Design Principle of parallel (Mechanical
Coupling) Hybrid Electric Drive Train
Huynh Quoc Viet
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
1. Construction of parallel HEV
Parallel hybrid
Advantage:
- High efficiency.
- Compact
Disadvantage:
- Engine operating points cannot
be fixed
- Complex structure and control
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
2. Drive Train Configurations with Torque Coupling
Two-shaft configuration
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
2. Drive Train Configurations with Torque Coupling
Pretransmission single-shaft torque
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
2. Drive Train Configurations with Torque Coupling
• Post-transmission single-shaft torque
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
2. Drive Train Configurations with Torque Coupling
• Separated axle torque
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
2. Drive Train Configurations with Speed Coupling
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
2. Drive Train Configuration with torque coupling
• Configuration of the parallel torque-coupling hybrid drive train
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
3. Control Strategies
Overall control scheme of the parallel torque-coupling hybrid drive train
- Satisfying the
performance
requirements
– Achieving high
efficiency
– Maintain SOC
– Recovering brake
energy as much as
possible
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
3.1. Max. SOC-of-PPS Control Strategy
Demonstration of various operating modes based on power demand
• Max. SOC-of-PPS
• Engine as primary energy source
• Charging PPS whenever the engine has
excess power. (SOC < SOCtop)
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
3.1. Max. SOC-of-PPS Control Strategy
• Motor-alone propelling mode:
Vh<Veb
• Hybrid propelling mode:
PL at point A
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
3.1. Max. SOC-of-PPS Control Strategy
• PPS charge mode:
PL at point B
• Engine-alone propelling mode:
PL at point B
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
3.1. Max. SOC-of-PPS Control Strategy
• Regenerative-alone brake mode:
PL at point C
• Hybrid braking mode:
PL at point D
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
3.1. Max. SOC-of-PPS Control Strategy
Flowchart of Max. SOC-of-PPS control strategy
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
3.2. Engine On–Off (Thermostat) Control Strategy
• Engine operates in its optimal region
• Electric motor is primary power source
• Engine energy that goes through the electric motor and the PPS is
also maximized. (more energy conversion loss)
• Electric motor have to meet the vehicle peaking power
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
3.3. Constrained Engine On–Off Control Strategy
Combine the engine on - off operation in
the Max. SOCof-PPS control strategy
SOC levels:
- Low
- Medium
- High
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
3.3. Constrained Engine On–Off Control Strategy
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
3.4. Fuzzy Logic Control Technique
• Input: SOC: high (H), medium (M), low (L)
• Output: Engine torque: high (H), medium (M), low (L), Zero (Z)
Motor torque:
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
Membership functions of Tct ,Te and SOC.
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
Parametric Design of a Drive Train
These parameters are:
Vehicle mass, M=1500 kg;
Rolling resistance coefficient, fr =0.01;
Air density, ρa=1.205 kg/m3
Front area, Af =2.0 m2
Aerodynamic drag coefficient, CD=0.3;
Radius of driven wheels, rd=0.2794 m;
Transmission efficiency from engine to drive wheels, ηt,e =0.9;
and transmission efficiency from motor to drive wheels, ηt,m =0.95.
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
Engine Power Design
As a requirement of normal highway driving at a constant speed
on a flat or a mild grade road, the power needed
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
Engine Power Design
- On a flat road, a speed
of 160 km/h needs a
power of 43 kW
- On a 5% grade road, the
vehicle can reach maximum
speeds of about 103 km/h
(fourth gear ) and 110 km/h
(third gear)
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
Engine Power Design
• The above-designed engine power should be evaluated
so that it meets the average power requirement while
driving in a stop-and-go pattern. In a drive cycle, the
average load power of a vehicle:
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
Engine Power Design
• The average power that the engine produces with full
throttle can be calculated by:
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
Transmission Design
• Multigear transmission can effectively increase the
tractive effort of driven wheels, from the engine
torque, especially at a low to medium speed range
The reduction of acceleration time and enhanced
gradeability.
Motor power rating can be reduced and
Enhanced engine torque for charging the PPS and
propelling the vehicle.
BUT It’s complex to drive train
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
Electric Motor Drive Power Design
• Major function of the electric motor is to supply peak
power to the drive train.
Design motor power capacity: acceleration performance
and peak load power.
• Motor and engine have maximum power relationship
with the vehicle speed.
• An effective approach:
- Make an estimate of the motor power capacity based
on the specified acceleration performance
- Complete the final design through iterative simulations
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
Electric Motor Drive Power Design
• Estimate of the motor power capacity based on
acceleration performance
• The steady-state load (rolling resistance and
aerodynamic drag) is handled by the engine and the
dynamic load (inertial load in acceleration) is handled by
the motor. Acceleration is directly related to the torque
output of an electric motor by:
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
Electric Motor Drive Power Design
• Estimate of the motor power capacity based on
acceleration performance
• The average remaining power of the engine, used to
accelerate the vehicle, can be expressed as
Pmotor= Pm - Pe,a
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
Electric Motor Drive Power Design
• Evaluate vehicle performance, mainly maximum speed,
gradeability, and acceleration from initial power ratings of
the engine, electric motor and transmission.
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
PPS Design
• Design for power capacity
• Design for energy capacity
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle
PPS Design
• During the acceleration period, the energies drawn
from the PPS and the engine can be calculated along
with the calculation of acceleration time and
distance by
• The energy capacity of the PPS can be obtained from
Faculty of vehicle and energy engineering
Hybrid Electric Vehicle