Hybrid Electric Vehicles

2.5 Concept of Hybrid Electric Drive Trains

Basically, any vehicle power train is required to
(1) Develop sufficient power to meet the demands of vehicle performance,
(2) Carry sufficient energy on-board to support vehicle driving in the given range,
(3) Demonstrate high efficiency, and
(4) Emit few environmental pollutants.

Broadly, a vehicle may have more than one energy source and energy converter (power
source), such as a gasoline (or diesel) heat engine system, hydrogen–fuel cell–electric motor
system, chemical battery–electric motor system, etc. A vehicle that has two or more energy
sources and energy converters is called a hybrid vehicle. A hybrid vehicle with an electrical
power train (energysource energy converters) is called an HEV.

A hybrid vehicle drive train usually consists of no more than two power trains. More than two
power train configurations will complicate the system. For the purpose of recapturing part of
the braking energy that is dissipated in the form of heat in conventional ICE vehicles, a hybrid
drive train usually has a bidirectional energy source and converter. The other one is either
bidirectional or unidirectional. Figure 2.5.1 shows the concept of a hybrid drive train and the
possible different power flow routes.

Fig. 2.5.1

1
There are many available patterns of combining the power flows to meet load requirements as
described below:
1. Power train 1 alone delivers power to the load.
2. Power train 2 alone delivers power to the load.
3. Both power train 1 and 2 deliver power to load at the same time.
4. Power train 2 obtains power from load (regenerative braking).
5. Power train 2 obtains power from power train 1.
6. Power train 2 obtains power from power train 1 and load at the same time.
7. Power train 1 delivers power to load and to power train 2 at the same time.
8. Power train 1 delivers power to power train 2, and power train 2 delivers power to load.
9. Power train 1 delivers power to load, and load delivers power to power train 2.

1. Power train 1 alone delivers power to the load: - In gasoline (diesel) – IC engine
(Energy source- 1) and battery electric motor (Energy source- 1) is the engine propelling
mode. This may be used when the batteries are almost completely depleted and the
engine has no remaining power to charge the batteries, or when the batteries have been
fully charged and the engine is able to supply sufficient power to meet the power
demands of the vehicle.
2. Power train 2 alone delivers power to the load: - This is the pure electric propelling
mode, in which the engine is shut off. This pattern may be used in situations where the
engine cannot operate effectively, such as very low speed, or in areas where emissions
are strictly prohibited.
3. Both power train 1 and 2 deliver power to load at the same time. :- This Pattern is
the hybrid traction mode and may be used when a large amount of power is needed,
such as during sharp acceleration or steep hill climbing.
4. Power train 2 obtains power from load (regenerative braking) :- This is the
regenerative braking mode, by which the kinetic or potential energy of the vehicle is
recovered through the electric motor functioning as a generator. The recovered energy
is stored in the batteries and reused later on.
5. Power train 2 obtains power from power train 1:-In is the mode in which the engine
charges the batteries while the vehicle is at a standstill, coasting, or descending a slight
grade, in which no power goes into or comes from the load.
6. Power train 2 obtains power from power train 1 and load at the same time: - In
this mode in which both regenerative braking and the IC engine charge the batteries
simultaneously.
7. Power train 1 delivers power to load and to power train 2 at the same time: - This
is the mode in which the engine propels the vehicle and charges the batteries
simultaneously.
8. Power train 1 delivers power to power train 2, and power train 2 delivers power
to load: - In this mode in which the engine charges the batteries, and the batteries supply
power to the load.
9. Power train 1 delivers power to load, and load delivers power to power train 2 :-
In this mode in which the power flows into the batteries from the heat engine through the

2
 vehicle mass. The typical configuration of this mode is two power trains separately mounted
on the front and the rear axle of the vehicle

Decomposition of load power into steady and dynamic components: - The load power of
vehicle varies randomly due to frequent acceleration, deceleration and climbing up and down
grades, as shown in the figure below,

The load power is composed of two components steady (average) power, which has a constant
value and dynamic power, which has zero average. In designing the control strategy of a hybrid
vehicle one power that favours steady-state operation, such as an IC engine and fuel cell, may
be used to supply the average power.
On the other hand, another power train, such as an electric motor, may be used to supply the
dynamic power. The total energy output from the dynamic power train will be zero in the entire
driving cycle. This implies that the energy source of the dynamic power train does not lose its
energy capacity at the end of the driving cycle. It functions only as a power damper.
In a hybrid vehicle, steady power may be provided by an IC engine, a Stirling engine, a fuel
cell, and so on. In hybrid electrical vehicle, the IC engine or the fuel cell can be much smaller
that in a single power train design because the dynamic power is taken by the dynamic power
source and the engine can operate steadily in its most efficient region.
The dynamic power may be provided by an electric motor powered by batteries,
ultracapacitors, flywheels and their combinations.

