PSIM Tutorial

HEV Design Suite

October 2012

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Tutorial on HEV Design Suite for HEV Powertrain Systems

The HEV Design Suite provides a one-stop solution from system specifications to a completely designed HEV powertrain system. Using predefined templates, the HEV Design Suite automatically designs the power circuit and the control circuit, and produces a system that is ready to simulate. The HEV Design Suite allows users to quickly establish a baseline design for further optimization, and helps speed up the development process significantly. Four design templates are provided in the HEV Design Suite: Series/Parallel HEV powertrain system with bi-directional dc-dc converter; Plug-in HEV (PHEV) powertrain system, HEV Traction Motor Drive, and HEV Generator, as shown below:
Series/Parallel HEV Plug-In HEV

HEV Traction Motor

HEV Generator

In a series/parallel HEV powertrain system, the vehicle load torque is supplied from both the engine and the traction motor, and it contains a bi-directional dc-dc converter. In a Plug-in HEV powertrain system, on the other hand, the vehicle load torque is supplied from the traction motor only, and there is no dc-dc converter. A HEV traction motor drive template and generator drive template are provided so that each system can be better studied individually. This tutorial describes the procedure of how to use the HEV Design Suite, and explains the functions of major building blocks.

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Tutorial on HEV Design Suite for HEV Powertrain Systems

1. Running HEV Design Suite To run the HEV Design Suite, follow the steps below: In PSIM, go to Design Suites >> HEV Design Suite, and select the specific design template. The design template interface will appear. Double click on each area that can be clicked, and enter the required parameters. Go to Design Suites >> Generate Circuit. Select a folder for the generated files. The generated main schematic file will be loaded into PSIM and is ready for simulation.

To illustrate this process, we will use the series/parallel HEV powertrain design template. The complete procedure is described below : In PSIM, go to Design Suites >> HEV Design Suite, and select HEV_powertrain_system. An interface will appear as below:

If you move the cursor into the interface Window, you will see certain areas highlighted. These areas can be double clicked for parameter input. This HEV powertrain system consists of vehicle load, engine, PMSM-based generator, PMSM-based traction motor, bi-directional dc/dc converter, lithium-ion battery bank, and mode control. Double click on top of each area, and enter the following parameters: For Mode Control: Mode Selector (H_Mode_Selector): 5 [operation mode selector. It can be one of the following: 0: battery charge mode 1: battery drive mode 2: engine and motor drive mode 3: engine drive & battery charge mode 4: engine & motor drive, and battery charge mode

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Tutorial on HEV Design Suite for HEV Powertrain Systems

5: full power mode (engine, motor, and battery drive) 6: regeneration mode] For Vehicle Load with Clutch: Load Torque (T_load1): 150 [Vehicle load torque, in N*m] Vehicle Moment of Inertia (J_vehicle): 0.01 [Vehicle moment of inertia, in kg*m2] The vehicle load may be modified depending on the mode of operation. For example, in the battery drive mode, the load torque will be limited by the dc-dc converter power rating. For Engine: Engine Speed (nm_eng1): 2006 [Engine speed, in rpm] Engine Torque Limit to Vehicle (T_engine_lmt): 100 [Limit of the engine torque to vehicle, in N*m] The engine is modelled as a constant-speed source. Depending on the system controller, part of the engine torque is delivered to the vehicle directly, and the rest is delivered to the generator. The torque delivered to the vehicle directly is limited by T_engine_lmt. For Generator: Stator Resistance (Rs_g): 0.065 [Generator stator resistance, in Ohm] d-axis Inductance Ld (Ld_g): 1.19e-3 [Generator inductance Ld, in H] q-axis Inductance Lq (Lq_g): 5e-3 [Generator inductance Lq, in H] Back EMF Constant (Vpk/krpm) (Ke_g): 244.905 [Line-to-line back emf constant, in V/krpm] Number of Poles (P_g): 8 [Number of poles of the generator] Moment of Inertia (J_g): 2.5e-3 [Generator moment of inertia, in kg*m2] Shaft Time Constant (T_shaft_g): 100 [Generator shaft time constant, in sec.] Maximum Torque (T_max_g): 400 [Generator maximum torque, in N*m] Maximum Power (P_max_g): 40e3 [Generator maximum power, in W] Base Speed (Nmb_g): 950 [Generator threshold mechanical speed of the maximum torque and maximum power operation regions, in rpm. Assuming that the machine operates in rated operating conditions, below the base speed, the machine operates in the maximum torque region, and beyond this speed, the machine operates in the maximum power region.] Maximum Speed (Nm_max_g): 5000 [Generator maximum speed, in rpm] PWM Gain (Gpwm_g): 100 [Gain of the inverter and the PWM generator, defined as the ratio between the dc bus voltage Vdc and the peak-topeak carrier voltage. If the carrier wave peak voltage is Vcarr (the signal is from

