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Fuzzy-Logic-Based Torque Control Strategy for Parallel-Type Hybrid Electric Vehicle

Hyeoun-Dong Lee, Student Member, IEEE, and Seung-Ki Sul, Senior Member, IEEE
AbstractIn a parallel-type hybrid electric vehicle (HEV), the torque assisting and battery recharging control using the electric machine is the key point for efcient driving. In this paper, by adopting the decision-making property of fuzzy logic, the driving map for an HEV is made according to driving conditions. In this fuzzy logic controller, the induction machine torque command is generated from the acceleration pedal stroke and its rotational speed. To construct a proper rule base of fuzzy logic, the dynamo test and road tests for a hybrid powertrain are carried out, where the torque and the nitrogen oxides (NOx ) emission characteristic of the diesel engine and the drivers driving patterns are acquired, respectively. An HEV, a city bus for shuttle service, with the proposed fuzzy-logic-based driving strategy was built and tested at a real service route. It reveals that the improved NOx emission and better charge balance without an extra battery charger over the conventional deterministic-table-based strategy. Index TermsFuzzy logic control, hybrid electric vehicle.

I. INTRODUCTION ONCERNS OVER urban air contamination, especially that caused by black smoke, hydrocarbons, and nitrogen oxides (NO of diesel engine buses and trucks, have increased. Therefore, low-emission vehicles have drawn much public attention. Above all, electric vehicles have stood in the spotlight all over the world in recent years. However, as pure electric vehicles have demerits, such as a short driving distance, long recharging time, and high cost, these are not thought to be a realistic solution for urban air pollution at the present time. Thus, hybrid electric vehicles (HEVs), which have a longer driving distance and higher transportation capability than pure electric vehicles, can be offered as a candidate for a solution to low-emission vehicles [1][5]. In HEVs, the chronic problems of batteries in pure electric vehicles can be solved to some extent, because the electrical energy can be converted into mechanical energy freely, and vice versa. Especially in the parallel type of HEVs, the size and weight of electrical components, such as the inverter and batteries, can be reduced considerably, because the electric machine is used as a subsidiary power source. In parallel-type HEVs, for extended battery life and easy maintenance, a driving strategy that can balance the battery charge for one turn of a service route is required. If the HEV is operated with a strategy that results in excessive discharge of battery, the battery should be recharged with
Manuscript received June 26, 1997; revised January 26, 1998. Abstract published on the Internet May 1, 1998. The authors are with the School of Electrical Engineering, Seoul National University, Seoul, 151-742 Korea. Publisher Item Identier S 0278-0046(98)05685-8.

external equipment at service station, which is time consuming and troublesome. Conversely, in the case of overcharge of the battery, the fuel economy and emission characteristics of the HEV could be deteriorated. In the series-type HEV for large-sized vehicle applications [2], a considerable burden in electric machine size and weight is imposed on the vehicle to satisfy the maximum power rating of the drivetrain compared to the parallel-type HEV. Excessive discharge of the battery could happen, which would be harmful to battery maintenance. For large-sized parallel-type HEVs [3], [4], only the torque assistance of the electric machine was executed according to the acceleration pedal stroke. The battery was recharged by regenerated power at braking and also recharged at idling condition with a diesel engine. When the battery is charged by mechanical energy in the braking stage, dc-bus voltage instantaneously rises and battery voltage seems to recover its normal state, but it does not mean that the battery regains sufcient power capability to cope with the next discharging action. Moreover, to protect power switching devices and the dc-link capacitor from overvoltage, it is necessary to limit dc-link current by controlling negative torque of the induction machine and to convert excessive energy into the heat of the dynamic braking resistor. Where the battery is charged by diesel engine torque at the idling condition of the HEV, overall NO emission is increased because the diesel engine has a property producing a lot of NO emission in the low-speed region and the battery charging action acts as a load to the diesel engine. Moreover, charging efciency is much lower than motoring efciency, because diesel engine efciency is very low at idling speed and, thus, charging time is relatively long. Hence, battery charging by regenerative power and diesel engine at idling condition could not be sufcient and desirable to the operation of the HEV. The additional battery charging process should be essential with external equipment. In the construction of a driving strategy, it is very difcult to determine the exact changeover point where the torque assistance (motoring) action is taken over by the battery charging (generating) action. Using a driving strategy constructed in a deterministic way [5], the balance of battery charge is highly sensitive to the drivers driving pattern, service route state, and load conditions. Many trial-and-error-based tests modifying the driving strategy should be required to get the effective one. This paper proposes that the battery charging control in the driving stage, as well as the torque assistant control, should be taken into account in the construction of the driving strategy. By the battery charging control in the driving stage with diesel

