ELECTRICAL AND HYBRID VEHICLES

presentation
By
Dr. KARASANI RAGHVENDRA REDDY
Associate Professor
Department of Electrical Engineering

10/23/2021 Electric and Hybrid Vehicles design 1

UNIT-1,SNIST, JULY 2020
 4. DESIGN OF ELECTRIC AND HYBRID
ELECTRIC VEHICLES
❑Operating patterns
❑Control strategies
❑Series Hybrid Electric Drive Train Design
❑Sizing of major components
❑Power rating of traction motor
❑Power rating of engine/generator
❑Engine and Motor transmission gear ratio
❑Design of PPS

10/23/2021 Electric and Hybrid Vehicles design 2

UNIT-1,SNIST, JULY 2020
 Series Hybrid Electric Drive Trains
❑ The vehicle is propelled by a traction motor.
❑ The traction motor is powered by a battery pack and/or an engine/generator unit.
❑ The engine/generator unit either helps the batteries to power the traction motor when
load power demand is large or charges the batteries when load power demand is
small.
❑ The motor controller is to control the traction motor to produce the power required
by the vehicle

10/23/2021 Electric and Hybrid Vehicles 3

UNIT-1,SNIST, JULY 2020
 Series Hybrid Electric Drive Trains: Operating modes
1. Stop Pd = -PPPS 2. Acceleration Pd = P e/g + PPPS
PPS charging from engine Hybrid Traction

3. Low Speed/Light load Pd = P e/g – PPPS

4. Emergency Pd = PPPS
PPS charging from engine
Electric alone Traction

5. Normal Drive Pd = P e/g

Engine alone Traction 6. Regenerative Braking Pd = - PPPS

10/23/2021 Electric and Hybrid Vehicles 4

UNIT-1,SNIST, JULY 2020
 Series Hybrid Electric Drive Trains: Operating modes
S.No Operating mode Engine Generator Motor Battery Pdemand
1 PPS charging from engine ON ON OFF Charging -PPPS
2 Hybrid Traction ON ON ON Discharging Pe/g + PPPS
3 PPS charging from engine ON ON ON Charging Pe/g - PPPS

4 Electric alone Traction OFF OFF ON Discharging PPPS

5 Engine alone Traction ON OFF ON Idle Pe/g

6 Regenerative Braking OFF OFF ON Charging -PPPS

❑ Vehicle performance (acceleration, gradeability, and maximum speed) is completely

determined by the size and characteristics of the traction motor drive.
❑ This chapter focuses on the design of the engine/alternator system, operation control strategy,
and battery size design.
❑ Also, the term “peak power source (PPS)” will replace “battery pack,” because, in HEVs, the
major function of batteries is to supply peaking power. They can be replaced with other kinds
of sources such as ultracapacitors and flywheels
❑ The control objectives are to (1) meet the power demand of the driver, (2) operate each
component with optimal efficiency, (3) recapture braking energy as much as possible, and (4)
maintain the state-of-charge (SOC) of the PPS in a preset window
10/23/2021 Electric and Hybrid Vehicles 5
UNIT-1,SNIST, JULY 2020
 Series Hybrid Electric Drive Trains: Control Strategies
❑A control strategy is a control rule that is preset in the vehicle
controller and commands the operating of each component.
❑The vehicle controller receives operation commands from the driver
and the feedback from the drive train and all the components, and then
makes the decisions to use proper operation modes.
❑The performance of the drive train relies mainly on the control quality,
in which the control strategy plays a crucial role
❑Two typical control strategies: (1) maximum state-of-charge of
peaking power source (Max. SOC-of-PPS) and (2) engine turn-on and
turnoff (engine-on–off) control

10/23/2021 Electric and Hybrid Vehicles 6

UNIT-1,SNIST, JULY 2020
 1. Max. SOC-of-PPS Control Strategy
❑The target of this control strategy is to meet the power demand
commanded by the driver and, at the same time, maintain the SOC of
the PPS at its high level.
❑This control strategy is considered to be the proper design for vehicles
for which the performance relies heavily on the peak power source.
❑ This includes vehicles with frequent stop–go driving patterns, and
military vehicles for which carrying out their mission is the most
important.
❑A high SOC level will guarantee the high performance of the vehicles
at any time.
❑Points A, B, C, and D represent the power demands that the driver
commands in either traction mode or braking mode

