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An optimal energetic approach for systemic design of
hybrid powertrain
Francis Roy, Florence Ossart, Claude Marchand
To cite this version:
Francis Roy, Florence Ossart, Claude Marchand. An optimal energetic approach for sys- temic design of hybrid powertrain. IEEE VPPC 2014, Oct 2014, Coimbra, Portugal. pp.1-6,
�10.1109/VPPC.2014.7007014�. �hal-01099600�
An optimal energetic approach for systemic
design of hybrid powertrain
Francis Roy1,2
1PSA Peugeot Citroën, La Garenne-Colombes, France e-mail : [email protected]
Florence Ossart2, Claude Marchand2
2Laboratoire de Génie Electrique de Paris (LGEP) CNRS UMR8507, SUPELEC, UPMC, Univ. Paris-Sud
Plateau de Moulon 91192 Gif sur Yvette, France e-mail: florence [email protected],
Abstract — On-going oil stock depletion and growing environmental concerns lead automakers to develop more efficient powertrains. Today, the most promising way forward consists in research on hybrid systems. Defining the most efficient powertrain requires a systemic design. In this paper, three main levers are used: powertrain architecture, energy management and electric components design. Different powertrain architectures (series, parallel and combined) are compared: their optimal energetic performances are calculated for different INRETS1 driving cycles by using dynamic programming as an optimal control strategy. The most promising hybrid powertrain is the parallel one. Its behavior is more closely analyzed so as to provide technical specifications for an optimal sizing of the electric components: electric machine and battery.
Keywords — HEV (Electric Hybrid Vehicle), passenger car, systemic design, power management, energy consumption
I. INTRODUCTION
In the current context of increasing demand for personal transportation, on-going oil stock depletion and growing environmental concerns, profound technological mutations are needed to design passenger cars. During the last century, automotive industry has been dominated by internal combustion engine (ICE) based powertrains, despite their rather low efficiency. Improvements in ICE efficiency are still expected, but further enhancements can be achieved by coupling fossil energy source with a complementary on-board one. Nowadays, all automakers are focusing their research and development activities on these hybrid systems to offer more efficient cars with low carbon footprint at affordable prices [1],[2].
Full Hybrid-electric vehicles (HEV) have a classical ICE and at least one electrical machine. The system design aims at taking advantage of both technologies, in order to reach the lowest vehicle fuel consumption. The ICE is fuelled by oil, which has a high energy density and easy on-board storage, while electric machines have high efficiency, zero tank-to- wheel emissions, and a reversible behavior used for regenerative braking. Fuel is the only energy source (no Plug in function), but the global system efficiency can be improved by proper energy management. A clever balance of the ICE and
1INRETS (Institut National de Recherche sur les Transports et leur Sécurité) and LCPC (Laboratoire Central des Ponts et Chaussées) merged in 2011 to
create IFSTTAR (Institut Français des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux)
the electric machine use allows operating the ICE close to its optimal working point. First control systems were based on heuristic approaches, intuitive and pragmatic, but with limited efficiency. Powerful mathematical methods, such as dynamic programming and Pontryagin principle, are now used for optimal control, the challenge being to go from off-line to on- line optimal control [3], [4], [5].
Optimal control is also helpful for design purposes: the lowest consumption which can be reached by a given hybrid system can be estimated, and the influence of the design parameters on this optimal consumption analyzed in order to propose an optimal design. This approach has been applied to study different types of hybrid systems: microhybrid HEV [6];
comparison between parallel and power-split HEV [7];
comparison between torque-assist and full-hybrid parallel HEV [8]. More recently, [9] has used convex optimization to design parallel PHEV powertrain. The present study, concerning a HEV B segment vehicle (Peugeot 208), follows the same global systemic approach, but goes further in data analysis to define components specifications in relation with the vehicle use.
The paper is organized as follows. The principle of the model used is presented and optimal control is introduced.
Then different HEV powertrain architectures with given components are modeled. Their optimal performances are calculated using optimal energy management and their sensitivity to the electric machine efficiency are compared. The most promising architecture is selected, and its behavior is closely analyzed, so as to define technical specifications for an optimal choice and sizing of the electric components: the smallest battery capacity allowing to reach the optimal consumption is estimated, and the ideal efficiency map of an optimal electric machine is also established.
