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Instantaneously Optimized Controller Instantaneously Optimized Controller for a Multimode Hybrid Electric VehicleSAE P #2010 01 0816SAE Paper #2010-01-0816
Dominik Karbowski, Jason Kwon, Namdoo Kim, Aymeric RousseauDominik Karbowski, Jason Kwon, Namdoo Kim, Aymeric Rousseau
Argonne National Laboratory, USA
SAE World Congress 2010
Introduction Toyota Prius and some other hybrids use a “Power Split” system: Toyota Prius, and some other hybrids, use a Power Split system:
– 1 planetary gearset, 2 electric motors
– Engine speed can be controlled independently from the vehicle speed
Limited cost (simplicity) well suited for low speed driving– Limited cost (simplicity) , well suited for low‐speed driving
Combining several planetary gearsets or multiple ways of connecting the components leads to a “Multimode” system.
O i i ll d l d b G l M t l d b M d BMW Originally developed by General Motors, also used by Mercedes, BMW.
Dozen of patents on multimode transmissions.
Increased level of complexity and degrees of freedom.
This study: an optimized and implementable way of controlling the vehicle
Using Argonne Powertrain System Analysis Toolkit (PSAT):Using Argonne Powertrain System Analysis Toolkit (PSAT): • forward‐looking powertrain simulation environment• dynamic plant models• Matlab/Simulink/Stateflow Based
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐08162
A Multi-Mode Hybrid System Combines Power Split and Fixed Gear Modesand Fixed Gear Modes
Components: – 2 electric motors + battery
2 l t l l t h d b k– 2 or more planetary gears, several clutches and brakes
Combines:– Electric continuously Variable Transmission (EVT) modes
– Fixed Gear (FG) modes, comparable to a conventional car with a multi‐speed gearbox
Engine can be ON/OFF, battery SOC needs to be balanced
GM Tahoe hybrid: – 4 clutches, 3 planetary gearsets
2 EVT + 4 FG = 6 modes– 2 EVT + 4 FG = 6 modes
– 2.7 ton / 250 kW engine / 2x 60 kW motors / 6.5 Ah NiMHbattery
Tahoe Hybrid was validated in PSAT (actual vehicle tested
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐08163
Tahoe Hybrid was validated in PSAT (actual vehicle tested on Argonne’s 4WD chassis dynamometer)
Equations Defining a Multi-Mode Transmission
O El i l E iOne Electrical Equation
Multiple Mechanical Equations (Torques and Speeds)
EVTFixed Gear
Generic form f h EVTfor each EVT mode j
: Torque multiplication for gear i for each component
2 Degrees of Freedom (Torque Split)2 Degrees of Freedom:‐ 1 in Speed‐ 1 in Torque
4
1 in Torque
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐08164
Summary of States, Constraints and Degrees of FreedomFreedom Objective of controller: “To find the power split between mechanical
components (ICE, EM1, EM2) that meets the driver request for the current speed of the vehicle, while maintaining acceptable battery state‐of‐charge
Target Driver torque demand at gearbox outputC t i t C t li it ti d i bilit SOC b l
speed of the vehicle, while maintaining acceptable battery state of charge and minimal fuel consumption”
Constraints Component limitations, drivability, SOC balance
Degrees of Freedom
Engine ON/OFFTransmission Mode
(Fixed Gear) (EVT)Degrees of Freedom (Fixed Gear)Motor 1 torque Motor 2 torque
(EVT)Engine Speed Engine Torque
Controller Output Torques mode eng ON/OFFController Output Torques, mode, eng ON/OFF
StatesSOC, Output speed, mode, eng ON/OFF, speeds
5
Controller has to decide on Engine ON/OFF, mode and 2 other degrees of freedom
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐08165
Possible Approaches to ControlRule Based Control ImplementedRule Based All 4 degrees of freedom = heuristic rules e g engine is ON
Partial instantaneous optimization
Full Instantaneous Optimization
Control Implemented
e.g. engine is ON above a certain threshold
Dynamic Programming find the combination of
p high‐level hybrid operations (Engine On/Off, battery power) = rules
Optimization All 4 degrees of freedom = optimization Cost function: combination of
commands that minimizes fuel consumptionRequires the prior
2 remaining degrees of freedom = optimization Cost function = fuel
Cost function: combination of fuel and battery power
Requires the prior knowledge of the trip speed trace
power
Easily Implementable Computationally Challenging
6
Easily Implementable,Heuristically tuned
Computationally Challenging,Optimal Control
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐08166
Partial Instantaneous Optimization Combines Rules and Optimizationand Optimizationhigh level hybridization decisions (engine ON/OFF, battery use)
Rule‐Based
1
Optimized Remaining 2 degrees of freedom
2
1
In1
In2
Out1
2
INSTANTANEOUS OPTIMIZATION
MODULEENGINE ON/OFF
Rule‐BasedOptimized
2
In1 Out13SOC
CONTROL
Cost function = fuel power (battery power is set before optimization)
Rule‐Based
p ( y p f p )
For each mode, the optimal (lowest fuel consumption) operation point (torques, speeds) is found, and is used to compute the cost associated to that mode.
