ELEC 439/6471

Hybrid Electric Vehicle Power Systems Design & Control

Lecture 2
Hybrid Electric Vehicle Architectures and Design
 Goals :

Understanding :

1) The electrification architecture of common vehicles

2) Operating principle of key components in HEV/BEV

3) Operating modes of vehicle architectures and their merits

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 Types of Hybrid Vehicles

• Mini/Micro Hybrids (2-5 kW motor)

Chevy Malibu Hybrid and Smart Fortwo

 Mild hybrid (10-20 kW motor)

Honda Civic Hybrid

 Full hybrid (30-110 kW motor)

Ford Escape Hybrid and Toyota Prius

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 1) Hybrid Electric Vehicle (HEV) Technology
Better GHG emission, efficiency and fuel economy. It is powered by an
internal combustion engine (ICE) and an electric propulsion system that
uses energy stored in a battery pack.
It is consisting of five major components which include:
1) Internal Combustion Engine; 2) Electric motor and generator ; 3) Battery
pack/supercapacitor; 4) Power Electronics and Control Unit; 5) Hybrid drivetrain.

Note： for PHEV, a connectivity to the grid is required

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 2) Drivetrain Vs Powertrain
The Drivetrain : is what gives the power to move the wheels of vehicles. Key
components are transmission, axles, driveshaft, differential, constant velocity (CV) Joint.
The powertrain : is the drivetrain plus the engine.

Source: https://drivesmartwarranty.com/car-center/resources/extended-warranty/drivetrain

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 3) Type of drivetrain
Type of drivetrain: Front-Wheel Drivetrains (FWD), Rear-Wheel Drivetrains (RWD),
Four-Wheel Drivetrains (4WD), and All-Wheel Drivetrains (AWD).

Identify each drivetrain

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 4) Vehicle architecture (EV/HEV/PHEV)
the placement of different powertrain components in the EVs and hybrid
vehicles with respect to each other.
Name the following vehicle architecture

Series architecture Parallel-architecture (post-transmission)

Series/parallel (split power) Architecture

Source : Meisel, Jerome et al. “Evaluation of the Through-the-Road Architecture for Plug-In Hybrid Electric Vehicle
Powertrains.” 2013 IEEE International Electric Vehicle Conference (IEVC) (2013): 1-5.

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 5) ECU Vs VCU (HEV/PHEV)
Electronic Control Unit (ECU): is an embedded system in automotive electronics that
controls one or more of the electrical systems or subsystems in a car.

Vehicle Control Unit (VCU): is a central control unit and coordination hub of many
subsystems’ ECUs using high level of command.

Inputs :
- Throttle control
- Brakes

ECUs ECUs
Power Control : Drivetrain control :
Battery System VCU Motor controller Engine
Changing system control

User outputs :
- Indicators
- Infotainment

An energy management algorithm is implemented in the VCU. It receives the driver acceleration
and brake commands and then calculates the total torque required from the hybrid powertrain to
meet the driver demand.

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 6) DC Vs AC Motors
Direct Current (DC) Motors: are not widely used in HEV/PHEV/EV because of their
disadvantages which include : Large size, low efficiency; frequent maintenance due to
the brush collector structure and limited speed.
Alternative Current (AC) Motors: are more efficient, lighter, simpler and more reliable
than DC motors. Induction machines (IMs) and Permanent Magnet Synchronous
Machines (PMSM) are dominantly used in HEV/PHEV/EV applications.
EV motor should meet the following : High efficiency ; High instant power; Fast
torque response; High power density ; Low cost ; Fast acceleration.
Table of comparison
Characteristics Motor type
DC IM PMSM/IPM/SPMSM SRM

Power density Low Medium Very high Medium

Efficiency Low Medium Very high Medium

Controllability Very high Very high High Medium

Reliability Medium Very high High Very high

Technological Very high Very high High High

maturity

Cost Low Very low High Low

https://www.engineering.com/story/the-many-types-of-ev-motors
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 7) Power Control Unit (PCU)
It is the Power Electronics Converter Unit that manages the flow of electrical power
between the vehicle’s battery pack and the various electrical systems, such as the
motor. The PCU converts electricity from one form to another. For example, AC to DC;
DC to AC; AC to AC and DC to DC.

