Unit 4 Hybrid Electric Drive-trains

Hybrid Electric Vehicle

Prof. Praveen P. Rathod

[email protected]
Department of Mechanical Engineering

BRACT’S, Vishwakarma Institute of Information Technology, Pune-48

(An Autonomous Institute affiliated to Savitribai Phule Pune University)

(NBA and NAAC accredited, ISO 9001:2015 certified)
Teaching Scheme: Credits:
•TH: -- 03 hrs/week
TH:--03

•PR.: - 02 hr/week OR:-- 01

Examination Scheme:
Insem-30
Endsem-30
CE-20
Competency Skill: -20
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 Objective`

• To understand the comprehensive overview of Electric and Hybrid

Electric Vehicles.

Learning Outcome/Course Outcome

• To know the various concepts of hybrid electric drive train and power
flow control.

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Syllabus:
Basic concept of hybrid traction, introduction to various hybrid drive-train topologies-
series, parallel and series, parallel configuration – Design – Drive train, sizing of
components, power flow control in hybrid drive-train topologies, fuel efficiency
analysis.

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Introduction to HEV?

• HEV: Usage Both:

 Electric engine and
 Conventional internal Engine

• Purpose of HEV(Benefits over conventional)

 Better performance by increasing total torque and power
 Better fuel economy: regeneration and running ICE in the most fuel efficient point(speed and torque)
 Low emission: cleaner mode of transportation

• Benefits of HEV over EV

 Less energy fueling time
 Compensate short fall in battery technology: limited battery energy compared to fuel tank

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Roles and Components of Powertrain

• Role: Generate a power and deliver it to road surface

• Essential components of electrification(HEV):

 Power units: fuel cell, conventional internal combustion engines and turbine engines
 Energy Storage system: battery or flywheel system
 Propulsion unit: Electric motor

• Challenges of EV powertrain:
 Increased complexity: packaging and wait
 Increased vehicle pricing: cost of electrification

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 Energy Use in Conventional Vehicles

In order to understand how a HEV may save energy, it is necessary first to examine how
conventional vehicles use energy.

• In order to maintain movement, vehicles must produce power at the wheels to

overcome:
a) aerodynamic drag
b) rolling resistance
c) resistive gravity forces associated with climbing a grade

• To accelerate, the vehicle must its inertia.

• The vehicle must provide power for accessories such as heating fan, lights, power
steering, and air conditioning.
• a vehicle will need to be capable of delivering power for acceleration with very little
delay when the driver depresses the accelerator, which may necessitate keeping the
power source in a standby (energy-using) mode.

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Energy Savings Potential of Hybrid Drivetrains
Regenerative braking
More efficient operation of the ICE, including reduction of idle.
Smaller ICE
Potential for higher weight
Electrical losses
i. powertrain 1 alone delivers power
HEV Configurations ii. powertrain 2 alone delivers power
iii. both powertrain 1 and 2 deliver power to
load at the same time
iv. powertrain 2 obtains power from load
(regenerative braking)
v. powertrain 2 obtains power from powertrain
1
vi. powertrain 2 obtains power from powertrain
1 and load at the same time
vii. powertrain 1 delivers power simultaneously
to load and to powertrain 2
viii. powertrain 1 delivers power to powertrain
2 and powertrain 2 delivers power ton load
ix. powertrain 1 delivers power to load and load
delivers power to powertrain 2.
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The load power of a vehicle varies randomly in actual operation due to frequent acceleration,
deceleration and climbing up and down the grades. The power requirement for a typical
driving scenario is shown

The load power can be decomposed into two parts:

I steady power, i.e. the power with a constant value

II . dynamic power, i.e. the power whose average value is zero

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Hybrid Powertrain Architecture
• Architecture: Defined by
 Position of electrical machine
 Type of connection with drive train: belt, integrated or gear mesh

• Types of hybrid powertrain architecture

P0
P1
P2
P3
P4

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The brief description of the electric machine connection points is done in the table below.

