Hev Serie Parallel

Intro to parallel and series/parallel HEV
architectures
Vehicle controller design review
CU‐Boulder ECEN5017, USU ECE 6930 1
Parallel HEV
nice Tice
Fuel
ICE
v Fv
VDC nT nv Tv
n2 T2
3-phase Electric
inverter/ motor/ Transmission
rectifier generator
2 2
Energy
storage ED2
Wheels
(radius rv)
• ICE and ED2 mechanically coupled to combine traction power
niceTice + n2T2 = nT
• Reduced size ED2; in a “micro” hybrid, ED2 is a low‐power starter/alternator
• One electric drive: it is not possible to have electric drive traction and battery
charging at the same time
• Requires multi‐gear transmission
Series/Parallel HEV
nice Tice
Fuel
ICE
v Fv
Energy
storage
n2 T 2 nT nv T v
+ 3-phase Electric
Vbatt DC-DC VDC inverter/ motor/ Transmission
_ rectifier generator
2 2
ED2
Wheels
n1 T 1 (radius rv)
3-phase Electric
inverter/ motor/
rectifier generator
1 1
ED1
• ICE, ED1 and ED2 mechanically coupled via a planetary gear; ICE and electric drive
can combine traction power
• Capable of realizing HEV efficiency improvements
• Simple single‐gear transmission
Series/parallel HEV example: 2004 Prius
57 kW @ 5000 rpm nice Tice
Overall drive train
system power rating: 82 Fuel
ICE
kW (110 hp)
v Fv
Energy
storage 50 kW PMSM
500 V n2 T 2 nT nv T v
+ 3-phase Electric
2 2
208 V
boost ED2
1.3 kWh
NiMH 25 kW PMSM Wheels
buck n1 T 1
3-phase Electric (radius rv)
inverter/ motor/ ring = ED2, n = n2
rectifier generator
1 1 planets = ICE, nice
ED1 sun = ED1, n1
n  n2  1.4nice  0.4n1
nT  nT2  niceTice  n1T1
Planetary gear (“power split device (PSD)”) animation: http://eahart.com/flash/PSDAnim.swf
Series/parallel HEV example: 2004 Prius
1
Power electronics (2 inverters
and a boost DC‐DC)
HEV drive train
Modes of operation: starting and low‐speed
Overall drive train
ICE
kW (110 hp)
v Fv
Energy
storage 50 kW PMSM
+ 3-phase Electric
2 2
208 V
boost ED2
1.3 kWh
buck n1 T 1
rectifier generator
ED1 sun = ED1, n1
Modes of operation: cruising
Overall drive train
ICE
kW (110 hp)
v Fv
Energy
storage 50 kW PMSM
+ 3-phase Electric
2 2
208 V
boost ED2
1.3 kWh
buck n1 T 1
rectifier generator
ED1 sun = ED1, n1
Modes of operation: full acceleration
Overall drive train
ICE
kW (110 hp)
v Fv
Energy
storage 50 kW PMSM
+ 3-phase Electric
2 2
208 V
boost ED2
1.3 kWh
buck n1 T 1
rectifier generator
ED1 sun = ED1, n1
Modes of operation: deceleration/braking
Overall drive train
ICE
kW (110 hp)
v Fv
Energy
storage 50 kW PMSM
+ 3-phase Electric
2 2
208 V
boost ED2
1.3 kWh
buck n1 T 1
rectifier generator
ED1 sun = ED1, n1
Summary
• HEV
– Electrified drivetrain offers efficiency improvements
– Battery system: relatively small energy capacity, but
relatively large power rating
• PHEV or EV
– Fuel displaced by electricity
– Same efficiency improvements as HEV
– Battery system: large energy capacity and large
power rating
Vehicle Controller Design Review
System small‐signal model:
fvc(s) fv(s)
vref(s) + Gc(s) GEV(s) Gphy(s) v(s)
–
Vehicle controller
Goal: choose the PI controller
 z 
Gc ( s )  Gcm 1   parameters Gcm and wz to minimize
 s  settling time Tsettle upon a step in vref,
subject to an overshoot constraint
EV example:
Mv = 1500; % Vehicle curb weight + 250 kg passenger and cargo
Cd = 0.26; % Coefficient of Drag
Cr = 0.01; % Coefficient of Friction
Av = 2.16; % Front area [m^2]
rho_air = 1.204; % Air density [kg/m^3]
1 (m/s)
1 G phy 0   0.221
G phy ( s )  G phy 0 Cd AvV1 N
s
1 1 Cd AvV1
 phy f phy   0.48 mHz
2 M v
1
G phy ( s )  G phy 0
1
s Loop gain T(s): fz < fphy
 phy

1   z  T ( s )  G ( s )G ( s )
G phy 0
Cd AvV1 Gc ( s )  Gcm 1   c phy
 s 
1 Cd AvV1
f phy 
2 M v
1
1
s Loop gain T(s): fz = fphy
 phy

1   z  T ( s )  G ( s )G ( s )
G phy 0
 s 
1 Cd AvV1
f phy 
2 M v
Gcm / M v
T ( s) 
s
1 Gcm
fc 
2 M v
1
1
s Loop gain T(s): fz > fphy
 phy

