HYBRID ELECTRIC VEHICLE

CHAPTER 1
INTRODUCTION

A hybrid vehicle combines any two power (energy) sources. Possible

combinations include diesel/electric, gasoline/fly wheel, and fuel cell (FC)/battery.
Typically, one energy source is storage, and the other is conversion of a fuel to
energy. The combination of two power sources may support two separate propulsion
systems. Thus, to be a True hybrid, the vehicle must have at least two modes of
propulsion Figure 1.1. For example, a truck that uses a diesel to drive a generator,
which in turn drives several electrical motors for all-wheel drive, is not a hybrid. But
if the truck has electrical energy storage to provide a second mode, which is electrical
assists, then it is a hybrid Vehicle. These two power sources may be paired in series,
meaning that the gas engine charges the batteries of an electric motor that powers the
car, or in parallel, with both mechanisms driving the car directly.

Fig. 1.1: Components of Hybrid Vehicle that Combines with Pure Electrical.

DEPARTMENT OF MECHANICAL ENGINEERING 1

 Fig. 1.2: History of Hybrid Electric Vehicles.

Given its importance in current and future emission scenarios and its near-complete
dependency on fossil fuels, innovations in road transport - and particularly vehicle
technology - are receiving a lot of attention from decision makers and consumers searching
for more efficient mobility. This is true in both developed and developing countries.

Hybrid electric vehicle (HEV) technology and its various applications, the subject of this
paper, have made significant market gains in recent years and form an important part of the
fuel economy equation. Initially only introduced in North American, European and Japanese
markets in the mid 1990’s, HEVs are now starting to gain markets in developing and
transitional countries, include in China and Brazil. The export and import of second-hand
vehicles also ensure that new markets are gaining exposure to hybrids. Hybrid electric
vehicle technology is already mature enough for large scale deployment worldwide today;
however, cost, limited production capacity, and various market barriers hinder their wide
scale
 CHAPTER 2
HYBRID ELECTRICAL VEHICLE

2.1 BASIC BLOCK DIAGRAM OF HEV:

Fig. 2.1: Basic Block Diagram of HEV

2.2 HARNESS (Internal Connection):

Fig. 2.2: Internal Connection of HEV

2.3 Electric Vehicle Supply Equipment & Chargers:

EVSE (Electric Vehicle Supply Equipment) commonly called a charging

station which are built as per EV charging standard for electrical safety primarily to
user and then vehicle and power grid. Generally, they are classified as Level 1(120v)
or Level 2(240v) standard home charging station will provide AC power to the
vehicle for charging. The vehicle converts this AC power to DC power and uses to
recharge battery. The actual charger is on-board the vehicle. Once connected to the
vehicle, the station informs whether the power available and at what level the power
is. Then the vehicle initiates and take full control of power transfer. If an electric fault
occurs the station stop power transfer immediately.
 CHAPTER 3
HEV TECHNICAL CONSIDERATIONS
In general, HEVs outperform conventional vehicles in terms of fuel consumption and
pollutant emissions. However, the degree of HEV performance and cost savings
achieved largely depend on its application (including the types of trips), the level of
available technical service and maintenance, fuel price, and the availability of optimal
fuel quality.

3.1Basics of HEV technology

A conventional vehicle has a mechanical drive train that includes the fuel tank, the
combustion engine, the gear box, and the transmission to the wheels. A HEV has two
drive trains - one mechanical and one electric. The electric drive train includes a battery,
an electric motor, and power electronics for control. In principle, these two drive trains
can be connected with each other, sharing some components such as the transmission
and gear box. The ‘hybrid’ denotation refers to t h e fact that both electricity and
conventional fuel can be used. Current hybrid models all use gear boxes, but in the
future a single one-gear transmission might be a reality for series hybrid configurations as
the electric drive train can handle a wide variety of speeds and loads without losing
efficiency. This is already used in Brazilian HEV buses.

3.2Degrees of Hybridization

A petrol engine in a conventional car has an average engine efficiency 20 of 17%-20%

under n o r m a l driving conditions. Most of the energy in the fuel is lost as heat and a
smaller part as engine friction. However, of the remaining energy out from the engine
approximately 10%-12% is lost

during idling and another 20%-30% is ‘lost’ when braking. In conclusion, only 12%-
14% of the energy supplied as fuel is actually used to move the car forward.
Plug-in hybrid electric vehicles
By enabling, enlarging the battery pack and recharging it with energy from a conventional
wall plug, vehicle fuel consumption will be reduced dramatically as it is partly exchanged
with the consumption of electricity. As a result, the fuel reduction depends strongly on the
distance driven after every recharge and on the capacity of the batteries installed. At the
time of writing, PHEVs are still in the testing phase. The announced PHEV prototypes will
have a battery-only range between30-60 km. For many users this will be sufficient for a
large share of the daily distance traveled.
3.3Technical Constraints

In order to drive HEVs in developing countries, some basic technical and service
requirements must be met, e.g. requirements for fuel and battery quality and technical
support infrastructure.

