REVIEW ON HYBRID ELECTRIC VEHICLE, PLUG-IN HYBRID

ELECTRIC VEHICLE AND ELECTRIC VEHICLE AND IT'S

CHARGING SYSTEM
Sourav Kumar Saini
Department of Electrical Engineering
Poornima College of Engineering, Jaipur
Rajasthan, India
e-mail- 2015pceeesourav@poornima.org

ABSTRACT:- The paper overviews about HEV, PHEV, vehicles consume power from the grid for charging, but
and EV charging system .Technique for wireless charging vehicle stored power(in a battery) is used to the power
system of the electric vehicle. Wireless charging system use supply to home and grid as well as. The electric vehicle can
into PHEV and EV Vehicle-to-Grid (V2G) and Vehicle-to- reduce the emission of greenhouse gases, overcome
Home (V2H) Concepts.V2G Concept is power flow from dependence on petrol and Gasoline, reduce energy
vehicle to grid and V2H concept is power flow vehicle to consumption, and the vehicle makes lesser noise.
home. DC/DC converter and rectifier use to the charging of
Battery. In future electrical vehicle use for transportation 2 HYBRID ELECTRIC VEHICLE , PLUG-IN HYBRID
Due to the gasoline engine and petrol engine vehicles are ELECTRIC VEHICLE AND ELECTRIC VEHICLE.
responsible for air, noise pollution and greenhouse gases .so
2.1 HYBRID ELECTRIC VEHICLE.
the automobile industry has moved to the electrical vehicle.
The main reasons behind the BEV concept nowadays are HVE have two or more energy source to drive vehicle. one
reducing environmental pollutants and reducing fuel is ICE and second battery energy source. If one source of
consumption of Gasoline and petrol. energy is a battery energy source than that vehicle is known
as HEV.HEV vehicle drive by ICE and motors. there HEV
KEYWORDS:-ICS; V2G(vehicle-to-Grid);V2H(vehicle-
has three types series-HEV, parallel-HEV, and series-
to-home);Electrical Vehicle; Wireless power transfer;
parallel-HEV. In HEV battery in charge by regenerative
battery charging etc.
braking, ICE at a different mode of operation. In
1 INTRODUCTION:- regenerative braking vehicle kinetic energy change into
electrical energy. A battery has also charge when a vehicle
Now present time automobile industry move to Electrical stop. Due to tow energy source vehicle range has an
Vehicle. There are three types of electric vehicle HEV, increase. By also that greenhouse gases emission reduce.
PHEV, and Fully electric vehicle. HEV and PHEV is a
combination of ICE and battery power source. And Fully 2.1.1 SERIES HYBRID ELECTRIC VEHICLE.
electric vehicle has only one power source (battery source).
In the series HEV, ICE acts as a major role for running a
for charging there are two methods AC-DC charging. DC
generator. And this generator converts mechanical energy
charging is faster than AC charging method. We also use
to electrical energy and that energy has used to recharges a
wireless charging in an electric vehicle. In dc charging
battery (power storage) pack, battery pack supply electrical
method wireless charging is not possible because of wireless
power to electric motors for drive vehicle. In the series
charging work on a principle of Faraday’s First Law of
HEV, ICE is the major source of energy. Yet, the series
Electromagnetic Induction and that principle work on AC
HEV not runs by direct mechanical coupling of ICE with
power source only. And in DC power source there no
vehicle transmission, not the ICE This help happens because
change in induced flux so in a coil flux constant with time
ICE may be less important than the car which depends only
and power will not transfer from primary coil to another
on ICE. when a normal car is compared with the ICE, which
secondary coil. In a charging circuit, we use a power
operates on different operation modes, in a series HEV, ICE
rectifier, converters, and inverters. In converters, we use a
will work most efficiently at most of the time, resulting in
DC-DC converter like Buck, Boost, and Buck-Boost
improved efficiency Of the whole system In conditions of
converters. And in the inverter, we use a three-phase
power flow analysis, and electricity can be supply directly
inverter that give an input power to a motor that use to drive
to electrical motors from the generator. However, in order to
a vehicle.V2G and V2H operation mode mostly electric

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make easy power transmitters or changeable power require
from electrical motors, it is compulsory that the battery pack
work as an power barrier. Applying breaks, then kinetic
energy change into electrical energy by a generator;
Therefore, the electrical mechanism and motor drives in
series HEV are designed to operate as a motor generator.
Commonly, series HEV are additional efficient for low Figure1: normal driving or acceleration
speed and city areas.

