M-DIT POLYTECHNIC COLLEGE

ULLIYERI, KOZHIKODE, KERALA www.mditpoly.in

Approved by AICTE New Delhi & Govt of Kerala

DEPARTMENT OF MECHANICAL ENGINEERING

A SEMINAR REPORT ON

HYBRID CAR
Submitted By

Goutham Chandran
nnNO: 20022966

FINAL YEAR MECHANICAL ENGINEERING

2020 -2023 BATCH I

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 M-DIT POLYTECHNIC COLLEGE
ULLIYERI, KOZHIKODE, KERALA www.mditpoly.in Approved by
AICTE New Delhi & Govt of Kerala

DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE

This is to certify that the seminar work entitled Hybrid car is a bonafied record
of the work done by Goutham Chandran (Reg no: 20022966) towards the
partial fulfillment of the required to the award of diploma in Mechanical
Engineering during the academic year 2020-2023 under theboard
of technical education Kerala state
Place:

Date:

HEAD OF DEPT STAFF IN CHARGE

MR. HASIB N V MR. ABHILASH J K

LECTURER LECTURER

MEDept MEDept
INTERNAL EXAMINER EXTERNAL EXAMINER

ii
 ACKNOWLEDGEMENT
I Wish to express my heartiest gratitude to all teachers and Mechanical Engineering
Department for their parental advice in achieving the necessary detail regarding this
report and also thank my classmates for helping me for the successful completion
of my seminar work

Goutham Chandran

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 ABSTRACT

Have you pulled your car up to the gas/petrol pump lately and been shocked by the high
price of gasoline? As the pump clicked past Rs1400 or 1500, maybe you thought about
trading in that SUV for something that gets better mileage. Or maybe you are worried
that your car is contributing to the greenhouse effect. Or maybe you just want to have
the coolest car on the block. Currently, there is a solution for all these problems, it's the
hybrid electric vehicle.

The vehicle is lighter and roomier than a purely electric vehicle, because there is less
need to carry as many heavy batteries. The internal combustion engine in hybrid-electric
is much smaller and lighter and more efficient than the engine in a conventional vehicle.
In fact, most automobile manufacturers have announced plans to manufacture their own
hybrid versions. Hybrid electric vehicles are all around us. Most of the locomotives we
see pulling trains are diesel-electric hybrids. Cities like Seattle have diesel-electric
buses -- these can draw electric power from overhead wires or run on diesel when they
are away from the wires. Giant mining trucks are often diesel-electric hybrids.
Submarines are also hybrid vehicles -- some are nuclear-electric and some are
dieselelectric. Any vehicle that combines two or more sources of power that can directly
or indirectly provide propulsion power is a hybrid

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 CONTENTS

INTRODUCTION .......................................................................................................... 1

1.1 INTRODUCTION OF HYBRID ELECTRIC VEHICLE ................................... 1

HISTORY OF HYBRID ELECTRIC VEHICLE ...................................................... 3

2.1 HISTORY OF HYBRID ELECTRIC VEHICLE ............................................ 3

TYPES BY DEGREE OF HYBRIDIZATION .......................................................... 6

3.1 FULL HYBRID ................................................................................................ 6

3.2 MILD HYBRID ................................................................................................ 7

TYPES OF HYBRID ELECTRIC VEHICLE ........................................................... 8

4.1 SERIES TYPE HEV ......................................................................................... 8

4.2 PARALLEL TYPE HEV ................................................................................ 10

4.3 SERIES-PARALLEL TYPE HEV ................................................................. 13

PARTS OF HYBRID ELECTRIC VEHICLE ......................................................... 14

5.1 ENGINE ...................................................................................................... 14

5.3 ELECTRIC MOTOR ................................................................................... 20

WORKING OF HYBRID ELECTRIC VEHICLE .................................................. 25

8.1 STARTING AND LOW SPEED PROCESS .............................................. 25

8.4 BRAKING ................................................................................................... 27

ADVANTAGES AND DISADVANTAGES OF HEV ........................................... 29

10.1 ADVANTAGES ........................................................................................... 29

10.2 DISADVANTAGES..................................................................................... 30

MODERN HYBRIDS PRODUCTION .................................................................... 31

11.1 MODERN HYBRID PRODUCTION .......................................................... 31

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Future works ............................................................................................................. 34