3.4 Fuel quality requirements

As explained in section 2.2, both conventional vehicles and HEVs with catalytic converters
can be used with high Sulphur petrol fuel as long as the fuel is unleaded. However,
emission reduction technologies have a better efficiency with low and ultra-low Sulphur
fuels. The only technical requirement is unleaded fuel in order to ensure proper function of
the catalytic converter.
This is very promising for the introduction of HEVs to developing countries, as unleaded
petrol fuel is available in most countries. Since fuel requirements set by car importers and
car manufacturers can differ from region to region, one should check the requirements set
by them to ensure the vehicle warrantee is maintained. If modern emission control
technologies are used, e.g. NOx traps or Diesel Oxidation Catalyst, low Sulphur fuels
(500 ppm or less) will be required.
3.5 Battery requirements

Since hybrid technology is relatively new, at least compared to the conventional drive train
invented over 100 years ago, there have been reasonable concerns around technical failures
when adopting this technology. The highest uncertainty remains around the battery lifetime,
the cost of replacement, and the maintenance of advanced electronics. In terms of HEV
production and scrappage, including battery packs, a life cycle approach should be used.
Battery power – Until the late 1990s battery development was driven by the need for
battery powered electric vehicles and thus aimed for high energy density (low weight per
energy storage capacity; kWh/kg). With the launch of the first HEVs the focus shifted
toward developing batteries suitable for hybrid applications instead, i.e. focusing on high
power density (low weight per power discharge ability y; kW/kg). The first generation
HEVs were sluggish since the battery development had not aimed for high specific power,
i.e. they could not discharge energy quickly enough. This has been partly rectified by the
development of improved battery types: nickel/metal hydride and lithium- ion batteries.
Current HEV batteries provide the vehicle with ample power for driving but development is
still ongoing, focusing on cost reduction and extending the lifetime
 CHAPTER 4
WORKING OF HEVS

Everyone loves cars, they're convenient, get you quickly from one place to another.
Everyone hates pollution, it makes plants and animals and happy pristine environments
unhappy. The H.E.V. is a compromise. Pure electric vehicles, while emission “free,” can’t
go the distances or provide the power (for any extended length of time) of vehicles with
internal combustion engines. Internal combustion engines pollute. H.E.V.'s combine both,
so the vehicle can go as far and as long as most people would want and emit only a
fraction of the harmful gases I.C.E.-powered vehicles do. The H.E.V. does this by
balancing when and how each motor is used. On the highway, when internal combustion
engines are at their most efficient, and where the battery would be depleted very quickly in
an electric car, the I.C.E. is used. For shorter, city driving trips, the electric motor is either
used exclusively, or in such a manner that the I.C.E. also runs, at its peak efficiency.

4.1 Classification of HEV

According to technical Committee 69 (electric road vehicles) of the International Electro

technical Commission, an HEV is a vehicle in which propulsion energy is available from
two or more kinds or types of energy sources or converters, and at least one of them can
deliver electrical energy. Based on this definition, there are many kinds of HEVs, for
example, battery and ICE, battery and capacitor, and battery and flywheel. However, the
above definition is not accepted by ordinary people. Generally, they think that HEV is a
vehicle having electric motor and ICE, thus this general definition is adopted in this paper.
Traditionally, HEV can be classified into three types: series HEV, parallel HEV, and
combination HEV.

4.2 Configuration of series HEV

We can see that the series HEV is composed of ICE, generator, power converter,
motor, and battery. There is no mechanical connection between ICE and transmission,
thus ICE can operate at maximum efficient point by regulating the output power of
battery to satisfy the required power of vehicle.
 FIGURE 4.1 Configuration of Series HEV
4.3 Configuration of parallel HEV
From Figure we can see that the parallel HEV allows both the electric motor and ICE to
deliver power in parallel to drive the vehicle, that is, ICE and motor can drive,
respectively, or together. Different from the series HEV, there is mechanical connection
between ICE and transmission, and thus the ICE’s rotational speed depends on the
driving cycle, so the ICE can operate based on optimal operating line by regulating the
output power of battery.