7
Selected mode is the one with the lowest cost
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐08167
Mode Change Is Based on Fuel Power Comparison For Each ModeFor Each Mode
Threshold depends on: • current and prospective mode• vehicle speed• time since last mode change
100
120
time since last mode change
Vveh(mph)
60
80
Mode 5 results in lower fuel power (or rate) than any
Mode change occurs when difference is higher than a threshold
Mode (x10)
(mode 1) (kW)(mode 2) (kW)(mode 3) (kW)
Fuel Power:
40
power (or rate) than any other mode
(mode 3) (kW)(mode 4) (kW)(mode 5) (kW)(mode 6) (kW)
0
20
667.6 667.7 667.8 667.9 668 668.1 668.2 668.3 668.4 668.5 668.6
Current mode is Optimal!
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐08168
Time (s)Current mode = Mode 1
General Organization of the Supervisory ControlA D i d H. Braking Torque B. Constraints I Final Torque Split
eng trq dmd2
mc_trq_dmd_brake
mc2_trq_dmd_brake
eng_trq_dmd
DRV_BUS
CSTR_BUS
SENS_BUS
mc_trq_dmd_brake
mc2_trq_dmd_brakeA_Driver _dmd
wh_trq_dmd
veh_spd
LOC_DRV_BUS
info_gb_pwr_out_dmd
ess_pwr_max_pro6
wh_trq_dmd1
eng on dmd
CSTR_BUS
DRV_BUSDRV_BUS
<veh_spd> SENS_BUS
wh_trq_dmd
ess pwr max reg
ess_pwr_max_pro
A. Driver command g q& Speed Control
I. Final Torque Split
mc trq dmd4
wh_trq_brake
eng_trq_prop_dmd
mc_trq_prop_dmd
mc_trq_dmdH_Torque_Calc_Brake
eng_on_dmd
Mode_dmdwh_trq_brake_dmd
gb_pwr_ou
DRV_BUS
CSTR_BUS
SENS_BUS
OPT BUS
eng_trq_dmd
mc_trq_dmdB_Constraint
IN_COMPO_CSTR_BUS
IN_SENS_BUS
LOC_CSTR_BUS
ess_pwr_max_reg7
5
mc2 trq max pro4
mc trq max reg3
mc trq max pro2
SPD_TRQ_TARGET_BUS
eng_on_dmd
gb_mode_dmd
CSTR_BUSCSTR_BUS
DRV_BUS
SENS_BUS
mc2_trq_max_reg
mc2_trq_max_pro
mc_trq_max_reg
mc_trq_max_pro
ess_pwr_max_reg
brake trq dmd6
mc2 trq dmd3
mc2_trq_prop_dmd
DRV_BUS
SENS BUS
mc2_trq_dmd
wh_trq_brake_dmd[INFO_SOC
G_Torque_Calc_Prop
OPT_BUS
eng_on_dmd
Mode_dmdmc2_trq_dmd
DRV_BUS
CSTR_BUSeng_on_dmd
C_SOC_Control
ess_soc
veh_spd
LOC_SOC_CTRL_BUS
INFO_SOC_CTRL_BUS
mc trq16
mc _spd10
eng_trq_max8
mc2 trq max regen5
eng_on_dmd
eng_on_dmd
<veh_spd>
gb_mode_dmdSOC_BUS
DRV_BUS
<ess_soc>
SENS_BUS
eng_trq_max
mc trq
mc_spd
D. Eng ON/OFF
ptc_brake_regen_state_info12
J_Torque_Split_Logic
SENS_BUS
eng_on_dmd
SOC_CTRL_BUS
prop_state_info
ess.init.soc_init
FO_ENG_O
DRV_BUSSPD_TRQ_TARGET_BUS
D_Engine_ON_Control
SOC_BUS
SENS_BUSINFO_ENG_ON_BUS
eng_ on17
mc_trq
eng_spd15
mc2_trq13
veh spd12
abs soc11
mc2_ spd9
eng_on_dmd
SOC_BUS
DRV_BUS
SENS_BUS
ess_soc
veh_spd
eng_on
eng_spd
mc2_trq
mc2 _spd_ q
mode5
eng on/off dmd1
F mode control
DRV_BUS
SENS_BUS
THRESH_BUS
eng_on_dmd
gb_mode_dmd
E_optim_module
SENS_BUS
ESS_BUS THRESH_OPTIM_BUS
gb_sip19
gb_mode18
accelec pwr14
abs soc
gb_sft_in_progress
gb_mode_dmd
SENS_BUS
gb_modeaccelec_pwr
C. SOC Regulation
G. Propelling Torque, Speed Control
F_mode_control
9
E.Optimization Module F. Mode SelectionArgonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
9
Inside the Optimization Module (Online Mode Comparison)Comparison)
Target component speeds and torques
Optimal operating conditions are computed for each mode based on demands and state
Operating conditions; the ones corresponding to current gear are selected and used as targets
Comparison between current mode fuel power and candidate fuel power
