Energetic Macroscopic Representation as an
efficient tool for energy management in a hybrid
electrical system embedded in a helicopter
D. Bienaimé1, N. Devillers1, M.C. Péra1, F. Gustin1, A. Berthon1 and M.L. Grojo2
1University of Franche-Comte, FEMTO-ST UMR CNRS 6174, 90010 Belfort, France
2 Eurocopter, Aéroport International de Marseille Provence, 13725 Marignane Cedex, France
dbienaim@univ-fcomte.fr
Abstract - The project is based on the design of an electric
network embedded in a helicopter. The electric network supplies
the aircraft auxiliaries. It is powered by a turbo alternator and
hybridized with other electric sources in order to fulfil the
demand of the auxiliaries and to limit the consumption on the
main source. In this paper, the studied hybrid system is
composed of the main source (the turbine and the alternator),
the secondary source (batteries and supercapacitors) and the
load representing the auxiliaries. The model of this electric
network is organized by using the Energetic Macroscopic
Representation (EMR). A Maximal Control Structure (MCS) is
determined by inversion rules of the EMR model. An energy
management strategy is defined to share the power supplied by
each of the electrical sources. This share depends on the
dynamic of the load. Simulation results, using Matlab
Simulink™ software, are presented.
I. INTRODUCTION
The research on the hybridization of road vehicle opens the
way for studies on other types of vehicles, as for instance, the
hybrid locomotive [1]. In a helicopter, it’s essential to mini-
mize the embedded mass and the fuel consumption and, to
fulfill the instantaneous load power demand. Secondary elec-
tric sources can be added to avoid the over-sizing of the main
source and to optimize the management of the transient ener-
gy.
The research, supported by the DGA (French Government)
aims to design an efficient electric architecture of the helicop-
ter hybrid network [2]. The objective is to associate several
energy sources inside a helicopter (starter/generator (S/G),
batteries and supercapacitors). This association shows the
advantages of each technology and thereby takes into account
several constraints such as mass, volume and cost … [3].
The aim of this paper is to complete a model described in
[4], based on energetic macroscopic representation (EMR), to
design a control structure, in order to determine an energy
management strategy. EMR highlights interactions, energetic
exchanges and constraints of several energy sources [5]. This
representation can help organization of multi-physic models.
The considered system is divided in four subsystems: the
starter/generator (S/G), batteries and supercapacitors, the
electric coupling and the filtering capacitor and the load (see
figure 1). The S/G works in two modes: the starter mode and
the generator mode. In the first one, a synchronous machine
starts the turbine. The batteries and supercapacitors provide
the necessary energy to start the turbine. In the second one,
the turbine drives the electric machine to deliver power. The
978-1-4673-1372-8/12/$31.00 ©2012 IEEE
S/G provides the permanent power, batteries provide the tran-
sient power and finally supercapacitors provide the pulsed
power [6].
In this article, the start-up of the turbine, its functioning in
generator mode and the share management of energy to sev-
eral electric sources are studied.
In Section II, the electric architecture of studied system is
given and the EMR model is developed. In Section III, the
Maximal Control Structure (MCS) is deduced. In Section IV
the strategy management is explained and in Section V, simu-
lation results are shown.
II. EMR OF THE HYBRID SYSTEM
The electric network is illustrated in (fig 1) and the global
EMR in (fig 2). The DC bus is represented by the electrical
coupling element. The DC voltage is imposed by the filtering
capacitor. This representation is based on [7] (synchronous
machine and three-phase converter), [2], [8] and [9] (control
of DC bus voltage). Parameters identification of Lithium pol-
ymer 4.8Ah batteries is obtained by experimentation. Each
secondary source is linked to DC bus via a chopper.
Equations of S/G, DC bus, batteries with its chopper are
given in [4]. To explain MCS in section III, equations of syn-
chronous machine, three-phase converter, electric coupling
and supercapacitors are shown.
A. Starter/generator (S/G)
The S/G is composed of a turbine, a reducer, a shaft, a syn-
chronous machine and a three-phase converter. The turbine is
coupled to the synchronous machine via the reducer. In starter
mode, the synchronous machine drives the turbine. The pow-
er demanded by the synchronous machine is supplied by the
batteries and supercapacitors through the three-phase con-
verter. In generator mode, the turbine supplies the synchro-
nous machine. The synchronous machine generates an alter-
native three-phase current which is transformed in direct cur-
rent by the rectifier (three-phase converter).
Synchronous machine ― this is a permanent magnet syn-
chronous machine. It is represented by two elements. A con-
version element (circle) and an accumulation element
(crossed rectangle). The Park's transformation is used to
model the synchronous machine [4].
 Fig. 1. The hybrid system.