Figure 4.2 Configuration of parallel HEV

 CHAPTER 5
MODELING OF REGENERATIVE BRAKING SYSTEM

The regenerative braking system with two-wheel drive series-parallel drivetrain

configuration is modeled using PSAT. The RBS model from PSAT is then segregated into
multiple ECUs and hardware components. The ensuing model consists of a driver model,
a component (physical system) model and six ECUs, namely battery control unit, engine
ECU, motor1control unit, motor2 control unit, mechanical brake control unit, and
powertrain controller. These individual models in MATLAB/Simulink are converted into
using MATLAB Real Time Workshop and then uploaded into the Vector environment. The
simulation setup of ECUs and communication network of RBS is shown in
Communication between the ECUs is carried out via signals on the accelerator and brake
pedal positions to achieve the desired vehicle speed. A simple proportional and integral
(PI) controller is designed to control the vehicle speed, and a suit-able torque demand
is requested that is proportional to the error between the desired and actual vehicle speed
subsequently, the torque demand is used to request the torque from different powertrain
components via the supervisory.
5.1 WORKING OF HEV
The on-board batteries in hybrid cars are recharged by capturing the kinetic energy created
when using the brakes (commonly referred to as "regenerative braking"), and some hybrids
use the combustion engine to generate electricity by spinning an electrical generator to
either recharge the battery or directly feed power to an electric motor that drives the
vehicle.

5.2 DOMINANT PHYSICS:

The flow of power through the hybrid system and the efficiencies and mechanics of the
components and connections therein comprise the most important physics in the H.E.V. For
the components used, the object of the H.E.V. designer is to connect and control each part
so that maximum efficiency is achieved.
An internal combustion engine runs most efficiently at highway speeds, and so it is used
alone in highway driving. It is very inefficient in stop and go traffic, however. An electric
motor would soon deplete its battery on a long highway drive, but can drive the vehicle
efficiently through city traffic with no emissions to release into the city atmosphere. Of
course, there are driving modes in between these, when both I.C.E. and electric motors
work in tandem, as when the vehicle is accelerating. Power flow through the drive
mechanism depends on the arrangement of the system and several clutches which engage
and disengage components from the assembly. In the following diagrams
 Figure 5.2 power from I.C.E

Power flows from the internal combustion engine, through the secondary drive shaft to the
transmission. It then flows from the transmission to the primary drive shaft, and then to the
wheels. Overrunning clutches 3 and 5 are engaged, all others are disengaged.
 Figure 5.3 Power from electric motor

Power flows from both electric motors, through the transmission, and to the drive shaft and
tires. Overrunning clutches 4 and 5 are engaged, all others are disengaged.
 Figure 5.4 Power from both I.C.E and electric motor

Power flows from the internal combustion engine, through the secondary drive shaft, through the
transmission, and then to the primary drive shaft and then to the tires. Power also flows
from both electric motors, to the transmission, and then to the primary drive shaft and the tires.
Overrunning clutches 3, 4, and 5 are engaged and solenoid clutch 2 is engaged. All others
are disengaged.
 Figure 5.5 power from wheel motion

Power flows from the wheels to the primary drive shaft, then through the transmission,
through the secondary drive shaft, and to the generator, and finally to the batteries. This
occurs during regenerative braking. Solenoid clutches 1 and 2 are engaged, all other
clutches are disengaged.
 Figure 5.6 I.C. E provides power & charges battery

Power flows from the internal combustion engine, through drive shaft 2, to the
transmission, and then to drive shaft 1 and the tires. Power also flows from the
I.C.E., through drive shaft 2, and to the generator. Overrunning clutch 3 and solenoid
clutch 1 are engaged, all others are disengaged.
 CHAPTER 6
CONCLUSION
Even though some disadvantages are present in HEVs they are indeed most needed for
future generations to meet eco-friendly environment. HEVs eliminates toxic
pollutants which constitutes to greenhouse gases and also reduces the amount of fuel
consumption.
Hybrid Vehicles are definitely more environment friendly than internal combustion
vehicles. Batteries are being developed to have a long life. When Hybrid Vehicles
become more widespread battery recycling will become economically possible.
Research into other energy sources such as renewable fuels make future look bright
for hybrid Vehicles.

Research Areas:
The Main drawback of HEVs is its charging time, research is being carried out on
Modern batteries which reduces charging time like GRAPHENE Batteries which have
charging time in minutes (just 5 mins). Renewable energy and energy saving are the
other two research areas in HEV’s
 CHAPTER 7
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