6.

СОВЕТУВАЊЕ
Охрид, 4 - 6 октомври 2009

Dobri Cundev
Pavel Mindl
Faculty of Electrical Engineering, Czech Technical University in Prague, Czech Republic

DESIGN AND DEVELOPMENT OF THE HYBRID-ELECTRIC VEHICLE BY

ACHIEVING THE BEST OPERATING PERFORMANCE AND HIGHEST
EFFICIENCY

ABSTRACT
This paper presents the results of an analysis of the fuel efficiency of a hybrid electric car
drive, with an electric power splitter based on a double rotor synchronous permanent magnet
generator. The results have been obtained through a precisely determined mathematical model and by
simulating the characteristics of all essential values for the entire drive. This work is related to the
experimental working stand for electric and hybrid car drive research, which has been developed at the
Faculty of Electrical Engineering (FEE) at Czech Technical University (CTU) in Prague.
Keywords: Simulation, Efficiency, Hybrid electric vehicle (HEV), Converter control, Power
converters for HEV, Test bench, Power transmission, Supercapacitor, Regenerative power, Software

1 INTRODUCTION
Improving the fuel efficiency of the passenger vehicles is the ultimate goal of entire scientific
and technical community. The main purpose of the hybrid electric drive is achievement of higher
efficiency in energy transmission from internal combustion engine (ICE) to the traction wheels of the
vehicle. The hybrid electric vehicle (HEV) represents the transient solution from standard internal
combustion engine driven cars to all-electric driven vehicles (EV). Some car manufacture companies
already have successful commercial models (like Toyota Prius and Honda Insight), but all are based
on significant different technological solution.
In the Research Center of Engine and Automotive Engineering Josef Bozek (RCJB) at CTU in
Prague, there is ongoing project for development of hybrid electric drive. For that purpose, the
experimental working stand has been created at the Department of Electric Drives and Traction at
Faculty for Electrical Engineering. Main innovative characteristics of this hybrid drive is using of
super-capacitor (SC) as accumulation unit and electric power splitter (EPS).
Commercial hybrid electric cars, for splitting energy from ICE are using the planetary gear and
separate electrical generator for electrical power supply of the traction motor and charging of the
battery (Toyota Synergy Drive). In the hybrid electric system developed on the CTU in Prague, the
power splitting is performed entirely electrically by using the EPS. Also in this working stand, instead
of chemical battery for accumulation of the recuperative breaking kinetic energy, it is used the super-
capacitor as new technological element for electrical energy storage. That gives opportunity to store
energy without transformation from electrical to chemical and back. It brings higher efficiency in
energy form transformation.

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2 ELECTRIC POWER SPLITTER IN HYBRID-ELECTRIC VEHICLES

The schematic representation of the working concept of HEV with EPS and super-capacitor is
shown on Figure 1. The internal combustion engine is the main and only power source of the vehicle
that produces the mechanical power Pice. EPS is specially constructed synchronous generator with two
rotating parts. The main rotor is classic permanent magnet rotor and it is firmly coupled to the drive-
shaft of ICE. The other rotating part is functionally same as all other AC machines, but with capability
of rotation, placed on bearings. This part of the EPS is firmly coupled to the transmission that leads to
the car wheels and rotates with the speed proportional to the vehicle velocity (speed V). This technical
solution enables the ICE to operate on most optimal revolutions during entire driving schedule.

Figure 1: HEV drive with electric power splitter

Produced mechanical power Pice from ICE by using EPS is divided into electrical Pepsel and
mechanical power Pepsmh. Induction traction motor (TM) has been inserted on the shaft of the EPS
rotating stator and represents the main electrical propulsion to the vehicle. EPS and TM are electrically
connected through two traction AC/DC and DC/AC power converters for HEV with intermediate DC
link circuit. On this DC circuit a SC is connected via charging and discharging DC-DC power
converter, which precisely regulates the power flow from DC circuit and SC.
The traction motor is powered by Pel that is generated in EPS (Pepsel) and by additional power
from SC (Psc):
Pel = Pepsel + Psc , (1)

Traction motor TM produces mechanical power Ptm which with mechanical Pepsmh added from
EPS is transmitted to the car wheels. Total proportion power of the car Pcar car is expressed by
formula:
Pcar = Pepsmh + Ptm , (2)

When the car is braking, TM changes the function from motor to generator. By this way, car
kinetic energy produces the deceleration power that can be partially converted into electric energy,
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which is accumulated in the SC and in the future can be used for the next acceleration in following
driving cycles.