Fig. 2. EMR of the hybrid system

Conversion element ― this element imposes the electromo- 1

I sm_dq (E sm_dq V sm_dq R*
R I sm_dq ) dt (4)
tive force “ E sm_dq ” (1), (2) and the torque “ Tsm ” (3). It de- L
Ls
V conv_dq P
P( θ) * T 23 * V conv_3 (5)
pends on the mechanical speed “ Ω shaft ” and the current of
the accumulation element in (d,q) “ I sm_dq ”. The current “ I sm_ 3 ” (11) is obtained by the inverse of the
“ Ls ” is the stator inductance (H) and “ R ” is an internal Park transform of the current “ I sm_dq ”.
resistance (ohm). “p” is the number of poles pairs. “ Φ ” is
the flux created by the permanent magnets. Ism_ 3 T 23t * P(θ) * Ism_dq (6)

t
E smd p
p* Ls* I smq * Ω shaft (1) Where “ T 23 ” is the transpose of the Concordia
transform.
E smq p*
p Ω shaft* (Ls* I smd Φ
Φ) (2)
Three-phase converter ― the three-phase converter is
Tsm p
p* I smq * Φ (3) represented by a conversion element (rectangle). This
equivalent component only uses the averaged values [2]. It
Accumulation element ― this element imposes the currents converts the alternative current into the direct current. The
“ I sm_ 3 ” and “ I sm_dq ”. It depends on the “ E sm_dq ”, the out- direct current “ I sm ” is obtained by multiplying the transpose
put voltage of the three-phase converter “ V conv_ 3 ” and the of the alternative current “ I sm_ 3 ” by the coefficient “ m conv ”.