Figure2: light load

Figure3:braking or deceleration
Figure2.1.1: block diagram of series hybrid electric vehicle.

2.1.1.1POWER FLOW CONTROL IN SERIES

HYBRID ELECTRIC VEHICLE.

These four modes of operation are a series hybrid

electric vehicle. There in between E-G mechanical link,
between G-P, P-B, and P-M show the electrical link and Figure4: vehicle at stop
in between F-E show a hydraulic link in fig. And in
Transmission have brakes, clutches, and gears that have B: Battery G: Generator E:ICE
a show by T. M: Motor F: Fuel P: Power
Converter
 Mode 1: mode 1 operation shown, when vehicle start
fig2.1.1.1 block diagram of power flow Control
for a drive (Figure 1), the series generator generates
In Series Hybrid Electric Vehicle.
electrical energy to a battery pack, power converter, and
motor. which is the normal driving or acceleration of 2.1.2 PARALLEL HYBRID ELECTRIC VEHICLE.
HEV, Drives the electric motor and therefore the
wheels rotate during the transmission In a parallel HEV, ICE and electric motor are parallel each
 Mode 2: mode 2 operation shown, when vehicle under other in parallel HEV. In other words, ICE or electric
light load (Figure 2), the ICE output energy is more motors can equally control the transmission system of
than that useable energy to drive the wheels. Hence, the parallel HEV at real time, control the transmission system
same part of electrical energy is used to charge the depend on the driving setting and control strategies. A
battery. The battery charging until battery, not full classic organization of the parallel HEV In common, a
charge. parallel HVE at lofty speed is more efficient, for example,
 Mode 3: mode 3 operation shown, braking or
the highway. In present time parallel HEV market grow up,
deceleration (Figure 3), the electric motor work as a
as we now electric motors are less power (power<30kW),
generator, Motor converts the kinetic energy to
which are supported in comparison with EVs with relatively
electrical energy, and electrical energy is used to charge
the battery. small size battery packs because the electric motor in
 Mode 4: mode 4 operation shown when vehicle full parallel hybrids happens with ICE. And as a result, it does
stop(Figure 4), then The battery can also be charged not require to supply all the power. In addition, regenerative
by the ICE. The total output energy of ICE is used to braking is also used to charge a battery pack in parallel
battery charging.

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HEV.

Figure2: normal driving or acceleration

Figure2.1.2: block diagram of parallel hybrid electric

vehicle.

2.1.2.1 POWER FLOW CONTROL IN PARALLEL

HYBRID ELECTRIC VEHICLE.

These four modes of operation are a parallel hybrid electric

vehicle. There in between E-G mechanical link, between G-
P, P-B, and P-M show the electrical link and in between F-E
show a hydraulic link in fig. And in Transmission have Figure3: braking or deceleration
brakes, clutches, and gears that have a show by T.

 Mode 1: mode 1 operation shown, when vehicle start

for a drive (Figure 1), both the ICE and the EM share
the necessary power to Transmission of the vehicle.
Usually, the energy division between the ICE and
electric motor is 80-20%.
 Mode 2: mode 2 operation shown, when vehicle under
normal driving (Figure 2), to drive vehicle, required
power is supplied by the ICE only and the EM in off
mode.
Figure4: light load
 Mode 3: mode 3 operation shown, braking or
deceleration (Figure 3), the electric motor work as a B: Battery G:Generator E:ICE
generator, Motor converts the kinetic energy to M: Motor F: Fuel P: Power
electrical energy, and electrical energy is used to charge Converter
the battery. Fig2.1.2.1 block diagram of power flow Control
 Mode 4: mode 2 operation shown, when vehicle under In Parallel Hybrid Electric Vehicle.
light load (Figure 4), to drive vehicle, required power
is supply by the ICE and the ICE also charges the
2.1.3SERIES–PARALLEL (COMBINED OR
battery by the EM.
COMPLEX) HYBRID ELECTRIC VEHICLE.

