UNIT-2

Hybridization of Automobile
Contents:
Architectures of HEVs
Series and parallel HEVs
Complex HEVs
Plug-in hybrid vehicle(PHEV)
Constituents of PHEV
Comparison of HEV and PHEV
Extended range hybrid electric vehicles(EREVs)
Blended PHEVs
Fuel Cell vehicles and its constituents.
Architecture of HEV

The term hybrid vehicle refers to a vehicle with at least two sources of power.
Hybrid-electric vehicle indicates that one source of power is provided by an electric motor,
the other source of motive power can come from a number of different technologies, but is
typically provided by an internal combustion engine designed to run on either gasoline or
diesel fuel .
Based on this general definition, there are many types of HEVs, such as

the gasoline ICE and battery

diesel ICE and battery
battery and FC
battery and capacitor
battery and flywheel
 battery and battery hybrids.
Hybrid Electric Drive Trains

The general concept of a hybrid drive train and possible energy flow route is shown
The various possible ways of combining the power flow to meet the driving requirements are

i. Power train 1 alone delivers power

ii. Power train 2 alone delivers power

iii. Both power train 1 and 2 deliver power to load at the same time

iv. Power train 2 obtains power from load (regenerative braking)

v. Power train 2 obtains power from Power train 1

vi. Power train 2 obtains power from Power train 1 and load at the same time

vii. Power train 1 delivers power simultaneously to load and to Power train 2

viii. Power train 1 delivers to Power train 2 and Power train 2 delivers to load

ix. Power train 1 delivers power to load and load delivers power to Power train 2
 The load power of a vehicle varies randomly in actual operation due to frequent
acceleration, deceleration and climbing up and down the grades. The power requirement for a
typical driving scenario is shown in Figure
The load power can be decomposed into two parts:
i. steady power, i.e. the power with a constant value
ii. dynamic power, i.e. the power whose average value is zero
 In HEV one power train favours steady state operation, such as an ICE or fuel cell.
The other power train in the HEV is used to supply the dynamic power. The total energy output
from the dynamic power train will be zero in the whole driving cycle. Generally, electric motors
are used to meet the dynamic power demand. This hybrid drive train concept can be
implemented by different configurations as follows.

Series configuration

 Parallel configuration

 Series-parallel configuration

 Complex configuration
Series configuration Parallel configuration
Series-parallel configuration Complex configuration
Series Hybrid System

In case of series hybrid system the mechanical output is first converted into electricity
using a generator. The converted electricity either charges the battery or can bypass the battery to
propel the wheels via the motor and mechanical transmission.
The advantages of series hybrid drive trains are:
Mechanical decoupling between the ICE and driven wheels allows the IC engine operating at its
very narrow optimal region
Nearly ideal torque-speed characteristics of electric motor make multi gear transmission
unnecessary.

However, a series hybrid drive train has the following disadvantages:

The energy is converted twice (mechanical to electrical and then to mechanical) and this reduces
the overall efficiency.
Two electric machines are needed and a big traction motor is required because it is the only
torque source of the driven wheels.
Parallel Hybrid System:
The parallel HEV allows both ICE and electric motor (EM) to deliver power to drive
the wheels. Since both the ICE and EM are coupled to the drive shaft of the wheels via two
clutches, the propulsion power may be supplied by ICE alone, by EM only or by both ICE and
EM. The EM can be used as a generator to charge the battery by regenerative braking or absorbing
power from the ICE when its output is greater than that required to drive the wheels.
The advantages of the parallel hybrid drivetrain are:
Both engine and electric motor directly supply torques to the driven wheels and no energy form
conversion occurs, hence energy loss is less
 compactness due to no need of the generator and smaller traction motor.
The drawbacks of parallel hybrid drivetrains are:
mechanical coupling between the engines and the driven wheels, thus the engine operating
points cannot be fixed in a narrow speed region.
The mechanical configuration and the control strategy are complex compared to series hybrid
drivetrain
Series-Parallel System

In the series-parallel hybrid , the configuration incorporates the features of both the
series and parallel HEVs. However, this configuration needs an additional electric machine and a
planetary gear unit making the control complex.