II. HYBRID POWERTRAIN MODEL
A. Powertrain architectures
In a first step, the three classical hybrid powertrain topologies, depicted on Fig. 1, are considered. The series architecture corresponds to a purely electrical powertrain where the electric power is supplied by an engine-driven generator.
The parallel architecture can be seen as an ICE one, assisted by additional electric power. The combined architecture mixes both features. The three architectures need a battery for temporary storage of the energy.
978-1-4799-6782-7/14/$31.00 ©2014 IEEE
Fig. 1
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1. Series (top), powertrain arch respectively repr
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, ω a ntities are calc er of the elect er and b
Series
Parallel
Combined
parallel (midd hitectures – Blac resent mechanical
itecture perfo ts are used in r 3-cylinder i es are 50 kW s deled by their
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ratio.
odel
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have been roach: for a g is calc tance. At each s split into po rom the batter full electric,
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ned (bottom) h and red dashed wer flux.
parison, the s architectures.
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studied with between the io system (D fixed speed ra (CSR) corresp peed ratio. A For the comb corresponds erator to produ
modeled usin given driving c culated, accoun h step of time ower coming ry. This resul boost, rechar he speed ω
the ICE at its The instantan equation (1),
ovided by the
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hybrid d ones
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ng a cycle nting e, the from lts in rging
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owing ectric attery
interT integ
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T [10]
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ominal capacit gy managemen he energy man
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be meaningfu entical initial a equal initial a
more, the batte ontrol is defin space of poss mption o
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∗
hes are wide one, proposed us, uses the oted . If the amiltonian is d
e co-state coe the unitary c iple states that
em (5), there equation (7):
argmin
by its open c e of charge
, ,
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ith these notat defined on on (4) and th n (5), where
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over a given ints on the batt
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olve this pro gin and base n of the op uation (6):
,
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(2)
rmine ergies given d the
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oblem ed on ptimal
(6) uation
r use.
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(7)
(8)
on tI inter prob
T dich by BT break by u
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a cons inter F intro from func the f
availA
optim For Pont calcu poss othe cons comp abou not prog How dem respe in th
In the case of the parameter rnal resistance
0, and blem becomes
∀ ∗
The problem otomic algorit The second pr Bellman [12].
king down th using Hamilton
The problem 1 . ∆t, 0 ome:
and denot and sumption and b rval , . For a given fin oduced and de m a given state
ction is calcul final state. At e
At the final st lable: minimu ), optimal mal SOC traje
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onstrate that t ect formula (1 he context of d
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, . ods have be
easy implem ed case wher ut. Including f the algorith mming is mo
re easily im han for Pont 1 s for a given t of this wo
red for the s both method ost and the c perty will be u ramming.
the state of ch ircuit voltage ation (7) beco driving cycle.
pplying a si .
mming, introd blem is solve ms easier to s with ations (3) and
( ariable at tim he cumulated
ution over the function consumption t
one .
dure starting (11) is solved
. ( lowing result the cycle (equ
∗ ,
een implemen mentation and
re the const this constrai m is lost. On ore complex, mplemented.
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cost-to-go fun used to calcul
harge e and
omes The
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solve
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(9) (10) me .
fuel time is to go This from d.
(11) ts are ual to and
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d fast traint int is n the , but
The ithm:
his is namic ality.
[13]
nction ate
simuT dynaall t inten cons A. U
T usina co funcserie cyclbeha incr hybreffic
Fig. 2
B. C F saviDSR funccycl A loweener effe (mea pla is lim the d
∀
III.
The three ar ulated for dif amic program the resulting nsity and state sumption.
Unitary cost The unitary co ng formula (12 onstant value ction of the v es and combin le and mean s avior is obser ease for ur ridization req ciency.
2. Unitary cost different INRET
CO2 saving For each cycle ing compared R gearbox (ref ction of the ve le.