10/23/2021 Electric and Hybrid Vehicles 7

UNIT-1,SNIST, JULY 2020
 1. Max. SOC-of-PPS Control Strategy

10/23/2021 Electric and Hybrid Vehicles 8

UNIT-1,SNIST, JULY 2020
 1. Max. SOC-of-PPS Control Strategy
❑ Point A represents the commanded traction power that is greater than the power that
the engine/generator can produce. In this case, the PPS must produce its power to
make up the power shortage of the engine/generator
❑ Point B represents the commanded power that is less than the power that the
engine/generator produces. In this case, two operating modes may be used,
depending on the SOC level of PPS.
❑ If the SOC of the PPS is below its top line, the PPS charging mode is applied
and part of its power goes to the traction motor to propel the vehicle and the
other part goes to the PPS.
❑ If the SOC of the PPS has already reached its top line, the engine/generator
traction mode alone is supplied, that is, the engine/generator is controlled to
produce power equal to the demanded power, and the PPS is set at idle
❑ Point C represents the commanded braking power that is greater than the braking
power that the motor can produce (maximum regenerative braking power). In this
case, the hybrid braking mode is used, in which the electric motor produces its
maximum braking power and the mechanical braking system produces the remaining
braking power
❑ Point D represents the commanded braking power that is less than the maximum
braking power that the motor can
10/23/2021 produce.
Electric and HybridInVehicles
this case, only regenerative braking
9 is
used UNIT-1,SNIST, JULY 2020
1. Max. SOC-of-PPS Control Strategy: Flowchart

10/23/2021 Electric and Hybrid Vehicles 10

UNIT-1,SNIST, JULY 2020
 2. Thermostat Control Strategy (Engine-On–Off)
❑ The Max. SOC-of-PPS control strategy emphasizes maintaining the SOC of the PPS
at a high level.
❑ In some driving conditions such as long time driving with a low load on a highway at
constant speed, the PPS can be easily charged to its full level, and the
engine/generator is forced to operate with a power output smaller than its optimum.
❑ Hence, the efficiency of the drive train is reduced. In this case, engine-on–off or
thermostat control of the engine/generator would be appropriate.
❑ The operation of the engine/generator is completely controlled by the SOC of the
PPS.
❑ When the SOC of the PPS reaches its preset top line, the engine/generator is turned
off and the vehicle is propelled only by the PPS.
❑ When the SOC of the PPS reaches
its bottom line, the engine/generator
is turned on. The PPS gets its
charging from the engine/generator.

10/23/2021 Electric and Hybrid Vehicles 11

UNIT-1,SNIST, JULY 2020
 Series Hybrid Electric Drive Train Design
➢ Sizing of the Major Components:-
❑The major components in a series hybrid drive train include traction
motor, engine/generator, and PPS.
❑The design of the power ratings of these components is the first and
most important step in the whole system design.
➢ Power Rating Design of the Traction Motor
➢ Power Rating Design of the Engine/Generator
➢ Engine and Motor transmission gear ratio
➢ Design of PPS
❑Power Capacity of PPS
❑Energy Capacity of PPS
❑ In the design of these parameters, some design constraints must be
considered, which include (1) acceleration performance, (2) highway
driving and urban driving, and (3) energy balance in the PPS.

10/23/2021 Electric and Hybrid Vehicles design 12

UNIT-1,SNIST, JULY 2020
 Power Rating Design of the Traction Motor
❑In Power rating of the motor drive (1) first term represents the power used to
accelerate the vehicle mass, and the second and third terms represent the average power
for overcoming the tire rolling resistance and aerodynamic drag.

------------(1)
❑ During acceleration, starting from low gear, the tractive effort follows the trace of a–
b–d–e and Vb=Vb1 with speed ratio X=4 for IM. However, when a single-gear
transmission (X=6 for SRM) is used, that is, only when a high gear is available, the
tractive effort follows the trace of c–d–e and Vb=Vb2.