Series-Parallel HEV is combines of both series and parallel

HEV and it's also have same characteristics like series and
parallel HEV. An electrical partition is used to divide output
mechanical power (from ICE) to drive vehicle or electrical
generator. The battery pack should be able to run electric
motors when power need to drive vehicle. Based on a
series-parallel HEV driving condition and management
control scheme, also series can work in hybrid mode or
parallel hybrid mode. The advantages of both chain-parallel
hybrid chains and parallel hybrids are profitable, that is, it is
Figure1: start up capable on both city areas and highways.

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 Figure1:startup

Figure2.1.3: block diagram of series-parallel HVE.

2.1.3.1 POWER FLOW CONTROL SERIES-

PARALLEL HYBRID ELECTRIC VEHICLE.

The Series-Parallel HEV system involves the characteristics

of series and parallel hybrid systems. In these Series-Parallel
HEV six modes of operation. So, these hybrid systems are
classified into two types: the ICE type and the EM type.
There in between E-G mechanical link, between G-P, P-B,
and P-M show the electrical link and in between F-E show a
Figure2: acceleration
hydraulic link in fig. And in Transmission have brakes,
clutches, and gears that have a show by T. The various six
operating modes are

 Mode 1: mode 1 operation shown, when the

vehicle start for a drive (Figure 1), the battery
provide the required power to drive the vehicle and
the ICE in off mode.
 Mode 2: mode 2 operation shown, when vehicle
full acceleration (Figure 2), in these operation
mode ICE and the EM divide the required power.
 Mode 3: mode 3 operation shown, when the
vehicle in normal driving mode (Figure 3), the Figure3:normal driving acceleration
required power(for drive vehicle) is provided by
the ICE only and the EM in the off mode.
 Mode 4: mode 4 operation shown, when the
vehicle in normal braking or deceleration mode
(Figure 4), the EM work as a generator and
generate electrical power to charge the battery
pack.
 Mode 5: mode 5 operation shown, when vehicle
driving then battery pack under charging mode
(Figure 5), the ICE gives the necessary power and
also charges the battery pack of the vehicle. And in
this mode, the EM work as a generator.
 Mode 6: mode 6 operation shown, when the
vehicle is at fully stopped (Figure 6), the ICE can
send power to charge the battery pack.
Figure4: braking or deceleration

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 usually, PHEVs can work in three unlike modes: charging-
depleting, charging- sling, and blended modes. If the battery
has a satisfactory charge, PHEV can work on ICE power
until the battery pack does not charge fully; This mode
called charging-deployment mode. The battery pack cannot
give sufficient energy and power to the vehicle when battery
pack charge statues in low. And, the battery pack can't take
in the energy accessible from regenerative braking if battery
pack charge statues fully charged. If the vehicle was driven
by the ICE power source and other parts to reach it, then
Figure5: battery charging during driving that mode called Charge-Sustaining mode. In some PHEVs,
the control strategy works in fewer speeds(<60kmh) when
vehicle works in charge-deflecting mode and for high
speed(>60kmh) vehicle works in charge-permanent mode
what mode called blended mode. In other cases, PHEV can
operate in different modes for different speed categories
based on driving setting and control scheme. This mode is
called Mixed Mode of Operation.

2.3 ELECTRIC VEHICLE.

2.3.1 CONDUCTIVE CHARGING - AC AND DC FOR

Figure6: battery charging during standstill ELECTRIC VEHICLE.

