HYBRID ELECTRIC VEHICLE ( DSP based real time control Application )

Renji V Chacko, V Chandrasekar Power Electronics Group Abstract: Development of power electronics and real time control technology for HEV is presented. These include AC drives with real time torque control, compact and rugged induction motors, auxiliary electric circuits etc. We have developed a set of DSP based circuits for AC Induction Motor Drives for EVs. It provides torque control for propulsion and power control for generation and battery charging. The propulsion motor is controlled by a fixed point DSP based controller, which provides torque control based on driver commands. The IC engine is coupled to a Generator, whose output is rectified to get the DC voltage. Another DSP based controller controls the DC bus voltage and the power flow. A dashboard, with micro controller based circuits, provides the driver interface. For charging the battery during nighttime an in-built battery charger is developed. The battery charger and the cooling pump controllers etc. are also based on DSP circuits. The various controllers are interlinked through a serial network. Keywords: Hybrid Electric Vehicle, AC drive, fixed point DSP, Intelligent Power Module 1 Introduction Due to environmental and fuel resource concerns, there is a growing demand for Electric Vehicles (EVs). The EV, when powered solely from the onboard battery pack, can run only in a limited range on a single charge. This limitation is overcome in a Hybrid Electric Vehicle (HEV) by the introduction of a down sized IC engine, coupled to a generator, which supplements the battery. Since the IC engine is operated at a constant speed, the pollution level is considerably reduced. Development of power electronics technology for EVs assumes importance in this context. These include AC drives with real time torque control for propulsion and power control for generation, compact and rugged induction motors, low maintenance battery and it monitoring systems etc. Digital Signal processor based real time AC drive controllers play the key role in the effective system operation. It provides efficient torque control for the propulsion motor based on driver commands and implements added features like regenerative braking etc. The scheme is implemented for M/s Ashok Leyland and M/s BHEL. The system has successfully completed 8000 kms of road trials and the results so far are very encouraging, this paper describes the salient features of the design and gives an overview of the hardware, algorithms and other control schemes.

Dash Board Control

(+) Induction Generator Generator Controller (-) Motor Controller (+) ICE Battery 440V 3Phase AC Plug HEV (-)
R Y B

Induction Motor

Battery Charger

Wheels

EV

Fig.1 Block diagram of EV and HEV systems 2 HEV Control Modules

Dedicated DSP based controllers are developed for different HEV systems. This distributed control strategy allows better controllability and reduced hardware. The supervisory control and system monitoring is implemented through a Dashboard controller. To reduce inter module control wiring and reliable data transfer between controllers RS485 Serial networking is implemented. The main control modules developed are discussed in the following section. 2.1 Generator Controller (GC)

Here Induction generator is used to generate the demanding power in 3 phase AC with the down sized IC engine as the prime mover. The tasks performed by the controller are, operation of the machine in motoring mode till base speed and maintain constant power from base speed to maximum speed of operation maintaining constant DC bus. The IC engine is loaded accordingly to meet the power requirement.

IG ICE

GC

DC

Fig.2 Generator control scheme 2.2 Propulsion Motor Controller (PMC)

The motor used for the propulsion is chosen to be Induction motor. AC Induction Motor offer better choice in terms of size, ruggedness, efficiency and maintainability when compared to the present DC motors. Moreover implementation of water-cooling for reduction in size and weight is simple. The various tasks to be performed by the controller are operation of the machine in all four quadrants with constant torque operation till the base speed and constant power operation from base speed to maximum speed of operation.

DC

PMC

IM

GEAR Wheel

Fig.3 Propulsion Motor control scheme 2.3 Battery charger

The on board battery charger features operation of optimum charging of the battery when the vehicle is in shed taking control of charging with constant current and constant voltage requirements at different levels.

Three phase AC Input

Input Isolation

Battery Charger

Battery

Fig.4 Battery charging scheme

2.4 Pump Controller A single inverter module is used to drive two pumps required for cooling the controllers and propulsion motor respectively from 360V DC source. The pump controller has additional features of communication with the other modules in the system for parametric reception and proper sequence of operation