CONCLUSION......................................................................................................... 36

REFERENCES ......................................................................................................... 37

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 LIST OF FIGURES

2.1 The first gasoline-electric hybrid vehicle .............................. 3

3.1 Full hybrid Vehicle-Toyota Prius (2nd generation) ............... 6

4.1 Series type HEV ..................................................................... 9

4.1 Series type HEV Block Diagram .......................................... 9

4.3 Power flow in series type HEV ............................................ 10

4.4 Parallel type HEV ................................................................. 11

4.5 Parallel type HEV Block Diagram ....................................... 12

4.6 Power flow in parallel type HEV ...........................................12

4.7 Series- parallel type HEV ..................................................... 13

5.1 Cost per mile EV v/s Gasoline Engine .................................. 16

5.2 Cylindrical type battery packaging ........................................ 17

5.3 Prismatic type battery packaging ........................................... 17

5.4 Button type battery packaging ............................................... 18

5.5 Pouch type battery packaging ................................................ 18

5.6 Cycle life ................................................................................ 20

5.7 Energy Densities .................................................................... 20

5.8 Motor Parts ............................................................................ 22

5.9 Components: Electric Motor – DC ........................................ 23

5.10 Components: Electric Motor – AC ........................................ 23

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5.11 Parts of HEV .......................................................................... 24

8.1 Starting and low speed process of HEV ................................ 31

8.2 Cruising process of HEV ....................................................... 32

8.3 Passing process of HEV ......................................................... 33

8.3 Braking process of HEV ........................................................ 34

11.1 1997 Toyota Prius (first generation) ...................................... 42

11.2 2000 Honda Insight (first generation) .................................... 42

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 INTRODUCTION

1.1 INTRODUCTION OF HYBRID ELECTRIC VEHICLE

A hybrid vehicle, abbreviated HEV, is one that uses both an internal combustion
engine (ICE) and an electric motor to propel the vehicle. Most hybrids use a
highvoltage battery pack and a combination electric motor and generator to help or
assist a gasoline engine.

The ICE used in a hybrid vehicle can be either gasoline or diesel, although only
gasoline-powered engines are currently used in hybrid vehicles. An electric motor
is used to help propel the vehicle, and in some designs, capable of propelling the
vehicle alone without having to start the internal combustion engine.

The presence of the electric power train is intended to achieve either better fuel
economy than a conventional vehicle or better performance. There are a variety of
HEV types, and the degree to which they function as EVs varies as well. The most
common form of HEV is the hybrid electric car, although hybrid electric trucks
(pickups and tractors) and buses also exist. Modern HEVs make use of
efficiencyimproving technologies such as regenerative braking, which converts the
vehicle's kinetic energy into electric energy to charge the battery, rather than
wasting it as heat energy as conventional brakes do. Some varieties of HEVs use
their internal combustion engine to generate electricity by spinning an electrical
generator (this combination is known as a motor-generator), to either recharge their
batteries or to directly power the electric drive motors. Many HEVs reduce idle
emissions by shutting down the ICE at idle and restarting it when needed; this is
known as a startstop system. A hybrid-electric produces less emissions from its ICE
than a comparably-sized gasoline car, since an HEV's gasoline engine is usually

1
smaller than a comparably-sized pure gasoline-burning vehicle (natural gas and
propane fuels produce lower emissions) and if not used to directly drive the car, can
be geared to run at maximum efficiency, further improving fuel economy. [1]

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 HISTORY OF HYBRID ELECTRIC VEHICLE

2.1 HISTORY OF HYBRID ELECTRIC VEHICLE

In 1900 Ferdinand Porsche developed the Lohner-Porsche Mixte Hybrid, the first
gasoline-electric hybrid automobile in the world, a 4WD series-hybrid version of
"System Lohner-Porsche" electric carriage previously appeared in 1900 Paris World
Fair. The Mixte included a pair of generators driven by 2.5-hp Daimler IC engines
to extend operating range and it could travel nearly 65 km on battery alone. It was
presented in the Paris Auto Show in 1901. The Mixte broke several Austrian speed
records, and also won the Exelberg Rally in 1901 with Porsche himself driving. The
Mixte used a gasoline engine powering a generator, which in turn powered electric
hub motors, with a small battery pack for reliability. It had a top speed of 50 km/h
and a power of 5.22 kW during 20 minutes. George Fischer sold hybrid buses to
England in 1901; Knight Neftal produced a racing hybrid in 1902. [2]

Fig. 2.1 The first gasoline-electric hybrid vehicle

In 1905, Henri Pieper of Germany/Belgium introduced a hybrid vehicle with an

electric motor/generator, batteries, and a small gasoline engine. It used the electric
motor to charge its batteries at cruise speed and used both motors to accelerate or
climb a hill. The Pieper factory was taken over by Imperia, after Pieper died. The

