NPTEL – Electrical – Introduction to Hybrid and Electric Vehicles

Module 3: Architecture of Hybrid and Electric Vehicles

Lecture 7: Torque Coupling and Analysis of Parallel Drive Train
Introduction
The topics covered in this chapter are as follows:
 Introduction to Parallel Hybrid Electric Drive Train
 Torque Coupling
 Speed Coupling
 Post-Transmission Parallel Hybrid Drive Train with Torque Coupling
 Pre-Transmission Parallel Hybrid Drive Train with Torque Coupling
 Parallel Hybrid Drive Train with Speed Coupling
 Complex Hybrid Drivetrain
Parallel Hybrid Electric Drive Trains
In case of parallel hybrid drivetrains, the ICE and an electric motor (EM) supply the
required traction power. The power from ICE and EM are added together by a
mechanical coupler, Figure 1. Generally, the mechanical coupling is of two types:
 Torque coupling: In this case the coupler adds the torques of the ICE and EM
together and delivers the total torque to the driven wheels. The ICE and EM
torque can be independently controlled. The speeds of the ICE, EM and the
vehicle are linked together with a fixed relationship and cannot be
independently controlled because of the power conservation constraint.
 Speed coupling: In this case the speeds of the ICE and EM can be added
together and all torques are linked together and cannot be independently
controlled.

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Fuel tank
Final drive
and differential

Mechanical
Engine Mechanical

Coupler
Transmission

Motor Battery
controller pack

Battery Traction
charger
Battery charge

Figure 1:General Configuration of a Parallel Hybrid Drive Train [1]

Torque Coupling
In Figure 2, a conceptual diagram of mechanical torque coupling is shown. The
torque coupling, shown in Figure 2, is a two-degree-of-freedom mechanical device.
Port 1 is a unidirectional input and Port 2 and 3 are bi-directional input or output, but
both are not input at the same time. Here input means the energy flows into the device
and output means the energy flows out of the device. In case of HEV
 port 1 is connected to the shaft of an ICE directly or through a mechanical
transmission.
 port 2 is connected to the shaft of an electric motor directly or through a
mechanical transmission
 port 3 is connected to the driven wheels through a mechanical linkage

T11 Mechanical
T33
Port 1 torque Port 3
coupler

Port 2
T22

Figure 2:Mechanical torque coupler [2]

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For a losses torque coupler in steady state, the power input is always equal to the
power output from it. For the torque coupler shown in Figure 1, the power balance is
T33  T11  T22
where
T1 = Propelling torque produced by ICE; 1 = Speed of ICE
T2 =Propelling torque produced by EM; 2 = Speed of EM
T3 = Load torque delivered to wheels; 3 = Speed of wheel
(1)
The torque coupler can be expressed as
T3  k1T1  k2T2
where
k1 , k2 are the structural parameters of the torque coupler

(2)
From equation 1 and equation 2 it can be seen that
1 2
3 = 
k1 k2

(3)
A gearbox used in the vehicles is a typical example of torque couple. Some torque
coupler are shown in Figure 3
Shaft r1 Pulley or Chain Assembly
ω1 T1 r3
ω2,T2 r1

ω1 T1
ω T3
ω1 T1 T3 ω3 3

r
2
r4
r2 ω2 T2 ω2 T2 ω3 T
3

Rotor

. Stator r2 r3 r2
k1= k2= k1= k2= 1
r1 r4 r1

r 1, r 2, r 3, and r 4---- Radii of pulleys r 1 and r 2---- Radii of pulleys

Figure 3a:Configuration of a torque coupler [2] Figure 3b:Configuration of a pulley/chain assembly torque coupler [2]

Speed Coupling
The power produced by two power plants may be coupled together by adding their
speed. This is done with the help of speed coupling devices (Figure 4). The Speed
Coupler is a three port two-degree-of-freedom device. Port 1 is a unidirectional input
and Port 2 and 3 are bi-directional input or output, but both are not input at the same

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time. Here input means the energy flows into the device and output means the energy
flows out of the device. In case of HEV
 port 1 is connected to the shaft of an ICE directly or through a mechanical
transmission.
 port 2 is connected to the shaft of an electric motor directly or through a
mechanical transmission
 port 3 is connected to the driven wheels through a mechanical linkage

