Course Name: Hybrid

Electric Vehicle Theory and

Course instructor: Dr. Amit Kumar Baghel

Contact mail id: [email protected]/[email protected]

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 Torque Coupling and Analysis of Parallel Drive Train

The topics covered in this chapter are as follows:

Ø Introduction to Parallel Hybrid Electric Drive Train

Ø Torque Coupling

Ø Speed Coupling

Ø Post-Transmission Parallel Hybrid Drive Train with Torque Coupling

Ø Pre-Transmission Parallel Hybrid Drive Train with Torque Coupling

Ø Parallel Hybrid Drive Train with Speed Coupling

Ø Complex Hybrid Drivetrain

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 Parallel Hybrid Electric Drive Trains

The power from ICE and EM are added together by a mechanical coupler. 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. Thus, speed can not be controlled
independently.

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. Torque cannot
be controlled independently.

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 Torque Coupling

ICE Wheels

EM

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Input ( from EM+ICE) = Output (1)

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Different coupling methods

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For a planetary gear train configuration , the gear ratio (nb) is given by (Willis formula):

(4)

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The (4) can also be expressed as:

(5)

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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:

(6)

(7)

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Different cases:

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 using (4) and (6) there are various possibilities:

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

Torque coupler-2
Torque coupler-1

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 Configuration 1: Both, Transmission 1 and Transmission 2 are multigear.

Upon analyzing the tractive effort vs. speed profile of Configuration 1 it can be
concluded that:
Ø 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.
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Ø This configuration provides more opportunities for both the ICE and EM characteristics.

Ø The control system for selecting the proper gear in each transmission is complicated.
ICE EM
Configuration 2: Transmission 1 is multigear and Transmission 2 is single geared

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Configuration 3

Configuration 4

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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)

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 Parallel Hybrid Drive Train with Speed Coupling

The figure shows 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:

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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

(8)
-

(9)

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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

- (10)

(11)

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

(12)

(13)

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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.

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 Complex Hybrid Drive Train Drivetrain

EM1

EM2

In Figure, 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:

Ø Planetary gear unit: Used for speed coupling

Ø Fixed Axel Gear: Used for torque coupling

Ø The ICE is connected to the carrier gear of the planetary

Ø A small EM (EM1) is connected to the sun gear

Ø The ring gear is connected to the driven wheels through axel fixed gear unit
(torque coupler)

Ø 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:

(14)

𝜔" = 𝜔$%& (15)

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 𝜔' = 𝜔()$ (15)

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.

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