fisita2010sco03

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FISITA2010-SC-O-03

POWER CONTROL ALGORITHM FOR A HIGH MOBILITY HYBRID

ELECTRIC VEHICLE

1Ko, Youngkwan*, 1Kim, Hyunsup, 1Jung, Yuseuk, 2Jeong, Soonkyu, 3Lee, Hyengcheol

1Department of Electrical Engineering, Hanyang University, South Korea

2Agency for Defense Development, South Korea

3Division of Electrical and Biomedical Engineering, Hanyang University, South Korea

KEYWORDS – Series HEV, Military HEV, Control strategy, HEV control algorithm

structure, AVL CRUISE®

ABSTRACT – This paper proposes a new supervisory power control algorithm structure for

a high mobility hybrid electric military vehicle and new source power distribution strategythat consider the ultra-capacitor. The target vehicle has three different electric energy

components, engine/generator, battery, and ultra capacitor. Therefore, the main control

strategy of the target vehicle is to optimally distribute demanded power from the power

sources in order to deliver appropriate traction power to the traction motors. The proposed

algorithm structure is classified into three parts - driver intent determination, mode

determination, and power distribution. In the driver intent part, driver’s demand power and

state flags, which are necessary information for mode determination, are generated by using

driver’s input. In mode determination part, proper hybrid system operating modes are

determined based on the state flags. The power distribution part consists of two sub-parts,

source power distribution and traction power distribution. In the source power distribution,

the supplying power command of each power source is calculated based on the demand powerand available power of each power source. In the traction power distribution part, the traction

power distribution between the front and rear traction motors is determined based on the

vehicle traction and stability requirement. The simulation model of the target vehicle is

developed by CRUISE® and the proposed algorithm is realized by using

MATLAB/Simulink ®

. Simulation results show the feasibility and effectiveness of the model

and the control algorithm.

INTRODUCTION

More stringent emission regulation and fuel economy are forcing the development of hybrid

electric vehicles (HEV) and also the study of hybrid military vehicles is actively

progressing.[1,2,3] The hybrid electric vehicles (HEVs) are classified as several different

architectures, such as series, parallel, and power split HEVs. Among them, the series HEV

has several advantages - flexible layout, simple constitution, high availability of electric

energy and so on. That is why many heavy duty HEVs adopted the series HEV configuration.

[1] In HEV, a number of objectives such as the performance of vehicle, fuel economy, and

reduction of emission are very much dependent on the supervisory control unit.[4] Therefore,

the design of control algorithm is the most important part in developing HEV systems. So far,

there are many research on control strategies of Series HEV.[4-8] In these literatures,

however, very few of these can be found regarding architectures with ultra-capacitor to

generate high frequency elements of required power. Also, most of them did not show how toimplement this in supervisory control algorithm structure.

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Therefore, this paper proposes a new supervisory control algorithm structure for a Series

HEV and new source power distribution strategy that consider the ultra-capacitor. The

proposed control strategy distributes the electrical power to the ultra-capacitor considering not

only the high frequency elements of required powers but also the velocity of vehicle.

SERIES HEV CONFIGURATION AND COMPONENTS PARAMETERS

The target vehicle has three energy components, engine/generator, battery, and ultra-

capacitor and has two traction motors at front and rear axles as like as four wheel drive(4WD)

vehicle in order to drive on rough road.(see Figure.1)

RMG1

RMG2

MG1

MG2

B

a t t e r y

U l t r a

C a p a c i t o r

G e

n e r a t o r

E n g i n e

Front Differential Gear

Rear Differential Gear

Rear Hub Gear

Front Hub Gear

Electrical Connection

Mechanical Connection

D C / D C

C o n v e r t e r

Component Parameter Value Component Parameter Value

Vehicle Mass 5000 Kg Voltage 700 V

Type Diesel Peak power 180 kW

Engine Rated

power171 kW

Ultra

Capacitor

Capacity 1.125 Ah

Generator Peak power 110 kW Peak power 96.18 kW

Voltage 700 VMG1 Rated

power47.20 kW

Peak power 100 kW Peak power 145.31 kW

Rated

power150 kW

Battery

Capacity 20 Ah

MG2 Rated

power71.31 kW

Figure 1. Series HEV configuration Table 1. Components parameters

The battery is connected to system voltage bus without using the DC/DC converter. Hence,

supervisory control unit does not control the battery power directly. On the contrary, because

ultra-capacitor is connected to system voltage bus through the DC/DC converter, powercontrol of ultra-capacitor can be possible. Therefore, it is possible to control the battery power

indirectly by controlling the power of ultra-capacitor and engine/generator. Each size of

components is evaluated according to systems requirements[9], and this components

parameters are summarized in Table1.

