Department of Electrical & Electronics Engineering

Course Title: Electrical and Hybrid Vehicles (GR20A3014)

Following documents are available in Course File.
S.No. Points Yes No
1 Institute and Department Vision and Mission Statements √
2 PEO & PO Mapping √

3 Academic Calendar √

4 Subject Allocation Sheet √

5 Class Time Table, Individual Timetable (Single Sheet) √

6 Syllabus Copy √

7 Course Handout √

8 CO-PO Mapping √

9 CO-Cognitive Level Mapping √

10 Lecture Notes √

11 Tutorial Sheets With Solution √

12 Soft Copy of Notes/Ppt/Slides √

13 Sessional Question Papers and Scheme of Evaluation √

Best, Average and Weak Answer Scripts for Each Sessional √
14
Exam. (Photocopies)
15 Assignment Questions and Solutions √

16 Previous Question Papers √

17 Result Analysis √

18 Feedback From Students √

19 CO Attainment for All Mids. √

20 Remedial Action. √

Course Instructor / Course Coordinator Course Instructor / Course Coordinator)

DAVU SRINIVASA RAO

Assistant Professor
EEE Department
Vision of the Institute

To be among the best of the institutions for engineers and technologists with attitudes, skills
and knowledge and to become an epicentre of creative solutions.

Mission of the Institute

To achieve and impart quality education with an emphasis on practical skills and social
relevance

Vision of the Department

To impart technical knowledge and skills required to succeed in life, career and help society to
achieve self sufficiency.

Mission of the Department

1. To become an internationally leading department for higher learning.

2. To build upon the culture and values of universal science and contemporary education.

3. To be a center of research and education generating knowledge and technologies which

lay groundwork in shaping the future in the fields of electrical and electronics
engineering.

4. To develop partnership with industrial, R&D and government agencies and actively
participate in conferences, technical and community activities.
 Department of Electrical and Electronics Engineering
This Programme is meant to prepare our students to professionally thrive and to lead.During their
progression:
Graduates will be able to
PEO 1: Graduates will have a successful technical or professional careers,
including supportive and leadership roles on multidisciplinary teams.
PEO 2: Graduates will be able to acquire, use and develop skills as required for effective
professional practices.
PEO 3: Graduates will be able to attain holistic education that is an essential
prerequisite for being a responsible member of society.
PEO 4: Graduates will be engaged in life-long learning, to remain abreast in
their profession and be leaders in our technologically vibrant society.

Programme Outcomes (B.Tech. – EEE)

At the end of the Programme, a graduate will have the ability to

PO-1: Ability to apply knowledge of mathematics, science, and engineering.

PO-2: Ability to identify, formulate, analyze engineering problems using engineering
sciences.
PO-3: Ability to design a system, component, or process to meet desired needs within
realistic constraints such as economic, environmental, social, political, ethical,
health and safety..
PO-4: Ability to design and conduct experiments, as well as to analyze and interpret
data with valid conclusions.
PO-5: Ability to utilize experimental, statistical and computational methods and tools
necessary for modelling engineering activities.
PO-6: Ability to apply reasoning informed by the relative knowledge to evaluate
societal, health, safety, legal and cultural issues and tasks applicable to the
professional engineering practice.
PO-7: Ability to adapt broad education necessary to understand the impact of
engineering solutions and obtain sustainability in a global, economic,
environmental, and societal context.
PO-8: Ability to discover ethical principles and bind to professional and ethical
responsibility.
PO-9: Ability to function as an individual and in multi-disciplinary teams.
PO-10: Ability to communicate effectively on complex activities in engineering
community and society.
PO-11: Ability to develop Project management principles and apply in various
disciplinary environments.
PO-12: Recognition of the need for, and an ability to engage in life-long learning

Program Specific Outcomes(PSOs):

PSO-1: Graduates will interpret data and able to analyze digital and analog systems
related to electrical and programming them.

PSO-2: Graduates will able to demonstrate, design and model electrical, electronic
circuits, power electronics, power systems and electrical machines.
 Gokaraju Rangaraju Institute of Engineering and Technology
(Autonomous)
Bachupally, Kukatpally, Hyderabad – 500 090, India
GRIET/DAA/1H/G/22-23 19 July 2022
Academic Calendar
Academic Year 2022-23
III B.Tech. – First Semester

S. No. EVENT PERIOD DURATION

1 Commencement of First Semester class 08-08-2022
work
2 I Spell of Instructions 08-08-2022 to 08-10-2022 9 Weeks
3 I Mid-term Examinations 10-10-2022 to 13-10-2022 3 Days
4 II Spell of Instructions 14-10-2022 to 12-12-2022 9 Weeks
5 II Mid-term Examinations 13-12-2022 to 15-12-2022 3 Days
6 Preparation 16-12-2022 to 22-12-2022 1 Week
7 End Semester Examinations 23-12-2022 to 13-01-2023 3 Weeks
(Theory/ Practical) Regular/ Supplementary
Commencement of Second Semester,
8 16-01-2023
AY 2022-23

III B.Tech. – Second Semester

S. No. EVENT PERIOD DURATION
Commencement of Second Semester class
1 16-01-2023
work
2 I Spell of Instructions 16-01-2023 to 16-03-2023 9 Weeks
3 I Mid-term Examinations 17-03-2023 to 20-03-2023 3 Days
4 II Spell of Instructions 21-03-2023 to 29-04-2023 6 Weeks
5 Summer Vacation 01-05-2023 to 20-05-2023 3 Weeks
6 II Spell of Instructions Contd 22-05-2023 to 12-06-2023 3 Weeks
7 II Mid-term Examinations 13-06-2023 to 15-06-2023 3 Days
8 Preparation 16-06-2023 to 22-06-2023 1 Week
End Semester Examinations
9 23-06-2023 to 15-07-2023 3 Weeks
(Theory/ Practical) Regular / Supplementary
Commencement of IV B.Tech First
10 17-07-2023
Semester, AY 2023-24

Dean Academic Affairs

Copy to Principal, All HoDs, CoE

 Faculty Work load for the Academic Year 2022-23 / I SEM
Subject Allocation Sheet

YEAR No.of Tota

S.No Designatio Facult Subject No. of
Faculty (UG/PG Section l (in
. n y ID Name Hours
) s Hrs)
II
DCM 1 5
B.Tech
Dr B Phaneendra Prof. & II
2 1563 Dph 1 1 3 11
Babu HOD M.Tech
II
DLED 1 3
M.Tech
III
EHV 1 5
B.Tech
I
3 Dr.D G Padhan Prof. 1283 EHV 1 3 11
M.Tech
II
IS 1 3
M.Tech
III
PSA 1 6
B.Tech
4 Dr. J. Sridevi Prof. 516 11
III
PS Lab 1 5
B.Tech
II
EMF 1 5
Dr T Suresh B.Tech
5 Prof. 1494 11
Kumar I Mtech PE Lab 1 3
I Mtech MSPEC 1 3
II
PGT 1 5
V.Vijaya Rama B.Tech
6 Asso. Prof. 361 11
Raju II
DCM Lab 1 6
B.Tech
II
PAE 1 5
B.Tech
III
7 P Ravikanth Asso. Prof. 1178 NPTEL 1 3 14
B.Tech
IV
ED Lab 1 6
B.Tech
IV
HVE 2 10
B.Tech
IV
8 A Vinay Kumar Asso. Prof. 881 PWK 1 3 16
B.Tech
I PQ&FACT
1 3
M.Tech S
 Syed Sarfaraz
9 Asso. Prof. 695 Electrical Maintenance Officer
Nawaz
III
PE Lab 1 5
B.Tech
I
10 Dr Pakkiraiah B Asso. Prof. 1593 IPR 1 3 14
M.Tech
III
PE Lab 1 6
B.Tech
IV
ED 2 10
Dr D Naga B.Tech
11 Asso. Prof. 1598 16
Mallesara Rao IV
ED Lab 1 6
B.Tech
III
MC Lab 1 6
Dr P Sri Vidya B.Tech
12 Asso. Prof. 931 11
Devi IV
PS-III 1 5
B.Tech
I
MAEM 1 3
M.Tech
I
13 Dr D Raveendhra Asso. Prof. 1604 PQ Lab 1 3 11
M.Tech
III
MC 1 5
B.Tech
14 P.Praveen Kumar Asst. Prof 609 I B.Tech 1 st Year BEE
15 R. Anil Kumar Asst. Prof 657 I B.Tech I st Year BEE
II
PAE Lab 1 6
B.Tech
16 U Vijaya Lakshmi Asst. Prof 692 III 15
PS Lab 1 6
B.Tech
I B.Tech BEE Lab 1 3
II
CI 1 2
B.Tech
17 D Karuna Kumar Asst. Prof 760 IV 14
ED Lab 1 6
B.Tech
I B.Tech BEE Lab 2 6
III
MC Lab 1 6
B.Tech
M Naga Sandhya II
19 Asst. Prof 882 BEEE 1 5 14
Rani B.Tech
IV
PWK 1 3
B.Tech
II
20 G Sandhya Rani Asst. Prof 888 ECA 1 5 14
B.Tech
 III
PE Lab 1 6
B.Tech
IV
PWK 1 3
B.Tech
II
DCM Lab 1 6
B.Tech
21 M Rekha Asst. Prof 933 III 15
PE Lab 1 6
B.Tech
I B.Tech BEE Lab 1 3
IV
ED Lab 1 6
B.Tech
22 V Usha Rani Asst. Prof 1045 12
III
PS Lab 1 6
B.Tech
I B.Tech BEE 1 6
P Prashanth IV
23 Asst. Prof 1055 PS-III 1 5 20
Kumar B.Tech
I B.Tech BEE Lab 3 9
24 K Sudha Asst. Prof 1211 I B.Tech 1 st Year BEE
II
PAE Lab 1 6
B.Tech
25 M Prashanth Asst. Prof 1279 II 14
VEGC 1 2
B.Tech
I B.Tech BEE Lab 2 6
IV
EHV 2 10
B.Tech
26 D Srinivasa Rao Asst. Prof 1540 13
IV
PWK 1 3
B.Tech
 Gokaraju Rangaraju Institute of Engineering and Technology

Department of Electrical and Electronics Engineering

GRIET/PRIN/06/G/01/22-23 Wef : 08th Jul 2022
BTech - EEE - A III Year - I Semester

DAY/ HOUR 9:00 - 9:55 9:55- 10:50 10:50 - 11:45 11:45 -12:25 12:25-1:15 1:15 - 2:05 2:05 -2:55 ROOM NO

MONDAY PE PE EHV PE Lab (A1)/PS Lab (A2) Theory/Tutorial 4402

TUESDAY CC MC MC PSA PSA Library PE Lab (4405)

Lab MC Lab (4502)
WEDNESDAY MC PSA Mentoring PS Lab (A1)/MC Lab (A2) PS Lab (4504)

BREAK
THURSDAY PSA PSA PE MC Lab (A1)/PE Lab (A2) Class Incharge: G. Sandhya Rani

FRIDAY EHV EHV CC Library MC MC

SATURDAY CC PE PE Library EHV EHV

Subject Code Subject Name Faculty Code Faculty Name Almanac

st
GR20A3012 Power Systems Analysis (PSA) Dr JSD Dr J. Sridevi 1 Spell of Instructions 08-08-2022 to 08-10-2022
st
GR20A3013 Power Electronics (PE) Dr PB Dr Pakkiraiah B 1 Mid-term Examinations 10-10-2022 to 13-10-2022
nd
GR20A3014 Microprocessors and Microcontrollers (MC) Dr DR Dr D Raveendhra 2 Spell of Instructions 14-10-2022 to 18-12-2022

GR20A3015 Electrical and Hybrid Vehicles (EHV) Dr DGP Dr D. G. Padhan 2nd Mid-term Examinations 09-12-2022 to 13-12-2022

Cloud Computing (CC) PRK P. Ravikanth Preparation 14-12-2022 to 20-12-2022

Dr J. Sridevi/ V. Usharani/
GR20A3020 Power Systems Lab (PS Lab) Dr JSD/ VUR/UVL
U. Vijayalakshmi End Semester Examinations (Theory/
21-12-2022 to 10-01-2023
Dr. B. Pakkiraiah/G. Sandhya Practicals) Regular / Supplementary
GR20A3021 Power Electronics Lab (PE Lab) Dr PB/GSR/MRE
Rani/M Rekha
Microprocessors and Microcontrollers Lab (MC Dr. P. Srividya Devi/ Commencement of Second Semester,
GR20A3022 Dr PSVD/MNSR 16-01-2023
Lab) M. N. Sandhya Rani A.Y 2022-2023

Time Table Coordinator HOD DAA

Faculty Name: Dr D G Pradhan

10.20- 11.15- 12.10- 1.05- 2.30 3:20

DAY/ HOUR 1.40-
11.15 12.10 1.05 1.40 - 3.20 -4.10
2.30
EHV
MONDAY

TUESDAY LUNCH

WEDNESDAY

THURSDAY
EHV
FRIDAY
EHV
SATURDAY
 GOKARAJURANGARAJU INSTITUTE OF ENGINEERING AND TECHNOLOGY

ELECTRICAL AND HYBRID VEHICLES

(Professional Elective –I)

Course Code:GR20A3015 L/T/P/C:3/0/0/3

III year I semester

COURSE OBJECTIVES

1. Social importance of modern transportation.

2. Demonstrate Vehicle Brake Performance.
3. Analyze power flow control in hybrid drive-train topologies
4. Discuss electric components used in hybrid and electric vehicles.
5. Select the energy storage technology for Hybrid and Electric Vehicles.

COURSE OUTCOMES

1. Summarize the Economic Aspects of EVs compared to ICEs

2. Explain the braking system in EVs and HEVs.
3. Identify various hybrid drive-train topologies
4. Analyze the configuration and control of different motor drives.
5. Interpret the different possible ways of energy storage requirements in Hybrid and
Electric Vehicles.

UNITI
ENVIRONMENTAL IMPACT AND HISTORY OF MODERN TRANSPORTATION
Air Pollution and Global Warming, social and environmental importance and Impact of hybrid
and electric vehicles, History of Electric Vehicles, History of Hybrid Electric Vehicles, History
of Fuel Cell Vehicles.

UNIT II
BRAKING FUNDAMENTALS AND REGENERATIVE BRAKING IN ELECTRIC
VEHICLES
General Description of Vehicle Movement, Vehicle Resistance, Dynamic Equation, Tire–
Ground Adhesion and Maximum Tractive Effort, Power Train Tractive Effort and Vehicle
Speed, Vehicle Power Plant and Transmission Characteristics, Brake Performance.

Braking Energy Consumed in Urban Driving, Importance of Regenerative Braking in Electric

and Hybrid Vehicles.

UNIT III
INTRODUCTION TO ELECTRIC AND HYBRID ELECTRIC VEHICLES
Hybrid Electric Drivetrains: Basic concept of hybrid traction, introduction to various hybrid
drive-train topologies, power flow control in hybrid drive-train topologies; Introduction to pure
EV’s (BEV, FCV).
UNIT IV
ELECTRIC PROPULSION SYSTEMS
Introduction to electric components used in hybrid and electric vehicles, Configuration and
control of DC Motor drives, Configuration and control of Induction Motor drives,
configuration and control of Permanent Magnet Motor drives, Configuration, and control of
Switch Reluctance Motor drives, drive system efficiency.

UNIT V
ENERGY STORAGE REQUIREMENTS IN HYBRID AND ELECTRIC VEHICLES
Introduction to Energy Storage Requirements in Hybrid and Electric Vehicles, Battery based
energy storage and its analysis, Fuel Cell based energy storage and its analysis, Super Capacitor
based energy storage and its analysis, Flywheel based energy storage and its analysis,
Hybridization of different energy storage devices. Sizing the propulsion motor, sizing the
power electronics, selecting the energy storage technology, Communications, supporting
subsystems.

