Electric Vehicle Technology Architecture.pptx

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SRI RAMAKRISHNA ENGINEERING COLLEGE
[Educational Service: SNR Sons Charitable Trust]
[Autonomous Institution, Accredited by NAAC with ‘A’ Grade]
[Approved by AICTE and Permanently Affiliated to Anna University, Chennai]
[ISO 9001:2015 Certified and all eligible programmes Accredited by NBA]
Vattamalaipalayam, N.G.G.O. Colony Post, Coimbatore – 641 022.
Department of Electrical and Electronics Engineering
20EE217 ELECTRIC VEHICLE TECHNOLOGY
Prepared by:
Mr.B.Sridhar, AP(Sl.G)/EEE

 In 1834, the first non-rechargeable battery operated EV (tricycle) was built by
Thomas Davenport.
 After invention of lead-acid battery, a rechargeable battery based EV was built by
David Salomons in 1874.
 After 12 years, first electric trolley system was built by Frank Sprague in 1886.
 In 1900, among 4200 automobiles sold in USA, 38% were EV, 22% were ICE and
40% steam Powered Vehicle.
 Several companies in US, England and France made Evs by 1900.
Historical Background

 Electric Carriage and Wagon Company, US 1894 “Electrobat”.
 Pope manufacturing company, US 500 EVs by 1898 “Columbia”.
 Riker Electric Motor Company, US “Victoria” in 1897.
 London Electric Cab Company, England in 1897.
 Bouquet, Garcin and Schivre (BGS), France [1899-1906].
 BGS EVs in 1900 had world record of 290 Km/charge.
 An EV named “Jamais Contente” captured a record of 110 Km/Hr in 1899.
 By 1912, nearly 34,000 EVs were registered in US.

EVs disappeared by 1930s.
 First development was that, Henry Ford mass produced ‘Ford Model T’ in 1925
and reduced its price by over 1/3rd
to its price in 1909.
 This made EVs costlier compared to ICE.
 The 2nd
development was invention of automobiles starter motor, by Charles
Keetering, that helped remove manual cranking required in ICE and enabled
Electric ignition and start.
 This made ICE user friendly compared to Evs.

Reasons that led resurgence of EVs in 1970s.
 The Arab Oil Enbargo of 1973 increased demands for alternate energy sources.
 Increased air pollution led to worst smog in London in 1950s and in California in
1960s/70s retriggered strict emission regulations.
In 1976, Congress Enacted Public Law 94-413, the Electric and Hybrid Vehicle
Research Development and Demonstration Act. This act authorized a federal program
electric and hybrid electric vehicle technologies and to demonstrate the commercial
feasibility of Evs.
In 1990, California Air Resource Board (CARB) established rules that 2% of all
vehicles sold in California in 1998 should be Zero Emission Vehicle (ZEV) and it
should be 10% by 2003.

In 1968, “Great Electric Car Race” was organized. (Boston MIT to Pasadena (Caltech)

Electric bus series for India – Solaris & JBM
Auto – Ashok Leyland

• Many automakers in US, Japan and Europe started development of Evs.
 In US, General Motors, Ford, Chrysler, US Electric Car and Solectria etc.
 In Japan, Toyota, Nissan, Honda, Mazda, Daihatsu, Mitsubishi, Suzuki, Isuzu, Subara etc.
 In Europe, PSA Peugeot, Renault, BMW, Benz, Audi, Volvo, Opel, Volkswagen, Fiat, Bedford etc.
• GM built number of experimental EVs, such as Electrovair in 1966, Electrovan in 1968, Electrovette in 1979
etc.
 SCR based SE DC motor, with NI-Zn Batteries, 60 miles/Hr, 80 Km range
• Ford EV projects resulted in Fiesta EV, Escort, Aerostar, Ecostar in 1970s.
• Nissan developed EV-4, EV-Resort, President EV, Cedric-EV in 1970s/1980s.
• Toyota produced series in EVs named EV-10 to Ev-40 in 1980s.
• Fiat experimental EVs were X1/23, Y10, in 1980s and Elettra in 1990s.
• BMW produced E30E, E36E in early 90s and E1 in mid 90s.

• Popular EVs in 1990s/Early 2000
– GM EV1 [100 KW, IM, VRLA, 0-100 Km/hr in 9 sec, 144 Km]
– Nissan Altera EV [62 KW, PMSM, Co-Li, 120 Km/hr, 192 Km]
– NIES Luciole [72 KW, In-wheel PMSM, VRLA, 130 Km/hr, Solar]
– HKU-U2001 [45 KW, PMSM, Ni Cd, 110 Km/hr, 176 Km]
– Reva [13 KW, SE DC, VRLA, 65 Km/hr, 80 Km]
• Popular HEVs in 1990s
 Toyota Prius [52 KW, ICE, 33 KW PMSM, Ni mH, 160 Km/hr]
 Honda Insight [50 KW, ICE, 10 KW PMSM, Ni mH, 26-30 Km/L]
• Popular FCEV in 1990s/early 2000
 Toyota Prius [52 KW, ICE, 33 KW PMSM, Ni mH, 160 Km/hr]
 Honda Insight [50 KW, ICE, 10 KW PMSM, Ni mH, 26-30 Km/L]

