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Design of Series Hybrid Electric Vehicles

Conference Paper · October 2012

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 Design of Series Hybrid Electric Vehicles
Madhwi Kumari1, P. R. Thakura2 , D.R. Badodkar3
Electrical engg Dept, LTCoE navi Mumbai India, Dept of EEE,BIT Mesra,India, BARC Mumbai, India
madhwikmr@rediffmail.com, Pthakura@bitmesra.in, dbadodkar@gmail.com
Abstract-- Most of the gains in worldwide oil use occur in the
transportation sector. Improving the fuel economy of vehicles
has a crucial impact on oil supply. So far, the most promising
technologies are the Hybrid vehicles and fuel cell vehicles. Recent
researches in Hybrid electric vehicles are directed towards
developing the energy efficient and cost effective propulsion
system. But the performance of automobiles depends not only on
the vehicle drive train alone, but also on driving patterns such as
journey type, driving behavior, etc. Moreover while designing an
HEV configuration, the commonly constraints imposed on
optimizing critical component selection are: vehicle range,
acceleration, maximum speed, and road grades. All these factors
are directly related to diving pattern. This paper is an attempt to
look into the various factors affecting design of series Hybrid
Electric Vehicle on a typical drive cycle.
Keyword-- Hybrid Electric Vehicle(HEV), Internal Combustion
Engine(ICE),Peaking Power Source(PPS), Drive cycle,
Transmission Gear.
I. INTRODUCTION
Recent researches in Hybrid electric vehicles are directed
towards developing the energy efficient and cost effective
propulsion system. But the performance of automobiles
depends not only on the vehicle drive train alone, but also on
driving patterns such as journey type, driving behavior, etc.
Moreover while designing an HEV configuration, the
commonly constraints imposed on optimizing critical
component selection are: vehicle range, acceleration,
maximum speed, and road grades. All these factors are
directly related to diving pattern.
The specifications required concerning HEV design might be
divided into two categories. The first is user-governed
specification, which depends mostly on consumers demand
such as acceleration performance, maximum speed and fuel
economy. This category of specification dictates the sizing of
the vehicle components such as electric motor (EM), internal
combustion engine (ICE) and transmission system. The
second category of specification is based on ecological issues
vehicle emissions. The environment safe keeping
organizations such as Environment protection Agency and
California Air regularity board in the US provide some
regulations to the automotive engineers concerning ICE
1
exhausts. The EM-ICE control strategies developed by HEV
designers should maintain vehicle emission within the
regulation limits. For charge sustainable HEVs, the control
mechanism should also take care of recharging the battery
pack. The control strategy is the software of the HEVs.
Traditionally, HEVs were classified into two basic types:
series and parallel. In 2000, some newly introduced HEVs
could not be classified into these kinds. Therefore, HEVs are
now classified into four kinds:
1. Series hybrid
2. Parallel hybrid
3. Series parallel hybrid
4. Complex hybrid
II. OPERATING MODES OF SERIES HEV DRIVE
TRAIN
In series hybrid drive trains, the engine/generator system is
mechanically decoupled from the driven wheels. Generally
the engine should be operated in such a way that it always
operates in its optimal operating region where fuel
consumption and emission of the engine are minimized. The
operation largely depends on the operating mode and control
strategies of the drive train. The drive train has several
operating modes that depend on the driving condition and
driver choice. These are
1. Hybrid traction mode: When a large amount of
power is required e.g. going up on hill or applying break to
speeding vehicle, both engine/ generator supply their power
to the traction motor. In this case the engine should be
operated to its optimal position and the of power is supplied
by the PPS( peaking power source i.e. battery)
The operation can be expressed as
Pdemand = PPPS + Pe/g
Where is the power demanded by the driver,
is the engine generator power, and is the battery
power.
2. Peak power source alone traction mode: In this
operating mode, the peak power source alone supplies its
power to meet the power demand, that is
 A. Power Rating design of Traction motor

In an HEV, the electric motor is used to supply the dynamic

3 Engine/Generator alone Traction mode: In this
power requirement of the vehicle. The power rating of the
operating mode, the engine/generator alone supplies its
traction motor in series HEV is completely determined by
power to meet the power demand
vehicle acceleration requirements, motor characteristics and
4 PPS charging from Engine/Generator: When the
transmission characteristic. At the beginning the power rating
energy in the PPS decreases to a bottom line, the PPS must
of the motor can be estimated according to the acceleration
be charged. This can be done by regenerative breaking or by
performance and the time to accelerate the vehicle from zero
engine/generator. In this case the engine power is divided
speed to specified speed by using the equation
into two parts one is used to propel the vehicle and the other
is used to charge the PPS. That is,