TEXT BOOKS
1. Mehrdad Ehsani, Yimin Gao, Ali Emadi, “Modern Electric, Hybrid Electric, and Fuel
Cell Vehicles: Fundamentals”, CRC Press, 2010.
2. James Larminie, “Electric Vehicle Technology Explained”, John Wiley & Sons, 2003
3. Iqbal Hussain, “Electric & Hybrid Vehicles – Design Fundamentals”, Second Edition,
CRC Press, 2011

REFERENCES

1. Hybrid Vehicles and the future of personal transportation, Allen Fuhs, CRC Press,
2011.
2. Vehicle Power Management: Modeling, Control and Optimization, Xi Zhang, Chris
Mi, Springer, 2011.
 ELECTRIC AND HYBRID VEHICLES(GR20)
Course Handout
S Unit Date Topics
. No. No.

UNIT I : Environmental Impact and History of Modern Transportation

1. I 8/8/22 Introduction to Electric Vehicles

2. I 12/8/22 Air Pollution

3. I 12/8/22 Global Warming

4. I 13/8/22 Remedies for pollution and global warming

5. I 13/8/22 social importance

6. I 22/8/22 Environmental importance

7. I 26/8/22 Impact of electric vehicles

8. I 26/8/22 Impact of hybrid vehicles

9. I 27/8/22 History of Electric Vehicles

10. I 27/8/22 History of Hybrid Electric Vehicles

11. I 29/8/22 Introduction to Fuel Cell

12. I 2/9/22 History of Fuel Cell Vehicles

UNIT II: Braking Fundamentals and Regenerative Braking in Electric

Vehicles

13. II 2/9/22 General Description of Vehicle Movement

14. II 3/9/22 Tractive forces and resistive forces

15. II 3/9/22 Vehicle Resistance

16. II 5/9/22 Dynamic Equation

17. II 9/9/22 Numerical problems

18. II 9/9/22 Tire– Ground Adhesion

19. II 10/9/22 Maximum Tractive Effort

20. II 10/9/22 Numerical problems

21. II 12/9/22 Power Train Tractive Effort

 ELECTRIC AND HYBRID VEHICLES(GR20)
Course Handout
22. II 16/9/22 Vehicle Speed Expression

23. II 16/9/22 Vehicle Power Plant Characteristics

24. II 19/9/22 Transmission Characteristics

25. II 23/9/22 Brake Performance

26. II 23/9/22 Numerical problems

27. II 24/9/22 Braking Energy Consumed in Urban Driving

28. II 24/9/22 Numerical problems

29. II 26/9/22 Numerical problems

30. II 30/9/22 Importance of Regenerative Braking in

Electric Vehicles

31. II 30/9/22 Importance of Regenerative Braking in Hybrid

Vehicles

UNIT III: Introduction to Electric and Hybrid Electric Vehicles

32. III 1/10/22 Introduction to Hybrid Electric Drivetrains

33. III 1/10/22 Basic concept of hybrid traction

34. III 10/10/22 Numerical problems

35. III 10/10/22 Numerical problems

36. III 14/10/22 Introduction to various hybrid drive-train

topologies

37. III 14/10/22 Hybrid drive-train topologies

38. III 15/10/22 Power flow control in hybrid drive-train

topologies

39. III 15/10/22 Power flow control in hybrid drive-train

topologies

40. III 17/10/22 Introduction to pure EV's (BEV)

41. III 21/10/22 Introduction to pure EV's (FCV)

 ELECTRIC AND HYBRID VEHICLES(GR20)
Course Handout
UNIT IV: Electric Propulsion Systems

42. IV 21/10/22 Introduction to electric components used in

hybrid and electric vehicles

43. IV 28/10/22 Configuration of DC Motor drives

44. IV 28/10/22 Control of DC Motor drives

45. IV 29/10/22 Configuration of Induction Motor drives

46. IV 29/10/22 Control of Induction Motor drives

47. IV 31/10/22 Numerical problems

48. IV 4/11/22 Configuration and control of Permanent

Magnet Motor drives

49. IV 4/11/22 Configuration of Switch Reluctance Motor

drives

50. IV 5/11/22 Control of Switch Reluctance Motor drives

51. IV 5/11/22 Drive system efficiency

52. IV 7/11/22 Numerical problems

53. IV 11/11/22 Numerical problems

UNIT V: Energy Storage Requirements in Hybrid and Electric Vehicles

54. V 11/11/22 Introduction to Energy Storage Requirements

in Hybrid and Electric Vehicles

55. V 14/11/22 Energy Storage Requirements in Hybrid and

Electric Vehicles

56. V 18/11/22 Battery based energy storage

57. V 18/11/22 Battery based energy storage analysis

58. V 19/11/22 Fuel Cell based energy storage

59. V 19/11/22 Fuel Cell based energy storage analysis

60. V 21/11/22 Super Capacitor based energy storage

 ELECTRIC AND HYBRID VEHICLES(GR20)
Course Handout
61. V 25/11/22 Super Capacitor based energy storage
analysis

62. V 25/11/22 Flywheel based energy storage

63. V 26/11/22 Flywheel based energy storage analysis

64. V 26/11/22 Question papers discussion

65. V 2/12/22 Hybridization of different energy storage

devices

66. V 2/12/22 Hybridization of different energy storage

devices

67. V 3/12/22 Sizing the propulsion motor

68. V 3/12/22 Sizing the power electronics

69. V 5/12/22 Selecting the energy storage technology

70. V 9/12/22 Communications

71. V 9/12/22 Supporting subsystems

Course Outcomes-Program Outcomes (POs) Relationship Matrix (Relationships are
indicated by mark HIGH as “H” and MEDIUM as “M”)- COI

P-Outcomes

1 2 3 4 5 6 7 8 9 10 11 12

1 M M M M
C-Outcomes

2 M M M M M M H M H H

3 M M M M

4 H M M M H M H M M H M

5 M M H M H M M H M M
 Branch: Subject Code: Academic Year: Regulation: Year: III
EEE GR20A3015 2022-23 GR20 Semester: I

ELECTRICAL AND HYBRID VEHICLES (GR20A3015)

L:3 T:0 P:0 C:3

Syllabus
UNIT-I
ENVIRONMENTAL IMPACT AND HISTORY OF MODERN TRANSPORTATION
Air Pollution and Global Warming, social and environmental importance and Impact of hybrid
and electric vehicles, History of Electric Vehicles, History of Hybrid Electric Vehicles, History
of Fuel Cell Vehicles.

UNIT-II
BRAKING FUNDAMENTALS AND REGENERATIVE BRAKING IN ELECTRIC
VEHICLES
General Description of Vehicle Movement, Vehicle Resistance, Dynamic Equation, Tire–
Ground Adhesion and Maximum Tractive Effort, Power Train Tractive Effort and Vehicle
Speed, Vehicle Power Plant and Transmission Characteristics, Brake Performance.
Braking Energy Consumed in Urban Driving, Importance of Regenerative Braking in Electric
and Hybrid Vehicles.

UNIT-III
INTRODUCTION TO ELECTRIC AND HYBRID ELECTRIC VEHICLES
Hybrid Electric Drivetrains: Basic concept of hybrid traction, introduction to various hybrid
drive-train topologies, power flow control in hybrid drive-train topologies; Introduction to pure
EV’s (BEV, FCV).

UNIT-IV
ELECTRIC PROPULSION SYSTEMS
Introduction to electric components used in hybrid and electric vehicles, Configuration and
control of DC Motor drives, Configuration and control of Induction Motor drives,
configuration and control of Permanent Magnet Motor drives, Configuration, and control of
Switch Reluctance Motor drives, drive system efficiency.

UNIT-V
ENERGY STORAGE REQUIREMENTS IN HYBRID AND ELECTRIC VEHICLES
Introduction to Energy Storage Requirements in Hybrid and Electric Vehicles, Battery based
energy storage and its analysis, FuelCell based energy storage and its analysis, Super Capacitor
based energy storage and its analysis, Flywheel based energy storage and its analysis,
Hybridization of different energy storage devices. Sizing the propulsion motor, sizing the
power electronics, selecting the energy storage technology, Communications, supporting
subsystems.
Electric and Hybrid Electric Vehicles

Dr. Dola Gobinda Pradhan

Professor, EEE Department, GRIET
 Course Content
UNIT I
ENVIRONMENTAL IMPACT AND HISTORY OF
MODERN TRANSPORTATION
Air Pollution and Global Warming,
social and environmental importance
and Impact of hybrid and electric
vehicles, History of Electric Vehicles,
History of Hybrid Electric Vehicles,
History of Fuel Cell Vehicles.
 Development of automobiles
o one of the greatest achievements of modern technology.

o made great contributions to the growth of modern society by

satisfying many of its needs for mobility in everyday life

o prompted the progress of human society from a primitive one

to a highly developed industrial society

o serve it constitute the backbone of the word’s economy and

employ the greatest share of the working population
 Cons/Difficulties
o large number of automobiles in use around the world has
caused and continues to cause serious problems for the
environment and human life.

o Air pollution, global warming, and the rapid depletion of the

Earth’s petroleum resources are now problems of paramount
concern.
 Remedies
o The research and development activities related to
transportation have emphasized the development of high
efficiency, clean, and safe transportation.

o Electric vehicles, hybrid electric vehicles, and fuel cell

vehicles have been typically proposed to replace conventional
vehicles in the near future.
 Core Case Study: South Asia’s
Massive Brown Cloud
o Asian Brown Cloud
o India to Bangladesh to China’s Pacific coast
o Pollutants from fires, cars, industry
o Skies permanently gray or brown
 Core Case Study: South Asia’s
Massive Brown Cloud
o Changing weather patterns
o 700,000 premature deaths per year
o Has traveled to the west coast of the U.S.
o Made worse by global warming
 What is the Nature of the
Atmosphere?
The two innermost layers of the
atmosphere are the troposphere, which
supports life, and the stratosphere,
which contains the protective ozone
layer.
 Earth’s Atmosphere
• Troposphere
– 5-11 miles above earth’s surface
– 75–80% earth’s air mass
– 78% N2, 21% O2
– Weather and climate
• Stratosphere
• Ozone layer
 Atmospheric pressure (millibars)
0 200 400 600 800 1,000
120 75
Temperature
110
65
100 Thermosphere

90 Mesopause 55
Altitude (kilometers)
80

Altitude (miles)
Mesosphere 45
70

60 Stratopause
35
50
Stratosphere
40 25

30 Tropopause
15
Ozone layer
20

10 Pressure Troposphere
5

(Sea 0
–80 –40 0 40 80 120 Pressure =
Level) 1,000
Temperature (°C)
Millibars at
ground level
 What Are the Major Air Pollution
Problems?
Three major outdoor air pollution
problems are industrial smog from
burning coal, photochemical smog from
motor vehicle and industrial emissions,
and acid deposition from coal burning
and motor vehicle exhaust.
 What Are the Major Air Pollution
Problems?
The most threatening indoor air
pollutants are smoke and soot from
wood and coal fires (mostly in
developing countries) and chemicals
used in building materials and products.
 Outdoor Air Pollution
• What is air pollution?
• Stationary and mobile sources
• Primary pollutants
• Secondary pollutants
 Types of Major Air Pollutants
• Carbon oxides (CO, CO2)
• Nitrogen oxides and nitric acid
(NO, NO2, HNO3)
• Sulfur dioxide and sulfuric acid
(SO2, H2SO4)
• Particulates (SPM)
• Ozone (O3)
• Volatile organic compounds (VOCs)
 Primary Pollutants
CO CO2 Secondary Pollutants
SO2 NO NO2
Most hydrocarbons SO3
HNO3 H2SO4
Most suspended particles
H2O2 O3 PANs
Most NO3– and SO42– salts
Sources Natural Stationary

Mobile

Fig. 15-3, p. 371

 Industrial Smog
• Burning coal
– Sulfur dioxide, sulfuric acid, suspended particles
• Developed versus developing countries
– Air pollution control in the U.S. and Europe
– China, India, Ukraine
 Photochemical Smog
• Photochemical reactions
• Photochemical smog
– Brown-air smog
• Sources
• Health effects
• Urban areas
 Natural Factors That Reduce Air
Pollution
o Particles heavier than air
o Rain and snow
o Salty sea spray from oceans
o Winds
o Chemical reactions
 Natural Factors That Increase Air
Pollution
o Urban buildings
o Hills and mountains
o High temperatures
o VOC emissions from certain trees and
plants
o Grasshopper effect
o Temperature inversions
 Acid Deposition
o Sulfur dioxides and nitrogen oxides
o Wet and dry deposition
o Acid rain
o Regional air pollution
– Midwest coal-burning power plants
– Prevailing winds
Fig. 15-5, p. 374
 Wind
Transformation
to sulfuric acid
(H2SO4) and nitric
acid (HNO3) Windborne ammonia gas
and some soil particles partially
neutralize acids and form dry Wet acid deposition
sulfate and nitrate salts (droplets of H2SO4 and
HNO3 dissolved in rain
Nitric oxide (NO) and snow)
Sulfur dioxide Dry acid deposition
(SO2) and NO (sulfur dioxide gas
and particles of
sulfate and nitrate salts)

Acid fog
Lakes in shallow
Lakes in deep soil low in
soil high in limestone
limestone become acidic
are buffered

Fig. 15-5, p. 374

Fig. 15-6, p. 375
Potential problem areas because of sensitive soils
Potential problem areas because of air pollution:
emissions leading to acid deposition
Current problem areas (including lakes and rivers)

Fig. 15-6, p. 375

Harmful Effects of Acid Deposition
o Structural damage
o Respiratory diseases in humans
o Toxic metal leaching
o Kills fish and other aquatic organisms
o Leaches plant nutrients from soil
o Acid clouds and fog at mountaintops
Fig. 15-7, p. 376
 Solutions
Acid Deposition
Prevention Cleanup
Reduce coal use Add lime to
neutralize
Burn low-sulfur coal acidified lakes

Increase natural gas use Add phosphate

fertilizer to
Increase use of renewable neutralize
energy resources acidified lakes