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1915 Dual Power, made by the Woods Motor Vehicle electric car maker, had a
fourcylinder ICE and an electric motor. Below 15 mph (24 km/h) the electric motor
alone drove the vehicle, drawing power from a battery pack, and above this speeds
the "main" engine cut in to take the car up to its 35 mph (56 km/h) top speed. About
600 were made up to 1918. The Woods hybrid was a commercial failure, proving
to be too slow for its price, and too difficult to service. The United States Army's
1928 Experimental Motorized Force tested a gasoline-electric bus in a truck convoy.
In 1931 Erich Gaichen invented and drove from Altenburg to Berlin a 1/2
horsepower electric car containing features later incorporated into hybrid cars. Its
maximum speed was 25 miles per hour (40 km/h), but it was licensed by the Motor
Transport Office, taxed by the German Revenue Department and patented by the
German Reichs-Patent Amt. The car battery was re-charged by the motor when the
car went downhill. Additional power to charge the battery was provided by a
cylinder of compressed air which was re-charged by small air pumps activated by
vibrations of the chassis and the brakes and by igniting oxy-hydrogen gas. An
account of the car and his characterization as a "crank inventor" can be found in
Arthur Koestler's autobiography, Arrow in the Blue, pages 269-271, which
summarize a contemporaneous newspaper account written by Koestler. No
production beyond the prototype was reported. The hybrid-electric vehicle did not
become widely available until the release of the Toyota Prius in Japan in 1997,
followed by the Honda Insight in 1999.While initially perceived as unnecessary due
to the low cost of gasoline, worldwide increases in the price of petroleum caused
many automakers to release hybrids in the late 2000s; they are now perceived as a
core segment of the automotive market of the future. More than 5.8 million hybrid
electric vehicles have been sold worldwide by the end of October 2012, led by
Toyota Motor Company (TMC) with more than 4.6 million Lexus and Toyota
hybrids sold by October 2012, followed by Honda Motor Co., Ltd. with cumulative
global sales of more than 1 million hybrids by September 2012, and Ford Motor
Corporation with more than 200 thousand hybrids sold in the United States by June
2012. Worldwide sales of hybrid vehicles produced by TMC reached 1 million units

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in May 2007; 2 million in August 2009; and passed the 4 million marks in April
2012.As of October 2012, worldwide hybrid sales are led by the Toyota Prius lift
back, with cumulative sales of 2.8 million units, and available in almost 80 countries
and regions. The United States is the world's largest hybrid market with more than
2.5 million hybrid automobiles and SUVs sold through October 2012, followed by
Japan with more than 2 million hybrids sold through October 2012 the Prius is the
top selling hybrid car in the U.S. market, surpassing the 1 million milestone in April
2011. Cumulative sales of the Prius in Japan reached the 1 million marks in August
2011. [2]

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 TYPES BY DEGREE OF HYBRIDIZATION

3.1 FULL HYBRID

Full hybrid, sometimes also called a strong hybrid, is a vehicle that can run on just
the engine, just the batteries, or a combination of both. It uses a gasoline engine as
the primary source of power, and an electric motor provides additional power when
needed. In addition, full hybrids can use the electric motor as the source of
population for low-speed, low acceleration driving, such as stop-and-go traffic or
for backing up.Ford's hybrid system, Toyota's Hybrid Synergy Drive and General
Motors/Chrysler's Two-Mode Hybrid technologies are full hybrid systems The
Toyota Prius, Ford Escape Hybrid, and Ford Fusion Hybrid are examples of full
hybrids, as these cars can be moved forward on battery power alone. A large,
highcapacity battery pack is needed for battery-only operation. These vehicles have
a split power path allowing greater flexibility in the drive-strain by inter-converting
mechanical and electrical power, at some cost in complexity. [3]

Fig. 3.1 Full hybrid Vehicle-Toyota Prius (2nd generation)

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3.2 MILD HYBRID
Mild hybrid, sometimes also called a stop-start hybrid is a vehicle that cannot be
driven solely on its electric motor, because the electric motor does not have enough
power to propel the vehicle on its own. Stop-start technology conserves energy by
shutting off the gasoline engine when the vehicle is at rest, such as at a traffic light,
and automatically re-starting it when the driver pushes the gas pedal to go forward.
Mild hybrids only include some of the features found in hybrid technology, and
usually achieve limited fuel consumption savings, up to 15 percent in urban driving
and 8 to 10 percent overall cycle A mild hybrid is essentially a conventional vehicle
with oversize starter motor, allowing the engine to be turned off whenever the car
is coasting, braking, or stopped, yet restart quickly and cleanly. The motor is often
mounted between the engine and transmission, taking the place of the torque
converter, and is used to supply additional propulsion energy when accelerating.
Accessories can continue to run on electrical power while the gasoline engine is off,
and as in other hybrid designs, the motor is used for regenerative braking to
recapture energy. As compared to full hybrids, mild hybrids have smaller batteries
and a smaller, weaker motor/generator, which allows manufacturers to reduce cost
and weight. Honda's early hybrids including the first-generation Insight used this
design, leveraging their reputation for design of small, efficient gasoline engines;
their system is dubbed Integrated Motor Assist (IMA). Starting with the 2006 Civic
Hybrid, the IMA system now can propel the vehicle solely on electric power during
medium speed cruising. Another example is the 2005-2007 Chevrolet Silverado
Hybrid, a full-size pickup truck. Chevrolet was able to get a 10% improvement on
the Silverado's fuel efficiency by shutting down and restarting the engine on demand
and using regenerative braking. General Motors has also used its mild BAS Hybrid
technology in other models such as the Saturn Vue Green Line, the Saturn Aura
Green line and the Mailbu Hybrid.