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TABLE I SPECIFICATIONS OF DIESEL ENGINE

SPECIFICATIONS

OF

TABLE II ELECTRICAL COMPONENTS

Fig. 1. Exterior appearance of parallel-type HEV.

was constructed. Through the road test of the HEV with the proposed fuzzy logic, the membership functions and rule base have been slightly modied for better performance. II. SYSTEM CONFIGURATION
Fig. 2. System conguration.

engine torque, the charge balance control can be achieved for the next powering of the electric machine. In the proposed driving strategy, the diesel engine can provide torque to both battery charging and vehicle propulsion, producing satisfactory NO emission for all possible operations. To guarantee immunity to various disturbances, fuzzy logic, the usefulness of which for decision making for an uncertain and imprecise plant has already been introduced in many industrial elds [6], [7], is applied to the battery charge balance control of the parallel-type HEV. The proposed driving strategy can be easily implemented compared to the deterministically constructed one because it does not need to x the precise critical points on the speed and acceleration pedal stroke. The robust property of fuzzy logic enables the HEV to be operated with the improved battery charge balance, regardless of various disturbances. To construct the proper rule base of the proposed fuzzy logic, the dynamo test of the hybrid powertrain was carried out. In the dynamo test, the torque and NO emitting characteristic of the hybrid powertrain according to engine speed and acceleration pedal stroke are claried. The driving patterns in the service route are investigated with the consideration of several drivers driving patterns, load conditions, and battery usage. On the basis of the dynamo test results and investigations of driving patterns, the rule base in the proposed fuzzy logic

An exterior view of the HEV, which is in service as a shuttle, is shown in Fig. 1. This HEV is a 45-seat heavy-sized transit bus, and its gross weight is about 13 t. Fig. 2 shows the powertrain conguration of the parallel-type HEV. It consists of a diesel engine, an induction machine, an inverter, a battery package, and so on. The maximum power of the diesel engine used as the main power source of the hybrid powertrain is 230 hp, and its specications are presented in Table I. Due to the spatial restriction of engine room, the stator of the induction machine is located in the ywheel housing. Its rotor substitutes for the conventional ywheel and the rotor shaft is directly coupled to the diesel engine shaft. So, the induction machine has the shape of a pancake. The battery is of the sealed lead-acid type and the battery pack consists of 25 modules connected in series. For the precise torque control, the induction machine is controlled with the rotor-ux-oriented control scheme and space-vector pulsewidth modulation (PWM). The more detailed specications of the electrical components are listed in Table II. III. CONTROL STRATEGY A. Dynamo Test For the purpose of data acquisition for the system design of the HEV, the dynamo test was carried out, where each torque

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Fig. 3. Dynamo setup for hybrid powertrain.

Fig. 4. Torque capability curves for (a) induction machine, (b) diesel engine, and (c) and (d) hybrid powertrain.

