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Control System Development for an Advanced-Technology Medium-Duty Hybrid Electric Truck

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Control System Development for an Advanced-Technology Medium-Duty Hybrid Electric Truck International Truck & Bus Meeting & Exhibition, Fort Worth, TX, November 2003. 2003-01-3369 Control System Development for an Advanced-Technology Medium-Duty Hybrid Electric Truck Chan-Chiao Lin, Huei Peng and Jessy W. Grizzle University of Michigan Jason Liu and Matt Busdiecker Eaton Corporation Copyright © 2003 SAE International ABSTRACT traction motor, Lithium-Ion batteries, an automatic clutch, and an automated manual transmission system. The power management control system development The motor is directly linked between the output of the and vehicle test results for a medium-duty hybrid electric master clutch and the input to the transmission. This truck are reported in this paper. The design procedure architecture provides the regenerative braking during adopted is a model-based approach, and is based on deceleration and allows efficient motor assist and the dynamic programming technique. A vehicle model is recharge operations by the engine. first developed, and the optimal control actions to maximize fuel economy are then obtained by the The control of hybrid powertrains is more complicated dynamic programming method. A near-optimal control than the control of ICE-only powertrain. First, one needs strategy is subsequently extracted and implemented to determine the optimal operating mode among five using a rapid-prototyping control development system, possible modes (motor only, engine only, power assist, which provides a convenient environment to adjust the recharge, and regenerative). Furthermore, when the control algorithms and accommodate various I/O power assist mode or the recharge mode is selected, the configurations. Dynamometer-testing results confirm engine power, motor power and transmission gear ratio that the proposed algorithm helps the prototype hybrid need to be selected to achieve optimal fuel economy, truck to achieve a 45% fuel economy improvement on emissions reduction, charge balance, and drivability. the benchmark (non-hybrid) vehicle. It also compares With the increased powertrain complexity and the need favorably to a conventional rule-based control method, to achieve multiple objectives, a two-level control which only achieves a 31% fuel economy improvement architecture was adopted. A supervisory powertrain on the same hybrid vehicle. controller (SPC) sits at the top to manage the operation of the hybrid powertrain system. The supervisory INTRODUCTION powertrain controller is designed to include the following functions: power management strategy, transmissions Hybrid powertrain is among the most visible shifting control, smooth operation logic, I/O transportation technologies developed over the last communication, and system monitor and diagnosis. At decade. Starting from the ground-breaking PNGV effort every sampling time, the supervisory powertrain in the early 1990’s, the introduction of Prius and Insight controller sends commands (set points or desired states) hybrid vehicles in the late 1990’s, to the planned 2005 to each sub-system control module and receives sensor lineup of close to 10 commercially available vehicles in signals and diagnostic status from each sub-system. the US, hybrid vehicles have moved quickly from The low-level control systems manipulate the local-level concept to reality. This quick acceptance is mainly due inputs to follow the SPC commands as long as other to the potential of hybrid technologies in reducing fuel local constraints are not violated. consumption and emissions, especially for vehicles driving in urban areas with frequent starts and stops. To ensure that the SPC achieves a guaranteed level of performance and robustness, a model-based design In this paper, the design of a power management control process was adopted. First, models and look-up tables system is described for a hybrid electric vehicle (HEV). for all sub-systems were developed or documented. A The hybrid electric truck that employs this control system vehicle simulation model was then developed for vehicle features a “Direct Hybrid” powertrain system [1], which performance analysis and control algorithm integrates an advanced diesel engine, an electric development. The SPC control was developed based on the dynamic programming technique, which aims to International Truck & Bus Meeting & Exhibition, Fort Worth, TX, November 2003. maximize fuel economy without sacrificing drivability. A the hybridization. There were no changes to major near-optimal control strategy was extracted and chassis systems such as brakes, wheels and tires. The implemented in a PC-based rapid-prototyping system to basic specifications of the vehicle are given in Table 1. provide a fast and