Hello, everyone, I am Motilal Suthar, I have noticed that notes from me and my PRP

friends is being shared a lot of time.

I am sharing this file openly with you all and invite you to our telegram group. Let's
create a community dedicated to solving previous year's papers and sharing quality
notes.
No more close community sharing…. REMEMBER TOGETHER WE ARE STRONGER.

If you have better answers please share with us like usaid khan, prathamesh patil,
noor, Virendra, akshta and sagar did.

Link for channel…… for all

https://t.me/+kuKDbaZs5-cxODU9
link for chat group….. for the people who are willing to help in solving
papers:_ https://t.me/+IJZtJqXOC8M2YzY1

already joined community

1. SFIT wale
2. VIVA wale
3. LTCE wale
1. Elaborate on and compare the energy sources for EV and HEV.

Models of energy sources for EV and HEV: Fuel cells, batteries, ultracapacitors, flywheels
and engine-generators

Fuel cells:-
• A fuel cell uses the chemical energy of hydrogen or other fuels to cleanly and
efficiently produce electricity. If hydrogen is the fuel, the only products are
electricity, water, and heat. Fuel cells are unique in terms of the variety of their
potential applications.

• Fuel cells can operate at higher efficiencies than combustion engines and can
convert the chemical energy in the fuel directly to electrical energy with efficiencies
capable of exceeding 60%.
• Fuel cells have lower or zero emissions compared to combustion engines. Hydrogen
fuel cells emit only water, addressing critical climate challenges as there are no
carbon dioxide emissions.
• There also are no air pollutants that create smog and cause health problems at the
point of operation. Fuel cells are quiet during operation as they have few moving
parts.

Batteries:-

• A battery consists of two or more electric cells joined together. The cells convert
• chemical energy to electrical energy. The cells consist of positive and negative
electrodes joined by an electrolyte. It is the chemical reaction between the electrodes
and the electrolyte which generates DC electricity.
• In the case of secondary or rechargeable batteries, the chemical reaction can be
reversed by reversing the current and the battery returned to a charged state. The
‘lead acid’ battery is the most well-known rechargeable type, but there are others.
• At present these include lead acid, nickel iron, nickel cadmium, nickel metal
hydride, lithium polymer and lithium iron, sodium sulphur and sodium metal
chloride
Ultracapacitors:-
Ultracapacitors store energy in a polarized liquid between an electrode and an electrolyte.
Energy storage capacity increases as the liquid's surface area increases. Ultracapacitors
can provide vehicles additional power during acceleration and hill climbing and help
recover braking energy. They may also be useful as secondary energy-storage devices in
electric-drive vehicles because they help electrochemical batteries level load power.

• The key to modern super capacitors is thin separation of the plates. The capacitance
arises from the formation on the electrode surface of a layer of electrolytic ions (the
double layer). They have high surface areas.

• The voltage across the capacitor can only be very low, between 1 V to 3 V. \ In order
to store charge at a reasonable voltage many capacitors have to be connected in
series. (disadvantage)
• In many ways the characteristics of supercapacitors are like those of flywheels. They
 • have relatively high specific power and relatively low specific energy. They can be
used as the energy storage for regenerative braking.
• used in a hybrid vehicle as devices for giving out and receiving energy rapidly during
braking and accelerating afterwards
• Supercapacitors are inherently safer than flywheels as they avoid the problems of
• mechanical breakdown and gyroscopic effects.
Disadvantages:_ ( above all are advantages)
• Power electronics are needed to step voltages up and down as required.
• Charge equalization circuit is required due to self discharge in capacitors.

Fly wheel:
• Flywheels are devices that are used for storing energy. Eg: A plane
disc spinning about its axis .The kinetic energy of the spinning disc is
released when the flywheel slows down( due to applied brakes).
• The energy can be captured by connecting an electrical generator
directly to the disc.
• Suitable Power electronics is required to make generator output to
stored In batteries which later drives the vehicle motors. Partial
energy of wheels is used for traction So motors does not have to start vehicle from zero
speed.
• The flywheel are re-accelerated while driving, energy stored can further used while braking
(acting as a regenerative brake).

Internal combustion/battery electric hybrids

• A combination of IC engine and Battery powered motor is used.

• Where IC engine efficiency is to be optimized by charging and supplying energy
from the battery,a battery which can be charged rapidly is the best.eg NiMH
• EVs: Toyota Prius and the Honda Insight.
2. Draw and explain the configurational block diagram of EV.
Ref. q16
3.Draw and explain the architecture of Series and Series -Parallel hybrid electric
drive train and explain any one of them. ( here explained all)
hybrid drivetrain concept can be implemented by different configurations as follows:
Series configuration
Parallel configuration
Series-parallel configuration
Complex configuration
series hybrid is to couple the ICE with the generator to produce electricity for pure electric
propulsion. And parallel hybrid is to couple both the ICE and electric motor with the
transmission via the same drive shaft to propel the 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
unnecessary.
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.

4.Compare EV, HEV and PHEV technologies.

There are three types of electric vehicle: Battery Electric Vehicle (BEV), Plug in Hybrid
Electric Vehicle (PHEV) and Hybrid Electric Vehicle (HEV).
i) Battery electric vehicle (BEV): These runs entirely using an electric motor and battery,
without the support of a traditional internal combustion engine, and must be plugged into
an external source of electricity to recharge its battery. Like all electric vehicles, BEVs can
also recharge their batteries through a process known as regenerative braking, which uses
the vehicle’s electric motor to assist in slowing the vehicle, and to recover some of the
energy normally converted to heat by the brakes. Most have ranges of 80 to 100 miles,
while a few luxury models have ranges up to 250 miles. When the battery is depleted, it
can take from 30 minutes (with fast charging) up to nearly a full day (with Level 1 charging)
to recharge it, depending on the type of charger and battery.
Advantages:
▪ No emissions
▪ No gas or oil changes
▪ Ability to conveniently charge at home
▪ Fast and smooth acceleration
▪ Low cost of operation - about $30 a month.
Disadvantages:
▪ Shorter range than gasoline vehicles, although most people drive well within the
range
▪ of today’s BEV and could rent a hybrid for the rare long trips.
▪ Slightly more expensive than their gasoline equivalent although the gasoline savings
▪ pay off the difference in typically 2-3 years.

ii) Plug-in Hybrid Electric Vehicle (PHEV)