10/23/2021 Electric and Hybrid Vehicles design 13

UNIT-1,SNIST, JULY 2020
 Power Rating Design of the Engine/Generator
❑ The engine/generator in a series hybrid drive train is used to supply steady state
power in order to prevent the PPS from being discharged completely.
❑ In the design of the engine/generator, two driving condition should be considered:
▪ Driving for a long time with constant speed such as highway driving between
cities
▪ Driving with a frequent stop-go driving pattern in cities (urban).
❑ At a constant speed and on a flat road, the power output from the power source can
be expressed as --------------------(2.a)

❑ When the vehicle is driving in a stop and go pattern in urban areas, the power that
the engine/generator produces should be equal to or slightly greater than the average
load power in order to maintain balanced PPS energy storage. The average load
power can be expressed as
------------(2.b)

❑ The first term in equation (2.b) is the average power that is consumed to overcome
the tire rolling resistance and aerodynamic drag. The second term is the average
power consumed in acceleration and deceleration
10/23/2021 Electric and Hybrid Vehicles design 14
UNIT-1,SNIST, JULY 2020
 Engine and Motor transmission gear ratio
❑ Let the engine rated max speed is nmax (in rpm)for attaining max. vehicle speed
Vm,(in m/s) the gear ratio is it,E expressed as

------------(3)

❑ Choose an electric motor with rated max speed nmax = X*nb for attaining max.
vehicle speed Vm, the gear ratio is it,M expressed as

-------------(4)

radius of wheel is r in m

10/23/2021 Electric and Hybrid Vehicles design 15

UNIT-1,SNIST, JULY 2020
 Power Rating Design of the Engine/Generator
❑ When the vehicle has the ability to recover all of the kinetic energy of the
vehicle, the average power consumed in acceleration and deceleration is
zero. Otherwise, it will be greater than zero, as shown in Figure
❑ In actual design, some typical urban drive
cycles may be used to predict the average
power of the vehicle, as shown in Figure

10/23/2021 Electric and Hybrid Vehicles design 16

UNIT-1,SNIST, JULY 2020
 Design of Peak Power Source (PPS)

10/23/2021 Electric and Hybrid Vehicles design 17

UNIT-1,SNIST, JULY 2020
 Energy Capacity design of PPS
❑ In some driving conditions, a frequent accelerating/decelerating driving
pattern would result in a low SOC in the PPS, thus losing its delivery power.
❑ In order to properly determine the energy capacity of the PPS, the energy
changes in the PPS in some typical drive cycles must be known. The energy
changes in the PPS can be expressed as
-----------------------(6)
❑ SOC variation for batteries
is 0.4-0.6
❑ SOC variation for Ultra-
-Capacitors is 0.2

----(7)

10/23/2021 Electric and Hybrid Vehicles design 18

UNIT-1,SNIST, JULY 2020 -------------------(8)
 Design of Series Hybrid Vehicle: Problem
➢ Design a series hybrid power train with the following data.
Assume speed ratio is 4
Mass factor is 1.06
Engine max. rated speed 4500rpm Motor rated speed 2000rpm
radius of wheel 0.3m
acceleration due to gravity 9.81m/s2
Design specifications:
Parameters
Vehicle total mass 1500 kg Mass factor 1.06
Rolling resistance coefficient 0.01 Air density factor 1.202
Aerodynamic drag coefficient 0.3 Front area 2.0 m2
Transmission and Generator efficiency 0.9 Motor efficiency 0.8
(single gear)
Performance specifications:
Acceleration time (from 0 to 100 km/h)10±1 sec
Maximum speed160 km/h Electric and Hybrid Vehicles design
10/23/2021 19
UNIT-1,SNIST, JULY 2020
Design of Series Hybrid Vehicle: Solution
nmax = 4500 rpm; nb= 2000 rpm; r = 0.3m
Generator efficiency

10/23/2021 Electric and Hybrid Vehicles design 20

UNIT-1,SNIST, JULY 2020
 Design of Series Hybrid Vehicle: Solution
nmax = 4500 rpm; nb= 2000 rpm; r = 0.3m
Generator efficiency

Engine/Generator Power rating is 53.06 KW

Gear ratios of Engine and Motor are is 3.18 and 5.65

10/23/2021 Electric and Hybrid Vehicles design 21
UNIT-1,SNIST, JULY 2020
 Design of Series Hybrid Vehicle: Solution
nmax = 4500 rpm; nb= 2000 rpm; r = 0.3m
Generator efficiency

PPS Power rating is 41 KW

Min. Energy capacity rating is 6.83KWh

10/23/2021 Electric and Hybrid Vehicles design 22
UNIT-1,SNIST, JULY 2020