UNIT-5

• A vehicle uses two or more distinct types of power to drive the vehicle is known as Hybrid Vehicle.
• Hybrid electric vehicle combines a conventional internal combustion engine system with an electric propulsion
system.
• HYBRID ELECTRIC VEHICLE USES ELECTRICALENERGY + FUEL ENERGY
Series Hybrid vehicle-
• In this type of vehicle there is no direct connection between IC engine and final drive.
• In series hybrid Vehicle there is two mode of operation
1-Fully Electric mode
2-Engine Assist mode

Fully electric mode-

• In fully electric mode, the battery will drive the vehicle using motor and engine will be off mode.
Engine Assist mode

• When the battery will be low, the IC engine will start working and it will charge the battery using
controller circuit.
• In hybrid vehicle, the engine is not connected with final drive directly or not connected mechanically
with final drive.
• So, in this type of vehicle, the engine can not drive the final drive without using the battery.
• Here the controller circuit will determine the mode of operation of the vehicle as will as it will work as
inverter circuit to charge the battery from the engine.

Parallel Hybrid Vehicle-

• In this type of vehicle the engine is also connected with the final drive .
This type of vehicle can work in 3modes
• 1-All electric mode
• 2-All engine mode
• 3-Full power mode
All electric mode-

• Power will transmitted through motor to final drive. The motor will rotate the wheels
• All engine mode-
The motor/generator machine will work as generator. It will charge the battery and also move the final
drive to drive the vehicle.
Full power mode-

• When more power is required, by using the power of both the battery and the engine simultaneously,
the vehicle can be moved. So the vehicle will work above the maximum torque.
Series-Parallel Hybrid vehicle-

• Series parallel HEV subsystems where both the series configurations and parallel configurations are
combined together such that both the advantages of series hybrid and parallel hybrid can be obtained
together.
• The system is complex but there are lot of advantages and various kind of mode of operation is possible
in these systems.

•
It can operate in different modes of operation as

• 1-Full electric mode

• 2-Engine only mode
• 3-Engine assistance mode
 Full electric mode-

• In full electric mode, the wheels will move by using the power of battery only. The motor which will
run the final drive will get the power from battery through controller circuit.
Engine only mode-
• In engine only mode, the engine will move the without the help of battery.
• In all engine mode-The motor/generator machine will work as generator.It will charge the battery
and also move the final drive to drive the vehicle.
Engine Assistance mode-

• The vehicle will work in engine assistance mode, when the battery is low and if the vehicle need more
torque to drive engine.

• The mode of operation will be determined by the controller circuit.

• The state of charge of battery will be sensed by different sensor. The signal of various sensors will be
given to the controller circuit. By these signal, the controller will determine the mode of operation.
Plug in type Hybrid Vehicle-

• In Plug in type of vehicle the battery can be charged externally.

• This type of vehicle can be of 3 types
• 1-plug in type series Hybrid Vehicle
• 2-plug in type parallel Hybrid vehicle
• 3-plug in type series parallel hybrid vehicle
The working modes are same as the previously discussed.

• Micro Hybrid vehicle

• Here regenerative braking is used to charge the battery.
• The battery will be used for starting lighting etc.
➢ Different modes of hybrid vehicle
• Starting
• Acceleration/ Deceleration
• Normal driving
• Regenerative braking
• Battery charging while driving
• Battery charging at standstill

Modes of operation for series HEV:-

1- Startup/ acceleration/ Normal driving-

• When, we have to use the series HEV for starting the system and during normal driving and acceleration,
the full system is active.
• So mechanical energy is transferred from IC engine to the motor via electrical generator together with
the energy stored in the battery to the electrical motor. So the whole system is active during this mode
of operation.
 2-During light load/battery charging during driving –

• During light load on the transmission system, not only the mechanical energy is transferred from the IC
engine to the electrical motor, a part of it will be used to charge the battery. So in series HEV
configuration, the attempt is made to always operate IC engine at maximum efficiency. So if there is a
light load, it is always advisable to transfer part of that energy to the battery for charging requirements.