Plug-in hybrids (PHEVs) use an electric motor and battery that can be plugged into the
power grid to charge the battery, but also has the support of an internal combustion engine
that may be used to recharge the vehicle’s battery and/or to replace the electric motor
when the battery is low. Because Plug-in Hybrids use electricity from the power grid, they
often realize more savings in fuel costs than tradition hybrids electric vehicles (HEV).
Advantages:
▪ Longer range than BEV
 ▪ Less gas consumption than gas only vehicle
▪ Fewer emissions
▪ Very simple mechanics, less to go wrong.
Disadvantages:
▪ Produces tailpipe emissions
▪ Needs gas and oil changes
▪ More expensive to operate than Battery Electric Vehicle (BEV) but less than
traditional
PHEVs run on electricity for shorter ranges (6 to 40 miles), then switch over to an internal
combustion engine running on gasoline when the battery is depleted. The flexibility of
PHEVs allows drivers to use electricity as often as possible while also being able to fuel up
with gasoline if needed. Powering the vehicle with electricity from the grid reduces fuel
costs, cuts petroleum consumption, and reduces tailpipe emissions compared with
conventional vehicles.
When driving distances are longer than the BEV, PHEVs act like hybrid electric vehicles,
consuming less fuel and distances are longer than the all-electric range, PHEVs act like
hybrid electric vehicles, consuming less fuel and producing fewer emissions than similar
conventional vehicles. Depending on the model, the internal combustion engine may also
power the vehicle at other times, such as during rapid acceleration or when using heating
or air conditioning. PHEVs could also use hydrogen in a fuel cell, biofuels, or other
alternative fuels as a back-up instead of gasoline.

iii) Hybrid Electric Vehicle: Hybrid Electric Vehicles (HEVs) have two complementary
drive systems: a gasoline engine with a fuel tank; and an electric motor with a battery.
Both the engine and the electric motor can turn the transmission at the same time, and the
transmission then turns the wheels. HEVs cannot be recharged from the electricity grid –
all their energy comes from gasoline and from regenerative braking.
Advantages:
▪ Longer range than BEV
▪ Less gas consumption than gas only vehicle
▪ Fewer emissions than gas only vehicle
Disadvantages
▪ Still produces emissions
▪ Complex mechanics – Gasoline + Electric
▪ Expensive to operate (8-10 times more expensive than BEV) but less than traditional
▪ gasoline vehicle.
▪ No ability to conveniently charge at home

NOTE:_
Comparison of Capital/ operating cost & Performance
▪ BEV has advantage of higher fuel economy than ICEV

▪ The BEV is much more expensive than ICEV

▪ BEV requires less maintenance and is more reliable.

▪ BEV can recover energy during braking . It is also less noisy.
▪ BEV provides high performance and smooth control

▪ BEV requires charging and has limited range per charge

▪ BEV can be charged by using renewable energy

▪ For the same energy requirement BEV requires more space and is heavy.

5. Describe the power flow control in electric drive train topologies for HEV for
parallel configuration.

First explain parallel hybrid---- in case 10 marks

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 charge
the battery via the power converter.
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.
6. Calculate Peukert capacity of a battery of 130Ah with C10(10hr) rating and
Peukert coefficient=1.2

7. Describe the concept of “Hybridness” and Classify HEV on basis of hybridness.

The definition of hybridness, H, is

Some hybrids have more than one motor/generator (M/G). Hybrids with motor-in-the
wheel and all-wheel-drive (AWD) have more than one motor. The definition uses the sum of
all traction motors. The name, hybridization, is occasionally used for H.

As an example of hybridness consider a light delivery van with the propulsion:

Diesel engine: 110 kW at 3000 rpm
Electric motor: 23 kW; maximum torque 243 N-m at 500 rpm

As will be seen, H = 17% is a mild hybrid. As a note of caution, the sum of component
power 23 + 110 kW = 133 kW is not the maximum hybrid power. The maximum electric
motor torque and engine torque occur at different rpm.
H defines micro, mild, and full hybrids. The domain of the plug-in hybrid is defined by a
range of values of H.
Morphing of series hybrids, which is done by varying H, leads to mixed hybrids. H can be
an independent variable in an equation for hybrid performance.
HEV based on hybridness
I. Mild hybrid OR 1. Micro hybrid
II. Power hybrid 2. Mild hybrid
III. Energy hybrid 3. Full hybrid

Micro
A micro HEV is a vehicle with an integrated alternator/starter that uses start/stop
technology. Start/stop technology is where the vehicle shuts down the engine at a complete
stop and then restarts when the driver releases the brake pedal. During cruising, the
vehicle is propelled only by the internal combustion engine. Typical fuel efficiency increase
is around 10% compared to a non-hybrid. Examples of micro hybrids on the road today are
the BMW 1 and 3 series, Fiat 500, SMART car, Peugeot Citroen C3, Ford Focus and
Transit, and Mercedes-Benz A-class.

Mild hybrids—use a battery and electric motor to help power the vehicle and can allow the
engine to shut off when the vehicle stops (such as at traffic lights or in stop-and-go traffic),
further improving fuel economy(20-25% compared to a non-hybrid). Mild hybrid systems
cannot power the vehicle using electricity alone. These vehicles generally cost less than full
hybrids but provide less fuel economy benefit than full hybrids.
Full hybrids have larger batteries and more powerful electric motors, which can power the
vehicle for short distances and at low speeds. These vehicles cost more than mild hybrids
but provide better fuel economy benefits(40-45% compared to a non-hybrid).

Note:- Previous answer was for classification of hev based battery hybrid.
8. What are the different charging methods used in EV? Elaborate on standards
adopted for same worldwide.
Level 1 Charging (ac)
The first EV charging level is the basic Level 1 charger. A Level 1 charger is simply charging
from a standard 120V household outlet, which only provides about 4 to 5 miles of range
per hour. Some people find that this is sufficient, as they do not drive very far every day,
and can leave the car plugged in for many hours to replenish the energy used that day.
Plug in hybrids have smaller battery packs than pure battery electric vehicles have and
may be better candidates for Level 1 charging. It’s also worth noting that Level 1 charging
is mostly restricted to North, Central & South America; Europe and much of the rest of the
world uses a 220V electric supply for their plug-in electric vehicles.
Level 2 Charging (AC)
Level 2 charging which essentially take in a voltage supply over 200 volts, and will charge a
typical EV at a rate between 12 to 60 miles of range per hour, depending on how much
power the charger can supply, and how much power the EV can accept. In the US, most
homes use 240 volts for appliances like a washing machine and dryer, which is simply
putting two 120V circuits together, or and most commercial properties use 208V, three
phase power.
Level 3 Charging: “DC Fast Charging”
• DC fast charging uses direct current (DC)
• DC charging is available in a much higher voltage and can charge some
plug-in electric vehicles with as high as 800 volts.
• This allows for very rapid charging.
• However, DC fast charge stations are expensive.
• However, on the go, you can charge some EV plug-in vehicles to 80 percent
in a charge time of 20-30 minutes.
9. What is tractive effort? Explain aerodynamic drag in detail.

