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Wevj 04 00190 PDF
Wevj 04 00190 PDF
EVS25
Shenzhen, China, Nov 5-9, 2010
Abstract
In this paper, a parallel HEV hybrid controller is developed in the MATLAB/Simulink environment. Using the
driver commands, the battery state of charge and the engine map, a set of efficient rules has been developed to
efficiently split the power between the engine and the motor. The steps are: 1) Estimate the instantaneous torque
demand. 2) Using the estimated torque, the feedback signals and the engine map, find the best operating point and
then split the power and let the engine work as near as possible to this efficient point, that can be done by
controlling the motor (or generator). In the case of motor, let its torque supply the rest of the torque needed, while
the engine works near its efficient point, or in the case of generator, let its torque supply an additional load to put
the engine in an efficient point. 3) Control the motor to supply the transient torque demand, and keep the engine
torque constant as long time as possible, this help to reduce fuel consumption. Finally simulations of a conventional
and hybrid vehicle are performed using Simulink environment to check the controller and series of results will
prove the effectiveness of the proposed controller and will show the advantage of hybrid powertrain over
conventional one in term of fuel economy.
EVS25 World Battery, Hybrid and Fuel Cell Electric Vehicle Symposium 1
World Electric Vehicle Journal Vol. 4 - ISSN 2032-6653 - © 2010 WEVA Page000191
two energy sources using steady-state efficiency maps. 2.1 System simulation (the hybrid vehicle)
Because of the simple point-wise optimization nature, it
is possible to extend such optimization schemes to Using the models described below a simulation was
solve the simultaneous fuel economy and emission performed using the Simulink environment, this
optimization problem [10]. The basic idea of the third simulation is forward looking that is why we simulated an
type of HEV control algorithms considers the dynamic automatic driver (PI controller). The simulation is
nature of the system when performing the optimization presented in Fig 1 and its results have been validated by
([11], [12]). Furthermore, the optimization is with the ‘Advanced vehicle simulator’ (ADVISOR) developed
respect to a time horizon, rather than for an instant in by the National Renewable Energy Laboratory
time. In general, power split algorithms resulting from
dynamic optimization are more accurate under transient
conditions, but are computationally more intensive.
In this paper we first made simulations for conventional
and parallel hybrid vehicle and then we used the first
category of power management strategy to make a
model for the parallel HEV hybrid controller, the goal
of this hybrid controller is first to estimate the power
demand using the driver commands, second the
controller is tuned to get a suitable HEV performance Figure 1: Top level simulation model for the hybrid
and finally it efficiently splits the power between the vehicle implemented in Simulink
diesel engine and the electric motor in order to improve
the fuel economy over the conventional vehicle with the 3 System Modeling
same characteristics.
3.1 Power flow modeling
2 System Simulation
The hybrid vehicle structure considered in this article is
a parallel single shaft topology, which utilizes a PMSM
Nomenclature and parameter used
motor placed before the transmission and coupled with
J1:Sum of inertia running at the same speed of the
the engine via clutch Fig 2.
engine (0.52 kg∙m2)
J2:Sum of inertia running at the same speed of the
transmission (0.32 kg∙ m2)
J3:Sum of inertia running at the same speed of the
wheels (3.1 kg∙ m2)
W, We, Wt: Wheel: Engine and transmission angular
speed respectively
V : Vehicle speed
Mv: Vehicle mass (1200 kg)
Acc: Vehicle acceleration
Ft; Ftr: Traction and equivalent resistance force Figure 2: Powertrain structure considered
Faer, Froll: Aerodynamic and rolling resistance
Fgrad: Grade resistance The power flows from the engine and motor to the
Af: Frontal area of the vehicle (2.2 m2) wheels through the gearbox, the final drive and the
Cd: Aerodynamic coefficient (0.31) drive shaft; thus the energy will be divided into a lot of
Vwind: Axial wind speed quantities; the first quantity will be used to rotate the
: Road angle different inertia at different speed (kinetic energy or
(cr1=0.08) and (cr2=0.03): Rolling coefficient.
rotation energy), the second one will be used to
(it, if): Transmission and differential ratio respectively
overcome resistance forces (aerodynamic and rolling
Tt: Torque applied in the wheels
Vac: Actual vehicle speed
resistances), the third quantity will be used to accelerate
Tac: Actual torque demand the vehicle (kinetic energy or translation energy) and
S: Pedal signal the last quantity will be lost inside the powertrain
Vr: Speed reference (drive cycle) components as friction and damping losses (lost energy)
Ves: Estimated speed which we neglect in this study due to the fact that this
Tes: Estimated torque energy is small (if the powertrain is new) and don’t
Vmax : Vehicle maximum speed have a big effect in our study.
