1)Matching the electric machine and the internal combustion
engine
One of the most common matching elements used in hybrid electric passenger vehicles is
the epicyclic, or planetary, gear set. Continuously variable transmissions of the
compression belt and toroidal variator variety are gaining popularity in compact vehicles
and passenger vans because of seamless transitions in ratio. For larger CVTs the issues of
torque rating and efficiency at high ratio continue to be developmental areas. Figure 4.1
shows the epicyclic gear in schematic form. This is a three port mechanical component
used as a speed summing device. Most designs rely on dual input and single output where
one input source is the ICE and the second input comes from an electric M/G. Epicyclic
gear ports may be defined as input or output according to the convection illustrated in
Table 4.2. The epicyclic basic ratio k = Rring/Rsun = Nr /Ns , where Rx (Nx ) is the radius
of ring and sun gears (can also be defined as noted in terms of number of gear teeth, Nx ).
The governing equation for an epicyclic gear in terms of the basic ratio
and gear angular speeds can be written as shown in (4.3):
In Table 4.2, the relationship noted in (4.3) is used to
explain the behaviour of selected two ports when the
ird port is held grounded. This is the single input,
single output case. When the third port is released
, the behaviour is governed by (4.3). The Lexus GS450h,
for example, uses a separate planetary gear as the means
to ratio shift the traction motor MG1 in the eCVT.
According to Table 4.2, speed reversal occurs between sun and ring gear ports and the
speed at these ports is scaled by the basic ratio, k. All other input–output combinations
preserve the direction of speed. The basic ratio, 1.5 < k < 4, is determined by gear
diameters. There are variations of epicyclic gear sets in which combinations of epicyclic
gears and spur gears are used to realize dual stage epicyclic sets that are hard connected
and do not rely on clutches to ground any port. When clutches are used to ground various
ports of an epicyclic set, we have the essential ingredients of an automatic transmission.
All automatic transmissions are designed around epicyclic stages with clutches to affect
the step ratio changes plus an input torque converter to smooth out the speed variations of
the engine by inertia and fluid coupling.
Transmission selection Passenger vehicle transmissions can be broadly grouped
into manual shift, automatic and continuously variable. Manual shift transmissions (MT)
have pre-defined step ratios that vary in a geometric progression. Modern MTs have an
acceleration factor on the geometric ratio to realize smoother transitions and better drive
quality. MTs are virtually always spur gear on a main and counter shaft, or layshaft, design.
Automatic transmissions are designed around planetary gear sets for power on demand
shifting.
Gear step selection Transmission gear ratios follow a geometric progression that
spans the desired range of speed ratio or shift ratio coverage. For example, a 4-speed
gearbox may have a total speed ratio of 3.6:1 to 3.9:1, a 5-speed gearbox a ratio of 4.3:1
to 5.2:1 while a 6-speed gearbox will have a speed ratio of approximately 6:1. For
example, a 6-speed gearbox is assumed with an overall ratio of 6:1 such that the
geometric ratio for gear step is taken as the sixth root of six (e.g. r = 1.348 but = 1.23 on
average over the range when using an acceleration factor). Depending on the gear
selected, an acceleration is given to the geometric ratio in order to smooth shift busyness
in the higher gears (i.e. smaller steps). In this chapter, an acceleration factor a = 1.33 will
be used. Gear ratio zx is defined according to the empirical relation in (4.4). In (4.4), we set
the highest gear to z0 = 0.7, with x = {0,1,2,3,4,5} in retrogression and xmx being the top
gear. Ratio z0 represents an overdrive condition; that is, output torque is higher than input
torque, meaning the engine is lugging :Zx=Zo(r)(Xmx-X)a
Equation (4.4) gives a very smooth transition in step ratios as higher gears are engaged
under load. The overall driveline tractive effort at the wheels follows a hyperbola envelope.
The step ratios predicted by (4.4) are listed in Table 4.3, where x is the gear number.
