Mod 1

1. Explain the following terms used in roadway fundamentals:

i) Roadway position vector.
ii) Tangential roadway length.
iii) Roadway percentage grade.
Soln: - i. Roadway position vector: - A vehicle moves on a level road and also up and down the slope of
a roadway. The fixed co-ordinate system is attached to the earth such that the force of gravity is
perpendicular to the unit vector.
Let us consider a straight roadway, i.e., the steering wheel is locked straight along the xF-direction. The
roadway is then on the xFyF plane of the fixed co-ordinate system as shown in fig-1.

ii. Tangential roadway length: -

Roadway percentage grade: - The average roadway percent grade is the vertical rise per 100m
horizontal distance of roadway with both distances expressed in the same unit. The angle β of the
roadway associated with the slope or grade is the angle between the tangent vector and the horizontal
axis xF as shown in fig. 3.
2. What is constant FTR? Derive the equation for distanced traversed and tractive power in an
electrical vehicle.
Here, we will assume a level road condition where the propulsion unit for an EV exerts a constant tractive
force. The level road condition implies that β(s) = 0. We will assume that the EV is initially at rest, which
implies v(0) = 0. The free body diagram at t = 0 is shown in Fig below. Assume FTR (0) = FTR > Comg, i.e.,
the initial tractive force is capable of overcoming the initial rolling resistance. Therefore,

i. Distance traversed: -
ii. Tractive Power: -
Mod2
4. With neat sketch, explain the components of General Electric vehicle in detail .

➢ In its place, the modern EV is built based on original body and frame designs.
➢ The drive train consists of three major subsystems:
electric motor propulsion, energy source, and auxiliary
➢ The electric propulsion subsystem is comprised of a vehicle controller, power electronic converter,
electric motor, mechanical transmission, and driving wheels
➢ The energy source subsystem involves the energy source, the energy management unit, and the
energy refuelling unit.
➢ The auxiliary subsystem consists of the power steering unit, the hotel climate control unit, and the
auxiliary supply unit.
➢ Based on the control inputs from the accelerator and brake pedals, the vehicle controller provides
proper control signals to the electronic power converter, which functions to regulate the power
flow between the electric motor and energy source.
➢ The backward power flow is due to the regenerative braking of the EV and this regenerated energy
can be restored to the energy source.
➢ Most EV batteries as well as ultracapacitors and fly wheels readily possess the ability to accept
regenerated energy.

5. Explain the configuration of series hybrid electric drive train with neat block diagram by
incorporating various operating modes.
 ➢ A series hybrid drive train is a drive train where two power sources feed a single powerplant (electric
motor) that propels the vehicle. The most commonly found series hybrid drive train is the series
hybrid electric drive train shown in Figure 5.4.
➢ The unidirectional energy source is a fuel tank and the unidirectional energy converter is an engine
coupled to an electric generator.
➢ The output of the electric generator is connected to an electric power bus through an electronic
converter (rectifier). The bidirectional energy source is an electrochemical battery pack, connected to
the bus by means of a power electronics converter (DC/DC converter).
➢ The electric power bus is also connected to the controller of the electric traction motor. The traction
motor can be controlled either as a motor or a generator, and in forward or reverse motion. This
drive train may need a battery charger to charge the batteries by a wall plug-in from the power
network.
Series hybrid electric drive trains potentially have the following operation modes:

1. Pure electric mode: The engine is turned off and the vehicle is propelled only by the batteries.

2. Pure engine mode: The vehicle traction power only comes from the engine-generator, while the
batteries neither supply nor draw any power from the drive train. The electric machines serve as an
electric transmission from the engine to the driven wheels.

3. Hybrid mode: The traction power is drawn from both the engine generator and the batteries.

4. Engine traction and battery charging mode: The engine-generator supplies power to charge the
batteries and to propel the vehicle.

5. Regenerative braking mode: The engine-generator is turned off and the traction motor is operated as
a generator. The power generated is used to charge the batteries.