of the powertrain and NO emission are measured. As shown in Fig. 3, the stator of the induction machine is equipped in the ywheel housing, and the rotor is directly coupled to the diesel engine shaft. In Fig. 4, the torque capability curves through the dynamo test for the powertrain of the HEV are shown. Because the base speed of the induction machine used in this research is 800 r/min and the idle speed of the diesel engine is about 700 r/min, the induction machine is operated with a reduced eld over the whole speed range. Hence, the torque produced by the induction machine is gradually reduced as its speed increases, as shown in curve (a) of Fig. 4. The diesel engine torque at each speed is plotted in curve (b), which is measured in full acceleration stroke. Therefore, it represents the maximum diesel engine torque. Curve (c) shows test results for the torque characteristic of the hybrid powertrain in which the induction machine has the powering action with its rated torque at each speed, and curve (d) is the torque capability curve when it generates electric power and recharges the batteries with its rated torque, also. Thus, this hybrid powertrain can produce the driving torque between curves (c) and (d) with the limitation of rated current. Since NO draws increasing interest among the pollutant materials of vehicle emission gases, it is important to reduce NO emission. NO emission of the diesel engine itself was measured when it supplies driving power with the full acceleration stroke. The diesel engine produced maximum torque at each speed and, so, the induction machine just played the role of inertia. Then, on the condition of supplying the same power to the load as the former, the NO emission of the hybrid powertrain fully assisted by the induction machine were measured. Fig. 5 shows the relative differences of NO emission on each rotational speed between the sole engine driving mode and the hybrid mode. It is evident that improvement in NO emission can be seen, because both produce the same power. B. Starting Torque Generation A dc motor is used to start the engine in the conventional vehicle. In this HEV, because the stator of the induction

Fig. 5. Improvement of NOx emission in HEV.

machine is located in the ywheel housing and the rotor is taking the place of the conventional ywheel, the conventional starting motor can be removed. When starting the diesel engine, the induction machine is commanded to produce rated torque until diesel engine speed reaches the ignition point. After starting of the diesel engine, the producing torque is commanded to gradually reduce according to the speed of the diesel engine approaching its idling speed. Thus, it is possible to start the engine with smaller vehicle vibration and a shorter time duration than those of the conventional one.

C. Torque Assistance and Battery Recharging Control Strategy As the dynamo test results show, the diesel engine produces relatively low torque with a large amount of pollutant emission when its rotational speed is low. When the speed is high, conversely, the diesel engine has relatively high torque and a small amount of pollutant emission characteristics. By tuning the diesel engine and the assistant driving torque from the induction machine, the hybrid powertrain can supply sufcient

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power to the vehicle with emission characteristic which meets the vehicle emission regulations over the whole speed range. In order to restrict pollutant emission within regulations while supplying sufcient torque to the powertrain, increasing the assistant torque of the induction machine is necessary. However, it results in excessive and frequent usage of batteries, which does harm to the battery life and performance. Thus, it is required to recharge the batteries periodically. In the case where the batteries are recharged only by an external charger at a stop, the battery recharging time is considerably long. If battery charging is executed only by regenerating power at braking of the vehicle, recharging energy is much smaller than powering energy and, so, it is difcult to maintain the batteries at a normal condition and to supply sufcient power to the HEV. Thus, the on-going battery recharging control using surplus power of the diesel engine is required when it operates at high efciency. With this strategy, it conrms that any subsidiary charger is not necessary and the charging time of the battery could be transparent to the driver of the HEV. D. Torque Command Generation for Hybrid Powertrain Because the induction machine is in the eld-weakening region in most of the diesel engine operating speed range, the generating torque decreases as diesel engine speed increases. Thus, it is necessary to describe the required torque as a to the rated torque at a rotational speed. ratio dened as means that the induction machine acts as a The positive is negative, the powering source. On the other hand, if is induction machine is operated as a generator. Once determined, the torque command can be made as follows: torque command rated torque at a rotational speed Some basic principles of generating the torque command from the acceleration pedal stroke and diesel engine rotational speed in this HEV can be described as follows. When the diesel engine rotational speed is low, it generates a lot of pollutant emissions with low efciency, because the diesel engine is relatively unsettled and has low torque production characteristic. So, in this operating condition, the torque assistant control by the induction machine should be performed. Assistant torque is commanded to increase in proportion to the acceleration pedal stroke as in the conventional internal combustion engine vehicle, which is expressed as follows: acceleration pedal stroke When the diesel engine rotational speed is medium, the diesel engine can supply somewhat sufcient torque to the hybrid powertrain. So, battery recharging control is performed instead of torque assistance control when acceleration pedal stroke is below some extent. However, torque assistance of the induction motor should be achieved to satisfy the drivers acceleration intention if the driver presses the acceleration pedal above some extent. Because, generally, the diesel engine torque is

