean Electric’s in-wheel motor system is arguably simpler than a conventional electric automobile,
which has constant-velocity joints, drive shafts, and a centrally mounted transmission and motor (Source:
Protean Electric)
8 Protean Electric: h8ps://www.proteanelectric.com

9 To set a context here, 90A at 400V is 36kW, which is going on for 50hp directly to just one wheel
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3.2. Hybrid electric vehicle layouts
3.2.1. Introduction
Hybrid vehicles use at least one electric drive motor in addition to the internal combustion engine
(ICE). There are several different ways in which this can be combined and a number of different
motors and engines. Note that for clarity, we will generally refer to the ICE as an engine and the
electric drive motor as a motor. Take care though in other parts of the world, the ICE can be
referred to as a motor!
There are three main objectives in the design of a hybrid vehicle:
1. Reduction in fuel consumption
2. Reduction in emissions
3. Increased torque and power.
Figure 80 Hybrid layout (parallel): 1. ICE, 2. Clutch, 3. Motor, 4. Transmission, 5. Inverter, 6. Battery
A hybrid vehicle needs a battery to supply the motor. The most common types are nickel-metal-
hydride (Ni-MH) or lithium-ion (Li-ion) and usually work at voltages between 200 and 400V.
However, higher voltages are now being used. The batteries on hybrids are smaller than on pure
EVs.
The motors are generally permanent magnet types and work in conjunction with an inverter
(converts DC to AC, but more on this later). The key benefit of an electric drive is high torque at low
speed, so it is an ideal supplement to an internal combustion engine where the torque is produced
at higher speeds. The combination therefore offers good performance at all speeds. The following
graph shows typical results – note also that the engine capacity is reduced in the hybrid, but the
result is still an improvement.
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Figure 81 Comparing torque curves: 1. Hybrid, 2. Standard engine (1600cc), 3. Downsized engine (1200cc), 4.
Motor (15kW)
The result of the hybridization of a motor and an engine is that it can always be operated (with
suitable electronic control) at its optimum speed for reducing emission and consumption while still
producing good torque. A smaller capacity engine can also be used (downsizing) in conjunction
with a higher-geared transmission so the engine runs a lower speed (down speeding) but
performance is maintained.
During braking the motor becomes a generator and the energy that would normally be wasted as
heat from the brakes, is converted into electrical energy and stored in the battery. This is used at a
later stage and in some cases the vehicle can run on electric only with zero emissions. Plug-in
hybrids have larger batteries so take this option even further.
3.2.2. Classifications
Hybrids can be classified in different ways. There have been several different variations of this list,
but the accepted classification is now that a hybrid will fit in one of these four categories:
• Start/stop system
• Mild hybrid
• Strong hybrid
• Plugin hybrid.
The functions available from the different types are summarized in the following table:
Table 8 Hybrid functions
ClassificaHon / Start/stop RegeneraHon Electrical Electric only Charging from

FuncHon assistance driving a power socket
Start/stop √ √
system
Mild hybrid √ √ √
Strong hybrid √ √ √ √
Plugin hybrid. √ √ √ √ √
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Figure 82 Charging
A stop/start system has the functions of stop/start as well as some regeneration. The control of the
normal vehicle alternator is adapted to achieve this. During normal driving, the alternator operates
with low output. During overrun the alternator output is increased in order to increase the braking
effect to increase power generation. Stopping the engine when idling saves fuel and reduces
emissions. An uprated starter motor is needed to cope with the increased use as the vehicle is
auto started as the driver presses the accelerator. Fuel savings can be up to 5%.
The mild hybrid is as above but also provides some assistance during acceleration, particularly at
low speeds. Pure electric operation is not possible; the motor can propel the vehicle, but the
engine is always running. Fuel savings can be up to 15%.
A strong hybrid takes all of the above functions further and over short distances the engine can be
switched off to allow pure electric operation. Fuel savings can be up to 30%.
The plug-in hybrid is a strong hybrid but with a larger high voltage battery that can be charged from
a suitable electrical power supply. Fuel savings can be up to 70%.
3.2.3. Operation
In addition to a stop/start function and full electric operation, there are five main operating modes
that a hybrid vehicle will use, some vary a little, but the following modes are typical:
• Start
• Acceleration
• Cruising
• Deceleration
• Stationary
The operating modes are explained in detail in this table. Note, the images show a 42V hybrid
system developed by Volvo, but higher voltage light hybrids follow similar operating principles. The
motor here is labelled as ISG (integrated starter generator).
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Table 9 Detailed operating modes
Mode Details
Start Under normal conditions, the ISG will immediately
start the engine using energy from the drive battery.
On some cars, if the state of charge (SOC) of the high
voltage battery is low, the temperature is too low, or
if there is a failure of the motor system, the engine is
cranked by a normal 12V starter.
Figure 12 Start (Source: Volvo Media)

Acceleration During acceleration, current from the battery module
is converted to AC by an inverter and supplied to the
ISG - which functions as a motor. The motor output is
used to supplement the engine output so that power
available for acceleration is maximized. Current from
the battery module can also be converted to 12V DC
for supply to the vehicle electrical system. This reduces
the load that would have been caused by a normal
alternator and so improves acceleration. When the
drive battery state of charge is reduced to the
minimum level, no assist will be provided.
Figure 13 Acceleration (Source: Volvo Media)

Cruising When the vehicle is cruising at a steady speed, the
engine drives the transmission because this is the most
efficient mode for an internal combustion engine (ICE).
The drive battery may be charged if needed.
Figure 14 Steady speed/cruising (Source: Volvo

Media)
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Deceleration During deceleration (as well as fuel cut-off for the ICE),
the ISG is driven by the wheels such that regeneration
takes place. The generated output is used to charge
the high voltage battery.
During braking (brake switch on for example), a higher

amount of regeneration will be allowed. This will
increase the deceleration force so the driver will
automatically adjust the force on the brake pedal. In
this mode, more charge is sent to the battery module.
Figure 15 Reduced speed/deceleration (Source:

Volvo Media)
Stationary On most hybrids now, the engine will almost never run
at idle. This is because the motor will be used to move
the vehicle and start the engine if necessary. Other
vehicle functions such as AC can be run from the high
voltage battery if enough power is available.
Figure 16 Stationary (Source: Volvo Media)
The technique used by most hybrid cars can be thought of as a kinetic energy recovery system
(KERS). This is because instead of wasting heat energy from the brakes as the vehicle is slowed
down, a large proportion is converted to electrical energy and stored in the battery as chemical
energy. This is then used to drive the wheels so reducing the use of chemical energy from the fuel.
Figure 83 Hybrid car (Source: Porsche Media)
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3.2.4. Configurations
A hybrid power system for an automobile can have a series or parallel configuration (or a
combination of the two). With a series system, an engine drives a generator, which in turn powers
a motor. The motor propels the vehicle. With a parallel system, the engine and motor can both be
used to propel the vehicle. Most hybrids in current use employ a parallel system. The power split is
a combination of series and parallel and has additional advantages, but it is more complex.
Figure 84 Three types of hybrid vehicles (Parallel, Series, Power split)
Hybrids electric vehicles are often described as being in categories P0 to P4, PS, or EE as shown
here:
Figure 85 Hybrid descriptions (Source: Solvay)
There are numerous configurations as manufacturers have developed different systems and
methods. However, it is now generally accepted that HEVs fall into one of the following
descriptions:
• Belt drive hybrid (P0)
• Parallel hybrid with one clutch (P1)
• Parallel hybrid with two clutches (P2)
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• Parallel hybrid with double-clutch transmission (P3)
• Axle-split parallel hybrid (P4)
• Series hybrid (EE)
• Series-parallel hybrid (EE/P2/PS)
• Power-split hybrid (PS)
The ‘parallel hybrid with one clutch’ is shown in the following figure. This layout shown is a mild
hybrid where the engine and motor can be used independently of each other, but the power flows
are in parallel and can be added together to get the total drive power. The engine will run all the
time the vehicle is driving, at the same speed as the motor.
The main advantage of this configuration is that the conventional drivetrain can be maintained. In
most cases only one motor is used, and fewer adaptations are needed when converting a
conventional system. However, because the engine cannot be decoupled it produces drag on
overrun and reduces the amount of regeneration. Pure electric driving is not possible.
Figure 86 Parallel hybrid with one clutch (P1-HEV). 1. Engine, 2. Fuel tank, 3. Motor (integrated motor generation
– IMG), 4. Transmission, 5. Inverter, 6. Battery, 7. Clutch
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A parallel hybrid with two clutches is a strong hybrid and is an extension of the mild hybrid outlined
above except that the additional clutch allows the engine to be disconnected. This means pure
electric use is possible.
Electronic control systems are used to determine when the clutches are operated, for example the
engine can be decoupled during deceleration to increase regenerative braking. It even allows the
vehicle to go into ‘sailing’ mode where it is slowed down only by rolling friction and aerodynamic
drag.
If the engine-clutch is operated in such a way as to maintain torque, then the engine can be
stopped and started using the clutch – a sophisticated bump start! Sensors and intelligent controls
are needed to achieve this. In some cases, a separate starter motor is used as a backup.
Figure 87 Parallel hybrid with two clutches (P2-HEV). 1. Engine, 2. Fuel tank, 3. Motor (integrated motor
generation – IMG), 4. Inverter, 5. Battery, 6. Transmission, 7. Clutch one, 8. Clutch two
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Adding the extra clutch in the previous system increases the length of the transmission and this
may be a problem, particularly in FWD cars. If a double-clutch transmission is used in the
configuration shown in the following picture, then this problem is overcome. The motor is
connected to a subunit of the transmission instead of the engine crankshaft or flywheel. These
transmissions are also described as direct shift gearboxes or DSG. Pure electric driving is possible
by opening the appropriate transmission clutch or both engine and motor can drive in parallel. The
gear ratio between engine and motor can also be controlled in this system allowing designers even
greater freedom. Sophisticated electronic control, sensor and actuators are necessary.
Figure 88 Parallel hybrid with double-clutch transmission. 1. Engine, 2. Fuel tank, 3. Transmission, 4. Motor, 5.
Inverter, 6. Battery, 7. Clutches
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The axle-split parallel hybrid is also a parallel drive even though the motor and engine are
completely separated. As the name suggests, they drive an axle each. A semi-automatic
transmission together with a stop/start system are needed with this layout. As the engine can be
completely decoupled this configuration is suitable for operation as a strong hybrid. It can
effectively deliver all-wheel drive when the battery is charged and, in some cases, to ensure this,
an additional generator is fitted to the engine to charge the high voltage battery even when the
vehicle is stationary.
Figure 89 Axle-split parallel hybrid. 1. Engine, 2. Fuel tank, 3. Motor, 4. Inverter, 5. Battery
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A series hybrid configuration is a layout where the engine drives a generator (alternator) that
charges the battery that powers a motor that drives the wheels! A series configuration is always a
strong hybrid since all the previously stated functions are possible (table 1). A conventional
transmission is not needed so this creates space for packaging the overall system – a larger
battery for example. The engine can be optimized to only operate in a set range of rpm. Stopping
and starting the engine has no effect on the vehicle drive therefore the control systems are less
sophisticated. The main disadvantage is that the energy must be converted twice (mechanical to
electrical, and electrical back to mechanical) and if the energy is also stored in the battery, three
conversions are needed. The result is decreased efficiency, but this is made up for by operating the
engine at its optimum point. There is a ‘packaging advantage’ in this layout because there is no
mechanical connection between the engine and the wheels.
This is the layout is now used for range extended electric vehicle (REVs). In this case the car is
effectively pure electric, but a small engine is used to charge the battery and ‘extend the range’ or
at least reduce range anxiety.
Figure 90 Series hybrid. 1. Engine, 2. Fuel tank, 3. Alternator/Generator, 4. Motor, 5. Inverter, 6. Battery
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Series-parallel hybrid systems are an extension of the series hybrid because of an additional clutch
that can mechanically connect the generator and motor. This eliminates the double energy
conversion except at certain speed ranges. However, the ‘packaging advantage’ of the series drive
is lost because of the mechanical coupling. Further, two electric units are required as compared to
the parallel hybrid.
Figure 91 Series-parallel hybrid. 1. Engine, 2. Fuel tank, 3. Alternator/Generator, 4. Motor, 5. Transmission, 6.