Remove SO2 particulates

and NOx from smokestack
gases
Remove NOx from motor
vehicular exhaust

Tax emissions of SO2

Reduce air pollution by

improving energy efficiency

Fig. 15-7, p. 376

 Indoor Air Pollution
o Developing countries
– Indoor cooking and heating
o Often higher concentration in buildings and
cars
o Most time is spent indoors or in cars
o EPA – top cancer risk
 Major Indoor Air Pollutants
o Tobacco smoke
o Formaldehyde
o Radioactive radon-222 gas
o Very small particles
Chloroform Para-dichlorobenzene Tetrachloroethylene
Source: Chlorine-treated water in Source: Air fresheners, Source: Dry-cleaning Formaldehyde
hot showers mothball crystals fluid fumes on clothes Source: Furniture stuffing,
Possible threat: Cancer Threat: Cancer Threat: Nerve disorders, paneling, particleboard,
damage to liver and foam insulation
kidneys, possible cancer Threat: Irritation of eyes,
1,1,1-Trichloroethane throat, skin, and lungs;
Source: Aerosol sprays nausea; dizziness
Threat: Dizziness,
irregular breathing
Styrene
Nitrogen oxides Source: Carpets,
Source: Unvented gas plastic products
stoves and kerosene Threat: Kidney and
heaters, woodstoves liver damage
Threat: Irritated lungs,
children's colds, Benzo-α-pyrene
headaches Source: Tobacco smoke,
woodstoves
Threat: Lung cancer
Particulates
Source: Pollen, pet
dander, dust mites, Radon-222
cooking smoke particles Source: Radioactive soil
Threat: Irritated lungs, and rock surrounding
asthma attacks, itchy foundation, water supply
eyes, runny nose, Threat: Lung cancer
lung disease
Tobacco smoke
Source: Cigarettes
Threat: Lung cancer, respiratory
ailments, heart disease
Asbestos Carbon monoxide Methylene chloride
Source: Pipe insulation, vinyl Source: Faulty furnaces, Source: Paint strippers and thinners
ceiling and floor tiles unvented gas stoves and Threat: Nerve disorders, diabetes
Threat: Lung disease, lung cancer kerosene heaters,
woodstoves
Threat: Headaches,
drowsiness, irregular
heartbeat, death
Fig. 15-8, p. 377
Chloroform Para-dichlorobenzene Tetrachloroethylene
Source: Chlorine-treated water in Source: Air fresheners, Source: Dry-cleaning Formaldehyde
hot showers mothball crystals fluid fumes on clothes Source: Furniture stuffing,
Possible threat: Cancer Threat: Cancer Threat: Nerve disorders, paneling, particleboard,
damage to liver and foam insulation
kidneys, possible cancer Threat: Irritation of eyes,
1,1,1-Trichloroethane throat, skin, and lungs;
Source: Aerosol sprays nausea; dizziness
Threat: Dizziness,
irregular breathing
Styrene
Nitrogen oxides Source: Carpets,
Source: Unvented gas plastic products
stoves and kerosene Threat: Kidney and
heaters, woodstoves liver damage
Threat: Irritated lungs,
children's colds, Benzo-α-pyrene
headaches Source: Tobacco smoke,
woodstoves
Threat: Lung cancer
Particulates
Source: Pollen, pet
dander, dust mites, Radon-222
cooking smoke particles Source: Radioactive soil
Threat: Irritated lungs, and rock surrounding
asthma attacks, itchy foundation, water supply
eyes, runny nose, Threat: Lung cancer
lung disease
Tobacco smoke
Source: Cigarettes
Threat: Lung cancer, respiratory
ailments, heart disease
Asbestos Carbon monoxide Methylene chloride
Source: Pipe insulation, vinyl Source: Faulty furnaces, Source: Paint strippers and thinners
ceiling and floor tiles unvented gas stoves and Threat: Nerve disorders, diabetes
Threat: Lung disease, lung cancer kerosene heaters,
woodstoves
Threat: Headaches,
drowsiness, irregular Stepped Art
heartbeat, death
Fig. 15-8, p. 377
 Air Pollution and the Human
Respiratory System
o Natural protective system
o Lung cancer, chronic bronchitis, emphysema,
asthma
o Premature deaths
o Air pollution kills 2.4 million people
prematurely every year
Fig. 15-9, p. 378
 Epithelial cell

Cilia
Nasal cavity

Oral cavity
Goblet cell
Pharynx (throat) (secreting
mucus)
Mucus
Trachea (windpipe)

Bronchus Bronchioles
Alveolar duct
Right lung

Bronchioles

Alveoli
Alveolar sac
(sectioned)

Fig. 15-9, p. 378

Fig. 15-10, p. 378
Deaths per 100,000 adults per year

<1 1–5 5–10 10–20 20–30 30+

Fig. 15-10, p. 378

Fig. 15-11, p. 380
 Solutions
Stationary Source Air Pollution
Prevention Dispersion or
Cleanup
Burn low-sulfur coal Disperse emissions above
thermal inversion layer with
tall smokestacks

Remove sulfur from coal

Remove pollutants after

Convert coal to a liquid combustion
or gaseous fuel

Shift to less polluting Tax each unit of pollution

energy sources produced

Fig. 15-11, p. 380

Fig. 15-12, p. 381
 Solutions
Motor Vehicle Air Pollution
Prevention Cleanup
Use mass transit Require
emission
Walk or bike control devices

Use less polluting

fuels
Inspect car
Improve fuel efficiency
exhaust
Get older, polluting systems
cars off the road twice a year

Give large tax

write-offs or rebates
for buying low- Set strict
polluting, energy emission
efficient vehicles standards
Fig. 15-12, p. 381
Fig. 15-13, p. 381
 Solutions
Indoor Air Pollution
Prevention Cleanup or
Clean ceiling tiles Dilution
and line AC Use adjustable
ducts to fresh air vents
prevent release for work spaces
of mineral fibers

Ban smoking Increase

or limit it to intake of
well-ventilated outside air
areas
Change air
Set stricter more
formaldehyde frequently
emissions
standards
for carpet, Circulate a
furniture, and building’s air
building through rooftop
materials greenhouses
Prevent radon
infiltration Use efficient
venting systems
Use office for wood-
machines burning
in well- stoves
ventilated areas
Use exhaust
Use less hoods
polluting for stoves and
substitutes for appliances
harmful cleaning burning
agents, paints, natural gas
and other products
Fig. 15-13, p. 381
Fig. 15-14, p. 381
Fig. 15-15, p. 382
 Solutions
Air Pollution
Outdoor Indoor
Improve energy Reduce poverty
efficiency to
reduce fossil fuel
use
Distribute cheap
Rely more on and efficient
lower-polluting cookstoves or
natural gas solar cookers to
poor families in
Rely more on developing
renewable energy countries
(especially solar
cells, wind,
geothermal and
solar-produced Reduce or ban
hydrogen) indoor smoking

Transfer energy
efficiency, Develop simple
renewable energy, and cheap tests
and pollution for indoor
prevention pollutants such
technologies as particulates,
to developing radon, and
countries formaldehyde

Fig. 15-15, p. 382

How Might the Earth’s Climate Change
in the Future?
Considerable scientific evidence
indicates that emissions of greenhouse
gases into the earth’s atmosphere from
human activities will lead to significant
climate change during this century.
 Past Climate Changes
o Glacial and interglacial periods
o Global cooling and global warming
o Measurement of past temperature changes
– Rocks and fossils
– Ice cores from glaciers
– Tree rings
– Historical measurements since 1861
Fig. 15-16, p. 383
AVERAGE TEMPERATURE (over past 900,000 years AVERAGE TEMPERATURE (over past 130 years

TEMPERATURE CHANGE (over past 22,000 years TEMPERATURE CHANGE (over past 1,000 years

Stepped Art
Fig. 15-16, p. 383
Fig. 15-17, p. 383
 The Greenhouse Effect
• Earth’s natural greenhouse effect
• Natural greenhouse gases
– Water vapor (H2O)
– Carbon dioxide (CO2)
– Methane (CH4)
– Nitrous Oxide (N2O)
 Evidence to Support Global Warming

o Intergovernmental Panel on Climate Change

o 2007 IPCC report
o Rise in average global surface temperature
o 10 warmest years on record since 1970
 Evidence to Support Global Warming

o Annual greenhouse gas emissions up

70% between 1970 and 2008
o Changes in glaciers, rainfall patterns,
hurricanes
o Sea level rise in this century 4–8
inches
Fig. 15-18, p. 384
Fig. 15-18, p. 384
Sept. 1979 Sept. 2008

Russia Russia
* *
North North
pole Greenland pole Greenland

Alaska (U.S.) Alaska (U.S.)

Canada Canada

Fig. 15-19, p. 385

 CO2 Is the Major Culprit
• 1850: 285 ppm
• 2009: 388 ppm
• Over 450 ppm is tipping point
• 350 ppm as intermediate goal
Science Focus: Scientific Consensus about Future
Global Temperature Changes?

o Temperature as a function of greenhouse

gases
o Mathematical models
o Model data and assumptions
o Predictions and model reliability
o Recent warming due to human activities
 Sun

Troposphere

Cooling
from
increase
Aerosols Greenhouse CO2 emissions from Heat and Heat and
gases Warming CO2 removal land clearing, CO2 removal CO2 emissions
from by plants and fires, and decay
decrease soil organisms

Ice and snow cover

Shallow ocean

Land and soil biota

Long-term
Natural and human emissions storage

Deep ocean
Fig. 15-B, p. 387
 What Role for Oceans in Climate
Change?
o Absorb CO2
o CO2 solubility decreases with increasing
temperature
o Upper ocean getting warmer
 What Are Some Possible Effects of a Projected
Climate Change?
The projected change in the earth’s climate
during this century could have severe and long-
lasting consequences, including increased
drought and flooding, rising sea levels, and shifts
in locations of agriculture and wildlife habitats.
 Potential Severe Consequences
o Rapid projected temperature increase
o 2 Cº inevitable
o 4 Cº possible
o Effects will last for at least 1,000 years
 What Can We Do to Slow Projected
Climate Change?
To slow the rate of projected climate change, we
can increase energy efficiency, sharply reduce
greenhouse gas emissions, rely more on
renewable energy resources, and slow
population growth.
 Options to Deal with Climate Change
• Two approaches:
1. Drastically reduce greenhouse gas emissions
2. Develop strategies to reduce its harmful effects
• Mix both approaches
• Governments beginning to act
Fig. 15-23, p. 393
 Solutions
Slowing Climate Change
Prevention Cleanup
Cut fossil fuel Remove CO2 from
use (especially smokestack and
coal) vehicle emissions

Shift from coal Store (sequester)

to natural gas CO2 by planting
Improve energy trees
efficiency Sequester CO2 in
soil by using no-
Shift to till cultivation and
renewable taking cropland
energy resources out of production
Transfer energy Sequester CO2
efficiency and deep
renewable energy underground
technologies to (with no leaks
developing allowed)
countries
Reduce Sequester CO2 in
deforestation the deep ocean
(with no leaks
Use more allowed)
sustainable
agriculture and Repair leaky
forestry natural gas
Limit urban pipelines and
sprawl facilities
Reduce poverty Use animal feeds
that reduce CH4
Slow population emissions from
growth cows (belching)
Fig. 15-23, p. 393
Reducing the Threat of Climate Change
o Improve energy efficiency to reduce fossil fuel
use
o Shift from coal to natural gas
o Improve energy efficiency
o Shift to renewable energy sources
Reducing the Threat of Climate Change
o Transfer appropriate technology to developing
countries
o Reduce deforestation
o Sustainable agriculture and forestry
o Reduce poverty
o Slow population growth
Reducing the Threat of Climate Change
o Decrease CO2 emissions
o Sequester CO2
– Plant trees
– Agriculture
– Underground
– Deep ocean
o Repair leaking natural gas lines
o Reduce methane emissions from animals
Science Focus: Is Capturing and Storing CO2
the Answer?
o Global tree planting
o Restore wetlands
o Plant fast-growing perennials
Science Focus: Is Capturing and Storing CO2
the Answer?
o Preserve natural forests
o Seed oceans with iron to promote growth of
phytoplankton
o Sequester carbon dioxide underground and
under the ocean floor
Fig. 15-C, p. 394
 Tanker delivers
Oil rig CO2 from plant Coal power Tree plantation
to rig plant

CO2 is pumped
down from rig for Abandoned
disposal in deep oil field
ocean or under Switchgrass Crop field
seafloor sediments
CO2 is pumped
underground

Spent oil or
natural gas Spent coal
reservoir bed cavern

Deep, saltwater-filled cavern

= CO2 pumping

= CO2 deposit

Fig. 15-C, p. 394

Government Roles in Reducing the Threat
of Climate Change
o Regulate carbon dioxide and methane as
pollutants
o Carbon taxes
o Cap total CO2 emissions
o Subsidize energy-efficient technologies
o Technology transfers
Government Roles in Reducing the Threat
of Climate Change
o International climate negotiations
o Kyoto Protocol
o Act locally
o Costa Rica
– U.S. states
– Large corporations
– Colleges and universities
Fig. 15-24, p. 396
Fig. 15-25, p. 396
 Develop crops that
need less water

Waste less water

Connect wildlife
reserves with corridors Move people away
from low-lying
coastal areas

Move hazardous material storage Stockpile 1- to 5-year

tanks away from coast supply of key foods
Prohibit new construction
on low-lying coastal areas
or build houses on stilts

Expand existing
wildlife reserves
toward poles

Fig. 15-25, p. 396

How Have We Depleted Ozone in the Stratosphere and
What Can We Do about It?

• Widespread use of certain chemicals has

reduced ozone levels in the stratosphere and
allowed more harmful ultraviolet radiation to
reach the earth’s surface.
• To reverse ozone depletion, we need to stop
producing ozone-depleting chemicals and
adhere to the international treaties that ban
such chemicals.
 Human Impact on
the Ozone Layer
o Location and purpose of the ozone layer
– Blocks UV-A and UV-B
o Seasonal and long-term depletion of ozone
o Threat to humans, animals, plants
o Causes – chlorofluorocarbons (CFCs)
 Individuals Matter: Banning of
Chlorofluorocarbons (CFCs)
• Chemists Rowland and Molina –
– Nobel Prize in 1995
• Called for ban
– Remain in atmosphere
– Rise into stratosphere
– Break down into atoms that accelerate ozone
depletion
– Stay in stratosphere for long periods
• Defended research against big industry
 Former Uses of CFCs
• Coolants in air conditioners and refrigerators
• Propellants in aerosol cans
• Cleaning solutions for electronic parts
• Fumigants
• Bubbles in plastic packing foam
Fig. 15-26, p. 398
Fig. 15-27, p. 398
 Reversing Ozone Depletion
• Stop producing ozone-depleting chemicals
• Slow recovery
• Montreal Protocol
• Copenhagen Protocol
• International cooperation
Three Big Ideas from This Chapter - #1
All countries need to step up efforts to control
and prevent outdoor and indoor air pollution.
Three Big Ideas from This Chapter - #2
Reducing the possible harmful effects of
projected rapid climate change during this
century requires emergency action to cut
energy waste, sharply reduce greenhouse gas
emissions, rely more on renewable energy
resources, and slow population growth.
Three Big Ideas from This Chapter - #3
We need to continue phasing out the use of
chemicals that have reduced ozone levels in
the stratosphere and allowed more harmful
ultraviolet radiation to reach the earth’s
surface.
Animation: pH Scale

PLAY
ANIMATION
Animation: Half-Life

PLAY
ANIMATION
Animation: Nitrogen Cycle

PLAY
ANIMATION
Animation: Greenhouse Effect

PLAY
ANIMATION
Animation: Increasing Greenhouse
Gases

PLAY
ANIMATION
Animation: El Nino Southern Oscillation

PLAY
ANIMATION
Animation: Coastal Breezes

PLAY
ANIMATION
Animation: Upwelling Along Western
Coasts

PLAY
ANIMATION
Animation: Humans Affect Biodiversity

PLAY
ANIMATION
Animation: Habitat Loss and Fragmentation

PLAY
ANIMATION
Animation: How CFCs Destroy Ozone

PLAY
ANIMATION
Video: Air Pollution in China

PLAY
VIDEO
Video: Clean Air Act

PLAY
VIDEO
Video: China Computer Waste

PLAY
VIDEO
Video: U.S. Earth Summit

PLAY
VIDEO
Video: Melting Ice

PLAY
VIDEO
Video: Global Warming

PLAY
VIDEO
 What is a hybrid?
A hybrid vehicle combines any two power
(energy) sources. Possible combinations
include diesel/electric, gasoline/fly wheel,
and fuel cell (FC)/battery. Typically, one
energy source is storage, and the other is
conversion of a fuel to energy. The
combination of two power sources may
support two separate propulsion systems.
Thus to be a True hybrid, the vehicle must
have at least two modes of propulsion.
• For example, a truck that uses a diesel to
drive a generator, which in turn drives
several electrical motors for all-wheel
drive, is not a hybrid . But if the truck has
electrical energy storage to provide a
second mode, which is electrical assists,
then it is a hybrid Vehicle.
• These two power sources may be paired
in series, meaning that the gas engine
charges the batteries of an electric motor
that powers the car, or in parallel, with
both mechanisms driving the car directly.
Historical development (root) of Automobiles
 Modern Period of Hybrid History