SERIES HEV ALGORITHM STRUCTURE

The supervisory control algorithm structure of target vehicle is classified into three main

parts, Driver intent determination, Mode determination, Power distribution.(see Figure 2)

Driver IntentDetermination

PowerDistribution

states flags

Energymode

Drivingmode

Front/RearMotor torque

Battery Power

Engine/GeneratorPower

U-Cap Power

Vehicle States

DriverInput Mode

Determination

Driver desired torque

Figure 2. Series HEV supervisory control algorithm structure

The part of driver intent determination generates some of information such as state flags anddriver’s required power by considering driver’s input. In the part of mode determination,

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hybrid operating mode is determined by using state flags which is generated in driver intent

determination part. Finally, the power distribution part distributes the driver’s required power

to energy components according to hybrid operating mode and determines the torque of front

and rear motors to propel the vehicle.

Driver Intent Determination

In the driver intent determination part, the driver’s required torque and power is determined

by using acceleration pedal signal(APS), brake pedal signal(BPS) and reference

traction/braking torque which is maximum motor torque according to present motor speed.

(see figure 3). The equation 3 shows how to calculate the desired torque and power.

Motor Sped (rpm)

T or q u e (

N m )

Reference traction torque (Refdrv)

Reference braking torque (Refbrk)

Present motor speed

speedMotortorqueDerisedPowerDesired

(1)0%BPSwhen,(%)BPSRef

0%BPSwhen,(%)APSRef torqueDerised

brk

drv

×=

⎩⎨⎧

≠×

=×=

Figure 3. Reference traction/braking torque

Also, in this part, the state flags are generated according to driver’s switch input such as EV

switch and Charge switch. The purpose of those switches is to operate the target vehicle in

military tactical driving such as silent drive. The generated EV flag and charge flag is used in

mode determination part.

Mode Determination

Normalmode

EVmode

Chargemode

Drivemode

Brakemode

Mode Determination

Energy mode Vehicle mode

[ Charge flag && ! EV flag]

[ !Charge flag && ! EV flag]

[EV flag]

[ !Charge flag && ! EV flag][ Charge flag && ! EV flag]

[EV flag] [!BPS_On] [BPS_On]

Figure 3. Mode determination block diagram

The hybrid operation mode consists of two operation mode, energy mode and vehicle mode.

By a combination of two operation modes, the hybrid operating mode is finally determined.

The energy mode represents that which energy component to supply electrical power for

propelling the vehicle is selected. The vehicle mode represents the vehicle driving condition

such as driving, braking. The great advantage of series HEV is that engine operating condition

does not depends on vehicle driving condition. Therefore, it is efficient to separate the hybrid

operating mode into two parts, energy mode and vehicle mode which are independent to each

other. The mode determination part uses a state-machine method [10] and this part isdeveloped by using state-flow in MATLAB/Simulink

®. (see Figure 3)

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The vehicle mode consists of two parts - Drive mode and Brake mode. The drive mode

distributes the traction power to the traction motors to propel the vehicle, and in case of brake

mode braking power is distributed to traction motors and hydraulic brake system.

The Energy mode consists of three parts, EV mode, Charge mode, and Normal mode. In EV

mode, even if SOC goes down, the vehicle is propelled by not the engine/generator but thebattery and the ultra-capacitor. Therefore, it is possible to silence driving because of removing

to noise from engine. In charge mode, the engine/generator generates the maximum electrical

power in order to supply vehicle’s required traction power and charge the battery and ultra-

capacitor. Because purpose of this mode is to charge the battery promptly, the

engine/generator is operated to generate maximum power of battery and even if the battery

SOC is higher than upper limit of battery SOC, engine/generator continuously generates the

power to charge the battery. When switch inputs don’t exist, energy mode enters to the

normal mode to drive the vehicle without tactical purposes. In this mode, the driver’s required

power is distributed to the engine/generator, the battery and the ultra-capacitor. The proposed

control strategy, modified power-follower control strategy, is adopted in this mode.

