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I. INTRODUCTION
Hydrocarbon based fuels are the only sources of energy, used by conventional vehicles worldwide. Being nonrenewable and also a means of pollution, it is very important
to consider its impact on the environment. To offset the
degradation, large amounts of research are being carried out
to search for alternative sources to power the vehicle. The
search for improved fuel economy and reduced emission
without sacrificing vehicle performance has made the hybrid
technology one of the most promising and viable solutions out
in the market.
A. Hybrid Electric Vehicles
Hybrid Electric Vehicle ( HEV ) is a vehicle which for the
purpose of mechanical propulsion, draws energy from both of
the following vehicle sources of stored energy/power.
a consumable fuel,
an electrical energy/power storage device (e.g. battery,
capacitor, flywheel/generator, etc.).
In the last two decades, the Automotive industry has increasingly developed vehicles and concepts with these hybrid powertrains. Although there have been of different configurations,
all of the hybrid vehicles can be broadly classified in three
types,
1) Series Hybrid: Series HEVs is driven by an electric
motor, functioning as an electric vehicle while the
battery pack energy supply is sufficient, with an engine
tuned for running as a generator when the battery
pack is insufficient. There is no mechanical connection
between the engine and the wheels, and the purpose
of the range extender is to charge the battery. Opel
Ampera and BMW i3 are examples of series hybrids.
Figure 1.
C. Driving Cycle
Driving Cycle is a series of data points representing the
speed of a vehicle versus time. Driving cycles are produced by
different countries and organizations to assess the performance
of vehicles in various ways, as for example fuel consumption
and polluting emissions. In the paper two of such driving
cycles are considered for the design and implementation.
NEDC: The New European Driving Cycle (NEDC) is a
driving cycle, last updated in 1997, designed to assess
the emission levels of car engines and fuel economy
in passenger cars (which excludes light trucks and
commercial vehicles).
Regeneration Mode
B. Controller Basics
Figure 2.
Figure 3.
Mode/Zone
ED
LPS1
LPS2
IC
Regeneration
Excess
0<T<40
T>=150
Disabled
40<=T<150
T<0
Normal
0<T<30
T>=120
30<=T<=100
100<=T<150
T<0
Low
0<T<25
T>=170
25<=T<=100
100<=T<150
T<0
VeryLow
Disabled
Disabled
0<=T<80
T>=80
T<0
The implementation of the controller block in Simulink along with the operating zones are shown in Figure 5 and 6
respectively.
Figure 5.
IV. RESULTS
The results for the controller is illustrated in this section.
A. Result -FTP 75 Cycle
T_MGB_FTP-75
T_MGB_NEDC
150
Torque (Nm)
Torque (Nm)
150
100
50
0
-50
-100
-150
0
200
400
600
800
1000
1200
1400
1600
1800
Time (seconds)
Figure 7.
100
50
0
-50
-100
-150
0
200
400
Figure 11.
800
1000
1200
1000
1200
1000
1200
T_CE_FTP-75
TCE_NEDC
150
120
100
Torque ( Nm )
Torque ( Nm )
600
Time (seconds)
100
50
0
0
200
400
600
800
1000
1200
1400
1600
80
60
40
20
1800
Time (seconds)
0
0
200
400
600
800
Time (seconds)
Figure 8. Torque provided by IC engine
T_EM_FTP-75
T_EM_NEDC
40
Torque ( Nm )
Torque ( Nm )
40
20
0
-20
-40
-60
0
200
400
600
800
1000
1200
1400
1600
20
0
-20
-40
-60
0
1800
Time (seconds)
200
1.6
1.4
1.2
200
400
600
800
1000
1200
1400
1600
1800
Battery Charge ( As )
Battery Charge ( As )
1.8
1
0
Q_BT_NEDC
2.5
x 10
1.5
1
0
200
Time (seconds)
Figure 10.
800
Q_BT_FTP-75
x 10
600
Time (seconds)
400
The graphs above depict the power split and the battery
usage for the control strategy for the FTP 75 cycle, it is to
be noted that the fuel consumption is 3.311 l/100km with a
SOC of 1.005 whereas for the conventional engine, it is 4.675
l/100 km. This is a reduced fuel consumption of 29.17%.
400
600
800
1000
1200
Time (seconds)
Figure 14.
The graphs above depict the power split and the battery
usage for the control strategy for the NEDC cycle, it is to be
noted that the fuel consumption is 3.599 l/100km with a SOC
of 1.275 whereas for the conventional engine, it is 4.897 l/100
km. This is a reduced fuel consumption of 26.50%.
VIII. R EFERENCES
[1] A.Sciarretta, and L.Guzzella, Control of Hybrid Electric
Vehicles, IEEE Control Systems Magazine, 2007.
[2] L.Serra, G.Rizzoni and S.Onori, A Comparative Analysis
of Energy Management Strategies for Hybrid Electric Vehicles,
Journal of Dynamic Systems, Measurement, and Control,
2011.
[3] Niels J. Schouten, Mutasim A. Salman, and Naim A.
Kheir, Fuzzy Logic Control for Parallel Hybrid Vehicles, IEEE
Transactions On Control Systems Technology., vol. 10, no. 3,
May 2002.
[4] N.Jalil, Naim A. Kheir and Mutasim Salman, A Rule-Based
Energy Management Strategy for a Series Hybrid Vehicle,
Proceedings of the American Control Conference, June 1997.
[5] Farzad Rajaei Salmasi, Control Strategies for Hybrid
Electric Vehicles: Evolution, Classification, Comparison, and
Future Trends, IEEE Transactions On Vehicular Technology,
vol. 56, no. 5, September 2007.
VI. C ONCLUSION
The study shows that a proper energy management
controller can be the biggest difference between a effecient
PHEV and a non effecient PHEV. The implementation of
QSS toolbox made the realization and testing of the strategy
straightforward and quick. Based on the results that we have
obtained it is clear that, Energy Management in Electric and
Hybrid Vehicles is a complex task and requires a combined
knowledge from Mechanical, Electronics and Computer
Science. It ultimately shows that PHEVs can be viable
alternative to conventional vehicles but they still need to be
perfected for a full scale phasing out of conventional IC
engine powered vehicles.
VII. F UTURE W ORK
The future work would be improving the robustness of the
controller by employing fuzzy logics to the rule based strategy
base to make it effective on a wider range of drive cycles. A
more advanced improvement would be to employ dynamic
modelling to have more realistic results.