Q1) Explain the general block diagram of Electric vehicle.

h ps://electricalvani.com/electric-vehicle

h ps://archive.nptel.ac.in/courses/108/103/108103009/
Q 2. Draw the schema c of general configura on of electrical subsystem of an Electric Vehicle (HV)
and a Hybrid Electric Vehicle (HEV).

Source: h ps://archive.nptel.ac.in/courses/108/103/108103009/

Q3. Illustrate the historical background of EV/HEVs technology in brief. Also describe the current
scenario of EV technology along with technology challenges associated it.
Present of Hybrid Electric vehicle

Toyota is the most prominent of all manufacturers when it comes to hybrid cars. As well as the
specialist hybrid range they have produced hybrid versions of many of their existing model lines,
including several Lexus (now owned and manufactured by Toyota) vehicles. They have also stated
that it is their intention to release a hybrid version of every single model they release in the coming
decade. As well as cars and SUVs, there are a select number of hybrid motorcycles, pickups, vans,
and other road going vehicles available to the consumer and the list is continually increasing.

Future of Hybrid electrical vehicle

Since petroleum is limited and will someday run out of supply. In the arbitrary year 2037, an
estimated one billion petroleum-fuelled vehicles will be on the world's roads. gasoline will become
prohibitively expensive. The world need to have solutions for the “ 400 million otherwise
useless cars” . So year 2037 “gasoline runs out year” means, petroleum will no longer be used
for personal mobility. A market may develop for solar-powered EVs of the size of a scooter or golf
cart. Since hybrid technology applies to heavy vehicles, hybrid buses and hybrid trains will be more
significant.

The adop on of EVs has opened doors for new possibili es and ways to improve both the vehicles and
the systems associated with it, the power system, for example. EVs are being considered as the future
of vehicles, whereas the smart grid appears to be the grid of the future [194,195]. V2G is the link
between these two technologies and both get benefi ed from it. With V2G comes other essen al
systems required for a sustainable EV scenario—charge scheduling, VPP, smart metering etc. The
exis ng charging technologies have to improve a lot to make EVs widely accepted. The charging me
has to be decreased extensively for making EVs more flexible. At the same me, chargers and EVSEs
have to able to communicate with the grid for facilita ng V2G, smart metering, and if needed,
bidirec onal charging [23]. Be er ba eries are a must to take the EV technology further. There is a
need for ba eries that use non-toxic materials and have higher power density, less cost and weight,
more capacity, and needs less me to recharge. Though technologies be er than Liion have been
discovered already, they are not being pursued industrially because of the huge costs associated with
crea ng a working version. Besides, Li-ion technology has the poten al to be improved a lot more. Li-
air ba eries could be a good op on to increase the range of EVs [23]. EVs are likely to move away from
using permanent magnet motors which use rare-earth materials. The motors of choice can be
induc on motor, synchronous reluctance motor, and switched reluctance motor[23]. Tesla is using an
induc on motor in its models at present. Motors with internal permanent magnet may stay in use [23].
Wireless power transfer systems are likely to replace the current cabled charging system. Concepts
revealed by major automakers adopted this feature to highlight their usefulness and convenience. The
Rolls-Royce 103EX and the Vision Mercedes-Maybach 6 can be taken as example for that. Electric roads
for wireless charging of vehicles may appear as well. Though this is not s ll viable, the situa on may
change in the future. Recent works in this sector includes the work of Electrode, an Israeli startup,
which claims to be able to achieve this feat in an economic way. Vehicles that follow a designated route
along the highway, like trucks, can get their power from overhead lines like trains or trams. It will allow
them to gather energy as long as their route resides with the power lines, then carry on with energy
from on-board sources. Such a system has been tested by Siemens using diesel-hybrid trucks from
Scania on a highway in Sweden [196]. New ways of recovering energy from the vehicle may appear.
Goodyear has demonstrated a re that can harvest energy from the heat generated there using
thermo-piezoelectric material. There are also chances of solar-powered vehicles. Un l now, these have
not appeared useful as installed solar cells only manage to convert up to 20% of the input power [70].
Much research is going on to make the electronics and sensors in EVs more compact, rugged and
cheaper—which in many cases are leading to advanced solid state devices that can achieve these goals
with promises of cheaper products if they can be mass-produced. Some examples can be the works
on gas sensors [197], smart LED drivers [198], smart drivers for automo ve alternators [199], advanced
gearboxes [200], and compact and smart power switches to weather harsh condi ons [201]. The
findings of [202–208] may prove helpful for studies regarding fail-proof on-board power supplies for
EVs. The future research topics will of course, revolve around making the EV technology more efficient,
affordable, and convenient. A great deal of research has already been conducted on making EVs more
affordable and capable of covering more distance: energy management, materials used for
construc on, different energy sources etc. More of such researches are likely to go on emphasizing on
be er ba ery technologies, ultracapacitors, fuel cells, flywheels, turbines, and other individual and
hybrid configura ons. FCVs may get significant a en on in military and u lity-based studies, whereas
the in-wheel drive configura on for BEVs may be appealing to researchers focusing on be er urban
transport systems. Be er charging technologies will remain a crucial research topic in near future. This
is one of the areas the EV technology is lacking very badly; wireless charging technologies are very
likely to a ract more researchers’ a en on. A lot of research has already been done incorpora ng EVs
and the grid: the challenges and possibili es that the EVs bring with them to the exis ng grid and also
to the grid of the future. With more implementa on of smart grids, distributed genera on, and
renewable energy sources, researches in these fields are likely to increase. And as researches in the
en re aforemen oned field’s increase, explora on for be er algorithms to run the systems is bound
to rise. Figure 80 shows the major trends and sectors for future developments for EVs.
 Module 2
Q. Differen ate between series and parallel architecture.