https://diyguru.org/resources/article/electric-power-control-unit/

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 7) Power Control Unit

https://www.powerelectronicsnews.com/driving-advanced-performance-solutions-for-evs/

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 Hybrid Electric Vehicle Technology

• Hybrid vehicles offer an environment-friendly, more sustainable

solution

• Integrates an electric motor with a gasoline- or diesel-fueled ICE

• Optimized operation of the ICE and regenerative braking

• Main design areas of interest are:

• Drivetrain architecture
• Energy management system
• Battery technology
• Motor drive
• Battery charging

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Area #1: Vehicle (drivetrain) architecture. It consists of evaluating and
selecting a specific vehicle architecture with respect to the target application.

1. Series : The ICE is not mechanically connected to the wheels, thus the
ICE speed is decoupled from the vehicle speed, allowing the ICE to
operate at a controlled high-efficiency state with reduced transient
operation.

2. Parallel : allows the HEV to be propelled by the ICE through a multi-

gear-ratio transmission, with the electric drive providing parallel,
simultaneous driving torques.

3. Split Power (series/parallel): decouples the ICE speed from the vehicle
speed. It requires two electric machines as in series configuration and a
planetary gear to couple the ICE and electric machines to output the power
to propel the vehicle.
Area #2: Energy Management System (EMS). consists in deciding the
amount of power delivered at each instant by the energy sources present in
the vehicle while meeting several constraints. The study aims to develop and
evaluate a control algorithm that efficiently uses the energy source and
reduces the consumption of fuel.

Two-layer control architecture

Area #3: Battery technology. It refers to electrochemical techniques that
enable the storage and generation of electricity. The study in our case will not
focus on battery cell chemistry but instead on the design steps required to
develop a battery pack for HEV/PHEV/EV applications.
Area #4: Electric Motor Drive technology. It enables the generation of
propulsion power (driving mode) and the production of electricity (regenerative
mode) through electromechanical conversion.
This area includes Analysis/design/sizing of the electric machine and its
power controller (Power Electronics and Control) for automotive applications.

Cascadia Rinehart PM150DX/DZ

150KW AC Motor Controller
AM Racing AMR 250-90 Single AC PM150DX - 450Arms continuous, 160 - 360VDC
Motor - Liquid Cooled, Permanent PM150DZ - 250Arms continuous, 300 - 720VDC
Magnet - Remy Cartridge

Integrated Sensors: Encoder, temperature

Peak Torque: 280 Lb Ft Peak (w/150kW controller)
Peak Power: 210 HP Peak (w/150kW controller)
Max RPM: 10,000
Area #5: EV charging. An EV charger is a power supply device that supplies
electrical power for recharging plug-in electrified vehicles

Key Components
1. Transformers & Filters for AC Power Quality
2. Electrical Disconnects (breaker, switchgear)
3. Power Conversion modules
4. Energy Measurement
5. DC Residual Current Devices (RCD )
6. DC Contactors and Relays
7. Voltage sensors
8. Current Measurement (shunt resistor or hall
effects)
9. EMC and EMI reduction
10. High Voltage DC Power Connectors
11. Terminal Blocks (Ring Lug and Stud Connection)
12. Cable Seals and Venting
13. Communication Gateways and Ethernet
14. Power Electronics Cooling Technology
Operation of Two Powertrains for Propulsion of HEV

• Powertrain 1 alone delivers its power to

the load
• Powertrain 2 alone delivers its power to
the load
• Both powertrains 1 and 2 deliver their
power to the load simultaneously
• Powertrain 2 obtains power from the
load (regenerative braking)
• Powertrain 2 obtains power from
powertrain 1
• Powertrain 2 obtains power from
powertrain 1 and the load
Conceptual illustration of hybrid drivetrain simultaneously
• Powertrain 1 delivers power to the load
and to powertrain 2 simultaneously

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Classification of HEV based on Architecture and
Power flow
Series Parallel

Series-parallel Complex

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 Operation Modes of a Series Drivetrain architecture

1. Battery alone mode: The engine is

turned off and the vehicle is propelled
only from the batteries.
2. Engine alone mode: The vehicle
traction power comes only from the
engine–generator, while the batteries
neither supply nor accept any power
from the drive train. The electric
machines serve as an electric
transmission from the engine to the
driven wheels.