Inverter, 7. Battery, 8. Clutch
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The power-split hybrids combine the advantages of series and parallel layouts but at the expense
of increased mechanical complexity. A proportion of the engine power is converted to electric
power by the alternator and the remainder, together with the motor, drives the wheels. A power-split
hybrid is a strong hybrid.
The single mode concept shown in the following diagram, uses one planetary gear set (a dual
mode system uses two and can be more efficient but even more complex mechanically). The gear
set is connected to the engine, alternator, and the motor. Because of the epicyclic gearing the
engine speed can be adjusted independently of the vehicle speed (think of a rear wheel drive
differential action where the two half shafts and prop shaft all run at different speeds when the car
is cornering). The system is effectively an electric constantly variable transmission (eCVT). A
combination of mechanical and electrical power can be transmitted to the wheels. The electrical
path can be used at low power requirements and the mechanical path for higher power needs.
The system therefore achieves good savings at low and medium speeds but none at high speeds
where the engine only drives mostly via the mechanical path.
Figure 92 Power-split hybrid (single mode concept). 1. Engine, 2. Fuel tank, 3. Planetary gear set, 4. Motor, 5.
Inverter, 6. Battery, 7. Generator
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Figure 93 Power split hybrid (Source: Toyota)
3.2.5. 48V Hybrid

Bosch has developed a hybrid powertrain that makes economic sense even in smaller vehicles.
The system costs much less that normal hybrid systems but could still reduce consumption by up
to 15%. The electrical powertrain provides the combustion engine with an additional 150Nm of
torque during acceleration. That corresponds to the power of a sporty compact-car engine.
Unlike conventional high voltage hybrids, the system is based on a lower voltage of 48V and can
therefore make do with less expensive components. Instead of a large electric motor, the generator
has been enhanced to output four times as much power. The motor generator uses a belt to
support the combustion engine with up to 10kW. The power electronics forms the link between the
additional low-voltage battery and the motor generator. A DC/DC converter supplies the car’s 12V
on-board network from the 48V vehicle electrical system. The newly developed lithium-ion battery
is also significantly smaller.
Figure 94 Bosch expects some 4 million new vehicles worldwide to be equipped with a low voltage hybrid
powertrain in 2020 (Source: Bosch Media)
3.2.6. Hybrid control systems

The efficiency which can be achieved with the relevant hybrid drive is dependent on the hybrid
configuration and the higher-level hybrid control. The following figure uses the example of a vehicle
with a parallel hybrid drive. Shown are the networking of the individual components and control
systems in the drivetrain. The higher-level hybrid control coordinates the entire system, the
subsystems of which have their own control functions. These are:
• battery management
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• engine management
• management of the electric drive
• transmission management
• management of the braking system.
In addition to control of the sub-systems, the hybrid control also includes an operating strategy
which optimizes the way in which the drivetrain is operated. The operating strategy directly affects
the consumption and emissions of the hybrid vehicle. This is during start-stop operation of the
engine, regenerative braking, and hybrid and electric driving.
Figure 95 Parallel hybrid control system. A. actuator, S, sensor.
3.2.7. Efficiency
The big E word is: Efficiency! This is where engineers spend most of their time making small but
important steps that improve operation of a vehicle. Efficiency is the ratio of the useful work
performed by a machine or process, compared to the total energy consumed. It can be expressed
as a percentage, but engineers also use the Greek letter Eta (η) as the symbol for efficiency.
Figure 30 shows the main types of hybrid and notes some typical transmission efficiency figures:
• P0: e-machine is connected to the crankshaft by belt
• P1: e-machine is assigned to the transmission input shaft between ICE and coupling
• P2: e-machine is assigned to the transmission input shaft. (P2.5: e-machine is integrated in
the hybrid transmission)
• P3: e-machine is assigned to the transmission output shaft
• P4: e-machine is integrated in the axle drive
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Figure 96 Typical efficiency figures for different hybrid drives
In addition to the mechanical efficiency of various drives, it is important to look at the figures for the
battery, motor/generator, and power transmission (cabling). The way the battery is constructed has
an impact on efficiency too. An interesting comparison is between a 350V system and a 48V
system.
The battery will have a typical efficiency of 0.83 to 0.91 at 350V, and 0.80 to 0.88 at 48V. However,
at lower voltage and therefore higher current, the cabling power loss increases. Cables have a
typical impedance of 1.5 to 3mΩ. Figure 31 shows typical power loss in cables and how it is
greater at lower voltage.
Figure 97 Cable losses
3.3. Cables and components

3.3.1. High voltage cables
Any cable used on a vehicle should be insulated to prevent contact and short circuits. Most cables
are made from many strands of copper wire as this offers low resistance and retains flexibility. The
insulation is normally a form of PVC.
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Figure 98 VW e-Golf showing some of the orange cables
High voltage cables require greater insulation to prevent voltage leakage, but also because the risk
of harm if touched is very high. Stickers with various symbols are used as a warning together with
the bright orange color.
Figure 99 Orange cables and warning stickers on a Golf GTE
To deliver high power, they must carry a high current – even at high voltage! Remember:
• Power equals voltage multiplied by current (P = IV)
• Current therefore equals power divided by voltage (I = P/V).
We will assume a voltage of 250V to make the calculations easy! If a cable must deliver, say,
20kW (20,000W) then 20,000/250 = 80A. Under hard acceleration this figure is even higher 80kW
for example, which would require a current of 320A. For this reason, the cables are quite thick as
well as being highly insulated.
Figure 100 Battery cables (Source: BMW Media)
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3.3.2. Components
It is important to be able to identify EV components. In many cases manufacturers’ information will
be needed to assist with this task. Slightly different names are used by some manufacturers but in
general the main components are:
• battery
• motor
• relays (switching components)
• control units (power electronics)
• charger (on-board)
• charging points
• isolators (safety device)
• inverter (DC to AC converter)
• battery management controller
• DC to DC converter
• ignition/key-on control switch
• driver display panel/interface
Some of these components are also covered in other parts of this book. Possible additions to this
list are other vehicle systems such as braking and steering or even air conditioning as they must
work in a different way on a pure EV.
Figure 101 High voltage components shown in red, braking components in blue, low voltage in yellow and
sensor/date shown in green (Source: Bosch Media)
The key components will now be described further.

Battery: The most common battery technology now is lithium-ion. The complete battery pack
consist of several cell modules (the actual battery consists of at least 200-300 cells), a cooling
system, insulation, junction box, battery management and a suitable case or shell. These features
combine so that the pack can withstand impacts and a wide range of temperatures. On some
vehicles 2-3000 cells are used in a combination of series and parallel to achieve the required
voltage and capacity.
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The battery is usually installed in the underbody of the car. On a Pure-EV it can weight in excess of
300kg (660lbs) and for a PHEV in the region of 120kg (265lbs). Voltages vary and can be up to
800V, however, typically this is around 400V. The capacity of the battery is described in terms of
kilowatt hours and will be in the region of 20-25kWh for a PHEV and can be up to 100kWh for a
pure EV, but again this varies widely.
Battery management controller: This device monitors and controls the battery and determines
amongst other things, the state of charge of the cells. It regulates the temperature and protects the
cells against overcharging and deep discharge. Electronically activated switches are included that
disconnect the battery system when idle and in critical situations such as an accident or fire. The
device is usually part of the battery pack – but not always to check manufacturers’ data.
Figure 102 Plugin hybrid car with components labeled (Source: Volkswagen Media)
Motor: This is the component that converts electrical energy into kinetic energy or movement – in
other words it is what moves the vehicle. Most types used on EVs, HEVs (Hybrid Electric Vehicles)
and PHEVs are a type of AC synchronous motor supplied with pulses of DC. They are rated in the
region of 85kW on Pure- EVs.
Inverter: The inverter is an electronic device or circuit that changes direct current (DC) from the
battery to alternating current (AC) to drive the motor. It also does this in reverse for regenerative
charging. It is often described as the power electronics or similar.
DC to DC converter: This may be part of the inverter unit or a separate package. It is used to step
down the high voltage to supply the 12V system because a normal alternator is not used on strong
hybrids. On some systems it can work on both directions.
Control unit: Also called power control unit or motor control unit, this is the electronic device that
controls the power electronics (inverter). It responds to signals from the driver (brake, acceleration
etc.) and causes the power electronics to be switched accordingly. The control makes the motor
drive the car or become a generator and charge the battery. It can also be responsible for AC,
PAS, and brakes.
Charging unit: This device is used on pure-EVs and PHEVs and usually located near where the
external power source is connected. It converts and controls the ‘mains’ voltage (typically
230/240V AC in Europe and 120V AC in the USA) to a suitable level for charging the battery cells
(now usually about 400V DC).
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Driver interface: To keep the driver informed there are a number of methods used. Most common
now is a touch screen interface where information can be presented as well as allowing the driver
to change settings such as the charge rate on this PHEV.
Figure 103 Setting the maximum charge current
3.3.3. ECE-R100
ECE-R100 is a standard developed by the United Nations (UN) to harmonize EV systems10. It is
applicable for EVs, vehicle category M and N and capable of a top speed above 25km/h
(15.5mph). In this section I have highlighted some key aspects of the regulation. It is generally
about safety of the high voltage parts in an EV. Protection against electrical shock is a key aspect
of the standard:
• It should not be possible that live high voltage parts in passenger and luggage
compartments can be touched with a standardized test-pin or test-finger (yes, there really is
a standardized test-finger!)
• All covers and protection of live high voltage parts should be marked with the official symbol
(figure below) and access to live high voltage parts should only be possible by using a tool,
and on purpose
• Traction battery and powertrain shall be protected by properly rated fuses or circuit
breakers
• The high voltage powertrain must be isolated from the rest of the EV.
Figure 104 This warning symbol may be used with or without the text
10 At the time of writing, the standard was on its third revision
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Charging:
• The EV should not be able to move during charging
• All parts which are used while charging, should be protected from direct contact, under any
circumstance
• Plugging in the charging cable must shut the system off and make it impossible to drive.
General safety and driving points:

• Starting the EV should be enabled by a key or suitable keyless switch
• Removing the key, prevents the car being able to drive.
• It should be clearly visible if the EV is ready to drive (just by pushing the throttle)
• If the battery is discharged the driver should get an early warning signal to leave the road
safely
• When leaving the EV, the driver should be warned by a visible or audible signal if the EV is
still in driving mode
• Changing the direction of the EV into reverse should only be possible by the combinations
of two actuations or an electric switch which only operates when the speed is less then
5km/hr.
• If there is an event, like overheating, the driver should be warned by an active signal
Search www.unece.org for ‘ECE 100’ for a full copy of the latest standard.
3.4. Other systems

3.4.1. Heating and air conditioning
Most EVs allow the operation of heating or cooling when the vehicle is plugged in and charging.
Some also allow this function directly from the battery. The most important aspect is that this allows
the vehicle cabin to be ‘pre-conditioned’ (heated or cooled) on mains power, therefore saving
battery capacity and increasing range. The two most common systems allow:
• Cooling with an electrically driven air conditioner compressor
• Heating with a high-voltage positive temperature coefficient (PTC) heater
These cooling and heating functions using the high-voltage components are usually activated with
a timer or a remote app.
Many hybrid car systems combine the heating circuit by running it in parallel to the coolant circuit. It
consists of a heat exchanger, a heater unit, and a feed pump.
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Figure 105 Heating circuit (Source: Volkswagen)
Cabin cooling systems operate in much the same way as on a conventional vehicle except that the
AC compressor is electrically driven. This can be by the high voltage or a lower voltage system
such as 42V (but not normally from 12V).
When necessary, the battery control unit can request cooling of the battery when it is being
charged, so for this reason the battery cooling circuit and in some case the motor cooling circuit
are combined with the engine cooling system on a hybrid. The electric pump makes the coolant
flow.
3.4.2. Thermal challenges

Battery electric vehicle (BEV) supporters are keen to point to the 95% efficiency of the electric
motor. This is compared with the most advanced petrol/gasoline engines, which have 40% thermal
efficiency. These numbers can, however, be misleading. The figure for petrol engines is under high
load conditions. The number is lower, more like 30% under other operating conditions. BEVs also
suffer from electro-thermal losses. However, engineers are looking at how to use all waste heat to
warm passengers in cold conditions.
3.4.3. Liquid cooling

The operation of the DC-DC converter, power electronics, and battery charging/discharging cycles
all produce heat (table below). The electrical energy losses may total up to 40%. There is,
therefore, a need for liquid cooling.11
Table 10 Thermal losses (increased charge and discharge power significantly increases waste heat)
Component Thermal loss % Temperature limit ℃ Temperature limit F

Motor/Generator 3-5 85 185
Power electronics/Inverter 3-5 65 149
High voltage ba8ery 5-8 50 122
DC/DC converter 3-5 70 158
Charger 3-5 65 149
11 Note, figures will vary across systems and manufacturers but these are a good average
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Electric propulsion appears to have a significant efficiency advantage compared to ICE because of
losses in the form of waste heat. However, the comparison is closer when the energy to produce
the electricity is considered.
The size and weight of the lithium-ion battery pack are significant contributor to the cost of a BEV.
There are also the resulting issues of range, recharging time, and the deteriorating effects on
lithium-ion batteries in high-voltage, high-rate charging. In due course, solid-state batteries, could
open the path to alternative chemistries with lower flammability than current lithium-ion batteries.
For the same energy density, the solid-state type would be more compact and lighter. In the
meantime, we have to work with what we have.
The current focus is on liquid cooling as an ideal way to deal with the challenges of high-voltage,
high-rate charging and greater battery density. Air cooling is adequate for the smaller battery packs
in hybrids. Liquid cooling permits controlled use of waste heat. Using this heat energy is better than
adding expensive battery capacity or even a heat pump, which is a costly addition. Liquid cooling is
also ideal for power electronics waste heat management and recovery. Battery refrigeration
systems are under development for future BEVs (Battery Electric Vehicle) so they can withstand
rapid charging of 100kW or more.
3.4.4. Heat pumps