Source: h ps://www.linkedin.com/pulse/parallel-vs-series-hybrid-vehicles-juergen-scheele/

Q.2. Draw and Explain Parallel drive architecture? Also draw and explain the power flow stages used
in the drive.
Power Flow Control in Parallel Hybrid

The parallel hybrid system has four modes of operation. These four modes of operation are

 • Mode 1: During start up or full throttle acceleration (Figure 2a) ; both the ICE and the
EM share the required power to propel the vehicle. Typically, the relative distribution
between the ICE and electric motor is 80-20%.

• Mode 2: During normal driving (Figure 2b), the required traction power is supplied by
the ICE only and the EM remains in off mode.

• Mode 3: During braking or deceleration (Figure 2c), the EM acts as a generator to

• Mode 4: Under light load condition (Figure 2d), the traction power is delivered by the
ICE and the ICE also charges the battery via the EM.
Q 3. Enlist the different architectures of hybrid electric drive train and explain the series hybrid
electric drive train.

n HEV one powertrain favours steady state operation, such as an ICE or fuel cell. The other
powertrain in the HEV is used to supply the dynamic power. The total energy output from the
dynamic powertrain will be zero in the whole driving cycle. Generally, electric motors are used to
meet the dynamic power demand. This hybrid drivetrain concept can be implemented by different
configurations as follows:

 • Series configuration

• Parallel configuration

• Series-parallel configuration

• Complex configuration

Series Hybrid System:

In case of series hybrid system (Figure 4a) the mechanical output is first converted into electricity
using a generator. The converted electricity either charges the battery or can bypass the battery
to propel the wheels via the motor and mechanical transmission. Conceptually, it is an ICE assisted
Electric Vehicle (EV). The advantages of series hybrid drivetrains are:

 • mechanical decoupling between the ICE and driven wheels allows the IC engine
operating at its very narrow optimal region as shown in Figure 5.

• nearly ideal torque-speed characteristics of electric motor make multigear transmission

However, a series hybrid drivetrain has the following disadvantages:

 • the energy is converted twice (mechanical to electrical and then to mechanical) and this
reduces the overall efficiency.

• Two electric machines are needed and a big traction motor is required because it is the
only torque source of the driven wheels.

The series hybrid drivetrain is used in heavy commercial vehicles, military vehicles and buses. The
reason is that large vehicles have enough space for the bulky engine/generator system.
Green Blocks is basic architecture of Series Hybrid Vehicle

Q4. Describe in detail all modes of opera on for series-parallel hybrid vehicle.
Series Hybrid System:

In case of series hybrid system (Figure 4a) the mechanical output is first converted into electricity
using a generator. The converted electricity either charges the battery or can bypass the battery
to propel the wheels via the motor and mechanical transmission. Conceptually, it is an ICE assisted
Electric Vehicle (EV). The advantages of series hybrid drivetrains are:

 • mechanical decoupling between the ICE and driven wheels allows the IC engine
operating at its very narrow optimal region as shown in Figure 5.

• nearly ideal torque-speed characteristics of electric motor make multigear transmission

However, a series hybrid drivetrain has the following disadvantages:

 • the energy is converted twice (mechanical to electrical and then to mechanical) and this
reduces the overall efficiency.

• Two electric machines are needed and a big traction motor is required because it is the
only torque source of the driven wheels.
The series hybrid drivetrain is used in heavy commercial vehicles, military vehicles and buses. The
reason is that large vehicles have enough space for the bulky engine/generator system.