All hybridiza est the speed rgetic point o
ctive one, vi chanical and e anetary gear, mited by the l desired contin
Urb cyc
UL1-UL2-UF
∀
. ARCHITECT
rchitectures p fferent INRE mming. The op quantities w e of charge of
ost of th 2). As expecte is found. Thi vehicle mean s
ned hybridizat speed is very rved for paral rban cycles.
quires electr
of the series, TS driving cycles
e, the fuel con to a conventio ference system ehicle mean sp ation topologi , the highest of view, the ictim of the electrical). Th is slightly mo losses in the e nuous speed ra
ban les
F1-UF2-UF3
R c
R
∗
TURE COMPAR
presented on ETS driving c ptimal control were calculate the battery, an
he electric pow ed according t
is constant va speed on Fig tion, the depen
small, where llel hybridizat In this s ric branch u
parallel and com
nsumption is c onal ICE vehi m). Fig. 3 pres
peed over the ies show the the CO2 sav series archit successive en he combined h ore performing
electrical devi atio.
Road cycles
R1-R2-R3
(
RISON
Fig.1 have cycles [14],
function ∗ d: electric po nd finally tota
wer was calcu to the assumpt alue is plotted . 2. In the ca ndence of o as a very diff tion, with a s situation, pa use at low
mbined powertrai
converted into icle with a clas sents the resul
considered dr e same trend ving. From a tecture is the nergy conver hybridization, u
g, but its effic ce used to pro
Highway cycles
A1-A2
(12)
been using and ower, al fuel
ulated tions, d as a ase of on the ferent strong arallel ICE
ins for
o CO2
ssical lt as a riving d: the
strict e less
rsions using iency oduce
Fig. 3
one, T effic at th the b optim rema(very conv C. I of tT compdraw befo elect F archmach ideal discr mecharch (full effic
Fig. 4
3. CO2 saving powertrains, for
The parallel ar especially if ciency). Such h he time being,
best performan mize the spe arkable point i y low mean s verge towards Influence of th The previous c the parallel a ponents of ea wing any conc ore undergoin tric machine e Fig. 4 shows itectures, assu hine. A first s l electric m repancies bet hanical and itecture perfo
lines) is c ciency is 80%.
4. Influence of parallel and com Urb cyc
performances o different INRETS
rchitecture ap f equipped wi
high efficiency but this simul nce that could eed ratio of is that for urb speed), all hyb
the same leve he electrical m comparison is architecture, ach architectu
lusion. In ord ng such optim efficiency is ex s the CO2 sa uming a con set of curves ( machine (10 tween the di battery los orms slightly calculated, as
electric machine mbined hybridizati
ban
cles R
c
of the series, pa S driving cycles
ppears to be th ith an ideal C
y CSR system lation result gi d be reached, a a classical ban cycles with
bridizations to el of CO2 savin machine efficie
s a first indica but one may ure should be der to have a si
mization, the xamined.
aving calcula stant efficienc (dashed lines) 00% efficien
fferent power sses only, a better. A sec ssuming the
e efficiency on C ion on different IN Road
cycles
arallel and com
he most intere CSR system ( ms are not avai ives an estima and can be us DSR gearbox h congested tr opologies see ng.
ency
tion of the int y object that optimized be ignificant crite influence of ted for the cy of the ele
corresponds t ncy). The s rtrain are du and the par ond set of cu electric mac
CO2 saving for s NRETS driving c
Highway cycles
mbined
esting (97%
ilable ate of sed to x. A raffic em to
terest t the efore erion f the
three ectric to an small ue to
rallel urves chine
series, cycles
sensT expl consbeca highshou elec D. I
Fig. 5
coupT DSR poin(ZEV imprmod
Fig. 6
presT for t A. R The unde the urba work rege has use whe para
The results cle sitive to the lained by the stantly use el ause it shows t h efficiency e uld allow an i tric machine c Influence of th
5. Improved par
The parallel p pling the elec R gearbox (Fi nts of the ele
V mode). Fig roves the con de is the most
6. CO2 saving d shaft / output sh
IV. EL
The study n sented in Fig. 5 the optimal de Regenerative components erstanding of mechanisms p an cycle, CO
king point, w enerative brak
a lower effect of the electri en designing t agraph IV.C.
early show tha electric mac fact that the s lectric power.
that the paralle electric mach interesting tra cost.
he gearbox po
rallel powertrain a
powertrain ar ctric and the ig. 5). This al ectric machin g. 6 shows th nsumption for activated one.
due to electric m aft of the gearbox
LECTRIC COMP
now focuses 5, in order to e esign of the ele braking contr s design sho
their load. Fig permitting fue
2 saving is d whereas at hi king. For high t on the vehic ic machine. T the electric m
at the parallel chine efficien series and com . This result
el architecture hine to perfor ade-off betwee osition
architecture
rchitecture can thermal bran llows to optim ne during pur
hat the positio slow urban c .
machine location, x.