Aerodynamic drag
A vehicle traveling at a particular speed in air encounters a force resisting its motion. This
force is known as aerodynamic drag. The main causes of aerodynamic drag are:
shape drag
skin effect
The shape drag is due to the shape of the vehicle. The forward motion of the vehicle pushes
the air in front of it. However, the air cannot instantaneously move out of the way and its
pressure is thus increased. This results in high air pressure in the front of the vehicle. The
air behind the vehicle cannot instantaneously fill the space left by the forward motion of
the vehicle.
This creates a zone of low air pressure. Hence, the motion of the vehicle creates two zones
of pressure. The high pressure zone in the front of the vehicle opposes its movement by
pushing. On the other hand, the low pressure zone developed at the rear of the vehicle
opposes its motion by pulling it backwards.

The air close to the skin of the vehicle moves almost at the speed of the vehicle while the air
away from the vehicle remains still. Between these two layers (the air layer moving at the
vehicle speed and the static layer) the molecules move at a wide range of speeds. The
difference in speed between two air molecules produces friction. This friction results in the
second component of aerodynamic drag and it is known as skin effect.
Aerodynamic drag is a function of vehicle speed V, vehicle frontal area Af , shape of the
vehicle, and air density ρ. Aerodynamic drag is expressed as
10. Compare various types of DC and AC machines used for EV applications.

Note :- missing one is “switched reluctance motor”

The commonly used motors in EVs are:
• AC motors
• Permanent magnet (PM) motors
• Series wound DC motors
• Shunt wound DC motors
The DC series motors were used in a number of prototype Electric Vehicle (EVs) and prior
to that mainly due to the ease of control. However, the size and maintenance requirements
of DC motors are making their use obsolete. The recent EVs and Hybrid Electric Vehicles
(HEVs) use AC, PM and Switched Reluctance motors
The AC Induction Motor (IM) technology is very mature and significant research and
development activities have taken place in the area of induction motor drives. The control
of IM is more complex than DC motors, but the availability of fast digital processors,
computational complexity can easily be managed.
The competitor to the induction motor is the permanent magnet (PM) motor. The
permanent magnet motors have magnets on the rotor, while the stator construction is
same as that of induction motor. The PM motors can be surface mounted type or the
magnets can be inset within the rotor. The PM motors can also be classified as sinusoidal
type or trapezoidal type depending on the flux density distribution in the air gap.
Permanent magnet motors with sinusoidal air gap flux distribution are called Permanent
Magnet synchronous Motors (PMSM) and the with trapezoidal air gap flux distribution are
called Brushless DC (BLDC) motors.
11. What is the need of electric vehicle and hybrid electric vehicle?

In recent decades, the research and development activities related to transportation have
emphasized the development of high efficiency, clean, and safe transportation. Electric
vehicles, hybrid electric vehicles, an fuel cell vehicles have been typically proposed to
replace conventional vehicles in the near future Electric vehicles (EVs) use an electric
motor for traction, and chemical batteries, fuel cells, ultracapacitors and/or flywheels for
their corresponding energy sources. The electric vehicle has many advantages over the
conventional internal combustion engine vehicle (ICEV), such as an absence of emissions,
high efficiency, independence from petroleum, and quiet and smooth operation.
1.due to use of conventional vehicles the pollution is increased which was the negative
impact on environment

2. the gases which was produced by the combustion engine they also affect our health
3. the conventional vehicle use natural resources like diesel & petrol. which was very
limited and may be finished one day.

4. prevent environment and to save the natural resources we have to use electric vehicles
5. the electrical vehicle used electrical battery and ultracapacitor fuel cells which does not
produce any type of pollution
6. the conventional vehicles combustion engine have more moving part due to this the
losses increase and efficiency of vehicle decrease

7. in electrical vehicle the moving part is less hence the efficiency of vehicle is more

8. the running cost of electrical vehicle is less as compared to conventional vehicles

9. the electrical vehicles is the only supplied the battery has they are not suitable for long
distance travelling

10. the hybrid electrical vehicles are used battery with combustion engine. in hybrid
electrical vehicle the battery is charged by combustion engine

above are the some of the needs and importance of EV and HEV.
The key objectives of the EV are: ------------------------------- copied from ETEE notes dip.
Sem 6
1. Reduce primary oil consumption in transportation.

2. Facilitate customer adoption of electric and clean energy vehicles.

3. Encourage cutting edge technology in India through adoption, adaptation, and research
and development.

4. Improve transportation used by the common man for personal and goods transportation.

5. Reduce pollution in cities.

6. Create EV manufacturing capacity that is of global scale and competitiveness.

7. Facilitate employment growth in a sun-rise sector.

12. State and define any five key battery parameters.

I. Battery capacity

The value of this capacity depends on the ambient temperature, the age of the battery, and
the discharge rate. The higher the discharge rate, the lower the capacity, although it affects
each battery technology differently.

II. C rate

A C-rate is a measure of the rate at which a battery is discharged relative to its maximum
capacity. A 1C rate means that the discharge current will discharge the entire battery in 1
hour.
1 C rate (charge/ discharge) means pumping in or pumping out power at 15kW.
• 2C means pushing in or out power at twice the battery capacity rate :30kW
Battery charges/discharges in 30 minutes
• 4C : 60 kW charge/discharge rate – fully in 15 minutes
• 0.1 C: 1.5kW or charge/discharge in 10 minutes

III. State of Charge: SOC of a battery is a measure of percentage of battery charged.

• SOC 0% means discharged battery

• SOC 100% means battery full charged
IV. DoD:-

A battery’s depth of discharge (DoD) indicates the percentage of the battery that has been
discharged relative to the overall capacity of the battery. Depth of Discharge is defined as the
capacity that is discharged from a fully charged battery, divided by battery nominal capacity

For fully charged batteries, the depth of discharge is connected to the state of charge by the
simple formula . The depth of discharge then is the complement of
state of charge: as one increases, the other decreases. ( inverse relation)

V. Specific Energy:- how much energy a system contains in comparison to its mass;
typically expressed in watt-hours per kilogram (Wh/kg), or Megajoules per kilogram (MJ/kg

In transportation terms, this would mean that a vehicle could run for a long distance, at
low speed. On the contrary, batteries with high specific power usually have low energy
density, because high discharge currents usually reduce the available energy rapidly (e.g.,
high acceleration)

VI. Energy Density:- how much energy a system contains in comparison to its volume. It
is expressed in watt-hour per liter (Wh/L) or Megajoule’s per liter (MJ/L)

The energy density is the amount of energy that can be stored, per cubic meter of battery
volume, expressed in Watt-hour per cubic meter (Wh/m3 ). This is a very important
parameter to select a specific battery technology for transportation applications, where
space availability is critical.
EXTRA parameters
13. What are the different types of energy storage devices? Explain any one in detail.