2.6 Architectures of Hybrid Electric Drive Trains: -

2.6 [

The architecture of a hybrid vehicle is generally defined as the connection between the
components that define the energy flow routes and control ports. Traditionally, HEVs were
classified into two basic types: series and parallel. It is interesting to note that, in 2000,
some newly introduced HEVs could not be classified into these kinds.5 Therefore, HEVs
are now classified into four kinds: series hybrid, parallel hybrid, series–parallel hybrid, and
complex hybrid. Scientifically, the above classification are not very clear and may cause
confusion. In an HEV, there are two kinds of energy flowing in the drive train: mechanical

3
 and electrical energy. Adding two powers together or splitting one power into two at the
power merging point occurs at with the same power type that is, electrical or mechanical,
not electrical and mechanical. Perhaps a more accurate definition of HEV architecture may
be to take the power coupling or decoupling features such as an electrical coupling, a
mechanical coupling drive train and a mechanical – electrical coupling drivetrain.

i. Series (Electrical coupling) type of HEV drive train :-

ii. Parallel (mechanical coupling) type of HEV drive train:-

4
iii. Series-parallel (mechanical and electrical coupling) type of HEV drive train: -

iv. Series-parallel (mechanical and electrical coupling) type of HEV drive train: -

5
2.6.1 Series Hybrid Electric Drive Trains:
A series hybrid drive train is a drive train where two power sources feed a single
powerplant (electric motor) that propels the vehicle. The most commonly found series
hybrid drive train is the series hybrid electric drive train shown in Figure 2.9. The
unidirectional energy source is a fuel tank and the unidirectional energy converter is an
engine coupled to an electric generator. The output of the electric generator is connected
to an electric power bus through an electronic converter (rectifier). The bidirectional
energy source is an electrochemical batterypack, connected to the bus by means of a power
electronics converter (DC/DC converter). The electric power bus is also connected to the
controller of the electric traction motor. The traction motor can be controlled either as a
motor or a generator, and in forward or reverse motion. This drive train may need a battery
charger to charge the batteries by a wall plug-in from the power network.

Fig 2.6.1 Configuration of a series hybrid electric drive train

Series hybrid electric drive trains potentially have the following operation
modes:
1. Pure electric mode: - The engine is turned off and the vehicle is propelled only by the
batteries.
2. Pure engine mode: - The vehicle traction power only comes from the engine-generator,
while the batteries neither supply nor draw any power from the drive train. The electric
machines serve as an electric transmission from the engine to the driven wheels.

6
3. Hybrid mode: - The traction power is drawn from both the engine generator and the
batteries, merging together in electrical coupler.
4. Engine traction and battery charging mode: - The engine-generator supplies power to
charge the batteries and to propel the vehicle simultaneously. The engine generator power
is split in electrical coupler.
5. Regenerative braking mode: - The engine-generator is turned off and the traction motor is
operated as a generator powered by vehicle kinetic or potential energy. The power generated
is fed back to charge the battery.
6. Battery charging mode: - The traction motor receives no power and the engine-generator
is operated only to charges the batteries. vehicle is stopped here.
7. Hybrid battery charging mode: - Both the engine-generator and the traction motor operate
as generators to charge the batteries.

Series hybrid drive trains offer several advantages: -

Series hybrid drive trains offer several advantages:

1. The engine is fully mechanical when decoupled from the driven wheels. Therefore, it
can be operated at any point on its speed–torque characteristic map, and can potentially
be operated solely within its maximum efficiency region.
2. The efficiency and emissions of the engine can be further improved by optimal design
and control in this narrow region.
3. Because electric motors have near-ideal torque–speed characteristics, they do not need
multi-gear transmissions as. Therefore, their construction is greatly simplified and the
cost is reduced.
4. Simple control strategies may be used as a result of the mechanical decoupling provided
by the electrical transmission.
Series hybrid electric drive trains have some disadvantages:
1. The energy from the engine is converted twice (mechanical to electrical in the generator and
electrical to mechanical in the traction motor). The inefficiencies of the generator and
traction motor add up and the losses may be significant.
2. The generator adds additional weight and cost.
3. The traction motor must be sized to meet maximum requirements since it is the only
powerplant propelling the vehicle.