The gear shift ratio coverage, Gsrc = z6 /z1 = 5.81, which is typical of a 6-speed box.
When this transmission is used in a vehicle driveline (e.g. 3.0–4.0 L V6), the engine torque
and power are mapped to the road load as shown in Figure 4.2.
Driveline matching with downsized V6 and 6-speed transmission
=====In Figure 4.2 the tractive effort is shown as the composite of the engine torque
versus speed overlaid on the vehicle speed and road load plots. The steps in engine
supplied torque as magnified by the transmission gear selected are shown as being
stepped by the geometric gear step ratio. At high vehicle speeds where the torque
envelope is stretched over a wider speed region, the smaller gear steps act to minimize the
abruptness of a shift. Road load curves for 0% up to 7% grade and finally 30% grade are
superimposed on the chart in Figure 4.2. The intersection of the traction hyperbola with the
corresponding road load determines the top vehicle speed on grade Automatic
transmission architectures The most popular transmission choice prior to power
split architectures has been the automatic. During 2002 and 2003, major transmission
manufacturers announced new products offering higher efficiency, quieter and smoother
shifting performance, larger gear shift ratio coverage, and some have entirely new
architectures. To illustrate the various stepped automatic transmission architectures, the
Simpson 3-speed stepped automatic is used as the base underdrive transmission in both
the front wheel drive (FWD) and rear wheel drive (RWD) applications. Both of these
transmissions are capable of realizing a 1:1 ratio and have a gear shift ratio coverage of
4.865:1. The 1:1 ratio is important for gears that have high frequency of usage and where
highest efficiency is necessary.The 55–50SN has a 1:1 ratio, split into five or six steps with
tighter spacing in the higher gears. The final drive ratios used in this comparison are FD =
2.93 for the 55–50SN, FD = 3.97 for the A750E and FD = 3.53 for the 6HP26. Two points
from Figure 4.3 should be considered in addition to the wider ratio spread of the 6-speed
transmission: first gear has higher ratio for improved launch and goes deeper into
overdrive in sixth gear for better fuel efficiency in cruise; and second, the lower gears have
tall ratios with the gear steps decreasing for higher gears. The following three subsections
elaborate further on the architectures of each transmission type listed in Table 4.4:
Simpson type, Wilson type and Lepelletier with Ravigneaux type gear.
Simpson type In the Simpson architecture a double planet epicycle gear set receives
its input torque from the torque converter turbine at the inner planet and outputs its torque
to the Simpson base transmission on the counter shaft via the second planet set. The
transmission schematic, including torque converter with integral M/G rotor, is shown as
Figure 4.4. Notice that input torque enters via a clutch to either the double planet sun or
inner carrier and exits via the outer carrier. Control is imposed over the transmission by
brakes on the sun and ring gears. Wilson type The Wilson stepped automatic
transmission is simpler than the Simpson type because there is no counter shaft. The
5-speed Wilson type, however, requires three epicyclic gear sets, clutches and brakes
along with an OWC. Figure 4.5 is the schematic for a Wilson type automatic having an M/G
for hybrid functionality mounted to the torque converter impeller as was the case for the
Simpson type. The M/G with torque converter would again be a complete assembly that is
aligned and balanced at the manufacturing plant and delivered to the transmission
assembly plant. Lepelletier type , a single planetary gear set and a compound or
Ravigneaux planetary gear set are combined along with five shift elements. In the process,
a 6-speed transmission evolved. The Lepelletier transmission with hybrid M/G is shown
schematically in Figure 4.6. Notice that, whereas the Simpson and Wilson type have the
output shaft taken from the carrier of the output planetary set, in the Lepelletier the output
shaft connects to the ring gear of the Ravigneaux set. Summary of transmission
types The three main types of stepped automatic transmissions differ in the number of
planetary gear sets, type of planetary gear sets, and the number of clutches, brakes, and
OWCs required. Figure 4.7 illustrates the number and usage of each transmission type.