Power Distirbution

Source Power Distribution

In source power distribution part, the driver’s required power is distributed to each energy

components according to energy mode and vehicle mode which are generated in mode

determination part. For energy mode distribution, the first power distribution is performed

according to driver’s required power and energy mode and this distributed power is modified

according to vehicle mode in vehicle mode distribution. (see figure4)

EVdistribution

Chargedistribution

Normal

distribution

Energy Mode Distribution

Energy mode

Available Torque (Tavail)

Battery Power (Pbat)

Engine/Generator Power (Peng)

Ultra-Capacitor Power (Pucap)

Vehicle Mode Distribution

Vehicle States

Desired Power (Pdesired)

Drivedistribution

Brakedistribution

Vehicle mode

Modified Engine/Generator Power (Peng_final)

Modified Battery Power (Pbat_final)

Modified Available Torque (Tavail_final)

Hydraulic brake pressure (Phydr_brk)

Modified Ultra-Capacitor Power (Pucap_final)

Figure 4. Source power distribution block diagram

Before the power distribute to each energy components in all parts of mode distribution, the

available torque which can be generated in front and rear motors is calculated by considering

the maximum power of motors, energy and the driver’s required power.(eq. 2) The energy

sources is referred to the energy components which generate the power at this moment.

(2)

)(Min

availavail

desiredmax_sourcemax_motavail

⎪⎩

⎪

⎨

⎧

=

=

mot ω

P T

P , P , P P

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Where Pavail is available power and Pmax_mot and Pmax_source are the maximum power of two

motors and energy sources, respectively. Min( ) is the function to get the minimum value of

the function’s variable. Therefore Pavail is selected to minimum value over the

Pmax_mot ,Pmax_source and Pdesired . Basic strategy of power distribution at each mode is described

in table2.

Energy mode Vehicle mode

Pbat = LPF(Pavail) Battery

Pucap = Pavail - LPF(Pavail) U-CapEV

Peng Not working Eng/Gen

Same as the distributed power

at energy mode

Pbat = LPF(Pmax_batchg)

Drive

Hydraulic brake Not working

Pucap = Pmax_batchg - LPF(Pmax_batchg) Battery = LPF(Pregen + Plim_gen)Charge

Peng = Pavail + Pmax_batchg

Pbat

U-Cap= (Pregen + Plim_gen) -

LPF(Pregen + Plim_gen)

Pucap Eng/Gen = Plim_genHybrid

Peng

Depends on Control strategy and vehiclestate(see. NORMAL DISTRIBUTIONSTRATEGY session)

Brake

Hydraulic brake = Pavail - Pregen

Table2. basic control strategy

LPF() in table2 is the low pass filter function and Pregen is the regeneration power of front

and real motors. Plim_gen is limited generation power of engine/generator by battery max

charge power, Pmax_batdis, , and Pregen.(eq. 3)

(3)

when,0

,when

,when

regenmax_batdismin_OOL

engregenmax_batdismin_OOLregenmax_batdis

regenmax_batdiseng

lim_gen

⎪⎪⎩

⎪⎪⎨

⎧

−>

<−<−

−<

=

P P P

P P P P P P

P P P P

P

eng

Even if engine is operated in Optimal Operating Line(OOL), fuel efficiency can make a big

difference. Therefore it is good to operate the engine/generator in certain range which

neighbourhood of Optimal Operating Point(OOP). The minimum power and the maximum

power of this range is referred to Pmin_OOL and Pmax_OOL, respectively. The engine/generator

should be operated in this rage.

Traction Power Distribution

In traction power distribution part, the available torque which is calculated in source power

distribution part is distributed to front and rear motors. Because this paper’s purpose is to

propose the supervisory control algorithm structure and control strategy, this part is designedsimply to just propel the vehicle. Basically the distributed torque of front and rear motors is

constant ratio and when the wheel slip is occurred, it is redistributed to prevent the wheel slip.

NORMAL DISTRIBUTION STRATEGY

In this session, control strategy of normal distribution which is in energy mode is described

in detail. The thermostat control(TS) and the power-follower control(PFC) is researched about

control strategy of series HEV.[5,7,8] In TC, the engine/generator has only two state, On or

Off. If engine/generator is turned on, it could be operated in just one point that has the

highest fuel efficiency. Its condition is determined basically base on battery SOC. Because

whole power needed to propelling the vehicle is supplied by battery and ultra-capacitor whenengine turns off, it has a shortage that battery capacity could be large. In the PFC, against the

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TC, the operating points of engine/generator are changed according to driver’s required power

and battery SOC state. This control strategy has a characteristic to not only satisfy the driver’s

required power but also maintain the battery SOC at a certain point.

The average of upper and low bound of battery is used to the certain point, which has the

highest efficiency of battery. This characteristic can reduce the usage of battery power and the

battery capacity can be smaller than the TC’s battery. However, as a result of change of engine/generator’s operating points, its fuel efficiency is lower than the TC. But battery loss is

reduced compare to the TC because battery is operated in good efficiency points.