DC Input

3 Phase AC Pump Controller

Pump 1

For PMC & GC For Propulsion Motor

Pump 2

Fig.5 Cooling Pump Controller

2.5 Dash Board Controller The dashboard houses the Speedo-meter, Odometer, Bar-graph display for battery parameters, LED indications for various status and fault indications of the system. LCD display is used to facilitate the display of quantitative values of the required monitoring parameter on selection. The information is passed from all the Drive Controller PCBS to the dashboard through RS485 link. RS232C interface is provided for debugging. A local microprocessor PCB processes the data and gives output to the display, meters and LED indications. 2.6 Data acquisition module The data acquisition module is used for sensor interface, like motor winding and bearing temperature, generator winding and bearing temperature, PMC, GC temperature etc. This information is passed to the main controllers for supervisory operation and safe shutdown under abnormal conditions. This 8-channel data acquisition module is based on AT89C2051 micro-controller. 3 AC drive Control The main power converter in PMC, GC, PMPC etc., is a high performance AC drive, which supplies a 3-phase induction motor/ generator. Intelligent Power Module (IPM) is used as the power-switching element, which offers higher reliability and requires lesser interface circuitry compared to other power switching devices. The real time control algorithm is based on Space Vector PWM, realized using digital controller based on TMS320F206 Digital Signal Processor (DSP).

INVERTER

DC BUS

(+) (-)

R Y B

THREE PHASE AC

DSP BASED CONTROLLER

Fig.6 AC Drive Controller 3.1 DSP based real time digital controller As the control algorithms require high level of signal processing in terms of the mathematical operation, a high-speed digital controller is necessary for the practical implementation. The speed at which these control modules are to be executed is also critical to achieve required dynamic performance. For example to implement a PI controller in a 80188 at 12Mhz based processor takes about 1 milli sec, whereas in TMS320F206 DSP at 40MHz takes only 1-2 micro sec.

Clock

Reset

Fault Interlock Gate Signal Generation

FPGA

Sensors

Analog Interface Digital Logic Development System

DSP ( AC Drive Algorithm )

Gate Driver

User Interface

Analog output (Debug) Serial Interface Network

JTAG Interface

Fig.7

Real time DSP Controller

3.2

Control Implementation with DSP

The control can be realized through software by appropriately cascading the basic software building blocks integral, delay element, algebraic and table functions etc. on a common hardware platform. All these functions are implemented in a 16-bit fixed point DSP processor. In order to obtain reasonable accuracy the inputs and outputs are scaled for Q14 format. i.e. the per unit value corresponds to 14 bits. This is easily realizable in a sixteen-bit DSP. Computations inside the functions are with 32-bit accuracy. Some of the important functional modules are discussed below. 3.2.1 Function generator based on look up table In look up table concept, to realize a function the input values are sampled at constant intervals and the corresponding outputs are stored in a table in hexadecimal format. The number of samples is chosen according to the accuracy requirement. Depending on input values the output values are fetched from the table. The functions realized in this form are fieldweakening function, square root, sine, cosine etc.

input

f(n)

output

3.2.2 Integrator The integrator is evaluated by approximating the area under the error curve e(t) using rectangular integration principle. In mathematical form the output at kth sample can be represented as

u(kts) =
input output

t =kts

t =

e(t)dt = e(t)dt + e(t)dt

0

kts

Here ts is the sampling period, k is the number of the sample. e(t) is the input curve integrated to get the output u(t). In difference equation form this will be

u (kts ) = u[(k 1)ts ] + Ts * e[kts ] where Ts is the sampling period. 3.2.3 Delay element The delay element can be expressed in mathematical form as du (t ) Td + u (t ) = e(t ) dt
where e(t) is the input, u(t) is the output and Td is the delay constant. In difference equation form this can be represented as
u (kts ) = u[(k 1)ts ] + [(Ts Td ) * {e(kts ) u (k 1)ts}]

input

output

3.2.4 PI controller The equation for the PI controller, u (t ) = kpe(t ) + ki e(t )dt

input

output

can be represented as, u (kts) = kpe(kts ) + ki e(kts ) and this is the addition of the integrator with the proportional term. For both integrator and PI controller saturation arithmetic is to be applied for implementation.
3.2.5 3-phase to 2-phase Conversion These equations convert the three-phase electrical quantities to two-phase quantities.

is (t ) = 1.5 * isr (t ) is (t ) = ( 3 ) * [isy (t ) isb (t )] 2

input

3 2

output

In difference equation form these algebraic equation can be written as is (kts ) = 1.5 * isr (kts ) is (kts ) = ( 3 ) * [isy (kts ) isb(kts )] 2 3.2.6 d-q transformation The d-q transformation can be obtained from the inverse matrix of the algebraic equations is (kts ) = [isd (kts ) * cos(kts )] [isq (kts ) * sin(kts )] is (kts ) = [isd (kts ) * sin(kts )] + [isq (kts ) * cos(kts )] input 2 d-q output