PONENT SPECI
on the pa establish techn ectric machine ribution to CO ould be gui g. 7 analyzes el consumptio due to optimi
igher mean s hway cycles, cle consumptio
These observa machine, as w
architecture i ncy. This ca mbined archite is very impo e does not requ rm well. Hen en CO2 saving
n be improve nches upstream
mize the oper re electric dr on of the gea cycles, where
coupling on the
FICATIONS
arallel archite nical specifica e and the batte O2 saving
ided by a the contributi on gains. For
zation of the speed it is du
the EM effic on because of ations can be
ill be discuss s less an be ecture ortant, uire a nce it
g and
ed by m the
rating riving arbox ZEV
e input
ecture ations ery.
good ion of slow e ICE
ue to iency f little used ed in
Fig. 7
B. E The mach mod one the e effic resul are p pow requ and the b need must ZEV
Fig. 8
C. E due tA dom whicspec reaso 9 rep of th plan
7. Analyzis of C green curve show and the blue are working point op
Electric machi previous simu hine as a start de at any whee considers pot electric mach ciency map sc lts (urban flu plotted on Fig erful enough uirement main
can be recons braking distrib ded to provid
t be also cons V mode.
8. CO2 saving v INRETS cycles (
Electric machi As introduced to two phenom minates for slo
ch dominates cifications whe on, it is intere presents the e he machine, f e corresponds
Urba cycl
ICE Ope point optim
CO2 saving for th ws the part of CO2
ea corresponds to ptimization.
ine power ulations were ting point. Th el power, but l tential consum hine power ha caled with resp uid cycles UF g. 8. It shows t h to minimize
nly depends sidered to a lo bution betwee de vehicle stab
idered, like th
versus nominal (UF2, UF3, R1 an
ine efficiency d in paragraph
mena: ICE wo ow urban cyc for road cyc en designing esting to detail energy distribu for given driv
s to the work
an
les Roa
cycl
rating mization
Regenerative braking
he parallel DSR
2 saving due to br o the amount of
performed fo his choice allo leads to an ov mption gains.
as been calcu pect to the to 1/UF2 and ro that a 25 kW e e CO2 emiss on regenerati ower level if ta
en the front a bility. Other he performanc
electric machine nd R2)
map
h IV.A, consu orking point op cles, and reg
les. This may the electrical l the electric m ution in the to ving cycles. T
king points w
ad
les Highw
cycl
hybrid powertrai raking energy reco
saving due to th
or a 50 kW ele ows a pure ele ersized machi The influenc ulated by usin
rque. Some o oad cycles R1 electric machi ions. This p ive braking m aking into acc and rear axle g
design constr ces required fo
e power for dif
umption gains ptimization, w enerative brak y lead to diff
machine. For machine load.
orques-speed p he red part o which are the
way es
in: the overy, he ICE
ectric ectric ine if ce of ng an of the 1/R2) ine is ower mode count gears raints or the
fferent
s are which aking, ferent r this . Fig.
plane of the most
usedconv corr traneffic respF The effic bestmag
Fig. 9
D. B shouT the adap saviT simubrak cons
Fig. 1
-15 -10 -5 5 10 15
Torque [Nm]
d during the c verted at these responds to w
sits. This ma ciency should Fig. 9.a. and pectively for u
se two picture ciency map an t electric ma gnet, asynchro
9. Energy distrib on INRETS Urb (INRETS R1).
Battery specif This paragrap uld be chosen next analysi pted to the ene To study the ing, one needs ulation, and th king energy i
straints are eas
10. Battery energ different SOC l green lines resp energy in the bat
0 200 400 600
50 00 50 0 50 00 50
Distribution éne
Speed [ra
0 200 40
150 200 250 300 350 400 450
E batt [Wh]
CO
∆E = a)
0 200 400
150 200 250 300 350 400 450
E batt [Wh]
CO
∆E = c)
cycles (high p e operating po working point
p shows the be improved.