(explained in Q1)

14. A lead acid battery of 240V,120 Ah capacity is used for EV drive, provides average of
240wh/km to motor. Calculate distance covered in single charge. Assume efficiency as 90%
and DOD as 50%.

Refer last page

15. Classify energy management strategies used in hybrid electric vehicle.
Typical control architecture of HEV there are multiple ECUs such as:
▪ Hybrid ECU
▪ ICE ECU
▪ EM ECU
▪ Transmission ECU
▪ Power Electronics ECU
▪ Battery ECU or Battery Management System

Classification of Hybrid ECU

The hybrid ECU is the heart of the control architecture of any HEV and it is also known
energy management strategy (EMS). The EMS can be classified into following broad
categories:

i. Rule based
ii. Optimization based

The Rule Based strategies consist of following subcategories:

i. Fuzzy based: The fuzzy based control strategies are of three types
a. Predictive,
b. Adaptive
c. Conventional

ii. Deterministic Control: The deterministic controllers are subdivided into

a. State Machine
b. Power follower
c. Thermostat Control.
The Optimization based strategies are of following types:

i. Global Optimization: The global optimization methods are:

a. Linear programming methods

b. Dynamic Programming

c. Stochastic Dynamic Programming

d. Genetic Algorithms
ii. Real time Optimization: The real time optimization techniques are of

following types:

a. EFC minimization
b. Robust control

c. Model predictive

d. Decoupling Control
note:_ for full explanation refer page after Q35
16. Draw the schematic of general configuration of electrical subsystem of an
Electric Vehicle (EV) and a Hybrid Electric Vehicle (HEV).

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 refueling 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, provided the energy source is
receptive.
Most EV batteries as well as ultracapacitors and flywheels readily possess the ability to
accept regenerated energy. The energy management unit cooperates with the vehicle
controller to control the regenerative braking and its energy recovery. It also works with the
energy refueling unit to control the refueling unit, and to monitor the usability of the
energy source.
The auxiliary power supply provides the necessary power at different voltage levels for all
the EV auxiliaries, especially the hotel climate control and power steering units.
HYBRID ELECTRIC VEHICLE_

hybrid vehicle drive train usually consists of no more than two power trains. More than two
power train configurations will complicate the system. For the purpose of recapturing part
of the braking energy8 that is dissipated in the form of heat in conventional ICE vehicles, a
hybrid drive train usually has a bidirectional energy source and converter. The other one is
either bidirectional or unidirectional.
hybrid drivetrain concept can be implemented by different configurations as follows:
Series configuration
Parallel configuration
Series-parallel configuration
Complex configuration
series hybrid is to couple the ICE with the generator to produce electricity for pure electric
propulsion. And parallel hybrid is to couple both the ICE and electric motor with the
transmission via the same drive shaft to propel the 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
unnecessary.
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

17. State and define the key battery parameters (i) Battery capacity (ii) C rate (iii) SoC (iv)
DoD (v) Specific Energy (vi) Energy Density.
(explained above)
18. Describe the concept of “Hybridness” and classify the HEV based on hybridness.

( config 1. already covered in Q 24 use only that or either this config 2. )

Based on the available technologies of various energy storages, there are several viable
hybridization schemes for EVs and HEVs, typically, battery and battery hybrids, and
battery and ultracapacitor hybrids.
The second one is more natural since the ultracapacitor can offer much higher power than
batteries, and it collaborates with various batteries to form the battery and ultracapacitor
hybrids. During hybridization, the simplest way is to connect the ultracapacitors to the
batteries directly and in parallel, as shown in Fig

In this configuration, the ultracapacitors simply act as a current filter, which can
significantly level the peak current of the batteries and reduce the battery voltage drop as
shown in Figure 10.20 and Figure 10.21. The major disadvantages of this configuration are
that the power flow cannot be actively controlled and the ultracapacitor energy cannot be
fully used Figure 10.22 shows a configuration in which a two-quadrant DC/DC converter is
placed between the batteries and ultracapacitors. This design allow the batteries and the
ultracapacitors to have a different voltage, the power flow between them can be actively
controlled, and the energy in the ultracapacitors can be fully used. In the long term, an
ultrahigh-speed flywheel would replace the batteries in hybrid energy storage to obtain a
highefficiency, compact, and long-life storage system for EVs and HEV

19. Describe in detail all modes of operation of a series hybrid vehicle

In the series hybrid system there are four operating modes based on the power flow:
Mode 1: During startup (Figure 1a), normal driving or acceleration of the series HEV, both
the ICE and battery deliver electric energy to the power converter which then drives the
electric motor and hence the wheels via transmission.
Mode 2: At light load (Figure 1b), the ICE output is greater than that required to drive the
wheels. Hence, a fraction of the generated electrical energy is used to charge the battery.
The charging of the batter takes place till the battery capacity reaches a proper level.
Mode 3: During braking or deceleration (Figure 1c), the electric motor acts as a generator,
which converts the kinetic energy of the wheels into electricity and this, is used to charge
the battery.
Mode 4: The battery can also be charged by the ICE via the generator even when the vehicle
comes to a complete stop (Figure 1d)
20. Explain the terms rolling resistance and aerodynamic drag in vehicles and derive
the expression for vehicle translational speed from fundamentals.
Note:_ Aerodynamics already explained.

The rolling resistance of tires on hard surfaces is primarily caused by hysteresis in the tire
materials. This is due to the deflection of the carcass while the tire is rolling.
The hysteresis causes an asymmetric distribution of ground reaction forces. The pressure
in the leading half of the contact area is larger than that in the trailing half, as shown in
Figure 2.2(a).
This phenomenon results in the ground reaction force shifting forward. This forwardly
shifted ground reaction force, with the normal load acting on the wheel center, creates a
moment, that opposes the rolling of the wheel.
On soft surfaces, the rolling resistance is primarily caused by deformation of the ground
surface as shown in Figure 2.2(b). The ground reaction force almost completely shifts to the
leading half
21. What is the need and importance of EV and HEV?
Covered

22. Explain energy management system in short.

Function of the Control System in HEVs and EVs

The major functions of the control system are:

I. to maximize the fuel efficiency

II. to minimize the exhaust emissions.
The fuel efficiency and emissions are mutually conflicting and some of the reasons why this
happens are:
i. when more energy is extracted by the ICE (thereby increasing the ICE efficiency) the
exhaust temperature goes down. At lower temperatures, the chemical reactions
associated with the combustion of unburned hydrocarbons may not occur.
ii. Increase in compression ratio, which enhances fuel economy, also raises
temperature in ICE. Increased temperature increases both CO and oxides of
nitrogen represented by NOx.