P0 The electric machine is connected with the internal combustion engine through a belt, on the front
end accessory drive (FEAD)

P1 The electric machine is connected directly with the crankshaft of the internal combustion engine

The electric machine is side-attached (through a belt) or integrated between the internal combustion
P2 engine and the transmission; the electric machine is decoupled from the ICE and it has the same speed
of the ICE (or multiple of it)

P3 The electric machine is connected through a gear mesh with the transmission; the electric machine is
decoupled from the ICE and it’s speed is a multiple of the wheel speed

P4 The electric machine is connected through a gear mesh on the rear axle of the vehicle; the electric
machine is decoupled form the ICE and it’s located in the rear axle drive or in the wheels hub

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Belt starter Generator Architecture P0
Electric machine is connected with the internal combustion engine through a belt

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The main characteristics of the BiSG MHEV architecture are summarized in the table below .
Maximum torque (at crankshaft): up to 50 Nm (with belt pulley ratio multiplication, e.g. 2.8)
Electric machine Maximum power: 12 … 14 kW
performance Continuous power: 2.5 … 3.5 kW
Efficiency: up to 85%
New European Driving Cycle (NEDC): 10 … 12 %
Fuel Efficiency
Worldwide harmonized Light vehicles Test Procedure (WLTP): 7 … 9 %

Idle Stop & Start

Moving Stop & Start
Engine load shift
Hybrid modes Torque assist (fill)
(functions) Torque boost
Sailing / Coasting
Energy recuperation
Brake regeneration

Low cost of integration

Air or liquid cooled electric machine
Integrated inverter (with electric machine)
Advantages Size modularity for the electric machine
Speed / torque ratio possible between electric machine and ICE results in lower Power demand from the
electric machine
Limited torque capacity due to belt drive
Disadvantages Energy recuperation affected by engine friction losses

Torque Boosting Capability: Medium (limited by belt slip, durability)

Electrical Energy Recuperation: Medium (due to engine losses)
Driveability Improvements: Medium (due to limited torque boost)
Overall characteristics
Electrical Creep / Drive: Not possible (due to limited torque and belt drive)
Packaging: Easy components integration with limited impact on other components
System Efficiency: Medium (mainly due to belt-drive integration on the FEAD)

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Crankshaft mounted electric machine(P1):

Electric machine directly connected to the crankshaft

Functions:
As a generator, during vehicle deceleration
As an engine starter, and
As a motor (to assist the engine) during vehicle accelerations

Advantages
Higher efficiency
The 12v starter can be removed

Limitations
Torque limited: by the size of machine
Limited recuperation : due to engine losses
High impact on existing architecture and vehicle cost

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For example, the main characteristics of the crankshaft-mounted electric machine for mild hybrid Honda Insight
2009 are summarized in the table below.

Maximum torque (at crankshaft): up to 34 Nm

Electric machine performance Maximum power: 10 kW
Efficiency: up to 94%

Idle Stop & Start

Moving Stop & Start
Engine load shift
Torque assist (fill)
Hybrid modes (functions) Torque boost
Sailing / Coasting
Energy recuperation
Brake regeneration

Higher efficiency
Advantages The 12V starter can be removed

Output torque limited by the size of the electric machine

Energy recuperation affected by engine friction losses
Disadvantages High impact on existing vehicle architecture
Higher overall cost of the electrical components
Air cooling not possible for the electric machine

Torque Boosting Capability: High (if electric machine is capable)

Electrical Energy Recuperation: Medium (due to engine losses)
Driveability Improvements: Medium (depending on the torque capability of the electric machine)
Overall characteristics
Electrical Creep / Drive: Possible (depending on the torque capability of the e-machine)
Packaging: Difficult components integration (powertrain specially designed for this architecture)
System Efficiency: High (no gear mesh or belt losses)

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P2 configuration:
• Electric machine is side attached(through a belt) or integrated between the ice and
transmission.

• Advantages:
Increased recuperation potential: no engine function
Additional hybrid functions: Electrical creep/drive, coasting Braking

• Disadvantage:
Higher integration cost

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P3 configuration:

Electric machine is side attached on the transmission, on the

output shaft

Advantages:
Highest energy recuperation potential
Full electric driving mode

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P4 configuration:
• Electric machine is mounted on rear axel drive or wheel hub

Advantages:
 Four wheel drive capability

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The main characteristics of P2, P3 and P4 mild hybrid architectures are summarized in the table below.

