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Hybrid Drive Systems for Vehicles
The Series Hybrid
The Complex Hybrid
EHS
© Mats Alaküla
Study Tour October 9th
• Borg Warner
– 09:00 ... 15:00
– Possibly w lunch
© Mats Alaküla EHS
The Parallel Hybrid
• The EM provides the dynamics
that the ICE cannot
• Stationary solution:
© Mats Alaküla EHS
IC E EM
PEBatt
GEARClutch
D
DIFF
*
*
*
ice
r
wheel
em Tg
TT
ice
icesocauxtractiveice PSOCSOCkPP
dt
dP
** )*(
ech
batt
soc
Wk
arg
max,
400
auxtractiveice PPP *
Efficiency limitation
• Turn off the ICE if the efficiency
is not high enough ...
– leads to pure electric drive and
battery depletion .... which ...
– leads to increased charge power
requirement ... meaning ...
– that the ICE efficiency increases and
it is restarted
© Mats Alaküla EHS
Charge sustaining / depleting mode
© Mats Alaküla EHS
Control of the Parallell Hybrid Vehicle
© Mats Alaküla EHS
Gear select
”Throttle”*
iceT
*
ice
- +
*
emT
Wheel radius
&
Gear ratio
Speed
+ -
Dynamics
Limitation
Efficiency
Limitation
+ X
ICEOffOn /
*
iceP*
iceP*
chargeP
*
tractionP
*SOC SOC
RPMNm
RPMNm
RPMNm
*Speed
+
-X
*
tractiveF *
shaftinputgearboxT
D
Energy
Storage
+ -
El.
machDiesel Engine
Power
Electronics
Gearbox
Benefits of the Parallel hybrid
• Minimum of energy conversions
• Minimim of electrical machines
© Mats Alaküla EHS
Design of a Parallel hybrid
• Philosophy:
1: Big ICE & small EM. Since EM and
battery are expensive and ICE is
getting better by itself.
2: Small ICE & big EM. ”Plug in
Hybrid”. Commuter car using mostly
electric energy from the PowerGrid.
© Mats Alaküla EHS
Philosophy 1 – Big ICE
• Select 80 kW ICE and 20 kW EM
• Big ICE for safety in case SOC low
• 20 kW Em enough to take off and to run silently and emission free at low speed– In residential area nighttime
– In garage
– ...
• Make a Sensitivity Study !
© Mats Alaküla EHS
Conclusion on the parallel hybrid
• Competitive design
– Simple, cheap and safe
• Can be either a charge
sustaining hybrid or an charge
depleting hybrid
© Mats Alaküla EHS
Control of the Series Hybrid Vehicle
© Mats Alaküla EHS
”Throttle”*
iceT
*
ice
*
emTWheel radius
&
Gear ratio
Speed Contr+
-
ice
*
genT
Speed
+ -
Dynamics
Limitation
Efficiency
Limitation
+ X
ICEOffOn /
*
iceP*
iceP*
chargeP
*
tractionP
*SOC SOC
RPMNm
RPMNm
RPMNm
*Speed
+
-X
*
tractiveF
Diesel EngineEl.
mach
Power
Electronics
>30%
95 %
95 %
D
Energy
Storage
+ -
El.
mach
Power
Electronics
95 %
95 %
98 %
System design of a series hybrid
• 100 kW in total installed power ...
• Split 60 kW traction, 20+20 kW
ICE+gen
• Traction motor torque and
speed?
– Assume 0...100 km/h in 10 seconds
– Max torque 200 Nm EM with gr2=5.0
– Max speed vmax/rw* gr2 *30/pi=8800
rpm
© Mats Alaküla EHS
NmrFT
NamF
wheelwheel 10003.0*3600
360010/)6.3/100(1300
The Traction motor
© Mats Alaküla EHS
0200
400600
800
0
50
100
150
200
0
0.5
1
Speed [rad/s]
Electrical machine efficiency
Torque [Nm]
System design of a series hybrid
• ICE and Generator?
