Unit 4

Plug-In Hybrid Electric Vehicles

Syllabus

Hybridization of drivetrains in HEVs, Hybridization of energy sources in EVs, Power

Flow control in hybrid drive train topologies, Power Management Strategies in HEV,
Introduction of HEV Subsystems and Configurations, Vehicle Dynamics Fundamentals
and HEV Modeling (Series Hybrid), Fuel efficiency analysis.

Hybridization of drivetrains in HEVs

What is a Hybrid Electric Vehicle (HEV)?

The word “hybrid” means a mix, blend between two different things. In the automotive
industry hybrid is used to describe the powertrain of a vehicle. A Hybrid Electric Vehicle
(HEV) is a vehicle which is using two energy sources for propulsion, at least one of the
energy sources being electrical energy. The vast majority of hybrid electric vehicles are
using a combination of petrol (gasoline) engines and electric motor(s).
There are different types of hybrid vehicles, for example: hybrid air vehicles, hybrid
kinetic vehicles, etc., but in this article we are going to focus only on hybrid electric
vehicles.

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From the working principle point of view, a hybrid vehicle is using 2 energy sources, with
2 energy converters. These laws govern the way a hybrid electric vehicle works:
 there is primary energy source (1) and a secondary energy source (2)
 there is primary energy converter (1) and a secondary energy converter (2)
 for a HEV, the primary energy source is the fuel tank and the secondary energy
source is the battery
 the primary energy source has much more energy content than the secondary energy
source
 energy can be transferred from the primary energy source towards the secondary
energy source but not vice versa
 the transfer of energy from the primary source towards the secondary source is done
through energy converters
 for a HEV, the primary energy converter is the internal combustion engine and
the secondary energy converter is the electric machine (motor/generator)

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  part of the kinetic energy of the vehicle can be recovered during braking only by the
secondary energy converter and stored in the secondary energy source
 both energy converters can apply traction torque to the wheel in the same time
A hybrid electric vehicle (HEV) is using both the internal combustion engine and at least
one electric machine for propulsion.
There are three main drivers for the development of hybrid electric vehicles:
 reduce fuel consumption and CO2 emissions
 reduce exhaust gas emissions
 improve vehicle dynamics by increasing torque and power output

The various possible ways of combining the power flow to meet the driving requirements
are:

i. powertrain 1 alone delivers power

ii. powertrain 2 alone delivers power
iii. both powertrain 1 and 2 deliver power to load at the same time
iv. powertrain 2 obtains power from load (regenerative braking)
v. powertrain 2 obtains power from powertrain 1
vi. powertrain 2 obtains power from powertrain 1 and load at the same time
vii. powertrain 1 delivers power simultaneously to load and to powertrain 2
viii. powertrain 1 delivers power to powertrain 2 and powertrain 2 delivers power ton load
ix. powertrain 1 delivers power to load and load delivers power to powertrain 2.

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sources in EVs

Based on the fact that the available energy storage devices, including batteries,
ultra capacitors and ultrahigh-speed flywheels, cannot fulfill the demand of high specific

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energy and high specific power simultaneously, EVs can adopt the concept of using
twoenergy storage devices, the so-called energy hybridization
The principle of operation of this hybrid energy system, consisting of both high
specificenergy and high specific power sources is illustrated in Fig.

1) During normal driving, the high specific energy source supplies the necessary
energy to the electric motor via the power converter. To enable the system to be
ready for sudden power demand, this source can pre-charge the high specific power
source in the light-load period.

2) During acceleration or hill-climbing, both the sources need to simultaneously

supply the desired energy to the electric motor.

3) During braking or downhill, the electric motor operates as a generator so that the
regenerative energy flows back to recharge the high specific power source via the
power converter. If this source cannot fully accept the regenerative energy, the
surplus can be diverted to recharge the high specific energy source provided that it
is energy receptive.

Power Flow control in hybrid drive train topologies

Power distribution in HEV can be performed by the use of different controllers, as

described in the comparative study of supervisory control strategies.

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The internal combustion engine (ICE) and the electric machine (EM) can directly supply
their torque to the driven wheels through a planetary gear system.

The four topologies that have been selected are series, parallel, stringer and power split
hybrid. The comprehensive hybrid models consist of detailed sub models of the included
units, such as electric machines, ICE, power distribution, transmission etc.

Power Management Strategies in HEV

Hence HEVs provide better fuel economy compared to ICE based vehicles/conventional
vehicle. Energy management strategies are the algorithms that decide the power split
between engine and motor in order to improve the fuel economy and optimize the
performance of HEVs

Hybrid Electric Vehicles (HEVs) and Plug-in Hybrid Electric Vehicles (PHEVs) consist
of two power sources, that is, (1) Internal Combustion Engine (ICE) and (2) battery.
Power split between these two is of utmost importance to minimize the fuel consumption
without affecting the vehicle speed.