The Lepelletier architecture is simpler and has less control activity than the other two
types. In the Wilson architecture, the 1–2, 2–3 and 3–4 shifts are OWC shifts, and 4–5 is a
clutch to clutch shift.
2 Sizing the propulsion motor
Sizing the propulsion motor is a crucial step in the design and development of various
systems, such as electric vehicles, boats, and aircraft. The proper sizing of the motor
ensures that the propulsion system meets the desired performance requirements and
operates efficiently. This essay will outline the key considerations and steps involved in
sizing a propulsion motor.----The first step in sizing the propulsion motor is to determine the
type of propulsion system. This could be an electric propulsion system, which is becoming
increasingly popular due to its environmental benefits and technological advancements.
Other types of propulsion systems, such as gas turbines or internal combustion engines,
may be appropriate for specific applications.----Once the propulsion system type is
identified, the next step is to define the performance requirements. This involves
considering factors like the maximum speed, acceleration, and torque that the system
needs to achieve. These performance parameters will guide the selection of the motor and
ensure that it can deliver the necessary power and torque output.---The power source for
the motor is another important consideration. In the case of electric propulsion systems,
the available voltage and current from the battery or power supply need to be taken into
account. These values will influence the selection of the motor's voltage and current
ratings to ensure compatibility and efficient operation.---To determine the required power
output, the torque and angular speed of the motor must be calculated. Power is directly
proportional to torque and angular speed, and the two are related by the equation: Power =
Torque x Angular Speed. The torque requirement depends on factors like the force
required to propel the vehicle or system and the desired acceleration.---Once the power
and torque requirements are determined, the appropriate motor type can be selected.
Common options for electric propulsion systems include DC motors, induction motors, and
permanent magnet synchronous motors (PMSMs). Each motor type has its advantages
and considerations, such as efficiency, cost, and control complexity.
At a constant speed and on a flat road, the power output from the power source
(engine/generator and/or the PPS) can be expressed as
When the vehicle is driving in a stop-and-go pattern in urban areas, the power that the
engine/generator produces should be equal to or slightly greater than the average load
power in order to maintain balanced PPS(Peaking Power Source) energy storage. The
average load power can be expressed as
where δ is the vehicle mass factor and dV/dt is the acceleration of the vehicle. The first
term in equation is the average power that is consumed to overcome the tire rolling
resistance and aerodynamic drag. •The second term is the average power consumed in
acceleration and deceleration. When the vehicle has the ability to recover all of the kinetic
energy of the vehicle, the average power consumed in acceleration and deceleration is
zero.===After selecting the motor type, the next step is to choose a motor size that can
provide the required power and torque output. Motor sizes are typically specified in
kilowatts (kW) or horsepower (HP) and are available in various power ratings. Factors like
motor efficiency, weight, size, cooling requirements, and cost should also be considered
during the selection process.====It's important to validate the motor selection by using
simulation tools or consulting with motor manufacturers. These steps help ensure that the
selected motor can meet the performance requirements, operate within the desired range
of speeds and loads, and achieve the desired efficiency.===In conclusion, sizing the
propulsion motor is a crucial aspect of system design. It involves considering factors like
performance requirements, power sources, torque calculations, motor types, and motor
sizes. Proper motor sizing ensures that the propulsion system operates efficiently and
meets the desired performance characteristics. Consulting with experts or utilizing
specialized motor sizing software can help in accurately determining the appropriate motor
for a specific application.
3) sizing the power electronics,
All of the electrical power directed to the hybrid propulsion M/G must pass through the
power electronics. It has been said that control electronics uses power to process
information and that power electronics uses information to process power. In this section
we describe how power electronics is sized to match the electric machine to the vehicle
energy storage system, via information processed by the control electronics.