Electric Maximum torque (at crankshaft): up to 50 Nm

machine Maximum power: 21 kW
performance Efficiency: up to 95%
Fuel New European Driving Cycle (NEDC): 19 … 22 %
Efficiency Worldwide harmonized Light vehicles Test Procedure (WLTP): 14 … 16 %

Idle Stop & Start (if additional electric machine on engine side)
Moving Stop & Start (if additional electric machine on engine side)
Engine load shift (through the road)
Torque assist (fill)
Hybrid modes Torque boost
(functions) Sailing / Coasting
Energy recuperation
Brake regeneration
Electrical driving (creep)

Highest efficiency
Advantages Electric driving (creep)
Four/All Wheel Drive Mode (P4 architecture)

Requires an additional electric machine for engine Stop & Start

High impact on existing vehicle architecture
Disadvantages Higher overall cost of the electrical components
Air cooling not possible for the electric machine

Torque Boosting Capability: High (if electric machine is capable)

Electrical Energy Recuperation: High (not affected by engine losses, partly by transmission losses)
Overall Drivability Improvements: Medium (depending on the torque capability of the electric machine)
characteristics Electrical Creep / Drive: Possible (depending on the torque capability of the e-machine)
Packaging: Difficult components integration (powertrain specially designed for this architecture)
System Efficiency: High (only gear mesh losses)

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hybrid drivetrain concept can be implemented by different
configurations as follows:

• Series configuration
• Parallel configuration
• Series-parallel configuration
• Complex configuration

Series hybrid
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 advantages of series hybrid drivetrains are:

• mechanical decoupling between the ICE and driven wheels allows the IC engine operating at its very
narrow optimal region
• nearly ideal torque-speed characteristics of electric motor make multigear transmission unnecessary.
• Most efficient stop and go city driving.

 a series hybrid drivetrain has the following disadvantages:

• the energy is converted twice (mechanical to electrical and then to mechanical) and this reduces the
overall efficiency.
• Two electric machines are needed and a big traction motor is required because it is the only torque
source of the driven wheels.
• The ICE, the generator and electric motor are dimensioned to handle the full power of the vehicle.
There fore the total weight, cost and size of powertrain can be excessive.

 Applications
• The series hybrid drivetrain is used in heavy commercial vehicles, military vehicles and buses.
• Diesel electric locomotive
• Hydraulic earth moving machines
• Diesel electric power group

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Parallel configuration

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The advantages of the parallel hybrid drivetrain are:

• both engine and electric motor directly supply torques to the driven wheels and no energy form
conversion occurs, hence energy loss is less
• compactness due to no need of the generator and smaller traction motor.
• Total efficiency is higher during cruising and long distance highway driving.
• Larger flexii,ty to switch between electric and ICE power

The drawbacks of parallel hybrid drivetrains are:

• mechanical coupling between the engines and the driven wheels, thus the engine operating points
cannot be fixed in a narrow speed region.
• The mechanical configuration and the control strategy are complex compared to series hybrid
drivetrain.
• Complicated system.
• As ICE is not decoupled from wheels, battery cannot be charged at standstill
• Efficiency drops at low rotation speed.

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 Series-Parallel hybrid

Complex hybrid
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 Power Flow in HEVs

Power Flow Control

• 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

 Optimal ICE operating line

 Safe battery voltage

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Power Flow in HEVs

• Power Flow Control in Series Hybrid

• Power Flow Control in Parallel Hybrid
• Power Flow Control in Series-Parallel Hybrid

Power Flow Control Complex Hybrid Control

• Front hybrid rear electric

• Front electric and rear hybrid

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Power Flow Control in Series Hybrid

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Power Flow Control in Parallel Hybrid

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Power Flow Control Series-Parallel Hybrid

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The operating modes of EM dominated system are:

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Department of Mechanical Engineering, VIIT , Pune-48
Power Flow Control Complex Hybrid Control
The complex hybrid vehicle configurations are of two types:
• Front hybrid rear electric
• Front electric and rear hybrid
Mode 1: During startup (Figure 5a), the required traction
power is delivered by the EMs and the engine is in off mode.

Mode 2: During full throttle acceleration (Figure 5b), both

the ICE and the front wheel EM deliver the power to the
front wheel and the second EM delivers power to the rear
wheel.

Mode 3: During normal driving (Figure 5c), the ICE

delivers power to propel the front wheel and to drive the first
EM as a generator to charge the battery.

Mode 4: During driving at light load (Figure 5d) first EM

delivers the required traction power to the front wheel. The
second EM and the ICE are in off sate.

Mode 5: During braking or deceleration (Figure 5e), both

the front and rear wheel EMs act as generators to
simultaneously charge the battery.