Fig. 6. Block diagram of the proposed fuzzy logic.

subject to be saturated above about 80% of the acceleration pedal stroke, the motoring action of the induction machine is made to begin from that point. When the diesel engine rotational speed is high, the torque assistance control is performed as that of the midspeed range. In the battery recharging control, however, because induction machine rated power is kept constant and the diesel engine can produce more power than in the should be made to be negatively midspeed range, greater, in order to supply more power to the batteries than that of the midspeed range. As speed increases, the ratio of the power capability of the diesel engine to that of the induction machine increases. Thus, in the sense of efcient driving, it is benecial to recharge the battery at high speed, rather than at medium speed.

IV. IMPLEMENTATION

OF

FUZZY LOGIC

A fuzzy logic controller used in this research consists of the rule base, fuzzication, inference engine, and defuzzication, as shown in Fig. 6. The rule base collects the control rules which describe experts knowledge and experience in the fuzzy set. In the fuzzication process, the numerical inputs are converted into linguistic fuzzy values. Then, from the fuzzy values and the already established rule base, linguistic control values are generated in the inference engine. Because these linguistic inference results cannot be used in the actuator directly, they should be converted into numerical output again in the defuzzication process. MAX-MIN composition and the center of gravity method are used in the inference engine and defuzzication of this fuzzy logic, respectively. A. Input/Output Membership Functions for Fuzzy Logic Fuzzy logic used in this research consists of two inputs and one output. Each input is the acceleration pedal stroke and the induction machine rotational speed which is is identical to the rotational speed of the diesel engine. set at zero when the driver does not press the acceleration pedal at all and is set at 100 when the driver fully presses the can vary from the diesel engine idling acceleration pedal. speed to the maximum speed of the diesel engine. The output is the normalized ratio of torque command to rated torque at These inputs and output should be normalized a speed and are the into zero to one. As shown in Fig. 7, input membership functions and output membership function of fuzzy logic, respectively.

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Singletons are fuzzy sets which have a membership value of 1 for the given inputs and 0 for all other values: if if if if (1)

and are normalized operating points for where and respectively. The truth values for the th input and the th input membership membership function for can be acquired as (2): function for where and (2)

and th output membership function according Using fuzzy output value, can be to each rule, calculated as (3):
Fig. 7. Input and output membership functions of the proposed fuzzy logic.

where Finally, the fuzzy set for output using the union operation: (3) can be calculated

B. Rule Base for Fuzzy Logic In the fuzzy logic rule base, linguistic states of the plant are converted into linguistic control values. On the basis of control strategies as expressed in Section III-D, the rule base for the torque control and battery recharging control in this HEV is presented as follows: IF IF IF IF IF IF IF IF IF IF IF IF where ratio of the torque command to the rated torque at a speed; acceleration pedal stroke; diesel engine and induction machine rotational speed; positive large; positive medium; positive small; negative large; negative medium; negative small; higher; high; medium; low. L L L M M M H H H HH HH HH and and and and and and and and and and and and L M H L M H L M H L M H THEN THEN THEN THEN THEN THEN THEN THEN THEN THEN THEN THEN PS NM NL PM NS NM PL PS NS PL PL PL

(4) Inference results are transformed into a crisp value through the center of gravity method as the defuzzication process in this research, which is expressed as (5):

(5)

varies from 0 to 1. In order to use it in the generating should be changed into using (6): torque command, (6) and varying from 0 to 100 and As a result, with 600 to 2600, respectively, nal fuzzy logic controller output is plotted in Fig. 8. It is used as a driving map for the HEV. V. EXPERIMENTAL RESULTS A. Characteristic of Proposed Driving Strategy The proposed fuzzy logic is implemented with a 32-b oating-point digital signal processor TMS320C31 and test results are taken through RS232C serial communication. The test course is about 4-km long and mostly consists of uphill and downhill roads. The uphill driving and downhill driving test results are illustrated in Figs. 9 and 10, respectively. and engine According to the acceleration pedal stroke the torque command factor was rotational speed, generated by the proposed fuzzy logic. In Fig. 9, it is obvious that the torque assisting control is mainly performed during uphill driving. Powering of the induction machine results in increasing of integration of currents from the batteries and instantaneous dropping of battery voltage. It can be shown that fuzzy logic also commands to charge the batteries when braking the vehicle and gear shifting. In Fig. 10, the induction

PL PM PS NL NM NS HH H M L

C. Procedures and Results of Fuzzy Logic In fuzzication process, normalized crisp inputs for and for are transformed to fuzzy values in singletons.