– 20 kW each
– Tgen_max=1.2*Tice_max. Margin for
speed control of ICE+generator.
– wgen_max=wice_max
© Mats Alaküla EHS
To Simulink
© Mats Alaküla EHS
Series hybrid modelv* & v
-K-
m/s -> km/h
Tice
Tem1
Tem2
Tbroms
Fv äg
v
Tdriv
Wf riktion
Wbroms
w_genset
Transmission
wem2
T*em2
T_em2
Pel_em2
Traction Motor (EM2)
Wbränsle
HastighetFC
SOC
v Froad
Modell av vägen
T*ice
wice
Fuel energyTicePice
EtaICE
ICE-model
wem1
T*em1
T_em1
Pel_em1
Generator (em1)
v bus *
v busTtot*
Förare
Twheel*
v
SOC
w_genset
Tice*
w_genset
Tem1*
Tem2*
w_em2
Drivlinans
styrsystem
Paux
Bränsleförbruking
T*em2
Tem2
T_broms
Broms
P elm1
P elm2
P aux
SOC
Ploss
Pcharge
Batteri
Driv ing cy cle
Rethink ...
• ICE and Generator?
– 25 kW each
– Tgen_max=1.2*Tice_max. Margin for
speed control of ICE+generator.
– wgen_max=wice_max
© Mats Alaküla EHS
Conclusions on the Series Hybrid
• Highest possible ICE dynamics
should be utilized
• The high number of energy
conversions is a drawback
• Mostly for city traffic
© Mats Alaküla EHS
The Complex Hybrid Vehicle
© Mats Alaküla EHS
Advantage:
- CVT function
- Simple mechanical gearbox
Drawbacks:
- Two el. drives
- Not flexible for alternative ICE’s
- Maximum output torque limited by solar wheel motor
DEnergy
Storage
+ -
Power
Electronics
El.
mac
h
El.
mac
h
Diesel Engine
Power
Electronics
The Complex Hybrid
© Mats Alaküla EHS
Complex transmission power flow
• Some energy the ”series”
way, some the ”parallell”
• The ”series” way means 4
conversions !
© Mats Alaküla EHS
IC E
D
DIFFEM1
rc
Ring wheel (em2)
Sola
r wheel (em
1)
Car
rier w
heel
(ICE)
Pla
net wheel
EM2
KEKE
BattBattBatt
Tem1<0
em1 <>0Tem2<>0
em2 >0
Complex transmission Control
• Strategy:
– Select ICE speed and torque for
optimum efficiency
– Set ICE torque to reference
– Use EM1 for speed control of ICE
– Use EM2 for transmission torque
levelling
• Almost like Series for ICE speed
control
• Almost like Parallel for
tranmission torque levelling
© Mats Alaküla EHS
Control of the Complex Hybrid Vehicle
© Mats Alaküla EHS
”Throttle”
*
iceT
*
ice
*
emT
Wheel radius
& final gear
Speed Contr+
-
ice
*
genT
Speed
+ -
Dynamics
Limitation
Efficiency
Limitation
+ X
ICEOffOn /
*
iceP*
iceP*
chargeP
*
tractionP
*SOC SOC
RPMNm
RPMNm
RPMNm
*Speed
+
-X
*
tractiveF
DEnergy
Storage
+ -
Power
Electronics
El.
mac
h
El.
mac
h
Diesel Engine
Power
Electronics
- + *
shaftinputgearboxT
Torque relation: Solar/Carrier
© Mats Alaküla EHS
Torque relation: Ring/Carrier
© Mats Alaküla EHS
Torque relation: Ring/Solar
© Mats Alaküla EHS
Speed relations
© Mats Alaküla EHS
Hybrid Definitions
© Mats Alaküla EHS
Hybrid Definitions
© Mats Alaküla EHS
Hybrid Definitions
© Mats Alaküla EHS