The minor functions of the control system are component monitoring and protection such
as:
i. battery state of charge (SOC) monitoring
ii. Battery temperature monitoring
iii. EM overheating
iv. ICE overheating
Typical control architecture of HEV there are multiple ECUs such as:

▪ Hybrid ECU
▪ ICE ECU
▪ EM ECU
▪ Transmission ECU
▪ Power Electronics ECU
▪ Battery ECU or Battery Management System

Note:_ Explain these in detail if required.

23. Explain how the fuel efficiency analysis is carried out

NOTE:- extra but relevant points to this question

Methods to increase fuel efficiency

(1) Reducing vehicle resistance: Using light materials, advanced manufacturing
technologies can reduce the weight of vehicles, in turn reducing the rolling resistance and
inertial resistance in acceleration and therefore reducing the demanded power on the
engine. The use of advanced technologies in tire production is another important method of
reducing the rolling resistance of vehicles. Reducing aerodynamic resistance is also quite
important for improving the fuel economy at high speeds.
2) Improving engine operation efficiency: Improving engine operation efficiency has the
potential to contribute to the improvement of vehicle fuel economy. There are many
effective advanced techniques, such as accurate air/fuel ratio control with
computercontrolled fuel injection, high thermal isolated materials for reducing thermal
loss, varying ignition-timing techniques, active controlled valve and port, etc.

(3) Properly matched transmission: The parameters of the transmission, especially gear
number and gear ratios, have considerable influence on the operating fuel economy as
described previously. In the design of the transmission, the parameters should be
constructed such that the engine will operate close to its fuel optimum region.
(4) Advanced drive trains: Advanced drive trains developed in recent years, such as new
power plants, various hybrid drive trains, etc., may greatly improve the fuel economy of
vehicles. Fuel cells have higher efficiency and lower emissions than conventional internal
combustion engines. Hybridization of a conventional combustion engine with an advanced
electric motor drive may greatly enhance the overall efficiency of vehicles.

24. Write a short note on hybridization of different energy sources for EV/HEV.

The hybridization of energy storage is to combine two or more energy storages together so
that the advantages of each one can be brought out and the disadvantages can be
compensated by others. For instance, the hybridization of a chemical battery with an
ultracapacitor can overcome such problems as low specific power of electrochemical
batteries and low specific energy of ultracapacitors, therefore achieving high specific energy
and high specific
Basically, the hybridized energy storage consists of two basic energy storages: one with
high specific energy and the other with high specific power. The basic operation of this
system is illustrated in Figure 10.18.
In high power demand operations, such as acceleration and hill climbing, both basic
energy storages deliver their power to the load as shown in Figure 10.18(a).

On the other hand, in low power demand operation, such as constant speed cruising
operations, the high specific energy storage will deliver its power to the load and charge the
high specific power storage to recover its charge lost during high power demand operation,
as shown in Figure 10.18(b).
In regenerative braking operations, the peak power will be absorbed by the high specific
power storage, and only a limited part is absorbed by the high specific energy storage. In
this way, the whole system would be much smaller in weight and size than if any one of
them alone was the energy storage
25. Classify the electric motor drives for EV and HEV applications.

26. Explain basic EV AC and DC Chargers.

27. What is the need and importance of EV and HEV?

28. Explain energy management system in short.

29. Explain how the fuel efficiency analysis is carried out

30. Write a short note on hybridization of different energy sources for EV/HEV.

31. Classify the electric motor drives for EV and HEV applications.

32. Explain basic EV AC and DC Chargers.

All of the are are previously Covered
33. Explain fuel cell and flywheel as energy source elements in electric and hybrid
electric vehicles
The FC-HEV utilizes the fuel cell system as the main power source to provide electricity and
uses a reversible energy storage accumulator, such as a battery or an ultra capacitor, as a
supplementary power source. This hybridization not only downsizes the fuel cell and fulfills
transient power demand fluctuation, but also leads to significant energy savings through
regenerative braking energy recovery

An ideal topology for FC-HEV is that both the fuel cell system and the ESS are directly
connected to the propulsion motor. This seems to be most efficient and economical
configuration. However, this configuration is applicable only if both the fuel cell and ESS
output voltages match the voltage level of the DC bus, which in turn, needs be set to a level
suitable for usage with the motor system.

The fact is that fuel cell output is usually lower than the DC bus requirement, during
operation, or the voltage between the fuel cell and battery does not match. This leads to low
efficiency and reliability. Therefore, a DC/DC converter is necessary for power conditioning
between the 2 power sources and the DC voltage bus, which is in turn connected to the
propulsion system inverter.
In topology-A, the fuel cell is connected to the high voltage DC bus through a unidirectional
DC/DC converter, while the battery is directly connected to the DC bus. In this condition,
the fuel cell output can be directly controlled, while the battery output voltage needs to
match the DC bus voltage level.

In topology-B, the fuel cell is directly connected to the DC bus, while the battery is
connected to the DC bus through a bi-directional DC/DC converter. The utilization of a bi-
directional converter between the battery and DC bus allows more flexibility to the battery,
because such an arrangement not only reduces the voltage requirement of the battery, but
also provides the freedom to control its state of charge (SOC). Since the fuel cell is directly
connect to the high

flywheel as energy source

Flywheels are devices that are used for storing energy. A plane disc spinning about its
axis would be an example of a simple flywheel. The kinetic energy of the spinning disc is
released when the flywheel slows down. The energy can be captured by connecting an
electrical generator directly to the disc. The flywheel can be re-accelerated, acting as a
regenerative brake. Alternatively the flywheel can be connected to the vehicle wheels via a
gearbox and a clutch. Whether mechanical or electrical, the system can also be used to
recover kinetic energy when braking. The flywheel can be accelerated, turning the kinetic
energy of the vehicle into stored kinetic energy in the flywheel, and acting as a highly
efficient regenerative brake.
Operation Principle:-
-Energy stored in flywheel is
E=(1/2)xJxW^2
J= moment of inertia
W = Angular Velocity
- mechanical energy stored inside a flywheel cannot be directly used to propel the vehicle.
-It is used along with an electrical machine directly or by a transmission system. And this
combination is to be known as mechanical battery.
-Electrical machine attached to the flywheel will act as a motor and generator.
-When flywheel discharges energy. The electrical machine act as a generator and converts
the mechanical energy from flywheel to electrical energy.
-When the flywheel is charged the electrical machine act as a motor and converts electrical
energy into mechanical energy which is stored inside a flywheel.
-Power capacity of flywheel
P=WxT
T = Torque acing on flywheel by electrical machine.
- Therefore the power capacity of flywheel will depend upon the power capacity of electrical
machine.