A heat pump transfers heat energy from a source of heat to a thermal reservoir. It moves thermal
energy in the opposite direction of spontaneous heat transfer. It does this by absorbing heat from a
cold space and releasing it to a warmer one.
A heat pump uses external power to accomplish the work of transferring energy from the heat
source to the heat sink. The most common design of a heat pump is almost exactly like a car AC
system, working in reverse. It includes a condenser, an expansion valve, an evaporator, and a
compressor. The heat transfer medium is a refrigerant. The key process is that evaporation of the
refrigerant draws heat from its surroundings. Lick the back of your hand and blow on it! It feels cool
because the moisture draws heat from your body as it evaporates.
Figure 106 A simplified diagram of a heat pump's vapor-compression refrigeration cycle: 1) condenser, 2)
expansion valve, 3) evaporator, 4) compressor
Heat pumps usually can be used either in heating mode or cooling mode, as required by the user.
When a heat pump is used for heating, it employs the same basic refrigeration cycle used by an air
conditioner or a fridge, but in reverse. It releases heat into the conditioned space rather than the
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surrounding environment. In-car heat pumps draw heat from the external air even when it is cooler
than the cabin.
Heat pumps are significantly more energy efficient than simple electrical resistance heaters.
However, the cost of installing a heat pump is much higher than a PTC heater.
3.4.5. Brakes
Brakes are normally operated hydraulically, but with some sort of servo (booster) assistance. This
can be from a hydraulic pump but on most ICE driven vehicles, the vacuum (low pressure) from the
inlet manifold is used to operate a servo. On a pure EV or a hybrid running only on electricity,
another method must be employed.
An electrically assisted master cylinder can be used, which also senses the braking pressure
applied by the driver. The reason for this is that as much braking effect as possible is achieved
through regeneration because this is the most efficient method. The signals from the master
cylinder sensor are sent to an electronic control system and this in turn switches the motor to
regenerative mode, charging the batteries and causing retardation, or regenerative braking. If
additional braking is needed, determined by driver foot pressure, the traditional hydraulic brakes
are operated, with electrical assistance if needed.
Figure 107 Electronically controlled brake master cylinder
Some braking systems have a feedback loop to the master cylinder to give the driver the
appropriate feel from the brake pedal that is related to the amount of retardation overall (friction
brakes and regenerative brakes).
A fully hydraulic actuation system (HAS) has been developed by Bosch for use on hybrid and
electric vehicles. The system is suitable for all brake-circuit splits and drive concepts. It comprises
a brake operation unit and a hydraulic actuation control module which supplement the ESP®
hydraulic modulator. The brake pedal and wheel brakes are mechanically decoupled. The brake
actuation unit processes the braking command, and an integrated pedal travel simulator ensures
the familiar pedal feel. The braking pressure modulation system implements the braking command
using the electric motor and wheel brakes. The aim is to achieve maximum recuperation while
maintaining complete stability. Depending on the vehicle and system status, deceleration of up to
0.3g can be generated using only the electric motor. If this is not sufficient, the modulation system
uses the pump and high-pressure accumulator.
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Figure 108 Vacuum-independent braking system specially designed for plug-in hybrids and electric vehicles. It
comprises a brake operation unit (left) and an actuation control module (right) which supplement the ESP®
hydraulic modulator (Source: Bosch Media)
3.4.6. Power assisted steering

When running on electric only, or if there is no engine available to run a power steering pump, an
alternative must be used. However, most modern ICE vehicles use one of two main ways to use
electric power assisted steering (ePAS), the second of these is now the most common by far:
1. An electric motor drives a hydraulic pump which acts on a hydraulic ram/rack/servo cylinder
2. A drive motor, which directly assists with the steering.
With the direct acting type an electric motor works directly on the steering via an epicyclic gear
train. This completely replaces the hydraulic pump and servo cylinder.
On many systems, an optical torque sensor is used to measure driver effort on the steering wheel
(all systems use a sensor of some sort). The sensor works by measuring light from an LED (Light
Emitting Diode), which is shining through holes. These are aligned in discs at either end of a
torsion bar, fitted into the steering column. An optical sensor element identifies the twist of two
discs on the steering axis with respect to each other, each disc being provided with appropriate
codes. From this sensor information the electronic control system calculates the torque as well as
the absolute steering angle.
Figure 109 Direct electric PAS (Source: Ford Media)
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3.4.7. DC to DC converter
A DC-to-DC converter is a device that converts a source of direct current (DC) from one voltage
level to another. In most systems, one DC voltage is converted to AC using an inverter, the voltage
of this AC is changed using a transformer, and it is then rectified back into DC.
Electric vehicles use a high-voltage battery (generally 200 to 450V) for traction and a low-voltage
(12V) battery for supplying all the electric components in the vehicle. On ICE vehicles the low-
voltage battery is charged from an alternator, but in an EV it is charged from the high-voltage
battery. Some hybrid vehicles also allow the low voltage battery to help recharge the high-voltage
pack if the vehicle does not use a starter motor.
Figure 110 DC-DC bi-directional converter (Source: STMicroelectronics)
STMicroelectronics12 is a provider of semiconductor solutions. They have a wide offer of discrete

semiconductors including IGBTs and both silicon and silicon-carbide (SiC) MOSFETs and diodes.
The figure above shows a bi-directional DC-DC converter.
12 STMicroelectronics https://www.st.com/en/applications/electro-mobility/bidirectional-dc-dc-converter.html
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3.5. High voltage safety system
3.5.1. Introduction
The high-voltage battery is effectively connected to all the high-voltage components. However,
each high-voltage connection can operate a relay. This connects the high voltage system in the
vehicle when the main contactor is closed or disconnects it when it is open (figure below).
If the contactors are de-energized, they open, and the high-voltage battery is disconnected. The
command to open can be triggered by different situations. For example, turning off the vehicle and
removing the ignition key opens the contactors. It also activates the other safety systems.
Figure 111 High voltage system components deactivated (OFF) and activated (ON)
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3.5.2. Pilot line
The pilot line, also known as an interlock system, is a completely independent safety system that
checks if all high-voltage components are correctly connected to the high-voltage system. It
connects all high-voltage components and operates on low voltage. The system continuously
determines if the high-voltage connections of the components in the pilot line are correctly
connected.
Figure 112 The pilot line (in red) runs through every component via all their plugs and sockets
The pilot line circuit is interrupted if a high voltage connection on a high-voltage component is
disconnected. This occurs if a cable is disconnected, the maintenance connector is removed, or a
high-voltage component is replaced. The pilot line circuit is a continuous loop such that breaking it
at any point, causes the protective relays to open, and isolate the high-voltage battery.
The high-voltage system normally has a maintenance connector near the high-voltage battery as
an additional safety feature for de-energizing the high-voltage system. There may also be a
maintenance connector under the bonnet or in other locations (always refer to manufacturer’s
information). If any connector is unlocked and removed, the pilot line is disconnected the main
contactors open. This disconnects the high voltage battery, and in many cases, it also electrically
separates the battery into two halves.
The location and appearance of the connector will vary and depends on the vehicle type. When
disconnected, the system is de-energized and only the battery modules are live. If electrically
halved, the voltage is also halved.
As a reminder, always follow the three basic rules of high-voltage safety:
1. De-energize the high-voltage system
2. Secure the vehicle against reactivation
3. Check/determine whether the high-voltage system is de-energized.
De-energization should only be performed by a qualified person.
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3.5.3. Crash safety
The high-voltage safety system is linked to the crash detection system, usually via the airbag
control module. De-energization of the high-voltage system protects the vehicle occupants, first
responders and technicians working on a vehicle in for repair after an accident.
Figure 113 Crash detection
When the airbag control module detects an accident and deploys the belt tensioner or airbags, the
battery regulation control module is instructed, via the CAN data bus, to open the protective relays.
There are two scenarios:
• Single stage crash deployment: If just the belt tensioners are deployed, the contactor can
be closed by turning the ignition on and off again
• Second crash stage crash deployment: If the belt tensioners and airbags are deployed, the
contactors can often only be closed again using the manufacturer’s or other suitable
equipment.
3.5.4. Insulation resistance

The battery regulation control module transmits a test voltage to check the insulation resistance of
the high-voltage system. The voltage is usually about 500V and has a low current which is not
dangerous. This checks that all the high-voltage components and cables are correctly insulated
and shielded. The control module calculates and compares readings with previously measured
resistance values of the high-voltage system.
If the insulation of a wire is damaged, for example by an animal bite or fraying due to rubbing,
the insulation resistance changes. The control module detects this as an insulation fault. A
range of messages can appear in the vehicle instrument cluster depending on the severity of
the fault. A severe fault will prevent the vehicle from being used.
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3.6. Heavy vehicles
3.6.1. Overview
Heavy vehicle electric drive systems are fundamentally the same as those used on light vehicles,
except that they generally need to produce more torque. Some also use more than three phases to
drive the motor. The block diagram shown here is a generic layout of a plug-in hybrid electric
vehicle (PHEV) or a pure/battery electric vehicle (P/BEV). It could be a light or a heavy vehicle.
Figure 114. EV layout block diagram
The high voltage battery is the main source of energy and is usually lithium-ion based technology.
It is made of many cells in a series and parallel combination to produce a voltage of about 400V.
However, this is tending to increase on newer models and 700V or more is likely to become
popular. On heavy vehicles the voltage tends to be higher because more power, and therefore
more current, needs to be delivered.
The inverter uses insulated gate bipolar transistors (IGBTs), or similar, to convert DC to three-
phase AC, which is used to drive the motor. It is also able to work as a rectifier and take three-
phase AC generated in the motor (generator) during braking and change it into DC to recharge the
battery. Some systems use a separate electronic control unit (ECU) but many have it integrated
into this unit.
The drive motor shown above, is three-phase and it drives the vehicle or assists with its movement
if in hybrid configuration. It also acts as a generator when driven via the wheels and transmission
when braking. The charge plug is the type that allows either direct DC charging or normal AC
charging. It is plugged into a domestic or more heavy-duty industrial charging unit.
When charging from a normal unit or domestic or industrial mains supplies, the charger unit steps
up the voltage (often 120 or 230Vac) to the 400+Vdc needed to charge the battery. It also acts to
distribute the higher voltage three-phase AC to items such as the air conditioning pump and
positive temperature coefficient (PTC) heater.
Using a high voltage air conditioning pump allows the system to run when either the ICE engine is
not operating (on a hybrid) or on a pure electric vehicle.
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The heater is effectively an electric fire! It produces heat by using PTC elements in an air flow. PTC
or positive temperature coefficient elements increase in resistance, as temperature increases, so
are self-limiting with respect to current flow.
To operate the motor, different phases are switched on at different times to cause rotation. The
signals used to switch the IGBTs are pulse width modulated for finer control. For some heavy
vehicle applications, multiphase motors are used. Arguably a three-phase motor is multiphase, but
the term is generally used to mean more than three. The switching of the inverters that drive these
motors is more complex but still follows the basic principle of switching a phase in turn. Multiphase
drives have some advantages, in addition to their improved power to weight ratio, when compared
to the standard three-phase versions, for example:
• the current stress of the semiconductors is reduced
• torque ripple is reduced.
Other advantages include a reduction in the noise and reduced stator copper loss, which results in
improved efficiency. Some systems are more reliable because even if one or more phases are lost,
the motor can still operate with reduced performance. The inverter shown here can operate in
either three-phase mode or nine-phase mode.
Figure 115. Multiphase inverter13
The batteries for heavy vehicle use are the same as for light vehicle systems but are often made
modular so that they can be used at different capacities and voltages. The modular approach also
allows easier fitting into different spaces, as well as easier repairs when required. Lithium-ion
technology is mostly used. Voltages up to 800V and more are becoming common.
Figure 116 Modular battery design (random wiring connections shown)
13 Multi-phase rectifier source: Reddy B. Prathap and Sivakumar Keerthipati. “A Multilevel Inverter Configuration […}.”
IEEE Transactions on Industrial Electronics 65 (2018): 3035-3044.
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The main components of an EV operate using the same principles, whether used on light or heavy
vehicles. On heavy vehicles however, they will tend to be larger and more powerful, simply
because of the higher torque and power requirements. Some motors are 6- or 9-phase instead of
the normal 3-phase. This is usually described as multiphase.
3.6.2. Example components