3-Deceleration/braking-

• During deceleration requirement and during absorbing of regenerative energy during braking operation,
the energy is recovered from the wheels and the motor is operated as generator and mechanical energy
is transferred to the battery via power converter mode. So this power converter has to be a bidirectional
AC to DC converter if we are using a AC motor.
4- Battery charging during standstill-

• It is possible to charge the battery when the vehicle is at rest. So this can be done by transferring the
mechanical energy available from the IC engine to the battery, by operating, this motor as generator.
So these were the different modes of operation of a series HEV
 Modes of operation for Parallel HEV:-

Start-up/ Acceleration-
• Now let us discuss the operation modes of a parallel HEV. So in a parallel HEV, the mechanical system
based on IC engine is also connected to the transmission, in addition to this electrical motor based
battery driven system
• So during start up or acceleration, both these systems will be on and maximum power can be
transferred for both start up and acceleration.

Normal driving-

• However, during normal driving mode of a parallel HEV, only IC engine based drivetrain is active and
mechanical energy is transferred from the IC engine to the transmission. During this mode, the
electrical drivetrain is in off mode.
Deceleration or braking-

• On the other hand during deceleration or braking, the electrical drivetrain is only active and power is
recovered from the wheels, and the recovered energy stored in the battery by operating the motor as
generator.

Battery charging during driving-

• In parallel HEV, if there is a requirement of battery charging while the system is in motion or when the
vehicle is moving, it has to be done via transmission. So the mechanical energy required for the
transmission has to come from IC engine based system, and a part of it will be transferred to the battery
by operating the motor as generator. So the power flow happens through transmission in this case.
 Modes of operation for Series-Parallel HEV:-
• In complex series parallel HEV subsystems where both the series configurations and parallel
configurations are combined together such that both the advantages of series hybrid and parallel hybrid
can be obtained together.
• The system is complex but there are lot of advantages and various kind of mode of operation is possible
in these systems.
• So depending on whether the IC engine is more active or the electrical motor is more active, there are
two types of series parallel HEV configurations. One is known as engine heavy series parallel HEV,
and second is electrical motor heavy series parallel HEV.
• Two types of configurations are used in this category
1-ICE Heavy Series –parallel HEV
2-electric Heavy series-parallel HEV

1-ICE Heavy Series –parallel HEV-

Start-up
• During startup, this system only uses the electrical drivetrain for starting the system. So this system as we have discussed
earlier has both the parallel and series connection of IC engine to the electrical drivetrain.
• So mechanical system is also connected mechanically to the transmission and also electrically to the electrical drivetrain
using electrical generator. So during startup, only the electric drivetrain is used and is all electric mode type of start-up.
 Acceleration
• During acceleration, this system works similar to a parallel HEV. So the mechanical energy is transferred from the IC
engine to the transmission in parallel to the electrical drivetrain based battery driven electrical motor type of propulsion.
So this generator is non-active in this mode.

Normal driving
• During normal driving, only the IC engine based drivetrain is active, and the mechanical energy is transferred from the IC
engine to the transmission, and the rest of the system is inactive. So the electrical drivetrain and the generator is turned off
at that time.

Deceleration/braking-
• During deceleration or braking, only the electrical drivetrain is active and the mechanical energy of the wheels is extracted
by motor operating as generator and the battery is charged by the energy recovered from the wheels.

Battery charging during driving-

• In this system, when we want to charge the battery while driving, we don’t need to operate the transmission system for
doing that, since we have a series connection up here. So while driving, the IC engine drives the transmission and a part of
it can be used to charge the battery by operating the electrical generator.
• The IC engine and the generator are connected by a complex planetary gear which enables connection and disconnection
of electrical generator during driving operation. So when the vehicle is not moving or when it is at rest, it’s possible to
charge the battery by operating the generator while the mechanical propulsions are off .

2-Electric Motor Heavy series-parallel HEV-

Start-up-
During startup or at light load conditions, the system is started in all electric mode. So the electric drivetrain is
only used to start the system or also for driving the vehicle at light loads.