The history of hybrid cars is much longer and more involved than many first
imagine. It is, however, in the last ten years or so that we, as consumers, have
begun to pay more attention to the hybrid vehicle as a viable alternative to ICE
driven cars. Whether looking for a way to save money on spiraling gas costs or
in an attempt to help reduce the negative effects on the environment we are
buying hybrid cars much more frequently.
1990s
Automakers took a renewed interest in the hybrid, seeking a solution to
dwindling energy supplies and environmental concerns and created modern
history of hybrid car
1993
In USA, Bill Clinton's administration recognized the urgency for the mass
production of cars powered by means other than gasoline. Numerous
government agencies, as well as Chrysler, Ford, GM, and USCAR combined
forces in the PNGV (Partnership for a New Generation of Vehicles), to create
cars using alternative power sources, including the development and
improvement of hybrid electric vehicles.
1997
The Audi Duo was the first European hybrid car put into mass
production and hybrid production and consumer take up has
continued to go from strength to strength over the decades.
2000
Toyota Prius and Honda Insight became the first mass market
hybrids to go on sale in the United States, with dozens of models
following in the next decade. The Honda Insight and Toyota
Prius were two of the first mainstream Hybrid Electric Vehicles
and both models remain a popular line.
2005
A hybrid Ford Escape, the SUV, was released in 2005. Toyota and
Ford essentially swapped patents with one another, Ford gaining
a number of Toyota patents relating to hybrid technology and
Toyota, in return, gaining access to Diesel engine patents from
Ford.
Present of Hybrid Electric vehicle
Toyota is the most prominent of all manufacturers when it comes to
hybrid cars. As well as the specialist hybrid range they have produced
hybrid versions of many of their existing model lines, including several
Lexus (now owned and manufactured by Toyota) vehicles. They have
also stated that it is their intention to release a hybrid version of every
single model they release in the coming decade. As well as cars and
SUVs, there are a select number of hybrid motorcycles, pickups, vans,
and other road going vehicles available to the consumer and the list is
continually increasing.
Future of Hybrid electrical vehicle
Since petroleum is limited and will someday run out of supply. In the
arbitrary year 2037, an estimated one billion petroleum-fueled vehicles
will be on the world's roads. gasoline will become prohibitively
expensive. The world need to have solutions for the “ 400 million
otherwise useless cars” . So year 2037 “gasoline runs out year”
means, petroleum will no longer be used for personal mobility. A
market may develop for solar-powered EVs of the size of a scooter or
golf cart. Since hybrid technology applies to heavy vehicles, hybrid
buses and hybrid trains will be more significant.
History of
Electric
Vehicles
 1837
Electric car begin their long history in Aberdeen,
Scotland through inventor Robert Davidson. Later in
1841, he built a bigger electric train car.
1884
After more than 40 years, inventor
Thomas Parker creates the first
manufacturing electric automobile in
London.
1890
The first electric car was produced in
Lowa, U.S.A by William Morrison. The car
is little more than an electrified wagon.
This six-seater has a top speed of 14 mph.
 Non-
Chargeable
Chargeable
Batteries
Batteries
1859s
1830s

Lithium Ion Deployment of

Batteries Electric
Since early Powered
1990s Trams
1890s
This poor energy storage capability of batteries
limits electric vehicles only to some specific
applications, such as at airports and railroad
stations, on mail delivery routes, and on golf
courses, etc.

In fact, basic study shows that electric vehicles

will never be able to challenge liquid fueled
vehicles even with the optimistic value of battery
energy capacity.

In recent years, advanced vehicle technology

research has turned to hybrid electric vehicles as
well as fuel cell vehicles.
 History of Hybrid Electric Vehicles
The concept of a hybrid electric vehicle is
almost as old as the automobile itself.
The primary purpose, however, was not so
much to lower the fuel consumption but
rather to assist the ICE to provide an
acceptable level of performance.
In the early days, ICE engineering was less
advanced than electric motor engineering.
The first hybrid vehicles reported were shown at the
Paris Salon of 1899. These were built by the Pieper
establishments of Liège, Belgium and by the
Vendovelli and Priestly Electric Carriage Company,
France.
The Pieper vehicle was a parallel hybrid with a small
air-cooled gasoline engine assisted by an electric
motor and lead–acid batteries.
It is reported that the batteries were charged by the engine when
the vehicle coasted or was at a standstill. When the driving
power required was greater than the engine rating, the electric
motor provided additional power. In addition to being one of the
two first hybrid vehicles, and being the first parallel hybrid
vehicle, the Pieper was undoubtedly the first electric starter.
The other hybrid vehicle introduced at the
Paris Salon of 1899 was the first series hybrid
electric vehicle and was derived from a pure
electric vehicle commercially built by the
French firm Vendovelli and Priestly. This
vehicle was a tricycle, with the two rear
wheels powered by independent motors. An
additional 3/4 hp gasoline engine coupled to
a 1.1 kW generator was mounted on a trailer
and could be towed behind the vehicle to
extend its range by recharging the batteries.
In the French case, the hybrid design was used to
extend the range of an electric vehicle, and not to
supply additional power to a weak ICE.
Frenchman, H. Krieger, built series hybrid
vehicle in 1902. His design used two
independent DC motors driving the front
wheels. They drew their energy from 44 lead–
acid cells that were recharged by a 4.5 hp
alcohol spark-ignited engine coupled to a
shunt DC generator. Another, Frenchman
Camille Jenatzy presented the second vehicle
a parallel hybrid vehicle at the Paris Salon of
1903. This vehicle combined a 6 hp gasoline
engine with a 14 hp electric machine that
could either charge the batteries from the
engine or assist them later.
Other hybrid vehicles, both of the parallel and
series type, were built during a period ranging
from 1899 until 1914. Although electric
braking has been used in these early designs,
there is no mention of regenerative braking. It
is likely that most, possibly even all, designs
used dynamic braking by short circuiting or
by placing a resistance in the armature of the
traction motors. The Lohner-Porsche vehicle
of 1903 is a typical example of this approach.
Early hybrid vehicles were built in order to assist the
weak ICEs of that time or to improve the range of
electric vehicles. They made use of the basic electric
technologies that were then available. In spite of the
great creativity that presided in their design, these
early hybrid vehicles could no longer compete with
the greatly improved gasoline engines that came into
use after World War I. The gasoline engine made
tremendous improvements in terms of power density,
the engines became smaller and more efficient, and
there was no longer a need to assist them with
electric motors. The supplementary cost of having an
electric motor and the hazards associated with the –
acid batteries were key factors in the disappearance
of hybrid vehicles from the market after World War I.
THANK YOU
Electric and Hybrid Electric Vehicles

Dr. Dola Gobinda Pradhan

Professor, EEE Department, GRIET
 Course Content
UNIT II
BRAKING FUNDAMENTALS AND REGENERATIVE BRAKING
IN ELECTRIC VEHICLES
General Description of Vehicle Movement,
Vehicle Resistance, Dynamic Equation, Tire–
Ground Adhesion and Maximum Tractive
Effort, Power Train Tractive Effort and Vehicle
Speed, Vehicle Power Plant and Transmission
Characteristics, Brake Performance.
Braking Energy Consumed in Urban Driving,
Importance of Regenerative Braking in
Electric and Hybrid Vehicles.
General Description of Vehicle Movement

o The vehicle motion can be completely determined

by analysing the forces acting on it in the direction
of motion.
o The tractive force (Ft) in the contact area between
the tires of the driven wheels and the road surface
propels the vehicle forward.
o The tractive force (Ft) is produced by the power
plant and transferred to the driving wheels via the
transmission and the final drive.
o When the vehicle moves, it encounters a resistive
force that tries to retard its motion.
 Forces acting on a vehicle going uphill

The resistive forces are

• Rolling resistance
• Aerodynamic drag
• Uphill resistance
The typical values of the rolling resistance coefficient (fr) are given
in following Table
Based on experimental results, many empirical formulas have been
proposed for calculating the rolling resistance on a hard surface. For
example, the rolling resistance coefficient of a passenger car on a concrete
road may be calculated as:
In vehicle performance calculation, it is sufficient to consider the rolling
resistance coefficient as a linear function of speed. For most common range
of inflation pressure, the following equation can be used for a passenger car
on a concrete road

The above Equation can predict the values of fr with acceptable

accuracy for speed upto 128km/h.
 Aerodynamic Drag

A vehicle traveling at a particular speed in air encounters a

force resisting its motion. This force is known as aerodynamic
drag. The main causes of aerodynamic drag are:
o shape drag
o skin friction
To determine the maximum tractive effort, that the tire ground
contact can support, the normal loads on the front and rear
axles have to be determined. By summing the moments of all
the forces about point R (centre of the tire-ground area), the
normal load on the front axle Wf can be determined as

Similarly, the normal load acting on the rear axel can be expressed as
In case of passenger cars, the height of the centre of
application of aerodynamoic resistance (hw) is
assumed to be near the height of centre of gravity of
the vehicle (hg).
By simplification, we get

The first term on the right hand side of the above equation is the static load
on the front and the rear axles when the vehicle is at rest on level ground.
The second term is the dynamic component of the normal load.
The maximum tarctive effort (Ftmax) ) that the tire-ground
contact can support is described by the product of the
normal load and the coefficient of road adhesion ( m ). For
the front wheel driven vehicle, Ftmax is given by
For the rear wheel driven vehicle, Ftmax is given by
 Adhesion, Dynamic wheel radius and slip

When the tractive effort of a vehicle exceeds the

maximum tractive effort limit imposed by the
adhesive capability between the tyre and ground,
the driven wheels will spin on the ground. The
adhesive capability between the tyre and the
ground is the main limitation of the vehicle
performance especially when the vehicle is driven
on wet, icy, snow covered or soft soil roads.
The maximum tractive effort on the driven wheels,
transferred from the power plant through the
transmission should not exceed the maximum
values given by above equations. Otherwise, the
driven wheels will spin on the ground, leading to
vehicle instability. The slip between the tyres and
the surface can be described as:
The dynamic wheel radius (rdyn) is calculated from
the distance travelled per revolution of the wheel,
rolling without slip. The dynamic wheel radius is
calculated from a distance travelled at 60km/h.
The increasing tyre slip at higher speeds roughly
offsets the increase in rdyn.
 Drive train Configuration
An automotive drive train is shown in Figure. It consists of:
• a power plant
• a clutch in a manual transmission or a torque converter in automatic
transmission
• a gear box
• final drive
• differential shaft
• driven wheels
Traction force vs. speed map of an internal combustion engine with
gearbox

In order to utilize the

shaded area, shown
in previous Figure ,
additional output
converter is required.
The output converter
must convert the
characteristics of the
combustion engine in
such a way that it
approximates as
closely as possible to
the ideal traction
hyperbola (See
Figure ).
The proportion of the shaded area, i.e. the
proportion of impossible driving states, is
significantly smaller when an output converter is
used. Thus, the power potential of the engine is
better utilized. The Figure shows how increasing
the number of gears gives a better approximation
of the effective traction hyperbola.
 Power train tractive effort and vehicle
speed
After having dealt with the configuration of the drivetrain, this section
deals with the tractive effort . The torque transmitted from the
power plant to the driven wheels (Tw) is given by:
The tractive effort on the driven wheels is expressed as

The total mechanical efficiency of the transmission between the engine output
shaft and driven wheels is the product of the efficiencies of all the components
of the drive train.
 The rotating speed of the driven wheel is given by

The rotatational speed Np of the transmission is equal to the engine speed in the
vehicle with a manual transmission and the turbine speed of a torque converter in
the vehicle with an automatic transmission. The translation speed of the
wheel ( vehicle speed ) is expressed as

By substituting the value of Nw , the vehicle speed can be expressed as

 Vehicle performance

The performance of a vehicle is determined

by the following factors:
• maximum cruising speed
• gradeability
• acceleration
 Maximum Cruising Speed
The maximum speed of a vehicle is defined as the constant
cruising speed that the vehicle can achieve with full power
plant load on a flat road. The maximum speed of a vehicle
is determined by the equilibrium between the tractive effort
of the vehicle and the resistance and maximum speed of
the power plant and gear ratios of the transmission.
This equilibrium is:
equation shows that the vehicle
reaches its maximum speed when
the tractive effort, represented by
the left hand side term, equals the
resistance, represented by the right
hand side.
Tractive effort of an electric motor powered vehicle with a single speed
transmission and its resistance

The intersection of the tractive effort curve and the resistance curve is the
maximum speed of the vehicle.
For some vehicles, no intersection exists between the
tractive effort curve and the resistance curve, because of a
large power plant. In such a case the maximum speed of
the vehicle is determined by the maximum speed of the
power plant. This maximum speed is given by
Gradeability
• Gradeability is defined as the grade angle that the
vehicle can negotiate at a certain constant speed. For
heavy commercial vehicles the gradeability is usually
defined as the maximum grade angle that the vehicle
can overcome in the whole speed range.
• When the vehicle is driving on a road with relatively
small grade and constant speed, the tractive effort and
resistance equilibrium can be expressed as
The factor d is called the performance factor.

When the vehicle drives on a road with a large grade, the gradeability of
the vehicle can be calculated as
Acceleration Performance
The acceleration of a vehicle is defined by its acceleration
time and distance covered from zero speed to a certain
high speed on a level ground. The acceleration of the
vehicle can be expressed as

where δ is the rotational inertia factor taking into account the equivalent mass
increase due to the angular moments of the rotating components. This mass
factor can be written as
To determine the value of δ, it is necessary to determine the values of the mass
moments of inertia of all the rotating parts. In case the mass moments of
inertia are not available then, the rotational factor ( δ) can be approximated
as:

Fig: Acceleration rate of a petrol engine

powered vehicle with four gears
Figure : Acceleration rate of an electric
machine powered vehicle with a single
gear
 Braking Performance
• The braking performance of a vehicle is undoubtedly one of the
most important characteristics that affect vehicle safety. In urban
driving, a significant amount of energy is consumed in braking.
• In recent years, more and more electric drives have been involved in
vehicle traction, such as electric vehicles, hybrid electric vehicles,
and fuel cell-powered vehicles.
• The electrification of the vehicle drive train makes it feasible to
recover some of the energy lost in braking.
• This technology is usually referred to as regenerative braking.
• A well-designed regenerative braking system not only improves
vehicle efficiency but also potentially improves braking
performance.
• In this section, a method of approach to the analysis of braking
performance will be presented, which aims to help the designing of
regenerative braking systems.
Braking Force

The brake pad is pressed against the brake plate, thus developing a frictional
torque on the brake plate. This braking torque results in a braking force in
the tire–ground contact area. It is just this braking force that tries to stop the
vehicle.
The braking force can be expressed as
The braking force increases with an increase in braking torque.
However, when the braking force reaches the maximum braking force
that the tire–ground adhesion can support, it will not increase further,
although the braking torque may still increase as shown in Figure (b).
This maximum braking force limited by the adhesive capability can be
expressed as
 Braking Distribution on Front and Rear Axles

Rolling resistance and

aerodynamic drag are
ignored in this figure,
because they are quite
small compared to the
braking forces. j is the
deceleration of the
vehicle during braking,
which can be easily
FIGURE: expressed as
Force acting on a vehicle during braking on a flat road

where Fbf and Fbr are the braking forces acting on front and rear wheels,
respectively.
The maximum braking force is limited by the tire–ground adhesion and
is proportional to the normal load acting on the tire. Thus, the actual
braking force developed by the brake torque should also be
proportional to the normal load so that both the front and the rear
wheels obtain their maximum braking force at the same time.
During braking, there is load transfer from the rear axle to the front
axle.
By considering the equilibrium of moments about the front and rear
tire–ground contact points A and B, the normal loads on the front
and rear axles, Wf and Wr, can be expressed as
 The braking forces of the front and rear axle should be proportional to
their normal load, respectively; thus, one obtains

The ideal braking force distribution curve (simply, I curve) is a nonlinear

hyperbolic curve. If it is desired for the front and rear wheels to lock up at the
same time on any road, the braking force on the front and rear axle must
closely follow this curve.
Electric and Hybrid Electric Vehicles

Dr. Dola Gobinda Pradhan

Professor, EEE Department, GRIET
 Course Content
UNIT III
INTRODUCTION TO ELECTRIC AND HYBRID
ELECTRIC VEHICLES
Hybrid Electric Drivetrains: Basic concept of hybrid
traction, introduction to various hybrid drive-train
topologies, power flow control in hybrid drive-train
topologies; Introduction to pure EV's (BEY, FCV).
 Hybrid Electric Vehicle (HEV)
➢ Hybrid vehicle refers to a vehicle with at
least two sources of power.
➢ A 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.
An HEV is a vehicle in which propulsion
energy is available from two or more types
of energy sources and at least one of them
can deliver electrical energy .
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.