34.State historical background of EV / HEV technology in brief. Describe the current

state of the art of EV / HEV technology along with technology challenges associated
with it.

In 1834, first non rechargable battery operated EV(tricycle ) was built by Thomas
Davenport.
▪ After the invention of lead acid batteries a rechargable battery based EV was made in
1874 by David Salomons.
▪ In 1886, electric trolley was made by Frank Sprague.
▪ By 1900, there were 38% of EVs, 22% ICEVs and 40% steam powered vehicles in
USA among 4200 automobiles sold.
▪ Several companiesin US, England and France, made EVs by 1900.
▪ Electric Carriage and Wagon Company, which came up with its model called,
‘Electrobat’, in 1894.
▪ There was a model called, ‘Victoria’, in 1897-Riker Electric motor company
▪ ‘BGS’, inFrance, which has developed, many types of EVs, in all scales. One of its
products, had a world record of, 290 km per charge.
▪ There was another EV, named, ‘Jamais Contente’, which has captured a record of, 110
kilometres perhour in 1899.
▪ By 1912,around 34,000 EVs, were registered in US.

EVs disappeared by 1930s.

▪ Henry Ford, has gone for mass production of, ‘Ford,Model T’, in 1925.
▪ Automobile Starter motor:
The IC engines that time were unable to start on its own and need manual cranking.
Sothis automobile starter motor, were able to start and provide electrical ignition to the IC
engines which was a big milestone, in the development of, IC engine based, vehicles.

Resurgence of EVs
▪ Due to strict regulations and the opportunity of getting subsidies, many auto makers in
US, Japan
and Europe, started development of EVs
▪ General Motors were able to launch a few of their experimental EVs such as, Electrovair
in 1966,
Electrovan in 1968, Electrovette in 1979.
▪ The other companies like Ford has launched some of its EVs,Fiesta EV, Escort EVetc.
Nissan,
Toyota, Fiat and BMW have launched their own EVs by late1980s and 90s.
▪ Toyota produced a series of EV starting fromEV-10 TO EV-40. in 1980s.
▪ Fiat experimental EVs were X1/23, Y 10, in 1980s and Eletrra in 1990s.
▪ BMW produced convertibles like E30E,E36E in 90s and E1 in mid of 90s.

Current state of art of ev and hev:- write about ev config., Sources and new tech.,
new hev by hybridization etc..
Top 9 Problems with Electric Vehicles in India – 2022
https://evehicleshop.in/problems-with-electric-vehicles-in-india-2o22updated/
• EV and Battery cost.
• Beta Version of vehicles.
• Poor infrastructure and range anxiety.
• Lack of standardization.
• Temperature Issues.
• Very few academic and local skill awareness.
• Less performance.
• Will increase the electricity demand at a national level
• Environmental concerns
• Servicing is in danger
35. Compare and differentiate between the battery electric vehicle (BEV), hybrid
electric vehicle (HEV), and plug in HEV (PHEV) technologies.
Same as Q4 --------- other points for comparison.

There are several types of electric vehicles out on the market, and understanding their
differences is important, especially if you are considering purchasing one. There are three
main types, and they are:
EV – Electric Vehicle, also known as a Battery Electric Vehicle (BEV)
HEV – Hybrid Electric Vehicle
PHEV – Plug-in Hybrid Electric Vehicle
Below we will go into more detail explaining the above and their differences, as well as their
maintenance needs.
EV – Electric Vehicle
An Electric Vehicle (EV) is a fully electric vehicle that has rechargeable batteries. These
batteries are recharged from the grid and are the only source of power for the vehicle, as
they do not have a tank for gasoline. When referring to these vehicles, they are also called a
BEV.

HEV – Hybrid Electric Vehicle

Hybrid Electric Vehicles are both electric and gas-powered. The energy that powers their
batteries is gained through regenerative braking or while driving using the combustion
engine. In a standard gas-powered car, the energy from the braking is lost in the form of
heat. This happens by way of the rotors and brake pads. The grid cannot charge these
types of electric vehicles.
PHEV – Plug-in Hybrid Electric Vehicle
PHEVs have both an engine and an electric motor. Like a regular hybrid, PHEVs can
recharge their batteries through regenerative braking or with the engine. The primary
difference between an HEV and a PHEV is the addition of a charging port into the PHEV.
In this way, a PHEV can operate more like a EV, driving off the battery and recharging off
the grid, only using the combustion engine when the battery is depleted. PHEV batteries
are typically higher capacity than HEV batteries.
Another difference is the distance they can travel before their gas engines turn on. A PHEV
will run anywhere from 10 to 40 miles, whereas an HEV will only run less than 2 to 3
miles.
All of the above vehicles will require maintenance for their batteries, also called energy
storage systems. To learn more, continue reading below.

Energy Storage System Types

Batteries are essential to EVs, HEVs, and PHEVs. There are lithium-ion, nickel-metal
hydride, and lead-acid energy storage systems. In addition to the above, there are also
ultracapacitors that are used to provide additional power during acceleration.
Maintenance and Recycling Batteries
To maintain these vehicles, it is important to have them regularly checked per the car
manufacturer. So the question most commonly asked is, do EVs require extra vehicle
maintenance? The answer to that question is no.
Maintenance
Powertrain
Most EV, HEV, and PHEV vehicle manufacturers offer long warranties on powertrains,
which speaks to their lasting reliability. The powertrain is simple and requires little
maintenance (replacing fluid) when compared to gas-powered vehicles.
Brakes: With the regenerative braking system, brake wear is lower for those that rely on
friction braking. However, components of friction braking such as rotors, pads, and brake
fluid will still need to be replaced at some point.
Cooling: The energy storage systems on these vehicles use a coolant or refrigerant to keep
key parts (charger, inverter, and battery pack) cool. Therefore, maintenance for cooling
systems may require infrequent coolant flushes to help the vehicle’s efficiency.

