Braking Force Dynamic Coordinated Control for Hybrid Electric Vehicles

Mingli Shang ,Liang Chu, Jianhua Guo, Yong Fang , Feikun Zhou
State Key Laboratory of Automobile Dynamic Simulation, Jilin University, Changchun, 130025, P.R. China shangmingli2006@163.com meanwhile, maintaining the vehicle traveling direction stable and controllable, (2) recovering the braking energy as much as possible in order to improve the energy utilization efficiency. The effect of the (1) is to meet the braking force desire of the driver [8]. As the braking force response characteristics between the motor and the friction braking are different, the total braking force of the hybrid electric vehicle may be more or less than the desired braking force. Thus, the braking feeling of the drivers will be affected. So, the motor braking force and friction braking force must be coordinated while regenerative braking. By analyzing the braking force characteristics of the motor and hydraulic braking of the hybrid electric vehicle, this paper uses the hydraulic braking force to compensate the motor braking force. And, in this paper, hierarchical structure is adopted to design the regenerative braking control system. The regenerative braking control system is divided into three layers: management layer, collaborative layer and execution layer. This paper designs a dynamic coordinated control for the hybrid electric vehicle based on feed-forward and feed-back control method. This integrated feed-forward and feed-back control can improve response speed and control accuracy of the total braking force control. II. DYNAMIC CHARACTERISTIC ANALYSIS AND WORKING PATTERNS OF BRAKING

AbstractThe possibility of regenerative braking is one inherent advantage of hybrid electric vehicle. The motor and the hydraulic braking system are braking together while the hybrid electric vehicle is braking. But, the difference of the braking force dynamic response between the motor and the hydraulic braking system will lead the inadequate or excessive braking and will effect the braking felling of the driver. In this paper, we analyze the braking dynamic characteristics of the motor and the hydraulic braking system. Then, we analyze the hybrid electric vehicle working patterns of the braking process and design the hierarchical structure of the braking force control system. After that, we propose the braking force coordinated control strategy based on using the hydraulic braking force to compensate the motor braking force during the braking process of the hybrid electric vehicle. This paper used the integrated feed-forward and feedback control to design the braking force coordinated control strategy. This integrated control can maintain the stability of the control system while reduce the system error and increase the dynamic performance of the system. The simulation results show that braking force dynamic coordinated control is effective and the total braking force can meet the desired braking force during the braking of the hybrid electric vehicle. Keywords-Hybrid Electric Vehicle; Regenerative Braking; Braking Force Coordinated Control; Feed-forward and Feedback Control

I.

INTRODUCTION

Almost half of the energy is dissipated in the brakes while a vehicle drives in heavy traffic [1]. Therefore, recovering braking energy is an effective approach for improving the energy efficiency of hybrid electric vehicle [2]-[4]. Almost half of the energy is dissipated in the brakes while a vehicle drives in heavy traffic. Therefore, recovering braking energy is an effective approach for improving the energy efficiency of hybrid electric vehicles [5]. The research and development activities on regenerative braking system of hybrid electric vehicles have been mainly concentrated on the regenerative braking force optimization and braking force distribution between the friction braking and motor braking force [6]-[7]. However, less effort has been made on the research of the braking force dynamic coordinated control, and publications on this topic are much less than those for regenerative braking distribution strategy development. In braking system design for hybrid electric vehicles, two basic concerns are: (1) properly applying braking force on front and rear axles to quickly reduce the vehicle speed, and
978-1-4244-5848-6/10/$26.00 2010 IEEE 411

Before designing the braking force coordinated control strategy, we analyze the dynamic characteristics of the motor and the friction braking system firstly. Then, we analyze the working patterns of the braking process for the hybrid electric vehicle. A. The Structure of the Hybrid Electric Vehicle Fig 1 shows the structure of the hybrid electric vehicle which this paper studied. The hybrid electric vehicle is a front wheel driven parallel hybrid electric vehicle. Motor is installed in the automatic transmission input axle. This structure increases the motor torque which acting on the wheels. The friction braking system of the hybrid electric vehicle is hydraulic braking system. The front axle is braked by the hydraulic and the motor, the rear axle is braked by hydraulic while the hybrid electric vehicle is braking. The hybrid electric vehicle which this paper studied is equipped with ESP. The ESP valves can be used for hydraulic braking force fine-tuning to compensate the motor braking force.