Schematic of hybrid ac drive system
The essentials of ac drive system operation are that power from a dc source such as a fuel
cell, battery or ultra-capacitor is converted to variable voltage, variable frequency ac power
at the M/G terminals, Vf and If. The M/G then converts this electrical power to mechanical
power in the form of a torque and speed at the transmission input shaft, T and w. The
power electronics is an electrical matching element in much the same manner that a
gearbox processes mechanical power to match the engine to the road load requirements.
The power inverter matches the dc source to the mechanical system regardless of torque
or speed level, provided these quantities are within its capability---The power processing
capability of power inverters is directly related to the dc input voltage available. Higher
voltage means more throughput power for the same gauge wiring and semiconductor die
area
Power throughput
capability versus voltage
Automotive voltages move towards 42v, the sustainable level will approach 10kw. For
hybrid propulsion the voltages in excess of 150v are advisable. With recent advances in
power electronic switches it is possible to move to voltage beyond 300v. Sizing of power
electronics mainly involve switch technology selection Power electronic switching
components are classified by process technology as originating from two layer, three layer
or four layer designs. For example, the semiconductor diode is a two layer planar device
consisting of p-type and ntype doped silicon formed by a diffusion process. Two layer
devices have a single p-n junction. Three layer planar devices include all the transistors in
use today and have two junctions. (BJT (Bipolar Junction Transistor), MOSFET, JFET
(junction field-effect transistor) etc.) Four layer, three junction, devices are categorized as
thyristor. (SCR (silicon-controlled rectifier),GTO (gate turn-off thyristor) etc.) In thyristors
there are two junctions from which carriers are injected into it, and a single high voltage
collector junction. Virtually all power electronics inverters for hybrid propulsion use IGBT
(insulated-gate bipolar transistor) device technology Power semiconductor device used in
drives has voltage withstanding capability from 2kV to 6.5kV and current magnitudes from
3kA to 4.5kA. Thyristors have the highest kVA rating but are generally slow switching. The
gate turn off thyristor (GTO) is capable of handling 3kA at 4.5kV but can switch at only
700Hz. The IGBTs have made enormous progress in both the voltage and current ratings,
with some IGBTs being capable of handling 6.5kV and 3.5kA and have switching frequency
up to 100kHz.
4)Selecting the energy storage technology---Selecting the right energy
storage technology is crucial for many applications, including electric vehicles, renewable
energy systems, and grid stabilization. The choice of energy storage technology depends
on various factors, including the specific requirements of the application, cost
considerations, efficiency, lifespan, and environmental impact. Here are some common
energy storage technologies to consider: 1-Lithium-ion Batteries: Lithium-ion (Li-ion)
batteries are widely used in many applications due to their high energy density, long cycle
life, and relatively low self-discharge rates. They are commonly used in electric vehicles,
portable electronics, and grid storage systems. Li-ion batteries offer good efficiency and
high power density, making them suitable for applications that require quick charging and
discharging.2-Lead-Acid Batteries: Lead-acid batteries have been used for decades and
are known for their low cost and reliability. They are commonly used in automotive starter
batteries and backup power systems. While lead-acid batteries have lower energy density
and shorter cycle life compared to Li-ion batteries, they are still a viable option for
applications where cost is a primary concern.3-Flow Batteries: Flow batteries store
energy in two liquid electrolytes separated by a membrane. They offer the advantage of
decoupling the energy capacity and power rating, making them suitable for applications
that require a high energy-to-power ratio. Flow batteries are commonly used in large-scale
energy storage applications, such as grid-level storage, where long-duration energy
storage is required.4-Sodium-Ion Batteries: Sodium-ion batteries are an emerging
technology that offers a lower-cost alternative to lithium-ion batteries. They use sodium
ions as the charge carriers instead of lithium ions. Sodium-ion batteries have similar
characteristics to Li-ion batteries but with a larger ionic size, which can affect the energy
density and specific energy. They are still under development but show promise for
applications where cost is a significant consideration.5-Supercapacitors:Supercapacitors,
also known as ultracapacitors, store energy electrostatically rather than chemically. They
offer high power density, fast charge/discharge rates, and long cycle life. Supercapacitors
are commonly used in applications that require rapid energy storage and release, such as
regenerative braking systems in electric vehicles or short-term powerbackup.6---Hydrogen
Fuel Cells: Hydrogen fuel cells convert hydrogen gas into electricity through an
electrochemical reaction. They offer high energy density and longer runtime compared to
batteries. Fuel cells are commonly used in applications where long-duration energy