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(a)

(b)

(c)

(a) (d)

(e)

(f)

(g) (b) Fig. 8. (a) Fuzzy logic controller output and (b) its contour.

with respect to

Acc and !rpm

Fig. 9. Road test results on uphill road. (a) Torque command factor K . (b) Engine rotational speed ! ) [r/min]. (c) Acceleration pedal stroke Acc [%]. (d) Integration of battery current with respect to time [A1s]. (e) Ouptut power [kW]. (f) Battery voltage [V]. (g) Vehicle speed [km/h].

rpm

machine mainly plays the role of battery charger during downhill road driving. Using the excess power of the diesel engine and inertial energy stored in the vehicle, the battery can be recharged and it can also enhance the braking ability of the vehicle. Compared to the supplied currents from the battery when motoring the vehicle in Fig. 9, the currents owing to the battery at recharging are the same amount. Thus, it is possible to balance the charge of the battery for one turn of the service route.

B. Comparison and Discussion The real road tests are performed to compare the deterministic driving strategy and the proposed one on the same test route. The respective test results are shown in Figs. 11 and is considered as 12. In these tests, the nal value of is integration a criterion of battery charge balance. of battery current with respect to time and corresponds to the battery charge. After a turn of the service route, if the is positive (negative), it means that the nal value of induction machine mainly acts as a subsidiary power source (battery charger). In the view of balancing the charge, it is

important to keep this value within boundaries where HEV performance is guaranteed. Three different driving strategies using the deterministic method are shown in Table III. Fig. 11 shows experimental results for each driving strategy. In test A, the considerable battery discharge occurs due to the excessive torque assistance of the induction machine for vehicle propulsion. In test B, the driving strategy is modied so as to achieve more charging control and less torque assistant control. However, the battery charge cannot be effectively balanced. In both tests A and B, the HEV driving performance and NO emission characteristic are satisfactory to some degree, but degraded battery characteristic was introduced. In test C, the driving strategy is alternatively revised so that the charging action is dominant. is negative and its absolute value The nal value of was also large as the results of tests A and B. In this case, overall NO emission is increased and the driving performance of the HEV is degraded because the charging process acts as a load to the diesel engine. Because it is very difcult to x the changeover points in constructing the deterministic driving strategy, the battery charge cannot be balanced in tests A, B, and C. The battery charge balance could be acquired

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TABLE III THREE DIFFERENT DRIVING STRATEGIES CONSTRUCTED

IN THE

DETERMINISTIC WAY

(a)

(b)

(c)

(d)

Fig. 11. Test result using three different driving strategies constructed in the deterministic way.

(e)

(f)

(g) Fig. 10. Road test results on downhill road. (a) Torque command factor K . (b) Engine rotational speed ! ) [r/min]. (c) Acceleration pedal stroke Acc [%]. (d) Integration of battery current with respect to time [A1s]. (e) Ouptut power [kW]. (f) Battery voltage [V]. (g) Vehicle speed [km/h].

rpm

Fig. 12. Test result using the proposed fuzzy-logic-based driving strategy.

through repeated road tests with revised driving strategies, case by case. Moreover, undesirable results of the battery charge balance might be brought out when another driver operates the HEV with different load and driving conditions. Road test results using the proposed fuzzy-logic-based driving strategy on the same test route are shown in Fig. 12.

