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Sizing and Fuel Consumption Evaluation Methodology for Hybrid Light Duty Vehicles

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Sizing and Fuel Consumption Evaluation Methodology for Hybrid Light Duty Vehicles World Electric Vehicle Journal Vol. 4 - ISSN 2032-6653 - © 2010 WEVA Page000249 EVS25 Shenzhen, China, Nov 5-9, 2010 Sizing and fuel consumption evaluation methodology for hybrid light duty vehicles Nicolas Marc1,3, Eric Prada1, Antonio Sciarretta2, Shadab Anwer1, Franck Vangraefschepe2, François Badin1, Alain Charlet3, Pascal Higelin3 1 IFP Energies nouvelles, Rond-point de l'échangeur de Solaize, BP 3, 69360 Solaize, France ([email protected]) 2 IFP Energies nouvelles, 1 et 4 avenue de Bois-Préau, 92852 Rueil-Malmaison, France 3 PRISME/EPM, Université d'Orléans, 8 rue Léonard de Vinci, 45072 Orléans Cedex 2, France Abstract This paper presents a methodology dedicated to component sizing and fuel consumption evaluation of different degree of hybridization for light duty vehicles applications. The methodology will be described together with vehicle and components simulation and sizing principles. To ensure a systematic approach, with no bias for any of the cases considered, the energy management of the hybrid drivetrain will be carried out thanks to an optimization based on the Pontryagin's Minimum Principle. As hybrid fuel consumption is highly dependant on vehicle type of use, the hybrid vehicles will be evaluated on different actual use driving patterns as well as on missions representing the daily usage of the vehicle. The methodology and a panel of results are presented in the paper. Keywords: HEV, plug-in HEV, components sizing, energy consumption, simulation, optimized energy management 1 Introduction of map representations of the differently sized components (battery, electric HEVs are complex systems in which many machine, IC engine, etc.); parameters could impact the fuel economy potential and it appears that car and component 2. a method to compute the optimal vehicle manufacturers are unveiling various types of energy management (torque, speed, power) architectures (Toyota, Honda, GM, BMW, as a function of time for a given drive Daimler, Nissan, PSA, BYD...). cycle, based on optimal control theory and Pontryagin's Minimum Principle. Therefore, to compare these different solutions on a same basis, a comprehensive approach to pre- The vehicle considered in our evaluation is a dimension and assess hybrid-electric powertrain passenger car in the low-mid range group. architectures energy efficiency potential is necessary. Such methodology will be presented in 2 Powertrain requirements and the paper with results illustrating various degree of hybridization for a parallel architecture for a components sizing light duty vehicle, according to their type of use. 2.1 Drivetrain architectures The developed approach consists of: Two different hybrid configurations were 1. a method dedicated to the sizing of the considered, both of them based on the same vehicle components, with respect to the architecture (parallel pre-transmission) but with Program of Demand, and to the generation different functionalities, i.e.: EVS25 World Battery, Hybrid and Fuel Cell Electric Vehicle Symposium 1 World Electric Vehicle Journal Vol. 4 - ISSN 2032-6653 - © 2010 WEVA Page000250 parallel full hybrid operating in Charge • 2.2.1 Dynamic performances Sustaining mode (HEV CS); The HEVs considered in this study are based on a • parallel plug in full hybrid (PHEV) light duty vehicle and our hypothesis is that they operating in Charge Depleting (CD) mode and must fulfill the same requirements as their implementing two different strategies i.e.: conventional counterpart. One could note that o A blended type strategy for all areas where extra requirements, specific to hybridization, and the use of the IC engine is allowed, this mean depending on the architecture, must also be that the IC engine will be used to cover the fulfilled. vehicle dynamic performances, in For the 2 types of hybrid vehicles considered, the cooperation with the electric chain if required performances requirements must be listed as: by the driving conditions. This strategy has the advantage to reduce the constraints on the • Dynamic performances on a flat road, battery pack and electric machine sizing, as typically wide opened throttle, 0-100 km/h or 0- far as maximum peak power is concerned; 1000 m. Such performances are usually obtained in hybrid mode, with the help of the on o An all electric mode for specific inner board energy storage system (ESS), but they urban areas where the IC engine would be should also be checked in case the ESS is fully prohibited, corresponding to an Urban- depleted and then became of no help; Capable PHEV [1]. The electric chain will then have to be sized according to the • Dynamic performances to be maintained in specified driving conditions for its maximum case of slope, typically steady speed of 110 or power, the battery energy being a 130 km/h on a 5% slope. In this case the ESS is consequence of the requested All Electric not supposed to be involved and performances Range (AER); will be given by the IC engine alone for parallel architectures; The hypothesis together with the methodology used is described in the following chapter. For the specific PHEV case: • Dynamic performances and range to be 2.2 Sizing Methodology of the obtained in all electric conditions (AER). In this Powertrain case the vehicle is generally operated in specific urban conditions and we considered the urban Electric machine Sizing generation methodology cycle generated in the frame of the European Framework Program Artemis [2]. The range will be given by the ESS total energy and by the No Requirements on E- • regeneration capability allowed State Of Charge (SOC) window (see Machine? hereafter); Yes 100 Sizing with slope constraint Sizing without slope constraint IC Engine Sizing 90 generation methodology 80 70 60 No Requirements • Acceleration 0-100kmh hybrid on IC Engine? • Velocity on slope Engine only 50 40 Yes 30 IC Engine Power [kW] Battery Sizing 20 generation methodology 10 0 Reference 15 20 25 30 35 40 • power in charge and discharge vehicle No Requirements •mass, volume, theoretical energy Electric Machine Power [kW] on Battery? • evaluation on mission (Ageing) Yes Figure 2: Effects of Program of Demand on IC engine sizing Best fuel No Yes Vehicle and economy on components sized An illustration of the IC engine sizing for the mission? parallel full CS hybrid case is given in Figure 2. It Figure 1: Sizing Workflow for the HEV CS case appears that the IC engine power may be decreased according to the electric machine, power electronic and battery, size, in flat conditions, but due to the operation in case of EVS25 World Battery, Hybrid and Fuel Cell Electric Vehicle Symposium 2 World Electric Vehicle Journal Vol. 4 - ISSN 2032-6653 - © 2010 WEVA Page000251 slope, a minimum IC engine power must be 25% [1]. These values appear to be very close and considered (not less than 58 kW in the example). consequently the SOC window considered in our The pre-dimensioning of the powertrain obtained evaluation was 90% to 30%. Two battery sizes by fulfilling all the requirements of the vehicle were then considered to cover a wide range of Program of Demand allows us to define the main use, i.e. 5 and 10 kWh of total energy. characteristics of the components (peak power, One could note that the previous knowledge of the energy...), the difficulty then is to get the model requested power to cope up with the AER driving and the relevant data for these components. In schedule (see 2.2.1) will now lead to the battery parametric studies, linear (or homothetic-scaling) Power/Energy ratio (P/E). approaches are often used to define the components simulation parameters (efficiency 2.3 IC Engine steady-state map maps for example) [3]. In this study the sizing generation methodology was kept simple for the IC engine A steady state model of a naturally aspirated and the electric machine, while a more complex gasoline IC engine using data recorded on our test approach, introducing similitude laws, was used bench has been created, In order to generate the to size the battery pack. efficiency maps for the different IC engines required in our procedure, a linear scaling of the 2.2.2 Energy consideration consumption map and maximal torque curve were For the CS hybrid case, the procedure described used. This approximation is reasonable as long as above will lead to multiple pairs of IC engine and the power of the scaled engine is closed to the electric machine (and corresponding battery) able power of the original engine (in our case 80 kW to fulfil the dynamic Program of Demand, as original downsized to 59 kW). illustrated in Figure 2. In order to make the final choice, two criteria may be used i.e.: 2.4 Battery sizing problem • consider the amount of energy available for Battery pack sizing for a specific vehicle usage be regeneration during deceleration phases. The it HEV, PHEV or EV is generally a rather choice of the electric component peak power in difficult task due to a wide range of cell regeneration phase may be done according to chemistries, and typologies. Many serial/parallel the amount of energy we want to capture. This cells associations of a battery pack can fulfill will give us an indication of the minimum power and energy requirements of vehicle use but power of the electric components; are constrained by mass, volume, cost and ageing. • consider the fuel consumption obtained, for The objective is to optimize the battery pack size each component sizing, using different vehicle in terms of power, energy and mass in order to driving conditions. For the application respect the vehicle Program of Demand and considered in this paper, we made the minimize its fuel consumption. simulation for a commuter case with urban and Data sheets of commercial cells exhibiting road type of use, but some other specific driving different capacities provide power, energy and patterns may be applied (urban taxi, refuse resistance values from which one can compute the vehicle, urban buses...); P/E ratios from high-energy cells to ultra high Other considerations such as battery ageing power cells.
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