• Current Popular EVs
• Tesla Roadstar (2007), Model-S (2012), Model-X (2015), Model-3 (2017)
• Nissan Leaf
• Chevy Bolt
• BMW i3
• Current Popular HEVs are mostly PHEVs variants.
• Honda Accord Hybrid
• Toyota Camry, Pirus Hybrid
• Lexus RX 450h
• Volvo XC60 T8
• BMW 740e xDrive

Why EV?
• Global Population, with current trend, may increase from 6 Billons to 10 Billions by 2050.
– Vehicles in use may increase from 700 millions in 2000 to 2.5 Billions by 2050.
– If all the vehicles are ICE, then all cities may be covered with permanent smog with extreme air pollution.
• ARB report (2011), around 9000 people die/year due to fine particle matters in California.
• Sustainable Transport
• Low or Zero Emission Vehicle
• Promotion of Public Transport
• Renewable energy sources (less dependence on fossil fuels)
• Comparison of Energy Sources (storage) used for Transport
Benefits of Using EVs

• Comparison of Energy Sources (storage) used for Transport
• Gasoline (petrol)
• Diesel
• Compressed Natural Gas (CNG)
• Hydrogen
• Batteries
• Ultra-Capacitor
• Ultra-Flywheel

• Pollutants and Greenhouse Gases
• Particulate Matter (PMx)
• CO, CO2
• CH4
• NOx [N2O, NO and NO2]
• Volatile Organic Compound (VOC)
• Total Hydrocarbon
• Sox [SO2]

Comparison of Energy Diversification

Comparison of Efficiency (Fuel Tank to Wheel)

Comparison of Efficiency (Well to Wheel)

Comparison of Capital/Operation Cost and Performance
» BEV has advantages of higher fuel economy than the ICE
» BEV is much more expensive than the ICE
• Due to initial battery cost
• Replacement of battery after few years
» BEV requires less maintenance and is more reliable
» BEV can recover energy during braking and less noisy
» BEV requires charging and has limited range per charge
» BEV can be charged by renewable sources such as solar

Comparison of EV Vs IC engine
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Comparison of EV Vs IC engine
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IC Engine
Electric Vehicle

Types of EVs
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1. Propulsion Devices
2. Energy Sources
3. Energy Carriers etc

Types of EVs
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Propulsion Devices
1. PEV - Pure Electric Vehicle
2. HEV - Hybrid Electric Vehicle

Types of EVs
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Based on Energy Sources
1. BEV – Battery Electric Vehicle
3. FCEV – Fuel Cell Electric Vehicle

Types of EVs
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Based on Energy Carriers
1. BEV – Battery Electric Vehicle
3. FCEV – Fuel Cell Electric Vehicle

Types of EVs
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Pure Electric Vehicle
1. BEV – Battery
2. FCEV – Battery + Fuel Cell
3. UCEV – Battery + UC
4. UFEV – Battery + UF

Types of HEVs
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Conventional HEV
1. Micro Hybrid
2. Mild Hybrid
3. Full Hybrid
Grid-Able HEV
4. Plug-in Hybrid
5. Range Extended

Types of EVs
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Types of EVs
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Types of EVs
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Types of EVs
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Conventional Full Hybrid EV
1. Series Hybrid
2. Parallel Hybrid
3. Series Parallel Hybrid
4. Complex Hybrid

Types of EVs
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Conventional Series Hybrid EV

Types of EVs
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Conventional Parallel Hybrid EV

Types of EVs
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Conventional Series - Parallel Hybrid EV

Architecture of Hybrid and Electric Vehicles
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What exactly is an HEV?
The term hybrid vehicle refers to a vehicle with at least two sources of power.
hybrid-electric vehicle indicates that one source of power is provided by an electric motor.
The other source of motive power can come from a number of different technologies, but is
typically provided by an internal combustion engine designed to run on either gasoline or
diesel fuel.
As proposed by Technical Committee (Electric Road Vehicles) of the
International Electrotechnical Commission, an HEV is a vehicle in which propulsion
energy is available from two or more types of energy sources and at least one of
them can deliver electrical energy.

Hybrid-Electric Vehicle
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Based on this general definition, there are many types of HEVs, such as:
• Gasoline ICE and battery
• Diesel ICE and battery
• Battery and FC
• Battery and capacitor
• Battery and flywheel
• Battery and battery hybrids.