This section will cover some current examples of the components, and methods of using them, in
heavy vehicle applications. In this context R. V’s, coaches and buses are considered to be heavy
vehicles, not just trucks and construction vehicles.
A Canadian company TM4 (part of the Dana group) produce a family of high torque electric
powertrain systems for electric and hybrid commercial vehicle applications. There are a number of
motor models with varying sizes paired with a choice of medium (<450Vdc) or high voltage
(<750Vdc) inverters.
Figure 117. Inverter and motor (Source: TM4)
These high torque/low speed permanent magnet motors are designed to interface with standard
rear differentials without the need for an intermediate gearbox. By allowing direct drive operation, it
reduces powertrain complexity and cost. A direct drive system can produce over 10% efficiency
gains throughout the driving cycle, representing an equivalent gain in battery usage and therefore
range. Typical applications for these technologies are:
• City buses
• Delivery trucks
• Tow tractors
• Mining vehicles
• Marine applications
• Shuttles.
Figure 118 Nine-phase motor driving the rear axle of a bus (Source: TM4)
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The inverters used for heavy vehicle applications have to be able to handle significant power levels
(voltages and current). Just like on smaller vehicles these devices convert DC from the battery into
3 or more phases of AC to drive the motors. They also act to rectify the output of the motor during
regenerative braking.
A common approach to increasing power is to use multiple power transistors (IGBTs) in parallel.
However, IGBTs are never perfectly matched and when in parallel, current does not distribute
evenly, which can cause a loss in performance of 10% or more compared to the same number of
independent IGBTs.
Figure 119 IGBTs in parallel (left) and multiphase modular topology (Source: TM4)
A multiphase topology for inverters and motors uses separate IGBTs to drive independent
electromagnetic subsets of the motor. This allows each IGBT (insulated gate bipolar transistors)
to be used to its fullest potential. Because the IGBTs are fully independent it is possible to use
interleaved IGBT switching. This spreads the current ripple demand from the DC bus filtering
capacitor among the IGBTs.
Almost all EV motors work on the principle of a permanent magnet rotor and a rotating field stator.
Heavy vehicle systems in this respect are no different. However, the extra power requirements of
heavy vehicles mean some innovative technologies have been used. As discussed in the first
section, multiphase systems are used but another interesting method is to mount the rotor outside
the stator. This external rotor motor topology has a greater magnetic flux and can produce higher
torque. Torque (Nm) is the product of the force (N) and the distance (m) from the center of rotation.
This is represented in the following figure and shows how the greater distance can result in
increased torque.
Figure 120 Motor torque (Source: TM4)
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The example motor (HV3500) shown in the following figure is 572 x 591 x 505mm, and weighs
340kg (750lbs). The associated inverter is 414 x 126 x 801 mm and weighs in at 36kg (80lbs).
Figure 121 Inverter and motor (Source: TM4)
The electronic control unit (ECU) runs the hybrid or pure EV system based on operating conditions
and driver demand. It is programmed (like all engine or EV control ECUs (Electronic Control Unit))
to meet the specific needs of the vehicle, operating environment, and associated systems.
Figure 122. The appropriately named ‘neuro 200’ vehicle management unit is the brain of the system (Source:
TM4)
In a bus used for trials, two ZF electric motors near the wheels are used, each with 120 kW (160
bhp) of maximum power. Like all EV motors, they can also run in generator mode to feed power
back into the batteries (regenerative braking).
Figure 123. Drive motors (Source: ZF)
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A key aspect of this system is that it fits into the same space and has the same interface
dimensions as portal axles for conventional ICE vehicles. This makes it easy to add to an existing
chassis, without needing to redesign the entire vehicle. Shown here is an alternative, but similar
arrangement of two drive motors:
Figure 124 Alternative drive axle arrangement (Source: ZF)
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4. Batteries
4.1. Overview
4.1.1. Battery range
The main thing that affects the range of an EV is your right foot! Smooth driving with gentle
acceleration and minimal braking has the most impact on range – as it does in any vehicle.
However, the range is also affected by cold weather as well as the use of AC (heating or cooling)
and other items (such as lights). This is because these systems use battery energy. Vehicle
manufacturers are using solutions such as LED exterior lights to reduce consumption. Control
systems can also minimize the energy used by additional items. Mains powered pre-conditioning is
now common, allowing the driver to start their journey with the interior at a comfortable
temperature without draining the battery. One plus point is that EVs don‘t need a warm-up period
like many conventional ICE vehicles in the winter.
Figure 125 Battery pack and other HV components on the Volvo SUV (Source: Volvo Media)
4.1.2. State of charge

State of charge (SOC) is a measure of the amount of energy left in a battery compared with the
energy it had when it was full. It gives the driver an indication of how much longer a battery will
continue to work before it needs recharging. It is considered as a measure of the short-term
capability of a battery.
However, it is more difficult to define SOC than it would first appear. It is defined as the available
capacity expressed as a percentage of a given reference. This could be its:
• Rated capacity (as if new)
• Latest charge-discharge capacity
Particularly on an EV, this can be a problem. A vehicle that has a range of, say, 100km on a fully
charged brand new battery, could reasonably expect a range of 50km if it was 50% charged.
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However, after several years the capacity of the battery when fully charged may only be 80% of
what it used to be. An indication of 50% charge would now only give a 40km range.
Because electric vehicles use the SOC to determine range, it should ideally be an absolute value
based on capacity of the battery when new. Several methods of estimating the state of charge of a
battery have been used. Some are specific to particular cell chemistries. Most depend on
measuring a parameter which varies with the state of charge.
The easiest way to monitor SOC is a voltage measurement, but this does depend on several
factors. An open circuit voltage will be higher than when current is flowing due to cell internal
resistance. Temperature also has a big effect. Lithium-ion batteries also have a cell voltage that
does not change that much between fully charged and fully discharged. Most are also actually
operated between 80% and 20% as this reduces degradation over time. The voltage changes are
therefore even smaller. Nonetheless, taking all factors into account, a voltage measurement under
a known load, gives a reasonable estimate of SOC.
Figure 126 State of charge (SOC) vs. voltage
It is also possible to calculate state of charge by measuring current and time (in or out). Current
multiplied by time gives a suitable value for SOC. Unfortunately, there are a few problems with this:
• The discharge current changes non-linearly as the battery becomes discharged
• To know how much charge it contained, the battery must be discharged
• There are losses during the charge/discharge cycle.
A battery will always deliver less during discharge than was put into it during charging. This is
sometimes described as the Coulombic efficiency of the battery. Temperature is once again an
issue. However, if all factors are considered, a reasonable figure for state of charge can be
calculated. Most battery manufacturers use a Coulombs in and Coulombs out as a benchmark for
their warranties.
4.1.3. State of health

The state of health (SOH) of a battery is a measurement that indicates the general condition of a
battery and its ability to perform compared with a new battery. It considers charge acceptance,
internal resistance, voltage, and self-discharge. It is considered as a measure of the long-term
capability of a battery.
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Figure 127 State of health (SOH) vs. time14
SOH is an indication not an absolute measurement. During the lifetime of a battery, its
performance deteriorates due to physical and chemical changes. Unfortunately, there is no agreed
definition of SOH.
Cell impedance or cell conductivity is often used as a reasonable estimate of SOH. More complex
systems monitor other parameters and involve a range of calculations. Because SOH is a figure
relative to the condition of a new battery, the measurement system must collect and save data over
time and monitor the change.
Counting the charge/discharge cycles of the battery is a measure of battery usage and can be
used to indicate SOH, if compared to the expected values over time. This is because the capacity
of lithium-ion cell deteriorates quite linearly with age or cycle life. The remaining cycle life can
therefore be used as a measure of the SOH.
4.2. Types of battery

4.2.1. Lead-acid batteries (Pb-Pb02)
Even after over 150 years of development and much promising research into other techniques of
energy storage, the lead-acid battery is still the best choice for low voltage motor vehicle use. This
is particularly so when cost and energy density are considered. Incremental changes over the
years have made the sealed and maintenance-free battery now in common use very reliable and
long lasting.
The basic construction of a nominal 12V lead-acid battery consists of six cells connected in series.
Each cell, producing about 2V, is housed in an individual compartment within a polypropylene, or
similar, case. Below is a cut-away battery showing the main component parts. The active material
is held in grids or baskets to form the positive and negative plates. Separators made from a micro-
porous plastic insulate these plates from each other.
14 There is a useful SOH calculator (estimator) here: https://www.geotab.com/blog/ev-battery-health/
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Figure 128 Lead-acid battery
However, even modern batteries described as sealed do still have a small vent to stop the
pressure build-up due to the very small amount of gassing. A further requirement of sealed
batteries is accurate control of charging voltage.
Figure 129 Battery discharge and charging process (left to right): Fully charged; discharging; charging;
charging and gassing
In use, a lead-acid battery requires very little attention other than the following when necessary:
• Clean corrosion from terminals using hot water.
• Terminals should be smeared with petroleum jelly or Vaseline, not ordinary grease.
• Battery tops should be clean and dry.
• If not sealed, cells should be topped up with distilled water 3mm above the plates.
• The battery should be securely clamped in position.
4.2.2. Alkaline (Ni-Cad, Ni-Fe and Ni-MH)

The main components of the nickel-cadmium (NiCad) cell for vehicle use are as follows:
• positive plate – nickel hydrate (NiOOH)
• negative plate – cadmium (Cd)
• electrolyte – potassium hydroxide (KOH) and water (H2O).
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The process of charging involves the oxygen moving from the negative plate to the positive plate,
and the reverse when discharging. When fully charged, the negative plate becomes pure cadmium
and the positive plate becomes nickel hydrate. A chemical equation to represent this reaction is
given next but note that this is simplifying a more complex reaction.
• 2NiOOH + Cd + 2H2O +KOH == 2Ni(OH)2 + CdO2 + KOH
The 2H2O is actually given off as hydrogen (H) and oxygen (O2) as gassing takes place all the time
during charge. It is this use of water by the cells that indicates they are operating, as will have been
noted from the equation. The electrolyte does not change during the reaction. This means that a
relative density reading will not indicate the state of charge.
Figure 130 Simplified representation of a NiCad alkaline battery cell
Ni-MH or nickel-metal-hydride batteries are used and have proved to be very effective by some
electric vehicles. Toyota in particular has developed these batteries. The components of NiMH
batteries include a cathode of nickel-hydroxide, an anode of hydrogen absorbing alloys and a
potassium-hydroxide (KOH) electrolyte. The energy density of NiMH is more than double that of a
lead acid battery but less than lithium-ion batteries.
Toyota developed a cylindrical NiMH battery in 1997 that powered the Rav4EV as well as the e-
com electric vehicle. Since then, Toyota has continually improved its NiMH batteries by reducing
size, improving power density, lowering weight, improving the battery pack/case, and lowering
costs. The current NiMH battery, which powers the third generation Prius, costs 25% that of the 1st
generation.
Figure 131 Toyota NiMH battery and management components (Source: Toyota)
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Nickel-metal batteries are ideal for mass producing affordable conventional hybrid vehicles due to
their low cost, high reliability, and high durability. There are first-generation Prius batteries still on
the road with over 200,000 miles and counting. That is why NiMH remains the battery of choice for
Toyota’s conventional hybrid line up.
Figure 132 Ni-MH battery
4.2.3. Sodium-nickel Chloride (Na-Ni-Cl)

Molten salt batteries (including liquid metal batteries) are a class of battery that uses molten salts
as an electrolyte and offers both a high energy density and a high-power density. Traditional 'use-
once' thermal batteries can be stored in their solid state at room-temperature for long periods of
time before being activated by heating. Rechargeable liquid metal batteries are used for electric
vehicles and potentially also for grid energy storage, to balance out intermittent renewable power
sources such as solar panels and wind turbines.
Figure 133 Sodium-nickel-chloride cell
Thermal batteries use an electrolyte that is solid and inactive at normal ambient temperatures.
They can be stored indefinitely (over 50 years) yet provide full power in an instant when required.
Once activated, they provide a burst of high power for a short period (a few tens of seconds) to 60
minutes or more, with output ranging from a few watts to several kilowatts. The high-power
capability is due to the very high ionic conductivity of the molten salt, which is three orders of
magnitude (or more) greater than that of the sulfuric acid in a lead-acid car battery.
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Significant development has been done relating to rechargeable batteries using sodium (Na) for
the negative electrodes. Sodium is attractive because of its high potential of 2.71V, low weight,
non-toxic nature, relative abundance and ready availability and its low cost. In order to construct
practical batteries, the sodium must be used in liquid form. The melting point of sodium is 98 °C
(208 °F). This means that sodium-based batteries must operate at high temperatures between
400–700 °C, with newer designs running at temperatures between 245–350 °C.
4.2.4. Sodium Sulphur (Na-S)

The sodium-sulphur or Na-S battery consists of a cathode of liquid sodium into which is placed a
current collector. This is a solid electrode of alumina (a form of aluminum oxide). A metal can that
is in contact with the anode (a sulfur electrode) surrounds the whole assembly. The major problem
with this system is that the running temperature needs to be 300–350°C. A heater rated at a few
hundred watts forms part of the charging circuit. This maintains the battery temperature when the
vehicle is not running. Battery temperature is maintained when in use due to current flowing
through the resistance of the battery (often described as I 2R power loss).
Each cell of this battery is very small, using only about 15g (half an ounce) of sodium. This is a
safety feature because, if the cell is damaged, the sulfur on the outside will cause the potentially
dangerous sodium to be converted into polysulphides – which are comparatively harmless. Small
cells also have the advantage that they can be distributed around the car. The capacity of each cell
is about 10Ah. These cells fail in an open circuit condition and hence this must be considered, as
the whole string of cells used to create the required voltage would be rendered inoperative. The
output voltage of each cell is about 2V.
Figure 134 Sodium sulfur cell
4.2.5. Lithium-ion (Li-ion)