shaft speed “ Ω shaft ”. The current “ I sm_dq ” is calculated in The alternative voltage “ V conv_ 3 ” is obtained by multiplying
(4). The voltage « V conv_dq » (5) is obtained by the Park's the DC bus voltage “ Vbus ” by the coefficient “ m conv ” (7).
transformation of the “ V conv_ 3 ”. “T23” is the Concordia V conv_ 3 mconv * Vbus
transformation and “P(-θ)” is the inverse of Park’s transfor-
__ (7)
mation. They are described in [4].
Ism mconv * Ism_ 3
 B. The DC bus The global system has three freedom degrees [6]: the
coefficient “ m conv ” and the duty cycles “ mchop1 ” and
The DC bus is composed of a capacitor and an electrical cou-
pling. The capacitor imposes the voltage “ Vbus ”.The elec- “ mchop 2 ”. The coefficient “ m conv ” acts on the mechanical
trical coupling links the S/G, batteries and supercapacitors speed shaft “ Ω shaft ” in starter mode and on the current
and the load. The capacitor is represented by an accumulation
“ I sm ” in generator mode. The duty cycles “ mchop1 ” and
element.
“ mchop 2 ” act on the DC bus voltage “ Vbus ” and on the
Electrical coupling ― the electrical coupling is represented
by an overlapped orange square pictogram. It links the S/G, batteries and supercapacitors currents “ I bat ” and “ I sc ”.
the secondary sources and the load (14).
I c I chop 1 I chop 2 I load (8) The speed control requires the inversion of the reducer, the
shaft, the synchronous machine and of the three-phase con-
C. Supercapacitors subsystem verter (see fig 3). This inversion is studied in [4].
The generator mode (current control) starts when the mechan-
This subsystem is composed of supercapacitors, one ical speed reaches its nominal value. At this moment, the
chopper and one inductor (see fig 1 and 2). speed becomes constant and the turbine, the reducer and the
shaft can be considered as a unique element. This element
Chopper ― the chopper is represented by a conversion imposes a constant speed whatever the requested torque value
element (rectangle). The buck-boost converter is used to is. The tuning chain of the current control is (11). Duty cycles
transfer the energy: from the batteries and the supercapacitors “ mchop1 ” and “ mchop 2 ”regulate the DC bus voltage. The
bank to the DC bus (boost mode) and vice versa (buck mode).
The buck-boost modelling is described in [10] and [11]. The tuning chain to the control of the DC bus voltage is (12).
average model uses a duty cycle “ m chop 2 ” to control the
voltage and the current. The output voltage and current are
“ Vchop 2 ” and “ I chop 2 ” (9).
Vchop 2 mchop 2 * Vbus
(9)
Ichop 2 mchop 2 * Iisc
(11) (12)
Inductor ― the inductor is represented by an accumulation A. Current control of the S/G (in generator)
element (crossed rectangle). It filters the current “ I sc ”. It
In generator mode, the current control requires the inverse
depends on the supercapacitors voltage “ Vsc ” and the output model of the accumulation element and the inversion of the
three-phase converter (see fig 4).
voltage of the chopper “ Vchop 2 ” (10). “ L ” is the inductance
(H) and “ R ” is the internal resistor (ohm). Inversion of the accumulation element ― the reference of
1 the current “ I sm_ 3 _ref ” is obtained by the division of
Isc (V
( sc Vchop 2 R*
R Isc ) dt (10)
L “ I sm_ref ” by the coefficient “ m rec_ref ” (13). Then, the
Supercapacitors ― the supercapacitors are represented by
current “ I sm_dq_ref ” is obtained by the Park’s transformation
an energetic source (oval). It imposes the voltage “ Vsc ”. The
model is based on the methodology developed in [12]. The of the current “ I sm_ 3 _ref ” (14).
model parameters are obtained from experimental tests made
on 650F cells.
1
I sm_ 3 _ref . I sm_ref (13)
III. MCS OF THE HYBRID SYSTEM
m rec_ref
The control of the electric network requires controlling four I sm_dq_ref T 23 * P( θ) * I sm_ 3 _ref (14)
parameters: the DC bus voltage “ Vbus ”, the mechanical
The inversion of the accumulation element uses a controller
speed “ Ωshaft ” (in starter mode) (fig 3) or the current “ I sm ” “ Ci1 ”, such as proportional-integral (PI) or integral-
(in generator mode) (fig 4), and the chopper currents “ I chop 1 ” proportional (IP). This controller, added to the measured
voltage “ E sm_dq ”, imposes the voltage reference
and “ I chop 2 ”. According to EMR principle, the control
structure is deduced by inverting the EMR model [13]. “ V conv_dq_re f ” (15). Then, the voltage “ V conv_ 3 _ref ” is