Mode 6: A unique operating mode of complex hybrid

system is axial balancing. In this mode (Figure 5f) if the
front wheel slips, the front EM works as abgenerator to
absorb the change of ICE power. Through the battery, this
power difference is then used to drive the rear wheels to
achieve the axle balancing.

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front electric and rear hybrid

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Parallel Hybrid Electric Drive Trains

• In case of parallel hybrid drivetrains, the ICE and an electric motor (EM) supply the required traction power.
• The power from ICE and EM are added together by a mechanical coupler

the mechanical coupling is of two types:

• Torque coupling:
• Speed coupling:

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 The torque coupling, shown in Figure , is a two-degree-of-freedom mechanical device. Port 1 is a
unidirectional input and Port 2 and 3 are bi-directional input or output, but both are not input at the
same time. Here input means the energy flows into the device and output means the energy flows out
of the device.

port 1 is connected to the shaft of an

ICE directly or through a
mechanical transmission.

port 2 is connected to the shaft of an

electric motor directly or through a
mechanical transmission

a conceptual diagram of mechanical torque coupling

port 3 is connected to the driven
wheels through a mechanical
linkage

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 : a losses torque coupler in steady state, the power input is always equal to the
• For
power output from it. the power balance is

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A gearbox used in the vehicles is a typical example of torque couple. Some torque
coupler are shown in Figure x

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Speed Coupling

The Speed Coupler is a three port two-degree-of-freedom device. Port 1 is a unidirectional input and Port
2 and 3 are bi-directional input or output, but both are not input at the same time. Here input means the
energy flows into the device and output means the energy flows out of the device.

port 1 is connected to the shaft of an ICE directly or

through a mechanical transmission.

port 2 is connected to the shaft of an electric motor

directly or through a mechanical transmission

port 3 is connected to the driven wheels through a

mechanical linkage

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For a losses speed coupler in steady state, the power input is always equal to the power output from it.
For the speed coupler shown in Figure 4, the speed relation is

A typical speed coupler is the planetary gear (Figure 5). The planetary gear unit is a three port
device consisting of

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Department of Mechanical Engineering, VIIT , Pune-48
The equation 6 can also be expressed as

In the analysis of the planetary gears, rotation and torque in the anticlockwise direction is assumed to be
positive and in the clockwise direction is assumed to be negative. Using the power balance, the torque
acting on each gear is obtained as

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From Figure 5 it can be seen that hence If it is assumed that the
input torque is given to the sun gear and the output shaft is connected to the ring gear,
then from equation 10 and equation 11 it can be deduced that

• The output torque is increased by a factor and the direction of the output
torque is same as that of the input torque

• The output speed is reduced by a factor of and the direction of speed is

reversed with respect to the input speed

In Table 1 all the six possible scenarios of planetary gears are summarized.

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Department of Mechanical Engineering, VIIT , Pune-48
Parallel Hybrid Drive Train with Torque Coupling (Post-transmission)

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Parallel Hybrid Drive Train with Torque Coupling (Pre-transmission)

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Parallel Hybrid Drive Train with Speed Coupling

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 There are 5 different modes of operation possible for the configuration as shown
Hybrid traction:
The output torque and speed is give by

Engine alone traction:

The output torque and the speed is given by

Motor alone traction:

In this case lock 2 is engaged, the ICE is switched off,
the clutch is disengaged and the EM is controlled in
regenerating mode and the battery absorbs the kinetic
energy of the vehicle.

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Battery charging from the ICE: In this mode the locks 1 and 2 are released. The EM is
controlled to rotate in the opposite direction, i.e. the EM operates with positive torque
and negative speed and absorbs power from the engine and delivers it to the battery.

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 Complex Hybrid Drive Train Drivetrain

The main components of Prius drivetrain are

• Planetary gear unit: Used for speed coupling

• Fixed Axel Gear: Used for torque coupling

The various power sources of Prius drivetrain

are connected as

• The ICE is connected to the carrier gear of the

planetary
• A small EM (EM1) is connected to the sun gear
• The ring gear is connected to the driven wheels
through axel fixed gear unit (torque coupler)
• An EM (EM2) is also connected to the fixed angle
axel gear unit and forms the torque coupling
configuration.