Lithium-ion technology is the battery technology of choice for almost all pure EVs. Today’s batteries
have an energy density of 100-265 Wh/kg but have the potential to go as high as 280Wh/kg. Much
research in cell optimization is taking place to create a battery with a higher energy density and
increased range. Lithium-ion technology is currently considered the safest.
The Li-ion battery works as follows. A negative electrode (anode) and a positive electrode
(cathode) are part of the individual cells of a lithium-ion battery together with the electrolyte and a
separator. The anode is a graphite structure, and the cathode is layered metal oxide. Lithium-ions
are deposited between these layers. When the battery is charging, the lithium-ions move from the
anode to the cathode and take on electrons. The number of ions therefore determines the energy
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density. When the battery is discharging, the lithium-ions release the electrons to the anode and
move back to the cathode.
Figure 135 Lithium-ion cell
Useful work is performed when electrons flow through a closed external circuit. The following
equations show one example of the chemistry, in units of moles, making it possible to use
coefficient X.
• The cathode (positive terminal) half-reaction is:
• The anode (negative terminal) half reaction is:
One issue with this type of battery is that in cold conditions, the lithium-ions movement is slower
during the charging process. This tends to make them reach the electrons on the surface of the
anode rather than inside it. Also, using a charging current that is too high creates elemental lithium.
This can be deposited on top of the anode covering the surface, which can seal the passage. This
is known as lithium plating. Research is ongoing and one possible solution could be to warm up the
battery before charging.
Figure 136 Operation of a lithium ion battery Source: Bosch Media)
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Bosch and other companies are working on post-lithium-ion batteries, such as those made using
lithium-sulfur technology, which promises greater energy density and capacity. The company
estimates that the earliest the lithium-sulfur battery will start series production is the middle of the
2020s.
There are several ways to improve battery performance. For example, the material used for the
anode and cathode plays a major role in the cell chemistry. Most of today’s cathodes consist of
nickel-cobalt manganese (NCM) and nickel-carboxyanhydrides (NCA), whereas anodes are made
of graphite, soft or hard carbon, or silicon carbon.
High voltage electrolytes can further boost battery performance, raising the voltage within the cell
from 4.5 to 5V. The technical challenge lies in guaranteeing safety and longevity while improving
performance. Sophisticated battery management can further increase the range of a car by up to
10% – without altering the cell chemistry.
Figure 137 Battery developments are ongoing (Source: Bosch Media)
4.2.6. Fuel cells

The energy of oxidation of conventional fuels, which is usually manifested as heat, can be
converted directly into electricity in a fuel cell. All oxidations involve a transfer of electrons between
the fuel and oxidant, and this is employed in a fuel cell to convert the energy directly into electricity.
All battery cells involve an oxide reduction at the positive pole and an oxidation at the negative
during some part of their chemical process. To achieve the separation of these reactions in a fuel
cell, an anode, a cathode, and electrolyte are required. The electrolyte is fed directly with the fuel.
It has been found that a fuel of hydrogen when combined with oxygen proves to be a most efficient
design. Fuel cells are very reliable and silent in operation but are quite expensive to construct.
Figure 138 Fuel cell operation
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Operation of a fuel cell is such that as hydrogen is passed over an electrode (the anode), which is
coated with a catalyst, the hydrogen diffuses into the electrolyte. This causes electrons to be
stripped off the hydrogen atoms. These electrons then pass through the external circuit. Negatively
charged hydrogen anions (OH) are formed at the electrode over which oxygen is passed such that
it also diffuses into the solution. These anions move through the electrolyte to the anode. Water is
formed as the by-product of a reaction involving the hydrogen ions, electrons, and oxygen atoms.
If the heat generated by the fuel cell is used, an efficiency of over 80% is possible, together with a
very good energy density figure. A unit consisting of many individual fuel cells is often referred to
as a stack.
The working temperature of these cells varies but about 200°C is typical. High pressure is also
used, and this can be of the order of 30 bar. It is the pressures and storage of hydrogen that are
the main problems to be overcome before the fuel cell will be a realistic alternative to other forms
of storage for the mass market.
Many combinations of fuel and oxidant are possible for fuel cells. Though hydrogen--oxygen is
conceptually simple, hydrogen has some practical difficulties, including that it is a gas at standard
temperature and pressure and that there does not currently exist an infrastructure for distributing
hydrogen to domestic users. More readily usable, at least in the short term, would be a fuel cell
powered by a more easily handled fuel. To this end, fuel cells have been developed which run on
methanol. There are two types of fuel cell that use methanol:
• Reformed methanol fuel cell (RMFC)
• Direct methanol fuel cell (DMFC)
In the RMFC, a reaction is used to release hydrogen from the methanol, and then the fuel cell runs
on hydrogen. The methanol is used as a carrier for hydrogen. The DMFC uses methanol directly.
RMFCs can be made more efficient in the use of fuel than DMFCs but are more complex.
Figure 139 Direct methanol fuel cell operation
DMFCs are a type of proton exchange membrane fuel cell (PEMFC). The membrane in a PEMFC
fulfils the role of the electrolyte, and the protons (positively charged hydrogen ions) carry electrical
charge between the electrodes.
Because the fuel in a DMFC is methanol, not hydrogen, other reactions take place at the anode.
Methanol is a hydrocarbon (HC) fuel, which means that its molecules contain hydrogen and carbon
(as well as oxygen in the case of methanol). When HCs burn, the hydrogen reacts with oxygen to
create water and the carbon reacts with oxygen to create carbon dioxide. The same general
process takes place in a DMFC, but in the process the hydrogen crosses the membrane as an ion,
in just the same way as it does in a hydrogen fueled PEMFC.
The real benefit of methanol is that it can easily fit into the existing fuel infrastructure of filling
stations and does not need highly specialized equipment or handling. It is easy to store on-board
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the vehicle, unlike hydrogen which needs heavy and costly tanks. The big downside is that carbon
dioxide is produced.
4.2.7. Super-capacitors
Super- or ultra-capacitors are very high capacity but (relatively) low size capacitors. These two
characteristics are achieved by employing several distinct electrode materials prepared using
special processes. Some state-of-the art ultra-capacitors are based on high surface area,
ruthenium dioxide (RuO2) and carbon electrodes. Ruthenium is extremely expensive and available
only in very limited amounts.
Electrochemical capacitors are used for high-power applications such as cellular electronics, power
conditioning, industrial lasers, medical equipment, and power electronics in conventional, electric
and hybrid vehicles. In conventional vehicles, ultra-capacitors could be used to reduce the need for
large alternators for meeting intermittent high peak power demands related to power steering and
braking. Ultra-capacitors recover braking energy dissipated as heat and can be used to reduce
losses in electric power steering.
Figure 140 Ultracapacitors (Source: Skeleton)
One system in use on a hybrid bus uses 30 ultra-capacitors to store 1600kJ of electrical energy (20
farads at 400V). The capacitor bank has a mass of 950kg (2100lbs). Use of this technology allows
recovery of energy when braking, which would otherwise have been lost because the capacitors
can be charged in a very short space of time. The energy in the capacitors can also be used very
quickly for rapid acceleration.
4.2.8. Flywheels
As discussed previously, recovering the energy that would otherwise be lost when a vehicle brakes
is an extremely effective way to improve fuel economy and reduce emissions. However, there are
some concerns about the environmental impact of widespread battery manufacture and end-of-life
disposal. Flywheel technology is one possible answer. A company known as Flybrid produces a
mechanically compact kinetic energy recovery system (KERS).
Flywheel technology itself is not new. Flywheel energy storage has been used in hybrid vehicles
such as buses, trams, and prototype cars before, but the installation tended to be heavy and the
gyroscopic forces of the flywheel were significant. The new system overcomes these limitations
with a compact and relatively lightweight carbon and steel flywheel.
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Figure 141 Carbon fiber flywheel (Source: Flybrid)
KERS captures and stores energy that is otherwise lost during vehicle deceleration events. As the
vehicle slows, kinetic energy is recovered through the KERS continuously variable transmission
(CVT) or clutched transmission (CFT) and stored by accelerating a flywheel. As the vehicle gathers
speed, energy is released from the flywheel, via the CVT or CFT, back into the driveline. Using this
stored energy to reaccelerate the vehicle in place of energy from the engine reduces engine fuel
consumption and CO2 emissions.
Figure 142 The Flybrid® hybrid system
(Source: www.flybridsystems.com)
Flywheel systems offer an interesting alternative to batteries or super-capacitors. In a direct
comparison they are less complex, more compact, and lighter weight. However, the technology
challenges involved in a flywheel that can rotate at speeds up to 64,000 rpm, extracting the energy
and keeping it safe, should not be underestimated.
4.3. Battery developments and other issues

4.3.1. Introduction
Every year, motor vehicles which have reached the end of their useful lives create between 8 and 9
million tons of waste in the European Union. The figures are similar in the USA. These can be
described as End of Life Vehicles (ELV).
Electric vehicles (EVs) pose similar environmental risks to any other ELV (End of Life Vehicles) in
that they contain components and fluids which can initiate fires, pollute the environment and/or
cause harm to human health. However, EVs will generally create a lower liquid leakage risk, as
they will not contain the same quantities of potentially polluting fluids as other types of ELVs (End
of Life Vehicles) (diesel, petrol/ gasoline, and engine oil for example). The additional
environmental risk from EVs comes from the management of the high voltage batteries that all
EVs contain.
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It is important to be able to access information specific to the manufacturer and the vehicle being
worked on. This is needed because it is recommended that the high voltage system be
deactivated on arrival. This will reduce the risk of electric shock, short circuits, and fires.
Different systems are de-energized in different ways so always refer to the manufacturer’s
information. This process should only be carried out by a trained person.
Figure 143 End of life vehicles
Most electric vehicle batteries are lithium-ion. These rely on a mix of materials such as cobalt,
manganese, nickel, and graphite. The batteries can be found in different locations on the vehicle.
For hybrid EVs they are usually under the rear seats, behind the rear seat or in the boot/trunk. For
full EVs, the batteries are often under the floor.
It is already recommended that lead acid vehicle batteries are disconnected shortly after arrival at
the ELV site. This significantly reduces the risk of fires and the same approach therefore applies to
the de-energization of EVs. The earlier Toyota Prius have nickel metal hydride batteries. These are
a strong alkali so must not be stored with lead acid batteries. If in doubt, check the manufacturer’s
data and the battery labels to identify the battery chemistry.
Figure 144 Lithium-ion battery
Lithium Ion batteries (Li-ion) batteries involved in fires present a serious fire risk and can re-ignite if
not adequately cooled. In extreme cases thermal runaway is a risk in EVs using these batteries if
they are overheated or overcharged. In the UK, lead acid and Ni-Cd batteries are classified as
hazardous waste so consignment notes must be completed, and hazardous waste producer
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records kept for their removal from the site. Li-ion and NiMH batteries are not currently classed as
hazardous waste. This is because they were not widely used when the Lists of Waste codes were
drafted. This is likely to change in future.
4.3.2. Other batteries on the vehicle

EVs contain more than just the batteries used to power the electric drive motor. Hybrids (and some
pure EVs) still contain 12V lead acid-based batteries. Batteries are used for emergency assist
systems (OnStar for example), infotainment systems, tire pressure sensors, and more.
Figure 145 Some tire pressure sensors contain small mercury-based batteries.
Figure 146 Access to emergency systems is usually by a button under the rear-view mirror
In end of life vehicles this means there could be a number of batteries to disconnect and remove -
before the vehicle goes into crusher/shredder! Manufacturer’s information or another trusted
sources should be used to determine the locations of all these batteries.
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Figure 147 OnStar battery
The battery shown above is for the OnStar system on a General Motors vehicle. It is 15.5V and
uses a Lithium-Manganese Dioxide chemistry. If damaged, it can cause heat and a potential fire. It
should be treated as hazardous material, particularly when still charged.
The location of these batteries varies considerably across different types of vehicle. Use
appropriate data to locate them, and they should be removed and stored safely.
4.3.3. Battery life and recycling