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These strategies vary in optimization type (global or local), computational time, structural
complexity, a priori knowledge of driving pattern, and effectiveness of the algorithm. A
survey of these available methods would be of great use for researchers and practitioners
working on HEVs/PHEVs.

In HEVs batteries are charged either by engine or by regenerative braking and are not
plugged-in externally which limits its electric range. They also take longer time in
recharging. PHEVs offer a promising medium-term solution to reduce the energy demand
as the batteries are charged through the grid. PHEVs are displacing liquid fuels by storing
the energy in a battery with cheaper grid electricity

PHEVs have a large on-board rechargeable battery and larger sized motors compared to
HEVs. Presence of larger size battery with high energy capacity increases the fuel
efficiency of PHEVs. In PHEVs battery is used as primary power source and ICE as
secondary power source. The battery can be recharged through mains power supply
anywhere at home, parking lots, or garages.

Architecture of Hybrid Electric Vehicle

HEVs are classified mainly into three categories: (1) series hybrid, (2) parallel hybrid, and
(3) series-parallel (power-split) hybrid. The series configuration consists of an electric
motor with an ICE without any mechanical connection between them. ICE is used for
running a generator when the battery does not have enough power to drive the vehicle;
that is, ICE drives an electric generator instead of directly driving the wheels. Series
hybrids have only one drive train but require two distinct energy conversion processes for
all operations. These two energy conversion processes are gasoline to electricity and
electricity to drive wheels. Fisher Karma, Renault Kangoo, Coaster light duty bus, Orion
bus, Opel Flextreme, and Swiss auto REX VW polo use series configuration.

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In parallel configuration, single electric motor and ICE are installed in such a way that
both individually or together can drive the vehicle. Parallel hybrids allow both power
sources to work simultaneously to attain optimum performance. While this strategy allows
for greater efficiency and performance, the transmission and drive train are more
complicated and expensive. Parallel configuration is more complex than the series, but it
is advantageous. Honda’s Insight, Civic, Accord, General Motors Parallel Hybrid Trucks,
BAS Hybrid such as Saturn VAU and Aura Green line, and Chevrolet Mali by hybrids
utilize parallel configuration.

Power split hybrid has a combination of both series and parallel configuration in a single
frame. In this configuration engine and battery can, either alone or together, power the
vehicle and battery can be charged simultaneously through the engine. Basically, it
extends the all-electric range (AER) of hybrid vehicle. The current dominant architecture
is the power-split configuration which is categorized into two modes: (1) one (single)
mode and (2) two (dual) modes. Single mode contains one planetary gear set (PGS) and
dual mode contains two PGS which are required for a compound power split. It is further
classified into three types: (1) input split, (2) output split, and (3) compound split as
determined by the method of power delivery.

In the input split power configuration or single mode electromechanical infinitely variable
transmission (EVT), planetary gear is located at the input side as shown in Figure (a). The
input power from the ICE is split at the planetary gear. It gives low efficiency at high
vehicle speed. Toyota Prius employs an input split power configuration.

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Fig. A

Fig. B

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Fig. C

The output split power train consists of one planetary gear at the output side as shown in
Figure (b). The output split system uses power recirculation at low vehicle speed and
power splitting at high vehicle speed. Power recirculation means that a portion of the
engine power is recirculate by the charging of any one motor/generator and discharging of
the other. Due to charging and discharging efficiency of the motors, recirculate power
negatively affects the system efficiency. Hence output split power train displays poor
performance at low vehicle speed compared to input split. Chevrolet volt uses output split
configuration.
In dual mode configuration, the two clutches provide a torque advantage of the motor at
low speed while fundamentally changing the power flow through the transmission as
shown in Figure (c). When the first clutch is applied and the second clutch is open, the
system operates as an input split. When the second clutch is applied and the first clutch is
released, the system operates as a compound split. This hybrid can shift between these two
(input-split as well as compound-split) in a synchronous shift, involving only torque
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transfer between elements without sharp changes in the speeds of any element. Lexus
HS250h, Lexus RX400h, Toyota Camry and Highlander, Lexus GS450h, and Lexus
LS600h use compound split configuration. The combination of a compound split and an
input split enables a two-mode hybrid system. The use of dual mode solves the problems
of the single mode power train and provides better vehicle performance with respect to
fuel economy, acceleration, and motor size. In dual mode, PGS are used for both the input
split and compound split [6]. Two-mode hybrids includes General Motors two-mode
hybrid full-size trucks and SUVs, BMW X6 Active Hybrid and Mercedes ML 450 hybrid,
Allison EV Drive, Chrysler Aspen, Chevrolet Tahoe, and GMC Yukon hybrid (GHC,
2013).