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 TYPES OF HYBRID ELECTRIC VEHICLE

4.1 SERIES TYPE HEV

In series hybrids, only the electric motor drives the drive-strain, and the ICE works
as a generator to power the electric motor or to recharge the batteries. The battery
pack can be recharged through regenerative braking or by the ICE. Series hybrids
usually have a smaller combustion engine but a larger battery pack as compared to
parallel hybrids, which makes them more expensive than parallels. This
configuration makes series hybrids more efficient in city driving. The Chevrolet
Volt is a series plug-in hybrid, although GM prefers to describe the Volt as an
electric vehicle equipped with a "range extending" gasoline powered ICE as a
generator and therefore dubbed an "Extended Range Electric Vehicle" or EREV.
Means In a series driveline, only an electric motor is connected to drive the wheels.
In its gasoline motor turns a generator, generator may either charge the batteries or
power an electric motor that drives the transmission and at low speeds is powered
only by the electric motor. In a series-hybrid design, the engine turns a generator,
which can charge batteries or power [

an electric motor that drives the transmission. The internal combustion engine never
powers the vehicle directly.

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 Fig. 4.1 Series type HEV

Fig. 4.2 Series type HEV

This diagram shows the components included in a typical series hybrid design. The
solid-line arrow indicates the transmission of torque to the drive wheels. The
dottedline arrows indicate the transmission of electrical current.

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 Fig. 4.3 Power flow in series type HEV

4.2 PARALLEL TYPE HEV

In parallel hybrids, the ICE and the electric motor are both connected to the
mechanical transmission and can simultaneously transmit power to drive the wheels,
usually through a conventional transmission. Honda's Integrated Motor Assist
(IMA) system as found in the Insight, Civic, Accord, as well as the GM Belted
Alternator/Starter (BAS Hybrid) system found in the Chevrolet Malibu hybrids are
examples of production parallel hybrids. Current, commercialized parallel hybrids
use a single, small (<20 kW) electric motor and small battery pack as the electric
motor is not designed to be the sole source of motive power from launch. Parallel
hybrids are also capable of regenerative braking and the internal combustion engine
can also act as a generator for supplemental recharging. Parallel hybrids are more

10
efficient than comparable non-hybrid vehicles especially during urban stop-and-go
conditions and at times during highway operation where the electric motor is
permitted to contribute. Means in a parallel system, both the gasoline and the electric
motor are connected to the drive wheels. Gasoline motor, batteries which powers an
electric motor, both can power the transmission at the same time and electric motor
supplements the gasoline engine. In a parallel-hybrid design, multiple propulsion
sources can be combined, or one energy source alone can drive the vehicle. The
battery and engine are both connected to the transmission. The vehicle can be
powered by internal combustion alone, by electric motor alone, (full hybrids), or a
combination. In most cases, the electric motor is used to assist the internal
combustion engine.

Fig. 4.4 Parallel type HEV

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 Fig. 4.5 Parallel type HEV

Diagram showing the components involved in a typical parallel-hybrid vehicle. The

solid-line arrows indicate the transmission of torque to the drive wheels, and the
dotted-line arrows indicate the flow of electrical current.

Fig. 4.6 Power flow in parallel type HEV

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4.3 SERIES-PARALLEL TYPE HEV
Series-Parallel type also called Power-split hybrids have the benefits of a
combination of series and parallel characteristics. As a result, they are more efficient
overall, because series hybrids tend to be more efficient at lower speeds and parallel
tend to be more efficient at high speeds; however, the cost of power-split the hybrid
is higher than a pure parallel. Examples of power-split (referred to by some as
"series-parallel") hybrid power-strains include current models of Ford, General
Motors, Lexus, Nissan, and Toyota. Means a series-parallel hybrid design allows the
vehicle to operate in electric motor mode only or in combination with the internal
combustion engine. In it characteristics of both series and parallel type hybrid
electric vehicle are used, it’s cost is more than both single type HEV’s.

Fig. 4.7 Series- parallel type HEV

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 PARTS OF HYBRID ELECTRIC VEHICLE

5.1 ENGINE

It’s much same as other vehicles engine, but the size of hybrid electric vehicle engine
is small and it’s more fuel efficient.

Higher energy density than batteries,

1,000 pounds of batteries = 1 gallon (7 pounds) of gas. It
has three types.

5.1.1 Gasoline engine

Gasoline engines are used in most hybrid electric designs, and will likely remain
dominant for the foreseeable future. While petroleum-derived gasoline is the
primary fuel, it is possible to mix in varying levels of ethanol created from renewable
energy sources. Like most modern ICE powered vehicles, HEVs can typically use
up to about 15% bio-ethanol. Manufacturers may move to flexible fuel engines,
which would increase allowable ratios, but no plans are in place at present.

