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Energy Procedia 104 (2016) 354 – 359

CUE2016-Applied Energy Symposium and Forum 2016: Low carbon cities & urban
energy systems

Modeling and Simulation Research on Power-split Hybrid

Electric Vehicle
Jianfei Caoa,b, Jiankun Penga,b, Hongwen Hea,b*
a
National Engineering Laboratory for Electric Cehicles, Beijing Institute of Technology,Beijing 100081, China
b
Collaborative Innovation Center of Electric Vehicles in Beijing, Beijing Institute of Technology, Beijing 100081, China

Abstract

In this paper, a simulation model of power-split hybrid electric vehicle is established and a type of energy
management strategy based on optimum-fuel-economy curve is proposed as well. The model contains blocks which
can simulate the real physical components, so its accuracy is improved. Power performance and fuel economy are
tested by simulation experiment at NEDC and HWYCOL cycle. The result shows the model is correct and effective.
What’s more, it uses the energy management strategy, so that the fuel consumption per 100km is 4.56 in NEDC cycle
and 4.42 in HWYCOL cycle.
© 2016 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license
© 2016 The Authors. Published by Elsevier Ltd.
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Selection and/or
Peer-review peer-review of
under responsibility under responsibility
the scientific of CUE
committee of the Applied Energy Symposium and Forum, CUE2016: Low carbon
cities and urban energy systems.
Keywords: Power-split hybrid electric vehicle; Energy management strategy; Optimum-fuel-economy curve; Real physical
components;

1. Introduction

In recent years, hybrid vehicle is the main development directions of new energy vehicles. Among all
the structures of the hybrid vehicles, power-split ones can makes full use of the advantage of series and
parallel[1]. Although the structure being more flexible and the energy management strategy requiring
seriously considered, it could better balance the comprehensive requirements of vehicle power and
economy. Thus, simulation study and energy management strategy of power-split hybrid electric vehicles
should be well considered.
Among all the energy management strategy, Global optimization is the best choice for the control
strategy. However, it is affected by the driving cycle and the time cost is large, which is difficult to get

* Corresponding author. Tel.:+86-6891-4842; fax:+86-6891-4842.

E-mail address:hwhebit@bit.edu.cn.

1876-6102 © 2016 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review under responsibility of the scientific committee of the Applied Energy Symposium and Forum, CUE2016: Low carbon cities
and urban energy systems.
doi:10.1016/j.egypro.2016.12.060
 Jianfei Cao et al. / Energy Procedia 104 (2016) 354 – 359 355

practical application. Therefore, the methods of engine-constant-operating-point and optimal-engine-

working-curve are more practical [2].
When the vehicle starts or moves at lower velocity, the power is supplied by motor in case idle running.
And when it moves at a higher velocity, the engine’s working area is controlled at high efficiency area, so
the fuel economy of engine would be better no matter in any driving cycle to test [3].
In this paper, a simulation model of Power split hybrid electric vehicle is established. It is a kind of
forward simulation model and its energy management strategy is built on the basis of optimum-fuel-
economy curve. According to the simulation experiment, the correctness of the model and the
effectiveness of the control strategy are verified.

2. The power-split hybrid electric vehicle

2.1. Configuration

As the connection of three power components in PHEV, the power split device is a planetary-gear with
two degrees of freedom, which achieve the purpose of the engine’s power being split. The connection
between the dynamic components and the planetary-gear is shown in figure 1.