Most commonly, the propulsion force in HEV is

provided by a combination of electric motor and an
ICE. The electric motor is used to improve the energy
efficiency (improves fuel consumption) and vehicular
emissions while the ICE provides extended range
capability.
Fig: Translation of fuel energy into work in a vehicle
Figure a: Series hybrid
Figure c: Parallel hybrid
Figure b: Series-Parallel hybrid
Figure d: Complex hybrid
 Series Hybrid System

Figure : Detailed Configuration of Series Hybrid Vehicle

 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 satisfy the following goals:
• maximum fuel efficiency
• minimum emissions
• minimum system costs
• good driving performance
The design of power control strategies for HEVs involves
different considerations such as:
• Optimal ICE operating point: The optimal
operating point on the torque-speed plane of the ICE
can be based on maximization of fuel economy, the
minimization of emissions or a compromise between
fuel economy and emissions.
• Optimal ICE operating line: In case the ICE needs
to deliver different power demands, the corresponding
optimal operating points constitute an optimal
operating line.
• Safe battery voltage: The battery voltage may be
significantly altered during discharging, generator
charging or regenerative charging. This battery
voltage should not exceed the maximum voltage limit
nor should it fall below the minimum voltage limit.
 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 a), 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 b), 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.
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 .
 Power Flow Control Complex Hybrid Control

The complex hybrid vehicle configurations are of two

types:
➢ Front hybrid and rear electric
➢ Front electric and rear hybrid
In Figures 6a-f all the six modes of operation of front electric and rear hybrid are shown.
Electric and Hybrid Electric Vehicles

Dr. Dola Gobinda Pradhan

Professor, EEE Department, GRIET
 UNIT IV: Electric Propulsion Systems

Introduction to electric components used

in hybrid and electric vehicles,
Configuration and control of DC Motor
drives, Configuration and control of
Induction Motor drives, configuration and
control of Permanent Magnet Motor drives,
Configuration and control of Switch
Reluctance Motor drives, drive system
efficiency.
Electric Vehicle (EV) Configurations
Compared to HEV, the configuration of EV is flexible.
The reasons for this flexibility are:

• The energy flow in EV is mainly via flexible electrical

wires rather than bolted flanges or rigid shafts. Hence,
distributed subsystems in the EV are really achievable.

• The EVs allow different propulsion arrangements

such as independent four wheel and in wheel drives.
The EV has three major subsystems:

•Electric propulsion

• Energy source

• Auxiliary system
General Configuration of a Electric Vehicle
Typical Configuration of a Electric Vehicle
Electric Vehicle (EV) Drivetrain Alternatives Based
on Drivetrain Configuration

There are many possible EV configurations due the variations in electric

propulsion and energy sources. Based on these variations, six alternatives
are possible as shown in Figure 3. These six alternatives are

EV configuration with clutch, gearbox and differential

EV configuration without clutch and gearbox
EV configuration with clutch, gearbox and differential

EV configuration with two EM

EV configuration with in wheel motor and mechanical gear
EV configuration with in wheel motor and no mechanical gear
Figure 3a: EV configuration with clutch, gearbox and differential

Figure 3b: EV configuration without clutch and gearbox

C: Clutch GB: Gearbox

D: Differential EM: Electricmotor
FG: Fixedgearing
Figure 3c: EV configuration with clutch, gearbox and differential

Figure 3d: EV configuration with two EM

C: Clutch GB: Gearbox

D: Differential EM: Electricmotor
FG: Fixedgearing
Figure 3e: EV configuration with in wheel motor and mechanical gear

Figure 3f: EV configuration with in wheel motor and no mechanical gear

C: Clutch GB: Gearbox

D: Differential EM: Electricmotor
 DC Series Motor
High starting torque capability of the DC Series motor makes it a suitable
option for traction application.

It was the most widely used motor for traction application in the early
1900s.

The advantages of this motor are easy speed control and it can also
withstand a sudden increase in load.

The main drawback of DC series motor is high maintenance due to

brushes and commutators.
 Brushless DC Motors

Motors who do not adopt the use of brushes for

commutation.

However, how the motor gets powered and how

motion is achieved without brushes is the main
aspect in this motors.
The armature which in the case of the brushed
motor, rotates within the stator, is stationary in
brushless motors and the permanent magnet,
which in brushed motors is fixed, serves as the
rotor in a brushless motor.
 Stator for brushless DC motors is made up of coils while its rotor (to
which the motor shaft is attached) is made up of a permanent
magnet.

Commutation algorithms for Brushless DC motors can be

divided into two;
Sensor-based and senseless commutation.
In sensor-based commutation, sensors (e.g hall sensor) are placed along
the poles of the motor to provide feedback to the control circuitry to help
it estimate rotor position. There are three popular algorithms employed for
sensor-based commutation;
Trapezoidal commutation
Sinusoidal commutation
Vector (or field-oriented) control.

Each of these control algorithm has its pros and cons and the algorithms can be
implemented in different ways depending on the software and the design of the
electronics hardware to make necessary changes.
In sensorless commutation on the other hand, instead of sensors being
placed within the motors, the control circuitry is designed to measure the
back EMF to estimate rotor position. This algorithm performs well and is
at a reduced cost as the cost of the hall sensors is eliminated but its
implementation is a lot more complex compared to the sensor based
algorithms.
Permanent Magnet Synchronous Motor (PMSM)

• similar to BLDC motor which has permanent magnets

on the rotor

• Similar to BLDC motors these motors also have traction

characteristics like high power density and high efficiency.

• The difference is that PMSM has sinusoidal back EMF

whereas BLDC has trapezoidal back

• Permanent Magnet Synchronous motors are available for higher

power ratings.

• PMSM is the best choice for high performance applications like

cars, buses.
Despite the high cost, PMSM is providing stiff
competition to induction motors due to increased
efficiency than the latter.

PMSM is also costlier than BLDC motors.

Most of the automotive manufacturers use PMSM

motors for their hybrid and electric vehicles.

For example, Toyota Prius, Chevrolet Bolt EV, Ford

Focus Electric, zero motorcycles S/SR, Nissan Leaf,
Hinda Accord, BMW i3, etc use PMSM motor for
propulsion.
 Three Phase Induction Motors

The induction motors do not have a high starting toque like DC

series motors under fixed voltage and fixed frequency
operation. But this characteristic can be altered by using various
control techniques like FOC or v/f methods.

By using these control methods, the maximum torque is made

available at the starting of the motor which is suitable for
traction application.

Squirrel cage induction motors have a long life due to less

maintenance. Induction motors can be designed up to an
efficiency of 92-95%.
Drawback of an induction motor is that it requires complex
inverter circuit and control of the motor is difficult.

Merit: Adjusting the value of B in induction motors is easy

when compared to permanent magnet motors. It is because in
Induction motors the value of B can be adjusted by varying
the voltage and frequency (V/f) based on torque requirements.
This helps in reducing the losses which in turn improves the
efficiency.

Induction motors are the preferred choice for performance

oriented electric vehicles due to its cheap cost. The other
advantage is that it can withstand rugged environmental
conditions.
 Switched Reluctance Motors (SRM)

Switched Reluctance Motors is a category of variable

reluctance motor with double saliency. Switched Reluctance
motors are simple in construction and robust. The rotor of the
SRM is a piece of laminated steel with no windings or
permanent magnets on it. This makes the inertia of the rotor
less which helps in high acceleration.
The robust nature of SRM makes it suitable for the high speed
application. SRM also offers high power density which are
some required characteristics of Electric Vehicles. Since the
heat generated is mostly confined to the stator, it is easier to
cool the motor.
Drawback of the SRM is

Complexity in control and increase in the switching circuit.

It also has some noise issues.

Merit:
Once SRM enters the commercial market, it can replace the
PMSM and Induction motors in the future.
Combined Armature Voltage and Field Control
In EV and HEV
applications, the
most desirable
speed–torque
characteristic is to
have a constant
torque below a
certain speed (base
speed), with the
torque dropping
parabolically with
the increase of speed
(constant power) in
the range above
the base speed,
• In the range of lower than base speed, the armature current
and field are set at their rated values, producing the rated
torque.
• From equations , it is clear that the armature voltage must be
increased proportionally with the increase of the speed.
• At the base speed, the armature voltage reaches its rated
value (equal to the source voltage) and cannot be increased
further.
• In order to further increase the speed, the field must be
weakened with the increase of the speed, and then the back
EMF E and armature current must be maintained constant.
• The torque produced drops parabolically with the increase in
the speed and the output power remains constant
 Chopper Control of DC Motors

• Choppers are used for the control of DC motors because of a

number of advantages such as high efficiency, flexibility in control,
light weight, small size, quick response, and regeneration down to
very low speeds.
• Presently, the separately excited DC motors are usually used in
traction, due to the control flexibility of armature voltage and field.
• For a DC motor control in open-loop and closed-loop
configurations, the chopper offers a number of advantages due to its
high operation frequency.
basic chopper circuit

waveforms
The control technologies can be divided into the following categories:
1. Time ratio control (TRC).
2. Current limit control (CLC).

In TRC, also known as pulse width control, the ratio of on time to chopper
period is controlled. The TRC can be further divided as follows:

1. Constant frequency TRC: The chopper period T is kept fixed and

the on period of the switch is varied to control the duty ratio δ.

2. Varied frequency TRC: Here, δ is varied either by keeping ton constant

and varying T or by varying both ton and T.
Principle of operation of a step-up (or class B) chopper: (a) basic chopper
circuit; (b) to (d) waveforms
 Multiquadrant Control of Chopper-Fed DC Motor Drives

The application of DC motors

on EVs and HEVs requires the
motors to operate in
multiquadrants, including
forward motoring, forward
braking, backward motoring,
and backward braking

For vehicles with reverse mechanical gears, two-quadrant operation

(forward motoring and forward braking, or quadrant I and quadrant
IV) is required. However, for vehicles without reverse mechanical
gears, four-quadrant operation is needed.
Class C Two-Quadrant Chopper
Four-Quadrant Operation
 Permanent Magnetic Brush-Less DC
Motor Drives
A permanent magnet motor drive can be potentially designed with high
power density, high speed, and high operation efficiency.

The major advantages of BLDC motor include:

High efficiency: BLDC motors are the most efficient of all electric motors.
This is due to the use of permanent magnets for the excitation, which
consume no power. The absence of a mechanical commutator and
brushes means low mechanical friction losses and therefore higher
efficiency.
Compactness: The recent introduction of high-energy density magnets (rare-earth
magnets) has allowed achieving very high flux densities in the BLDC motor. This
makes it possible to achieve accordingly high torques, which in turns allows
making the motor small and light.
Ease of control: The BLDC motor can be controlled as easily as a DC motor because
the control variables are easily accessible and constant throughout the operation of
the motor.
Basic Principles of BLDC Motor Drives

A BDLC motor drive consists

mainly of the brush-less DC
machine, a DSPbased
controller, and a power
electronics-based power
converter, as shown
in Figure. Position sensors H1,
H2, and H3 sense the position of
the
machine rotor. The rotor position
information is fed to the DSP-
based controller,
which, in turn, supplies gating
signals to the power converter by
turning on and turning off the
proper stator pole windings of
the machine.
In this way, the torque and speed
of the machines are controlled.
 BLDC Machine Construction and Classification

surface-mounted PM rotor interior-mounted PM rotor

Each permanent magnet is mounted Each permanent magnet is

on the surface of the rotor. It is easy mounted inside the rotor. It is
to build, and specially skewed poles not as common as the surface-
are easily magnetized on this mounted type but it is a good
surface-mounted type to minimize candidate for high-speed
cogging torque. But there is a operations.
possibility that it will fly apart
during high-speed operations.
In the case of the stator windings, there are two major classes of BLDC
motor drives, both of which can be characterized by the shapes of their
respective back EMF waveforms: trapezoidal and sinusoidal.

The trapezoidal-shaped back EMF BLDC motor is designed to develop

trapezoidal back EMF waveforms.

It has the following ideal characteristics:

1. Rectangular distribution of magnet flux in the air gap

2. Rectangular current waveform
3. Concentrated stator windings.
Excitation waveforms take the form of quasisquare current waveforms with
two 60º electrical intervals of zero current excitation per cycle. The nature of the
excitation waveforms for trapezoidal back EMF permits some important
system simplifications compared to sinusoidal back EMF machines. In
particular, the resolution requirements for the rotor position sensor are much
lower since only six commutation instants are necessary per electrical cycle.
Figure shows the winding configuration of the trapezoidal-shaped back EMF
BLDC machine.

Winding configuration of the trapezoidal-

shaped back EMF BLDC
Three-phase equivalent circuit
back EMFs, currents, and Hall sensor
signals of a BLDC motor
Excitation waveforms take the form of quasisquare current waveforms
with two 60º electrical intervals of zero current excitation per cycle. The
nature of the excitation waveforms for trapezoidal back EMF permits some
important system simplifications compared to sinusoidal back EMF
machines. In particular, the resolution requirements for the rotor position
sensor are much lower since only six commutation instants are necessary
per electrical cycle.

Figure shows an equivalent circuit and (b) shows trapezoidal back

EMF, current profiles, and Hall sensor signals of the three-phase BLDC
motor drive. The voltages seen in this figure, ea, eb, and ec, are the line-
to-neutral back EMF voltages, the result of the permanent-magnet flux
crossing the air gap in a radial direction and cutting the coils of the
stator at a rate proportional to the rotor speed.
The coils of the stator are positioned in the standard three-phase
full-pitch, concentrated arrangement, and thus the phase
trapezoidal back EMF waveforms are displaced by 120º electrical
degrees. The current pulse generation is a “120º on and 60º off”
type, meaning each phase current is flowing for two thirds of an
electrical 360º period, 120º positively and 120º negatively. To drive
the motor with maximum and constant torque/ampere, it is desired
that the line current pulses be synchronized with the line-neutral
back EMF voltages of the particular phase.
 Properties of PM Materials

There are three classes of permanent magnet materials currently used for
electric motors:

1. Alnicos (Al, Ni, Co, Fe)

2. Ceramics (ferrites), for example, barium ferrets BaO6Fe2O3 and
strontium ferrite SrO6Fe2O3
3. Rare-earth materials, that is, samarium–cobalt SmCO and
neodymium–iron–boron NdFeB.
 Alnico

The main advantages of Alnico are its high magnetic remanent flux density and low-
temperature coefficients. The temperature coefficient of its remanent magnetic flux
density Br, or remanence, is 0.02%/ºC and the maximum service temperature is 520ºC.
These advantages allow quite a high airgap flux density and high operating
temperature. Unfortunately, coercive force is very low and the demagnetization curve is
extremely nonlinear. Therefore, it is very easy not only to magnetize but also to
demagnetize Alnico. Alnico magnets have been used in motors having ratings in the
range of a few watts to 150 kW.
Simplified equivalent circuit of BLDC
motor
Speed–torque curve at steady
state with constant voltage Speed–torque curve at steady
state with variable voltage
supply
 Control of BLDC Motor Drives

Block diagram of the torque control of the BLDC motor

Block diagram of the speed control of the BLDC motor
 Switched Reluctance Motor Drives

The switched reluctance motor (SRM) drive is considered to be an

attractive candidate for variable speed motor drives due to its low cost,
rugged structure, reliable converter topology, high efficiency over a
wide speed range, and simplicity in control.
These drives are suitable for EVs, electric traction applications,
automotive applications, aircraft starter/generator systems, mining
drives, washing machines, door actuators, etc
 Basic Magnetic Structure of SRM

SRM drive system

SRM and its power supply
Cross-section of common SRM configurations: (a) a 6/4 SRM and (b) a 8/6 SRM
The SRM has salient poles on both the stator and rotor. It has
concentrated windings on the stator and no winding or PM on
the rotor. There are several configurations for SRM depending
on the number and size of the rotor and stator poles. The
configurations of the 8/6 and 6/4 SRM, which are more
common, are shown in Figure

Due to its double saliency structure, the reluctance of the flux path for a
phase winding varies with the rotor position. Also, since the SRM is
commonly designed for high degree saturation at high phase current, the
reluctance of the flux path also varies with the phase current. As a result, the
stator flux linkage, phase bulk inductance, and phase incremental
inductance all vary with the rotor position and phase current.
The phase voltage equation of the SRM is given by

where m is the total number of phases, Vj is the applied voltage to phase j, ij

is the current in phase j, R is the winding resistance per phase, λjk is the flux
linkage of phase j due to the current of phase k, and t is the time. The phase
flux linkage, λjk, is given by

where Ljk is the mutual inductance between phase k and phase j. Mutual
inductance between phases is usually small compared to the bulk
inductance and is neglected in equations.
When only one phase is energized in the operation, the above equation can
be written as
 Torque Production in SRM
Torque in SRM is produced by the tendency of the rotor to get into
alignment with the excited stator poles. The analytical expression of the
torque can be derived using the derivative of the coenergy against the rotor
position at a given current.