Mechanical
Speed
T1 , 1 coupler
T3 , 3
Port 1 Port 3

T2 , 2
Port 2

Figure 4:Mechanical speed coupler [2]

For a losses speed coupler in steady state, the power input is always equal to the
power output from it. For the speed coupler shown in Figure 4, the speed relation is
3  k11  k22
where
k1 , k2 are the structural parameters of the speed coupler

(4)
The power relation in case of speed coupler is same as given in equation 1. From
equation 1 and equation 4 it can be seen that
T1 T2
T3 = 
k1 k2

(5)
A typical speed coupler is the planetary gear (Figure 5). The planetary gear unit is a
three port device consisting of
 Sun gear, marked 1 in Figure 5
 Ring gear, marked 2 in Figure 5
 Carrier or Yoke, marked 3 in Figure 5

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T2 , 2 2

3 2
rc rr
rs

1 T1 , 1

3 T3

1
Figure 5a:Planetary gear front view [2] Figure 5b:Planetary gear cut section [2]

For a planetary gear train configuration as shown in Figure 5, the gear ratio (nb) is
given by
s  c z z z r
nb   r c  r  r
r  c zc z s zs rs
where
s = angular speed of the sun gear
c = angular speed of the carrier gear
r = angular speed of the ring gear
zs = number of teeth on the sun gear
zr = number of teeth on the ring gear
zc = number of teeth on the carrier gear
rs = radius of the sun gear
rr = radius of the ring gear
rc = radius of the carrier gear

(6)
The equation 6 can also be expressed as
nb  r   c    s   c
  s  nb r  c 1  nb   0
1 n
 c  s  b r
1  nb 1  nb

(7)
In the analysis of the planetary gears, rotation and torque in the anticlockwise
direction is assumed to be positive and in the clockwise direction is assumed to be
negative. Using the power balance, the torque acting on each gear is obtained as

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Tss  Tcc  Trr  0

(8)
Substituting the value of  c from equation 7 into equation 8 gives

  n 
Ts s  Tc  s  b  r   Tr r  0
 1  nb 1  nb 
 1   n 
  s  Ts  Tc    r  Tr  b Tc   0
 1  nb   1  nb 
1  nb
Tc   1  nb  Ts and Tc  Tr
nb

(9)
If the carrier is attached to a stationary frame ( c = 0 ) then from equation 7
s z r
nb   r  r
r zs rs

(10)
and from equation 8 the torque relation is given by
r
Ts   T
s r
Tr
 Ts  
nb

(11)
From Figure 5 it can be seen that rr  rs , hence nb  1 . If it is assumed that the input

torque is given to the sun gear and the output shaft is connected to the ring gear, then
from equation 10 and equation 11 it can be deduced that
 The output torque ( Tr ) is increased by a factor nb and the direction of the

output torque is same as that of the input torque ( Ts )

 The output speed (  r ) is reduced by a factor of nb and the direction of speed

is reversed with respect to the input speed (  s ).

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In Table 1 all the six possible scenarios of planetary gears are summarized.
Table 1: Planetary gear operation scenarios

Sun Carrie Ring Output Output Output Output Output Output

gear r gear gear Speed Torque speed speed torque torque
directio magnitud directio magnitud
n e n e
Input Output Held s Tr  nbTs Reverse Decreases Remains Increases
r 
nb
s same
Held Output Input nb 1  nb Remains Decreases Reverse Increases
c   r Tc  Tr
1  nb nb
same s

Outpu Input Held s  1  nb  c T =  Tc Remains Increases Reverse Decreases

t
s
1  nb  same s

Held Input Output 1  nb n Remains Increases Reverse Decreases

r   c Tr  b Tc
nb 1- nb
same s

Input Held Output s Tr  nbTs Reverse Decreases Remains Increases

r 
nb
s same
Outpu Held Input s  nbr Tr Reverse Increases Remains Decreases
Ts  
nb
t s same

Parallel Hybrid Drive Train with Torque Coupling (Post-transmission)

In Figure 6 a two-shaft configuration of parallel HEV using torque coupler is shown.
In this case two transmissions are used:
 Transmission 1 is between the ICE and the torque coupler
 Transmission 2 is between the EM and the torque coupler
Both the transmissions (Transmission 1 and Transmission 2) may be single geared or
multigear. The possible configurations are:
 Configuration 1: Both, Transmission 1 and Transmission 2 are multigear.
The tractive effort vs. speed profile is shown in Figure 7a.
 Configuration 2: Transmission 1 is multigear and Transmission 2 is single
geared (Figure 7b)

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 Configuration 3: Transmission 1 is single geared and Transmission 2 is

multigear (Figure 7c)
 Configuration 4: Both, Transmission 1 and Transmission 2 are single geared
(Figure 7d)

Clutch

Internal
Transmission Combustion Transmission
Motor
2 Engine (ICE) 1.