Comparison with M d
=1 if current mode is possible and “better”
Optimal Operating Point Computation p
Current ModeMode
change OK?
Comparison with
Current Mode
Point Computation
Optimal Operating Comparison with Current Mode Mode
change OK?
p p gPoint Computation
Optimal Operating
for current gear
Comparison with Current Mode
Mode change OK?
Fuel Power for the The fuel power corresponding to current i l d d d f i
Optimal Operating Point Computation
current geargear is selected and used for comparison
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐081610
In the Optimization Module The Optimal Operating Point Is Computed For Each Mode Point Is Computed For Each Mode
Gi Givens:
Fixed Gear EVT
Givens:– Engine, Motors speed
(proportional to vehicle speed)
– Target battery power
Givens:
– battery power
– transmission output speed
An offline optimization code finds the optimal engine g y p
One motor torque is known => other motor torque known too (electric power equation)
To avoid partial load:
speed and torque
Off‐line optimization takes into account engine losses and motor losses
Resulting look‐up tables are used in each EVT mode To avoid partial load:
– one motor = all battery power demand
– other one = no torque
Resulting look up tables are used in each EVT modem
)
1500
2000Teng (Nm)
300
350
400
450
m)
1500
2000eng (rpm)
3000
3500
4000
T gbout (
Nm
500
1000
50
100
150
200
250
T gbout (
Nm
500
1000
1500
2000
2500
Example of Targets for Battery power = 0
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐081611
gbout (rpm)
0 1000 2000
0
gbout (rpm)
0 1000 2000
0
Mode and Engine Operations
600Vveh [ICE OFF] (mph x10) Mode (x100)weng (rpm x 0.1)
400
500
600
400
500
600( )eng ( p )
Teng (Nm)Vveh [ICE ON] (mph x10)
UDDS
200
300
200
300HWFET
0 50 100 150
0
100
0
100
0 50 100 150 50 100Time (s)Time (s)
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐081612
Vehicle Operations on Standard Cycles80 V [ICE Off] (mph x10) M d ( 100)
20
40
60
Vveh [ICE Off] (mph x10) Mode (x100)Delta-SOC (% x10)Vveh [ICE On] (mph x10)
40
-20
0
20
UDDS
0 200 400 600 800 1000 1200 1400-60
-40
Time (s)60 Urban = mostly mode 1 (EV), mode 4
20
40
HWFET
Urban mostly mode 1 (EV), mode 4 when engine is ON
Highway = mode 5 & 6
-40
-20
0 HWFET
In both cases, SOC is well balanced
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐081613
100 200 300 400 500 600 700 800
Time (s)
Comparative Analysis60nt
)
40
50
60
nerg
y Sp
ePr
opel
ling
mode 1mode 2mode 3
20
30
al W
heel
E(IC
E O
N +
mode 3mode 4mode 5mode 6
UDDS LA92 NEDC HWFET US060
10
hare
of T
ota
ach
Mod
e (
Mode 1 : lower speeds in urban driving (UDDS, LA92, NEDC, US06)
Mode 2 : aggressive driving (LA92, US06)
%Sh
in E
a
Mode 4 : intermediate speeds in urban driving (UDDS, LA92)
Mode 5 : high speeds (NEDC, HWFET, US06)
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐081614
Mode 6 : very high speeds (NEDC, HWFET, US06)
Conclusion: Optimized Controller Takes Full Advantage of the Multimode Hybrid SystemAdvantage of the Multimode Hybrid System
Instantaneously optimized controller for a multimode hybrid powertrain:– Implementable in an actual vehicle
Easily adaptable to any multimode hybrid system– Easily adaptable to any multimode hybrid system