Variation of phase flux

linkage with rotor
position and phase
current
Variation of phase incremental inductance with rotor position and
phase current for a typical 8/6 SRM
Coenergy can be found from the definite integral:

Stored field energy

and coenergy
The torque produced by one phase coil at any rotor position is given by

In the case of flux being linear with current, for example, in an unsaturated
field, the magnetization curve in Figure would be a straight line and the
co-energy would be equal to the stored field energy.

The instantaneous torque can be given as

where L is the unsaturated phase bulk inductance. In the case of a saturated

phase, the torque cannot be calculated by a simple algebra equation; instead, an
integral equation such as
The output torque of an SRM is the summation of torque of all the phases

where Tm and N are the output torque and phase number of motor. The
relation between the motor torque and mechanical load is usually given by

where J, B, and Tl are the moment of inertia, viscous friction, and load
torque, respectively. The relation between position and speed is given by
SRM Drive Converter
Electric and Hybrid Electric Vehicles

Dr. Dola Gobinda Pradhan

Professor, EEE Department, GRIET
 UNIT V: ENERGY STORAGE REQUIREMENTS IN
HYBRID AND ELECTRIC VEHICLES

Introduction to Energy Storage Requirements in

Hybrid and Electric Vehicles, Battery based energy
storage and its analysis, Fuel Cell based energy storage
and its analysis, Super Capacitor based energy storage
and its analysis, Flywheel based energy storage and its
analysis, Hybridization of different energy storage
devices. Sizing the propulsion motor, sizing the power
electronics, selecting the energy storage technology,
Communications, supporting subsystems.
 Energy storages
The devices that store energy, deliver energy outside
(discharge), and accept energy from outside (charge).

These energy storages, mainly include chemical batteries,

ultracapacitors or supercapacitors, and ultrahigh-speed flywheels.

There are a number of requirements for energy storage applied in

an automotive application, such as specific energy, specific power,
efficiency, maintenance requirement, management, cost,
environmental adaptation and friendliness, and safety.
 Electrochemical Batteries
• Electrochemical batteries, more commonly referred to as
“batteries,”

• electrochemical devices that convert electrical energy into

potential chemical energy during charging, and convert
chemical energy into electric energy during discharging.

• A “battery” is composed of several cells stacked together. A cell

is an independent and complete unit that possesses all the
electrochemical properties.

• Basically, a battery cell consists of three primary elements: two

electrodes (positive and negative) immersed into an electrolyte
as shown in Figure
A typical electrochemical battery cell
Generally, the capacity will become smaller with a large discharge current rate,
as shown in Figure. Battery manufacturers usually specify a battery with a
number of amp-hours along with a current rate. For example, a battery labeled
100 Ah at C5 rate has a 100 amp-hour capacity at 5 hours discharge rate
(discharging current=100/5=20 A).

Discharge characteristics of a lead-acid battery

 State-of-charge (SOC)
SOC is defined as the ratio of the remaining capacity to the fully
charged capacity.

A fully charged battery has an SOC of 100% and a fully discharged

battery has an SOC of 0%.

The change in SOC in a time interval, dt, with discharging or charging

current i may be expressed as

where SOC0 is the initial value of the SOC

For EVs and HEVs, the energy capacity is considered to be more
important than the coulometric capacity (Ahs), because it is directly
associated with the vehicle operation.

The energy delivered from the battery can be expressed as

where V(i, SOC) is the voltage at the battery terminals, which is a

function of the battery current and SOC.
The lead-acid battery has a cell voltage of about 2.03 V at standard
condition, which is affected by the concentration of the electrolyte.
 Thermodynamic Voltage
The thermodynamic voltage of a battery cell is closely associated with
the energy released and the number of electrons transferred in the
reaction.
The energy released by the battery cell reaction is given by the change in
Gibbs free energy, ΔG, usually expressed in per mole quantities.
The change in Gibbs free energy in a chemical reaction can be expressed as

where Gi and Gj are the free energy in species i of products and species j of
reactants. In a reversible process, ΔG is completely converted into electric
energy, that is,
 Specific Energy
Specific energy is defined as the energy capacity per unit battery weight
(Wh/kg).
The theoretical specific energy is the maximum energy that can be
generated per unit total mass of the cell reactant.

The energy in a battery cell can be expressed by the Gibbs free energy
ΔG. With respect to theoretical specific energy, only the effective weights
(molecular weight of reactants and products) are involved; then

Energy Storages
 Specific Power
Specific power is defined as the maximum power of per unit battery
weight that the battery can produce in a short period.

Specific power is important in the reduction of battery weight, especially

in high power demand applications, such as HEVs.

The specific power of a chemical battery depends mostly on the battery’s

internal resistance. With the battery model as shown in Figure , the
maximum power that the battery can supply to the load is

Battery circuit model

 Energy Efficiency
The energy or power losses during battery discharging and charging appear in
the form of voltage loss.

Thus, the efficiency of the battery during discharging and charging can be
defined at any operating point as the ratio of the cell operating voltage to the
thermodynamic voltage, that is:

The terminal voltage, as a function of battery current and energy stored in it

or SOC, is lower in discharging and higher in charging than the electrical potential
produced by a chemical reaction.
Typical battery charge and discharge efficiency
• The battery has a high discharging efficiency with high SOC and a high
charging efficiency with low SOC.

• The net cycle efficiency has a maximum in the middle range of the SOC.

• Therefore, the battery operation control unit of an HEV should control

the battery SOC in its middle range so as to enhance the operating
efficiency and depress the temperature rise caused by energy loss.

• High temperature would damage the battery.

 FUEL CELLS
➢ A fuel cell is an electrochemical device that produces
electricity by means of a chemical reaction, much like a
battery.

➢ The major difference between batteries and fuel cells is

that the latter can produce electricity as long as fuel is
supplied

➢ Batteries produce electricity from stored chemical energy

and, hence, require frequent recharging.
 FIGURE Basic fuel cell structure

The basic structure of a fuel cell consists of an anode and a cathode, similar to a battery.

The fuel supplied to the cell is hydrogen and oxygen.

The concept of fuel cell is the opposite of electrolysis of water, where hydrogen and
oxygen are combined to form electricity and water.
 FUEL CELL CHARACTERISTICS
fuel cells operate isothermally, meaning that all free energy in a fuel cell chemical
reaction should convert into electrical energy.

The hydrogen “fuel” in the fuel cell does not burn as in IC engines, bypassing the
thermal to mechanical conversion.

FIGURE Voltage-current relationship of a hydrogen/oxygen cell

The linear region where the reduction in cell potential is due to ohmic losses is where
a practical fuel cell operates.

The resistive components in the cell limit the practical achievable efficiency of a fuel
cell.

The working voltage of the cell falls with an increasing current drain, knowledge that
is important in designing fuel-cell-powered EVs and hybrid vehicles.

Because cell potential is small, several cells are stacked in series to achieve the
desired voltage.

The major advantage of fuel cells is lower sensitivity to scaling, which means that
fuel cells in the kW range have similar overall system efficiencies up to the MW
range.
 FUEL CELL TYPES
The six major types of fuel cells are as follows:

➢ Alkaline Fuel Cell (AFC)

➢ Proton Exchange Membrane (PEM)
➢ Direct Methanol Fuel Cell (DMFC)
➢ Phosphoric Acid Fuel Cell (PAFC)
➢ Molten Carbonate Fuel Cell (MCFC)
➢ Solid Oxide Fuel Cell (SOFC)
 Solid Oxide Fuel Cell (SOFC, ITSOFC)
Solid oxide fuel cells (SOFCs) use a solid ionic conductor as the electrolyte rather
than a solution or a polymer, which reduces corrosion problems.

However, to achieve adequate ionic conductivity in such a ceramic, the system must
operate at very high temperatures.

The original designs, using yttria-stabilized zirconia as the electrolyte, required

temperatures as high as 1000°C to operate, but the search for
materials capable of serving as the electrolyte at lower temperatures resulted in the
“intermediate temperature solid oxide fuel cell” (ITSOFC).

This fuel cell has high electrical efficiency of 50 to 60%, and residual heat can also be
used for cogeneration.

Although not a good choice for vehicle applications, it is at present the best option for
stationary power generation.
 SUPER CAPACITORS AND ULTRA CAPACITORS

Capacitors are devices that store energy by the separation of equal

positive and negative electrostatic charges.

The basic structure of a capacitor consists of two conductors, known as

plates, separated by a dielectric, which is an insulator.

The power densities of conventional capacitors are extremely high

(~1012 W/m3), but the energy density is very low (~50 Wh/m3).

These conventional capacitors are commonly known as “electrolytic

capacitors.” They are widely used in electrical circuits as intermediate
energy storage elements for time constants that are of a completely
different domain and are of much smaller order compared to the energy
storage devices that are to serve as the primary energy sources for
EVs.
The capacitors are described in terms of capacitance, which is
directly proportional to the dielectric constant of the insulating
material and inversely proportional to the space between the two
conducting plates.

The capacitance is measured by the ratio of the magnitude of the

charge between either plate and the potential difference between
them (C=q/V).
Supercapacitors and ultracapacitors are derivatives of conventional
capacitors, where energy density has been increased at the expense of power
density to make the devices function more like a battery.

Power density and energy density of supercapacitors and ultracapacitors are

of the order of 106W/m3 and 104 Wh/m3, respectively.

Energy density is much lower compared to those of batteries (~5 to

25×104 Wh/m3), but the discharge times are much faster (110 s compared to
~5×103 s of batteries), and the cycle life is much more (~105 compared to
100 to 1000 of batteries).
 FLYWHEELS
The flywheel is the kind of energy supply unit that stores energy in mechanical
form.

Flywheels store kinetic energy within a rotating wheel-like rotor or disk made
of composite materials.

Flywheels have a long history of usage in automobiles, being routinely used in

all of today’s IC engines to store energy and smooth the power delivered by
abrupt pulses of the engine.

However, the amount of energy storage required in flywheels of IC engines is

small and is limited by the need of the vehicle to accelerate
rapidly.
The flywheel is currently being looked into for use in a number of
different capacities.

Flywheels can be used in HEVs with a standard IC engine as a

power assist device.

Alternatively, flywheels can be used to replace chemical batteries in

EVs to serve as the primary energy source or could be used in
conjunction with batteries.

However, technological breakthroughs in increasing the specific

energy of flywheels are necessary before they can be considered
as the energy source for EVs and HEVs.

The flywheels of today are quite complex, large, and heavy. Safety
is also a concern with flywheels.
 The flywheel design objective is to maximize energy density. The
energy U stored in the flywheel is given by

where J is the polar moment of inertia, and is the angular velocity. Energy
storage is increased by spinning at higher velocities without increasing the
inertia, which is directly proportional to mass.

Increasing angular velocity , in turn, increases centrifugal stress, which must

not exceed failure stress with a given factor of safety. Stored energy per unit
mass can be expressed as follows:

where k is a constant depending on the geometry, s is the tensile strength, and is the density
of the material.
Therefore, the material to be used in a flywheel must be lightweight with high tensile
strength, conditions that are satisfied by composite materials.
Flywheels have several advantages as an energy source, the most
important of which is the high specific power.

Theoretically, specific power of fly wheels has been shown to be of the

order of 5 to 10 kW/kg, with a specific power of 2 kW/kg being easily
achievable without exceeding safe working
stresses.

Other performance features that make flywheels attractive can be

attributed to their mechanical nature.

Flywheels are not affected by temperature extremes.

 Ultracapacitors
Because of the frequent stop/go operation of EVs and HEVs, the discharging
and charging profile of the energy storage is highly varied.

The average power required from the energy storage is much lower than the peak
power of relatively short duration required for acceleration and hill climbing.

The ratio of the peak power to the average power can be over 10:1
 Features of Ultracapacitors
• The ultracapacitor is characterized by much
higher specific power, but much lower specific
energy compared to the chemical batteries.
• Its specific energy is in the range of a few
watt-hours per kilogram.
• Its specific power can reach up to 3 kW/kg,
much higher than any type of battery.
• Below the decomposition voltage, while the current does not flow, an
“electric double layer” then occurs at the boundary of electrode
and electrolyte. The electrons are charged across the double layer
and for a capacitor.
• An electrical double layer works as an insulator only below the
decomposing voltage. The stored energy, Ecap, is expressed as

where C is the capacitance in Faraday and V is the usable voltage in volt.

This equation indicates that the higher rated voltage V is desirable for larger
energy density capacitors. Up to now, capacitors’ rated voltage with an
aqueous electrolyte has been about 0.9 V per cell, and 2.3 to 3.3 V for each
cell with a nonaqueous electrolyte.
Basically, the hybridized energy storage consists of two basic
energy storages: one with high specific energy and the other
with high specific power. The basic operation of this system is
illustrated in Figure

In high power demand operations, such as acceleration and hill

climbing, both basic energy storages deliver their power to the
load as shown in Figure (a).
In low power demand operation, such as constant speed
cruising operations, the high specific energy storage will deliver
its power to the load and charge the high specific power
storage to recover its charge lost during high power demand
operation, as shown in Figure (b)
In regenerative braking operations, the peak power will be
absorbed by the high specific power storage, and only a limited
part is absorbed by the high specific energy storage.
In this way, the whole system would be much smaller in weight
and size than if any one of them alone was the energy storage.

FIGURE Concept of a hybrid energy storage operation

There is a third natural mode region for high motor speeds, where
the torque falls rapidly, being inversely proportional to the square
of the speed.

The natural characteristic region can be an important part of the

overall torque-speed curve of certain motors that can be used to
reduce the power rating of the motor.

However, in most cases, the vehicle’s maximum speed is considered to be at the

end of the constant power region.

Note that the curves in Figure show the envelope, i.e., the operating torque and
speed limits in different regions.
The electric motor can operate at any point within the envelope through the feed
from a power electronics based motor drive component.

The salient feature of wide-operating speed range characteristics of an

electric motor makes it possible to eliminate multiple gear ratios and the clutch
in EV and other applications.

A single gear ratio transmission is sufficient for linking the electric motor with
the driveshaft.

Electric motors with extended constant power region characteristics are what is
needed to minimize the gear size in EVs.
CODE: GR20A3015 GR 20 SET-4

III B.Tech I Semester Regular Examinations, December/January 2022/23

ELECTRICAL AND HYBRID VEHICLES

PART – A
Q.1 (a) The average Internal Combustion Engine has a fuel efficiency of only 40% – with 60%
lost via heat and friction. As a result, ICEs consume far more energy travelling the same distance
as an EV. EVs are well known for running smoothly and silently. Using an electric engine
instead of an exhaust system, they naturally operate with less noise pollution and have smoother
acceleration and deceleration. Compared to petrol and diesel, refuelling a car with electricity is
more cost effective.

(b) Hybrid electric vehicles available in the Indian market: Toyota Innova Hycross, Maruti
Suzuki Grand Vitara, Toyota Vellfire, Toyota Camry, Porsche Cayenne, Honda City Hybrid
eHEV, Porsche Panamera, Lexus RX etc.