5.1.2 Diesel engine

Diesel-electric HEVs use a diesel engine for power generation. Diesels have
advantages when delivering constant power for long periods of time, suffering less
wear while operating at higher efficiency. The diesel engine's high torque, combined
with hybrid technology, may offer substantially improved mileage. Most diesel
vehicles can use 100% pure bio-fuels (biodiesel), so they can use but do not need
petroleum at all for fuel (although mixes of bio-fuel and petroleum are more
common). If diesel-electric HEVs were in use, this benefit would likely also apply.
Diesel-electric hybrid drive-strains have begun to appear in commercial vehicles
(particularly buses); as of 2007, no light duty diesel-electric hybrid passenger cars
are currently available, although prototypes exist.

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5.1.3 Hydrogen engine

Hydrogen can be used in cars in two ways: a source of combustible heat, or a source
of electrons for an electric motor. The burning of hydrogen is not being developed
in practical terms; it is the hydrogen fuel-cell electric vehicle (HFEV) which is
garnering all the attention. Hydrogen fuel cells create electricity fed into an electric
motor to drives the wheels. Hydrogen is not burned, but it is consumed. This means
molecular hydrogen, H2, is combined with oxygen to form water. 2H2(4e-) + O2 -
> 2H2O(4e-). The molecular hydrogen and oxygen's mutual affinity drives the fuel
cell to separate the electrons from the hydrogen, to use them to power the electric
motor, and to return them to the ionized water molecules that were formed when the
electron-depleted hydrogen combined with the oxygen in the fuel cell. Recalling that
a hydrogen atom is nothing more than a proton and an electron; in essence, the motor
is driven by the proton's atomic attraction to the oxygen nucleus, and the electron's
attraction to the ionized water molecule.

An HFEV is an all-electric car featuring an open-source battery in the form of a

hydrogen tank and the atmosphere. HFEVs may also comprise closed-cell batteries
for the purpose of power storage from regenerative braking, but this does not change
the source of the motivation. It implies the HFEV is an electric car with two types
of batteries. Since HFEVs are purely electric, and do not contain any type of heat
engine, they are not hybrids.

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5.2 BATTERY

It stores the energy generated from gasoline engine or during regenerative braking,
from the electric motor. It’s power the vehicle at low speed, it’s size is larger and
holds much more energy than non-hybrid electric vehicle.

◼ Batteries rule the performance of the vehicle

• They dictate how much power you get (kW)
• They dictate how much energy you get (kWh)
◼ A single cell dictates the battery voltage each cell mates two dissimilar
materials

Table 5.1 Battery types

5.2.1 Batteries packaging

1. Cylindrical

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 Fig. 5.2 Cylindrical type battery packaging

2. Prismatic

Fig. 5.3 Prismatic type battery packaging

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3. Button

Fig. 5.4 Button type battery packaging

4. Pouch

Fig. 5.5 Pouch type battery packaging

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5.2.2 Basic Characteristics

◼ State of Charge (SOC)

• Measured as a percentage of total battery energy (0-100%)
• Typically, should not go below 20% ◼ Depth of Discharge
(DoD)
• Inverse of SOC
• Power (kW)
• Energy (kWh)
• A-h
◼ Typically used for power batteries
• Cells often described in mA-h ◼ C Rate
• A normalized rate of power use to qualify testing
• 100% discharge divided by the time in hours
• C2 means the discharge rate was 100% in ½ hour
• C/2 means the rate was less aggressive – over 2 hours ◼ Cycle
Life
• Always measured based on DoD
• Ex. 1000 cycles at 80% DoD

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 Fig. 5.6 Cycle life

◼ Weight/Volume
• Measures in terms of W/kg and W-h/kg
• W/l and W-h/l

Fig. 5.7 Energy Densities

5.3 ELECTRIC MOTOR

It’s powered the vehicle at low speed and assist the gasoline engine when additional
power is needed, it’s also convert otherwise wasted energy from braking into
electricity and store it in battery. Most of the electric machines used in hybrid
vehicles are brushless DC motors (BLDC). Specifically, they are of a type called an
interior permanent magnet (IPM) machine (or motor). These machines are wound
similarly to the induction motors found in a typical home, but (for high efficiency)
use very strong rare earth magnets in the rotor. These magnets contain neodymium,
iron and boron, and are therefore called Neodymium magnets. The magnet material
is expensive, and its cost is one of the limiting factors in the use of these machines.

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5.3.1 Motor components

❖ Rotating components [1] Shaft

[2] Rotor

[3] Rotor fins

[4] Fan

❖ Housing components
[5] End bells / bearing housings

[6] Stator housing

[7] Cooling fins

[8] Junction box

[9] Fan shroud

❖ Fixed components
[10] Seals
[11] Stator windings

[12] Core iron / lamination stack

[13] Bearings

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 Fig. 5.8 Motor Parts

5.3.2 Components: Electric Motor – DC

Fig. 5.9 Components: Electric Motor – DC

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5.3.3 Components: Electric Motor – AC

Fig. 5.10 Components: Electric Motor – AC

5.4 CONTROLLER

The controller is used to charge the battery or to supply the power to electric motor.