“Partial” instantaneous optimization finds the optimal mode and operating points:– Optimal operation within each mode
– Optimal mode selectionwith minimal tuningOptimal mode selection with minimal tuning
“Partial” instantaneous optimization uses rule‐based controls for hybrid controls:– Battery SOC balance and drivability through strict control over engine ON/OFF
– Easy and intuitive to tune (very high‐level energy management)
Also very suitable and flexible for design optimization studies: – No tuning for most changes in powertrain (different component/ratios/mass)
– Controller can be quickly adapted to different mode pattern
Future work will focus on:– Implementing “full” instantaneous optimization
– Quantifying the benefits of optimized controllers over rule‐based controllers
Will b d i A t i A ’ t ti d l b d d i t l– Will be done in Autonomie, Argonne’s next generation model‐based design tool
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐081615
Instantaneously Optimized Controller for M lti d H b id El t i V hi la Multimode Hybrid Electric Vehicle
SAE Paper #2010‐01‐0816
Acknowledgements
Activity sponsored by Lee Slezak from the U.S. Department of Energy
Contact / Website
Dominik Karbowski, [email protected]
A i R @ lAymeric Rousseau, [email protected]
www.transportation.anl.gov/modeling_simulation/PSAT/
Argonne National Laboratory, 9700 South Cass, Argonne IL 60439
Additionnal Slides
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐081617
Fuel Consumption
Cycle mpg km/L L/100 kmUDDS 29.1 12.3 8.1HWFET 27.8 11.8 8.5NEDC 28.1 11.9 8.4LA92 23.3 9.9 10.1US06 19 5 8 3 12 1US06 19.5 8.3 12.1
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐081618
Resolution of the Optimization Takes Two Stages
Mode 1 Find Optimal Operating Point
Compute Associated Cost
Compare cost
Fi d O ti l C t A i t d
Compare cost for each mode
Find Optimal Operating Point
Compute Associated CostMode 6
1. Solve the problem for each mode 2. Select the mode
19
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
Once the Mode Is Chosen, Two Degrees of Freedom
Givens: vehicle speed, gearbox output torque (proportional to driver torque demand)
In the case of a fixed gear: 2 degrees of freedom– Speed: given by the vehicle speed
– Torque: 2 degrees of freedom, e.g. both electric machines
– Equivalent to battery power Pess and xEM1 :• xEM1 : the fraction of total electric machines electrical input due to EM1
• The function is invertible (idem for EM2), giving both electric machines torques and therefore engine torquemachines torques, and therefore engine torque
EVT: 2 degrees of freedom
– Speed: 2 linear equations, 3 unknowns = 1 degree of freedom (e.g. ICE speed)
– Torque: 2 linear equations, 3 unknowns = 1 degree of freedom (e.g. ICE torque)q q , g ( g q )
engine speed and torque is enough to define the system
Known
20
system
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
Full Instantaneous Optimization Relies on Finding a Fuel Equivalence to Battery Power a Fuel Equivalence to Battery Power
All degrees of freedom are resolved by an optimization algorithm
At each time t we are looking for the command that will minimize the At each time t, we are looking for the command that will minimize the cost function.