(c) The advantages of regenerative braking are the following.

 This braking system will increase the vehicle’s fuel economy.

 It permits for conventional brakes based on friction.
 It extends the battery charge.

(d) A vehicle traveling at a particular speed in air encounters a force resisting its motion. This
force is known as aerodynamic drag. The main causes of aerodynamic drag are shape drag and
skin friction.
(e)

Battery cell Fuel cell

They cannot store energy. Fuel cell converts
They store energy in the form of chemical energy
chemical energy to electrical energy.
Reactants for chemical reaction are supplied
Reactants are inside the cell itself.
continuously.
Chemical reaction products remain inside the Chemical reaction products are removed from
cell itself the cell
Rechargeable Not rechargeable
Less efficiency High efficiency
It consists of limited amount of fuel and oxidant Needs a continuous supply of fuel and oxygen
and these reactants diminish with time from an external source
Supply energy for a limited period of time Supply energy for a long period of time
Less expensive They are expensive
Example : lithium ion batteries Example : hydrogen-oxygen fuel cell

(f) The various smart hybrid topologies are listed below

• Series configuration

• Parallel configuration

• Series-parallel configuration

• Complex configuration

(g) Working Principle of PM Brushless DC motor

BLDC motor works on the principle similar to that of a Brushed DC motor. The Lorentz force law
which states that whenever a current carrying conductor placed in a magnetic field it experiences a
force. As a consequence of reaction force, the magnet will experience an equal and opposite force.
In the BLDC motor, the current carrying conductor is stationary and the permanent magnet is
moving. When the stator coils get a supply from source, it becomes electromagnet and starts
producing the uniform field in the air gap. Though the source of supply is DC, switching makes to
generate an AC voltage waveform with trapezoidal shape. Due to the force of interaction between
electromagnet stator and permanent magnet rotor, the rotor continues to rotate.

(h) EVs range can be increased in the following ways

 Drive Smoothly
 Slow Down
 Maximize Regenerative Braking
 Go Easy On The Heat
 Be Cool With The Ac
 Tend To Tires
 Travel Light
 Keep It Slick
  Plan A More-Efficient Route
 Time Your Charge

(i) Hydrogen fuel cells (HFCs) produce no harmful emissions, eliminating the costs associated
with handling and storing toxic materials like battery acid or diesel fuel. In fact, when fueled
with pure hydrogen, the only by-products are heat and water, making our products a zero-
emission, sustainable power source.

(j) Automaker working in fuel cell based EVs: Honda Clarity Fuel Cell, the Hyundai Nexo SUV,
Toyota Mirai and BMW are leading the automotive industry focusing extensively on hydrogen
passenger cars.

PART – B
Q.2 (a) Undesirable emissions in internal combustion engines are of major concern because of
their negative impact on air quality, human health, and global warming. Therefore, there is a
concerted effort by most governments to control them. Undesirable emissions include unburned
hydrocarbons (HC), carbon monoxide (CO), nitrogen oxides (NOx), and particulate matter (PM).
In this chapter, we present the U.S. and European emissions standards, both for gasoline and
diesel operated engines, and strategies to control the undesirable emissions. The role of engine
design, vehicle operating variables, fuel quality, and emission control devices in minimizing the
above-listed pollutants are also detailed in this chapter. “Emissions” is a collective term that is
used to describe the undesired gases and particles which are released into the air or emitted by
various sources, Its amount and the type change with a change in the industrial activity,
technology, and a number of other factors, such as air pollution regulations and emissions
controls. The U.S. Environmental Protection Agency (EPA) is primarily concerned with
emissions that are or can be harmful to the public at large. EPA considers carbon monoxide
(CO), lead (Pb), nitrogen dioxide (NO2), ozone (O3), paniculate matter (PM), and sulfur dioxide
(SO2) as the pollutants of primary concern, called the Criteria Pollutants. These pollutants
originate from the following four types of sources. 1. Point sources, which include facilities such
as factories and electric power plants. 2. Mobile sources, which include cars and trucks but also
lawn mowers, airplanes, and anything else that moves and releases pollutants into the air. 3.
Biogenic sources, which include trees and vegetation, gas seeps, and microbial activity. 4. Area
sources, which consist of smaller stationary sources such as dry cleaners and degreasing
operations.
 (b) Electrification is widely considered an attractive solution for reducing the oil dependency and
environmental impact of road transportation. Many countries have been establishing increasingly
stringent and ambitious targets in support of transport electrification. While transport
electrification alone would not contribute to climate change mitigation, it is interesting to note
that switching to electrified road transport under the sustainable shared socioeconomic pathways
permitted an optimistic outlook for a low-carbon transition, even in the absence of a
decarbonized power sector. Another interesting finding was that the stringent penetration of
electric vehicles can reduce the mitigation cost generated by the 2 °C climate stabilization target,
implying a positive impact for transport policies on the economic system. With technological
innovations such as electrified road transport, climate change mitigation does not have to occur
at the expense of economic growth. Because a transport electrification policy closely interacts
with energy and economic systems, transport planners, economists, and energy policymakers
need to work together to propose policy schemes that consider a cross-sectoral balance for a
green sustainable future. Transportation is a growing source of the global greenhouse gas
emissions that are driving climate change, accounting for 23% of energy-related carbon dioxide
emissions worldwide in 2019 and 29% of all greenhouse gas emissions in the U.S.

Q.3 (a)

Specifications Hybrid Vehicles Electric Vehicles

Electricity and Fossil Fuel (Petrol and Electricity Through Battery
Power/Fuel Source
Diesel) Pack (DC)
Internal Combustion Engine (ICE) and
Engine Electric Motor(s)
Electric Motor(s)
Fuel Efficiency Combination of ICE and Battery Range Depends on Battery Range
Lower Compared to ICE and
Emission Levels Higher Compared to Electric Cars
Hybrid Cars
Price Range Similar to Conventional ICE Cars High
Charging Not Needed Needed

(b)

Six Technology Innovations in Electric Vehicle Charging

 Smart EV Charging
 Self-Healing Algorithms for EV Charging Management
 Vehicle-to-X (V2X)
 EV Battery Technology
 Megawatt Charging System for Big Trucks
 Smart Battery Management

Q.4
General lay out of a EV: It consists of a power plant, a clutch in a manual transmission or a
torque converter in automatic transmission, a gear box, final drive, differential shaft and driven
wheels

Transmission characteristics:
Q.5

Rolling Resistance

The rolling resistance of tires on hard surfaces is primarily caused by hysteresis in the tire
materials.

This is due to the deflection of the carcass while the tire is rolling. The hysteresis causes an
asymmetric distribution of ground reaction forces. The pressure in the leading half of the contact
area is larger than that in the trailing half, as shown in Figure (a). This phenomenon results in the
ground reaction force shifting forward. This forwardly shifted ground reaction force, with the
normal load acting on the wheel center, Creates a moment that opposes the rolling of the wheel.
On soft surfaces, the rolling resistance is primarily caused by deformation of the ground surface
as shown in Figure (b). The ground reaction force almost completely Shifts to the leading half.

Aerodynamic Drag

A vehicle traveling at a particular speed in air encounters a force resisting its motion. This force
is known as aerodynamic drag. The main causes of aerodynamic drag are:
o shape drag
o skin friction
Shape drag

The shape drag is due to the shape of the vehicle. The forward motion of the vehicle pushes the
air in front of it. However, the air cannot instantaneously move out of the way and its pressure is
thus increased. This results in high air pressure in the front of the vehicle. The air behind the
vehicle cannot instantaneously fill the space left by the forward motion of the vehicle. This
creates a zone of low air pressure. Hence, the motion of the vehicle creates two zones of
pressure. The high pressure zone in the front of the vehicle opposes its movement by pushing.
On the other hand, the low pressure zone developed at the rear of the vehicle opposes its motion
by pulling it backwards.

Skin friction
The air close to the skin of the vehicle moves almost at the speed of the vehicle while the
air away from the vehicle remains still. Between these two layers (the air layer moving at the
vehicle speed and the static layer) the molecules move at a wide range of speeds. The difference
in speed between two air molecules produces friction. This friction results in the second
component of aerodynamic drag and it is known as skin friction.

Q.6 Power Flow Control in Hybrid Drive Train Topologies:

 Power Flow Control in Series Hybrid
 Power Flow Control in Parallel Hybrid
 Power Flow Control Series-Parallel Hybrid
 Power Flow Control Complex Hybrid Control

Power Flow Control in Series Hybrid

Q.7 A fuel cell is an electrochemical device that continuously generates electricity without the
need for any intermediate energy conversion. Hydrogen fuel cells work like batteries, but they do
not need any recharging as they produce electricity if there is a supply of H2 and O2 as fuels. A
fuel cell is made up of a negative electrode (anode), and a positive electrode (cathode)
sandwiched around an electrolyte. Hydrogen is fed to the anode, and the air is fed to the cathode.
In a hydrogen fuel cell, a catalyst at the anode separates hydrogen molecules into protons and
electrons, the electrons go through an external circuit, creating a flow of electricity. The protons
migrate through the electrolyte to the cathode, where they unite with oxygen and electrons to
produce water and heat.

The expectation from the market is to have safe, green, sustainable, and reliable
automobiles with minimal or no wait time for refuelling/recharging like ICE vehicles. However,
the current technology is not adequate to cater to these needs. The challenges include a lack of
adequate infrastructure (Refuelling stations), Hydrogen produced from fossil fuels which
nullifies the effort to move to greener mobility and would require huge investments to produce
green hydrogen through renewable resources. Also, the quantity of hydrogen currently produced
is less as it is currently being produced only for industrial purposes and would require additional
funds to increase the production to cater to demands from the automobile sector.

Q.8 Configuration and control of Switched Reluctance Motor

The SRM has a simple, rugged, and low-cost structure. It has no PM or winding on the rotor.
This structure not only reduces the cost of the SRM but also offers high-speed operation
capability for this motor. Unlike the induction and PM machines, the SRM is capable of high-
speed operation without the concern of mechanical failures that result from the high-level
centrifugal force.
In addition, the inverter of the SRM drive has a reliable topology. The stator windings are
connected in series with the upper and lower switches of the inverter. This topology can prevent
the shoot-through fault that exists in the induction and permanent motor drive inverter.

The SRM has salient poles on both the stator and rotor. It has concentrated windings on the stator
and no winding or PM on the rotor. There are several configurations for SRM depending on the
number and size of the rotor and stator poles.
Due to its double saliency structure, the reluctance of the flux path for a phase winding varies
with the rotor position. Also, since the SRM is commonly designed for high degree saturation at
high phase current, the reluctance of the flux path also varies with the phase current. As a result,
the stator flux linkage, phase bulk inductance, and phase incremental inductance all vary with the
rotor position and phase current.
Torque in SRM is produced by the tendency of the rotor to get into alignment with the excited
stator poles. The analytical expression of the torque can be derived using the derivative of the co-
energy against the rotor position at a given current.

Q.9 The hybrid drive train concept can be implemented by different configurations as follows:
• Series configuration
• Parallel configuration
• Series-parallel configuration
• Complex configuration

Series Hybrid Electric Drive Train

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. Conceptually, it is an ICE assisted
Electric Vehicle (EV).

Q.10 (a)
There are a number of requirements for energy storage applied in an automotive
application, such as specific energy, specific power, efficiency, maintenance management, cost,
environmental adaptation and friendliness, and safety. For allocation on an EV, specific energy is
the first consideration since it limits the vehicle range. On the other hand, for HEV applications
specific energy becomes less important and specific power is the first consideration, because all
the energy is from the energy source (engine or fuel cell) and sufficient power is needed to
ensure vehicle performance, particularly during acceleration, hill climbing, and regenerative
braking.

(b) A fuel cell is an electrochemical device that produces electricity by means of a chemical
reaction, much like a battery.

The major difference between batteries and fuel cells is that the latter can produce electricity as
long as fuel is supplied. Batteries produce electricity from stored chemical energy and, hence,
require frequent recharging.
The basic structure of a fuel cell consists of an anode and a cathode, similar to a battery.
The fuel supplied to the cell is hydrogen and oxygen. The concept of fuel cell is the opposite of
electrolysis of water, where hydrogen and oxygen are combined to form electricity and water.

The chemical reaction taking place in a fuel cell is as follows:

Q.11
With the development of energy storage technology, the main energy storage technology
can be divided into the following categories. According to the classification of technology, it is
divided into four categories: Physical storage (such as pumped storage, compressed air energy
storage, flywheel energy storage, etc.), chemical energy storage (such as sodium sulfur batteries,
flow batteries, lead-acid batteries, nickel-cadmium batteries, supercapacitor, etc.), Energy
Storage (superconducting magnetic energy storage, etc.) and the phase change energy storage
(ice storage, etc.).

Large-capacity, high-density, high-efficiency, low-cost and long service life of the

storage energy technology is undoubtedly the most ideal, but so far there is not a kind of energy
storage technology can satisfy these conditions simultaneously. Therefore, it is necessary for all
storage technology choice suitable application field, namely the right selection of energy storage.
Under normal circumstances, when the selection of energy storage system, the economy, security
and stability, and the capacity of the energy storage system should be considered. It can be
predicted that the future power grid will be presented with a situation of energy storage, and the
largest proportion of clean energy, fossil energy is used as auxiliary. The rational allocation of
the load control system, and complemented by high-performance power electronic devices,
flexible transmission, distributed power supply, demand response, efficient control of the new
clean energy development model systems and other advanced technologies.
B.Tech. EEE III year I Sem 2022-23 GR 20

ELECTRIC AND HYBRID VEHICLES

ASSIGNMENT
Unit-I
1. compare the difference of energy sources used in EVs and EHVs .?
2. Write the Role of electrifying the transportation system to reduce gobal warming
Unit-II
3. Explain about Rolling Resistance and Aerodynamic Drag?
4. Draw the layout of a ev and discuss the characteristics.
Unit-III
5. Illustrate the power flow control in hybrid electric drive train
6. Explain the battery and fuel cell?
Unit-IV
7. Draw and explain the block diagram of switched reluctance motor drive system
8. Explain the working Principle of PM Brushless DC moto
Unit-V
9. Distinguish between Super capacitor based energy storage and Fuel cell based energy storage
10. Briefly explain about different energy storage systems used in EVs?

*****

Page 1 of 1
B.Tech. EEE III year I Sem 2022-23 GR 20

ELECTRIC AND HYBRID VEHICLES

ASSIGNMENT
Unit-I
1. compare the difference of energy sources used in EVs and EHVs .?
Specifications Hybrid Vehicles Electric Vehicles
Electricity and Fossil Fuel (Petrol Electricity Through
Power/Fuel Source
and Battery
Diesel) Pack (DC)
Internal Combustion Engine (ICE) and
Engine Electric Motor(s)
Electric Motor(s)
Fuel Efficiency Combination of ICE and Battery Range Depends on Battery Range
Lower Compared to ICE
Emission Levels Higher Compared to Electric Cars
and
Hybrid Cars
Price Range Similar to Conventional ICE Cars High
Charging Not Needed Needed
2. Write the Role of electrifying the transportation system to reduce gobal wariming.

Electrification is widely considered an attractive solution for reducing the oil dependency
and environmental impact of road transportation. Many countries have been establishing
increasingly stringent and ambitious targets in support of transport electrification. While
transport electrification alone would not contribute to climate change mitigation, it is
interesting to note that switching to electrified road transport under the sustainable shared
socioeconomic pathways permitted an optimistic outlook for a low-carbon transition, even in
the absence of a decarbonized power sector. Another interesting finding was that the
stringent penetration of electric vehicles can reduce the mitigation cost generated by the 2 °C
climate stabilization target, implying a positive impact for transport policies on the economic
system. With technological innovations such as electrified road transport, climate change
mitigation does not have to occur at the expense of economic growth. Because a transport
electrification policy closely interacts with energy and economic systems, transport planners,
economists, and energy policymakers need to work together to propose policy schemes that
consider a cross-sectoral balance for a green sustainable future. Transportation is a growing
source of the global greenhouse gas emissions that are driving climate change, accounting
for 23% of energy-related carbon dioxide emissions worldwide in 2019 and 29% of all
greenhouse gas emissions in the U.S.