3. Combined mode: Both the engine–generator and the batteries

power the electric motor together
4. Power split mode: The engine–generator supplies power to
charge the batteries and to propel the vehicle simultaneously. The
engine–generator power is split.

5. Regenerative braking mode: The engine–generator is turned off and the traction
motor is operated as a generator powered by the vehicle kinetic or potential energy. The
power generated is charged to the batteries and reused in later propelling.
6. Stationary charging mode: The traction motor receives no power and the engine–
generator is operated only to charge the batteries when the vehicle is stationary.
7. Hybrid battery charging mode: Both the engine–generator and the traction motor
operate as generators in braking to charge the batteries. 20
Advantages and Disadvantages of Series Architecture
Advantages–
• There is no mechanical connection between the engine and the wheels.
Hence, the engine can be potentially operated at any point on its speed–
torque (power) map which can be its maximum efficiency region.
• Since the electric motor can provide traction characteristics, the drivetrain
may not need multi-gear transmission. Therefore, the structure of the drive
train can be greatly simplified and is of less cost.
• Multiple motors may be used, each powering a single wheel, and the
mechanical differential can be removed. In such a configuration, the speed
and torque of each wheel can be independently controlled and the
drivability of the vehicle can be significantly enhanced.
• The control strategy of the drivetrain may be simple, compared to other
configurations, because of its fully mechanical decoupling between the
engine and wheels.

Disadvantages–
• The energy from the engine changes its form twice to reach its
destination—driven wheels. The inefficiencies of the generator and traction
motor may cause conversion 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 performance.
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Operation Modes of a Parallel Drivetrain architecture

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Advantages and Disadvantages of Parallel Architecture

Advantages–
• Both the engine and the electric motor directly supply torques
to the driven wheels and no energy form conversion occurs,
thus the energy loss may be less
• It is compact because there is no need for an additional
generator and the traction motor is smaller than in series.

Disadvantages–
• Engine operating points cannot be fixed in a narrow speed and
torque region due to the mechanical coupling between the
engine and the driven wheels
• Another disadvantage may be the complex structure and control

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 Drivetrain architecture – series-parallel

All the possible operating modes

mentioned in the series and
Parallel hybrid drive train are
available here

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 Efficiency Paths of a Hybrid Powertrain

• During engine only operation the efficiency path follows the

upper path.
• When electric only mode is active the efficiency path takes right
hand portion of the lower path.
• In hybrid mode the efficiency path takes the full lower path.

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Conventional EV Architecture

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An Example of Conventional EV Powertrain

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 Energy Flow in a Battery Electric Vehicle

The vehicle gains its energy either from the charging station or
from on-board regeneration technique.

Source available from: https://www.researchgate.net/figure/Energy-Flow-of-the-Electric-Vehicle-5_fig2_234840598 [accessed 13 Jan, 2022] 28

Direct-Drive EV Architectures

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Merits and Demerits of Direct-Drive EV and
Conventional EV Architectures

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Next topic: Vehicle Dynamics Modeling and Simulation

Total tractive force

Total resistance force

𝑑𝑑𝑉𝑉
Σ𝐹𝐹𝑡𝑡 − Σ𝐹𝐹𝑟𝑟 𝑡𝑡 = 𝛿𝛿𝑀𝑀
𝑑𝑑

Linear acceleration

Vehicle mass
multiplied by
mass factor 𝛿𝛿 that
represents the
effect of rotating
masses