B: Battery G: Generator E: ICE To change the electricity supplied by the required grid by
M: Motor F: Fuel P: Power the vehicle battery, the physical location of the components
Converter can be classified as onboard and off-board edges. Chargers
Fig2.1.3.1 block diagram of power flow Control on the ship are located within the vehicle, and the size and
In Series-Parallel Hybrid Electric Vehicle. power rating are disrupted by the available space within the
2.2 PLUG-IN HYBRID ELECTRIC VEHICLE . vehicle. Off-board chargers are located outside the vehicle,
and this setup provides more flexibility in terms of power
PHEV have both characteristics of HEV and EV, So vehicle that can be distributed. Both sections of the charging
can be recharged by onboard recharging. By PHEV we get equipment should have a control circuit and should
benefits both the HEV or EV benefits in one vehicle and by communicate with the vehicle's battery in real time. It is to
that vehicle range increase, the travelling distance covered ensure that the battery is charged in an optimal way to avoid
by PHEV or EV by batteries power source only. For any damage to the battery through overcharging. AC
example, PHEV-30 means PHEV can cover the distance up charging uses an onboard charger whereas DC and battery
to 30miles on an electric power source. HEV small in size swaps use an off-board charger. In the case of an inductive
then PHEV due to the less power of the battery pack. In charger, a combination of both onboard and off-board
PHEV, the vehicle can be travelling long distance only on charger is required.
the battery power source. A PHEV battery pack is larger and
heavier than an HEV, so it can accumulate much energy 2.3.1.1 AC CHARGING FOR ELECTRIC VEHICLE.
there. The efficiency of PHEVs is a lot higher than ICE cars
AC charging allows EVs to be charged by using inexpensive
due to the battery pack power source. PHEVs have three
AC charging stations which feed AC power directly from
main types, which are like to HEV: series, parallel and
the grid to the car. The nature of AC, that is, single phase or
series-parallel.
three phase, voltage level and grid frequency may vary from
country to country. AC charging uses an onboard charger to
convert AC power from the conventional AC grid to direct
current or DC power to charge the traction battery. Cars
have a standardised vehicle inlet, and a charging cable is
used for connecting the vehicle connector to the
infrastructure socket of the AC charging station. The
Figure2.2: block diagram of plug-in hybrid electric vehicle. onboard charger needs to be light (typically less than 5 kg)

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and compact due to the limitation of allowable payload and DC/DC converter and the power control circuits become
space in the EV and the PHEV. The drawback of this larger and more expensive. That is why DC fast chargers are
charger is the limitation of the power output because of size implemented as an off-board charger rather than as an
and weight restrictions. onboard charger so that it does not take up space within the
vehicle and the fast charger can be shared by many users.