E0: Battery open circuit voltage (100.8V) The energy (Es) of the power sources (engine and
R0, R1, C1: Battery interne resistors and capacitor motor, knowing that (We=Wm) at positive power
Battery capacity 5.75Ah demand) is described by:
Power electronics efficiency 0.97
EVS25 World Battery, Hybrid and Fuel Cell Electric Vehicle Symposium 2
World Electric Vehicle Journal Vol. 4 - ISSN 2032-6653 - © 2010 WEVA Page000192
1
d
Te Tm We dt 0.5
dt 0
1 1 1 200
J 1 We 2 J 2 Wt 2 J3 W 2 150
100
4000
5000
2 2 2 50
1000
2000
3000
0 0
d 1 2
Engine Torque [Nm] Engine Speed [Rpm]
Cd AV V dt (6)
dt 2 Figure 4: Engine fuel consumption rate [g/s] as function of
engine speed and its torque from test bench
1
M Cr1 Cr 2 V V dt M V2 100
2 22 0
22 0
240
22 0
240
90
26 0
80
After derivation and arrangement and knowing that:
70
Engine torque [Nm]
60 24 0
22
0
26
50
0
22
40
2
it if (Te Tm) M Cr 2 R W 30
24
0 26
0
300
240 0 320
28
J 3 M R 2 if 2 J 2 it 2 if 2 J 1
34 0
26 0 36 0
20 28 0 30 0 38 040 0
260 300 32 0
42 0
dW 280 320
340
360
380
400
340
360
380400
R 3 W 2 R M Cr1
Engine speed [Rpm]
dt Cd A
2 Figure 5: Engine maximum torque and specific fuel
consumption [g/KWh]
J 3 M R 2 if 2 J 2 it 2 if 2 J 1
3.2 The Battery
The equation (8) gives a relation (nonlinear differential Once all the parameters including charging and
equation) between wheel angular speed and discharging resistances (R0), open circuit voltage (E0)
power-source torque of the battery versus state of charge (SOC) were
measured by experiments, those values are used as look
3.1 The Engine
up tables Fig 6. The model consists of two parts: SOC
The engine is modeled statically using the fuel calculation block and voltage calculation block
consumption map Fig 4. A set of data in terms of torque In each time step the parameters are updated according
and speed of the engine and the corresponded fuel to the battery state of charge. The maximum charging
consumption in each operating point obtained from the and discharging power, terminal voltage and current is
diesel engine in the Low Emission Vehicle Research limited in the model.
Laboratory test bench Fig 3. Using interpolation To obtain an electrical model that accurately reproduces
extrapolation the fuel consumption in other operating the battery’s voltage response over time; a dynamic
points is found and using appropriate MATLAB model is used (Randle First order where (R1) and (C1)
program the specific fuel consumption is then deduced are assumed to be constant) Fig 7.
Fig 5.
EVS25 World Battery, Hybrid and Fuel Cell Electric Vehicle Symposium 3
World Electric Vehicle Journal Vol. 4 - ISSN 2032-6653 - © 2010 WEVA Page000193
80
90 90
overcome the resistive torques, assuming wind speed is
60
90 90 90 zero and replacing resistance forces:
80
40
70
60
80
50
Motor Torque [Nm]
20 80 70
80 70
70 60 60
60 50 40
40
50 50 40
40
0 40 5060 40 40
5060 70 5060
80 70 80 70 80
40
90 90
-20 90
The signal (S) coming from the Automatic Driver block
-40
90 90 90
can be used to find the speed reference (Vr), and so we
can find the torque that must be provide by the power
80
-60
70
60
50
80
-80
80
70
80
70
60
70
60 system to satisfy this command, that means that an
40
60
50 50 40 50 40
40
0 500 1000 1500 2000 2500
Motor speed [RPM]
3000 3500 4000
estimated speed wanted (Ves) and estimated torque
Figure 8: Motor/Generator efficiency and maximum torque demand (Tes) are found using driver command (S), and
maximum speed (Vmax : is the maximum speed the
3.4 The Hybrid Controller vehicle can reach when S=1):
The hybrid controller is a block that estimates and splits
the power demand; it also controls the different
powertrain components like engine, electric motor and
clutch; to perform such a task a block to estimate the
torque demand; another one for the power split and
other blocks for subsystem controls are needed see
Figure 11.