It is certainly possible to extend the life of a battery by carrying out repairs and refurbishment.
However, please note that:
BATTERY REPAIRS MUST ONLY BE COMPLETED BY TRAINED AND COMPETENT
ENGINEERS USING THE CORRECT TOOLS AND PERSONAL PROTECTIVE EQUIPMENT
Manufacturers usually consider the end of life for a battery to be when the battery capacity drops to
80% of its rated capacity. This means that if the original battery has a range of 100km from a full
charge, after 8 to 10 years of use the range may reduce to 80km. However, batteries can still
deliver usable power below 80% charge capacity. Several vehicle manufacturers have designed
the battery to last the lifetime of the car.
The main sources of lithium for EV batteries are salt lakes and salt pans, which produce the
soluble salt lithium chloride. The main producers of lithium are South America (Chile, Argentina,
and Bolivia), Australia, Canada, and China. Lithium can also be extracted from sea water. It is
expected the recycling will become a major source of lithium. Estimates of worldwide reserves is
about 30 million tons. Around 0.3kg (10oz) of lithium is required per kWh of battery storage. There
is a range of opinion, but many agree this will last over a thousand years!
The volume of lithium recycling at the time of writing is relatively small, but it is growing. Lithium-ion
cells are considered non-hazardous and they contain useful elements that can be recycled.
Lithium, metals (copper, aluminum, steel), plastic, cobalt, and lithium salts, can all be recovered.
Lithium-ion batteries have a lower environmental impact than other battery technologies, including
lead-acid, nickel-cadmium, and nickel-metal-hydride. This is because the cells are composed of
more environmentally benign materials. They do not contain heavy metals (cadmium for example)
or compounds that are considered toxic such as lead or nickel. Lithium iron phosphate is
essentially a fertilizer. As more recycled materials are used the overall environmental impact will be
reduced.
All European battery suppliers must comply with ‘The Waste Batteries and Accumulators
Regulations 2009’. This is a mandatory requirement, which means manufacturers take batteries
back from customers to be reused, recycled, or disposed of in an appropriate way.
At the time of writing (2020), battery cells make up about 30% the price of a pure electric vehicle. A
problem to solve is growth in demand for raw materials, which is expected to be x25 by 2030
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compared to 2015. Reuters reported that prices for key elements such as cobalt, lithium, nickel,
and copper, could increase exponentially (May 2019). One way forward is the 5R solution as
shown here.
Figure 148 5R solution (Source: Autocraft EV Solutions)
Cells age differently so only a proportion will be unusable at the end of a battery pack life. These
cells (or modules) can be sorted and repurposed. Through cell replacement (5% to 30% of the
cells), EV battery packs can theoretically be remanufactured to a state of health (SOH) of 100%,
multiple times.
The Autocraft EV battery system identifies, grades, and produces different grades of packs:
• Grade A packs (Repair) for use in vehicle within original new spec
• Grade B packs (Remanufacture) for use in vehicle to a lower capacity spec
• Grade C packs (Reuse) for use in alternative markets
• Grade D packs (Recycle) made safe for material recycling partners
(Source and more information: Autocraft Solutions: www.autocraftsg.com)
4.3.4. Temperature
A recent study by the AAA15 showed that the impact of temperature on EVs is significantly more
than was expected. The organization tested five models:
• BMW i3
• Chevrolet Bolt EV
• Nissan Leaf
• Tesla Model S
• Volkswagen e-Golf.
AAA (the American Automobile Association, Inc.) https://www.aaa.com
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Each car was operated at -7℃ and 35℃. All had a similar response, and on average, lost about
12% range at the low temperature. This was a quite small loss but, did not include the use of any
cabin heating. When HVAC systems were activated, the range loss averaged 41%. This did not
include seat or steering wheel heaters or headlights, which would impact the range further.
Another study conducted by Consumers Union16, focused on two EVs:
• Tesla Model 3 with a 310-mile range rating
• Nissan Leaf with a 151-mile range rating.
Testing was done on a track when the outside temperature averaged between -18℃ and -12℃.
The Tesla used up the equivalent of 121 miles to cover 64 actual miles, leaving a displayed range
remaining of 189 miles. The Nissan used 141 miles of stated range to travel 64 miles, leaving just
10 miles showing on its range display.
Figure 149 Tesla (Roadster) in cold conditions…
Lithium-ion battery components develop increased resistance at low temperatures, and this limits
how much power they can hold, as well as how fast they can be charged or discharged.
4.3.5. Fast charging

Electrical current flow in battery cells and the associated connections causes heat, cooling is
therefore vital. This heating effect is proportional to the square of the current flowing, multiplied by
the internal resistance of the cells and connections (I 2R). Internal resistance of the cells rises when
cold.
Consumers Union: https://www.consumersinternational.org
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Figure 150 Lithium-ion battery pack
Many lithium battery cells should not be fast charged when their temperature is below 0℃. Battery
management systems can handle this low temperature issue, but lithium cells also begin to
degrade quickly if their temperature is too high (typically over 45℃) and there are safety concerns
with operation at high temperatures.
The temperature of cells also needs to be kept constant across the pack. Uneven temperatures
can lead to degraded performance and potential thermal events.
Figure 151 Representation of heat generated inside a battery pack (the penguin effect!)
For efficient liquid cooling, there are two options:

● Indirect cooling. using a liquid that is pumped around the battery and passed through a
cooler radiator or similar
● Direct immersion cooling where the battery cell components are covered in a cooling agent.
Cooling the battery with a dielectric oil (the cooling agent) which is then pumped out to a heat
exchanger system is an effective solution and offers good control. Figure 105 shows an example
of this.
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Figure 152 Battery pack with coolant flow connections (Source: Porsche Media)
Currently, the most widely used cooling approach is the indirect cooling method using a traditional
cooling agent. As the demand of energy volumetric density, safety, and power density increases,
there is an urgent need for a safer, more efficient cooling system design, and cooling agents. Direct
immersion cooling is the safe recommendation.
Direct liquid cooling/heating is more effective and takes up less volume, provided that the heat
transfer fluid is a safe and stable dielectric. Direct immersion cooling offers a safe, efficient,
simplified design that enables more compact packaging.
Selection of the liquid for direct immersion cooling of electronics must not be made based on heat
transfer characteristics alone. Chemical compatibility of the coolant with the cells, electronics
(control units) and other packaging materials must be a prime consideration to help avoid:
● Short circuits
● Corrosion
● Cross contamination
● Flammability risk
There are several materials factors to be considered for fast charge of cells, because fast charging
has four main limiting factors:
• lithium plating
• particle cracking
• atomic rearrangement
• temperature rise
These four main factors must be taken into consideration when determining the optimal fast charge
profile. If this is not done, then significant reduction in cell capacity will be the result. Increasing the
charging time by changing cell chemistry or design will have a cost to either lifetime or energy
density.
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Figure 153 Gap fillers can have a huge impact on thermal conditions in a lithium-ion battery (Source: Solvay)
Claimed charging times on some new battery designs vary from a few minutes to a few hours. The
more ambitious fast charge times would have to overcome significant barriers to become a reality.
As a bare minimum, a highly efficient thermal management system and detailed attention to
component to packaging is needed.
4.3.6. Solid-state batteries

Bosch is working on a new battery technology for electric cars that could be production-ready by
2024. Bosch has crucial knowledge in innovative solid-state cells for lithium batteries. Solid-
state cells could be a breakthrough technology as the batteries charge faster and are smaller
than current technologies.
Figure 154 Potential of solid-state batteries for EVs (Source: Bosch Media)
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Up to now, the declared industry target has been to double battery energy density and halve costs
by the end of this decade. With the new solid-state cells, there is the potential to more than double
energy density by 2030, and at the same time reduce the costs further. A comparable electric car
that has a driving range today of 150 km would be able to travel more than 300 km without
recharging at a lower cost. Engineers are working on further refining the technology, and in doing
so, making electromobility a more practical proposition. By 2025, the company forecasts that
roughly 15 % of all new cars built worldwide to have at least a hybrid powertrain.
Figure 155 Solid state cells (Source: Bosch Media)
The performance of an energy storage device can be improved by various methods. For example,
in cell chemistry, the material that the positive and negative poles (cathode and anode) are made
of plays a major role. In current lithium-ion batteries, one of the reasons energy capacity is limited
is because the anode consists to a large degree of graphite. Using solid-state technology means
the anode can be made from pure lithium, which increases storage capacity. In addition, the new
cells function without ionic liquid, which means they are not flammable.
4.3.7. Chemical hazards

When dealing with a high-voltage traction battery leaking electrolyte following an accident, extreme
caution must be observed, and appropriate PPE always used. This is because electrolytes tend to
be irritating, flammable and potentially corrosive.
Any fluids leaking from high-voltage traction battery packs tend to be refrigerant and not
electrolyte. There are only small amounts (milliliters) of electrolyte throughout the individual cells.
However, skin exposure to electrolyte and the inhalation of released gases resulting from chemical
reactions with leaking electrolyte should be avoided at all costs.
Figure 156 Dead battery leaking
If your skin becomes exposed to the contents of the high-voltage traction batteries or their gases,
the affected areas need to be flushed with lots of water. Soiled clothing needs to be taken off and
cleaned. Medical attention should then be sought as soon as possible.
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Nickel metal hydride (NiMH) batteries contain potassium hydroxide in the battery electrolyte. It is a
strong alkaline and is colorless and odorless. A potential spillage of battery electrolyte can be
checked by using litmus paper. It can be neutralized using diluted acid.
4.3.8. Battery storage

There are a few simple rules for storing batteries:
• Do not mix different types (lead-acid, NiMH, Li-ion)
• Do not stack batteries, they should be isolated on separate benches or shelves
• Use insulated boxes or benches or shelves
• Only allow access to trained personnel
• Do not allow customers access to the storage area
• Keep the area/building secure
• Keep the batteries dry
• Do not expose them to high temperatures
• Use lifting equipment where appropriate, with insulation if needed.
As well as the safety aspects that must be followed when storing batteries, another consideration is
important especially for dismantlers. Batteries have a value that can be considered at three main
levels:
• High value: still functional and can be reused as it is
• Medium value: can be reused after repairs or individual components can be reused
• Lower value: content of the pack and cells can be recycled
If batteries are not stored correctly, and the system for moving them on is not run properly, their
value will drop from high, to medium to low.
Figure 157 Warning sign
Batteries should be stored in a secure place that is signed appropriately as a high voltage area,
where no untrained people are allowed to enter. The extreme allowable temperature is -40°C to
50°C (-40°F to 122°F) for most types of battery. However, the ideal storage temperature is about
15°C (59°F). Keep the cells at a relative humidity of about 50%. Do not freeze any battery, as this
may change the molecular structure.17
17 The Battery University: https://batteryuniversity.com/learn/article/how_to_store_batteries
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Remember, even a damaged and discharged battery, could still be at a voltage level that will kill or
injure.
For nickel batteries, the recommended storage method is at around 40% state-of-charge (SoC).
This minimizes age-related capacity loss while keeping the battery operational and allowing for
some self-discharge. Nickel-metal-hydride (NiMH), such as most Toyota Prius batteries, can be
stored for 3–5 years but of course that would not be ideal, better that they are reused, repaired, or
recycled as soon as possible.
Figure 158 NiMH battery pack
With lithium batteries (Li-ion), such as most Pure EVs and PHEVs, there is almost no self-
discharge below about 4.0V at 20°C (68°F). Storing at 3.7V yields amazing longevity for most Li-
ion systems. Finding the exact 40–50% SoC level to store Li-ion is not that important. At 40%
charge, most Li-ion batteries have an open circuit voltage of about 3.8V per cell at room
temperature.
Figure 159 Li-ion battery pack
If Li-ion cells drop below 2V for any length of time, copper shunts form inside the cells that can lead
to increased self-discharge or a partial electrical short. When recharged, the cells could become
unstable, causing excessive heat, or showing other problems. Li-ion batteries that have been
under stress sometimes function normally but are more sensitive to mechanical abuse.
If a battery is damaged, then it should be stored away from other batteries and in a plastic tray that
will catch any leakages. EV batteries do not contain large quantities of electrolyte. Large fluid leaks
are more likely to be coolant; however, this should still be treated with caution.
4.3.9. Battery disposal

Items such as smartphones have small lithium-ion batteries but because of their size they are often
thrown into general household rubbish and probably end up in landfill.
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Batteries used in electric vehicles are much bigger and of much higher voltage, so it is especially
important that they are correctly recycled to avoid damage to the environment. The EU and China
have introduced rules that make vehicle manufacturers responsible for recycling their batteries.
The US is likely to do the same. However, this responsibility is likely to involve dismantlers at some
point.
The process of recycling EV batteries is complex and expensive for a variety of reasons. Not least
of which is that most were not designed with recycling in mind as other factors such as crash tests
had to be considered first.
Currently, recycling facilities for lithium-ion batteries, are few and far between. This is a significant
challenge as they need to be transported as hazardous materials under the Carriage of Dangerous
Goods Regulations (CDR) in the UK and the International Carriage of Dangerous Goods by Road
(ADR) in mainland Europe. This is both costly and complex in terms of customs regulations and
necessary documentations (see next section).
Figure 160 International hazard symbol
In the USA, the Environmental Protection Agency (EPA) regulates hazardous materials as they
may impact the community and environment, including specific regulations for environmental
clean-up and for handling and disposal of waste hazardous materials. For instance, transportation
of hazardous materials is regulated by the Hazardous Materials Transportation Act. The Resource
Conservation and Recovery Act was also passed to further protect human and environmental
health.
Always refer to and follow the guidance appropriate to the region you are working in.
Lithium-ion batteries use a variety of chemical processes making it difficult to develop standardized
recycling. Extracting lithium in a reusable form is difficult. Some recyclers use hydrometallurgy but
most heat old batteries to high temperatures to retrieve metals. This is a process known as
pyrometallurgy, and generally only produces cobalt and nickel. Lithium is more difficult to extract.
There is concern that the supply of lithium will struggle to keep pace with demand as electric
vehicle sales increase. This will, however, increase its value and the recycling market will react
accordingly.
Vehicle manufacturers, where they have the responsibility to dispose of end of life batteries,
provide detailed information. For example: www.toyota-tech.eu/hvb/userguidance.aspx
4.3.10.Battery transportation
Specialist shipping companies should generally be used to transport batteries that have been
removed from a vehicle, especially if the battery is damaged. This section is only intended as an
overview of the issues.
A battery that is in perfect working order and undamaged still poses risks when transporting.
However, a battery that is properly packaged and insulated can be transported by a trained person.
It should be secured to prevent movement during normal driving and in particular in the case of an
accident. This would be no different from transporting a heavy item such as an IC engine, other
than the high voltage of the battery.
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New lithium-ion battery handling labels and shipping marks have been effective, under changes to
the International Air Transport Association (IATA) dangerous goods transport regulations since 1st
Jan 2017. However, under the 60th edition of the regulations, (1 st January 2019), labels such as the
one shown below, are mandatory.
Figure 161 Mandatory label
From 1st January 2020, manufacturers and subsequent distributors of lithium cells or batteries and
equipment powered by lithium cells and batteries manufactured after 30 th June 2003 must make
available the test summary as specified in the UN Manual of Tests and Criteria, Revision and
amend. 1, Part III, subsection. This can be achieved using the company website. Before lithium
cells/batteries can be transported, they must have successfully passed certain tests. These tests
simulate transport conditions like pressure, temperature, crush, and impact, and are described in
the UN manual of tests and criteria.
Types of packaging are also specified in regulations18 as outlined in this instruction (please refer to
the full documentation for further information):
An interesting question to complete this section: Is the recycler required to ensure that a customer
transports these batteries correctly before they sell one? Customers collecting from vehicle
recyclers and salvage agents has always been an issue. We have had long discussions over many
years on how customers should remove salvage vehicles, engines, transmissions, batteries and
more from vehicle recyclers and salvage agents – I am sure we all have horror stories to tell!
There are a number of options and sharing best practice is the answer. Ultimately it is the recyclers
decision, however:
• the recycler may insist that any purchaser of these components must have them delivered
by the recycler (who will transport the components correctly)
• if the customer insists that they are collecting the battery then the recycler should advise on
best practices
• if the customer decides to do it their way then they should sign a disclaimer to confirm that
they have been advised on best practices and transportation is at their risk.
18 UNECE: https://www.unece.org/trans/danger/danger.html
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Figure 162 Lithium-ion packaging instructions taken from United Nations Economic Commission for Europe
(UNECE) documentation
Figure 163 Overloaded?
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5. Maintenance, repairs and replacement and dismantling
5.1. Information
5.1.1. Introduction
Before carrying out any practical work on an EV, you should be trained or supervised by a qualified
person. Refer to previous content for procedures on safe working and PPE and making the system
safe for work. Key aspects of diagnostics, repairs, service, or dismantling work on EVs (and any
other vehicles for that matter) are as follows:
• observation of Health & Safety procedures
• correct use of PPE
• correct use of tools and equipment
• following the correct repair procedures
• following workplace procedures
• referral to manufacturer specific information
Figure 164 Safety clothing and equipment (Source: EINTAC, www.eintac.com)
5.1.2. Technical information

