Study Power Management Of Hybrid Electric Vehicle Using .
Advances in Powertrains and Automotives, 2015, Vol. 1, No. 1, 1-11Available online at http://pubs.sciepub.com/apa/1/1/1 Science and Education PublishingDOI:10.12691/apa-1-1-1Study Power Management of Hybrid Electric VehicleUsing Battery Model SimulationEssam M. Allam*Automotive and Tractors Engineering Department, Faculty of Engineering Helwan University, Cairo, Egypt*Corresponding author: emmorsy@hotmail.comReceived December 22, 2014; Revised January 15, 2015; Accepted February 08, 2015Abstract This paper discusses the need for modeling and simulation of hybrid electric vehicle (HEV) Differentmodeling methods are presented with powertrain component and system modeling examples. The mattlab/simulinkmodelling and simulation of the hybrid electric vehicle (HEV) are represented in this paper. This simulation tool ismeant as a help in the design and evaluation of the hybrid electric vehicle. Components in the driveline can be variedand the effect on the hybrid electric vehicle efficiency can be investigated. Both simulation tools are consist of asimulink vehicle model, where the driveline components are represented as interconnected blocks that arecommunicating physical signals between each other in the level of seconds. The demonstration shows differentoperating modes of the HEV over one complete cycle: accelerating, cruising, recharging the battery whileaccelerating and regenerative braking.Keywords: hybrid electric vehicle simulation, hybrid vehicles, modeling and simulation, physics-based modelingCite This Article: Essam M. Allam, “Study Power Management of Hybrid Electric Vehicle Using BatteryModel Simulation.” Advances in Powertrains and Automotives, vol. 1, no. 1 (2015): 1-11. doi: 10.12691/apa-1-1-1.1. IntroductionHybrid electric vehicle are propelled by an internalcombustion engine (ICE) and an electric motor/generator(EM) in series or parallel configurations. The ICEprovides the vehicle an extended driving range, while theEM increases efficiency and fuel economy byregenerating energy during braking and storing excessenergy from the ICE during coasting. Many HEV projectsreported fuel economy improvement from 20% to 40% [1].Therefore, HEV provides a promising solution to relievethe energy shortage as shown Figure 1. Design and controlof such powertrains involve modeling and simulation ofintelligent control algorithms and power managementstrategies, which aim to optimize the operating parametersto any given driving condition. [1]. Traditionally there aretwo basic categories of HEV, namely series hybrids andparallel hybrids [1]. In series HEV, the ICE mechanicaloutput is first converted to electricity using a generator.The converted electricity either charges the battery orbypasses the battery to propel the wheels via an electricmotor. This electric motor is also used to capture theenergy during braking. Aparallel HEV, on the other hand,has both the ICE and an electric motor coupled to the finaldrive shaft of the wheels via clutches. This configurationallows the ICE and the electric motor to deliver power todrive the wheels in combined mode, or ICE alone ormotor alone modes. The electric motor is also used forregenerative braking and for capturing the excess energyof the ICE during coasting. Recently, series-parallel andcomplex HEV have been developed to improve the powerperformance and fuel economy [2]. The HEV powertraindesign process is aided by modeling and simulation.Several models and control algorithms were proposed andimplemented [3,4,5,6]. Issues such as battery modeling,torque management, control algorithms and vehiclesimulation, were addressed by using simulation tools suchas Matlab/Simulink. Computer models are readilyavailable for these purposes [7]. In this study, two generalissues of hybrid electric vehicles were reviewed, includingthe state-of-the-art powertrain configurations andadvanced energy storage systems. Comparisons weremade to find optimal design for certain application. Areview of vehicle simulation tool was carried out. Twomodeling platforms introduced in detail wereMatlab/Simulink and Modelica/Dymola. These simulationpackages were used extensively through this study.2. Modes of OperationWith the architecture depicted various operating modesfor the vehicle can be achieved. These operating modeshave been summarized in Table 1. During a typicaldriving mission, the HEV operates in both hybrid, andconventional modes [2]. This can be seen in the tablebelow from the battery and assist the ICE with motoringthe vehicle during four-wheel drive situations. The ISAshares similar options during Normal mode. Basically, the4WD mode is merely a derivative of the Normal modewith the EM motoring and the ISA generating theelectrical power needed (a series/parallel hybridcombination). The vehicle enters Deceleration mode whenthe driver uses the brakes to slow the vehicle. Here theconcept of “Regenerative braking” is implemented.