HCU

Vehicle HCU

ESP_ECU

BCU

AMT

motor

Battery

TCU
MC U

(2) The control accuracy of the motor braking torque is lower than the hydraulic braking torque, and motor braking torque is vulnerable to fluctuation. If only controlling the motor braking force and the hydraulic braking force accordance with the force that the regenerative braking force distribution strategy distributed, then, the total braking force of the motor and the hydraulic braking system will not meet the desired braking force because of the dynamic response characteristics of the motor and the hydraulic braking system is different. So, it is necessary to dynamic coordinate the motor braking force and the hydraulic braking force. C. Working Patterns of the Braking The motor and hydraulic braking have three different working patterns in the braking process of the hybrid electric vehicle. And, the working patterns may switch in the braking process. Tab 1 shows the detail information of the three working patterns.
TABLE I. Working Pattern Motor Braking Hybrid Braking Hydraulic braking TABLE TYPE STYLES Motor Braking Status Braking Braking Closed Hydraulic Braking Status Closed Braking Closed

Speed sensor

Pressure sensor

Signal

CAN bus

Figure 1. Schematic structure of the hybrid electric vehicle

B. Dynamic Characteristics of the Motor and the Hydraulic Braking System As the motor braking force and hydraulic braking force are applied on the front axle, it is necessary to analyze the dynamic response characteristics of the motor and the hydraulic braking system. The dynamic response characteristics can be used to judge whether the total of the motor braking force and the hydraulic braking force can meet the desired braking force of the driver. If the dynamic response characteristics of the motor braking force and the hydraulic braking force are same, then, the total braking force can meet the desired braking force. Otherwise, the total braking force can not meet the desired braking force. We use the step response simulation method to analyze the dynamic response characteristics of the motor braking force and the hydraulic braking force. Fig 2 shows the step response of the motor braking torque and the hydraulic braking torque.
braking torque (Nm)
100

The dynamic process of the motor braking and the hydraulic braking occurs while the working pattern switching. In order to meet the desired braking force of the driver, we coordinate the braking force of the motor braking and the hydraulic braking force using hydraulic braking force dynamic control in this paper. III. THE STRUCTURE OF THE BRAKING FORCE DYNAMIC COORDINATED CONTROL SYSTEM

After analyzing the dynamic characteristics of the motor and the hydraulic braking system, we know that the hybrid electric regenerative braking system needs the braking force coordinated control system to coordinate the motor braking force and hydraulic braking force. A. Hierarchical Control of the Braking Force In order to simplify the design process of the braking force control strategy, we use hierarchical method to design the braking force control strategy in this paper [9]. Fig 3 shows the braking force control system structure of the hybrid electric vehicle. The braking force control system is divided into three layers: management layer, collaborative layer and execution layer. The management layer is designed to identify the drivers intention of total braking force according to the vehicle state, braking pedal position and driver model. Collaborative layer includes braking force distribution strategy and braking force coordinated control strategy. Firstly, the braking force distribution strategy is used to distribute the braking forces of the front axle and rear axle according to the state of the hybrid electric vehicle. Then, according to the information of the battery and the motor, the braking force distribution strategy calculates the desired

50

desired motor hydraulic 0 0.5 1 time(s) 1.5 2

Figure 2. The step response characteristics of the motor braking torque and the hydraulic braking torque

It can be seen from the Fig 2 that the braking torque dynamic response characteristics of the motor and the hydraulic braking system are clearly different. The following conclusions can be obtained from the analysis: (1) The dynamic response time of the motor braking torque is larger than the hydraulic braking torque.

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motor braking force (DMB) and the desired hydraulic braking force (DHB). The braking force coordinated control strategy is used to coordinate the motor braking force and hydraulic braking force in order to meet the desired total braking force. Since the braking system of the hybrid electric vehicle which is studied is hydraulic braking, only the front axle braking force is coordinated control.
Driver Management Layer Desired Braking Force Braking Force Distribution Strategy DMB DHB Collaborative Layer

Braking Force Coordinate Control Singal Motor Braking

In order to comply with the requirement of the ECE regulations and reduce the operations times of the ESP valves, this paper distribute 80% total braking force to front axle while the braking strength is 0.15< z 0.3. And taking the vehicle stability into account, this paper distributes the total braking force according to the original braking force distribution coefficient of the vehicle while the braking strength is 0.3< z 0.6. In order to prevent the influence of the fluctuation of the motor torque to the vehicle at large braking closes the regenerative braking function of the motor while the braking strength is z > 0.6. If the torque of the motor can meet the front axle braking force which is distributed by the strategy, then, the motor supplies the total desired front axle braking force. If the torque of the motor can not able to meet the total desired front axle braking force, then, the motor supplies the current maximum braking force of the motor, the inadequate desired braking force is distributed to front hydraulic braking. IV. BRAKING FORCE COORDINATED CONTROL

