2009 International Conference on Measuring Technology and Mechatronics Automation

Investigation to Simulation of Regenerative Braking for Parallel Hydraulic Hybrid Vehicles

Tao Liu
Harbin Institute of Technology Harbin, china Lt4325@163.com

Jihai Jiang
Harbin Institute of Technology Harbin, china jjhlxw@hit.edu.cn

Hui Sun
Harbin Institute of Technology Harbin, china sunhuinievana@163.com
AbstractParallel hydraulic hybrid vehicles (PHHV) have the potential of improving fuel economy by operating the engine in the optimum efficiency range and making use of regenerative braking during deceleration. Based on the analysis of the characteristics of braking in the city drive cycle and high power density of hydraulic hybrid vehicles, a new regenerative braking strategy tailored specially for PHHV was proposed to improve the fuel economy. The simulation results shown that hydraulic regenerative braking strategy reasonably distributed the hydraulic regenerative braking torque and traditional friction braking torque, effectively regenerated braking energy of the vehicle under the premise of safety brake and improved the braking performance. Keywords-automotive engineering; regenerative braking; simulation

The higher power density of hydraulic accumulator and complicated coordinating operation between hydraulic regenerative braking system and traditional friction braking system require carefully designed braking control strategy to coordinate all the braking systems in an optimal manner and maximize the braking energy regeneration while satisfying the braking performance constraints [4]. In this study, a new braking control strategy is proposed based on the analysis of the characteristics of braking in the city drive cycle and high power density of hydraulic hybrid vehicles, the controller of hydraulic regenerative braking is proposed to improve the braking energy regeneration of PHHV. The simulated results demonstrated its effectiveness in further improving the braking energy regeneration and braking performance. II. CONFIGURATION OF PHHV This front-wheel-drive hydraulic hybrid vehicle, shown in Fig.1, consists primarily of an internal combustion engine, a high pressure accumulator, low pressure reservoir, and a variable displacement hydraulic pump/motor unit. The primary power source is the same engine used in the conventional vehicle. The transmission, propeller shaft, and the differential and driving shaft are the same as those in the conventional vehicle. The hydraulic pump/motor is coupled to the propeller shaft via a torque coupler.

I.

INTRODUCTION

Energy conservation and environmental protection has become a global hot topic. In the face of this situation, Countries around the world are researching and developing new energy policies and more stringent vehicle emissions regulations, and do everything possible to develop energy saving and environmental protection vehicles. As an important branch of hybrid technology, hydraulic hybrid vehicle has increasingly aroused the attention of the research institutions and automotive manufacturers all over the world [1]. Parallel hydraulic hybrid systems, using a combination of an engine and hydraulic pump/motor, have the potential of improving fuel economy by operating the engine in the optimum efficiency range and making use of regenerative braking during deceleration. Hydraulic accumulator has the advantage of high power density and the ability to accept the high rates and high frequencies of charging and discharging, both of which are not favorable for batteries [2]. Therefore hydraulic hybrid technology is well suited for luxury passenger cars, sport utility vehicles and heavy-duty trucks [3].

Figure 1. Configuration of PHHV

978-0-7695-3583-8/09 $25.00 2009 IEEE DOI 10.1109/ICMTMA.2009.418

242

During deceleration, the hydraulic pump/motor decelerates the vehicle while operating as a pump to capture the energy normally lost to friction brakes in a conventional vehicle. Also, when the vehicle brake is applied, the hydraulic pump/motor uses the braking energy to charge the hydraulic fluid from a low pressure hydraulic accumulator into a high-pressure accumulator, increasing the pressure of the nitrogen gas in the high pressure accumulator. The high pressure hydraulic fluid is used by the hydraulic pump/motor unit to generate torque during the next vehicle launch and acceleration [5]. The front wheel braking force Ff1 and the rear wheel braking force Ff2 are given by (1) and (2), respectively.

pmin

2 m

r dt , i0 ig iP / M Vg

dvavg

(6)