Acceleration-
All the three propulsion devices or mechanical devices are used to accelerate the system, so the system uses full
torque capability of the system.
Mechanical energy is transferred from IC engine to the transmission, and a part of it is transferred via generator
to the motor, and third is from the battery to the motor. So this is different from the IC engine heavy series
parallel HEV where, only the system acceleration is achieved via parallel HEV mode, and this generator was
off at that time.
Normal driving-
During normal driving, not only the is used to drive the vehicle through motor.

Deceleration-
Deceleration and braking is similar to IC engine heavy series parallel HEV where the power is recovered only
from the electrical drivetrain. So deceleration and braking is similar to IC engine heavy series parallel HEV
where the power is recovered only from the electrical drivetrain.

Battery charging during driving-

It is again similar to IC engine heavy series parallel HEV, in electrical heavy series parallel HEV also battery
can be charged when the vehicle is in motion, and when the mechanicalpower is transferred from the IC engine
to the transmission.
 .

COMPLEX HYBRID ELECTRIC VEHICLE

• In addition to series HEV, parallel HEV and series parallel HEV, there is a configuration which is known as
complex HEV. This is a complex system and it’s a superset of series parallel configuration. So based on how
the devices are placed within the configuration, there are two types of complex HEVs. One is front-hybrid rear-
electric dual axle complex hybrid, and front-electric rear-hybrid dual axle complex HEV.
• In complex HEV generally dual axle transmission is used, so both the front wheels and the rear wheels are
driven. And two types of subsystems are used. One is front hybrid, front hybrid means it’s a hybrid of IC engine
and electric motor, and rear electric means there’s another motor to drive the rear transmission.
• In the second mode where there is a front electric where one motor will be used to drive the front wheel. And
in rear hybrid a combination of IC engine and electric motor are used for driving the rear wheels.

1-FRONT HYBRID REAR ELECTRIC EV (F-H-R-E)-

Start-up-

• In a front-hybrid rear-electric dual axle complex HEV, so there is a hybrid system of IC engine and motor
connected to the front wheel transmission, and there is another system which is pure electric drivetrain which
is connected to rear wheels or rear transmission.
• Now compare to series parallel HEV, the machine here is able to operate both as generator and motor. So when
you want to operate this machine as generator, it can be used to extract power from IC engine to charge the
battery.
• When it is used as a motor, this power converter can be used to extract power from the battery and operate this
as a motor. So this is a hybrid of IC engine and electrical motor. And since this is connected to front transmission
it is called front hybrid. And since only electrical system or electrical drivetrain is connected to rear
transmission, it is called rear electric.
• Since both the transmissions are used, means both front transmission and rear transmission are used it is called
dual axle HEV.
• During start-up of such kind of configuration again it is all electric mode. So both the motors are used to drive
the front transmission and rear transmission. So one is battery, power converter and one motor, second is battery,
power converter, this motor and front transmission
•
 •

Acceleration-
• During acceleration mode, the power is also delivered from the IC engine. So both IC engine and front motor
drives the front wheels, while the rear motor drives the rear transmission or rear wheels. The whole system is
active and it’s able to accelerate very quickly.

Normal driving-
• During normal driving or battery charging mode, the mechanical energy is from the IC engine is used to drive
the front wheels and a part of it is used to charge the battery. So in normal driving, only front wheels are used
for driving the system, and the rear transmission is not used and the electrical drivetrain connected to rear system
is inactive.

Light-load condition-
• Again during light load condition, the wheel connected to front transmissions are only used for supporting the
light load, and the motor connected to IC engine is used for driving the propulsion. So IC engine by itself is not
 active and the rear wheel connected electric drivetrain is also not active. So only power is flowing from battery,
power converter, electrical motor and front transmission. So it is again all electric mode with only front wheel
transmission.

Deceleration-
• During deceleration or braking, it is again all electric and the power is extracted both from the front wheels and
the rear wheels using this electric drivetrain, and this electric drivetrain. So both front and rear electric
drivetrains are active, and the power is extracted from all the wheels. Therefore, it is also possible to generate
good amount of regenerative braking energy which is higher compared to other configurations.