Hydraulic Braking Execution Layer

Motor ECU

Braking ECU

Figure 3. Hierarchical structure of the braking force control system

The braking force coordinated control strategy is designed based on integrated feed-forward and feedback control. At first, we design the structure of the coordinated control. A. The Structure of the Coordinated Control The structure of the braking force coordinated control is shown in Fig 5. The desired motor braking force (DMB) and the desired hydraulic braking force (DHB) are sent into the braking force coordinated controller. Then, the braking force coordinated controller uses the information of the actual motor braking force and the hydraulic braking force to calculate the motor braking force and the hydraulic braking force which are sent into the motor controller (MECU) and the hydraulic braking controller.
Actual Motor Braking

The execution layer includes motor controller and hydraulic braking controller. The two controllers are used to execute the motor and hydraulic braking system to produce the braking force which is calculated by the braking force coordinated control strategy. Feedback signals include the actual motor braking force and hydraulic braking force of the front axle. These two braking force can be obtained by estimation. B. Braking Force Distribution Stratege This paper uses the deceleration of the hybrid electric vehicle to design the braking force distribution strategy. The strategy is a deceleration sensitive strategy. Fig 4 shows the braking force distribution curve of the front and rear axles of the hybrid electric vehicle. After determining the front and rear axle braking force, then the motor braking force and hydraulic braking force of the front and rear axles can be calculated. The braking strength is divided into four grades: z 0.15, 0.15 < z 0.3, 0.3 < z 0.6, and z > 0.6.
6000

DMB

DHB

Braking Force Coordinated Control

MBF

MECU

Motor Vehicle

HBF

HECU

Braking System

rear axle braking force(N)

5000 4000 3000 2000 1000 0

E
I 80%

Actual Hydraulic Braking

Figure 5. The structure of the coordinated control

D C A
0 2000

B
4000 6000 8000 10000 12000

front axle braking force(N)

Figure 4. The braking force distribution curve of the electric

B. Dynamic Coordinated Controller Design According to the control theory [10], we can know: in order to reduce the error of the system, we can increase the open-loop gain of the system or use the high order type system. However, these two methods will affect the stability of the system and will reduce the dynamic performance of the system. The system even losses stability while the system order type is too high or open-loop gain is too larger.

413

Although the feedback control can suppress the input disturbance and reduce the steady-state error, but, it is difficult to meet the dynamic performance requirement of the system. If we integrate the feed-forward control and the feedback control, we can maintain the system stability, reduce the error and increase the dynamic performance of the system. We use the integrated feed-forward and feedback methods to design the braking force coordinated control algorithm. This control algorithm can enhance the braking force control precision and the braking force dynamic performance. Fig 6 shows the structure of the integrate feedforward and feedback control algorithm.

Gm ( s )

km W ms 1

(2)

Where, m is the time constant of the motor, hf is the constant of the motor. (3) The transfer function of the feedback loop The PID control is used in the feedback control loop in this article. This is because the PID control is simple and easy to obtain the better steady-state performance. The control structure of the PID control is shown in Fig 7. The transfer function of the PID control can be expressed as:

Gf (s)
Tdf 

Tdm

Gb ( s)
Where, coefficient,
p d

kp 

ki  kd s s

(3)

E

G (s) b

Ghf (s)

Gm(s) Thf  Tm

Tf

is the proportional gain, i is the integral is the differential coefficient.

kp Tdf  Tdf ' 

ki s

  

Figure 6. The structure of the integrated feed-forward and feedback control algorithm

Ghf (s)

Tf

kd s
Figure 7. The control structure of the PID control

The total desired braking force of the front axle is regarded as the target input of the integrated control algorithm. The total braking force of the front axle is regarded as the output of the integrated control algorithm. The motor braking force is regarded as disturbance. This disturbance can be measured. Gf(s) is the feed-forward transfer function, Gb(s) is the feedback transfer function, Gm(s) is the motor transfer function and Ghf(s) is the front axle hydraulic braking system transfer function. (1) The transfer function of the front axle hydraulic braking system In this article, the control object of the coordinated control is the hydraulic braking system of the hybrid electric vehicle. The transfer function of the hydraulic braking system is obtained by the test of the hydraulic braking system of the hybrid electric vehicle. The transfer function of the hydraulic braking system is a first-order lag system. It can be expressed as:

(4) The transfer function of the feed-forward loop After determine the Gb(s), Gm(s), Ghf(s), we can calculate the transfer function of the feed-forward Gf(s) as follows: Firstly, we assume that the input of the braking force coordinated control Tdf is zero, then, we can obtain the following equations from the Fig 6. Thf ( E  Tdm G f ( s )) Gb ( s ) Ghf ( s ) (4)