These control strategy, the TC and the PFC, do not treat the ultra-capacitor or simply use

ultra-capacitor to just generate the high frequency elements of required power. So, this paper

proposes the control strategy which modifies the PFC to consider the power distribution of

ultra-capacitor. This control strategy controls the ultra-capacitor power by considering not

only frequency elements but also vehicle velocity.

Modified Power-follower Control

In this paper, a modified power-follower control(MPFC) is proposed to control strategy

which adding the power distribution of ultra-capacitor to basic PFC. The purposes of this

control strategy is that change of engine operating points is reduced and the battery power

moves slowly by supplying the high frequency element of demanded battery power through

ultra-capacitor. The original control strategy, the PFC, only battery compensation power

according to battery SOC is calculated and by using this compensation power, demanded

power of engine/generator is modified. But the proposed control strategy, MPFC,

compensation power is calculated considering not only battery compensation power but also

ultra-capacitor compensation power. The compensation power of ultra-capacitor is

determined by using ultra-capacitor SOC as like the battery compensation power. However,

while the target SOC of battery is a constant which is the average of upper and lower boundof the battery, the target SOC of ultra-capacitor is a variable in terms of the vehicle velocity.

The target SOC of ultra-capacitor depends on vehicle velocity. When vehicle velocity is high,

it should be low value to prepare the regeneration braking for receiving more regeneration

power. On the contrary to this, when vehicle velocity is low, it should be high to supply more

power for vehicle acceleration. By using this compensation powers of the battery and the

ultra-capacitor, modified engine/generator power is determined by

)4()PandPbetweenlimitedbe(to max_OOLmin_OOLucap_SOCbat_SOCavaileng1 P P P P ++=

Where, Pbat_SOC and Pucap_SOC are the compensation power of battery and ultra-capacitor,

respectively. Through use the ultra-capacitor like this, it can perform role of power buffer

between battery and engine/generator. So, when acceleration or deceleration situations,

without changing the engine operating points, it can distribute the power among energy

components appropriately. Peng1 in equation (4) is the first modified demanded

engine/generator power and it should be limited between Pmin_OOL and Pmax_OOL to maintain

the high fuel efficiency. After the modified of that is calculated, engine operation condition is

determined. Table 3 is show about summarized decision conditions of engine on/off.

Pengoff in table3 is battery charge constant. The decision condition which is using the battery

charge constant prevents that battery is charged excessively. After the engine operating

condition is determined by using decision conditions, demanded engine/generator power is

modified again to reduce the change of engine operating points. The first step of modification

is calculating the average power of Peng1 during a certain time, Ta. And the second step is the

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engine operating point moves to the average power when the difference between the average

power and the previous engine/generator power is greater than a certain power, Pconst. If

difference between those two values is smaller than Pconst, the engine operating is not changed.

The certain time, Ta, depends on k bat_SOC that is the difference value between the target SOC

and the present SOC of ultra-capacitor. When the absolute value of k bat_SOC is high, which

means that the present battery SOC is far from SOC average point, the Ta should be small toreflect the battery compensation power, Pbat_SOC, quickly. By quickly reflect the Pbat_SOC,

battery SOC can approach to the SOC average point fast. While, when absolute value of

k bat_SOC is low, the Ta should be large. The low absolute value of k bat_SOC means that present

battery SOC exists in neighbourhood of average point, therefore it is not need to reflect the

Pbat_SOC quickly. Because engine operating points is changed frequently when Ta is small, it is

good to set the Ta small if battery SOC is in neighbourhood of average point. The second

modification of demanded engine/generation power is finished, driver’s required power is

distributed to each energy components with considering the compensation power of batter and

ultra-capacitor.

Engine Operation Previous Engine

operationdecision condition

On SOCbat_lower <SOCbat_pre<SOCbat_upperOn

Off SOCbat_pre < SOCbat_lower or Pavail >Pmax_dischg

On SOCbat_pre > SOCbat_upper or Pavail + Pbat_soc<Pengoff

Off Off SOCbat_pre > SOCbat_lower

Table3. Modified Power-follower engine on/off condition

SIMULATION RESULTS

To verity the proposed supervisory control algorithm structure and MPFC in this paper,

simulation is performed. The control algorithm is developed by using MATLAB/Simulink ®

and vehicle model is constructed by using AVL CRUISE®

. FTP72 drive cycle is modified to

appropriate drive cycle for military vehicle by adding the inclination to original FTP72. And

this modified FTP72 is used to driving cycle to perform the simulation. (see figure 5,6)

Vehicle date

Command signal

Figure 5. Simulation Environment Figure 6. Modified FTP 72 driving cycle

EV/Charge mode simulation

300 350 400 450 500 550 600-150

-100

-50

0

50

100

150

P o w e r ( k W )

300 350 400 450 500 550 60060

70

80

90

100

Time (s)

B a t t e r y S O C ( % )

Req Pw

Bat Pw

Gen Pw

UCap Pw

Charge mode EV mode

Figure 7. EV/Charge mode simulation results

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Figure 7 shows that the power distribution among energy components according to driver’s

input of EV/Charge switch. In the charge mode, even if the batter SOC is higher than upper

limit, battery is continuously charged by generating power of engine/generator. For EV mode,

the battery and ultra-capacitor generate the driver’s required power to propelling vehicle and

engine/generator is not working. Both EV mode and Charge mode, ultra-capacitor generates

high frequency elements of driver’s required power.

