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NPTEL – Electrical Engineering – Introduction to Hybrid and Electric Vehicles
Electrical losses. Although individual electric drivetrain components tend to
be quite efficient for one-way energy flows, in many hybrid configurations,
electricity flows back and forth through components in a way that leads to
cascading losses. Further, some of the components may be forced to operate
under conditions where they have reduced efficiency. For example, like ICEs,
most electric motors have lower efficiency at the low-speed, low-load
conditions often encountered in city driving. Without careful component
selection and a control strategy that minimizes electric losses, much of the
theoretical efficiency advantage often associated with an electric drivetrain
can be lost.
HEV Configurations
In Figure 2 the generic concept of a hybrid drivetrain and possible energy flow route
is shown. The various possible ways of combining the power flow to meet the driving
requirements are:
i. powertrain 1 alone delivers power
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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NPTEL – Electrical Engineering – Introduction to Hybrid and Electric Vehicles
Figure 2:Generic Hybrid Drivetrain [1]
The load power of a vehicle varies randomly in actual operation due to frequent
acceleration, deceleration and climbing up and down the grades. The power
requirement for a typical driving scenario is shown in Figure 3. 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
Power [kW] Power [kW] Power [kW]
Dynamic Power
Average power
Time [s] Time [s] Time [s]
Figure 3: Load power decomposition [1]
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NPTEL – Electrical Engineering – Introduction to Hybrid and Electric Vehicles
In HEV one powertrain favours steady state operation, such as an ICE or fuel cell.
The other powertrain in the HEV is used to supply the dynamic power. The total
energy output from the dynamic powertrain will be zero in the whole driving cycle.
Generally, electric motors are used to meet the dynamic power demand. This hybrid
drivetrain concept can be implemented by different configurations as follows:
Series configuration
Parallel configuration
Series-parallel configuration
Complex configuration
In Figure 4 the functional block diagrams of the various HEV configurations is
shown. From Figure 4 it can be observed that the key feature of:
series hybrid is to couple the ICE with the generator to produce electricity for
pure electric propulsion.
parallel hybrid is to couple both the ICE and electric motor with the
transmission via the same drive shaft to propel the vehicle
Fuel IC Fuel IC Mech.
tank engine tank engine coupler
Transmission
Transmission
Generator Generator
Power Power
Battery converter Electric converter Electric
Battery
(elec. motor (elec. motor
coupler) coupler)
Figure 4a: Series hybrid [1] Figure 4b: Series-Parallel hybrid [1]
Fuel IC Mech.
tank engine coupler
Fuel IC
Transmission
Transmission
tank engine
Mech. Power Motor/
coupler converter Generator
Power Electric
Battery converter motor
Battery
Power Electric
(elec.
converter motor
coupler)
Figure 4c: Parallel hybrid [1] Figure 4d: Complex hybrid [1]
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NPTEL – Electrical Engineering – Introduction to Hybrid and Electric Vehicles
Series Hybrid System:
In case of series hybrid system (Figure 4a) 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). The
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 as shown in Figure 5.
nearly ideal torque-speed characteristics of electric motor make multigear
transmission unnecessary.
However, 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 series hybrid drivetrain is used in heavy commercial vehicles, military vehicles
and buses. The reason is that large vehicles have enough space for the bulky
engine/generator system.
Fuel tank
Motor Speed
Vehicle Speed
Motor Traction Mech.
Engine Generator Rectifier motor Trans.
controller
Engine DC
Operating
DC
region
Battery
Engine Speed pack
Electrical
coupler
Battery Traction
charger
Battery charge
Figure 5: Detailed Configuration of Series Hybrid Vehicle [1]
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NPTEL – Electrical Engineering – Introduction to Hybrid and Electric Vehicles
Parallel Hybrid System:
The parallel HEV (Figure 4b) allows both ICE and electric motor (EM) to deliver
power to drive the wheels. Since both the ICE and EM are coupled to the drive shaft
of the wheels via two clutches, the propulsion power may be supplied by ICE alone,
by EM only or by both ICE and EM. The EM can be used as a generator to charge the
battery by regenerative braking or absorbing power from the ICE when its output is
greater than that required to drive the wheels. The advantages of the parallel hybrid
drivetrain are:
both engine and electric motor directly supply torques to the driven wheels
and no energy form conversion occurs, hence energy loss is less
compactness due to no need of the generator and smaller traction motor.
The drawbacks of parallel hybrid drivetrains are:
mechanical coupling between the engines and the driven wheels, thus the
engine operating points cannot be fixed in a narrow speed region.
The mechanical configuration and the control strategy are complex compared
to series hybrid drivetrain.
Due to its compact characteristics, small vehicles use parallel configuration. Most
passenger cars employ this configuration.
Series-Parallel System
In the series-parallel hybrid (Figure 4c), the configuration incorporates the features of
both the series and parallel HEVs. However, this configuration needs an additional
electric machine and a planetary gear unit making the control complex.
Complex Hybrid System
The complex hybrid system (Figure 4d) involves a complex configuration which
cannot be classified into the above three kinds. The complex hybrid is similar to the
series-parallel hybrid since the generator and electric motor is both electric machines.
However, the key difference is due to the bi-directional power flow of the electric
motor in complex hybrid and the unidirectional power flow of the generator in the
series-parallel hybrid. The major disadvantage of complex hybrid is higher
complexity.
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