2-FRONT ELECTRIC REAR HYBRID EV (F-E-R-H)-

Start-up-
In the configuration of the another dual axle complex HEV which is front electric and rear-hybrid. So you can
see in the figure the system is now reversed.
The IC engine and the motor is connected to rear wheels while the second electric drivetrain is connected to the
front transmission. So during start-up, only the front electric drivetrain is only active for supporting the start-up
operation, while the rest of the system is not active.
Starting engine-
So if the engine has to be started after startup of the system, the second motor can be used to start the IC engine
as cranking. So this system is very similar to the starting of the IC engine where this motor is working as a
integrated starter generator.

Acceleration-
During acceleration, all the propulsion devices are active and both front electric drivetrain and rear hybrid
drivetrain is active. It’s very similar to the previous complex HEV configuration.

Normal driving-
During normal driving, only the IC engine drivetrain is active while the both the electric motors are inactive.
So this is very similar to other counterpart. But you can see that in a rear hybrid type of complex HEV during
normal driving, only the rear wheels are used to drive the vehicle, and the front wheels are idling.
Deceleration-
Similar to the previous configuration during deceleration or braking operation, both the motors will operate as
generators and extract the power from both rear and front wheels. So the IC engine is off because it cannot
regenerate any energy.
Battery charging during driving.

Battery charging during driving-

So similar to the previous counterpart, if you want to charge the battery during driving, the part of the IC engine
energy is transferred to the battery via operating the second motor as generator.
 Planetary gear

• we require special gearing system at the hybrid mode of IC engine and electric motor. So IC engine should be able
to connect both to the transmission and to the electrical machine, and should also able to operates alone.
• So this…all these modes of operation is possible by having a special gearing system which is known as planetary
gear system, as can be seen from this diagram, so there are various kind of gears connected together.
• So the outermost gear is known as ring gear, and the innermost gear is known as sun gear. And these small, small
gears which connects the sun gear to the ring gear are called planet gears. So there are three gears; ring gear, sun
gear and planet gear. So sun gears are connected to electrical machine.
• Ring gear is connected to transmission, and it’s possible to transfer energy from ring gear to sun gear using planet
gears. And there is a link between sun gear and planet gear by this kind of connection, so this is called carrier gear
or carriers.
• This carrier is actually connected to IC engine, and it can decide based on the speed of operation, how to transfer
power from either IC engine to electrical motor or electrical motor to IC engine, or IC engine to the transmission.
Various speed can be achieved by these operation
• High speed -Ring gear rotating and sun gear is stationary.
• Low speed - Planet and sun gear moving and ring gear stationary.
• Reverse speed -Sun and ring gear is moving and planet gear is stationary
 VEHICHLE TO GRD SYSTEM