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Tutorial on HEV Design Suite for HEV Powertrain Systems

-Vcarr to +Vcarr), te PWM gain is defined as Vdc/(2*Vcarr). The PWM gain is also the gain between the inverter peak phase voltage Van and the modulation wave Vma, i.e. PWM Gain = Van / Vma.] Switching Frequency (fsw_g): 10000 [Inverter switching frequency, in Hz] Sampling Frequency (fsam_g): 10000 [Inverter control sampling frequency, in Hz] Maximum Inverter Current (Ismax_g): 150 [Maximum inverter output peak current, in A] Current Loop Crossover Frequency (fcr_i_g): 1500 [Current loop crossover frequency, in Hz] Speed Loop Crossover Frequency (fcr_w_g): 210 [Speed loop crossover frequency, in Hz] For Traction Motor: Stator Resistance (Rs_m): d-axis Inductance Ld (Ld_m): q-axis Inductance Lq (Lq_m): Back EMF Constant (Ke_m): 0.065 [Motor stator resistance, in Ohm] 1.19e-3 [Motor inductance Ld, in H] 5e-3 [Motor inductance Lq, in H] 244.905 [Line-to-line back emf constant, in V/krpm] Number of Poles (P_m): 8 [Number of poles of the motor] Moment of Inertia (J_m): 2.5e-3 [Motor moment of inertia, in kg*m2] Shaft Time Constant (T_shaft_m): 100 [Motor shaft time constant, in sec.] Maximum Torque (T_max_m): 400 [Motor maximum torque, in N*m] Maximum Power (P_max_m): 40e3 [Motor maximum power, in W] Base speed (nmb_m): 950 [Motor base speed, in rpm. The definition is the same as for the generator.] Maximum speed (Nm_max_m): 5000 [Motor maximum speed, in rpm] PWM Gain (Gpwm_m): 100 [PWM gain of the inverter. The definition is the same as for the generator.] Switching Frequency (fsw_m): 10000 [Inverter switching frequency, in Hz] Sampling Frequency (fsam_m): 10000 [Inverter control sampling frequency, in Hz] Maximum Inverter Current (Ismax_m): 200 [Maximum inverter output current (peak), in A] Current Loop Crossover Frequency (fcr_i_m): 1000 [Current loop crossover frequency, in Hz] Speed Loop Crossover Frequency (fcr_w_m): 300 [Speed loop crossover frequency, in Hz] Motor Speed Reference (nm_ref1_m): 2000 [Motor speed reference, in rpm] The motor speed reference profile is defined by the source "Speedprofile" in the subcircuit "block - motor.psimsch". To change the speed profile, one can edit this source directly.

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Tutorial on HEV Design Suite for HEV Powertrain Systems

For DC Bus: DC Bus Voltage (Vdc): DC Capacitance (Cdc): DC Capacitor ESR (Rc):

500 [DC bus voltage, in V] 1150e-6 [DC bus capacitance, in F] 10e-3 [dc bus capacitor ESR, in Ohm]