7
2.6.2 Parallel Hybrid Electric Drive Trains: -

A parallel hybrid drive train is a drive train in which the engine supplies its power mechanically
to the wheels like in a conventional ICE-powered vehicle. It is assisted by an electric motor
that is mechanically coupled to the transmission. The powers of the engine and electric motor
are coupled together by mechanical coupling, as shown in Figure 2.6.2.

8
 The mechanical combination of the engine and electric motor power leaves room for several
different configurations like
1.Torque-Coupling Parallel Hybrid Electric Drive Trains.
2. Speed-Coupling Parallel Hybrid Electric Drive Trains.
3. Torque-Coupling and Speed-Coupling Parallel Hybrid Electric Drive Trains

1. Torque-Coupling Parallel Hybrid Electric Drive Trains: - The mechanical coupling in Fig
2.6.2(a) shown below may be a torque or speed coupling. The torque coupling adds the
torques of the engine and the electric motor together. Fig 2.6.2(b) conceptually shows a
mechanical torque coupling, which has two inputs. One is from the engine and one is from
the electric motor. The mechanical torque coupling outputs to the mechanical transmission.
If loss is ignored, the output torque and speed can be described by

Fig. 2.6.2(a)

Fig. 2.6.2(b)
There are a variety of configurations in torque coupling hybrid drive trains. They are classified
into two-shaft and one-shaft designs. In each category, the transmission can be placed in
different positions and designed with different gears, resulting in different tractive
characteristics. An optimum design will depend mostly on the tractive requirements, engine
size and engine characteristics, motor size and motor characteristics, etc. Figure 2.6.2(a) shows
a two-shaft configuration design, in which two transmissions are used: one is placed between
the engine and the torque coupling and other is placed between the motor and torque coupling.
Both transmissions may be single or multi gear. The performance and over-all efficiency of the

9
drive train is superior here compared to other design. 2 multi gear transmissions provide more
opportunities for both the engine and the electric traction system to operate in optimum region.
This design also provides greater flexibility in engine design and electric motor characteristics.
But 2 multi gear transmission will significantly complicates the drive train and increases the
burden of the control system for selecting the proper gear in each transmission.

Fig. 2.6.2(c) Fig. 2.6.2(d)

Fig. 2.6.2(e)

The tractive effort-speed profiles is as shown in fig.2.6.2(c). In the design of a hybrid drive
train, the maximum tractive effort with this transmission arrangement may be sufficient for hill
climbing performance, greater tractive effort would not be needed because of the limitation of
the tire-ground contact adhesion. Utilizing a single gear transmission-2, takes advantage of the
high torque of an electrical machine at low speed. The multi gear transmission-1 is used to

10
overcome the disadvantages of IC engine speed torque characteristics. The multi gear of
transmission-1 also tends to improve the operating efficiency of the engine and reduces the
speed range of the vehicle in which electrical machine must propel the vehicle alone, thus
preventing the batteries from quickly discharging.

The fig. 2.6.2 (d) shows the tractive effort-speed profile of a drive train that has a single gear
of transmission, 1 for the engine and a multi gear transmission, 2 for the electrical motor. This
configuration is an unfavourable design because it does not use the advantages of the two power
plants.
The fig. 2.6.2 (e) shows the tractive effort-speed profile of a drive train that has two single-gear
transmissions. This arrangement results in a simple-gear transmission.

2. Speed-Coupling Parallel Hybrid Electric Drive Trains: -

The powers from two powerplants may be coupled together by coupling their speeds, as shown
in Fig. 2.6.2 (f). The characteristics of a speed coupling can be described by

where k1 and k2 are constants associated with the actual design.

Fig. 2.6.2 (f).

