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Contents
Introduction. Architecture of Series Hybrid Electric Drive Train.

Design Principle of Series Hybrid Electric Drive Train :

Operating Modes Control Strategies

Design of Main Components.

Example.

Introduction

HYBRID ELECTRIC VEHICLE (HEV) is a type of hybrid vehicle and electric vehicle which combines a conventional internal combustion engine (ICE) propulsion system with an electric propulsion system. 1. Series Hybrid Electric Vehicle. 2. Parallel Hybrid Electric Vehicle.

HEV are of four type;-

3. SeriesParallel Hybrid Electric Vehicle.

4. Complex Hybrid Electric Vehicle. Series Hybrid Electrical Vehicle;Series connection between the components that define the energy flow routes and control parts.

Two electrical power sources feed a single electrical power

plant.

Architecture of Series Hybrid Electric Drive Train

Main components of SHEDT :1.Engine Unidirectional energy converter 2.Generator

3.Battery Bidirectional source

4.Motor Controller 5.Traction Motor

IC engine is coupled to electrical generator. Output of electrical generator is connected to a power DC

bus through rectifier.

Battery Pack is connected to power DC bus by means of

DC/DC converter.

Battery charger is provided to charge the batteries by wall

plug in from power grid.

Power bus is also connected to motor controller. Sensors and feedback control loop. Traction motor can be controlled as either motor
generator, and in forward or reverse motion.

or a

Advantages
No
mechanical connection between engine & driven wheels. Gives engine opportunity to operate with maximum efficiency. Mechanical decoupling of the engine from the driven wheels allow the use of high speed engines with fast dynamic response. Electric motors have a torquespeed profile that is very close to the ideal for traction, therefore the drivetrain may not need multigear transmission. Gives simplified structure with less cost. Two motors may be used, each powering a single wheel, and the mechanical differential can be removed.

Disadvantages
The
energy from the engine changes its form twice to reach its destinationdriven wheels (mechanical to electrical in the generator and electrical to mechanical in the traction motor). The inefficiencies of the generator and traction motor may cause significant losses.

The generator adds additional weight and cost. Because

the traction motor is the only power plant propelling the vehicle, it must be sized to produce enough power for optimal vehicle performance in terms of acceleration and gradeability.

Design Principle of SHEDT

The vehicle is propelled by a traction motor. The traction motor is powered by a battery pack and/or an
engine/generator unit.

The powers of both power sources are merged together in

a power electronics-based and controllable electrical coupling device.

Many operation modes are available to choose, according

to the power demands of the driver and the operation status of the drive train system.

Vehicle performance (in terms of acceleration, gradeability,

and maximum speed) is completely determined by the size and characteristics of the traction motor drive.

The

optimum performance of SHEDT depends upon Operating Mode & Control Strategy.

Operating Modes:-

Operating mode depends upon the driving condition and

wish of the driver.

The different operating modes are1. Hybrid traction mode 2. Peak power source-alone traction mode 3. Engine/generator-alone traction mode 4. PPS charging from the engine/generator 5. Regenerative braking mode

1.Hybrid traction mode:

When

a large amount of power is demanded both engine/generator and peaking power source (PPS) supply their powers to the electric motor drive. its optimal region for efficiency and emission .

In this case, the engine should be controlled to operate in

The PPS supplies the additional power to meet the traction

power demand.

This operation mode can be expressed as

Pdemand = Pe/g + Ppps

2.Peak power source-alone traction mode: The peak power source alone supplies its power to meet the power demand.

Pdemand = Ppps.
3.Engine/generator-alone traction mode: The engine/generator alone supplies its power to meet the power demand.

Pdemand = Pe/g.
4.PPS charging from the engine/generator: When the energy in the PPS decreases to a bottom line, the PPS must be charged. This can be done by regenerative braking or by the engine/generator.

The engine/generator power is divided into two parts: one

to propel the vehicle and the other to charge the PPS.

Pdemand = Pe/g + Ppps.

5.Regenerative braking mode:

When

the vehicle is braking, the traction motor can be used as a generator, converting part of the kinetic energy of the vehicle mass into electric energy to charge the PPS.

Control Strategies:-

A control

strategy is a control rule that is present in the vehicle controller and commands the operation of each component.

There are two types of control strategies1. Maximum state-of-charge of peaking power source (Max. SOC-of-PPS). 2. Engine turn-on and turn-off (engine on/off) or thermostat control strategy.

Max. SOC-of-PPS Control Strategy:-

The

target of this control strategy is to meet the power demand commanded by the driver and, at the same time, maintain the SOC of the PPS at its high level.