Tests D and E were carried out with same fuzzy-logic-based driving strategy. In spite of different test route states and load conditions in tests D and E, the nal values of are nearly the same as the initial values compared to former test results. With the help of inherent battery charging control

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TABLE IV COMPARISON OF TEST RESULTS

more kinds of information can be performed for efcient driving of the HEV. REFERENCES
[1] K. Rajashekara, E. Schneider, J. H. Hunter, and M. A. Jeffers, Propulsion control system for a 22 foot electric/hybrid shuttle bus, in Proc. 12th Int. Electric Vehicle Symp., 1994, pp. 169178. [2] R. D. King, K. B. Haefner, L. Salasoo, and R. Gunn, Development of a 225 kW hybrid drive system for a low-oor, low-emissions transit bus, in Proc. 12th Int. Electric Vehicle Symp., 1994, pp. 179188. [3] A. Obata et al., Development of diesel-electric hybrid engine for large vehicles, Toshiba Rev., vol. 46, no. 8, pp. 663666, Aug. 1991. [4] K. Endo, K. Nakajima, T. Tajima, and A. Obata, Drive system for hybrid low emission vehicle, in Proc. IPEC-Yokohama, 1995, pp. 99104. [5] J. I. Ha, E. S. Koo, H. D. Lee, J. S. Kim, and S. K. Sul, Advanced control strategy of parallel hybrid low emission electric bus, in Proc. Workshop on Power Electronics in Transportation, 1996, pp. 7176. [6] K. Hayashi, Y. Shimizu, Y. Dote, A. Takayama, and A. Hirako, Neuro fuzzy transmission control for automobile with variable loads, IEEE Trans. Contr. Syst. Technol., vol. 3, pp. 4953, Mar. 1995. [7] G. C. D. Sousa and B. K. Bose, A fuzzy set theory based control of a phase-controlled converter DC machine drive, IEEE Trans. Ind. Applicat., vol. 30, pp. 3444, Jan./Feb. 1994.

on driving and robustness of the proposed fuzzy-logic-based driving strategy, the battery charge balancing is achieved well in both tests D and E. A comparison of the above test results is summarized in Table IV. VI. CONCLUSION In this study, the fuzzy-logic-based driving strategy for parallel-type HEVs has been proposed. Because the proposed driving strategy contains the battery charging control at the driving stage inherently, the battery charge balance of the parallel-type HEV can be achieved without any additional battery charging. In addition, the proposed driving strategy has an insensitive property to various disturbances, such as the drivers driving pattern, service route state, and load conditions, due to the robust characteristic of fuzzy logic. The dynamo test of the hybrid powertrain was carried out for a proper rule base of the proposed fuzzy logic. In the dynamo test, the NO characteristic of the diesel engine was claried and torque characteristics for the diesel engine, the induction machine, and the hybrid powertrain were measured for each rotational speed in full-load condition. About 20% of NO emission can be reduced when this hybrid powertrain is fully assisted by the induction machine compared to only a diesel engine supplying driving power to the drivetrain. On the basis of the dynamo test results, the fuzzy-logic-based driving strategy can be realized to balance the battery charge and to keep NO emission of the parallel-type HEV below its regulations. Through the real road test results of the HEV and the comparison between the deterministic driving strategies and the proposed strategy, the usefulness and superiority of the proposed fuzzy-logic-based strategy has been conrmed. As further research, neurofuzzy algorithms or fuzzy logic with

Hyeoun-Dong Lee (S97) was born in Pusan, Korea, in 1969. He received the B.S. degree in 1993 and the M.S. degree in 1995, both in electrical engineering, from Seoul National University, Seoul, Korea, where he is currently working towards the Ph.D. degree. His research interests are electric machine drives and electric propulsion systems.

Seung-Ki Sul (S78M87SM98) was born in Korea in 1958. He received the B.S., M.S., and Ph.D. degrees in electrical engineering from Seoul National University, Seoul, Korea, in 1980, 1983 and 1986, respectively. From 1986 to 1988, he was with the Department of Electrical and Computer Engineering, University of Wisconsin, Madison, as an Associate Researcher. He was then a Principal Research Engineer with Gold-Star Industrial Systems Company from 1988 to 1990. Since 1991, he has been a Member of the Faculty of the School of Electrical Engineering, Seoul National University, where he is currently an Associate Professor. His research interests are power electronic control of electric machines, electric vehicle drives, and power converter circuits.