Figure2.3.1.1: block diagram ac charging for electric

vehicle.
When the charging station and the EV are first connected,
the charge controller in the station communicates with the
EV. Information regarding the connectivity, fault condition Figure2.3.1.2: block diagram dc charging for electric
and current limits are exchanged between the charger and vehicle.
the EV. • When the AC power is provided to the EV, the DC Charger: Operation In the first step, the alternating
onboard charger has a rectifier that converts the AC power current or AC power provided by the AC grid is converted
to DC power. Then, the power control unit appropriately into direct current or DC power using a rectifier inside the
adjusts the voltage and current of a DC/DC converter to DC charging station. • Then, the power control unit
control the charging power delivered to the battery. • The appropriately adjusts the voltage and current of the DC/DC
power control unit, in turn, gets inputs from the Battery converter inside the charging station to control the variable
Management System or the BMS for controlling the battery DC power delivered to charge the battery. • There are safety
charging. • Apart from this, there is a protection circuit interlock and protection circuits used to de-energize the EV
inside the onboard charger. The BMS triggers the protection connector and to stop the charging process whenever there
circuits if the battery operating limits are exceeded, isolating is a fault condition or an improper connection between the
the battery if needed. EV and the charger. • The battery management system or
AC Charging: types The EV industry has not agreed on one BMS plays the key role of communicating with the charging
specific AC connector, so depending on the car brand and station to control the voltage and current delivered to the
country, the connector varies in shape, size and pin battery and to operate the protection circuits in case of an
configuration. One of the main reasons is the difference in unsafe situation.
AC voltage and frequency. Generally, an AC connector has DC Charging: types There are five types of DC charging
two or more larger pins to transmit power, and some smaller connectors used globally:1. The CCS-combo 1, which is
pins for communication. Four types of AC connectors are mainly used in the US, 2. The CCS-combo 2, which is
used worldwide, namely: • The Type 1 connector, which is mainly used in Europe, 3. The Chademo connector, used
mostly used in USA & Japan. • The Type 2 connector, globally for cars built by Japanese automakers. 4. The Tesla
which is mostly used in Europe, including those of Tesla DC connector, which is used for AC charging as well 5.
cars. • The Type 3 connector, used in Europe but is being And finally, China has their own DC connector, based on
increasingly phased out by Type 2 connectors. • The the Chinese GB/T standard.
proprietary connector used by Tesla for its cars in the
USA.9 • China has its own standard for AC charging, which 2.3.2 WIRELESS CHARGING SYSTEM FOR
is similar to Type 2 connectors. ELECTRIC VEHICLE.
2.3.1.2 DC CHARGING FOR ELECTRIC VEHICLE. The main idea behind inductive charging is the use of two
electromagnetic forming coils. The primary coil is placed on
DC Fast Chargers supersede Level 1 and Level 2 charging
the surface of the road, in the construction of the pad
stations and are designed to charge electric vehicles quickly
connected to the electricity network. Secondary coils are
with an electric output ranging between 50 kW – 350 kW.
placed on the vehicle, ideally below the car or above. DC to
With high power operation, the AC/DC converter, the

6
50Hz AC power from the grid is corrected and then the off- Cascade Boost and carved Converters treat the vehicle
board charger is converted into a high-frequency AC power is. a replacement phase-shift management led semi-
inside the station. Then this high-frequency power is bridged active rectifier on the aspect of the vehicle
transfer to the EV side by electromagnetic induction. Coils is planned for effective reflective electrical
on the car convert this high-frequency AC power back to phenomenon control. though some automobile
DC using the onboard charger to charge EV. systems area unit samples of example, it's clear
that there's restricted literature work targeted on the
mixing and operation of vehicles of the wireless power
transfer system. the target of this letter is to handle the
mixing of vehicles of a high power wireless charging
system on a take a look at vehicle
The advantages of this method are: 1. Convenience 2.
Suitable for self-driving cars. And the disadvantages are: 1.
High investment 2. Limited space & weight of charge pads
3. Misalignment tolerance between the vehicle and the
charge pad 4. Power losses and relatively lower efficiency
than conductive charging 5. Electromagnetic radiation
Figure2.3.2: fig of wireless charging circuit for electric exposure. The other way to charge a car wirelessly is called
vehicle. dynamic charging. The coils connected to electric cables
first from AC grid to vehicle battery terminals, system which used to provide the power are buried in the road. The
converters ought to be designed and operated to attain primary coils release an electromagnetic field that field
high potency. additionally, for the pick-up system the receive secondary coil that is please into the vehicles and
ability flow management ought to be changed into electricity to charge the battery pack.
resolved wherever the management parameters (DC link Advantages: 1. Low stand-in charging time 2. Low battery
voltage, frequency, duty cycle, section shift, etc.) meet DoD 3. Smaller battery size. The challenges are: 1. The high
the potency of the vehicle, for higher potency. should be cost of investment 2. Foreign objects, coil structure changes
actively controlled. Voltage, Current, and or and coil misalignment on the road 3. Applicability of
Power. additionally, vehicle aspect DC link or battery different car types and universal coil type selection
voltage, current, temperature, and state charge
3. COMPARISON OF COMBUSTION ENGINE,
(SOC) ought to be fastidiously monitored and feeds-
HYBRID AND ELECTRIC.
backed on the first aspect for management. additionally,
the battery management system (BMS) ICE HV EV
or different vehicle-side converters (on-board charger or
DC/DC converters) ought to be monitored for Accelerati get 0-60 mph speed in get 0- get 0-60
safety usually, the systems connected to the grid on (on 8.4 sec only 60 mph
contain four or five power conversion steps, as shown in average) mph speed in
Fig. Most of those power conversion steps area speed 4-6 sec
unit careful in previous studies. A high potency set in 6-7 only
on controlled rectifier is careful, whereas electrical sec
converter introduces only
the result of management parameters. in a very high
frequency isolation electrical device has been started. Maintena  Wheels/tires Same Does not
Single and double-sided magnetic nce  Engine as require
force coupling design area unit offered and their  Fuel/gas ICE. maintena
specifications area unit analyzed and. Reference Planner  Bodywork/pai nce more
shows the planning and construction of circular coil. nt than ICE
Unconventional resonant standardisation systems, like a  Electrical and HV
double-sided LCC and present-fed CLC area  Lights vehicle.
unit given severally. For vehicle aspect regulation, a  Dash/instrume In EV
lift sort DC / DC convertor is given with a LCL pickup nt warning vehicle
topology to alter vehicle aspect load lights maintena
dynamics, whereas for an equivalent purpose the nce