Unit-II
3. Expalin about Rolling Resistance and Aerodynamic Drag?

Page 1 of 9
B.Tech. EEE III year I Sem 2022-23 GR 20

The rolling resistance of tires on hard surfaces is primarily caused by hysteresis in the tire
materials.

This is due to the deflection of the carcass while the tire is rolling. The hysteresis causes an
asymmetric distribution of ground reaction forces. The pressure in the leading half of the
contact area is larger than that in the trailing half, as shown in Figure (a). This phenomenon
results in the ground reaction force shifting forward. This forwardly shifted ground reaction
force, with the normal load acting on the wheel center, Creates a moment that opposes the
rolling of the wheel. On soft surfaces, the rolling resistance is primarily caused by
deformation of the ground surface as shown in Figure (b). The ground reaction force almost
completely Shifts to the leading half.

Aerodynamic Drag

A vehicle traveling at a particular speed in air encounters a force resisting its motion. This
forceis known as aerodynamic drag. The main causes of aerodynamic drag are:
o shape drag
o skin friction

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B.Tech. EEE III year I Sem 2022-23 GR 20

Shape drag

The shape drag is due to the shape of the vehicle. The forward motion of the vehicle pushes
the air in front of it. However, the air cannot instantaneously move out of the way and its
pressure is thus increased. This results in high air pressure in the front of the vehicle. The air
behind the vehicle cannot instantaneously fill the space left by the forward motion of the
vehicle. This creates a zone of low air pressure. Hence, the motion of the vehicle creates
two zones of pressure. The high pressure zone in the front of the vehicle opposes its
movement by pushing. On the other hand, the low pressure zone developed at the rear of the
vehicle opposes its motion by pulling it backwards.

Skin friction
The air close to the skin of the vehicle moves almost at the speed of the vehicle while
the air away from the vehicle remains still. Between these two layers (the air layer moving at
the vehicle speed and the static layer) the molecules move at a wide range of speeds. The
difference in speed between two air molecules produces friction. This friction results in the
second component of aerodynamic drag and it is known as skin friction.

4. Draw the layout of a ev and discuss the characteristics.

General lay out of a EV: It consists of a power plant, a clutch in a manual transmission or a
torque converter in automatic transmission, a gear box, final drive, differential shaft and
driven wheels

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B.Tech. EEE III year I Sem 2022-23 GR 20

Transmission characteristics:

Unit-III
5. Illustrate the power flow control in hybrid electric drive train.

Power Flow Control in Series Hybrid

 Power Flow Control in Parallel Hybrid
 Power Flow Control Series-Parallel Hybrid
 Power Flow Control Complex Hybrid Control

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B.Tech. EEE III year I Sem 2022-23 GR 20

Power Flow Control in Series Hybrid

6. . Explain the battery and fuel cell?

A fuel cell is an electrochemical device that continuously generates electricity without the need
for any intermediate energy conversion. Hydrogen fuel cells work like batteries, but they do not
need any recharging as they produce electricity if there is a supply of H2 and O2 as fuels. A fuel
cell is made up of a negative electrode (anode), and a positive electrode (cathode) sandwiched
around an electrolyte. Hydrogen is fed to the anode, and the air is fed to the cathode. In a
hydrogen fuel cell, a catalyst at the anode separates hydrogen molecules into protons and
electrons, the electrons go through an external circuit, creating a flow of electricity. The protons
migrate through the electrolyte to the cathode, where they unite with oxygen and electrons to
produce water and heat.

The expectation from the market is to have safe, green, sustainable, and reliable
automobiles with minimal or no wait time for refuelling/recharging like ICE vehicles.
However, the current technology is not adequate to cater to these needs. The challenges
include a lack of adequate infrastructure (Refuelling stations), Hydrogen produced from
fossil fuels which
nullifies the effort to move to greener mobility and would require huge investments to
produce green hydrogen through renewable resources. Also, the quantity of hydrogen
currently produced is less as it is currently being produced only for industrial purposes and

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B.Tech. EEE III year I Sem 2022-23 GR 20

would require additional funds to increase the production to cater to demands from the
automobile sector.
Unit-IV
7. Draw and explain the block diagram of switched reluctance motor drive system
The SRM has a simple, rugged, and low-cost structure. It has no PM or winding on the
rotor. This structure not only reduces the cost of the SRM but also offers high-speed
operation capability for this motor. Unlike the induction and PM machines, the SRM is
capable of high- speed operation without the concern of mechanical failures that result from
the high-levelcentrifugal force.
In addition, the inverter of the SRM drive has a reliable topology. The stator windings are
connected in series with the upper and lower switches of the inverter. This topology can
prevent the shoot-through fault that exists in the induction and permanent motor drive
inverter.

The SRM has salient poles on both the stator and rotor. It has concentrated windings on the
stator and no winding or PM on the rotor. There are several configurations for SRM
depending on the number and size of the rotor and stator poles.
Due to its double saliency structure, the reluctance of the flux path for a phase winding
varies with the rotor position. Also, since the SRM is commonly designed for high degree
saturation at high phase current, the reluctance of the flux path also varies with the phase
current. As a result, the stator flux linkage, phase bulk inductance, and phase incremental
inductance all vary with therotor position and phase current.

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B.Tech. EEE III year I Sem 2022-23 GR 20

Torque in SRM is produced by the tendency of the rotor to get into alignment with the
excited stator poles. The analytical expression of the torque can be derived using the
derivative of the co-energy against the rotor position at a given current.

8. Explain the working Principle of PM Brushless DC motor

BLDC motor works on the principle similar to that of a Brushed DC motor. The Lorentz force
law which states that whenever a current carrying conductor placed in a magnetic field it
experiences a force. As a consequence of reaction force, the magnet will experience an equal and
opposite force. In the BLDC motor, the current carrying conductor is stationary and the permanent
magnet is moving. When the stator coils get a supply from source, it becomes electromagnet and
starts producing the uniform field in the air gap. Though the source of supply is DC, switching
makes to generate an AC voltage waveform with trapezoidal shape. Due to the force of interaction
betweenelectromagnet stator and permanent magnet rotor, the rotor continues to rotate.
Unit-V
9. Distinguish between Super capacitor based energy storage and Fuel cell based energy storage

There are a number of requirements for energy storage applied in an automotive application, such
as specific energy, specific power, efficiency, maintenance management, cost, environmental
adaptation and friendliness, and safety. For allocation on an EV, specific energy is the first
consideration since it limits the vehicle range. On the other hand, for HEV applications specific
energy becomes less important and specific power is the first consideration, because all the
energy is from the energy source (engine or fuel cell) and sufficient power is needed to ensure
vehicle performance, particularly during acceleration, hill climbing, and regenerative braking.
(b) A fuel cell is an electrochemical device that produces electricity by means of a chemical

Page 7 of 9
B.Tech. EEE III year I Sem 2022-23 GR 20

reaction, much like a battery.

The major difference between batteries and fuel cells is that the latter can produce electricity as
long as fuel is supplied. Batteries produce electricity from stored chemical energy and, hence,
require frequent recharging.
The basic structure of a fuel cell consists of an anode and a cathode, similar to a battery. The fuel
supplied to the cell is hydrogen and oxygen. The concept of fuel cell is the opposite of
electrolysis of water, where hydrogen and oxygen are combined to form electricity and water.

The chemical reaction taking place in a fuel cell is as follows:

10. Briefly explain about different energy storage systems used in EVs?
With the development of energy storage technology, the main energy storage technology
can be divided into the following categories. According to the classification of technology, it is
divided into four categories: Physical storage (such as pumped storage, compressed air energy
storage, flywheel energy storage, etc.), chemical energy storage (such as sodium sulfur batteries,
flow batteries, lead-acid batteries, nickel-cadmium batteries, supercapacitor, etc.), Energy
Storage (superconducting magnetic energy storage, etc.) and the phase change energy storage
(ice storage, etc.).Large-capacity, high-density, high-efficiency, low-cost and long service life of
the storage energy technology is undoubtedly the most ideal, but so far there is not a kind of

Page 8 of 9
B.Tech. EEE III year I Sem 2022-23 GR 20

energy storage technology can satisfy these conditions simultaneously. Therefore, it is necessary
for all storage technology choice suitable application field, namely the right selection of energy
storage.Under normal circumstances, when the selection of energy storage system, the economy,
securityand stability, and the capacity of the energy storage system should be considered. It can
be predicted that the future power grid will be presented with a situation of energy storage, and
the largest proportion of clean energy, fossil energy is used as auxiliary. The rational allocation
ofthe load control system, and complemented by high-performance power electronic devices,
flexible transmission, distributed power supply, demand response, efficient control of the new
clean energy development model systems and other advanced technologies.

*****

Page 9 of 9
 CODE: GR20D3015 GR 20 SET - 1

III B.Tech I Semester Regular Examinations, December 2022

ELECTRIC AND HYBRID VEHICLES
(Electrical and Electronics Engineering)
Time: 3 hours Max Marks: 70

< Note: Type the questions in the given format only, Times New Roman font , size 12 >
Instructions:
1. Question paper comprises of Part-A and Part-B
2. Part-A (for 20 marks) must be answered at one place in the answer book.
3. Part-B (for 50 marks) consists of five questions with internal choice, answer all questions.
PART – A
(Answer ALL questions. All questions carry equal marks)
10 * 2 = 20 Marks
1. a. Why electric vehicles are called Zero Emission vehicles? [2] CO1 BL2
b. What is global worming? [2] CO1 BL1
c. Define Aerodynamic drag. [2] CO2 BL1
d. What is grading resistance? [2] CO2 BL2
e. State four different types of rotors used in PM Machines. [2] CO3 BL1
f. Compare Series and Parallel Hybrid Drive train topologies? [2] CO3 BL2
g. Compare between PMSM and BLDC motors. [2] CO4 BL2
h. State the advantages and disadvantages of SRM? [2] CO4 BL1
i. What are the advantages of Super Capacitor based energy storage? [2] CO5 BL2
j. What is Hybridization of energy storage devices? [2] CO5 BL2
PART – B
(Answer ALL questions. All questions carry equal marks)
5 * 10 = 50 Marks
2. What are the major air pollution problems? What are the impacts on [10] CO1 BL2
environment?
OR
3. Explain the Historical development of Hybrid Electric Vehicles. [10] CO1 BL2

4. Derive the expression for dynamic equation of electric vehicle? [10] CO2 BL3

OR
5. Compute Forces due to drag, rolling resistance and gradient for the following [10] CO2 BL4
vehicles assuming ρ = 1.2 (kg/m3) and θ = 8°. For the three vehicles given in the
table 1, find Aerodynamic drag at velocity v1 and v2; also find rolling resistance

Page 1 of 2
CODE: GR20D3015 GR 20 SET - 1

at two velocities.
Vehicle GVW CD Area μ V1 V2 Tyre
(kg) (m2) (km/h) (km/h) Radius
(m)
3- 600 0.45 1.6 0.015 30 80 0.2
wheeler
4- 1500 0.3 2.5 0.015 30 80 0.3
wheeler
6. With the help of block diagrams, discuss in detail the different [10] CO3 BL2
configurations of HEV drive train.
OR
7. What is power flow control? Explain various operating modes of ICE [10] CO3 BL3
dominated system.

8. Draw the Speed-Torque characteristics of DC motor drives. Explain the [10] CO4 BL3
four-quadrant chopper control of dc motor drives.
OR
9. What is Electric Propulsion System? Explain the Configuration of [10] CO4 BL2
Electric Vehicle with block diagrams.

10. What are factors affecting the performance of batteries used in EVs? [10] CO5 BL2
Explain Each factor in detail.
OR
11. Explain fuel cell and flywheel as energy source elements in electric and [10] CO5 BL2
hybrid electric vehicle.

*****

Page 2 of 2
 Gokaraju Rangaraju Institute of Engineering & Technology

III B.Tech I Sem (EEE) Result Analysis

Academic Year: 2022-23 Total No. of Students Registered: 65

Total No. Total No. of No. of Count of Students with Grade Point
Course of Students Students
Students Passed Failed GP GP GP GP GP GP
appeared (10) (9) (8) (7) (6) (5)
PSA 65 50 15 00 00 12 10 14 14

PE 65 50 15 00 02 06 12 19 11

MPMC 65 47 18 00 01 09 08 12 17

EHV 65 60 05 00 05 14 20 15 06

PS-I Lab 65 63 02 10 19 07 03 13 11

PE Lab 65 64 01 22 11 15 10 06 00

MPMC 65 64 01 07 11 21 16 08 01
Lab
Cloud
Computing
(MOOCs)

Arrears Position – III year / I Semester

No.of All Pass One Two Three More than Over

students Arrear Arrears Arrears three arrears all %
of
pass
65 38 11 09 03 04 58.46
%

Performance overall Class Three Toppers

ROLL NO. NAME SGP

A
20241A0235 RAMINENI VYSHNAVI
8.53
21245A0201 JAKINAPALLI CHANDHANA
21245A0206 VEMULA SATYANARAYANA 8.43

20241A0248 UMMIDISETTY NIHARIKA

20241A0257 SUSANI NEHA 8.28
21245A0205 SANATHANA JAHNAVI

Class coordinator HOD,EEE

 III B.Tech - I Sem (EEE)

Course PSA PE MPMC EHV PS Lab PE Lab MPMC Cloud

s Lab Computi
SEC ng
TIO (moocs
N )
GR20A3012 GR20A3012 GR20A3012 GR20A3012 GR20A3012 GR20A3012 GR20A3012 GR20A3012
Course
codes

TOTAL 65 65 65 65 65 65 65

PASS 50 50 47 60 63 64 64

PASS(
92.30% 96.92% 98.46% 98.46%
%) 76.92% 76.92% 72.30%

FACU
LTY Dr J Dr Dr D Dr D G Dr J Dr Dr P P
A NAME Sridevi Pakkir Raveen Padhan Sridevi / V Pakkiraiah Srividya Ravikan
aiah B dra Usha Rani/ B/ G th
Devi/ M N
U Vijaya Sandhya
Lakshmi Rani Sandhya
Rani
FACU
LTY ID 516 1593 1604 1283 516/1045/692 1593/888 931/882 1178

Dr Phaneendra Babu B

Class coordinator HOD,EEE

12/20/22, 10:25 AM https://www.webprosindia.com/Gokaraju/printreport.aspx

STUDENT FEEDBACK
Faculty : DOLA. GOBINDA PADHAN
Subject : Electrical And Hybrid Vehicles ( B.Tech, III/IV B.Tech I Semester, EEE Sec-A )
Academic Year : 2022 - 2023
Phase : Phase-3
Q.Wise
Sl.No Question Excellent Good Average Poor Q.Wise %
Total
1 Preparation and delivery of the lessons by the teacher 16 38 2 2 184 79.00
2 Subject Knowledge 17 38 1 2 186 80.00
3 Clarity in Communication 17 35 4 2 183 79.00
4 Using Modern Teaching Aids of ICT 16 36 2 4 180 78.00
5 Creating interest on the course in the class 19 36 1 2 188 81.00
6 Maintaining discipline in the class 16 36 4 2 182 78.00
7 Encouraging and clearing doubts in the class 17 36 2 3 183 79.00
8 Punctuality 17 37 2 2 185 80.00
9 Accessibility of the teacher 15 38 3 2 182 78.00
10 Overall grading of the teacher 17 38 0 3 185 80.00
Total 167 368 21 24
Total Points 668 1104 42 24 1838 79.00

No.Of Students Posted 58

Total Percentage Awarded to The Faculty 79.00
Grade of Faculty Good

*Excellent (4) : >=90 % *Good (3) : >=75 & <90%

*Average (2) : >=60 & <75 % *Poor (1) : Below 60 %
Formula: Total Obtained Points/(Max Points(i.Excellent-4) * No.Of.Students * NoOfQuestions)

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