6. Battery charging mode: The traction motor receives no power and the engine-generator charges the
batteries.

7. Hybrid battery charging mode: Both the engine-generator and the traction motor operate as
generators to charge the batteries.
Mod5
11. Discuss the following with respect to design of parallel hybrid drive train
i) PPS design
ii) Transmission design.

The energy capacity of PPS must always meet the

requirement while driving in a stop and go pattern in
typical drive cycle. In other words, the energy in the PPS
will not be fully discharged. The energy
changes in PPS can be obtained by

where Ppps−ch and Ppps−disch are the instantaneous charging

and dis charging power of PPS with a given control
strategy, the charging and discharging power can be obtained by drive train simulation
in a typical drive cycle.
Transmission Design :-
➢ Since the electric motor supplies the peak power and has high torque at low speed, single-gear
transmission between the electric motor and the driven wheels can produce sufficient torque for
hill climbing and acceleration.
➢ However, a multi gear transmission between the engine and driven wheels can indeed enhance the
vehicle performance. The use of multigear transmission, can effectively increase the remaining
power of the engine.
➢ Consequently, the vehicle performance (acceleration and gradeability) can be improved. On the
other hand, the energy storage can be charged with the large power of the engine.
➢ The vehicle fuel economy can also be improved, since the use of proper gears of the multigear
transmission allows the engine to operate closer to its optimal speed region. Furthermore, the large
remaining power of the engine can quickly charge the energy storage from low SOC to high SOC.
10. Explain the following control strategies employed in a parallel hybrid drive trains.
i) Maximum SOC-of- PPS control strategy
ii) Engine on-off control strategy.

1. Maximum state-of-charge of peaking power source (Max. SOC-of-PPS): -

➢ The object of this control strategy is to meet the power demand of the driver and to maintain the
SOC of the PPS at a high level.
➢ The generator and engine set is the primary source., and PPS is the secondary source.
➢ This control strategy is the proper design for vehicles in which performance (e.g, speed,
gradeability, and the acceleration) is first concern, such as vehicles with frequent stop-go driving
patterns and military vehicles in which carrying out their mission is the most important objective.
➢ A high SOC level in the PPS (generally battery pack is the PPS) guarantees high performance of
vehicles at any time.

The Max. SOC-of-PPS control strategy is shown in Fig. 5.4(a), in which points A, B, C, and D represent
the power demands that the driver commands in either traction mode or braking mode.

➢ Point A represents the commanded traction power that is greater than the power that the
engine/generator can produce. In this case, the PPS must produce its power to make up the power
shortage of the engine/generator.
 ➢ Point B represents the commanded power that is less than the power that the engine/generator
produces when operating in its optimal operation region. In this case, two operating modes may be
used, depending on the SOC level of PPS. In first operating mode, if Pe/g is greater than Pcom.
➢ At point C, command braking power is lot greater than the vehicle mechanical braking power
Pb−mech. A hybrid brake (mechanical and electrical) mode is used here in point C. The main
braking power is generated by electrical motor braking Pregen or maximum regenerative braking.
The mechanical braking system produces the remaining braking power.
➢ The point D, represents the case where commanded braking power is less than the maximum
braking power that the motor can produce. In this case, regenerative type electrical braking is only
used , mechanical braking is not used.

2. Engine turn-on and turnoff (engine ON/OFF) or thermostat control strategies:

The Max. SOC-of-PPS control strategy emphasizes maintaining the SOC of the PPS at a high level
constantly.
However, in some driving conditions such as long-time driving with a low load on a highway at constant
speed, the PPS can be easily charged to its full level, and the engine/generator is forced to operate with a
power output smaller than its optimum.
Hence, the efficiency of the drive train is reduced. In this case, engine-on–off or thermostat control of the
engine/generator would be appropriate.
The operation of the engine/generator is completely controlled by the SOC of the PPS. When the SOC of
the PPS reaches its preset top line, the engine/generator is turned off and the vehicle is propelled only by
the PPS.
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 always be operated
within its optimal deficiency region.