1   z  T ( s )  G ( s )G ( s )
G phy 0
 s 
1 Cd AvV1
f phy 
2 M v
Gcm / M v
T ( s) 
s
1 Gcm
fc 
2 M v
Example Gc(s)
 z  Gcm  1000
N
Gc ( s )  Gcm 1   f z  0.2 Hz
 s  (m/s)
1 Gcm
fc   0.11 Hz
2 M v
Loop gain T: magnitude and phase responses
N
Gcm  1000 Bode Diagram
(m/s) 150
f z  0.2 Hz
Magnitude (dB) 100
50
fc = 0.17 Hz
0
-50
-90
Phase (deg)
m = 40o
-135
-180
-4 -2 0
10 10 10
Frequency (Hz)
Step vref response
Overshoot
30
computed
Speed [mph] p = 9.7 % with
20 v respect to
final vref =
Reference Speed 20 mph
10 vref Tsettle = 7.45 s
EV Speed
0
0 5 10 15 20 25 30 35 40
10000
Drive Force
Force [N]
5000 fv [N] Resistive Force

0
fr [N]
-5000
0 5 10 15 20 25 30 35 40
Tractive Power [kW]
50
pv [kW]
0
-50
0 5 10 15 20 25 30 35 40
time [sec]
Improved design: choose fz = fphy
1  z 
Gc ( s )  Gcm 1  
s  s 
1
 phy
N
1 (m/s) Gcm  1000
G phy 0   0.221 (m/s)
Cd AvV1 N
f z  f phy  0.48 mHz
1 Cd AvV1
f phy   0.48 mHz Gcm / M v
2 M v T ( s) 
s
1 Gcm
fc   0.11 Hz
2 M v
M v  1500 kg
Loop gain T(s)
Bode Diagram
Magnitude (dB) 100
50
fc = 0.11 Hz
0
-50
-89
-89.5
Phase (deg)
m = 90o
-90
-90.5
-91
-4 -2 0
10 10 10
Frequency (Hz)
Step vref response
20
Speed [mph] p = 0 %
10 Tsettle = 5.54 s
Reference Speed
EV Speed
0
0 5 10 15 20 25 30 35 40
10000
Drive Force
Force [N]
Resistive Force
5000
0
0 5 10 15 20 25 30 35 40
Tractive Power [kW]
20
10
0
0 5 10 15 20 25 30 35 40
time [sec]
Improved design: choose fz = fphy,
increase fc by increasing Gcm
 z 
Gc ( s )  Gcm 1  
 s 
N
Gcm  10000
(m/s)
Gcm / M v
T ( s) 
s
1 Gcm
fc   1.1 Hz
2 M v
Loop gain T(s)
Bode Diagram
150
100
Magnitude (dB)
50
-50
-89
-89.5
Phase (deg)
-90
-90.5
-91
-4 -2 0
10 10 10
Frequency (Hz)
Step vref response
30
Speed [mph] p = 0.01 %
20
10 Tsettle = 0.55 s Reference Speed

EV Speed
0
0 5 10 15 20 25 30 35 40
10000
Drive Force
Force [N]
Resistive Force
5000
0
0 5 10 15 20 25 30 35 40
Tractive Power [kW]
60
40
20
0
0 5 10 15 20 25 30 35 40
time [sec]
Improved design: choose fz = fphy,
increase fc by increasing Gcm further
 z 
Gc ( s )  Gcm 1  
 s 
N
Gcm  100000
(m/s)
Gcm / M v
T ( s) 
s
1 Gcm
fc   11 Hz
2 M v
Step vref response
30
Speed [mph] p = 0.2 %
20
Reference Speed
10 Tsettle = 0.47 s
EV Speed
0
0 5 10 15 20 25 30 35 40
10000
Drive Force
Force [N]
Resistive Force
5000
0
0 5 10 15 20 25 30 35 40
Tractive Power [kW]
60
40
20
0
0 5 10 15 20 25 30 35 40
time [sec]
What is the effect of increasing fz?
 z 
Gc ( s )  Gcm 1  
 s 
f z  100 f phy  0.048 Hz
N
Gcm  10000
(m/s)
Gcm / M v
T (s) 
s
1 Gcm
fc   1.1 Hz m  87.4o
2 M v
Step vref response
30
Speed [mph]
20
p = 1.82 %
Reference Speed
10 Tsettle = 0.50 s EV Speed
0
0 5 10 15 20 25 30 35 40
10000
Drive Force
Force [N]
5000
Resistive Force
0
-5000
0 5 10 15 20 25 30 35 40
Tractive Power [kW]
100
50
-50
0 5 10 15 20 25 30 35 40
time [sec]
Integrator wind‐up
reference
speed [m/s]
2
Gcm
vref
1
Fcommand
Integrator Fvcommand
Max
1 Force
wz
s Command
1
Vehicle Controller Model
v
actual
speed [m/s]
Driver is given PI dynamics to control vehicle speed to a given reference.
Output control value is the force command given to the vehicle drive system via gas/break pedals
Preventing integrator wind‐up
Stop integration if required gas pedal exceeds maximum available
|u|
reference
speed [m/s]
2
Gcm
vref
1
Fcommand
Integrator Fvcommand
Max
1 Force
wz s Command
Product
1
Vehicle Controller Model
v
actual
speed [m/s]
Driver is given PI dynamics to control vehicle speed to a given reference.
Output control value is the force command given to the vehicle drive system via gas/break pedals
Step vref response
30
Speed [mph]
20
p = 0.2 %
Reference Speed
10 Tsettle = 0.55 s EV Speed
0
0 5 10 15 20 25 30 35 40
10000
Drive Force
Force [N]
Resistive Force
5000
0
0 5 10 15 20 25 30 35 40
Tractive Power [kW]
60
40
20
0
0 5 10 15 20 25 30 35 40
time [sec]

Hev Serie Parallel

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Intro to parallel and series/parallel HEV

5000 fv [N] Resistive Force

10 Tsettle = 0.55 s Reference Speed

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