Batteries: As for the maintenance of EV batteries, it is more about prolonging their life.
Over time the packs will degrade, and the ability to hold a charge will decrease gradually.
To prolong the life of these batteries, you can do the following:
In storage and in use, minimize high and low temperatures
Minimize the urge to want to stay at a 100% state of charge/Don’t stay at 0% for very long
either
Although convenient, avoid fast charging
Avoid storage in high moisture areas
Avoid damage to mechanical components
Ultimately, be sure to follow the manufacturer’s calibration instructions/This will often
require you to complete an initial full discharge
EV vs. HEV and PHEV Maintenance
When comparing all three electric vehicle types, we can see that the HEV and the PHEV will
require more maintenance because it has a conventional combustion engine and an electric
drivetrain. However, overall, the maintenance is significantly less when put up against an
internal combustion engine.
Recycling
As with all batteries, they do have a life cycle and will need to be recycled. The recycling
process for EV batteries typically involves recovering the individual parts and materials of
the battery so as not to release hazardous toxins into the environment.
Since the EV market is fairly new, most EVs have yet to reach that point. Therefore,
recycling these batteries is still undergoing research; while some manufacturers are
reusing the batteries in their plants, others are opening recycling facilities
Important topics:_

A brief description of each of the ECUs is given below.

Hybrid ECU: The Hybrid ECU is in command of all other ECUs and selects the
operational mode based on the driver’s input. The hybrid ECU is responsible for system
wide energy management. Typically the goal of control is to minimize the fuel
consumption. For each litre of petrol, the hybrid ECU tries to provide maximum mileage.
To do this, the hybrid ECU allows or prohibits ICE shutoff. The hybrid ECU commands
the amount of torque and power from the motor and ICE
the amount and timing of power generation to charge battery.
ICE EMU: This controls the various ICE parameters discussed in previous section
The major functions of the control system are: i. to maximize the fuel efficiency ii. to
minimize the exhaust emissions
EM ECU: The EM ECU is responsible for switching of the EM from motoring mode to
the generator mode and also controls the motor to deliver the torque demanded by the
hybrid ECU. The EM ECU consists of various control strategies such as Constant Torque
Control, Field Weakening Control, etc.
Transmission ECU: The transmission ECU provides the correct gear ratio to control the
torques and angular speeds of the EM and the ICE.
Power Electronics ECU: Having power from a battery is only the first step. The power
must be delivered to the EM, in the motoring mode, at the voltage and current needed.
For regenerative braking, the power must be accepted from the EM. The function of the
power electronic ECU is to receive commands from hybrid ECU, to control inverter
energy flow both ways, that is, charge and discharge, to control switching of EM between
motor and generator modes and to control switching of EM between motor and generator
modes.
Battery ECU or Battery Management System: The battery ECU or the battery
management system (BMS) monitors and measures temperature and assures cooling is
adequate. The BMS avoids the stress of heat and over-temperature and the effects of
excessive charging or discharging are eliminated or lessened. The BMS is essentially for
long battery life and optimum fuel efficiency
Control Area Network (CAN)
A typical CAN network in an HEV is shown in Figure 4. The CAN is a fast, high rate
network enabling communication between ECUs. In CAN most data can be updated
every 10ms and the data is checked to assure data reliability.
EXTRA topic ____ fuel cells

A fuel cell is an electrochemical device that produces electricity by means of a

chemical reaction, much like a battery. The major difference between batteries and
fuel cells is that the latter can produce electricity as long as fuel is supplied, while
batteries produce electricity from stored chemical energy and, hence, require
frequent recharging.

The basic structure of a fuel cell (Figure 4.1) consists of an anode and a cathode,
similar to a battery. The fuel supplied to the cell is hydrogen and oxygen. The
concept of fuel cell is the opposite of electrolysis of water, where hydrogen and
oxygen are combined to form electricity and water. The hydrogen fuel supplied to
the fuel cell consists of two hydrogen atoms per molecule chemically bonded
together in the form H2. This molecule includes two separate nuclei, each
containing one proton, while sharing two electrons. The fuel cell breaks apart these
hydrogen molecules to produce electricity.

4.1.2 FUEL CELL TYPES

The six major types of fuel cells are as follows: alkaline, proton exchange
membrane, direct methanol, phosphoric acid, molten carbonate, and solid oxide. A
short description of the relevant characteristics of each type in the context of
vehicular and stationary applications is given below.2,3

4.1.2.1 Alkaline Fuel Cell (AFC)

In an alkaline fuel cell (AFC), an aqueous solution of potassium hydroxide (KOH) is
used as the electrolyte. Compared to some other fuel cells where acidic electrolytes
are used, the performance of the alkaline electrolyte is as good as the acid
electrolytes, while being significantly less corrosive toward the electrodes. Alkaline
fuel cells have been in actual use for a long time, delivering electrical efficiencies of
up to 60%. They require pure hydrogen as fuel and operate at low temperatures (at
80°C); therefore, they are suitable for vehicle applications. Residual heat can be
used for heating, but the cell temperature is not sufficiently high to generate steam
that can be used for cogeneration.
4.1.2.2 Proton Exchange Membrane (PEM)

The proton exchange membrane (PEM) fuel cells use solid electrolytes and operate
at low temperatures (around 80°C). Nafion is an example of solid polymer
electrolyte. These fuel cells are also known as solid polymer membrane fuel cells.
The electrical efficiency of PEM fuel cells is lower than that of the alkaline cells
(about 40%). However, a rugged and simple construction makes these types of fuel
cells suitable for vehicle applications. The PEM fuel cell and the AFC are currently
being considered for vehicle applications. The advantage of PEM cells is that they
can tolerate impurity in the fuel, as compared to pure hydrogen which is needed in
alkaline fuel cells.

4.1.2.3 Direct Methanol Fuel Cell (DMFC)

The direct methanol fuel cell (DMFC) is a result of research on using methanol as
the fuel that can be carried on-board a vehicle and reformed to supply hydrogen to
the fuel cell. A DMFC works on the same principle as the PEM, except that the
temperature is increased to the range of 90 to 120°C such that internal reformation
of methanol into hydrogen is possible. The electrical efficiency of DMFC is quite low
at about 30%. This type of fuel cell is still in the design stages, because the search
for a good electrocatalyst to reform the methanol efficiently and to reduce oxygen in
the presence of methanol is ongoing
4.1.2.4 Phosphoric Acid Fuel Cell (PAFC)

Phosphoric acid fuel cells (PAFC) are the oldest type with an origin that extends
back to the creation of the fuel cell concept. The electrolyte used is phosphoric acid,
and the cell operating temperature is about 200°C, which makes some
cogeneration possible. The electrical efficiency of this cell is reasonable at about
40%. These types of fuel cells are considered too bulky for transportation
applications, while higher efficiency designs exist for stationary applications.