The maximum working pressure of accumulator can not exceed the maximum allowed pressure of hydraulic accumulator. pacc ,max pmax . (7) C. Selection Criteria for Hydraulic Pump/motor At the beginning of vehicle launch, hydraulic pump/motor is used to provide the total propulsion power. During braking, hydraulic pump/motor is used as a pump to regenerate the braking energy. Accordingly, the minimum displacement of hydraulic pump/motor is expressed as min(VP / M ) = max(VP / M 1 , VP / M 2 ) , (8)
VP / M 1 = 0.377r 60 P / M pmax i0 ig iP / M
2 , Cd Avmax Gf + 21.15

Ff 1 = (Gb + m Ff 2

du hg ) / L , dt du = (Ga m hg ) / L . dt

(1) (2)

Where: is the friction coefficient between tire and road surface. a is the distance from vehicle center of gravity to front axle center line. b is the distance from vehicle center of gravity to rear axle center line. L is wheel base. hg is the height of the center of gravity. During the course of braking, the front axle load increases and the rear axle load decreases, therefore, the front-wheel-drive mode has greater potential in braking energy regeneration and better braking performance. III. SELECTION CRITERIA FOR IMPORTANT COMPONENTS

(9)

VP / M 2 =

r dt . i0 ig iP / M pmin

2 m

dvavg

(10)

D. Ratio Design of Torque Coupler The torque coupler ratio is designed to insure hydraulic pump/motor works in high efficiency region during the course of braking and driving, which is expressed as

A. Selection Criteria for Engine Power The selection of engine power in PHHV is to ensure that the engine work in the mid/high load region characterized by highest efficiency when the vehicle at cruise speed. Engine power is expressed as 3 Cd Avavg 1 (Gfv + ), (3) Pe = 3600 21.15 Consider additional 2% of the climbing power margin, the air conditioning power and 10% of the rechargeable pressure power, (3) is changed as follows.
Pe _ max = Pe + Pacc + Pi + Pchr .

iP / M =
IV.

0.377 r ng i0 ig Vavg

(11)

HYDRAULC REGENERATIVE BRAKING STRATEGY

(4)

B. Selection Criteria for Hydraulic Accumulator Hydraulic accumulator must have enough space to store the kinetic energy of the vehicle at cruising speed. Accumulator volume is expressed as

E = pdV =
v1

vt

n p1V1 p1 1 1 2 , [( ) n 1] mvavg n 1 p 2

(5)

Where: p1 is the minimum working pressure of hydraulic accumulator. V1 is the gas volume when the pressure is the lowest. n is poly-index of gas. The minimum working pressure of hydraulic accumulator is expressed as

A. Distribution Rules for Regenerative Braking Force For hydraulic hybrid vehicle, the braking force distribution is different from traditional vehicle because the hydraulic pump/motor can regenerate part of the braking energy [6]. For trucks, the braking torque required varies greatly when the vehicles are full load or no load. The braking force distribution strategy of PHHV is shown in Fig. 2. The braking force distribution principle of PHHV is as follow. If vehicle is full load and braking density z 0.06, or vehicle is no load and braking density z 0.1, the hydraulic regenerative braking system provides the total braking force If vehicle is full load and braking density 0.1< z < 0.5, or vehicle is no load and braking density 0.1< z < 0.7, the combination braking method is used, that is hydraulic regenerative braking system cooperated with friction braking system in providing the total braking force. If the maximum force provided by hydraulic pump/motor exceeds the required front wheel braking force, the front wheel braking force is wholly provided by hydraulic regenerative braking system, otherwise, provided by both the hydraulic

243

regenerative braking system and friction braking system.