3.4.1 Power Demand Estimation
For power demand estimation, we use longitudinal So the power demand estimated is:
vehicle dynamics equations [13]. So now we established estimation between engine
power demand and driver signal since the values like
The Newtons’s law is written as:
EVS25 World Battery, Hybrid and Fuel Cell Electric Vehicle Symposium 4
World Electric Vehicle Journal Vol. 4 - ISSN 2032-6653 - © 2010 WEVA Page000194
Vmax, Cd, Af.etc, are constant and actual speed (Vac) can be provided by battery then the vehicle is
is a feedback signal. only operated in Electric mode.
2- If the state of charge of battery is above the
3.4.2 Hybrid Controller Tuning
lower limit (SOCmin) and the use of engine
Since we estimated the power demand only in coasting alone cannot be in efficient operating point,
(no acceleration) situation, (in reality the vehicle have a then Engine and Motor both provide the
response time to accelerate from (Vac) to (Vr), for that requested power in a way that the engine is as
we have to tune our PID controller (inside the Hybrid near as possible of best operating point
Controller block) to give us the response time we wish, imposed by the transmission and the motor
the tuning can be performed manually (time supply the rest of torque demand.
consuming), or using MATLAB (quickly). 3- If the state of charge of the battery goes below
the lower limit (SOCmin) then the Engine
For a performance of acceleration from (0 km/h) to (60
provides the extra power to charge the battery
km/h) in 13 seconds; see Figure 9, the PID controller
and also powers the vehicle (the electric motor
parameter after tuning with MATLAB are:
becomes generator and provide negative torque
P=1.13; I=0.02; D=0.0 to charge the battery, in this controller the
generator torque is controlled to put the engine
So a PI controller is enough to obtain this performance.
in a best operating point when charging the
battery).
60 4- If the power demanded by the driver is
negative (the driver is decelerating the vehicle)
50
and the state of charge of the battery is not
maximal and power demanded is less than the
Vehicle speed Km/h
40
EVS25 World Battery, Hybrid and Fuel Cell Electric Vehicle Symposium 5
World Electric Vehicle Journal Vol. 4 - ISSN 2032-6653 - © 2010 WEVA Page000195
generator torque for the best operating point possible). Figure 14: Fuel Consumption (Conventional vehicle)
State 6: This is the state of braking, the controller 90
80
Vehic le Speed
60
Km/h
mechanical braking or a blending between mechanical
50
40
30
10
0
0 200 400 600 800 1000 1200 1400
Time [s]
22 0
240
22 0
240
26 0
90
80
70
Engine torque [Nm]
24 0
60
22
22 0
240
0
26
50
0
22
40
0 0
24 26
Figure 11: Top level simulation model of the Hybrid 30 240 0
30 0
32 0
28 34 0
Controller implemented in Simulink 20 260
26 0
28 0 30 0
36 0
38 040 0
300 32 00
280 320 34
360 42 0
340
360 380
380
400 400
1000 1500 2000 2500 3000 3500 4000 4500
4 Results and Discussion Engine speed [Rpm]
90
Figure 16: Engine operating point over FTP72 cycle (Hybrid
vehicle).