All the configurations of HEV can be employed in PHEV’s drive trains. In PHEVs battery
is initially charged through the mains power supply to the full capacity, which supports
HEV architecture to propel it for longer distances with a very less fuel consumption.
Introduction of HEV Subsystems and Configurations
How Do Hybrid Electric Cars Work?
Hybrid electric vehicles are powered by an internal combustion engine and one or more
electric motors, which uses energy stored in batteries. A hybrid electric vehicle cannot be
plugged in to charge the battery. Instead, the battery is charged through regenerative
braking and by the internal combustion engine. The extra power provided by the electric
motor can potentially allow for a smaller engine. The battery can also power auxiliary
loads and reduce engine idling when stopped. Together, these features result in better fuel
economy without sacrificing performance

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Key Components of a Hybrid Electric Car
Battery (auxiliary): In an electric drive vehicle, the low-voltage auxiliary battery
provides electricity to start the car before the traction battery is engaged; it also powers
vehicle accessories.

DC/DC converter: This device converts higher-voltage DC power from the traction
battery pack to the lower-voltage DC power needed to run vehicle accessories and
recharge the auxiliary battery.

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Electric generator: Generates electricity from the rotating wheels while braking,
transferring that energy back to the traction battery pack. Some vehicles use motor
generators that perform both the drive and regeneration functions.

Electric traction motor: Using power from the traction battery pack, this motor drives
the vehicle's wheels. Some vehicles use motor generators that perform both the drive and
regeneration functions.

Exhaust system: The exhaust system channels the exhaust gases from the engine out
through the tailpipe. A three-way catalyst is designed to reduce engine-out emissions
within the exhaust system.

Fuel filler: A nozzle from a fuel dispenser attaches to the receptacle on the vehicle to fill
the tank.

Fuel tank (gasoline): This tank stores gasoline on board the vehicle until it's needed by
the engine.

Internal combustion engine (spark-ignited): In this configuration, fuel is injected into

either the intake manifold or the combustion chamber, where it is combined with air, and
the air/fuel mixture is ignited by the spark from a spark plug.

Power electronics controller: This unit manages the flow of electrical energy delivered
by the traction battery, controlling the speed of the electric traction motor and the torque it
produces.

Thermal system (cooling): This system maintains a proper operating temperature range
of the engine, electric motor, power electronics, and other components.
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Traction battery pack: Stores electricity for use by the electric traction motor.

Transmission: The transmission transfers mechanical power from the engine and/or
electric traction motor to drive the wheels.

HEV Configuration

Series hybrid
Series hybrids are also referred to as extended-range electric vehicles (EREV)[5] or range-
extended electric vehicles (REEV), or electric vehicle with extended range (EVER).
A series hybrid is like a battery electric vehicle (BEV) in design. Here, the combustion
engine drives an electric generator instead of directly driving the wheels. The generator
both charges a battery and powers an electric motor that moves the vehicle. When large
amounts of power are required, the motor draws electricity from both the battery and the
generator. Series hybrids may also be referred to as extended-range electric vehicles
(EREVs) or range-extended electric vehicles (REEVs) since the gas engine only
generates electricity to be used by the electric motor and never directly drives the wheels.
Modern examples include the Cadillac ELR, Chevrolet Volt, and Fisker Karma.

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 OR

Parallel Hybrid

A parallel hybrid is propelled by both an internal combustion engine (ICE) and an electric
motor connected to a mechanical transmission. Power distribution between the engine and
the motor is varied so both run in their optimum operating region as much as possible.
There is no separate generator in a parallel hybrid. Whenever the generator's operation is
needed, the motor functions as generator. In a parallel mild hybrid, the vehicle can never
drive in pure electric mode. The electric motor turns on only when a boost is needed.

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 OR

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Series-Parallel
The vehicle can be powered by the gasoline engine working alone, the electric motor by
itself, or by both energy converters working together. Power distribution between the
engine and motor is designed so that the engine can run in its optimum operating range as
much as possible.

OR

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Vehicle Dynamics Fundamentals and HEV Modeling (Series Hybrid)

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Fuel efficiency analysis

Electric Car (Mahindra e2o Petrol Cars

plus)
Mileage 120 km 620 km (approx)
Energy Consumption 12 units 40 litres (approx)
Energy Usage 12/120= 0.10 unit 3.125 litres per day
Rs 7.30 per unit for 400-800
Rs 82.25 per litre
Cost units
Rs 7.3 X 0.10 units= 0.73
Rs 5.140 per kilometre
Cost per km paisa
One day expenditure 50 km X Rs 5.140 = Rs
50 km X 0.73 paisa= Rs 36.50
(50 km average travel) 257.03
Monthly expenditure
Rs 912.5 Rs 6,425
(25 days travel)

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