If vehicle is full load and braking density z > 0.5, or vehicle is no load and braking density z > 0.7, the total braking force is provided by friction braking system to guarantee the safety during emergent braking.
2500
0.8

the torque difference. Meanwhile, the rate of tire slip is introduced into the control strategy of hydraulic regenerative braking. When the slip ratio exceeded the predetermined value 0.2, the hydraulic regenerative braking system does not work and the traditional friction braking system provided the total braking torque to guarantee the braking safety. V. SIMULATION RESEARCH

2000

0.7 0.6

Rear braking force (N)

Full load regenerative force distribute No load regenerative force distribute

1500 0.5
0.4

I r

1000 0.3
0.2
friction braking force+regen. braking force

500

0.1

0 0

no-load full load 0.1 0.2 0.3

A. Simulation Model andPparameters In order to verify the effect of the proposed regenerative braking strategy, a back-forward hydraulic hybrid vehicle simulation model is implemented in SIMULINK. Hybrid control unit mainly includes the hydraulic regenerative braking strategy mentioned in this study and other basic strategies, such as energy reuse strategy, and so on. The basic parameters of PHHV are shown in table II.
TABLE II. Parameters of Vehicle and its Components Wheel radius Rolling resistance Aerodynamic drag coefficient Frontal area Total vehicle mass Volume Accumulator system Max working pressure Min working pressure Gear ratio Transmission Main gear ratio Torque coupler ratio Type Hydraulic pump/motor Displacement Max Torque 0.5m 0.02 0.65 6.5 m2 14310 kg 63L 35 MPa 18 MPa 6.62, 3.99, 2.47, 1.55,1 4.85 1.2 A4VG90 90ml 572N.m

f
0.4 0.5 0.6 0.7 0.8

1000

2000

3000

4000

5000

6000

7000

Front braking force (N)

Figure 2. Braking force distribution curves of HHV

B. Regenerative Braking Control Rules of PHHV Based on the analysis of regenerative braking force distribution of PHHV, the control strategy for regenerative braking is proposed, which is shown in Table I.
TABLE I. Regenerative Braking Control Rules of PHHV Conclusion Treg=Treq; Tfri=0 Treg=Thyd_max; Tfri=Treq-Thyd_max Treg=0; Tfri=Treq Treg=Treq; Tfri=0 Treg=Thyd_max; Tfri=Treq-Thyd_max Treg=0; Tfri=Treq Treg=0; Tfri=Treq

Vehicle

Condition If 0<|ab||al| and 0<TreqThyd_max and SOCmin<SOC<SOCmax and s0.2 If 0<|ab||al| and Treq>Thyd_max and SOCmin<SOC<SOCmax and s0.2 If 0<|ab||al| and (Treq>Thyd_max or 0<TreqThyd_max) and SOCmin<SOC<SOCmax and s>0.2 If |al|<|ab|<|ah| and 0<TreqThyd_max and SOCmin<SOC<SOCmax and s0.2 If |al|<|ab|<|ah| and Treq>Thyd_max and SOCmin<SOC<SOCmax and s0.2 If |al|<|ab|<|ah| and (Treq>Thyd_max or 0<TreqThyd_max) and SOCmin<SOC<SOCmax and s>0.2 If |ab||ah|

B. Braking Energy Regeneration Simulation Research When vehicle is no load and braking density z < 0.1, the hydraulic regenerative braking system provides the total braking force. The simulation results are shown in Fig. 3.
28

Where: ab is the deceleration of vehicle, al is deceleration reference value of light braking, ah is deceleration reference value of hard braking, SOCmin is the min working pressure reference value of hydraulic accumulator, SOCmax is the max working pressure reference value of hydraulic accumulator. During braking, the braking controller determined the driver's braking intention and calculated the required braking torque based on the depressing amplitude, depressing speed and depressing acceleration of the brake pedal. The front wheel and rear wheel braking forces are determined according to the braking force distribution rule of PHHV. If the maximum regenerative braking torque provided by hydraulic pump/motor is lower than the required braking torque of front wheel, the friction braking system provided