For DC/DC Converter: Converter Rated Power (P): 10e3 [DC converter power rating, in W] Low-Voltage Side Rated Voltage (V_LV): 200 [Low-voltage side (battery side) voltage rating, in V] Low-Voltage Side Inductance (L_LV): 800e-6 [Low-voltage side (battery side) filter inductance, in H] Low-Voltage Side Capacitance (C_LV): 10000e-6 [Low-voltage side (battery side) capacitance, in F] Switching Frequency (fsw): 20e3 [Converter switching frequency, in Hz] Carrier Amplitude (V_ramp): 1 [Carrier voltage peak amplitude, in V] For Lithium-Ion Battery: No. of Cells in Series (Ns): 60 [Number of cells in series] No. of Cells in Parallel (Np): 12 [Number of cells in parallel] Voltage Derating Factor (Ks): 1 [Voltage de-rating factor] Current Derating Factor (Kp): 1 [Capacity de-rating factor] Rated Voltage (E_rated0): 3.7 [Battery rated voltage, in V] Discharge Cutoff Voltage (E_cut0): 2.7 [Discharge cut-off voltage, in V] Rated Capacity (Q_rated0): 5.4 [Battery rated capacity, in A*h] Internal Resistance (R_batt0): 0.05 [Battery internal resistance, in Ohm] Full Battery Voltage (E_full0): 4.2 [Full battery voltage, in V] Exponential Point Voltage (E_top0): 3.9 [Exponential point voltage, in V] Nominal Voltage (E_nom0): 3.6 [Battery nominal voltage, in V] Maximum Capacity (Q_max0): 1.03 [Battery maximum capacity, in A*h] Exponential Point Capacity (Q_top0): 0.2 [Exponential point capacity, in A*h] A graphic description of the operation modes is shown below:
0: Battery Charge 1: Battery Drive 2: Engine/Motor Drive 3: Engine Drive & Charge

4: Engine/Motor Drive & Charge

5: Full Power

6: Regeneration

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Tutorial on HEV Design Suite for HEV Powertrain Systems

Select a folder to place the files generated by the Design Suite. For example, to place the files in the folder C:\HEV_example1, first create the folder "HEV_example1" in the C drive in Windows Explorer. Then go to Design Suites >> Generate Circuit. Navigate to the C drive, and select the folder "HEV_example1". Click on Select folder to enter the folder HEV_example1. Once inside the folder, click on Select folder again. All the schematic files will be generated and placed in this folder, and the main schematic will be loaded into PSIM. Double click on the parameter file element to change any parameters if needed. This circuit is ready to simulate. Select Simulate >> Run Simulation to simulate the system. After simulation are complete, select waveforms to display.

To change the operation mode after the circuit is generated, in the main schematic, double click on the parameter file element, and change the value of the variable H_Mode_Selector (the value can be from 0 to 6). To better understand how each operation mode works, one can display and observe the following key waveforms for each basic building block. If a waveform is in a subcircuit, the displayed name will have the subcircuit name as the prefix. For example, for Idc_LV, it will be S24.Idc_LV. - DC Bus: Vdc_bus: DC bus voltage - DC/DC Converter (subcircuit S24) and Batteries: Idc_LV, V_batt: DC converter low-voltage side current and battery voltage SOC: Battery State-Of-Charge - Generator (subcircuit S17): Tem_S17.Generator: Generator developed torque Idc_g: DC current of the generator converter Isa_g: Phase A ac current of the generator converter - Traction Motor (subcircuit S13): Tem_S13.Motor: Traction motor developed torque Isa_m: Phase A ac current of the tractor motor inverter nm_ref_m, nm_m: Vehicle speed reference and the actual speed - Vehicle Load (subcircuit S7): EngineTorque, MotorTorque, VehicleTorque: Engine torque, traction motor torque, and vehicle load torque When a specific building block is involved in an operation, the corresponding waveforms would be selected and displayed. The simulation results in different operation modes can be interpreted as follows: - Mode 0 (Battery Charge Mode): The waveforms show that a positive current (Idc_LV) is flowing into the batteries, charging the batteries and causing the battery SOC to increase. The high-voltage side dc bus voltage (Vdc_bus) is regulated by the generator controller. The generator converter current (Idc_g) is positive, indicating that the power is flowing from the engine to the dc/dc converter.