Tf

Thf  Tm

(5) (6)

Tdf  T f

Using equations (4), (5) and (6), we can obtain the follow equations:

Ghf ( s )

khf

Tf E

Gm ( s)  Gb ( s) Ghf ( s) G f ( s) 1  Gb ( s) Ghf ( s)  1  Gb ( s) Ghf ( s)

Tm Tm

(7)

W hf s  1

(1)

Gm ( s)  Gb ( s) Ghf ( s) G f ( s)

Where, s is the Laplace operator, hf is the time constant of the hydraulic braking system, hf is constant of the hydraulic braking system. (2) The transfer function of the motor The motor braking force is considered as disturbance in the braking force coordinated control. So there is no need to establish a precise motor model. We use a first-order lag transfer function to indicate the motor braking force. The transfer function can be expressed as:

(8)

The control target of the dynamic coordinated control is E=0. So, the following condition must be met while the input of the control system is zero. E T f 0 (9) Now, the transfer function of the feed-forward can be obtained from equations (7), (8) and (9).

G f ( s)

Gm ( s) Gb ( s) Ghf ( s)

(10)

414

V.

SIMULATION RESULTS

In order to verify the dynamic coordinated control strategy that this paper proposed, we establish the hybrid electric vehicle model in MATLAB/Simulink. And, we use the hybrid electric vehicle model to execute the simulation test of the hybrid electric vehicle braking process. In this paper, three patterns of the braking process are studied: the pure motor braking pattern (case 1), the hybrid braking pattern which the motor and the hydraulic braking working together (case 2), the pure hydraulic braking pattern (case 3). The braking force dynamic process occurs while the working patterns switch. A. Pure Motor Braking The pure motor braking pattern occurs mainly while the braking strength of the vehicle is small. In this condition, the desired braking force of the driver is small, and the motor braking force can meet the desired braking force. The dynamic response of the braking force has a direct influence of the vehicle braking performance and the braking feeling of the driver. In the simulation test, we set the braking strength of the vehicle to 0.1g. The Fig 8 Fig 11 shows the simulation results.
braking torque erro (Nm)

motor braking is in steady-state and the steady-state error is small after 0.7s. The motor braking torque difference between the dynamic coordinated control and non control is small. That is because that we consider the motor braking torque as disturbance, and we do not control the motor braking torque in the dynamic coordinated control in this paper. B. The Hybrid Braking The hybrid braking pattern occurs mainly while the braking strength of the vehicle is medium. In this condition, the desired braking force of the driver is not large, but the motor braking force can not meet the desired braking force. So, the motor braking and hydraulic braking are working together. The pure motor working pattern will towards to hybrid braking pattern while the braking strength changes from small to medium. And, the difference between the total braking torque and the desired braking torque will occur in this working pattern changing process.
braking torque erro (Nm)

200 150 100 50 0 -50 0 2 time(s) 4 6 No Control FF Control

braking torque (Nm)

800 600 400 200 0 0 2 time(s) FF Control Desired No Control 4 6

200 150 100 50 0 -50 0 0.5 1 time(s) 1.5 2 No Control FF Control

braking torque (Nm)

300 200 100 0 FF Control Desired Torque No Control 0 0.5 1 time(s) 1.5 2

friction braking torque (Nm)

motor braking torque (Nm)

250 200 150 100 50 0 0 2 time(s) 4 6

400 300 200 100 0

friction braking torque (Nm)

150 100 50 0

motor braking torque (Nm)

300 200 100 0

2 time(s)

Figure 9. The braking torque of the braking case 2

0 0.5 1 time(s) 1.5 2

0.5

1 time(s)

1.5

Figure 8. The braking torque of the case 1

From the Fig 8, we can see that the braking torque error is too larger if the braking force coordinated control is not working. This is mainly due to the initial motor braking torque dynamic response speed is slow. After about 0.7s, the motor braking torque will gradually follow the desired braking torque of the driver. But, there will still be a difference because of the steady-state error of the motor braking torque. After carrying the braking force dynamic coordinated control, the braking torque error is small enough to ignore whether the motor braking is in dynamic process or in steady-state. That is because that the hydraulic braking torque compensates the difference between the motor braking torque and the desired braking torque of the driver. Fig 8 also shows that the hydraulic braking compensation is obvious before 0.7s, and after that, the hydraulic braking compensation stopped basically. That is because that the