35

Vehicle Speed
28

0.0

300

Hydraulic regenerative torque

200

24

14

Acc. pressure

-0.6

100

Deceleration
20

10

15

-0.9 20

Time (s)

Figure 3. Hydraulic regenerative braking simulation curves under z<0.1

The rate of braking energy regeneration is defined as

244

Torque (N.m)

21

-0.3

Acceleration m/s 

velocity km/h

Pressure (MPa)

p1V1n 1 n 1 n Eacc n 1 (V V1 ) = . = Er 1 m(v22 v12 ) 2

Where: Er is the kinetic energy of the
acc

VI. (12) vehicle,

CONCLUSIONS

1 Er = 2 m(v22 v12 ) .
energy of
vt

is the regenerated braking accumulator,

the

hydraulic

acc

pV n = pdV = 1 1 (V 1 n V11 n ) . n 1 v1

Calculated from the simulation data, the braking energy recovery rate of hydraulic hybrid system under light braking is

E E

acc r

295120 = 51.02% . 578400

Regeneration of braking energy is a major factor in improving fuel economy of PHHV. In this paper, the important components design criteria for PHHV is researched to improve the fuel-saving potential while satisfying performance constraints. A new regenerative braking strategy was proposed based on the analysis of the characteristics of braking in the city driving cycle. The simulation results shown that the proposed hydraulic regenerative brake strategy reasonably distributed the regenerative braking torque and traditional friction braking torque, effectively regenerated braking energy under the premise of safety brake, improved the braking performance of the vehicle and fuel economy, which provided the practical feasible method for parallel hydraulic hybrid vehicle. REFERENCES
[1] HEWKO L O, WEBER T R, Hydraulic energy storage based hybrid propulsion system for a terrestrial vehicle, Proceedings of the Intersociety Energy Conversion Engineering Conference, Reno, NV, USA, Aug, 12-17, 1990(4): 99-105 Lynn A., Smid E., Eshraghi M., Caldwell N, Modeling hydraulic regenerative hybrid vehicles using AMESim and Matlab/Simulink, Proceedings of SPIE - The International Society for Optical Engineering, 2005: 24-40. Matheson, P. and Stecki, J, Modeling and simulation of a fuzzy logic controller for a hydraulic-hybrid powertrain for use in heavy commercial vehicles, SAE Paper No. 2003-01-3275. Peng, D., Yin, C. L. and Zhang, J. W, Advanced braking control system for hybrid electric vehicle using fuzzy control logic, SAE paper No. 2006-01-3583. Kim, Y. J.and Filipi, Z, Simulation study of a series hydraulic hybrid propulsion system for a light truck, SAE paper No. 2007-01-4151. Sun H., Jiang J. H., Wang X. and Su W. H, Research on the regenerative braking control strategy for hydrostatic transmission hybrid vehicle, Journal of Northeastern University, 2008 (29): 248252.

When braking density 0.1< z < 0.5, the hydraulic regenerative braking system cooperated with friction braking system in providing the total braking torque. The simulation results are shown in Fig. 4. Calculated from the simulation data, the braking energy recovery rate of hydraulic hybrid system under mild braking are 36.93% and 25.28%.
600 50 400 36

[2]

[3]

[4]

Vehilce speed

0.0

Acceleration m/s 

velocity (km/h)

Acceleration
25

Hydraulic regenerative torque

-0.4

Pressure (Mpa)

Torque (N.m)

Acc. pressure

30

[5] [6]

200

Friction brake torque

0 0

-0.8

24

Time (s)

10

15

-1.2 20

(a) z<0.2
36 800 60

Acc. pressure Vehilce speed Friction brake torque

0.0

Acceleration m/s 

velocity (km/h)

Torque (N.m)

600

40

Acceleration Hydraulic regenerative torque

-0.5

400

20

-1.0

200

24

Time (s)

10

15

-1.5 20

(b) z<0.5 Figure 4. Hydraulic regenerative braking simulation curves under 0.1<z<0.5

Pressure (Mpa)

30

245