80
70
Vehic le Speed
60 Drive Cy c le FTP72
50
Km/s
40 300
30
20
10
0 250
- 10
0 200 400 600 800 1000 1200 1400
Time [s]
reference (km/h)
150
100
22 0
22 0
240
22 0
240
100
26 0
90
80 50
70
Engine torque [Nm]
0
0 200 400 600 800 1000 1200 1400
0
24 0
60
22
Time [s]
22 0
240
50
0
22
EVS25 World Battery, Hybrid and Fuel Cell Electric Vehicle Symposium 6
World Electric Vehicle Journal Vol. 4 - ISSN 2032-6653 - © 2010 WEVA Page000196
improvement of a hybrid vehicle compared to the [6] Jorge M, Micah E, and Juan W “Energy-Management
conventional vehicle is 24%. System for a Hybrid Electric Vehicle, Using
Ultracapacitors and Neural Networks” IEEE
Table 1: Fuel consumption comparison Transactions on industrial electronics, vol. 53, no. 2
Powertrain Total Fuel Distance 2006
[7] Sebastien Delprat, Jimmy Lauber, Thierry Marie Guerra,
Model Consumption (with Traveled and J. Rimaux “Control of a Parallel Hybrid Powertrain:
SOC correction) (g) (km) Optimal Control” IEEE Transactions on vehicular
Conventional 450 11.9893 technology, vol. 53, no. 3, May 2004
Hybrid 342 11.9893 [8] Antonio S, Michael B, and L Guzzella “Optimal Control
Improvement (450- of Parallel Hybrid Electric Vehicles” IEEE Transactions
342)/450=0.24=24% on control systems technology, vol. 12 no. 3 2004
[9] Laura V, Guillermo R. Bossio, Diego Moitre, Guillermo
O. Garcıa “Optimization of power management in a
Another advantage for the Hybrid vehicle is that we can
hybrid electric vehicle using dynamic programming”
control the motor not only to make the engine work Mathematics and Computers in Simulation 73 (2006)
efficiently but also to make it work long time in a fixed 244–254
torque, which can be done, by letting the motor torque [10] Naim A. Kheir, Mutasim A. Salman, Niels J. Schouten
supply the transient torque demand. The operating “Emissions and fuel economy trade-off for hybrid
points for the two configurations show that in the vehicles using fuzzy logic” Mathematics and Computers
conventional vehicle Fig 13 the points are not in Simulation 66 (2004) 155–172
efficiently distributed, but in the case of a hybrid [11] Brahma, Y. Guezennec, and G. Rizzoni, “Dynamic
vehicle Fig 16, the engine operating points are near the optimization of mechanical electrical power flow in
efficient region. parallel hybrid electric vehicles,” in Proc. 5th Int. Symp.
Advanced Vehicle Control, Ann Arbor, MI, 2000.
[12] C.-C. Lin, J. Kang, J. W. Grizzle, and H. Peng, “Energy
Conclusion management strategy for a parallel hybrid electric truck,”
in Proc. 2001 Amer. Contr.Conf., Arlington, VA, June
This article introduced a method for modeling a parallel 2001, pp. 2878–2883.
HEV hybrid controller for power management using [13] Rajesh Rajamani “vehicle dynamics and control” ISBN
MATLAB/Simulink; first we estimated the power 0387263969
demand from the pedal position and then we chose how
to split this power between the two power sources to Authors
obtain better fuel economy. Using such controller, we Boukehili Adel
have demonstrated that a HEV can make a good fuel Is a Ph.D. student at Beijing
economy compared with a conventional vehicle with Institute of Technology, China; he
the same characteristics by using the engine in more received the "Ingénieur d’etat"
efficient way and also using generative braking. degree (with honors) in mechanic
system from Military Polytechnic
School of Algiers, (Algeria).
Reference His research interests include the
[1] K. T. Chau and Y. S. Wong, “Overview of power study of hybrid electric vehicle,
management in hybrid electric vehicles,” Energy modeling and power management (HEV Controller
Convers. Manage, vol. 43, no. 15, pp. 1953–1968, Oct. modeling). Email: boukh.adel@yahoo.com
2002. Zhang You-tong
[2] H. Lee and H. Kim, “Improvement in fuel economy for Professor at Beijing institute of
a parallel hybrid electric vehicle by continuously technology department of mechanical
variable transmission ratio control,” Proc. Inst. Mech. and power engineering
Eng. D, J. Automot. Eng., vol. 219, no. 1, pp. 43–51, His research interests include
2005. engine electronic control technology,
[3] Harpreetsingh Banvait and Sohel Anwar, and Yaobin engine emission control technology
Chen (2009) ‘A Rule-Based Energy Management and other aspects of teaching and
Strategy for Plug in Hybrid Electric Vehicle (PHEV)’ research work.
Proceeding of the 2009 American Control Conference Email: youtong@bit.edu.cn
Hyatt Regency Riverfront, St. Louis. Sun Shuai
[4] Laila Majdi, Ali Ghaffari, Nima Fatehi “Control Ph.D degree
Strategy in Hybrid Electric Vehicle using Fuzzy Logic Engine lab, Beijing Institute
Controller” Proceedings of the 2009 IEEE International Technology
Conference on Robotics and Biomimetics December 19 Beijng, China 100081
-23, 2009, Guilin, China Tel:010-68915645
[5] Niels J. Schouten, Mutasim A. Salman, and Naim A. Email:sunshuai1@bit.edu.cn
Kheir “Fuzzy Logic Control for Parallel Hybrid
Vehicles” IEEE Transactions on control systems
technology, vol. 10, no. 3, May 2002
EVS25 World Battery, Hybrid and Fuel Cell Electric Vehicle Symposium 7