obtained by the inverse of the Park’s transformation of the power between the electric sources. It uses two parameters:
voltage “ V conv_dq_re f ” (16). the coefficient “ kd ” and the mechanical speed shaft
“ Ωshaft ” (in starter mode) or the current reference “ Ism_ref ”
Vconv_dq_ref Ci1[Ism_dq_ref Ism_dq
s ] Esm_dq (15) (in generator mode). The voltage reference and the speed
t reference are considered as constant.
V conv_ 3 _ref T 23 * P(θ) * V conv_dq_re f (16)
The coefficient “ kd ” defines the share between the current
Inversion of the three-phase converter ― the reference of imposed by the voltage controller “ I c_ref ” and the current
the coefficient “ m conv_ref ” (17) is obtained by inversion of
of the load “ Iload ” toward “ I chop 1 _ref ” and “ I chop2 _ref ”.
(7).
1 The currents “ Ism_ref ” and “ I chop 1 _ref ” are dynamically
mconv_ 3 _ref * V conv_ 3 _ref (17) limited: the S/G (in generator mode) provides the average
Vbus
power and the batteries provide or absorb the transient power.
B. Control of the DC bus voltage These currents are calculated in the strategy block (see fig 5
and 6). The dynamic limitations are executed by blocks
The control structure of the DC bus voltage is composed of “limiter”. These blocks come from the library of Matlab-
the inverse models of the capacitor, of the electric coupling, Simulink™ Software. In a block “limiter”, a rate is calculated
and of the choppers and inductors of the batteries and (21). This rate is compared to rates determined by the user.
supercapacitors. This control requires three inner loop The user determine a rising (R) and falling (F) slew rate
controllers. Two controllers are used to inverse inductors and parameters. If the rate is greater than (R), the output value of
one controller for the inversion of the capacitor. the block “y(i)” is calculated by the equation (22). If the rate
The inversion of the capacitor, chopper and inductor of the is less than (F), the output value “y(i)” is calculated by the
batteries are given in [4]. The inversion of the electrical equation (23). If the rate is between (R) and (F), the output
coupling, the chopper and inductor of the supercapacitors are value “y(i)” equals the input value “u(i)” of the block (24).
described now. SOC of batteries and supercapacitors are controlled in the
strategy block (fig 7) for two reasons. The first reason is to
Inversion of the electrical coupling ― the inversion of the reduce the current provided by one of the secondary sources,
if its SOC is low, and to allow its recharge (by action on the
electrical coupling imposes the reference currents “ I chop 1 _ref ”
coefficient “Kd” (fig 5)). The second one is to increase the
and “ I chop 2 _ref ”. They depend on the current imposed by the current provided by the S/G to recharge the secondary source
(fig 6). Fig 8 shows the calculation of the recharge current of
voltage controller “ I c_ref ”, the load current “ I load ” and the the batteries. The same block is used to calculate the
coefficient “ kd ” (see section IV). supercapacitors current. Maximal power of recharge,
minimum and maximum values and the reference value are
Inversion of the chopper ― the duty cycle reference determined by the user. A ratio of this value is calculated in
function of the SOC, the range and the reference (see fig 8)
“ m chop 2 _ref ” (18) is obtained by the inversion of (9).
[14] and [15].
Vchop 2 _ref (18)
m chop 2 _ref u
u(i) yy(i 1
1)
Vbus rate (21)
Inversion of the inductor ― the current “ I sc_ref ” is obtained tt(i) t(
t(i 1
1)
If rate > R y(i) ΔΔt . R yy(i 1
1) (22)
by (19).
I chop 2 _ref If rate < F y( i) t. F y(
y i 1) (23)
I sc_ref (19) If R > rate > F y(i) uu(i) (24)
m chop 2 _ref
V. SIMULATION
The inversion of the inductor requires the action of a Simulations are performed using Matlab-Simulink™
controller “ Ci 2 ”. This controller measures the difference Software. Conventionally, current will be positive if the
between “ I sc_ref ” and “ I sc ”. Adding the supercapacitors source absorbs the power. The objective of the simulation is
to observe the behavior of the model during start-up, during
bank voltage “ Vsc ”, the output voltage value “ Vchop2_ref ”is generator mode and considering the energy management
(20). strategy. The load current represents the power requested by
Vchop2 _ref Ci 2 [Isc_ref Isc
s ] Vsc (20) the auxiliaries.