The cost function cannot be fuel power only, because it would lead to the use of “free” battery energythe use of free battery energy
An equivalence factor can be used to compare fuel and battery energy:
Challenges: – the equivalence factor is likely to be cycle‐dependant, so it would have to
be a function of SOC and probably other variables;
– the engine ON/OFF can be hard to manage
21
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
Fixed Gear : Finding the Optimum Operating Point
For a given gear and battery power, the only degree of freedom left is the electric machine split xEM1.
Simplifying assumptions:– using one motor instead of both ones at the same time is more efficient,
hence xEM1 can only be zero or one– the motor with the highest speed is more efficient (EM1 in mode 6, EM2 in
mode 4 and 5)
The cost for that given gear is the fuel power:
22
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
EVT : Finding the Optimum Operating Point
For a given mode, if the battery power is given, there is only one degree of freedom left for example engine speeddegree of freedom left, for example engine speed
Since components speeds are not fixed, there is no simple relationship between battery power and the control variables (engine speed and torque)torque)
Of all the engine speeds and torques that verifies all equations and constraints, the one that results in the lowest fuel consumption will be the one used to compute the costthe one used to compute the cost
The resulting engine speed will also be used as a target later on.
23
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
D. Engine ON/OFF (Logic) Engine turns ON if Engine turns ON if:
– (Engine has been OFF for a minimum time) AND (Power demand above threshold) AND (Power demand is increasing)
– OR (Electric System can not meet driver’s demand)
– OR (“Performance Mode”, i.e. pedal position close to 1)
– OR (Battery SOC is low)
Engine shuts down if:
– (Engine has been ON for a minimum time)
( d bl h h ld)– AND (Power Demand is blow threshold)
– AND (Electric System can meet driver’s demand on its own)
– AND (Transmission mode is 1, 2 or 3)
– AND (Battery SOC is not low)
24
AND (Battery SOC is not low)
– AND (Power demand is decreasing)Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
E. Optimization Module (outline) Obj ti t th ti l ti i t f h d
gb mode1 <gb_mode>
The fuel power for the current mode is fed back for comparison
Objective: compute the optimal operating point for each mode, compare each mode with the current mode and define targets for the current mode
2 Current Mode selector
1<x<6gb_mode
Main Block: online and offline computation
THRESH_OPTIM_BUS2
_ _ _
gb_spd_outTHRESH _BUS_MODE1
THRESH _BUS_MODE2
THRESH _BUS_MODE3
THRESH _BUS_MODE4
gb_spd_out2 Thresh_bus_mode1
Thresh_bus_mode2
Thresh_bus_mode3
Thresh bus mode4gb_trq_out
ess _pwr_dmd
THRESH _BUS_MODE5
THRESH _BUS_MODE6
SPD_TRQ_TRGT_BUS_MODE1
SPD_TRQ_TRGT_BUS_MODE2
ess p r dmd4
gb_trq_out3
_ _
Thresh_bus_mode5
Thresh_bus_mode6
SPD_TRQ_TARGET_MODE1_BUS
SPD_TRQ_TARGET_MODE2_BUS “Threshold” bus: fuel power and “change