Complex Hybrid System

The complex hybrid system involves a complex configuration which cannot be

classified into the above three kinds. The complex hybrid is similar to the series-parallel hybrid
since the generator and electric motor is both electric machines. However, the key difference is due
to the bi-directional power flow of the electric motor in complex hybrid and the unidirectional
power flow of the generator in the series-parallel hybrid. The major disadvantage of complex
hybrid is higher complexity
POWER FLOW CONTROL

Due to the variations in HEV configurations, different power control strategies are
necessary to regulate the power flow to or from different components. All the control
strategies aim to satisfy the following goals

Maximum fuel efficiency

 Minimum emissions

Minimum system costs

 Good driving performance

POWER FLOW CONTROL IN SERIES HYBRID

In the series hybrid system there are four operating modes based on the power flow

Mode 1:

During startup (Figure 1a), ,normal driving or acceleration of the series HEV, both
the ICE and battery deliver electric energy to the power converter which then drives the electric
motor and hence the wheels via transmission.
Mode 2:

At light load (Figure 1b), the ICE output is greater than that required to drive the wheels.
Hence, a fraction of the generated electrical energy is used to charge the battery. The charging of the
batter takes place till the battery capacity reaches a proper level.
Mode 3:

During braking or deceleration (Figure 1c), the electric motor acts as a generator, which
converts the kinetic energy of the wheels into electricity and this, is used to charge the battery.
Mode 4:

The battery can also be charged by the ICE via the generator even when the vehicle
comes to a complete stop (Figure)
Power Flow Control in Parallel Hybrid

The parallel hybrid system has four modes of operation. These four modes of operation are

Mode 1:
During start up or full throttle acceleration (Figure 2a); both the ICE and the EM share
the required power to propel the vehicle. Typically, the relative distribution between the ICE and
electric motor is 80%-20%.

Mode 2:
During normal driving (Figure 2b), the required traction power is supplied by the ICE
only and the EM remains in off mode.
Mode 3:

During braking or deceleration (Figure 2c), the EM acts as a generator to charge the
battery via the power converter.

Mode 4:

Under light load condition (Figure 2d), the traction power is delivered by the ICE
and the ICE also charges the battery via the EM.
Power Flow Control Series-Parallel Hybrid

The series-parallel hybrid system involves the features of series and parallel hybrid
systems. Hence, a number of operation modes are feasible. Therefore, these hybrid systems are
classified into two categories: the ICE dominated and the EM dominated

The various operating modes of ICE dominated system are

Mode 1:
At startup (Figure 3a), the battery solely provides the necessary power to propel the
vehicle and the ICE remains in off mode.
Mode 2:
During full throttle acceleration (Figure 3b), both the ICE and the EM share the
required traction power
Mode 3:
During normal driving (Figure 3c), the required traction power is provided by the
ICE only and the EM remains in the off state.

Mode 4:
During normal braking or deceleration (Figure 3d), the EM acts as a generator to
charge the battery
Mode 5:
To charge the battery during driving (Figure 3e), the ICE delivers the required traction
power and also charges the battery. In this mode the EM acts as a generator.

Mode 6:
When the vehicle is at standstill (Figure 3f), the ICE can deliver power to charge the
battery via the EM
The operating modes of EM dominated system are

Mode 1:

During startup (Figure 4a), the EM provides the traction power and the ICE remains
in the off state.

Mode 2:

During full throttle (Figure 4b), both the ICE and EM provide the traction power.
Mode 3:

During normal driving (Figure 4c), both the ICE and EM provide the traction power.

Mode 4:

During braking or deceleration (Figure 4d), the EM acts as a generator to charge the battery.
Mode 5:
To charge the battery during driving (Figure 4e), the ICE delivers the required traction
power and also charges the battery. The EM acts as a generator.

Mode 6:
When the vehicle is at standstill (Figure 4f), the ICE can deliver power to charge the
battery via the EM
Components in PHEV

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.
Charge port: The charge port allows the vehicle to connect to an external power supply in order
to charge the traction battery pack.
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.
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.
Onboard charger: Takes the incoming AC electricity supplied via the charge port and converts it to
DC power for charging the traction battery. It also communicates with the charging equipment and
monitors battery characteristics such as voltage, current, temperature, and state of charge while
charging the pack.
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.
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.
Comparison between PHEV,HEV,BEV
Comparison between PHEV, BEV
Comparison between PHEV,HEV
APU: Auxiliary power unit