storage and continuous power supply are needed, such as stationary backup power
systems or hydrogen-powered vehicles.--When selecting an energy storage technology, it's
essential to evaluate the specific requirements and constraints of the application. Consider
factors such as energy density, power density, cycle life, efficiency, cost, safety, and
environmental impact. Additionally, future scalability, availability of the technology, and the
overall system integration should also be taken into account.--It's worth noting that energy
storage technologies continue to evolve, and ongoing research and development may
introduce new options or improvements to existing technologies. Therefore, it's
recommended to stay updated with the latest advancements in energy storage and consult
with experts or industry professionals to make an informed decision.
When sizing an ESS, the following criteria should be detailed across its entire
service period:
• Battery pack capacity (Ah, i.e., ampere hours)• Peak and continuous charge and
discharge power capabilities (kW)• Maximum and minimum operating voltage (V)
• Maximum and minimum operating current (A)• Maximum and minimum operation
temperature (◦C) • Cold cranking power capability (kW)• Maximum self-discharge rate
(Wh/day)• Allowable SOC operating range (%)• Minimum round-trip energy efficiency at a
typical U.S. Advanced Battery Consortium (USABC) HEV cycle (%)• Battery calendar life
(years)• Battery cycle life • Battery pack mass (kg)• Current, voltage, and temperature
measurement sampling rate and accuracy • SOC estimation accuracy
5 Communications
Communications play a crucial role in sizing the drive system, particularly in the context of
electric vehicles and industrial automation. Effective communication protocols and
networks enable seamless integration and control of various components within the drive
system. Here are some key aspects of communications in sizing the drive system:
Control and Command Signals: Communications facilitate the transmission of control
and command signals between the central control unit and the drive system components.
These signals include speed commands, torque commands, position feedback, and
various control parameters that govern the operation of the drive system.Sensor Data
Acquisition: Communications enable the exchange of sensor data between the drive
system components and the central control unit. Sensors, such as encoders, thermistors,
current sensors, and voltage sensors, provide critical feedback on motor speed,
temperature, current, and voltage. By transmitting this data, the control unit can monitor
the performance and health of the drive system.Parameter Configuration and Tuning:
Communications facilitate the configuration and tuning of drive system parameters.
Through a communication interface, operators or maintenance personnel can adjust
various parameters, such as motor speed limits, acceleration rates, control gains, and
operating modes. This flexibility allows for optimization of the drive system's performance
based on specific application requirements.Fault Monitoring and Diagnostics:
Communications enable real-time monitoring of the drive system's health and diagnostics
of potential faults. By exchanging data on error codes, fault conditions, and system status,
the central control unit can detect anomalies and trigger appropriate responses, such as
fault alarms or safety shutdowns. This capability enhances system reliability and reduces
downtime.Networking and Integration: Communications enable networking and
integration of the drive system with other subsystems or external devices. For instance, in
an electric vehicle, the drive system needs to communicate with the battery management
system, vehicle control unit, and external charging infrastructure. Through standardized
communication protocols, such as CAN (Controller Area Network) or Ethernet, seamless
integration and interoperability can be achieved.Remote Monitoring and Control:
Communications enable remote monitoring and control of the drive system, particularly in
industrial automation or remote applications. By establishing a connection to the drive
system over a network, operators or maintenance personnel can monitor performance,
diagnose issues, and even perform remote troubleshooting or software updates. This
capability enhances operational efficiency and reduces the need for physical access to the
drive system.----When sizing the drive system, it's important to consider the communication
requirements based on the complexity of the application, the number of drive system
components, and the desired level of control and monitoring. Factors such as
communication bandwidth, latency, reliability, and security should be evaluated to ensure
the chosen communication infrastructure can support the intended functionality of the drive
system.--Additionally, it's crucial to select communication protocols and technologies that
are widely supported, standardized, and compatible with the specific components and
devices within the drive system. This ensures interoperability, simplifies integration efforts,
and allows for future expansion or upgrades of the drive system.--Overall, communications
in sizing the drive system enable efficient control, monitoring, integration, and diagnostics,
contributing to the optimal performance and reliability of the drive system in various
applications.