➢ Converts Battery DC to a chopped DC power

➢ Can chop in amplitude (DC) or frequency (AC)
➢ Power is based on low voltage input signal 4-20 mA or 0-5V
➢ In other fields this is called a drive or inverter
▪ Variable Frequency (AC)
▪ Pulse Width Modulation (AC)
▪ Buck Conversion (Reduce - DC)
▪ Boost Conversion (Increase - DC)
5.5 GENERATOR

It converts mechanical energy from engine into electrical energy, which can be used
by electric motor stored in the battery. It’s also used to start the gasoline engine
instantly. [5]

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5.6 POWER SPLIT DEVICE

It’s a gearbox connecting the gasoline engine, electric motor and generator. It allows
the engine and motor to power the car independently or in tandem and allows the
gasoline engine to charge the batteries or provide power to the wheels as needed

Fig. 5.11 Parts of HEV

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 WORKING OF HYBRID ELECTRIC VEHICLE

8.1 STARTING AND LOW SPEED PROCESS

8.1.1 Starting

When hybrid electric vehicle is initially started the battery typically powers all the
accessories of vehicle. The gasoline engine only starts if battery needs to be charged
or the accessories require more power than available from the battery.

8.1.2 Low speed process

For initial acceleration and slow-speed driving, as well as reverse, the electric motor
uses electricity from the battery to power the vehicle. If the battery needs to be
recharged, the generator starts the engine and converts energy from engine into
electricity, which is stored in the battery.

Fig. 8.1 Starting and low speed process of HEV

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8.2 CRUISING

To run the vehicle at the speed of above mid-range for long period (Long drive). At
the time of cruising both internal combustion engine and electric motor are used to
propel the vehicle. The gasoline engine provides the power to the electric vehicle
directly and to the electric motor via the generator.

The generator also converts the energy from internal combustion engine into
electricity and send it to battery for storage.

Fig. 8.2 Cruising process of HEV

8.3 PASSING

To pass or overtake any other vehicle. During heavy accelerating or when additional
power is needed, the gasoline engine and electric motor are both used to propel the
vehicle. Additional energy from the battery may be used to power the vehicle.

26
 Fig. 8.3 Passing process of HEV

8.4 BRAKING
Regenerative braking converts otherwise wastage energy from braking into
electricity and store it in the battery. In regenerative braking the electric motor is
reversed so that, instead of using electricity to turns the wheels, the rotating wheels
turns the motor and create electricity. Using energy from the wheels to turn the motor
slows the vehicle down. When decelerating, the braking system captures energy and
stores it in the battery or other device for later use, helping to keep batteries charged.

In motor case “Eb = V - IaRa “ Generally Eb < V

Here, Eb = Back e.m.f of motor

V = Terminal voltage/Load side voltage

Ia = Armature current and

Ra = Armature resistance

27
But in regenerative braking system Eb > V, means the load supplies the power to
motor.

If additional stopping power is required, we apply friction bakes like disk brakes to
stop the vehicle.

Fig. 8.3 Braking process of HEV

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 ADVANTAGES AND DISADVANTAGES OF

10.1 ADVANTAGES
a) Hybrid cars emit up to 90% less toxic emissions and half as much
greenhouse-this causes carbon dioxide as an average car (therefore drivers
would not have to worry about polluting the environment).
b) Hybrids can run on electricity or gas.
c) Less fuel consumption. Current HEVs reduce petroleum consumption under
certain circumstances, compared to otherwise similar conventional vehicles,
primarily by using three mechanisms:
 Reducing wasted energy during idle/low output, generally by turning
the ICE off
 Recapturing waste energy (i.e., regenerative braking)
 Reducing the size and power of the ICE, and hence inefficiencies from
under-utilization, by using the added power from the electric motor to
compensate for the loss in peak power output from the smaller ICE.
Any combination of these three primary hybrid advantages may be
used in different vehicles to realize different fuel usage, power,
emissions, weight and cost profiles. The ICE in an HEV can be
smaller, lighter, and more efficient than the one in a conventional
vehicle, because the combustion engine can be sized for slightly above
average power demand rather than peak power demand. The drive
system in a vehicle is required to operate over a range of speed and
power, but an ICE's highest efficiency is in a narrow range of
operation, making conventional vehicles inefficient. On the contrary,

in most HEV designs, the ICE operates closer to its range of highest
efficiency more frequently. The power curve of electric motors is better
suited to variable speeds and can provide substantially greatertorque at low

29
 speeds compared with internal-combustion engines. The greater fuel
economy of HEVs has implication for reduced petroleum consumption and
vehicle air pollution emissions worldwide.
d) The battery pack of a hybrid vehicle never needs to be charged from an
external source. It’s charged by ICE and by motor from braking system.
e) Hybrids have smaller engines; therefore, they tend to weigh less than
nonhybrids (but this can lead to problems in the future). Since hybrid cars can
run on alternative fuels, this allows us to decrease our dependency on fossil
fuel and enables us to increase fuel options. (Hybrids reduce fuel costs). [7]
f) A person who purchases a hybrid car is entitled to a federal tax deduction.