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Tutorial on HEV Design Suite for HEV Powertrain Systems

Mode 1 (Battery Drive Mode): The waveforms show that, after initial transient, the current (Idc_LV) is negative, indicating that it is flowing out of the batteries, discharging the batteries and causing the battery SOC to decrease. The high-voltage side dc bus voltage (Vdc_bus) is regulated by the dc/dc converter. The vehicle speed (nm_m) is regulated at the reference speed (nm_ref_m). The three torque waveforms (EngineTorque, MotorTorque, and VehicleTorque) show that the vehicle load torque all comes from the traction motor. Mode 2 (Engine and Motor Drive Mode): The three torque waveforms show that the engine will output the maximum output torque to the vehicle load. The dc bus voltage is regulated by the generator controller, and the vehicle speed is regulated by the traction motor controller. Mode 3 (Engine Drive and Battery Charge Mode): The three torque waveforms show that the load torque only comes from the engine. The dc current (Idc_LV) is flowing into the batteries, charging the batteries. The dc bus voltage is regulated by the generator controller. Mode 4 (Engine and Motor Drive, and Battery Charge Mode): The three torque waveforms show that, whenever needed, the engine will output the maximum output torque to the vehicle load. The dc current (Idc_LV) is flowing into the batteries, charging the batteries. The dc bus voltage is regulated by the generator controller. Mode 5 (Full Power Mode): The three torque waveforms show that the engine will output the maximum output torque to the vehicle load. The dc current (Idc_LV) is flowing out of the batteries, also providing power to the vehicle load. The dc bus voltage is regulated by the generator controller. Mode 6 (Regeneration Mode): Before 0.2 sec., the dc current (Idc_LV) is negative and the system operates in the Battery Drive Mode. At 0.2 sec., the vehicle deaccelerates from 2000 rpm to 500. During the deacceleration, the dc current Idc_LV becomes positive, feeding the energy back to the batteries. At 0.3 sec., the vehicle accelerates again to 2000 rpm, and again the system operates in the Battery Drive Mode.

2. System Description Basic building blocks of the HEV powertrain system are described below. Vehicle Load with Clutch: The vehicle load with clutches is modelled as a piecewise linear constant torque load. Depending on the Mode Selector, either the engine or motor, or both of them, can deliver the torque to the load. Engine: The internal combustion engine is modelled as a constant speed source. Engine dynamics are not considered. The torque that the engine can deliver to the vehicle directly can be limited.

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Tutorial on HEV Design Suite for HEV Powertrain Systems

Traction Motor: The schematic diagram of the traction motor block is shown below.

It consists of a 3-phase PWM inverter, a PMSM traction motor, and the traction motor controller. The motor controller consists of space vector PWM, Current Control, Maximum Torque-Per-Ampere (MTPA) Control, Field Weakening Control, Torque Control, Dynamic Torque Limit Control, and Speed Control. The traction motor operates in either speed control or torque control, depending on the flag F_torque_m. The Dynamic Torque Limit Control block determines the threshold speed. Below the threshold speed, the motor operates in maximum-torque-per-ampere control, and beyond the threshold speed, the motor operates in field weakening control. When the motor is in torque control, a torque controller is used to generate the current reference instead. The functions of the key control blocks are described below. Current Control: Input: - Id, Iq: - Idref, Iqref: Currents id and iq feedback id and iq current references from the Maximum-TorquePer-Ampere Control block - Idref_fw, Iqref_fw: id and iq current references from the Field Weakening Control block - F_fw: Flag from the Dynamic Torque Limit Control block (1 when in field weakening control; otherwise 0). Output: Vd, Vq: d-axis and q-axis voltage references Description: The current control contains two loops, one for id and another for iq, to generate the voltage references. Both loops are based on digital PI controllers, with the gain and time constant as K_d and T_d for the id loop, and the gain and time constant K_q and T_q for the iq loop. When the field weakening flag F_fw is 0, the current references Idref and Iqref

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Tutorial on HEV Design Suite for HEV Powertrain Systems