Energy Use in Conventional Vehicles
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In order to understand how a HEV may save energy, it is necessary first to examine how conventional vehicles use
energy. The breakdown of energy use in a vehicle is as follows:
1. In order to maintain movement, vehicles must produce power at the wheels to overcome:
a. Aerodynamic drag (air friction on the body surfaces of the vehicle, coupled with pressure forces
caused by the air flow)
b. Rolling resistance (the resistive forces between tires and the road surface)
c. Resistive gravity forces associated with climbing a grade
2. Further, to accelerate, the vehicle must its inertia. Most of the energy expended in acceleration is then lost as
heat in the brakes when the vehicle is brought to a stop.
3. The vehicle must provide power for accessories such as heating fan, lights, power steering, and air conditioning.
4. Finally, a vehicle will need to be capable of delivering power for acceleration with very little delay when the
driver depresses the accelerator, which may necessitate keeping the power source in a standby (energy-using)
mode.

Translation of fuel energy into work in a vehicle
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Energy Savings Potential of Hybrid Drivetrains
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In terms of overall energy efficiency, the conceptual advantages of a hybrid over a conventional
vehicle are:
• Regenerative braking
• More efficient operation of the ICE, including reduction of idle
• Smaller ICE:
• Potential for higher weight
• Electrical losses

HEV Configurations
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The various possible ways of combining the power flow to meet the driving requirements are:
i. Powertrain 1 alone delivers power
ii. Powertrain 2 alone delivers power
iii. Both powertrain 1 and 2 deliver power to load at the same time
iv. Powertrain 2 obtains power from load (regenerative braking)
v. Powertrain 2 obtains power from powertrain 1
vi. Powertrain 2 obtains power from powertrain 1 and load at the same time
vii. Powertrain 1 delivers power simultaneously to load and to powertrain 2
viii. Powertrain 1 delivers power to powertrain 2 and powertrain 2 delivers power ton load
ix. Powertrain 1 delivers power to load and load delivers power to powertrain 2.

Generic Hybrid Drivetrain
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HEV Configurations
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Hybrid drivetrain concept can be implemented by different configurations as follows:
 Series configuration
 Parallel configuration
 Series-parallel configuration
 Complex configuration
The functional block diagrams of the various HEV configurations is shown in Figure,
it can be observed that the key feature of:
 Series hybrid is to couple the ICE with the generator to produce electricity for pure electric
propulsion.
 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 Configuration
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In case of series hybrid system (Figure) 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.
• Nearly ideal torque-speed characteristics of electric
motor make multigear transmission unnecessary

Series Hybrid Configuration
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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.

Detailed Configuration of Series Hybrid Vehicle
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Parallel Hybrid Configuration
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The parallel HEV Figure 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.

Parallel Hybrid Configuration
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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 Hybrid Configuration
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In the series-parallel hybrid (Figure), 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 Configuration
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The complex hybrid system (Figure) 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.

Power Flow in HEVs
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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

Power Flow in HEVs
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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 Series Hybrid
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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.

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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.

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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.

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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).

Power Flow Control in Parallel Hybrid
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In the parallel hybrid system there are four operating modes based on the
power flow:
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.

Power Flow Control in Parallel Hybrid
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Power Flow Control in Series-Parallel Hybrid
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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.

Series-Parallel Hybrid – ICE Dominated
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Series-Parallel Hybrid – ICE Dominated
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Series-Parallel Hybrid – EM Dominated
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The operating modes of EM dominated system are:
Mode 1: During startup (Figure 4a), the EM provides the traction power and the ICE remains
in the off state.
Mode 2: During full throttle (Figure 4b), both the ICE and EM provide the traction power.
Mode 3: During normal driving (Figure 4c), both the ICE and EM provide the traction power.
Mode 4: During braking or deceleration (Figure 4d), the EM acts as a generator to charge the
battery.
Mode 5: To charge the battery during driving (Figure 4e), the ICE delivers the required
traction power and also charges the battery. The EM acts as a generator.
Mode 6: When the vehicle is at standstill (Figure 4f), the ICE can deliver power to charge the
battery via the EM.

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Power Flow Control Complex Hybrid Control
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The complex hybrid vehicle configurations are of two types:
 Front hybrid rear electric
 Front electric and rear hybrid

PFC - CHC - Front hybrid Rear Electric
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 Mode 1: During startup (Figure 5a), the required traction power is delivered by the EMs
and the engine is in off mode.
 Mode 2: During full throttle acceleration (Figure 5b), both the ICE and the front wheel EM
deliver the power to the front wheel and the second EM delivers power to the rear wheel.
 Mode 3: During normal driving (Figure 5c), the ICE delivers power to propel the front
wheel and to drive the first EM as a generator to charge the battery.
 Mode 4: During driving at light load (Figure 5d) first EM delivers the required traction
power to the front wheel. The second EM and the ICE are in off sate.
 Mode 5: During braking or deceleration (Figure 5e), both the front and rear wheel EMs act
as generators to simultaneously charge the battery.
 Mode 6: A unique operating mode of complex hybrid system is axial balancing. In this
mode (Figure 5f) if the front wheel slips, the front EM works as a generator to absorb the
change of ICE power. Through the battery, this power difference is then used to drive the
rear wheels to achieve the axle balancing.

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PFC - CHC - Front Electric & Rear hybrid
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PFC - CHC - Front Electric & Rear hybrid
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