IV. ENERGY MANAGEMENT STRATEGY During the start-up phase, the required power is supplied by
The energy management strategy is located in the strategy the secondary sources. Batteries provide the average and
block (see fig 3 and 4). This block manages the distribution of transient power and the supercapacitors, the pulsed power.

Fig. 4. EMR and MCS of the S/G in generator
Fig. 5. Calculation of the coefficient “Kd”
Fig. 6. Calculation of “Ism_ref”
Fig. 8. Calculation of recharge current “ I SO C_bat ”
Fig. 3. EMR and MCS of the hybrid system with the S/G in stator
Fig 7 Calculation of recharge power
These results are shown (fig 11) and zoomed on (fig 12).
SOC of the batteries and the supercapacitors decrease rapidly
because the power required is high (fig 10).
During the generation mode, the S/G provides the average
power, the batteries supply the transient power and the
supercapacitors provide the pulsed power.
The SOC of the supercapacitors is below the limit, for
example at time150s approximately. It is recharged by the
S/G and its SOC raises at the reference value (75%).
The DC bus voltage (fig 9) is controlled around its
reference value and stays in the range [-3%; +8%]. The
behavior of the model complies with the expected objectives.
VI. CONCLUSION
The objective of this paper is the adaptation of the EMR
methodology in order to study the hybrid electric network
embedded in a helicopter, and to give the strategy of energy
management. This system is composed of a starter/generator
(S/G), associated to batteries and supercapacitors. The
strategy management dispatches the currents toward the
several energy sources: the S/G (in generator mode) provides
the average power, batteries provide or absorb the transient
power and supercapacitors packs supply the impulse power.
DC bus voltage is well regulated around the reference in spite
of load variations. The distribution of the power, toward the
several energy sources, is well-managed during the two
described modes of the S/G.
ACKNOWLEDGMENT
The project is supported by the DGA (French
Government). It is in closed collaboration with EADS-
Eurocopter group and CIRTEM research company.
 [2] Allègre A.-L. Bouscayrol A. Verhille J.-N. Delarue P. Chattot
E. El-Fassi S., “Reduced-Scale-Power Hardware-in-the-Loop
Simulation of an Innovative Subway”, Industrial Electronics, IEEE
Transactions on, Issue:4 1175 – 1185, (2010).
[3] Massoud Pedram et al., “Hybrid electrical energy storage systems”,
dans Low-Power Electronics and Design (ISLPED), 2010
ACM/IEEE International Symposium on,363-368, (2010).
[4] D. Bienaimé, N. Devillers, M.C. Péra, F. Gustin, A. Berthon and
M.L. Hopdjanian “Energetic Macroscopic Representation of an
electric network embedded in a helicopter”, Vehicle Power and
Propulsion Conference, (2011).
[5] W. Lhomme, “Gestion d'énergie de véhicules électriques hybrides
basée sur la représentation énergétique macroscopique”, PhD
dissertation of the University of Lille 1, N° d’ordre 4059, 2007.
[6] A.L. Allègre, A. Bouscayrol, P. Delarue, P. Barrade, E. Chattot, S.
Fig. 9. DC bus voltage El Fassi, “ Energy Storage and applications With Supercapacitor for
an innovative subway”, IEEE trans. On Energy Conversion, vol.57,
no.12, (2010).
[7] A. Bouscayrol, Ph. Delarue, X. Guillaud, “Power strategies for
maximum control structure of a wind energy conversion system
with a synchronous machine”, Renewable Energy, 30, (15), 2273-
2288, (2005).
[8] W. Lhomme, Ph. Delarue, Ph. Barrade, A. Bouscayrol, and A.
Rufer, “Design and control of a supercapacitor storage system for
traction applications,” in Conf. Rec. IEEE IAS Annu. Meeting, Oct.
2–6, vol. 3, pp. 2013–2020, (2005).
[9] W. Lhomme, Ph. Delarue, Ph. Barrade, A. Bouscayrol, “Maximum
Control Structure of a Series Hybrid Electric Vehicle using
Supercapacitors”. EVS21, Monaco, (2005).
[10] Camara M.B., Gualous H., Gustin F. and Berthon A., "Design and
New Control of DC/DC Converters to share energy between
Supercapacitors and Batteries in Hybrid Vehicle", IEEE
Fig. 10. SOC of batteries and supercapacitors
Transactions on Vehicular Technology Vol 57, (2008).
[11] M. B. Camara, H. Gualous, F. Gustin, A. Berthon, and B. Dakyo,
“DC/DC converter design for supercapacitor and battery power
management in hybrid vehicle applications-polynomial control
strategy,” IEEE Trans. Ind. Electron., vol. 57, no. 2, pp. 587–597,
(2010).
[12] L. Zubieta et R. Bonert, “Characterization of double-layer capacitors
(DLCs) for power electronics applications,” Industry Applications
Conference, 1998. Thirty-Third IAS Annual Meeting. The 1998
IEEE, 1998, p. 1149-1154 vol.2.
[13] T. Letrouvé, A. Bouscayrol, W. Lhomme, N. Dollinger, F. Mercier
Calvairac, “different models of a traction drive for an electric
vehicle simulation”. Vehicle Power and Propulsion Conference, 1-6,
2010.
[14] P.J. Tritschler et al., “Energy management strategies for an
embedded fuel cell system on agricultural vehicles”, dans Electrical
Machines (ICEM), 2010 XIX International Conference on, 1-6,
Fig. 11. Load, choppers and synchronous machine currents (2010).
[15] P.J. Tritschler, “Optimisation de l'architecture électrique et gestion
d'énergie pour un système à pile à combustible embarquée dédiée à
l'application agricole”, PhD dissertation, University of Grenoble,
October 2010.

Fig. 12. Zoom on Load, choppers and synchronous machine currents

REFERENCES
[1] C.R. Akli et al., “Energy management and sizing of a hybrid
locomotive”, Power Electronics and Applications, 2007 European
Conference on, 1-10, (2007). Graphical symbols of the Energetic Macroscopic Representation (EMR)