There are many sources of technical and other information but in the case of EVs, it is essential to
refer to manufacturers’ data, safety data sheets, and workshop manuals. You should also be aware
of the appropriate technique for gathering information from drivers/customers. For example, asking
questions about when, where, or how a problem developed can often start you on the road to the
solution. Likewise, if dismantling, then this can be a good guide to the condition of potentially
valuable components. General sources of information include the following:
• paper based, electronic
• on vehicle data/warnings
• wiring diagrams
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• repair instructions
• bulletins
• verbal instructions
• International Dismantling Information System (IDIS)
Always the most reliable source of information is that directly from the vehicle manufacturer. All this
data is available to everyone, at a cost, but registration on several websites is needed. Some
companies aggregate this data so may be a better option. Whatever way you access data, make
sure it is the latest and vehicle specific. An example a manufacturer’s data about component
location is shown in the following figure.
Figure 165 Components on a Golf GTE: 1. Three-phase current drive (Electric drive motor, Drive motor
temperature sender), 2. High-voltage battery charging socket, 3. Electrical air conditioner compressor, 4.
Combustion engine, 5. Battery regulation control unit, 6. High-voltage battery, 7. High-voltage cables, 8. High-
voltage heater (PTC), 9. Power and control electronics for electric drive (Control unit for electric drive,
Intermediate circuit capacitor, Voltage converter, DC/AC converter for drive motor), 10. Charging unit 1 for high-
voltage battery (Source: Volkswagen Group)
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An additional example showing a cutaway image of a vehicle that is very useful for learning the
layout and position of the main components is shown here:
Figure 166 Example of manufacturer image (Source: Volkswagen)
5.1.3. Maintenance intervals

Maintenance intervals on electric and hybrid vehicles vary between models and manufacturers.
Always refer to the manufacturer’s data. Using an eGolf as an example, inspections depend on the
length of time and the mileage. The first inspection takes place after 30,000 km (18,600 miles) or
24 months, followed by every 12 months or 30,000 km after that, depending on which comes first.
A brake fluid inspection is recommended after 3 years, followed by every 2 years.
Figure 167 Example of a maintenance check list
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Note that for most normal servicing procedures it is not necessary to de-energize the high voltage
system. However, check data and if in doubt, switch it off!
5.1.4. Dismantling
Clearly before any form of dismantling or salvage work takes place an EV should be made safe.
This is the same procedure as for normal service and repair. You must also remember that even
after de-energization, the HV battery is still live. It should be the first component to be removed
from the vehicle and it should be disconnected in the recommended sequence.
As mentioned in earlier sections, there are several other batteries on the vehicle that should also
be removed before other work and before crushing or shredding.
Figure 168 High voltage battery components (Source: Audi Media)
5.2. Before work

5.2.1. De-energizing
Different manufacturers have different ways to de-energize the high-voltage system (you must
refer to specific data for this operation). Below I have presented a typical but generic example of a
de-energization process:
1. Always use appropriate PPE
2. Place high voltage warning signs, and a fence around the vehicle with posts and barrier
tape or similar
3. Disconnect the charging plug (if in use)
4. Switch ignition ON, connect scanner and check for faults, complete scan of battery modules
and record battery data
5. Follow manufacturers recommendations to disconnect HV system, two different options

below
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Option 1
1. Connect scanner and check High Voltage readings are normal
2. Switch OFF the ignition and remove the key to a safe place
3. Open the service connector
4. Lock service connector to prevent accidental re-connection
5. Switch ON the ignition
6. Check dashboard warnings
7. Connect scanner and check High Voltage readings are ZERO
Figure 169 Maintenance connector (green item, top left)
Option 2
1. Switch OFF the ignition and remove the key to a safe place (at a distance if a remote key)
2. Disconnect 12v Battery
3. Remove High Voltage Service Disconnect (orange plug) and wait 10 minutes for capacitors
to discharge
4. Check correct operation of multimeter on a low voltage source
5. Check for ZERO voltage at invertor using a Cat III (1000v) multimeter and leads
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6. Re-check voltmeter on the same low voltage source
Figure 170 Service Disconnect Plug
In some cases, a technician qualified in high voltage may carry out the de-energization process for
others to then continue with the ‘During work’ phase.
5.2.2. Repairs affecting other vehicle systems

If care is not taken, work on any one system can affect another. For example, removing and
replacing something as simple as an oil filter can affect other systems if you disconnect the oil
pressure switch accidentally or break it by slipping with a strap wrench.
For this reason, and of course it is even more important when dealing with high energy system,
you should always consider connections to other systems. A good example would be if
disconnecting a 12V battery on an HEV, the system could still be powered by the high voltage
battery and DC-DC converter. Manufacturers’ information is therefore essential.
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Figure 171 Electronic control unit (ECU)
Electro-magnetic radiation (or interference) can affect delicate electronics. Most ECUs are shielded
in some way but the very high strength magnets in the rotor of some EV motors could cause
damage.
5.2.3. Inspect high voltage components

During any service or repair operation it is important to inspect high voltage components. This
includes the charging cables shown here.
Figure 172 Domestic mains and charge point cables
Figure 173 Warning and information supplied as part of the charging cables
Cables
High voltage components and high-voltage cables should undergo a visual check for damage and
correct routing as well as security.
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Figure 174 Battery switch and high voltage cable (red, but most are orange!)
Pay attention to the following during the visual check:

• The high-voltage components must not reveal any external damage
• Insulation of high-voltage cables must not be defective or damaged
• Unusual deformations of cables
Figure 175 High voltage cables
Battery
Check high-voltage batteries for:
• Cracks in upper part of battery housing or battery tray
• Deformation of upper part of battery housing or battery tray
• Color changes due to temperature and tarnishing of housing
• Escaping electrolyte
• Damage to high-voltage contacts
• Fitted and legible information stickers
• Fitted potential equalization line
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• Corrosion damage
Figure 176 Honda battery pack
Other components
Engine compartment area: check the condition of the power and control electronics for electric
drive, high-voltage cables for battery and air conditioning compressor, high-voltage cable for
electric drive as well as high-voltage charging socket in radiator grille or in tank cap as appropriate.
Underbody: check high-voltage battery as well as high-voltage cables for battery.
Figure 177 High voltage and other components (Source: Volkswagen Media)
5.3. During work

5.3.1. High voltage components
The main high voltage (also described as high energy) components are classified as:
• cables (orange!)
• drive motor/generator
• battery management unit
• power and control units (includes inverter and converter)
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• charging unit
• electric heater
• air conditioning pump.
Figure 14 The AC compressor on this car is driven by a high voltage motor but still deep down on the side of the
engine. You can just make out the orange supply cable here!
General safety points to note with this type of work:

• Poisonous dust and fluids pose a health hazard
• Never work on high-voltage batteries which have short-circuited
• Danger of burns from hot high-voltage battery
• Hands may sustain burns
• Wear protective gloves
• Cooling system is under pressure when the engine is hot
• Risk of scalding to skin and body parts
• Wear protective gloves
• Wear eye protection
• Risk of severe or fatal injury due to electric shock
All high voltage remove-and-replace jobs will start with the de-energizing process and after
completion, the re-energizing process.
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Figure 178 High voltage cables: 1. AC compressor cable, 2. Charging socket, 3. Charging socket cable, 4. Guide,
5. Battery charger cable, 6. High voltage heater cable, 7. Charging unit.
Manufacturers’ information is essential for any remove and replace job that involves high voltage.
Generic instructions for any component would be something like the following, but more detailed:
1. De-energize the system
2. Drain coolant if appropriate (many high voltage components require cooling)
3. Remove any covers or cowling
4. Remove high voltage cable connections (for safety reasons, some connectors are double
locked, the figure below shows an example)
5. Remove securing bolts/nuts as necessary
6. Remove the main component.
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Figure 179 Toyota Prius engine bay
Figure 180 Golf GTE engine bay
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Figure 181 Locking connectors: Pull out lock 3 in direction A, Push mechanism 4 in direction B and pull off
connector 1 until it is against the second lock, Push mechanism 5 in direction D and the connector can now be
removed completely
5.3.2. Insulation testing

Clearly an important skill when working in salvage is to be able to determine the value of
components. How and if the vehicle drives into the yard is a good indicator but sometimes
additional tests may be useful. For example, the stator of an EV motor is heavy and contains a lot
of copper as well as iron. It therefore has a scrap value. However, as a working component that
could be sold, its value is likely to be a lot higher. One way of checking a component such as this is
to carry out an insulation test
An insulation tester is mostly used on electric and hybrid vehicles to check that the high voltage
cables and components are safe.
The device shown below is known as a Megger and can supply up to 1000V to test the resistance
of insulation on a wire or component. A reading well in excess of 10MΩ is what we would normally
expect if the insulation is in good order – but as always, check manufacturers’ recommendations.
The high voltage is used because it puts the insulation under pressure and will show up faults that
would not be apparent if you used an ordinary ohmmeter.
Figure 182 Megger insulation tester
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To test the insulation resistance on the stator shown, the Megger should be connected between
one of the three phase windings and the iron body.
Figure 183 Stator from a hybrid motor
Take care when using insulation testers, the high voltage used for the test will not kill you, because
it cannot sustain a significant current flow, but it still hurts!
5.3.3. Battery pack

For most battery removal jobs, special tools and workshop equipment may be necessary, for
example:
• Hose clamps
• Scissor-type lift platform
• Drip tray
• Protective cap for power plug.
Typical removal process:

1. De-energize high-voltage system
2. Remove underbody covers
3. Remove silencer
4. Remove heat shield for high-voltage battery
5. Open filler cap on coolant expansion tank
6. Set drip tray underneath.
7. Remove potential equalization line
8. Disconnect high-voltage cables
9. Fit protective cap onto high-voltage connection
10. Clamp off coolant hoses with hose clamps
11. Lift retaining clips, remove coolant hoses from high-voltage battery, and drain coolant
12. Preparing scissor-type lift assembly platform with supports
13. Raise lift assembly platform to support the high voltage battery
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14. Remove mounting bolts
15. Lower high voltage battery using lift assembly platform.
Installation is carried out in the reverse order; note the following:

• Tighten all bolts to specified torque
• Before connecting high voltage, cable pull protective cap off high-voltage connection
• Refill coolant
• Re-energize high-voltage system.
Figure 184 Battery pack: 1. Bolt, 2. Nut, 3. Potential equalization line, 4. Coolant hoses, 5. High-voltage battery, 6.
Gasket, 7. Battery regulation control unit, 8. Bolt, 9. Captive nut, 10. Bolt
Figure 185 48V Battery (Source: Bosch Media)
5.3.4. Low voltage components

As well as high voltage, a large part of our work on EVs will be working on the low voltage
systems. Sometimes these are described as ‘low energy’ to distinguish them from the ‘high energy’
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components such as the drive motor – but do remember components such as a starter motor are
low voltage but not low energy! Low voltage systems will include:
• control units/fuse boxes
• low energy components associated with interior heating
• wiring harness/cabling
• battery
• starter motor
• alternator
• switches
• lighting
• low energy components associated with air conditioning
• alarm/immobilizer
• central locking
• electric windows/wipers/washers
• central locking
Figure 186 Standard 12V starter motor (Source: Bosch Media)
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Figure 187 Alternator regulator (Source: Bosch Media)
5.4. Interrupted work