The OSI seven layers are defined as follows: 1. Physical. The modem and
wire or other channel connecting to nodes. The channel may be coaxial cable, twisted pair
copper wire, fibre-optic cable, radio or infrared links etc. 2. Data link. Describes how the
nodes of the network obtain access and share the physical connections to the channel.
Physical address of a node, or its media access control, is defined at layer 2. For example,
Internet service provider point to point control for dial up access is defined at this data link
layer. 3. Network. This layer takes care of routing data packets to nodes that may not even
be on the same LAN as computer A, for instance. The network layer contains logical rather
than physical addresses and the routing mechanisms needed to access remote LANs or
wide area networks (WANs). This is where Internet protocol (IP), for example, resides. 4.
Transport. The layer that acknowledges message transmission across the network and
validates that transmission has occurred without loss of data. If a data packet is lost, this
layer is responsible for resending the data packet and confirming it was received and
placed back into the correct sequence. This layer is called TCP for transmission control
protocol. 5. Session. The session layer maintains an open communications channel
between two separate nodes during transmission. An initial packet is transmitted to
establish the connection after which subsequent packets are sent. The session layer
ensures that the context of all packets is preserved. 6. Presentation. This is the
application isolation layer. Layer 6 reconciles differences between application data
encryption/decryption techniques. For example, the application on computer A may use
EBCDIC for character code conversion, while computer B may be using ASCII to encrypt
character data. The presentation layer isolates the application layer from the particulars of
the environment in which the application on node B, for example, resides in. 7.
Application. This is where executable applications such as AutoCAD, or Microsoft Word,
or any other application resides. This layer is the human– machine interface (HMI).
6 supporting subsystems
It should be understood that hybrid vehicles require electrically augmented steering,
braking and climate control systems. The vehicle steering system must be full electric
assist, or electric over hydraulic, as a minimum to ensure that steering boost is available
even with the engine off, regardless of the vehicle at rest or in motion, and similarly for the
brakes since engine vacuum is not available during idle-off mode. In fact, some mild hybrid
implementations use separate electrically driven vacuum pumps for the brakes during
engine off periods. Cabin climate control is the most energy intensive engine off load.
Steering systems a general rule of thumb, when a vehicle steering mechanisms rack
load exceeds about 8 kN, a low voltage, dc brush motor, electric assist may be inadequate
for acceptable steering boost performance. The low voltage 14 V power supply is not
adequate to source the instantaneous power demanded by steering systems having high
rack loading. However, this requires attention to high voltage cabling and proper circuit
protection. For distribution voltages greater than 60 V, it is accepted practice to contain
high voltage cabling within orange jacketed sleeves or to use orange
Braking systems
Some mild hybrid vehicles rely on simple electric driven booster pumps to maintain brake
line pressure to hold a grade. When performance is required it is common to implement
EHB in order to offer optimum energy recuperation, grade holding and vehicle stability. An
EHB system consists of two main components: (1) a hydraulic electronic control unit,
HECU, that replaces the production ABS unit (pump, accumulator and pressure
modulators) and (2) an actuator control unit (ACU) that replaces the conventional master
cylinder and booster assembly. The HECU houses the motor-pump, an accumulator, valve
body to regulate line pressures and electronics to control the valve operation.
