Series

1. Battery7 mode: ICE is off and the vehicle is powered by battery only. (Operated as an EV, Silent
mobility)
2. Engine mode: Electric motors are powered by electrical power produced by the generator and ICE.
(Diesel electric)
3. Combined mode: Power to the electric motor is supplied by both the ICE/ generator system and
the battery. (High power demand loading)
4. Power split mode: Power produced by the ICE/ generator system is split between electric motor
and battery.
5. Stationary charging mode: Vehicle is parked and power produced by the ICE/ generator system is
used to charge the battery. (Generator mode)
6. Regenerative braking mode: Braking function for the vehicle is achieved by using the electric
motor as a generator. The generated energy is stored in the battery.

parallel
1. Electric motor mode: ICE is off and the electric motor propels the vehicle using energy from the
battery (Silent mobility).
2. Engine mode: Vehicle is propelled as a traditional ICE vehicle.
3. Combined mode: Vehicle is propelled by both ICE and electric motor.
4. Power split mode: Power delivered by the ICE is used to both propel the vehicle and charge the
batteries by using the electric motor as a generator.
5. Stationary charging mode: Vehicle is parked, and power produced by the ICE system is used to
charge the batteries by using the electric motor as a generator (Generator mode)
6. Regenerative braking mode: Vehicle braking is achieved by using the electric motor as a
generator. The generated energy is stored in a battery.

Figure 4.3

For the current military HEV demonstrators a series architecture, as shown in Figure 2.3, is the most
popular. The basic principle has been used for diesel-electric trains and ships for a number of years,
however, usually without an integrated energy storage system.
Using a series architecture there is no mechanical link between the ICE and the driven wheels. In case
of a wheeled vehicle, electric cables can be used to transfer power to electric motors located in (in-hub
electric motors) or close to the driven wheels. This offers flexibility in vehicle design. The extreme
modularity of the Rheinmetall Gefas concept, shown in Figure 2.4, is made possible by the non-
mechanical linkage. The Gefas has a generic propulsion/ axel module, which implies that the vehicle
can be configured as a 4x4, 6x6 or even 8x8.
Avoiding a complex and bulky mechanical drivetrain may also offer a number of other potential
advantages, such as increased available volume inside vehicle, reduced logistical footprint due to
fewer bulky spare parts and improved reliability.
Not having driveshafts can also potentially improve survivability, as driveshafts can potentially act as
projectiles in the event of a mine explosion underneath the vehicle [9]. The use of in-hub electric
motors also offers the possibility of several new suspension designs.
A number of the advantages of the series and parallel configurations are combined in the series-
parallel HEV. However, an additional electric motor/ generator is required, increasing the cost,
complexity and volume of the system.

Furthermore, the design flexibility offered by a true series configuration is not possible with a series-
parallel HEV, as a traditional mechanical driveline is still required.