7
 require in distant house. Therefore, in terms of
battery EV's management strategy for V2H
pack application, there's significant potential compared to
V2G and quality exists in V2G preparation. with the
only.
exception of this, web metering valuation for commerce
current energy by regulation and regulation of
utility corporations and grid is usually a threat to
implement V2G within the actual electrical grid. heat
Efficiency change 20% energy chang change unit placement as G2V, V2H and
. that stored in gasoline e 40% 75% V2G operational modes for a selected
to drive vehicle. energy energy residential shopper. Through heat unit battery-based bi-
that that directional AC / DC convertor, interferes with utility and
stored stored in house load purpose. The convertor controls the direction
in battery of power flows between battery-to-home load
(discharge) and grid-to-battery (charging). For
gasoli pack to
reducing operational prices for shoppers with single and
ne to drive dual-EVs, the most operational modes are G2V, V2G
drive vehicle. and V2H. additionally, comparative
vehicl economic advantages of V2H and
e. V2G are compared throughout peak valuation time
and solely charging (G2V). the amount of heat
Speed Top speed of the Top Top unit support varies in line with the on the
(average vehicle is 124 mph speed speed of market variety of EVs to any explicit client. To
demonstrate our management methodology, we tend
top speed) of the the
to believe that identical quantity of energy is changed in
vehicl vehicle is V2G and V2H operational modes. choice is
e is 30-95 formed deliberately to show the economic viability of
110 mph every operational mode.
mph

Mileage Range 300 miles before usuall range 100

signal refuelling the y get to 200
vehicle. range miles
48 to before
60 signal
Figure3: fig show operation mode of V2G and V2H
mpg. rechargin
g.
CONCLUSIONS
Cost (on Cost of vehicle $14,000 Cost Cost of
As it has been seen in this review paper, the electric vehicle
average) to $17,000. of vehicle
has many advantages and advantages over the ICE, HEV,
vehicl
$6,000 to and EV. It's fewer emissions and very efficient but case of
e
$100,000 fully EV there is zero emissions of greenhouse gases, but,
$19,00
there are also disadvantages of HEV and EV. It is heavy in
0 to
weight, it is travelled less distance before single recharge,
$25,00
and cost of battery very more than the vehicle. So the future
0.
of the EV depends on its battery cost. If researchers can
make or sense "super batteries", the future of the EV is
hopeful. To date, each electrical vehicle has its own field
3.V2G AND V2H OPERATION MODE which makes it improved than the other EV. Only time and
technical improvements will show which vehicle will be
EV should be technically connected to a grid (V2G) or excellent in the future.
home (V2H). In each cases, heat unit will
increase the reliableness of the grid by providing REFERENCES
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