SPD_TRQ_TARGET_BUS1
THRESH _CURR _BUS
SPD_TRQ_TRGT_BUS_MODE3
SPD_TRQ_TRGT_BUS_MODE4
SPD_TRQ_TRGT_BUS_MODE5
SPD_TRQ_TRGT_BUS_MODE6
ess_pwr_dmdSPD_TRQ_TARGET_MODE3_BUS
SPD_TRQ_TARGET_MODE4_BUS
SPD_TRQ_TARGET_MODE5_BUS
SPD_TRQ_TARGET_MODE6_BUS“Target” bus: target speeds and torques for
power and “change allowed” for EACH mode
25
1_ENG_PWR_IN_TARGET_EACH_MODE EACH mode
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
Fixed Gear Operating Points
Speed calculation and constraints check Torque max for each
component Fuel power
compo_spd_possible6
eng_pwr_in4
6_Fuel_Power
eng _spd
eng _trqeng _pwr_in
3 Trq max
mc_spd
mc2_spd
eng _spd
EM_selection
eng _trq _max
EM _trq _max_prop
EM_trq_max_chg1_Spd_Calc
gb_spd _out
gear #
compo_spd _OK
mc_spd
mc2_spd
eng _spd
gb_spd_out1
mc2_spd_target
mc_spd_target
eng_spd_target
eng _trq _max
EM_trq max prop
EM_trq_max_regen
eng _trq
mc_spd
mc2_spd
pwr_elec _dmd
EM_selection
elec _mach_trq _dmd
3_Trq_max
pwr_elec_dmd3
eng_trq_targeteng_trq_targeteng_spd_target
MODE3_TRQ_TRGT_BUS1
EM_trq
EM selection
mc_trq _dmd5_Trq_calc
_ q_ _ g
EM_trq_dmd
EM_selection
gb_trq _out_dmd
gear #
EM_trq
percent _trq_max
4_Ess_pwr_dmd
2_ElecMachineSelection
gear EM_selectiongear#
4
gb_trq_out_dmd2 mc_trq_target
mc2_trq_target
mc2_spd_target
mc_spd_target
Selects the working
possible_cmd5
ess_pwr_error3
percent trq max2
AND
7_MC_MC2_Trq_and_Pwr_dmd_Conformity
EM_selection
mc_spd
mc2_spd
Elec pwr dmd
mc2_trq _dmd
ess_pwr_dmd_OK
ess _pwr_error
Torque necessary to provide battery power
Torque calculation
Ch k if b tt
gEM (makes the whole block generic)
26
percent_trq_maxprovide battery power Checks if battery power demand will be met
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
EVT Operating Point Optimizationpossible idx=0 if there is no solution Fuel Power used for later comparison
4
eng _pwr_in3gb_spd_out eng_pwr_in
possible_idxgb _spd_out
1 eng_pwr_in_target
possible cmd
possible_idx 0 if there is no solution Fuel Power used for later comparison
possible _cmd
eng_spd mc_spd
1_Engine _Optimal _Point
gb_trq_out_dmd
ess_pwr_dmd
eng_spd
eng_trq
ess_pwr_dmd3
gb_trq_out _dmd2
eng_spd_target
possible_cmd
eng_trq_target
mc_spd_target
MODE 1_SPD_TRQ _TRGT _BUS1
eng_trq mc_trq
2_MC_MC2_SPD_CALC
gb_spd_out mc2_spd
mc_trq_target
mc2_spd_target
Using 3‐D look‐up tables, optimal ICE speed and torque is found;
ess_pwr_error2Mc_spd
Mc2 spd
3_MC_MC2_trq
gb_trq mc2_trqmc2_trq_target
q ;
_ p
Mc_trq
Mc2_trq
ess_pwr
ess_pwr_erroress_pwr_error
Compute the difference between the target battery
27
6_ESS_PWR_CHECK
between the target battery power and the actual one
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
Optimal Operating Points (EVT1 – Input / Pess=0) 2000 450
2000(Nm
)
1000
1500
Teng (Nm)
250
300
350
400
Nm
)
1500
2000EVT efficiency
0.9
0.95T gbout (
500
1000
50
100
150
200
T gbout (
N
500
1000
0.75
0.8
0.85
gbout (rad/s)
0 50 100 150 200 250 300
0
2000
eng (rad/s)400
450
gbout (rad/s)
0 50 100 150 200 250 300
0 0.7
T gbout (
Nm
)
1000
1500
eng
300
350
400
T go
0 50 100 150 200 250 300
0
500
150
200