3. EXPERIMENTAL APPROACH TO THE TECHNICAL SOLUTION

In order to be performed laboratory testing of this HEV concept, the experimental working
stand has been created in the laboratory at laboratory for electric drives and traction on FEE-CTU in
Prague. The scheme of this laboratory stand is shown on Figure 2:

Figure 2: Laboratory working stand of HEV for experimental analysis

The main functional units of the stand are the same as the units of the HEV concept shown on
Figure 1. On this HEV laboratory model, ICE and the car wheels has been substituted with two
regulated induction motors. Internal combustion engine is simulated by a controlled electric AC
induction motor. Traction load is simulated with another controlled AC induction motor.
The main working structure of the experimental stand is consisted of four electrical machines,
as shown on Figure 3:

Figure 3: Machine equipment of the working stand

Also, as an essential functional part of the stand are five semi-conductor power electronic
control units, super-capacitor and all the necessary instrumentation, control, power supply and
protection equipment, for precise control of the process and data acquisition.
The entire working stand is monitored and regulated by data acquisition system with real-time
feed-back control. For this realization, it has been used two NI USB6009 data-logging multifunction
devices and Spider 8 measurement system. The core of the automatization system is based on
measuring and data processing software LabVIEW 8.6. The full operational supervisory control and
data acquisition (SCADA) system for the working stand with visual control graphical interface is
already realized (as shown on Figure. 4) and fully functional:
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Figure 4: Control panel of the HEV working stand (SCADA)

4. CALCULATING THE VEHICLE FUEL EFFICIENCY

Fuel efficiency of the passenger vehicles is defined as demanded amount of fuel (Lcar [l]) for
driven car trajectory distance (S car [km]). In Europe, this value is measured according to predetermined
working regime defined as European driving schedule (EDS):

Figure 5: European driving schedule EDS

EDS is consisted of 1200 sec. driving schedule, which combines 800 seconds urban and 400
seconds of highway driving (Figure 5). Urban driving is consisted of four repeated cycles (ECE 15),
each with three different acceleration, idle and deceleration regime. Highway driving (EUDC) is
continuous driving with predetermined changes of the speed V. This is standardized European driving
schedule (NEDC) for calculating the fuel consumption and vehicle efficiency.
The vehicle drives the first 800 sec. (urban driving). During this process, total driven distance
is measured or calculated (Scar). This value is divided by consumed amount of fuel (Lcar) and the
consumption Qurb of the vehicle for urban driving is calculated:
Qcar = S car / Lcar (3)
The same approach is for calculation of consumption Qhgw for the highway driving (EUDC
cycle from 800 to 1200 sec.). For calculating combine consumption Qcom (urban and highway NEDC),
for the entire EDS (1200 sec.) is calculated the car trajectory Scar and fuel consumed Lcar.
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5. SIMULATION OF THE EUROPEAN DRIVING SCHEDULE

Simulation has been made by means of Matlab programming interface. The main approach in
this simulation is determination of the fluctuation of the energy in the hybrid drive during driving
schedule. For this purpose function and behavior of each component of the system is determined and
taken into account like aero-dynamical resistance, rolling resistance between the tires and the road
surface, density of the ambient air, cross-sectional area of the vehicle, coefficient of drag, etc.
The kinematical model is mathematically created for the predetermined car specifications, like
car weight, efficiency of transmission, ICE fuel consumption and output power, number of
accumulative units SC and efficiency of electrical power converters. For each time sub-interval
(Δtn=tn-tn-1) of the drive, it has been calculated the acceleration an, car trajectory distance Sn, needed
acceleration force Fa, corresponding energy Wn, e.g. By means of this calculated values, acceleration
power Pa can be calculated, for each subinterval Δtn. Compensation of aero-dynamical and rolling
resistance between the tires and the road surface, has been performed with calculation of additional
power Pv, which depends on speed V(t). Total needed power that hybrid vehicle needs to provide Pcar
is sum of acceleration power Pa and speed power Pv. All this values are used in the laboratory-working
stand by using the visual interface within the LabVIEW SCADA system (Figure 6):