Motor
controller

Batteries

Figure 6:Dual transmission parallel hybrid drivetrain [3]

Transmission 1 1st gear

Transmission 2 1st gear
Transmission 1 1st gear
Transmission 2 2nd gear
Transmission1 1st gear
Transmission 1 1st gear Transmission 2 1st gear
Traction effort [N]

Transmission 2 3rd gear

Traction effort [N]

Transmission 1 2nd gear

Transmission 2 1st gear
Transmission 1 2nd gear
Transmission 2 2nd gear
Transmission 1 2nd gear
Transmission 1 2nd gear Transmission 2 1st gear
Transmission 2 3rd gear
Transmission 1 3rd gear
Transmission 2 1st gear
Transmission 1 3rd gear
Transmission 2 2nd gear Transmission 1 3rd gear
Transmission 1 3rd gear Transmission 2 1st gear
Vehicle Speed [km/h] Transmission 2 3rd gear

Vehicle Speed [km/h]

Figure 7a: Transmission 1 and Transmission 2 are multigeared Figure 7b: Transmission 1 is multigear and Transmission 2 is
[3] single geared [3]

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Transmission 1 1st gear

Transmission 2 1st gear
Traction effort [N]

Traction effort [N]

Transmission 1 1st gear
Transmission 1 1st gear
Transmission 2 2nd gear
Transmission 2 1st gear

Transmission 1 1st gear

Transmission 2 3rd gear

Vehicle Speed [km/h]

Vehicle Speed [km/h]

Figure 7c: Transmission 1 is single geared and Transmission 2 is Figure 7d: Transmission 1 and Transmission 2 are single geared
multigear [3] [3]

Upon analyzing the tractive effort vs. speed profile of Configuration 1 it can be
concluded that:
 Two multigear transmissions produce many tractive effort profiles. Hence, the
performance and overall efficiency of the drive train may be superior to other
designs because two multigear transmissions provide more opportunities for
both the ICE and the EM-drive (electric motor and the associated power
electronics) to operate in their optimum region.
 This configuration provides more opportunities for both the ICE and EM
characteristics.
 The control system for selecting the proper gear in each transmission is
complicated.
The analysis of Configuration 2 reveals that
 The multigear Transmission 1 is used to overcome the disadvantage of the
ICE speed vs. torque characteristics.
 The multigear Transmission 1 also improves the operating efficiency of the
engine and reduces the speed range of the vehicle in which EM must be used
to propel the vehicle. Hence, the use of EM is restricted and this prevents the
batteries from quickly discharging.
 The single gear Transmission 2 takes the advantage of the high torque of an
EM at low speed.
The Configuration 3 is unfavorable because it does not use the advantages of the two
power plants. The Configuration 4 results in a simple design and control. With
proper ratings of the ICE, EM, batteries and transmission parameters, this drivetrain
can serve the vehicle with satisfactory performance and efficiency.

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Parallel Hybrid Drive Train with Torque Coupling (Pre-transmission)

The pre-transmission configuration of a parallel HEV with torque coupling is shown
in Figure 8. In this configuration the transmission is located between the torque
coupler and the drive shaft. The transmission amplifies the torques of both the ICE
and the EM with the same scale. The design of the gear ratios in the torque coupler
enables the EM and ICE to reach their maximum speeds at the same time. This
configuration is suitable when relatively small EM and ICE are used, where a
multigear transmission is needed to enhance the tractive effort at low speeds.

