Concept of Hybrid

Electric Drive Trains

A vehicle that has two or more
energy
sources
and
energy
converters
is
called
a
hybrid
vehicle.

Conceptual illustration of a
hybrid electric drive train

 Hybrid drive trains supply the

required power by an adapted power
train.
There are many available patterns of
combining the power flows to meet
load requirements as described
below:

1. Power train 1 alone delivers power to the load

2. Power train 2 alone delivers power to the load
3. Both power train 1 and 2 deliver power to load
at the same time
4. Power train 2 obtains power from load
(regenerative braking)
5. Power train 2 obtains power from power train 1
6. Power train 2 obtains power from power train 1
and load at the same time
7.
Power train 1 delivers power to load and to
power
train 2 at the same time
Power train 1 delivers power to power train 2,
and power train 2 delivers power to load
Power train 1 delivers power to load, and load
delivers power to power train 2.

A load power is decomposed into

steady and dynamic components

The load power of a vehicle varies randomly

in real operation due to frequent
acceleration, deceleration, and climbing up
and down grades, as shown in Figure

Architectures of Hybrid
Electric Drive Trains

Configuration of a series hybrid

electric drive train

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 enginegenerator
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.

Parallel Hybrid Electric

Drive Trains

Configuration of a parallel hybrid electric

drive train

Torque-Coupling Parallel
Hybrid Electric Drive
Trains
The output torque and speed can be
described by

and
where k1 and k2 are the constants
determined by the parameters of torque
coupling.

 There are a variety of configurations

in torque coupling hybrid drive trains.
They are classified into
1.Two-shaft and
2.One-shaft designs

Torque coupling device

Two-axle configuration

Two-shaft configuration

Tractive effort along with vehicle

speed with different
transmission schemes

Tractive effort along with vehicle

speed with different
transmission schemes

Pre-transmission single-shaft
torque combination parallel hybrid
electric drive train

Post-transmission single-shaft
torque combination parallel hybrid
electric drive train

Separated axle torque

combination parallel hybrid
electric drive train

Speed-Coupling Parallel
Hybrid Electric Drive
Trains
The powers from two power plants
may be coupled together by coupling
their speeds, as shown

and

 Two typical speed-coupling devices:

one is a planetary gear unit and the
other is an electric motor with a
floating stator, called a transmotor.
A planetary gear unit is a three-port
unit consisting of the sun gear, the ring
gear, and the yoke labeled 1, 2, and 3.

Typical speed-coupling
devices

Typical speed-coupling
devices

Hybrid electric drive train with

speed coupling of planetary
gear unit

Hybrid electric drive train with

speed coupling of electric
transmotor

 Hybrid traction: When locks 1 and 2 are

released the sun gear and ring gear can
rotate and both the engine and electric
machine supply positive speed and torque
(positive power) to the driven wheels.
2. Engine-alone traction: When lock 2
locks the ring gear to the vehicle frame
and lock 1 is released only the engine
supplies power to the driven wheels.

 3. Motor-alone traction: When lock 1

locks the sun gear to the vehicle frame
(engine is shut off or clutch is
disengaged) and lock 2 is released only
the electric motor supplies its power to
the driven wheels.
4. Regenerative braking: Lock 1 is set in
locking state, the engine is shut off or
clutch is disengaged, and the electric
machine is controlled in regenerating
operation (negative torque). The kinetic
or potential energy of the vehicle can be
absorbed by the electric system.

 5. Battery charging from the engine:

When the controller sets a negative
speed for the electric machine, the
electric machine absorbs energy
from the engine.

Torque-Coupling and SpeedCoupling Parallel Hybrid

Electric Drive Trains

Alternative torque- and speedcoupling hybrid electric drive

train with transmotor

Integrated speed- and torquecoupling hybrid electric drive train

with a transmotor

Configuration of a typical
series hybrid electric drive
train

Operation Patterns
In series hybrid electric drive trains, the
engine/generator
system
is
mechanically decoupled from the
driven wheels as shown in Figure.
The speed and torque of the engine are
independent of vehicle speed and
traction torque demand, and can be
controlled at any operating point on its
speedtorque plane.

 The drive train has several operating modes,

which can be used selectively according to
the driving condition and desire of the driver.
These operating modes are:
1.Hybrid traction mode: When a large amount
of power is demanded, that is, the driver
depresses the accelerator pedal deeply, both
engine/generator and peaking power source
(PPS)
supply their powers to the electric motor
drive. In this case, the engine should be
controlled to operate in its optimal region for
efficiency and emission reasons as shown in
Figure.

 The PPS supplies the additional power to

meet the traction power demand.
This operation mode can be expressed as
where Pdemand is the power demanded by
the driver, Pe/g is the engine/generator
power, and Ppps is the PPS power.
2.Peak Power Source-Alone Traction Mode:
In this operating mode, the peak power
source alone supplies its power to meet
the power demand, that is,
Pdemand = Ppps.

3. Engine/Generator-Alone Traction Mode:

In this operating mode, the
engine/generator alone supplies its
power to meet the power demand, that
is,
Pdemand = Pe/g.

4. PPS Charging from the Engine/Generator:

When the energy in the PPS decreases to a
bottom line, the PPS must be charged. This
can be done by regenerative braking or by
the engine/generator.
Usually, engine/generator charging is needed,
since regenerative braking charging is
insufficient. In this case, the engine power is
divided into two parts: one is used to propel
the vehicle and the other is used to charge
the PPS. That is,
Pdemand = Pe/g Ppps

It should be noticed that the operation mode is only

effective when the power of the engine/generator is
greater than the load power demand.

5. Regenerative Braking Mode:

When the vehicle is braking, the
traction motor can be used as a
generator, converting part of the kinetic
energy of the vehicle mass into electric
energy to charge the PPS.
The vehicle controller commands the
operation of each component according
to the traction power (torque) command
from the driver, the feedback from each
of the components, and also the drive
train and the preset control strategy.

 The control objectives are to (1)

meet the power demand of the
driver, (2) operate each component
with optimal efficiency,(3) recapture
braking energy as much as possible,
and (4) maintain the state-of-charge
(SOC) of the PPS in a preset window.