The rotational speed of the ring gear is given

by

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The ICE is connected to the carrier gear and the EM1 is connected to the sun gear, the
equation 18 can be expressed as

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The various modes of operation are:

Mode 1: When the vehicle speed is low and the ICE speed is not so low then EM1 rotates
in the positive direction

Mode 2: At higher vehicle speed, while trying to maintain the engine speed below a given
speed, for high engine operating efficiency.

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DEFINITION OF HYBRIDNESS

The definition of hybridness, H, is

As an example of hybridness consider a light delivery van with the propulsion:

Diesel engine: 110 kW at 3000 rpm Electric motor: 23 kW; maximum torque 243 N-m at 500
rpm

As we will be seen, H = 17% is a mild hybrid.

H defines micro, mild, and full hybrids. The domain of the plug-in hybrid is defined by a
range of values of H.

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HYBRID DESIGN PHILOSOPHY

hybrid design philosophy has three parts:

• Operate electric motor first (less emissions/less fuel consumed).

• Add gasoline engine only when needed.
• Operate gas engine at the best rpm and throttle setting, that is, operate on minimum fuel
consumption line in engine map.

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HYBRIDNESS: PARALLEL HYBRID

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 HYBRIDNESS: SERIES, MIXED, AND RANGE EXTENDER (PLUG-IN) HYBRIDS

RANGE EXTENDER

The assumptions for the equations are as follows:

1. When it runs, the generator always runs at full

power.
2. Power to cruise, which depends on cruise speed, is
greater than the generator power.
3. Battery power supplements engine (generator)
power.
4. At the end of cruise at maximum range, R, the
battery is “dead” and the fuel tank is empty.

The symbols and equations are

where R0 is the range without engine/generator, R is

the range with engine/generator which extends range
and H is the hybridness factor. The increment in
range, ΔR, is defined by Equation

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The typical SOC versus Range curve for a range extender is shown in Figure. The
numerical values assumed for the curve shown in Figure are R0=240km, H=75% and
R=240km/0.75=320km

The gain in range is

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BATTERY POWER AND ELECTRIC MOTOR POWER

Battery size is determined by Battery energy = (power of

M/G)(run time)

For mild and full hybrids, as H increases, the battery

power and battery energy increase

For the plug-in hybrid, the M/G power no longer needs to

grow. The M/G has sufficient power to move the vehicle.
The battery power need not grow; however, battery energy
must grow to gain more range.

Battery E continues to increase while battery P remains

constant at a value equal to M/G power. In this region,
since M/G power is fixed, increases in H are due to
shrinking engine power compared to M/G power.

Batteries can be designed so that power remains

fixed while energy increases.

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 INTERPRETATION OF RAMPS

the capability of hybrids to exploit regenerative

braking.

For a mild hybrid, H = 15%, regenerative braking is possible but only about 38% of kinetic
energy can be recovered. The calculation is 15/40 = 38%, which is the height of the ramp at
H = 15%.

For a full hybrid, H = 50%, more than enough generating capability exists for regenerative
braking.

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TECHNIQUES TO ENHANCE HYBRID PERFORMANCE

• Start–Stop

• Damping Driveline Oscillations

• Vehicle Launch

• Regenerative Braking

• Motor Assist

• Electric-Only Propulsion

• Kilometer per liter gain

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MILD OR MICRO HYBRID FEATURES

• The M/G may be belt or chain driven.

• The M/G may be part of the flywheel. The M/G serves as the starter/alternator combined.

• Mild hybrids have limited regenerative braking.

• possible design features include fuel cutoff at deceleration, idle shutoff, and torque

converter lockup where applicable.

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 PLUG-IN HYBRID FEATURE

• plug-in hybrid include a large, heavy, expensive battery. The comparison with a full
hybrid is a battery of a few 45.36 kg instead of the typical 45.36 kg in a full hybrid.

• Additional equipment is needed to connect to external “wall plug” electrical source

for recharging.

• The plug-in will likely have small gasoline engine driven generator for on-board
charging; this engine separates the plug-in hybrid from the EV.

• To gain the benefits, the range of hybridness for a plug-in is 50% < H < 100% with H
likely to be closer to 100%.

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 ALL-WHEEL DRIVE HYBRID

The legacy design affects the loading for the

front and rear tires. With FWD, the front tires
have three loads:
 cornering
 braking or traction
 steering.

Tires have a load limit. Loads are additive. The

rear tires carry, at most, two loads:
 cornering
 braking or traction

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