4.1.2.5 Molten Carbonate Fuel Cell (MCFC)

Molten carbonate fuel cells, originally developed to operate directly from coal,
operate at 600°C and require CO or CO2 on the cathode side and hydrogen on the
anode. The cells use carbonate as the electrolyte. The electrical efficiency of these
fuel cells is high at about 50%, but the excess heat can be used for cogeneration for
improved efficiency. The high temperatures required make these fuel cells not
particularly suitable for vehicular applications, but they can be used for stationary
power generation.
4.1.2.6 Solid Oxide Fuel Cell (SOFC, ITSOFC)

Solid oxide fuel cells (SOFCs) use a solid ionic conductor as the electrolyte rather
than a solution or a polymer, which reduces corrosion problems. However, to
achieve adequate ionic conductivity in such a ceramic, the system must operate at
very high temperatures. The original designs, using yttria-stabilized zirconia as the
electrolyte, required temperatures as high as 1000°C to operate, but the search for
materials capable of serving as the electrolyte at lower temperatures resulted in the
“intermediate temperature solid oxide fuel cell” (ITSOFC). This fuel cell has high
electrical efficiency of 50 to 60%, and residual heat can also be used for
cogeneration. Although not a good choice for vehicle applications, it is at present
the best option for stationary power generation. The fuel cell features described
above are summarized in Table 4.1. The usable energy and relative costs of various
fuels used in fuel cells are listed in Table 4.2. The selection of fuel cells as the
primary energy source in EVs and HEVs depends on a number of issues, ranging
 from fuel cell technology to infrastructure to support the system. Based on the
discussion in this section, the choice of fuel cell for the vehicular application is an
alkaline or proton exchange design, while for stationary applications, it will be the
SOFC. The size, cost, efficiency, and start-up transient times of fuel cells are yet to
be at an acceptable stage for EV and HEV applications. The complexity of the
controller required for fuel cell operation is another aspect that needs further
attention. Although its viability has been well-proven in the space program, as well
as in prototype vehicles, its immature status makes it a longer-term enabling
technology for an EV and HEV.

Previous year paper

Q1. Choose the correct option for following questions. All the Questions are
(20 compulsory and carry equal marks
Marks)
1. From where tractive effort is generated in EV
Option Battery
A:
Option Converter
B:
Option Driving Shaft
C:
Option Motor
D:
2. It is difficult to use ultracapacitors alone as an energy storage for EVs and
HEVs because of their
Option
A: high specific energy density and the dependence of voltage on the SOC
Option
low specific energy density and the dependence of voltage on the SOC
B:
Option
C: low specific energy density and the independence of voltage on the SOC
Option
D: high specific energy density and the independence of voltage on the SOC
3. In which year battery powered carriage was developed
Option 1874
A:
Option 1889
B:
Option 1857
C:
Option 1850
D:
4. The Fuel Cell provides ___________ energy but _________ power
Option High, Low
A:
Option modest, modest
B:
Option modest, low
C:
Option low, low
D:
5. Gradeability is defined as the maximum ___________ angle that the vehicle
can overcome in the whole speed range
Option grade
A:
Option raise
B:
Option slope
C:
Option plane
D:
6. When a vehicle goes up or down a slope, its weight produces a component of
force that is always directed __________
Option Upwards ???
A:
Option downwards
B:
Option left ways
C:
Option right ways
D:
7. Permanent magnet motors with sinusoidal air gap flux distribution are called
Option Permanent Magnet Synchronous Motors
A:
Option Brushless DC motors
B:
Option Brushless AC motors
C:
Option Permanent Magnet induction Motors
D:
8. The series parallel hybrid systems are classified into two categories
_______________& the________________
Option Fuel Cell dominated; petrol engine dominated
A:
Option ICE dominated; Electrical Motor dominated
B:
Option Hydrogen cell dominated; petrol engine dominated
C:
Option Hydrogen cell dominated; gas engine dominated
D:
9. Which strategy is not used in Energy management strategy system
Option Optimization based
A:
Option Rule based
B:
Option Global optimization strategy
C:
Option Regression method
D:
10. Which Battery are preferred for EV
Option Lead-acid (Pb-acid)
A:
Option Lithium-ion (Li-ion)
B:
Option Sodium-sulphur (NaS)
C:
Option Nickel-cadmium (NiCd)
D:
11. The rolling resistance of tires on hard surfaces is due to _____________ in the
tire material
Option Hysterisis
A:
Option Breakdown
B:
Option elasticity
C:
Option flexibility
D:
12. The Field Oriented Control (FOC) enables the induction machine being
controlled alike the
Option separately excited DC Machine
A:
Option Permanent magnet DC machine
B:
Option Switched reluctance machine
C:
Option Stepper motor
D:
13. Energy Storage allocation on an EV, __________ is the first consideration since
it limits the vehicle range.
Option
A: specific energy
Option
B: specific power
Option
C: specific power and specific energy
Option
D: none of these
14. Which motor is suitable for high starting torque
Option DC Series motor
A:
Option DC shunt Motor
B:
Option DC separately Excited Motor
C:
Option Synchronous Motor
D:
15. Fuel Cell use combination of
Option Zinc Sulphur
A:
Option Sulphur oxygen
B:
Option Hydrogen Oxygen
C:
Option Sodium Sulphur
D:
16. Flywheel stores energy in...
Option Chemical form
A:
Option Electrical form
B:
Option Mechanical form
C:
Option Static form
D:
17. High specific energy, high specific power, long cycle life, high-energy
efficiency, quick recharge, maintenance free characteristics, cost effectiveness,
and environmental friendliness are the features of______________
Option
ultracapacitor
A:
Option
battery
B:
Option
fuel cell
C:
Option
flywheel
D:
18. Battery that cannot be charged again is called
Option Primary Battery
A:
Option Secondary Battery
B:
Option Nor Primary Neither secondary
C:
Option Both primary and Secondary
D:
 19. A battery labeled 200 Ah at C5 rate has a 200 amp-hour capacity at 5 hours
discharge rate the discharging current will be _____________.
Option
A: 25 Amps
Option
B: 22.5 Amps
Option
C: 27.5 Amps
Option
D: 40 Amps
20. In Optimal control strategies, the main goal is to__________while respecting the
system constraints and specifications.
Option
A: minimize the fuel cost
Option
B: minimize the emissions
Option
C: minimize fuel cost and emissions
Option
D: improve the vehicle performance

Answers to above questions.

Correct Option
Question Number (Enter either ‘A’ or ‘B’ or ‘C’ or ‘D’)

Q1. D
Q2. B
Q3. A
Q4 A
Q5 A
Q6 A
Q7 A
Q8. B
Q9. D
Q10. B
Q11. A
Q12. A
Q13. A
Q14. A
Q15. C
Q16. C
Q17. D
Q18. A
Q19. D
Q20. A