250
• Includes electric path losses• Does not include gearbox mechanical losses
28
gbout (rad/s)
0 50 100 150 200 250 300 • Does not include gearbox mechanical losses
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
Optimal Operating Points (EVT2 – Compound / P = 0)1000 450Pess= 0)
m) 600
800
1000Teng (Nm)
250
300
350
400
450
1000EVTefficiency
T gbout (
Nm
200
400
50
100
150
200
250
t (N
m) 600
800
EVT efficiency
0.85
0.9
0.95
gbout (rad/s)
0 100 200 300 400 500
0
50
1000
eng (rad/s)400
450
T gbout
0
200
400
0 7
0.75
0.8
T gbout (
Nm
)
400
600
800g
300
350
400
gbout (rad/s)
0 100 200 300 400 5000 0.7
T go
0 100 200 300 400 500
0
200
400
150
200
250
• Includes electric path losses• Does not include gearbox mechanical losses
29
gbout (rad/s)
0 100 200 300 400 500
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
UDDS100
UDDS - Wheel Energy spent in each mode (HEV and propelling)
80
UDDS - FE = 29.1 mpg ; SOC (init/final) = 56.5/56.38; Num Eng On = 37
Vveh (m/s)
Pdmd (kW)
60
80
100
%
40
60
Pdrv (kW)
Eng ONModeDelta SOCx10
1 2 3 4 5 60
20
40
0
20mode
500UDDS - Operating points (HEV and propelling)
0 200 400 600 800 1000 1200 1400
-40
-20
200
300
400
ng (r
ad/s
)
EVT1EVT2
0 200 400 600 800 1000 1200 1400
0 10 20 30 400
100
200
V (m/s)
en
FG1FG2FG3FG4
30
Vveh (m/s)
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
UDDS – Engine Speed and TorqueUDDS - Part 1 - Engine speed and torque UDDS - Part 2 - Engine speed and torque
200
400
600
200
400
600
0 50 100 1500
150 200 250 300 3500
600UDDS - Part 3 - Engine speed and torque
600UDDS - Part 4 - Engine speed and torque
0
200
400
0
200
400
300 350 400 450 500 550 600 6500
600 650 700 750 800 850 900 950 10000
400
600UDDS - Part 5 - Engine speed and torque
Vvehx10 (m/s)
Eng ON 400
600UDDS - Part 6 - Engine speed and torque
950 1000 1050 1100 1150 12000
200
Mode x100
eng (rad/s)
Teng (Nm)
1150 1200 1250 1300 1350 14000
200
31
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
HWY100
HWFET - Wheel Energy spent in each mode (HEV and propelling)
60
HWFET - FE = 27.5 mpg ; SOC (init/final) = 56.5/58.95; Num Eng On = 4
40
60
80
%
20
40
1 2 3 4 5 60
20
40
mode
-20
0
mode
400
500HWFET - Operating points (HEV and propelling)
100 200 300 400 500 600 700 800-60
-40
Vveh (m/s)
Pdrvdmd (kW)
Eng ONMode
200
300
400
en
g (ra
d/s)
EVT1EVT2FG2
Delta SOCx10
0 10 20 30 400
100
Vveh (m/s)
FG3FG4
32
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
HWY – Engine Speed and Torque600
HWFET - Part 1 - Engine speed and torque600
HWFET - Part 2 - Engine speed and torque
300
400
500
600
300
400
500
600
0
100
200
300
0
100
200
300
0 50 100 150
140 160 180 200 220 240 260 280 300
600HWFET - Part 3 - Engine speed and torque
600HWFET - Part 4 - Engine speed and torque
Vvehx10 (m/s)
Eng ONMode x100
(rad/s)
200
300
400
500
200
300
400
500eng ( )
Teng (Nm)
250 300 350 400 450 500 5500
100
200
500 550 600 650 700 750 8000
100
200
33
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
NEDC80
100NEDC - Wheel Energy spent in each mode (HEV and propelling)
60
80NEDC - FE = 27.1 mpg ; SOC (init/final) = 56.5/61.76; Num Eng On = 13