Figure 6: Car parameters and traction power control LabVIEW interface

Matlab simulation program calculates all this values according to the EDS. Obtained data are
presented in characteristics, which are functions of time. The power of the internal combustion engine
Pice follows the needed driving power Pcar that are shown on Figure 7.
ICE provides power to drive the vehicle and also for charging the SC and to keep its voltage
Usc above the critical minimal level Uscmin (Figure 8). Therefore, Pice depends on actual energy volume
Wsc accumulated in the super-capacitor, which is determined from actual SC voltage Usc (4).
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Figure 7: Characteristic of the vehicle wheel power Pcar and engine power Pice

C ⋅ U sc2
Wsc = (4)
2

Figure 8: Voltage characteristic Usc of the SC

Fuel consumption is measured in each time interval. By knowing the total fuel consumed on
the end drive regime (in EDS t=800 [s] for urban and t=1200 [s] for combine drive regime) and total
driven distance, the consumption of the hybrid-electric drive is calculated. For urban driving it is 25.6
[km/l], for highway 21.4 [km/l] and combine driving is 23.2 [km/l]. In Table 1 are shown the values
compared with standard driven cars with the similar characteristics:
Table 1: Fuel consumption
[km/l]] urban highway combine
Hybrid-electric vehicle 25,6 25,6 25,6
Standard ICE vehicle 13,7 13,7 13,7

6. CONCLUSIONS
This mathematical concept and simulations gives the analytical results, which prove the
eligibility of this new technological solution. In addition, the results will are used for testing and
obtaining the results on the real HEV working stand, which is constructed on FEE, Czech Technical
University in Prague.
The results are showing the main specifications of this new concept of hybrid electric drive
during the European driving schedule. The results present operation conditions of all systems during
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the driving regime. The changes of the values as function of time give overview of the energy
fluctuation in each component of the system.
The final numerical results of fuel consumption prove the significance of this new techno-
logical approach. Enabling the vehicles to drive more distance for the same amount of fuel is the main
goal in increasing the efficiency of the passenger cars.

7. REFERENCES
[1] Dobri Cundev, Pavel Mindl. “European Driving Schedule of Hybrid Electric Vehicle with Electric Power
Splitter and Super-capacitor as Electric Storage Unit” Proceedings of IEEE ICEM08, ISBN 978-1-4244-
1736-0, Vilamoura, Portugal, September 2008, str.82.
[2] Dobri Cundev, Pavel Mindl. “Driving Characteristics for Hybrid Electric Drive with Super-capacitor as
Energy Storage Unit” Progress In Electromagnetics Research Symposium PIERS2007, ISBN 1559-9450,
Prague 27-30.08.2007
[3] Dobri Cundev. “Simulation of Driving Regime for Hybrid Drive with Super-capacitor and Electrical Power
Splitter” 11th International Student Conference on Electrical Engineering POSTER 2007, Prague
17.05.2007
[4] Zdenek Cerzovsky, Pavel Mindl. “Hybrid Drive with Super-capacitor Energy Storage Unit” FISITA
Conference, F193m Bercelona, 2004.
[5] Zdenek Cerzovsky, Pavel Mindl. “Double rotor synchronous generator used as power splitting device in
hybrid vehicles” 31st FISITA World Automotive Congress, Yokohama 2006.
[6] Dobri Cundev. “Analysis of the Fuel efficiency of Hybrid Electric Drive with Electrical Power Splitter”
12th International Student Conference on Electrical Engineering POSTER 2008, Prague 15.05.2007
[7] Van Mierlo J, Maggeto. “Innovative iteration algorithm for a vehicle simulation program” IEEE
transactions on vehicular technology, vol 53 (2). pg 401-412. MAR 2004
[8] R. Barrero, X. Tackoen, J. Van Mierlo. “Analysis and configuration of supercapacitor based energy storage
system on-board light rail Vehicles” EPE-PEMC2008, Poznan, Poland, paper 194.