Another interesting device used in speed coupling is an electric motor called as transmotor.
Just like the torque-coupling device, the speed-coupling units can be used to constitute various

11
hybrid drive trains. The above fig shows hybrid drive trains with speed coupling of the
planetary gear unit and an electric transmotor. The engine supplies its power to the sun gear
through a clutch and transmission. The transmission is used to modify the speed–torque
characteristics of the engine so as to match the traction requirements. The electric motor
supplies its power to the ring gear through a pair of gears. Locks 1 and 2 are used to lock the
sun gear and ring gear to the standstill frame of the vehicle in order to satisfy the different
operation mode requirements. The following operation modes can be satisfied:
i) Hybrid traction: When locks 1 and 2 are released the sun gear and ring gear can rotate
and both the engine and electric machine supply positive speed and torque (positive
power) to the driven wheels.
ii) Engine-alone traction: - When lock 2 locks the ring gear to the vehicle frame and lock
1 is released only the engine supplies power to the driven wheels.
iii) Motor-alone traction: - When lock 1 locks the sun gear to the vehicle frame (engine
is shut off or clutch is disengaged) and lock 2 is released only the electric motor supplies
its power to the driven wheels.
iv) Regenerative braking: Lock 1 is set in locking state, the engine is shut off or clutch is
disengaged, and the electric machine is controlled in regenerating operation (negative
torque). The kinetic or potential energy of the vehicle can be absorbed by the electric
system.
v) Battery charging from the engine: When the controller sets a negative speed for the
electric machine, the electric machine absorbs energy from the engine.

3. Torque-Coupling and Speed-Coupling Parallel Hybrid Electric Drive Train:-

• By combining torque and speed coupling together, one may constitute a hybrid drive
train in which torque and speed coupling states can be alternatively chosen.
• When the torque coupling operation mode is chosen as the current mode, lock 2 locks

12
 the ring gear of the planetary unit to the vehicle frame, while clutches 1 and 3 are
engaged and clutch 2 is disengaged.
• The powers of the engine and the electric motor are added together by adding their
torques together and then delivered to the driven wheels.
• When the speed-coupling mode is chosen as the current operating mode, clutch 1 is
engaged, whereas clutches 2 and 3 are disengaged, and locks 1 and 2 release the sun
gear and the ring gear.
• The speed of the yoke, connected to the drive wheels, is the combination of engine
speed and motor speed.

Difference between Electric Vehicle and Hybrid Electric Vehicle: -

Parameter Hybrid Electrical Vehicle Electrical Vehicle

A type of vehicle that uses a combination Electric vehicle is one that
of internal combustion engine and a battery has one or more electric
Definition powered electric motor to propel the motors powered from a
vehicle is called a hybrid electric vehicle.battery pack to propel the
vehicle.
In HEVs, electricity and fossil fuels like In EVs, electricity stored in
Source of
petrol and diesel are used as the source of batteries is the main source
energy
energy to drive the vehicle. of energy to drive the car.
In HEVs, an internal combustion engine
Driving In EVs, electric motors are
(ICE) and electric motors together are used
system used as the driving system.
as the vehicle driving system.
In HEVs, batteries cannot be charged by
Plug-in Electric vehicles are
pugging-in to a charging station, instead
charging of charged by plugging-in
they are charged from an alternator driven
battery pack method.
by the IC engine.
Electric vehicles have
Drive train Hybrid electric vehicles have highly
comparatively simpler
complexity complex drivetrain.
drivetrain than HEVs.
Hybrid electric vehicles emit pollutants
Pollutants
like CO2, chemical pollutants, particulate Electric vehicles do not
emission
pollutants, etc. during operation. This is emit any kind of pollutants
during
mainly due to combustion of fossil fuels in during operation.
operation
IC engine.
Hybrid electric vehicles have higher fuel Electric vehicles have
Fuel efficiency efficiency than traditional ICE vehicles, higher fuel efficiency than
but less than electric vehicles. hybrid electric vehicles.
Hybrid electric vehicles do not require Electric vehicles require
Recharging recharging of batteries, as they use IC recharging of battery from
engine to charge batteries. charging stations.

13
 Hybrid electric vehicles require regular Electric vehicles require
Maintenance maintenance as similar to traditional less maintenance due to use
vehicles. of fewer moving parts.
The capital cost of electric
The capital cost of hybrid electric vehicles
Capital cost vehicles is more than
is comparatively lower than EVs.
HEVs.
Electric vehicles have
Hybrid electric vehicles have higher lower operational cost due
Operational
operational cost due to fuel, regular to no need of refilling of
cost
maintenance, etc. fuel and less maintenance
requirement.
Electric vehicles have large
Battery pack Hybrid electric vehicles have a smaller sized battery packs to
size battery pack. provide extended driving
ranges.
Hybrid electric vehicles produce noise due Electric vehicles have
Noise levels
to operation of internal combustion engine. quitter operation.
The distance range of an
Hybrid electric vehicles can cover longer electric vehicle is limited
Distance/range
distances by the capacity of its
battery pack.

14