Battery
charger

Motor
controller Ft

Engine
Transmission
V

Tice Tm

ice m
Figure 8: Pre transmission parallel hybrid drive [3]

Parallel Hybrid Drive Train with Speed Coupling

In Figure 9 a parallel hybrid drive train with speed coupling using planetary gear unit
and an EM. The connection of the ICE and the EM is as follows:
 The engine supplies its power to the sun gear through a clutch and
transmission. The transmission is used to modify the speed vs. torque profile
of the ICE so as to match the traction requirements. The transmission may be
single gear or multigear.
 The EM supplies its power to the ring gear through a pair of gears. The Locks
1 and 2 are used to lock the sun gear and ring gear to the stationary frame of
the vehicle in order to implement different modes of operation.

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Lock2
Clutch
Lock1

Engine
Trans.

Motor

Motor
Batteries
controller

Figure 9: Parallel hybrid drive with speed coupling [1]

There are 5 different modes of operation possible for the configuration as shown in
Figure 10 and they are:
 Hybrid traction: When lock 1 and lock 2 are released, i.e. the sun gear and
the ring gear can rotate both the ICE and EM supply positive speed and torque
to the driven wheels. Since, the output shaft is connected to the carrier gear,
the output torque and speed is give by
Ts s  Tr r
Tc   nb  1
r nb   s

(12)
1 n
c  s  b r
1  nb 1  nb

(13)
 Engine alone traction: When the lock 2 locks the ring gear, only the ICE
delivers the required traction force to the wheels. The output torque and the
speed is given by
Tc  1  nb  Ts

(14)
1
c  s
1  nb

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(15)
 Motor alone traction: When lock 1 locks the sun gear, only the EM delivers
the traction force to the wheels. The output torque and the speed is given by
1  nb
Tc  Tr
nb

(16)
nb
c   r
1  nb

(17)
 Regenerative braking: In this case lock 2 is engaged, the ICE is switched off,
the clutch is disengaged and the EM is controlled in regenerating mode and
the battery absorbs the kinetic energy of the vehicle.
 Battery charging from the ICE: In this mode the locks 1 and 2 are released.
The EM is controlled to rotate in the opposite direction, i.e. the EM operates
with positive torque and negative speed and absorbs power from the engine
and delivers it to the battery.
Complex Hybrid Drive Train Drivetrain
In Figure 10, a complex HEV drivetrain with both torque and speed coupling is
shown. This architecture is used by Toyota Prius. The main components of Prius
drivetrain are
 Planetary gear unit: Used for speed coupling
 Fixed Axel Gear: Used for torque coupling
The various power sources of Prius drivetrain are connected as follows:
 The ICE is connected to the carrier gear of the planetary
 A small EM (EM1) is connected to the sun gear
 The ring gear is connected to the driven wheels through axel fixed gear unit
(torque coupler)
 An EM (EM2) is also connected to the fixed angle axel gear unit and forms
the torque coupling configuration.
The rotational speed of the ring gear is given by
1 1  nb
r  s  c
nb nb

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(18)
Since the ICE is connected to the carrier gear and the EM1 is connected to the sun
gear, the equation 18 can be expressed as
1 1  nb
r  ICE  EM 1
nb nb
where
ICE = angular speed of the ICE
EM 1 = angular speed of the EM1

(19)
The various modes of operation are:
 Mode 1: When the vehicle speed is low and the ICE speed is not so low then
EM1 rotates in the positive direction (same direction as ICE). In this
condition, the EM1 operates in generation mode and a fraction of ICE power
is used to charge the battery.
 Mode 2: At higher vehicle speed, while trying to maintain the engine speed
below a given speed, for high engine operating efficiency, the EM1 may be
operated in negative speed. In this case EM1 acts as a motor and delivers
power to propel the vehicle.
The traction motor EM2 adds additional torque to the torque output from the ring gear
of the planetary gear unit using torque coupling device.

Lock2
Zr
Lock1
Clutch
Zp
Clutch3 Zd

Zb
Zs

Engine
Trans.

Motor

Za Zc
Motor
Batteries
controller
Clutch2

Figure 10: Complex hybrid drive with speed and torque coupling [1]

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References
[1] M. Ehsani, Modern Electric, Hybrid Electric and Fuel Cell Vehicles:
Fundamentals, Theory and Design, CRC Press, 2005
[2] L. Guzzella and A. Sciarretta, Vehicle Propulsion Systems: Introduction to
Modeling and Optimization, Springer, 2007
[3] G. Lechner and H. Naunheimer, Automotive Transmissions: Fundamentals,
Selection, Design and
Application, Springer, 1999

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