• We can also see this V2G as a emerging new business model. So what it requires, it requires communication of EVs
with the grid operators such that not only we can control the energy flow from the battery to the grid, we can also
control the charging rate of the batteries. We all know that any vehicle or electric vehicle for that case, are unused
for 90% of the time, so it will be remaining ideal in a parking area.
• So if we can see that all these batteries, if they are connected to grid, while they are parked, and with the estimate
that each EV can typically store anything between 4 kWhr to 80 kWhr, we can see that if they occupy you know
large section of the total vehicles on the road, let's say typically 20 to 40% penetration is there in the vehicle segment.
• It can create its own autonomous power storage as well as power generator capacity. So this is… the coordination
of this can be a new business, and is a new opportunity, and a new technology, which is under development. But
now the system also has to take care of the power system dynamics and stability. So if you bring a new generator
whose dynamics is different from the present grid, we have to start studies such that it understands the effect of
these systems to the present utility grid.
• So as mentioned earlier, if individual EVs do the V2G action and try to connect to the grid, it will be very ineffective,
because EV can have maximum power of 85 KW, but that is always on the high-end models, but typically this
averages between 10 to 15 KW. So if we operate such a system, it will be very ineffective and inefficient.
• So it is always advised to create a pool of EVs and make a common power aggregator, means the agency which can
plug this pool of EVs and present a total system as a one system to the grid. In that way it will be meaningful and it
will be very efficient. So the power aggregator has to take care of internal energy flow such that it minimizes the
power demand and losses. Means, some of the vehicles may like to charge slowly, some EVs may like to charge
using fast charging, but there may be many vehicles who are ready to generate power to the grid.
• The power aggregator should understand the requirement of the pool of EVs, such that it understands the typical
power demand, which needs to be supported from the grid or it can generate to the grid, such that the losses are
minimum or efficiency is maximum.
• So it should enable the talk between vehicle to vehicle, vehicle to building, if it’s a large building and it can store,
you know, 200 or 300 vehicles in the parking area, or vehicle to home, if many homes in the area are connected to
a common aggregator.
• It should enable all these operations such that the efficiency of energy transfer is maximum. On the other hand, this
power aggregator now has to see that at the point of common coupling to the utility grid, it should optimize the
voltage deviations, because since it’s a bigger energy source, it can affect the voltage of the grid.
• It should see that it optimizes the voltage deviation at the point of common coupling. It should try to maintain the
THD requirements of the utility grid and it should do all the analysis and estimates such that the efficiency is
maximum and the profit to the both EV owners and the grid agencies are maximum.
• This is a simple model which can tell the different operations that can go under a V2G operation. If there are many
homes, which are isolated, but located nearby in a locality, they can be connected to a common aggregator.
• There will be energy transfer between vehicle and homes, actually bidirectional and there can be talk between
vehicle to vehicle, if they are nearby. So aggregator will see the dynamics and the energy flow within these pool of
homes and vehicles. It is also possible to have the similar thing when we have a common building, now a days in
urban areas, very big buildings are constructed with two and three basements for parking, so it has high pool of
vehicles located or parked in the basement.
• So similar thing can be also done in the parkings. So these all will be connected to a common aggregator and it will
talk to grid. So these are basically the scheme or one of the schemes under which V2G operation can be
implemented.
• In addition to that V2G technology has lot of applications to power systems. So now if we have lot of aggregators
connected to grid, it is a power generator system which is capable of taking energy, capable of storing energy, and
capable of delivering energy.
• If such a system is connected to power systems, it can support power system in many ways. So we all know the
power generation always try to match the load demand, but there will be lot of fluctuations between the peak hours
during the day and the off peak hours during the night. So the V2G operation can help the grid by charging under
coordination during off peak hours, during night and it can support the grid by energy generation during day time
to support the peak load demand, or it is called peak shaving.
• It can also support regulation of the grid voltage. Spinning reserve, so basically these are the systems connected to
the grid, which are dormant and they are started only during peak load demand. So typically these are standby
generators or diesel generators, which are started, when there is a peak demand.
• The installation of such a system is expensive and as you know, very inefficient, and also basically it takes lot of
time to startup because it is a mechanical systems. So if EVs under V2G application can support this by you know
quickly supporting the peak demand in a very high dynamic fashion. Secondly, it will not be a additional burden on
the power system and it will be correspondingly less expensive. The motor starting and reactive regulation are some
of the areas, which is also supported by you know synchronous condensers and such kind of things in power grid.
This demands lot of reactive power.
• We all know that if we use a power converter in these applications, it typically have a electrolytic capacitor in the
DC link. So this DC link capacitor is a reactive source of energy.
• It is possible to use the reactive power capability of all these EVs and can help the grid to support reactive power
compensation. We all know that lot of renewable power is getting added to the grid, like wind and solar, but these
sources of energy are intermittent in nature.
• It depends on solar irradiance or the wind availability. So there also this V2G and the support of EVs can be utilized
such that these transients can be supported in a high dynamic fashion.
• So if we plot a 24-hour time in X axis and a load profile of a typical power system in a Y axis, we will see that if
we start from midnight to and take 24 hours, we can see that, so the power demand will be typically like this. So
this is basically the unutilized portion of the power system capability and this is the additional requirement during
the afternoon period of the day. So this will be generally taken care by standby generators.
• Now the EVs can play a major role and it can support, you know, a coordinated charging during night or off peak
period, and it can support peak shaving or support during peak load demand.

References

www.nptel.ac.in
Mehrdad Ehsani, “Modern Electric, Hybrid Electric and Fuel Cell Vehicles”, CRC Press, 2005