Parallel Hybrid System:

The parallel HEV (Figure 4b) allows both ICE and electric motor (EM) to deliver power to drive
the wheels. Since both the ICE and EM are coupled to the drive shaft of the wheels via two
clutches, the propulsion power may be supplied by ICE alone, by EM only or by both ICE and EM.
The EM can be used as a generator to charge the battery by regenerative braking or absorbing
power from the ICE when its output is greater than that required to drive the wheels. The
advantages of the parallel hybrid drivetrain are:

 • both engine and electric motor directly supply torques to the driven wheels and no
energy form conversion occurs, hence energy loss is less

• compactness due to no need of the generator and smaller traction motor.

The drawbacks of parallel hybrid drivetrains are:

 • mechanical coupling between the engines and the driven wheels, thus the engine
operating points cannot be fixed in a narrow speed region.

• The mechanical configuration and the control strategy are complex compared to series
hybrid drivetrain.

Due to its compact characteristics, small vehicles use parallel configuration. Most passenger cars
employ this configuration.

Series-Parallel System

In the series-parallel hybrid (Figure 4c), the configuration incorporates the features of both the
series and parallel HEVs. However, this configuration needs an additional electric machine and a
planetary gear unit making the control complex.

Complex Hybrid System

The complex hybrid system (Figure 4d) involves a complex configuration which cannot be
classified into the above three kinds. The complex hybrid is similar to the series-parallel hybrid
since the generator and electric motor is both electric machines. However, the key difference is
due to the bi-directional power flow of the electric motor in complex hybrid and the unidirectional
power flow of the generator in the series-parallel hybrid. The major disadvantage of complex
hybrid is higher complexity.

References:

[1] M. Ehsani, Modern Electric, Hybrid Electric and Fuel Cell Vehicles: Fundamentals, Theory and
Design , CRC Press, 2005

Suggested Reading:

[1] I. Husain, Electric and Hybrid Electric Vehicles , CRC Press, 2003
Q5. Describe the power flow scenario in a Parallel Hybrid and Series-Parallel
Hybrid electric drive train topologies. Also explain different mode of opera on for
both types of HEV.

Power Flow Control

Due to the variations in HEV configurations, different power control strategies are necessary to
regulate the power flow to or from different components. All the control strategies aim satisfy the
following goals:

 • maximum fuel efficiency

• minimum emissions

• minimum system costs

• good driving performance

The design of power control strategies for HEVs involves different considerations such as:

 • Optimal ICE operating point: The optimal operating point on the torque-speed plane
of the ICE can be based on maximization of fuel economy, the minimization of emissions
or a compromise between fuel economy and emissions.

• Optimal ICE operating line: In case the ICE needs to deliver different power
demands, the corresponding optimal operating points constitute an optimal operating line.

• Safe battery voltage: The battery voltage may be significantly altered during
discharging, generator charging or regenerative charging. This battery voltage should not
exceed the maximum voltage limit nor should it fall below the minimum voltage limit.

Power Flow Control in Parallel Hybrid

The parallel hybrid system has four modes of operation. These four modes of operation are

 • Mode 1: During start up or full throttle acceleration (Figure 2a) ; both the ICE and the
EM share the required power to propel the vehicle. Typically, the relative distribution
between the ICE and electric motor is 80-20%.

• Mode 2: During normal driving (Figure 2b), the required traction power is supplied by
the ICE only and the EM remains in off mode.

• Mode 3: During braking or deceleration (Figure 2c), the EM acts as a generator to

• Mode 4: Under light load condition (Figure 2d), the traction power is delivered by the
ICE and the ICE also charges the battery via the EM.
Power Flow Control Series-Parallel Hybrid

The series-parallel hybrid system involves the features of series and parallel hybrid systems.
Hence, a number of operation modes are feasible. Therefore, these hybrid systems are classified
into two categories: the ICE dominated and the EM dominated .

The various operating modes of ICE dominated system are:

 • Mode 1: At startup (Figure 3a) , the battery solely provides the necessary power to
propel the vehicle and the ICE remains in off mode.

• Mode 2: During full throttle acceleration (Figure 3b), both the ICE and the EM share
the required traction power.

• Mode 3: During normal driving (Figure 3c), the required traction power is provided by
the ICE only and the EM remains in the off state.

• Mode 4: During normal braking or deceleration (Figure 3d), the EM acts as a generator
to charge the battery.

• Mode 5: To charge the battery during driving (Figure 3e), the ICE delivers the required
traction power and also charges the battery. In this mode the EM acts as a generator.

• Mode 6: When the vehicle is at standstill (Figure 3f), the ICE can deliver power to
charge the battery via the EM