40
60
80
%
20
40
1 2 3 4 5 60
20
mode
-20
0
V (m/s)
400
500NEDC - Operating points (HEV and propelling)
0 200 400 600 800 1000 1200-60
-40
Vveh (m/s)
Pdrvdmd (kW)
Eng ONModeDelta SOCx10 100
200
300
en
g (ra
d/s)
EVT1EVT2FG2FG3
0 10 20 30 400
Vveh (m/s)
FG4
34
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
NEDC – Engine Speed and TorqueNEDC - Part 1 - Engine speed and torque NEDC - Part 2 - Engine speed and torque
200
400
600
200
400
600
0 50 100 150 2000
150 200 250 300 350 4000
600NEDC - Part 3 - Engine speed and torque
Vvehx10 (m/s)
Eng ON600
NEDC - Part 4 - Engine speed and torque
0
200
400
gMode x100
eng (rad/s)
Teng (Nm)
0
200
400
350 400 450 500 550 6000
550 600 650 700 750 8000
400
600NEDC - Part 5 - Engine speed and torque
400
600NEDC - Part 6 - Engine speed and torque
750 800 850 900 950 10000
200
1000 1050 1100 1150 12000
200
35
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
LA9280
100LA92 - Wheel Energy spent in each mode (HEV and propelling)
100
LA92 - FE = 23 mpg ; SOC (init/final) = 56.5/60.09; Num Eng On = 33
20
40
60
%
0
50
1 2 3 4 5 60
mode
-50Vveh (m/s)
Pdrvdmd (kW) 300
400
500
d/s)
LA92 - Operating points (HEV and propelling)
200 400 600 800 1000 1200 1400
-100
drv
Eng ONModeDelta SOCx10
100
200
300
en
g (ra
d EVT1EVT2FG1FG2FG3FG4
0 10 20 30 400
Vveh (m/s)
FG4
36
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
LA92 – Engine Speed and TorqueLA92 - Part 1 - Engine speed and torque LA92 - Part 2 - Engine speed and torque
200
400
600
200
400
600
0 50 100 150 200 2500
200 250 300 350 400 450 500 550 6000
600LA92 - Part 3 - Engine speed and torque
600LA92 - Part 4 - Engine speed and torque
0
200
400
0
200
400
550 600 650 700 7500
750 800 850 900 950 1000 10500
400
600LA92 - Part 5 - Engine speed and torque
Vvehx10 (m/s)
Eng ONMode x100
eng (rad/s) 400
600LA92 - Part 6 - Engine speed and torque
1000 1050 1100 1150 1200 12500
200
eng ( )
Teng (Nm)
1200 1250 1300 1350 1400 14500
200
37
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
US06 – Engine Speed and Torque100
US06 - Wheel Energy spent in each mode (HEV and propelling)
200US06 - FE = 18.9 mpg ; SOC (init/final) = 56.5/65.89; Num Eng On = 9
Vveh (m/s)
Pdmd (kW)40
60
80
%
100
150Pdrv (kW)
Eng ONModeDelta SOCx10
1 2 3 4 5 60
20
mode
0
50
500US06 - Operating points (HEV and propelling)
0 100 200 300 400 500 600-100
-50
200
300
400
en
g (ra
d/s)
EVT1EVT2FG1
0 10 20 30 400
100
Vveh (m/s)
FG2FG3FG4
38
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816
US06600
US06 - Part 1 - Engine speed and torque600
US06 - Part 2 - Engine speed and torque
300
400
500
600
300
400
500
600
0
100
200
300
0
100
200
300
0 50 100 150
140 160 180 200 220 240 260 280 300
600US06 - Part 3 - Engine speed and torque
Vvehx10 (m/s)
Eng ONMode x100
( d/ )
600US06 - Part 4 - Engine speed and torque
200
300
400
500 eng (rad/s)
Teng (Nm)
200
300
400
500
250 300 350 400 450 500 5500
100
200
540 550 560 570 580 590 6000
100
200
39
Argonne National Laboratory ‐ Instantaneously Optimized Controller for a Multimode Hybrid Electric Vehicle ‐ 2010‐01‐0816