(a) (b)

Fig. 1. Configuration of power-split hybrid electric vehicle (a)Power Elements; (b) Planetary Gear;

Table 1. Main parameters

Vehicle Planetary Gear

A_fr Cd Mass R_wheel Final ratio Ring gear Sun gear
2.5m2 0.26 1300kg 0.287m 3.2 78 30

2.2. Modeling

The modeling method can be divided into two types, data-based model and physical model. For the
traditional data-based simulation model, dynamic characteristics of the power elements can’t be well
reflected, while the pure physical model is too complex for simulation. So in this paper, a synthetic
method is adopted. Each model of the power element can output torque through physical interface and get
356 Jianfei Cao et al. / Energy Procedia 104 (2016) 354 – 359

input signals by data interface, while other parts include battery, driving and energy management strategy
are built through data and formula.
The engine model output torque by the control of throttle pedal degree. The formula is as below.
°Te _ max (n e ) u pedout , ne  nmax
­
Te ® (1)
°̄0, ne ! nmax
Similarly, a motor/generator model is built by the same way. Besides output torque, the models can
also calculate the fuel/electricity consumption. Specific methods of calculating fuel/electricity
consumption as well as how to build battery and vehicle dynamic models can be found in [5]
The power-split model is actually a planetary gear, which is built by physical blocks and has three
interfaces to transfer speed and torque. The speed and the torque of the ring gear, sun gear and carrier
must satisfy the kinematic constraint in [4]
­ns  knr  (k  1)nc 0
® (2)
¯Ts : Tr : Tc 1: k : (k  1)
In the formula, k is the gear ratio of ring and sun gear.
In [6], a new driver model based on adaptive PID controller is established. Since successfully avoid the
problem of pedal signal’s violent shock, it is also adopted in this paper.

3. Energy management strategy

3.1. Analytical torque and power requirements

The required torque and power can be calculated by the following formulas.
­
°Treq pedout u (Treq _ m _ max (Va)  Treq _ e _ max (Va))
® (3)
°̄ Preq Treq (Va) u nout (Va)
The specific relationship between the torque and the speed is determined according to the following
process
°Va Ÿ nout Ÿ nm Ÿ Treq _ m _ max
­
® (4)
°̄Va Ÿ Psteady Ÿ Tsteady Treq _ e _ max

3.2. Analytical torque and power requirements

The meaning of different modes are shown in table 2. And mode-switching and power-distribution
process is shown in figure 2. Signal_B represents Brake signal and Va represents velocity of the vehicle.
EV is pure electric driving and PHEV is hybrid driving. In PHEV1, engine starts only when the output
torque is insufficient, while in PHEV2 engine starts as long as the electricity is exhausted and the output
power is insufficient.

Table 2. Mode illustration

Mode 1 2 3 4 5
condition EV PHEV1(Torque Compensation) EV PHEV2(Power Compensation) Braking
 Jianfei Cao et al. / Energy Procedia 104 (2016) 354 – 359 357

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0RGH7UHT3UHT7HPLQ
7HPD[3HPLQ3HPD[7PPD[
6WDUW
7P 7UHT
6LJQDOB%7UHT 0RGHO  1 0RGHO  1 0RGHO  1 0RGHO  1
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7PPD[62&9D < <
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7P 7UHT7H 

3H 3H7HPLQ 3H 3HPD[
7P 7UHT7H  7P 7UHT7H3HPD[ 

(a) (b)

Fig. 2. Energy management strategy (a)Mode switching; (b)Power distribution;

4. Simulation and result

In order to ensure the simulation time is equal, the model is simulated in NEDC cycle twice and in
HWYCOL cycle three times. The step size is set to 0.01s. Initial SOC was 80% and the battery capacity
was 2 A.H. The simulation results are as follows.

Fig. 3. Velocity and SOC

358 Jianfei Cao et al. / Energy Procedia 104 (2016) 354 – 359

Figure 3 shows that in both the NEDC and HWYCOL driving cycle, vehicle velocity can follow the
desired velocity, which means the vehicle dynamic performance can meet the requirements of the actual
use. And SOC decreases to 0.3 at 750s in NEDC cycle and at 400s in HWYCOL cycle.