In the simulation test, we set the braking strength of the vehicle at 0.1g initial, then, at 2s, we increase the braking strength slowly. The Fig 9 shows the simulation results. From the Fig 9, we can see that the braking torque error is larger if the braking force coordinated control is not working after 2s. This is mainly due to the motor braking torque response speed is too slow. After carrying the braking force dynamic coordinated control, the braking torque error is small enough to ignore. At about 2.8s, the motor braking torque and the hydraulic braking torque changes because of the braking force distribution strategy. So, the braking torque dynamic process will occur. And, with the coordinated control during this braking process, the braking torque error is smaller than without coordinated control. C. The Pure Hydraulic Braking The pure hydraulic braking pattern occurs mainly while the braking strength of the vehicle is large. In this condition, the desired braking force of the driver is larger, and in this

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condition, the regenerative braking is stopped because of the braking time is too small to recovery the braking energy and the stability of the vehicle. So, the motor braking is not working and hydraulic braking is working only. The hybrid braking pattern will switch to pure hydraulic braking pattern while the braking strength changes from medium to large. And, the difference between the total braking torque and the desired braking torque will occur in this working pattern changing process. In the simulation test, we set the braking strength of the vehicle at 0.4g initial, then, at 2s, we set the braking strength at 0.7g. The Fig 10 shows the simulation results.
braking torque (Nm)
4000 3000 2000 1000 0 FF Control Desired No Control 0 1 time(s) 2 3

effective and the total braking force can meet the desired braking force during the braking of the hybrid electric vehicle. ACKNOWLEDGEMENT This work is supported by the key project of the science and technology research of the education department (NO101059): the regenerative braking control system of the hybrid electric vehicle key technologies. REFERENCES
Yimin Gao, Liping Chen, and Mehrdad, Investigation of the Effectiveness of Regenerative Braking for EV and HEV, SAE paper, 1999-01-2910. [2] Schmidt M, Isermann R, Lenzen B, Hohenberg G, Potential of Regenerative Braking Using an Integrated Starter Alternator, SAE 2000-01-1020. [3] Yimin Gao, Liang Chu, and Mehrdad, Design and Control Principles of Hybrid Braking System for EV, HEV and FCV, IEEE Transaction on vehicular Technology, Vol.54, NO.2, Sep.2008. [4] Enrico Cacciatori, Baptise Bonnet and Nicholas D.Vaughan, Regenerative Braking Strategies for a Parallel Hybrid Powertrain with Torque Controlled IVT, SAE 2005-01-3826. [5] Enric Cacciatori, Baptiste Bonnet and Nicholas D.Vaughan, Regeneration Braking Strategines for a Parallel Hybrid Powertrain with Torque Controlled CVT, SAE paper, 2005-01-3826. [6] F Wang and B Zhuo, Regenerative braking strategy for hybrid electric vehicles based on regenerative torque optimization control, Proc. IMechE Vol. 222 Part D: J. Automobile Engineering. [7] Hoon Yeo, Sungho Hwang and Hyunsoo Kim, Regenerative braking algorithm for a hybrid electric vehicle with CVT ratio control, Proc. IMechE Vol. 220 Part D: J. Automobile Engineering. [8] J.Y.Wong, Theory of Ground Vehicles. John Wiley and Sons, New York, 1978. [9] Zhang Junzhi, Lu Xin, Coordinated control for regenerative braking system, IEEE Vehicle and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China. [10] Sousong, Hu, Control Theory, Beijing, Science Press, 2001. [1]

braking torque erro (Nm)

1000 FF Control No Control

500

-500

1 time(s)

friction braking torque (Nm)

motor braking torque (Nm)

0 1 time(s) 2 3

3000

400 300 200 100 0

2000

1000

1 time(s)

Figure 10. The braking torque of the braking case 3

From the Fig 10, we can see that the braking torque error is larger if the braking force coordinated control is not working after 2s. This is mainly due to the motor braking torque response speed is too slow while the motor braking is shut down. But, after carrying the braking force dynamic coordinated control, the braking torque error is small enough to ignore. VI.
CONCLUSION

The difference of the braking force dynamic response between the motor and the hydraulic braking system will lead the inadequate or excessive braking. Thus, that will effect the braking felling of the driver. This paper analyzes the braking dynamic characteristics of the motor and the hydraulic braking system. Then, we analyze the hybrid electric vehicle working patterns of the braking process. After that, we propose the braking force coordinated control strategy based on using the hydraulic braking force to compensate the motor braking force during the braking process of the hybrid electric vehicle. This paper used the integrated feed-forward and feedback control to design the braking force coordinated control strategy. This integrated control can maintain the stability of the control system while reduce the system error and increase the dynamic performance of the system. The simulation results show that braking force dynamic coordinated control is
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