2Advances in Powertrains and AutomotivesRegenerative braking involves the process of using theresistance between the field and armature of the EM togenerate power to replenish the battery. As the driverapplies the brake, for a set distance of pedal travel, themechanical braking system does not activate and the EMabsorbs torque off of the rear axle. This mechanicalenergy is converted to electrical energy and sent to thebattery [6].With each of these, the fuel efficiencyincreases and the emissions decrease immensely. Duringthe idle mode, and decelerating cases the ICE is be turnedoff, unless recharging of the battery requires this to drivethe ISA to provide the necessary power (series HEV). Thefuel efficiency can increase by as much as 10% simply byeliminating fuel flow to the ICE during braking and idlingsituations [5]. This concept accompanies the general rulethat the EM should be used during launch and immediatepower request situations [6]. This is because electricactuators can deliver high torque at low speeds whileemitting no environmentally harmful by-products. Thisgeneral rule is satisfied during Electric Launch modewhen the EM motors (MOT.) the vehicle. After a setspeed, the ICE turns on during the Engine Start mode [8].Once the ICE is up to speed, the automatic transmissionengages and the ICE becomes the primary actuator forvehicle propulsion. At this point, the vehicle enters theNormal mode. Between the Electric Launch and Normalmode, the HEV satisfies the constraints of being a parallelHEV as previously defined. Note that during Normalmode, the EM can be used to supply regenerative powerto the battery; moreover, the EM can draw power.Table 1.Vehicle Operating Modes [2]ICEISAEMOffOffOffICE, EM, AND, ISA ARE SHUTOFF, ELECTRICAL ACCESSORIES.OFFMOT.OFFELECTRIC LAUNCHVEHICLE STARTED FROM WITH EM.STARTMOT.MOT.ENGINE STARTATA CERTAIN VEHICLE, ICE QUICKLY STARTED BY ISA.ONMOT. OR GEN.MOT. OR GEN.NORMALTORQUE REQUESTS DETERMINED BY PRIMARY CONTROL STRATEGY.ON OR OFFGEN.GEN.DECELERATIONREGENERATIVE BRAKING BY EM AND ISA AS BATTERY ALLOWS.ONGEN. OR OFFMOT.4WDEM RECEIVE CONTINUOUS POWER THROUGH DC BUS FROM ISA.MODEIdleTRAN.NeutralNEUTRALNEUTRALDRIVEDRIVE OR NEUTRALDRIVEFigure 1.Ohio State Challenge X Vehicle Architecture [5]3. Model of the DrivelineThe dynamic model of the driveline is displayed inFigure 2. Refer to Table 2 of the Appendix for a list of thenomenclature. Only the necessary inertias are included inthe model.The inertias of the smaller components (the axles, brakeassemblies, and wheels) do not have a drastic effect onthe dynamics of the system and can be ignored forsimplicity. Unnecessary damping and spring effects suchas those intrinsic to the automatic transmission and reargearbox are also eliminated to further simplify the model.Disregarding these dynamic effects does not alter theaccuracy of the model since they are insignificant incomparison to other driveline components (i.e. ICE, EM,
Advances in Powertrains and Automotives3and ISA) [9]. The equations that follow are developed bythe author, as well as separately.Table 2. VW ICE microbus technical specificationBody typeBody on frameOverall length (mm)4360Wheelbase (mm)2560Overall width (mm)1700Front tread (mm)1430Rear tread (mm)1422DimensionsOverall height (mm)1920Curb weight (kg)1500Cross weight (kg)2200Capacity (CC)1584Fuel systemSolex 30 PICT-3 carburetorFuelGasolineEngineNumber of cylinder4Figure 2. Hybrid microbusMax. power (HP @ rpm)57 @ 4400Max. torque (Nm @ rpm)114 @ 2400There are different between the hybrid microbusperformance and the ICE microbus this difference will beshown in the plot of the relation between the speed &power for two microbuses and the speed & Torquerelation Figure 3.Figure 3. performance for hybrid and IC engine4. Vehicle Simulation ToolsSimulation based analysis on vehicle performance iscrucial to the development of hybrid powertrain sincedesign validation using costly prototype is impractical.Due to the in convenience of the many separatedmodeling methods, integrated modeling tools are requiredto speed up the modeling process and to improve theaccuracy. Vehicle simulation is a method for fast andsystematic investigations of different design options (fuelchoice, battery, transmission, fuel cell, fuel reformer,etc.) in vehicle design and development. At present,several simulation tools based on different modelingplatforms are available, although none of them issufficient to model all design options. These tools alwaysfocus on a specific application with focused concerns [1].After years of continuing improvements, a fast, accurateand flexible simulation tool is still under development.Among the most widely used vehicle modeling Dymola [10].5. Hybrid Electric Vehicle Power TrainUsing Battery ModelThis example shows a multi-domain simulation of aHEV power train based on Sim PowerSystems andSimDriveline. The HEV power train is of the seriesparallel type [2]. This HEV has two kinds of motivepower sources: an electric motor and an internalcombustion engine (ICE), in order to increase the drivetrain efficiency and reduce air pollution. It combines theadvantages of the electric motor drive (no pollution andhigh available power at low speed) and the advantages ofan internal combustion engine (high dynamicperformance and low pollution at high speeds).