5.4.1. Procedures
When carrying out repair work, diagnostic, or dismantling work, it is quite normal for the process to
be interrupted. This could be if waiting for parts for example. However, in many cases the work will
be interrupted because of breaks or the workshop closing until the following day. If this happens,
the vehicle should be secured so that it cannot be accidentally touched, moved, or switched on.
Suitable signage and fencing should be used. The vehicle keys and the key used to secure the
maintenance connector, should be stored securely.
Figure 188 Warning notice icons
Figure 189 Danger signs (Source: EINTAC, www.eintac.com)
5.4.2. Safety
Specified lockout and tagging procedures may be used. If your company operates these then you
must comply with them. For example:
• Keys stored in a specific location
• Lockout tags of specified type to be used
• Records to be kept
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• Dedicated workshop areas may be allocated to high voltage operations
• General security.
Figure 190 Insulated tools
5.5. Dismantling
5.5.1. Introduction
When a high voltage vehicle is presented, you should have a designated area for them to be
placed. Once the car is identified as a hybrid or an EV, tag the vehicle with a high voltage sign.
This sign should only be removed when a qualified person has de-energized it, inspected, and
removed the high voltage parts.
Figure 191 Scrap components
A high voltage vehicle is safe for anyone to work on when the HV battery pack, inverter with
capacitors and the drive unit with high energy permanent magnet motors have been removed. This
can now be dismantled by anyone with dismantling experience and training.
Unbolting or cutting a part out of a car is usually quite simple. However, it takes training and
experience to know what parts are good and bad, how to work and how to stay safe. Testing and
evaluating the components is an important part of a salvage technician’s work.
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Figure 192 Cars stacked for storage
5.5.2. Accident damage

The battery is the main cause of concern if an EV has been in a serious accident. A direct
mechanical impact means the high voltage battery may become damaged. In some cases, it may
disintegrate or become detached from the vehicle. In this situation it is extremely dangerous. Signs
of damage are:
• the battery becomes warm
• the presence of smoke, noises, or sparks
• there is deformation of the housing.
An accident is classified as serious if there is clearly recognizable deformation of the vehicle

structure, which goes beyond external damage to sheet metal, the bodywork or attached parts.
Serious accidents are usually accompanied by airbag activation, which causes the high voltage
system to be disconnected.
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Figure 193 Serious accident damage
However, it should be noted that only those components are activated that can act in the direction
of the impact. Front airbags in frontal impacts, side airbags in side impacts, for example. This only
occurs if they have been installed in the vehicle of course. In the case of a pure rear impact, the
accident may be serious, and no airbags may have been activated.
Figure 194 Emergency separation point in the rescue data sheet
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A separation point is a cut-off device for the high-voltage system, which can be recognized by
rescue personnel. These points are described in the rescue data sheet and may also be found in
the manufacturer’s rescue guidelines.
A parked vehicle that has been in an accident can still pose an electrical hazard. Under certain
circumstances a vehicle’s high-voltage system can be active while the vehicle is not in motion (e.g.
air-conditioning during parking). When a stationary electric vehicle is involved in a crash, the
airbags are generally not activated, which means it is not possible for their deployment to switch off
the high-voltage system.
After a serious accident, the vehicle’s high-voltage system should be assumed to be active and
therefore de-energized manually.
Figure 195 High voltage battery damaged during an accident
5.6. After work

5.6.1. Introduction
After work on a high voltage vehicle has been completed, it will be re-energized, checked,
and returned to the customer. Of course, this is only relevant if the car is going back into
service. However, for dismantlers this could be important for two main reasons:
• The working vehicle, after assessment, is deemed to have a resale value greater that the
dismantled parts
• The vehicle needs to be driven to a different work area
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Figure 196 Parking area
5.6.2. Re-energizing
Different manufacturers have different ways to re-energize the high-voltage system (you must refer
to specific data for this operation). Below is a typical generic example of a re-energization process:
1. Always use appropriate PPE
2. Unlock service connector
3. Replace the service connector
4. Switch ON the ignition
5. Check dashboard warnings
6. Connect scanner and check for faults
7. Remove the fencing and high voltage warning signs
Figure 197 Maintenance connector
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5.6.3. Results, records, and recommendations
This section is often overlooked but it is very important make a final check of any test results, keep
a record of them and then where appropriate, make recommendations to the customer.
Figure 198 Service record printout
It is essential that proper documentation is used and that records are kept of the work carried out.
For example:
• job cards
• stores and parts records
• manufacturers’ warranty systems
These are needed to ensure the customer’s bill is accurate and so that information is kept on file
in case future work is required or warranty claims are made. Recommendations may also be
made to the customer, such as the need for:
• further investigation and repairs
• replacement of parts
In a dismantling situation, records should be kept of the work carried out and the parts and
components salvaged.
Figure 199 Electronic data can be accessed online using this diagnostic tool
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Results of any tests or work carried out will be recorded in a number of different ways. The actual
method will depend on what test equipment was used or what system is in place. Some equipment
will produce a printout for example. However, results of all work should be recorded on the job
card. In most cases this will now be done electronically.
Figure 200 Electronic records (Source Garage Hive)
5.7. End note

5.7.1. Life cycle of a vehicle
Understanding about the whole life cycle of a vehicle (sometimes called cradle to grave) is not
essential knowledge for a salvage technician. However, it is interesting and is why our industry is
so important.
Life-cycle assessment or life cycle assessment (LCA) is a way of assessing environmental impacts
associated with all the stages of the life cycle of a commercial product, process, or service. For
instance, for a vehicle, environmental impacts are assessed from raw material extraction and
processing (cradle), through the product's manufacture, distribution, and use, to the recycling or
final disposal of the materials it is made from (grave). To determine the carbon footprint of a
vehicle, its life is divided into three phases:
1. Production
2. Use
3. Recycling
For most manufacturers (Volkswagen is the example company used here), the carbon footprint of
the battery-powered electrically propelled variants is already better than those of the corresponding
vehicles with internal combustion engines. The same vehicle model but with different powertrains
is used for this comparison.
The electric vehicle offers a higher CO2 saving potential in all phases of the product cycle.
Furthermore, it is of crucial importance for CO2 emissions whether the propulsion energy is
generated from fossil or regenerative sources. As an example, at the time of writing (2020), the
Golf TDI (Diesel) emits 140g CO2/km on average over its entire life cycle, while the e-Golf reaches
119g CO2/km.
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• CRADLE-TO-GATE
Use Phase • 3Rs AND THE GRAVE
• Raw material extraction • Repair
• Component production • Reuse
• Vehicle production • Recycle
• WELL-TO-WHEEL
• Fuel/Electricity supply
• Vehicle emissions
Production Recycling
Figure 201 Life cycle assessment
A vehicle with an internal combustion engine creates most of the emissions during the use phase,
that is, in the supply chain of the fossil fuel and the combustion. Here the Diesel reaches 111 g
CO2/km. A corresponding vehicle with electric drive emits only 62 g CO 2/km during this phase,
which results from energy generation and supply. In contrast, most emissions from the battery-
powered electric vehicle are generated in the productions phase. According to life cycle
assessment (LCA), a diesel here generates 29 g CO 2/km, while 57 g CO2/km were determined for
a comparable e-vehicle.
The battery production and the complex extraction of raw materials are responsible for this. These
emissions account for almost half of the CO2 emissions of the entire life cycle. During the use
phase, CO2 emissions depend on the sources of energy production. They decrease even more;
the more regenerative energies are available.
Life cycle assessment is an intricate, complex, and internationally standardized procedure to
research the ecological balance sheet of vehicles. Among other things, the carbon dioxide
emissions are investigated during all product stages of the automobile:
• The emissions generated by the extraction of raw materials, the production of components,
and the assembly are included in the production.
• The use phase includes both the emissions of the fuel and electricity supply, and especially
those of vehicle operation over 200,000 km,
• Recycling evaluates dismantling and potential savings through recycling.
(Source: Volkswagen Media)
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Figure 202 Golf TDI and the eGolf compared throughout their life cycle
5.7.2. Benefits of salvage and dismantling

The benefits of running a salvage business are clear; we provide a service and earn a living! Being
able to do this safely and successfully for high voltage vehicles does require some additional
training and skills, but also offers other benefits to technicians and customers.
The most obvious benefit to customers of salvaged parts is reduced cost. Prices can be 50% or
more, cheaper than sourcing from the manufacturer. To get the real value in the sale of EV parts a
salvage technician needs to be trained. In this way it will become possible to sell parts with
warranties.
Using recycled car parts is very good for the environment. Buying a salvaged part prevents the
need for a new part to be manufactured and transported. This saves resources and one estimate
suggests that recycled parts save 80 billion barrels of oil per year.
Figure 203 Example of components that can be reused. EV components are likely to have a much higher value
5.7.3. And finally

It does not really matter if we are doing maintenance, repairs, replacements, diagnostics, or
dismantling. The high voltages on ICE cars such as from ignitions systems, hurts. However,
working on a high voltage vehicle is different from working on a low voltage vehicle because they
can kill you by electric shock!
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Figure 205 This is a Vauxhall Grandland hybrid – but it is hard to tell without looking very closely for the orange
wires, take care!
However, if you are trained and you follow the recommended procedures, they are perfectly safe.
As listed a few times in this learning resource, the following points are simple but important
guidance:
• Follow H&S procedures
• Use the correct PPE
• Use the correct tools and equipment
• Follow the correct repair procedures
• Follow normal workplace procedures
• Refer to manufacturer specific information.
There is some good salvage value in electric vehicles particularly for those who are well trained
and understand their operation. Whether the salvaged vehicle is a hybrid or a full EV it does
not matter, following the rules will ensure your safety and produce a profit.
Finally, remember that ERIC will always keep you safe:
1. Eliminate risks – are there other ways of doing the work
2. Reduce risks – the amount of time that is spent in potentially dangerous situations
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3. Information on risks – ensure you are aware of the risks and have the right level of
instruction, training, and information
4. Control risks – wear the correct personal protective equipment (PPE).
Figure 206 Overalls, locks, and barriers (Source: EINTAC, www.eintac.com)
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ELECTRIC AND HYBRID

©2020 Automotive Recyclers Association. All Rights Reserved

Hybrid and electric vehicles have components and wiring

Due to the importance of safety, the unabridged service

Acronym Meaning Acronym Meaning

A Amps LED Light Emitting Diode

AC Alternating Current LEV Low Emissions Vehicle

AGM Absorbent Glass Material (12v battery design) Li-Ion Lithium-Ion

BAS Belt Alternator Starter mA Milliamp

BCM Body Control Module MCB Miniature Circuit breaker

BEV Battery Electric Vehicle MG Motor Generator

Co SHH Control of Substances Hazardous to Health MIL Malfunction Indicator Light

CPD Continual Professional Development mV Millivolt

CVT Continuously Variable Transmission NiMH Nickel metal Hydride

DC Direct Current OBD On Board Diagnostics

DMM Digital Multi Meter PAS Power Assisted Steering

DSG Direct Shift Gearbox PEV Pure Electric Vehicle

DTC Diagnostic Trouble Code PHEV Plug-In Hybrid Electric Vehicle

ECU Electronic Control Unit PPE Personal Protective Equipment

EPA Environmental Protection Agency PTC Positive Temperature Coeﬃcient

E-REV Extended Range Electric Vehicle R Resistance (ohms)

EV Electric Vehicle RCD Residual Current Device

FCV Fuel Cell Vehicle RCBO Residual Current Breaker with

FWD Front Wheel Drive RMS Root Mean Square

HAS Hydraulic Actuation System RPM Revolutions Per Minute

HEV Hybrid Electric Vehicle RWD Rear Wheel Drive

IATA International Air Transport Association SOH State of Health

ICE Internal Combustion Engine UN United Nations

IDIS International Dismantling Information System ULEV Ultra-Low Emissions Vehicle

IMI Institute of the Motor Industry V Volts

IGBT Insulated Gate Bi-Polar transistor VIN Vehicle Identification number

IMA Integrated Motor Assist (Honda) ZEV Zero Emissions Vehicle

ISG Integrated Starter Generator 4x4 Four Wheel Drive

KERS Kinetic Energy Recovery System

2 Types of electric vehicle

3 Electric vehicle technology

5 Maintenance, repairs and replacement and dismantling

1.2. How to use this material

Figure 1 Third generation Prius battery pack (Source: Toyota Media)

Figure 2 EV motors under construction

Figure 3 Tesla Model S charging – pure EV

Figure 4 Volkswagen Golf GTE – PHEV

Figure 5 BMW i3 – E-REV Option

Figure 6 Toyota Prius – HEV (Source: Toyota Media)

• USA the average journey length is in the region of 40 miles.

Figure 7 London electric taxi on charge

Electric motorcycles Battery only, so full electric drive

• If in doubt – ask for help.

2.1.2. High energy safety

Figure 9 Volvo hybrid car (Source: Volvo Media)

Figure 10 Hybrid engine (Source: Nissan Media)

Figure 11 IMI TechSafe process

Figure 12 IMI TechSafe logo

2.1.4. General safety guidance

1 HSE Guidance: www.hse.gov.uk/pubns/books/hsr25.htm

More on these stages later.

Figure 13 High voltage battery connections (Source: Toyota Media)

Figure 14 High voltage cables are always orange

Figure 15 Crash test (Source: Marcel Langthim, Pixabay)

2.1.5. General risks and their reduction