3.2.7 System modeling The mathematical model of induction machine in rotor flux oriented frame of reference is realized from d, q frame as Tr d (imr ) + imr = isd dt

ws =

isq + wr Tr * imr

m d = [ (2 3 ) * P *

Lm * imr * isq (1 + )

dw1 = md mload dt

The system model is realized from the above mathematical model as shown in figure below, which represents a typical model of an induction machine used as a feedback element of the controlling the machine. Using the dynamic equations the induction motor is represented in rotor flux oriented reference frame. This consists of the conversion of 3phase currents to 2-phase currents, transformation from stationary coordinates to rotor flux space phasor reference frame and finally the dynamic equations. This represents mathematically the steady state and dynamic behavior of the induction machine when supplied with the stator current. This is a cascaded combination of functional modules with scaling factors, which corresponds to system parameters.

f(n)
w2
k

+ +

w1 wr

2 2 d-q

Tr 1/J

md

mload

Fig.8 Software model for Induction Machine 3.2.8 Controller implementation The steps involve modeling of the system and applying control for current/torque control field/flux control. In addition the direct system performance is obtained through voltage/speed/position controller. The vector control of induction motor is realized as shown in Fig 9. This has two current control loops one for isd (field) control and one for isq (torque) control. The two outer loops namely speed control loop and flux control loop generate reference values respectively.

Wr imr isq isd Sin (p) Usdref

Wr

Machine Model
Cos (p) Usaref

is1 is2

Field Weakening W

+
Wr

Imr Control

Isd Control

+
isq Voltage Decoupling Coordinate transform ation CT1

Tacho

PWM CT2

IM

+
Reference Smoothening

+
Speed Control isq Control

Usqref

Usbref

Fig.9 Control Implementation Block Diagram The cross coupling term in stator equation is eliminated with the voltage decoupling circuit. The voltage reference for the inverter is obtained with the help of stator equation. It is worth to note that the overall system control is also realized through appropriate cascading of software blocks. 3.2.9 Control Software structure Initialization Asynchronous routine Timer Interrupt Sampling Time Sampling Time

Interrupt routine

Fig.10 a. Software structure for real time control

b. Time scheduling

The Software structure is shown in Fig.10. After doing all the variable and system initializations the software enters into a continuous loop. A hardware timer based interrupt is used for generating a master interrupt in which the real time control algorithm modules are executed. Software interrupt can be generated based on the master interrupt to schedule lower priority tasks. For implementing the AC drive control routines for the best dynamic performance the interrupt of the order of 100 micro sec is selected in a TMS320F206 DSP. All the control algorithms can be executed within 50-60 micro sec, which allows about 40-50 micro sec for the asynchronous routines.
4 HEV System Operation The power flow control starts with the switch ON of the master control on the dashboard. This process ensures the energizing of all the controllers for operational stability. The vital auxiliary systems are started and their actions are communicated simultaneously to the dashboard to assist the driver to start the engine. Now the engine is started through the induction generator operating as motor powered from the Battery, thus eliminating the usual starter for the ICE. The engine is set to operate at two speeds i.e. idle and normal speeds. Once engine rises to normal speed the vehicle is ready for moving and wait for drivers pedal response. The power from the engine is supplemented by the battery during starting till it reaches steady speed and its responses are programmed to match the normal vehicle performance. The IC engine supplies steady average power while the batteries supplement it during starting, acceleration and gradient requirements. Regeneration mode starts when the driver removes the pedal and it is limited with the system specifications. During this mode the deceleration power is effectively used to charge the battery thus extending the range of the vehicle. The mechanical braking can be applied at the last period of stopping to enhance brake linings. The operation without clutch and gear not only comforts the drivers responsibilities but also the passengers journey. 4.1

Controller networking using RS485

Dash Board

BC

Sensor

Pump Control RS 485

Mode Bus PMC GC

Fig. 11 Controller Networking in HEV The dedicated real time controllers in HEV share information over an RS485 network. The differential interfacing provides better data transfer reliability under EMI generated from power switching systems. The MODEBUS message exchange protocol is

implemented using Master Slave network architecture. The dashboard controller is the master initiating all data transfer.
5 Conclusion The scheme is implemented for M/s Ashok Leyland and M/s BHEL. The system has successfully completed 8000 kms of road trials, performance evaluation etc. and the results so far are very encouraging. HEVs are the best choice as the environment friendly and driver comfort vehicle for the metros. 6 Reference

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