10.2 DISADVANTAGES

a) Hybrids are more expensive than non-hybrids. The cost of HEV is more
because it’s using more parts than non-HEV and these all are costly.
b) It requires more maintenance. It’s using more parts so all require more
maintenance.
c) It has low towing capacity. Its engine size is small so it’s don’t able to import
and export more things.
d) The parts that make up the hybrid car are more expensive and are more
difficult to acquire for one’s car.
e) Since a hybrid is electrical, Water cannot be used to put out a fire that starts
in the hybrid.
f) Hybrids (in regards to a car accident) have a much higher risk of exploding
(depending on the impact of the vehicle) because it has a combination of
gasoline and ethanol (which are both highly flammable). [7]

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 MODERN HYBRIDS PRODUCTION

11.1 MODERN HYBRID PRODUCTION

Automotive hybrid technology became widespread beginning in the late 1990s. The
first mass-produced hybrid vehicle was the Toyota Prius, launched in Japan in 1997,
and followed by the Honda Insight, launched in 1999 in the United States and Japan.
The Prius was launched in Europe, North America and the rest of the world in 2000.
The first-generation Prius sedan has an estimated fuel economy of 52 miles per US
gallon (4.5 L/100 km; 62 mpg-imp) in the city and 45 miles per US gallon (5.2 L/100
km; 54 mpg-imp) in highway driving. The two-door first generation Insight was
estimated at 61 miles per US gallon (3.9 L/100 km; 73 mpg-imp) miles per gallon
in city driving and 68 miles per US gallon (3.5 L/100 km; 82 mpg-imp) on the
highway.

The Toyota Prius sold 300 units in 1997, 19,500 in 2000, and cumulative worldwide
Prius sales reached the 1 million marks in April 2008. By early 2010, the Prius global
cumulative sales were estimated at 1.6 million units. Toyota launched a second-
generation Prius in 2004 and a third in 2009. The 2010 Prius has an estimated U.S.
Environmental Protection Agency combined fuel economy cycle of 50 miles per US
gallon (4.7 L/100 km; 60 mpg-imp).]

The Audi Duo III was introduced in 1997, based on the Audi B5 A4 Avant, and was
the only Duo to ever make it into series production. The Duo III used the 1.9 litre
Turbocharged Direct Injection (TDI) diesel engine, which was coupled with 21
kilowatts (29 PS; 28 bhp) electric motor. Unfortunately, due to low demand for this
hybrid because of its high price, only about sixty Audi Duos were produced. Until
the release of the Audi Q7 Hybrid in 2008, the Duo was the only European hybrid
ever put into production. The Honda Civic Hybrid was introduced in February 2002

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as a 2003 model, based on the seventh generation Civic. The 2003 Civic Hybrid
appears identical to the non-hybrid version, but delivers 50 miles per US gallon (4.7
L/100 km; 60 mpg-imp), a 40 percent increase compared to a conventional Civic LX
sedan. Along with the conventional Civic, it received styling update for 2004. The
redesigned 2004 Toyota Prius (second generation) improved passenger room, cargo
area, and power output, while increasing energy efficiency and reducing emissions.
The Honda Insight first generation stopped being produced after 2006 and has a
devoted base of owners. A second-generation Insight was launched in 2010. In 2004,
Honda also released a hybrid version of the Accord but discontinued it in 2007 citing
disappointing sales.

The Ford Escape Hybrid, the first hybrid electric sport utility vehicle (SUV) was
released in 2005. Toyota and Ford entered into a licensing agreement in March 2004
allowing Ford to use 20 patents[citation needed] from Toyota related to hybrid
technology, although Ford's engine was independently designed and built.[citation
needed] In exchange for the hybrid licenses, Ford licensed patents involving their
European diesel engines to Toyota.[citation needed] Toyota announced calendar
year 2005 hybrid electric versions of the Toyota Highlander Hybrid and Lexus RX
400h with 4WD-i, which uses a rear electric motor to power the rear wheels negating
the need for a transfer case.

In 2006, General Motors Saturn Division began to market a mild parallel hybrid in
the form of the 2007 Saturn Vue Green Line which utilized GM's Belted
Alternator/Starter (BAS Hybrid) System combined with a 2.4 litre L4 engine and a
FWD automatic transmission. The same hybrid power-strain was also used to power
the 2008 Saturn Aura Green line and Malibu Hybrid models. As of December 2009,
only the BAS equipped Malibu is still in (limited) production.

In 2007, Lexus released a hybrid electric version of their GS sport sedan, the GS
450h, with a power output of 335 bhp. The 2007 Camry Hybrid became available in
Summer 2006 in the United States and Canada. Nissan launched the Altima Hybrid
with technology licensed by Toyota in 2007.