d 9.b analyz urban cycles U es can be inter nd give the tec
chine archite nous …) and i
bution of the elec ban cycles and i
fications ph deals with
according to s focuses on ergy transfers influence of to take into a he fact that it if the battery sily included i
gy versus time (r limitations on a pectively corresp ttery
800 1000 1200
ergétique
ad/s]
x
a)
0 600 800 1000
Time [s]
2 saving = 32%
200 Wh
0 600 800 1000
Time [s]
2 saving = 30%
= 50 Wh
percentage of oints). On the c nts through w region of the ze the electr UL1/.../UF2 a rpreted as ide chnical require ecture (synch
improve its de
ectric machine loa in generator mod
h the battery the electric m n its capacity actually neede f the battery account the SO may not be p y capacity is
in dynamic pr
red line) for // D NEDC driving pond to the hig
2 4 6 8 10 12 14 16 x 104
0 200 400
-150 -100 -50 0 50 100 150
Torque [Nm]
0 200
150 200 250 300 350 400 450
E batt [Wh]
∆ b)
0 200
150 200 250 300 350 400 450
E batt [Wh]
d)
the total ener contrary, blue which little en e plane wher ric machine and road cycle al electric ma ements to selec hronous perm
esign.
ad in traction mo de (b) for a road
sizing: its p machine power y, which mus
ed.
capacity on OC limitation i possible to sto too small. T ogramming.
DSR hybridization cycle – The blu ghest and lowest
600 800 1000
Speed [rad/s]
b)
400 600 800
Time [s]
CO2 saving = 32%
∆E = 100 Wh
400 600 800
Time [s]
CO2 saving = 27
∆E = 20 Wh rgy is
parts nergy re the
load e R1.
chine ct the manent
ode (a) d cycle
power r, and st be
CO2
in the ore all These
n with ue and t level
1200 1 2 3 4 5 6 7 8 9 x 104
1000
%
1000
%
batteF capa enerthe batte influ and Wh affec the v smalanaly conscan recov the T cons60 W
Fig. 1
Fig. 1
tool T hybr arch
Fig. 10 shows ery during a N acities: 200 W
gy means that wheels, wher ery is recharg uence of the b
on the consum (Fig. 10.a a cted, but for b vehicle consum
ll to permit ysis enables t sidered cycle:
be correlated vered at the en This analysis h smallest batte sumption for e Wh appears to
11. Power at the versus time for th
12. Smallest batt consumption for
The present wo to calculate t rid powertra itectures for v
0 0 20 40 60 80 100 120
Vehicle speed [km/h]
0
Urba cycle
s the evolutio NEDC cycle Wh, 100 Wh, at the battery i reas an incre ged either by battery limits i mption. For ba and 10.b), th battery capacit mption increas full recovery to define the o
about 100 Wh d to the am nd of the NED has been done ery capacity n each cycle is p
be a good cho
wheel (blue lin he NEDC cycle
tery capacity ne the differents IN
V. CO
ork uses dyna the minimum ain. A com various driving
200 400
Tim
200 400
ΔE=
n
es Ro
cyc
on of the ene (red line) fo 50 Wh, 20 W is providing e easing energy y the wheels is clearly seen attery capaciti he vehicle co ties below (Fi ses as the batt y of the brak
optimal batter h for a NEDC mount of kine DC cycle (Fig.
e for all the IN needed to ac plotted on Fig oice.
ne) and cumulate
eeded to achiev NRETS driving cy
ONCLUSION
amic programm global consu mparative stu g cycles was u
600 800 100
me [s]
600 800 100
=100 Wh
oad cles
Hig cy
ergy stored in r different ba Wh. A decrea electrical energ y means that
or the ICE.
n on the trajec ies larger than onsumption is ig. 10.c and 1 tery capacity i king energy.
ry capacity fo C cycle. This v
etic energy to 11).
NRETS cycles hieve the opt . 12. A capaci
ed energy (green
ve the lowest v ycles.
ming as a pow mption of a g udy of diff undertaken. Fr
00
00 0
100 200 300 400 500 600 700 800 900 1000
Energy [Wh]
ghway ycles
n the attery
asing gy to t the ctory The n 100 s not 10.d),
is too This or the value o be s, and
timal ity of
n line)
vehicle
werful given ferent rom a
stric brinhybr elecbe th comI para be s poinG low urba thesT for p
[1]
[2]
[3]
[4]
[5]
[6]
[7]
[8]
[9]
[10]
[11]
[12]
[13]
[14]
ct energetic po ng much bene
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