Normal mode simulation

Power distribution between energy sources

150 200 250 300 350 400 450 500 550-100

0

100

200

300Thermostat control

150 200 250 300 350 400 450 500 550-100

0

100

200

300

P o w e r ( k W )

Power-follower control

150 200 250 300 350 400 450 500 550-100

0

100

200

300

Time (s)

Modified power-follower control

Req Pw

Bat Pw

Gen Pw

Req Pw

Bat Pw

Gen Pw

Req Pw

Bat Pw

Gen Pw

UCap Pw

Figure 8. Comparison of power distribution

500 1000 1500 2000 2500 30000

100

200

300

400

500

600

700

T o r q u e ( N m )

Thermostat Control

500 1000 1500 2000 2500 30000

100

200

300

400

500

600

700

Engine Speed (RPM)

Power-follower Control

500 1000 1500 2000 2500 30000

100

200

300

400

500

600

700Modified power-follower Control

Figure 9. Comparison of Engine operating point

Figure 7 shows the power distribution among energy components for the each case of

power distribution control strategy and Figure 9 represents the engine operating point during

the simulation.n For TC, the engine/generator generates the constant power at fixed one point

which has highest fuel efficiency. But, because of constant output power of the

engine/generator, engine operating condition should be off when battery charged power

greater than maximum battery charging power. Therefore, engine operating condition is often

changed more than the others. For PFC and MPFC, the output power of engine/generator is

varied so engine on/off condition change is not frequently occurred compare to TC.

Especially, in the case of MPFC, change of engine operating point and engine on/off

condition is smaller than PFC because ultra-capacitor performs the role of buffer between

engine/generator and battery power distribution. Also, battery power move slowly because

ultra-capacitor generates the high frequency element of demanded battery power instead

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Battery SOC

Figure10 shows a simulation result of battery SOC trajectory. In case of TC, we can see a

wide variation and we confirm smaller variation rather than TC in case of PFC and MPFC.

Also, when battery SOC goes down greatly, battery SOC of PFC and MPFC approach the

average SOC faster than battery SOC of TC because engine/generator generates more powerto compensate the battery SOC. If battery SOC has a wide variation, it could be a bad

efficiency of the battery and reduce the battery life. So PFC and MPFC are a better

performance than TC in viewpoint of battery management.

0 200 400 600 800 1000 1200 1400

40

50

60

70

80

TIme (s)

B a t t e r y S O C ( % )

Thermostat

Power-follower

Modified Power-follower

Figure 10. Comparison of battery SOC

Fuel economy

Control Strategy Thermostat Power-follower Modified Power-follower

Initial SOC (%) 55 55 55 (U-cap : 70)

Final SOC (%) 63.0952 60.9414 61.5447 (U-cap : 72.2694)

Fuel Consumption (L/100km) 45.809 46.644 46.535

Table 4. Comparison of fuel economy

The result of fuel economy which is corrected value by considering final SOC is

summarized in Table 4.The best fuel efficiency is achieved in using TC which

engine/generator is only operating in OOP and the PFC has the lowest fuel efficiency. The

MPFC proposed in this paper has improvement fuel economy compare to PFC, but has lower

fuel economy than TC

CONCLUSION

This paper proposes the overall structure of supervisory control algorithm and the modified

power-follower control(MPFC) which is energy management considering the ultra-capacitor.

The proposed structure of supervisory control algorithm is verified through the simulation.For validity of proposed supervisory control strategy, MPFC, simulation results of that are

compared with the simulation results of thermostat control(TC) and power-follower

control(PFC). With respect to fuel economy, the MPFC has higher fuel efficiency than PFC

but has lower than TC which engine/generator is operated in OOP. In viewpoint of battery

management, the result of MPFC and PFC show similar ability and have better performance

compare to TC. Also MPFC show that the change of engine/generator’s operating point and

operating condition is smaller than PFC.

ACKNOWLEDGE

This research is supported by expenditure of Dual Use Technology Center in South Korea

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REFERENCES

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