This control strategy is considered to be the proper design

for vehicles in which performance is the first concern, such as vehicles with frequent stopgo driving patterns and military vehicles in which carrying out their mission is the most important objective.

high SOC level in the PPS will guarantee the high performance of vehicles at any time.

Engine OnOff or Thermostat Control Strategy:-

In some driving conditions, such as driving a vehicle for a

long time (with a low load) on a highway at constant speed, the PPS can be easily charged to its full level.

The The

engine/generator is forced to operate with power output smaller than its optimum and the efficiency of the drive train is reduced. operation of the engine/generator is completely controlled by the SOC of the PPS. engine/generator is turned off and the vehicle is propelled only by the PPS.

When the SOC of the PPS reaches its present top line, the

On the other hand, when the SOC of the PPS reaches its
bottom line, the engine/generator is turned on. The PPS gets its charging from the engine/generator.

In this way, the engine can be always operated within its

optimal deficiency region.

Design of Main Components

Successful design of the drive train system means ensuring
the vehicle being capable of achieving the desired performance, such as acceleration, gradeability, high speed, and high operating efficiency.

The main components of SHEDT are1. Electrical Coupling Device 2. Traction Motor 3. Engine/Generator

4. PPS

1. Electrical Coupling Device:-

The electrical coupling device is the sole linkage point for

combining the three sources of powers engine/generator, PPS and traction motor. together:

The power (current) regulation is carried out based on the

proper control of the terminal voltages.

When ,
Rectified voltage of engine = Open circuit voltage of PPS Engine alone powers the vehicle.

When ,
Rectified voltage of engine < Open circuit voltage of PPS
PPS alone powers the vehicle.

2. Power Rating Design of the Traction Motor:-

Completely The

determined performance requirement, transmission characteristics.

by vehicle acceleration motor characteristics and

power rating of the motor drive can be estimated, according to the acceleration performance using the following equation

Pt = (M/2ta)( + )+(2/3)(Mgfr)+

(1/5)(aCDAf )

Where,

M is the total vehicle mass in kg, ta is the expected acceleration time in s, Vb is the vehicle speed in m/s, corresponding to the motorbased speed

Vf is the final speed of the vehicle during acceleration in m/s, g = 9.80 the gravity acceleration in m/s2, fr is the tire rolling resistance coefficient, a is the air density in 1.202 kg/m3, Af is the front area of the vehicle in m2, and CD is the aerodynamic drag coefficient.

3. Power Rating Design of the Engine/Generator:-

Engine/Generator is used to supply steady-state power in

order to prevent the PPS from being discharged completely.

In

the design of the engine/generator, two driving conditions should be considered:

1. Driving for a long time at constant speed, such as highway driving and off-road driving on a soft road, in this condition the vehicle should not rely on the PPS to support the operation at high speeds. 2. Driving with a frequent stopgo pattern, such as driving in cities, in this condition the engine/generator should produce sufficient power to maintain the energy store of the PPS at a certain level, so that enough power can be drawn to support vehicle acceleration and hill climbing.

At a constant speed and on a flat road, the power output

from the power source (engine/generator and/or the PPS) can be expressed as

Pe/g=(V/ 1000tm)(Mg fr+(1/2) aCDAfV^2)

*where
t and m are the efficiencies of transmission and traction motor, respectively.

4. Design of PPS:-

The PPS must be capable of delivering sufficient power to

the traction motor at any time. At the same time, the PPS must store sufficient energy to avoid failure of power delivery due to too-deep discharging. 1. Power Capacity of PPS:-

Total power of
Engine/generator & PPS

>=

Rated max. power

of electric motor.

Ppps + Pe/g >= (Pm,max/m)

2. Energy Capacity of PPS:-

The energy variation in the PPS can be expressed as

E = Ppps dt

Within [0 T]

Positive Ppps represents charging power. Negative Ppps represents discharging power. The Energy Capacity of PPS is given by

Ecap = Emax/(SOCtop SOCbott)

Chevrolet Volt

Specifications
Body style- 5 Door Hatchback Layout Front engine front wheel drive Engine 1398 cc DOHC Diesel Engine Electric Motor - One 111 KW (149 hp): One 55 KW (74 hp)
permanent magnet motor/generators

Battery 16 KWh lithium ion battery Fuel economy: 95 miles/gallon (40.3887 km/liter) city,
93 miles/gallon (39.5384 km/liter) highway,

98 miles/gallon (41.6641 km/liter) combined 38 mi. (61.1551 km) range.