are used, and when the flag is 1, the current references Idref_fw and Iqref_fw are used. Maximum-Torque-Per-Ampere Control: Input: - Is: Inverter current amplitude reference - +/-Te: Sign of the torque command (1 if the torque command is positive, and -1 if the command is negative.) Output: Id, Iq: d-axis and q-axis current references Description: When the motor operates in the maximum torque region, MaximumTorque-Per-Ampere control is implemented. The block uses the motor parameters and the current reference Is to calculate the d-axis and q-axis current reference values such that the maximum torque output is achieved. Field Weakening Control: Input: - Is: - Vdc: - Wm: - +/-Te: Inverter current amplitude reference Measured dc bus voltage, in V Motor mechanical speed, in rad/sec. Sign of the torque command (1 if the torque command is positive, and -1 if the command is negative.) Output: Id, Iq: d-axis and q-axis current references Description: When the motor operates in the maximum power region, field weakening control is implemented. The technique uses the motor parameters and the current reference Is to calculate the d-axis and q-axis reference values to achieve the constant power operation. Torque Control: Input: - Id, Iq: d-axis and q-axis currents id and iq - Te: Torque reference Output: - Is: Current reference, in A - Tes: Estimated motor developed torque, in N*m Description: This block estimates the motor torque from the current feedback and the motor parameters. A control loop based on a discrete integrator is used to regulate the motor torque and generate the motor current reference. Dynamic Torque Limit Control: Input: - Id, Iq: d-axis and q-axis currents id and iq, in A - Vdc: Measured dc bus voltage, in V - Wm: Motor mechanical speed, in rad/s - Tcmd: Torque command Output: - Te: Torque reference - nmb: Calculated speed limit of the maximum torque region, in rpm - FW: Flag of field weakening (1: in field weakening region; 0: not in the field weakening region)

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Tutorial on HEV Design Suite for HEV Powertrain Systems

Description: This block calculates the speed limit of the maximum torque region. When the motor speed is less than this speed limit, the motor operates in the maximum torque region. Otherwise, it operates in the maximum power region with the field weakening control. Speed Control: Input: - Wm_ref, Wm: Motor mechanical speed reference and feedback, in rad/sec Output: - T_ref: Torque command, in N*m Description: This block uses a digital PI controller to regulate the motor speed. The PI output is limited to the maximum torque T_max that the motor can provide. Generator: The schematic diagram of the generator block is shown below.

It consists of a 3-phase PWM converter, PMSM generator, and the generator controller. The generator controller in turn consists of space vector PWM, Current Control, Maximum TorquePer-Ampere (MTPA) Control, Field Weakening Control, Dynamic Torque Limit Control, and Voltage Control. The generator controller is similar to the traction motor controller, except that it does not have the torque control. Instead, it has the voltage control that regulate the dc bus voltage. The functions of the Current Control, Maximum-Torque-Per-Ampere Control, Field Weakening Control, and Dynamic Torque Limit Control are the same as in the traction motor controller. The functions of the voltage control block are described below. Voltage Control: Input: - Vdc*, Vdc: DC bus voltage reference Vdc* and feedback Vdc, in V

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Tutorial on HEV Design Suite for HEV Powertrain Systems

- Idc: DC bus current, in A - Wm: Machine mechanical speed, in rad/s Output: - Is: Current reference Description: This block uses a discrete PI controller to regulate the dc bus voltage. Together with the dc bus current and the machine speed, it generates the machine current reference Is. DC/DC Converter: The schematic diagram of the bi-directional dc/dc converter block is shown below.

It consists of a charge controller, discharge controller, and regeneration controller. Their functions are described below. Charge Control: Input: - Vbatt: Battery-side voltage - Ibatt: Current flowing into the battery Output: Vm: Modulation signal for PWM generator Description: This block implements Constant-Voltage-Constant-Current battery charging. When the battery voltage is less than the battery float voltage, it is constant current charging. The outer voltage loop is disabled and the inner current loop charges the batteries at a constant current rate. When the battery voltage reaches the battery float voltage, it is constant voltage charging. The outer voltage loop generates the current reference for the inner current loop.

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Tutorial on HEV Design Suite for HEV Powertrain Systems

Discharge Control: Input: - Vdc: DC bus voltage - Ibatt: Current flowing into the battery Output: Vm: Modulation signal for PWM generator Description: This block implements constant-voltage or constant-current battery discharging. When the dc/dc converter control mode is set to Voltage Mode (V_I_mode = 1), the converter regulates the dc bus voltage, and the outer voltage loop generates the reference for the inner current loop. When the control mode is set to Current Mode (V_I_mode = 0), the converter regulates the current injected to the dc bus according to the current reference I_HV_REF. Regeneration Control: Input: - Vdc: DC bus voltage feedback - Tes: Estimated traction motor torque - Wm: Vehicle speed Output: - Rgn: Regeneration flag (1: regeneration; 0: no regeneration) Description: This block generates the regeneration flag based on the motor power.

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