Fig. 4. Working points of the engine (a) NEDC; (b) HWYCOL

Figure 4 shows that most of the working points are distributed in the optimal engine working curve in
both two driving cycles, so fuel economy can be ensured. Although still there are plenty of working
points, especially in HWYCOL cycle, distributed away from the best economic area, the percentage of
which is low, which could be proved by figure 5.
And because of the power requirement in HWYCOL cycle is higher than that in NEDC cycle, the max
speed that engine could reach is different. Shown in figure 4, engine speed in NEDC reaches 2500rpm
while in HWYCOL reaches 3500rpm.As the max power of the engine correspond to the most fuel
economic area, the fuel economy goes better if velocity goes higher. So fuel economy in HWYCOL is
better.

Fig. 5. Probability distribution of the fuel consumption

Table 3. driving cycle characteristic analysis

Driving cycle Total time Distance Fuel Consumption L/100km Cruise Average velocity
NEDCh2 2322s 22.06km 1.005L 4.56 41.09% 34.21km/h
HWYCOLh3 2310s 49.48km 2.189L 4.42 63.90% 77.12km/h
According to table 3, we know that the average velocity in NEDC is 34.31km/h and the percentage of
its cruise time is 41%, while in HWYCOL is 77.12km/h and 64%. So in HWYCOL the engine goes more
stable and works more effectively, which lead to lower fuel consumption. However, fuel consumption per
 Jianfei Cao et al. / Energy Procedia 104 (2016) 354 – 359 359

100km is 4.56L in NEDC cycle and is 4.42L in HWYCOL cycle. The value of both cycle is close which
mean our energy management strategy is effective in any driving cycle.

5. Conclusion

(1)In this paper, a simulation model of power-split hybrid electric vehicle is established. The model
consist of several physical blocks and can reflect the change of engine’s working points, which improve
the accuracy of the model.
(2)A energy management strategy based on optimum-fuel-economy curve is used to ensure that engine
working points is distributed into fuel economy area. The fuel consumption per 100km is 4.56L in NEDC
and is 4.42 in HWYCOL, which proves that our energy management strategy is effective.
(3) As the max power of the engine correspond to the most fuel economic area, the fuel economy goes
better if velocity goes higher. And if the power demand is stable, the fuel consumption will also decrease.
Table3 shows that the average velocity in NEDC is 34.31km/h and the percentage of its cruise time is
41%, while in HWYCOL is 77.12km/h and 64%, so the fuel consumption in HWYCOL is better.
However, the value of fuel consumption of both cycle is very close, so in any driving cycle, out energy
management strategy would keep effective and efficient.

6. Copyright

Authors keep full copyright over papers published in Energy Procedia

References

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[2] Salmasi, Farzad Rajaei. "Control strategies for hybrid electric vehicles: Evolution, classification, comparison, and future
trends." Vehicular Technology, IEEE Transactions on 56.5 (2007): 2393-2404.
[3] Peng J, He H, Xiong R. Rule based energy management strategy for a series–parallel plug-in hybrid electric bus optimized
by dynamic programming[J]. Applied Energy, 2016.
[4] Zhang X, Li C T, Kum D, et al. and: Configuration Analysis of Power-Split Hybrid Vehicles With a Single Planetary Gear[J].
Vehicular Technology, IEEE Transactions on, 2012, 61(8): 3544-3552.
[5] Peng J, Fan H, He H, et al. A Rule-Based Energy Management Strategy for a Plug-in Hybrid School Bus Based on a
Controller Area Network Bus[J]. Energies, 2015, 8(6): 5122-5142.
[6] Liu W, He H, Sun F. Vehicle State Estimation Based on Minimum Model Error Criterion Combining with Extended Kalman
Filter[J]. Journal of the Franklin Institute, 2016.

Biography
Hongwen He is currently a Professor with the National Engineering Laboratory for
Electric Vehicles, Beijing Institute of Technology and a researcher with the Beijing
Co-innovation Center for Electric Vehicles. His research interests include power
battery modeling and simulation on electric vehicles, design, and control theory of the
hybrid power train.