4Advances in Powertrains and AutomotivesFigure 4. Simulation Model in SIMULINK for Hybrid Electric Vehicle Power Train Modela- Electrical SubsystemThe Electrical Subsystem is composed of four parts:The electrical motor, the generator, the battery, and theDC/DC converter. The electrical motor is a 500 Vdc, 50 kW interiorPermanent Magnet Synchronous Machine (PMSM)with the associated drive (based on AC6 blocks of theSimPowerSystems Electric Drives library). Thismotor has 8 pole and the magnets are buried (salientrotor's type). A flux weakening vector control is usedto achieve a maximum motor speed of 6 000 rpm. The generator is a 500 Vdc, 2 pole, 30 kW PMSMwith the associated drive (based on AC6 blocks ofthe SimPowerSystems Electric Drives library). Avector control is used to achieve a maximum motorspeed of 13000 rpm. The battery is a 6.5 Ah, 200 Vdc, 21 kW NickelMetal-Hydride battery. The DC/DC converter (boost type) is voltageregulated. The DC/DC converter adapts the lowvoltage of the battery (200 V) to the DC bus whichfeeds the AC motor at a voltage of 500 V.b- Planetary Gear SubsystemThe Planetary Gear Subsystem models the powersplit device. It uses a planetary device, which transmits themechanical motive force from the engine, the motor andthe generator by allocating and combining them.c- Internal Combustion EngineThe Internal Combustion Engine subsystem modelsa 57 kW @ 6000 rpm gasoline fuel engine with speedgovernor. The throttle input signal lies between zero andone and specifies the torque demanded from the engine asa fraction of the maximum possible torque. This signalalso indirectly controls the engine speed. The enginemodel does not include air-fuel combustion dynamics.d- Vehicle Dynamics subsystemThe Vehicle Dynamics subsystem models all themechanical parts of the vehicle: The single reduction gear reduces the motor's speedand increases the torque. The differential splits the input torque in two equaltorques for wheels. The tires dynamics represent the force applied to theground. The vehicle dynamics represent the motion influenceon the overall system. The viscous friction models all the losses of themechanical system.e- Energy Management SubsystemThe Energy Management Subsystem (EMS)determines the reference signals for the electric motordrive, the electric generator drive and the internalcombustion engine in order to distribute accurately thepower from these three sources. These signals arecalculated using mainly the position of the accelerator,which is between -100% and 100%, and the measuredHEV speed. Note that a negative accelerator positionrepresents a positive brake position. The Battery management system maintains the StateOf-Charge (SOC) between 40 and 80%. Also, it
Advances in Powertrains and Automotivesprevents against voltage collapse by controlling thepower required from the battery. The Hybrid Management System controls thereference power of the electrical motor by splittingthe power demand as a function of the availablepower of the battery and the generator. The requiredgenerator power is achieved by controlling thegenerator torque and the ICE speed.There are five main scopes in the model: The scope in the Main System named Car shows theaccelerator position, the car speed, the drive torqueand the power flow. The scope in the Electrical Subsystem namedPMSM Motor Drive shows the results for the motordrive. You can observe the stator currents ia, the rotor5speed and the motor torque (electromagnetic andreference). The scope in the Electrical Subsystem namedPMSM Generator Drive shows the results for thegenerator drive. You can observe the stator currentsia, the rotor speed and the motor torque(electromagnetic and reference). The scope in the Electrical Subsystem/Electricalmeasurements shows the voltages (DC/DCconverter, DC bus and battery), the currents (motor,generator and battery) and the battery SOC. The scope in the Energy ManagementSubsystem/Power Management System shows thepower references applied to the electrical components.Figure 5. Energy management subsystemFigure 6. Internal combustion engine SubsystemFigure 7. Electrical Subsystem
6Advances in Powertrains and AutomotivesFigure 8. Planetary gear subsystemFigure 9. Vehicle dynamic subsystem6. SIMULATION RESULTSThe demonstration shows different operating modes ofthe HEV over one complete cycle: accelerating, cruising,recharging the battery while accelerating and regenerativebraking. Start the simulation. It should run for about oneminute when you use the accelerator mode. You can seethat the HEV speed starts from 0 km/h and reaches 73km/h at 14 s, and finally decreases to 61 km/h at 16 s. Thisresult is obtained by maintaining the accelerator pedalconstant to 70% for the first 4 s, and to 10% for the next 4s when the pedal is released, then to 85% when the pedalis pushed again for 5 s and finally sets to -70% (braking)until the end of the simulation. Open the scope-Car in themain system. The