easy way to adjust the control algorithms and accommodate various I/O configurations. More importantly, the entire development process of the control system provides a seamless environment of control algorithm design, implementation, and testing for flexible hybrid powertrains. The paper is arranged as follows. The configuration of the prototype hybrid electric vehicle system is introduced first, followed by the description of the control system architecture implemented in the vehicle. Next, a model- based design approach based on the dynamic programming technique is proposed to develop the control strategy in the supervisory powertrain controller. The prototype hybrid vehicle with the developed control system is evaluated through the chassis dynamometer Figure 1: Eaton hybrid electric powertrain test to demonstrate the fuel economy improvement, followed by the summary and conclusion. PROTOTYPE HYBRID TRUCK INTEGRATION The goal of the prototype hybrid truck program is to improve the fuel economy by 50% and to reduce emissions by 90% over the benchmark, non-hybrid vehicle. In order to achieve this aggressive performance requirement, the function of the hybrid system needs to be optimized to provide these large improvements in fuel economy and emissions, while still meeting the performance requirements of the vehicle. Figure 2: Hybrid Drive Unit assembly VEHICLE SYSTEM CONFIGURATION The hybrid electric powertrain, shown in Figure 1 is a Table 1: Basic vehicle specifications parallel hybrid configuration that has the capability to Engine I4, 4.3L, 170HP provide five different operational modes: motor-only, 6 speed, Automated engine-only, power-assist, recharging, and regenerative Transmission braking. The down-sized diesel engine is connected to Manual Peak Power: 44 kW the automatic clutch which is electronically controlled to Electric Motor smoothly engage and disengage during the vehicle Peak Torque: 420 Nm launch and stop scenarios. The electric motor is directly Li-Ion type mounted on the output of the automatic clutch. In other Battery Nominal Voltage: 340 V words, the engine and electric motor both transfer power Energy Storage: 2.5 kWh to the output of the automatic clutch, and no additional Wheels 19.5 inch, steel torque coupling device is required in this configuration. The blended torque of the engine and motor drives the GVWR 16000 lbs Eaton Fuller AutoShift transmission, which is a shift-by- Cargo Area 700 cubic feet wire automated manual transmission (AMT) system. This allows gear shifting operation without driver Rear Axle Ratio 3.31 involvement, similar to an automatic transmission, while possessing the high efficiency of a manual transmission. Figure 2 shows the Hybrid Drive Unit assembly, which incorporates the automatic clutch, electric motor, and automated manual transmission into a single driveline CONTROL SYSTEM ARCHITECTURE component. The hybrid vehicle is an integrated system that consists It should be noted that the chassis and body of the of many sub-systems including engine, transmission, baseline truck were modified only minimally to enable motor, battery, clutch, brakes, etc. Each sub-system is International Truck & Bus Meeting & Exhibition, Fort Worth, TX, November 2003. also a complex system that has its own functionality and For most cases, the task of the low-level controller can desired performance. In this case, almost every sub- be treated as a classical regulating/tracking control system is equipped with sensors, actuators, and a problem. The low-level control systems can also be control system to regulate its behavior. Moreover, all designed for different goals, such as improved sub-systems need to be coordinated in an optimal drivability, while ensuring the set-points commanded by manner to achieve different objectives, e.g. fuel the high-level controller are achieved reliably. The two- economy, emissions reduction, charge balance, and level control architecture implies that the supervisory drivability. With this increasing complexity of powertrain controller only controls the hybrid vehicle by using high- system and the need of achieving multiple objectives, an level control signals such as power, torque, and speed integrated vehicle-level controller is required to while the low-level variables such as fuel injection, accomplish the task [2]. current, and voltage are kept within the low-level controllers. This makes it possible to simplify and expedite the control design. It should be noted that TWO-LEVEL HIERARCHICAL CONTROL much attention has been paid to the design of the sub- ARCHITECTURE system controllers due to the dominance of conventional vehicles and continuing research on electric vehicles. A two-level hierarchical control architecture is used in The related technologies are relatively mature. controlling the prototype hybrid powertrain as shown in However, a systematic design
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