This mode is only effective when the power of the engine/

generator is greater than the load power demand
Regenerative breaking 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
III. CONTROL STRATEGIES
The control is preset in the vehicle controller and
commands the operating of each component. The controller
receives operation command from the driver and the
feedback from the driver train and all the components, and
then makes the decision to use proper operation modes.
Typical control strategies are
1. Max. SOC-of-PPS control
2. Engine turn-off and turn-on control
A. Max. Soc-Of-PPS Control:
In this control strategy the power demanded by the driver
is supplied by the drive train power system keeping the PPS
SOC at high level.
B. Engine Turn-Off And Turn-On Control
The SOC of the PPS is maintained at a high level. In this
scheme when the SOC of PPS reaches its preset top line, the
engine/generator is turned off and the vehicle is propelled by
the PPS alone. 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 engine/generator.
IV. SIZING OF THE MAJOR COMPONENTS
The major components in series HEV are traction motor,
engine/generator and PPS. The design constraint must be
considered while designing these components are
acceleration performance, high and urban driving, and
energy balance in PPS.
Where is the total mass of the vehicle in Kg, is the
expected acceleration time in sec, is the final speed of the
vehicle in m/s, is the vehicle base speed in m/s, g is the
gravity acceleration 9.8 m/s2 , is the tire rolling resistance
coefficient, is the air density in 1.202 kg/m3, is the
frontal area of the vehicle in m2, and is the aerodynamic
drag coefficient.
The first term in the above equation is the power required to
accelerate the vehicle and the remaining two terms are for the
power required to overcome the resistive forces on the road.
B. Power Rating Design Of The Engine /Generator
The engine/generator in a series hybrid drive train 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 condition should be considered:
driving for a long time with constant speed such as highway
driving between cities, and driving with a frequent stop-go
driving pattern in cities. At a constant speed and on a flat
road, the power output from the power source can beexpressed
as expressed
Where and are the efficiency of transmission and
traction motor, respectively.
When the vehicle is driving in a stop and go pattern in urban
areas, the power that the engine/generator produces should be
equal to or slightly greater than the average load power in
order to maintain balanced PPS energy storage. The average
load power can be expressed as

2
Where δ is the vehicle mass factor and dV/dt is the is the maximum speed of ICE or EM in rpm, r is the
acceleration of the vehicle. The first term in the above wheel radius in meters and is maximum vehicle speed
equation is the average power that is consumed to overcome
in m/s.
the tire rolling resistance and aerodynamic drag. The second
term in the equation is the average power consumed in
acceleration and deceleration. When the vehicle has the ability
to recover all of its kinetic energy of the vehicle, the average
power consumed in acceleration and deceleration is zero. V. DESIGN EXAMPLE FOR A TYPICAL SERIES
HEV
C. Design of PPS
By using the proposed design methodology, a series HEV is
The PPS must be capable of delivering sufficient power to the implemented. The parameters of the desired vehicle are given
traction motor at any time. At the same time the PPS must in the table below
store sufficient energy to avoid failure of power delivery due
to too deep discharging. TABLE I Parameters of the Desired HEV
D. Power capacity of PPS
Vehicle Driving Performance
The power capacity of the PPS can be expressed as MSpecification
1300 Kg Acceleration time 0-100 Km/h in
fr 0.012 13 sec
CD 0.4 Vmax in flat road 180 Km/h
Af 2.5 m2
Rw 0.3 m Vmax in 5% incline 100 Km/h
Where is the maximum rated power of the motor, ηt 0.9
is the efficiency of the motor, and is the power of ηm 0.95 Regenerative 30%
engine/generator system. power

E. Energy capacity of PPS

In order to properly determine the energy capacity of the PPS,

the energy change in the PPS in some typical drive cycles
must be known. The energy changes in the PPS can be

expressed as
Where is the power of the PPS. Positive
charging power and negative represents discharging
power. The whole energy capacity of the peaking power
source can be calculated using following equation
F. Gear Ratio Design
The drive cycle
represent
A. Engine Power Design:
The engine is required to supply the steady state power
requirements. So the required power can be calculated for
different steady driving. Using the above mentioned formula
for the design of power rating of engine/generator for the
series hybrid vehicle will be 40.057 KW. But the actual power
rating of the engine can be calculated only after the traction
motor power rating design.

B. Traction Motor design:

Above equation can be used to obtain the gear ratio between

the driving units with drive wheel: Where, is the gear ratio,

3
Using the above mentioned formula for the power rating of
traction motor, the power drawn by the vehicle. The
maximum power required from the traction motor is 49.753
KW. So the rating of traction motor must not be less than
49.753 KW. In this case overall power of the train is
49.75+40.057=89.807 KW. The maximum power required by
the vehicle for 180 km/h speed is 93.0046 KW, which is
greater than the maximum power. So the power of the engine
can be changed to 44KW
C. Engine and Motor transmission Gear ratio
Vmax is 180km/h which leads to nmax =12465 rpm. If we
consider an engine with 44 KW @ 4500rpm, we have it,ICE=
2.827 for engine. Also if a traction motor with maximum
speed equal to 4 times of its base speed can be used such as a
50 KW, BLDC motor of UQM Ltd with 2000/8000 then
it,EM=5.0265 can be obtained for motor gear ratio.
D. Generator Power sizing
To determine the generator power, corresponding to the given
driving cycle the required power for the optimization of
engine should be calculated.
E. Design of PPS:
Using the formula mentioned for Ppps design and maximum
motor power to be 49.753 KW and the traction motor
efficiency of 95%
Ppps =12.096 KW
[ Pm= 49.753, Pe/g= 40.157KW, ηm= 95%]
F. Energy capacity of PPS
The maximum power required by the PPS during the given
cycle is when the vehicle accelerate from 0 to 100 Km/h speed
in 13 sec. so minimum energy capacity of the PPS is given as
Epps= 12.096 * (13/60) = 2.6208 KW h
Considering the battery voltage to be 24 volts the Amp hour
rating of the PPS will be 109.2 AH
VI. CONCLUSION
In this paper design methodology for the drive train of a series
HEV was explained. It was founded that the motor is
oversized the engine. Generator sizing was based on the
optimization of engine performance. Engine optimization
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increases or decreases the engine output power to shift its
operation point to corresponding optimum operation point in
desired vehicle’s speed. Also in HEV application, the batteries
act more as a power source rather than as an energy source. So
the batteries weight decreases significantly. Hence in battery
selection and development for HEV, the first consideration is
to enhance the specific power rather than specific energy. The
hybridized battery, ultra capacitor energy storage system can
result in a light weight package. The given driving cycle was
highway driving, where the vehicle speed is more stable. For
other real and complex driving cycle, changes are required.
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