following explains what happens whenthe HEV is moving: At t 0 s, the HEV is stopped and the driver pushesthe accelerator pedal to 70%. As long as the requiredpower is lower than 12 kW, the HEV moves usingonly the electric motor power fed by the battery. Thegenerator and the ICE provide no power. At t 1.4 s, the required power becomes greater than12 kW triggering the hybrid mode. In this case, theHEV power comes from the ICE and the battery (viathe motor). The motor is fed by the battery and also by the generator. In the planetary gear, the ICE isconnected to the carrier gear, the generator to the sungear and the motor and transmission to the ring gear.The ICE power is split to the sun and the ring. Thisoperating mode corresponds to acceleration.At t 4 s, the accelerator pedal is released to 10%(cruising mode). The ICE cannot decrease its powerinstantaneously; therefore the battery absorbs thegenerator power in order to reduce the requiredtorque.At t 4.4 s, the generator is completely stopped. Therequired electrical power is only provided by thebattery.At t 8 s, the accelerator pedal is pushed to 85%.The ICE is restarted to provide the extra requiredpower. The total electrical power (generator andbattery) cannot reach the required power due to thegenerator-ICE assembly response time. Hence themeasured drive torque is not equal to the reference.At t 8.7 s, the measured torque reaches thereference. The generator provides the maximumpower.At t 10 s, the battery SOC becomes lower than 40%(it was initialised to 41.53 % at the beginning of thesimulation) therefore the battery needs to berecharged. The generator shares its power between
Advances in Powertrains and Automotivesthe battery and the motor. You can observe that thebattery power becomes negative. It means that thebattery receives power from the generator andrecharges while the HEV is accelerating. At thismoment, the required torque cannot be met anymorebecause the electric motor reduces its power demandto recharge the battery. At t 13 s, the accelerator pedal is set to -70%(regenerative braking is simulated). This is done byswitching off the generator (the generator powertakes 0.5 s to decrease to zero) and by ordering themotor to act as a generator driven by the vehicle’swheels. The kinetic energy of the HEV istransformed as electrical energy which is stored inthe battery. For this pedal position, the requiredtorque of -250 Nm cannot be reached because thebattery can only absorb 21 kW of energy. At t 13.5 s, the generator power is completelystoppedSome interesting observations can be made in eachscope. During the whole simulation, you can observe theDC bus voltage of the electrical system well regulated at500 V. In the planetary gear subsystem, you can observe7that the Willis relation is equal to -2.6 and the power lawof the planetary gear is equal to 0 during the wholesimulation.The power system has been discretized with a 60 ustime step. In order to reduce the number of points storedin the scope memory, a decimation factor of 10 is used.The AC6 blocks of SimPower Systems (representing themotor and the generator) and the DC/DC converter use theaverage value option of the detailed level. This optionallows to use a larger simulation time step. The ElectricalSubsystem is composed of four parts: The lectrical motor,the generator, the battery, and the DC/DC converter. ThePlanetary Gear Subsystem models the power split device.It uses a planetary device, which transmits the mechanicalmotive force from the engine, the motor and the generatorby allocating and combining them. The InternalCombustion Engine subsystem models a 57 kW @ 6000rpm gasoline fuel engine with speed governor. TheVehicle Dynamics subsystem models all the mechanicalparts of the vehicle. No torque before acceleration 1m/s2 and No torque before velocity 60 km/h.Figure 10. Relationship between drive power and time at Speed range 0:60Km/hFigure 11. generator optimum speed, Vehicle speed and Optimum ICE speed (rad/s)
8Advances in Powertrains and AutomotivesFigure 12. Engine speed, engine power, engine torque and throttle valveFigure 13. Electrical Subsystem resultFigure 14. Electrical measurements
Advances in Powertrains and AutomotivesFigure 15. Planetary Gear Subsystem resultFigure 16. Planetary Gear torque, power Subsystem resultFigure 17. ICE Vehicle Subsystem result9
10Advances in Powertrains and AutomotivesFigure 18. Relationship between -energy and time-power and timeFigure 19. Relationship between Power engine and time, Torque engine and timeFigure 20. Electric Motor Torque vs. Acceleration and Velocity
Advances in Po
Keywords: hybrid electric vehicle simulation, hybrid vehicles, modeling and simulation, physics-based modeling Cite This Article: Essam M. Allam, “Study Power Management of Hybrid Electric Vehicle Using Battery Model Simulation.” Advances in Powertrains and Automotives, vol. 1, no.
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