Cabin climate control
Cabin climate control ranges from cold storage boxes such as the cold storage unit used in
the prototype ES3 environmental vehicle build by Toyota, to hybrid drive air conditioning
compressors. A hybrid drive air conditioning compressor unit consists of the conventional
A/C belt driven compressor plus a clutch mechanism and linkage to a separate electric
motor and controller that is used to drive the pump when the engine is off. When the A/C
compressor is brushless dc motor driven, the displacement is lower since only 1.0–1.5 kW
of drive power is needed to maintain cabin temperature within the comfort zone
Thermal management
Managing the thermal environment within the complexity of a hybrid powertrain requires
close attention to package locations, airflow patterns and vibration modes. Temperature
extremes on the high end can reach 115 C on the transmission to 150 C on the engine
(exclusive of exhaust bridge and manifold areas) with a potential to reach 175 C for
under-hood packaging that restricts airflow or creates air dams. The high temperature zone
from the lower radiator to front of the engine represents the thermal load of both engine
coolant and air conditioner condenser.
Human–machine interface
Production vehicle clusters, or instrument panels as many customers prefer to call them,
are used to display standard vehicle functions such as speed and engine rpm, along with
indications of battery status, coolant temperature and oil sump temperature. Figure 4.58
illustrates one technique used to make the instrument cluster, the HMI, more interactive
with the customer by showcasing the hybrid functionality of an HEV by putting special
emphasis on the battery system. In addition, there are two display or message centres that
provide operational status along with warning messages about various system functions.
State why sizing the propulsion motor in hybrid electric vehicle
An electric machine is at the core of hybrid propulsion regardless of whether or not the
vehicle is gasoline electric, diesel electric or fuel cell electric. Propulsion is via an ac drive
system consisting of an energy storage unit, a power processor, the M/G and vehicle
driveline and wheels The motor-generator, M/G, is sized as follows: maximum input speed
at transmission is restricted to <12 000 rpm from the engine side by the revlimiter function
in the electronic engine controller and on the transmission side by the proper gear
selection
List the function of power electronics in hybrid electric vehicle
Vehicle power electronics primarily process and control the flow of electrical energy in
hybrid and plug-in electric vehicles, including plug-in electric vehicles. They also control the
speed of the motor, and the torque it produces.Finally, power electronics convert and
distribute electrical power to other vehicle systems such as heating and ventilation,
lighting, and infotainment. Power electronics components include inverters, DC/DC
converters, and chargers
Explain about energy management strategy.
•The brain of an EV is Energy Management System •EMS optimizes the charging and
energy output of batteries to maximize operating range and performance. •EMS enhances
electric vehicle range by 10 to 15%. •EMS enhances battery life 25-30% •Predicts the
available range for a given state of charge. •Maintains an electronic log of the vehicle
performance, enabling service personal to run diagnostic checks. •To suggest more
efficient driver behavior. •To direct regenerative energy from braking to battery. •To
adjusting lighting brightness in response to external climate.
====Controlling an HEV includes essentially two sets of tasks. 1. One is the low-level or
component-level control task, where each powertrain component is controlled by using
classical feedback. 2. The second task, referred to as high-level or supervisory control, is
responsible for the optimization of the energy flow onboard of the vehicle while maintaining
the battery state of charge within a certain range of operation. This layer of control, called
Energy Management System (EMS)
Two-layer control architecture in a hybrid vehicle. The EMS elaborates information from the
driving mission and the powertrain components to generate actuator set-points
corresponding to the optimal power split between the primary and secondary energy
sources (high-level control). The powertrain components control (lower level control) is
then performed on single components using traditional closed-loop control methods