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Commencing in the fall of 2007 General Motors began to market their 2008
TwoMode Hybrid models of their GMT900 based Chevrolet Tahoe and GMC
Yukon SUVs, closely followed by the 2009 Cadillac Escalade Hybrid version. For
the 2009 model year, General Motors released the same technology in their half-ton
pickup truck models, the 2009 Chevrolet Silverado and GMC Sierra Two-Mode
Hybrid models.

The Ford Fusion Hybrid officially debuted at the Greater Los Angeles Auto Show
in November 2008, and was launched to the U.S. market in March 2009, together
with the second-generation Honda Insight and the Mercury Milan Hybrid.

Fig. 11.1 1997 Toyota Prius (first generation)

Fig. 11.2 2000 Honda Insight (first generation)

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 Future works

There are several subjects concerning control of hybrid electric vehicles that are not
dealt with. Some interesting questions to investigate are suggested below.

The control strategy optimizing for ICE efficiency, does not consider the overall
efficiency at all. An interesting study would therefore be to develop an algorithm
that optimizes for the overall efficiency.

The hybrid vehicle in the simulation model is run on diesel fuel, but it would be
interesting to study the efficiency and emission formation with bio fuels, like
Ethanol or DME, when used in a hybrid vehicle.

Cylinder deactivation is used in this study to adapt the ICE power for low power
requirements. Another solution could be using a small ICE that is strongly
overcharged to handle the highest power requirements. The engine could in that case
be provided with an electric turbo charger.

If the unit that distributes the demanded power to the electric machine(s) and the
ICE would be able to predict the driving cycle, new possibilities open up. This would
influence the usage of the batteries, i.e., there is a potential to reduce losses. One
solution is to use a GPS that can predict the route. Another possibility is to use a
control algorithm that by means of the last time period (µs/ms/s/min) can calculate
a forecast of the demanded power.

This study presents a number of different parameters but only a limited number of
possible alternatives and simulations. There is program’s available which purpose is
to find an optimized solution in a system containing a number of adjustable
parameters. Such a procedure might be interesting to try out on this simulation

34
model. All parameters investigated in the previous study (Jonasson, 2002) should
also be included in such optimization.

When implementing cylinder deactivation, the necessity of a large battery decreases

since the range of load points including high ICE efficiency increases. Therefore, it
would be interesting to carry out further investigations where the battery size is
decreased.

A particular type of electric hybrid vehicles is called plug in-hybrids. The idea is to
mainly utilize the electric machine(s) in these vehicles and mainly charge the battery
from the grid. The ICE is more or less utilized as a range extender. An advantage
with this, which would be interesting to investigate further, is the environmental
potential it implies.

The optimization has not been carried out with intention to choose the best
temperature condition, regarding SCR. This can of course be tried out in further
works.

The received results points at the need of a control algorithm adjusted for hybrid
implementation. It would therefore be valuable to perform measurements on the
engine when the different control algorithms are implemented and adjusted. One
questions to answer is, for example, what happens to the engine while large amount
of EGR is used? How would the hybrid vehicle be affected by changes of the
injection angle and other means of combustion control?

In the model it has been assumed that the included filter for PM is sufficient. It would
be interesting to study this assumption closer, and to investigate the influence on the
filter performance with higher EGR rates.

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 CONCLUSION

Means a hybrid vehicle is a vehicle that uses two or more distinct power sources to
move the vehicle. The term most commonly refers to hybrid electric vehicles
(HEVs), which combine an internal combustion engine and one or more electric
motors.

Modern HEVs make use of efficiency-improving technologies such as regenerative

braking, which converts the vehicle's kinetic energy into electric energy to charge
the battery, rather than wasting it as heat energy as conventional brakes do. Some
varieties of HEVs use their internal combustion engine to generate electricity by
spinning an electrical generator (this combination is known as a motor-generator),
to either recharge their batteries or to directly power the electric drive motors. Many
HEVs reduce idle emissions by shutting down the ICE at idle and restarting it when
needed; this is known as a start-stop system. A hybrid-electric produces less
emissions from its ICE than a comparably-sized gasoline car, since an HEV's
gasoline engine is usually smaller than a comparably-sized pure gasoline-burning
vehicle (natural gas and propane fuels produce lower emissions) and if not used to
directly drive the car, can be geared to run at maximum efficiency, further improving
fuel economy.

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 REFERENCES

[1] https://en.m.wikipedia.org/wiki/Hybrid_electric_vehicle

[2] http://www.hybridcars.com/history-of-hybrid-vehicles

[3] https://www.fueleconomy.gov/feg/hybridtech.shtml

[4] http://www.123seminarsonly.com/Seminar-Reports/007/56069122-Hybrid-
Electric-Vehicle.docx

[5] https://drive.google.com/file/d/0BylKfvgX-GD6RFNWamxCUjI4bWc/view

[6] http://www.123seminarsonly.com/Seminar-Reports/007/7042641-Control-of-

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