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Design and modeling of a parallel hydraulic hybrid bus

Conference Paper · February 2012

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 International Conference on Applications and Design in Mechanical Engineering 2012 (ICADME 2012)
27-28 February 2012, Penang, Malaysia.

Design and Modeling of

a Parallel Hydraulic Hybrid Bus
Vahid Esfahanian Ali Safaie
Vehicle, Fuel and Environment Research Institute Vehicle, Fuel and Environment Research Institute
University of Tehran University of Tehran
Tehran, Iran Tehran, Iran
[email protected] [email protected]

Hassan Nehzati Mohsen Esfahanian

Vehicle, Fuel and Environment Research Institute Department of Mechanical ENG
University of Tehran Isfahan University of Technology
Tehran, Iran Isfahan, Iran
[email protected] [email protected]

Mohammad Reza Ha’iri-Yazdi Masoud Masih Tehrani

Department of Mechanical ENG Vehicle, Fuel and Environment Research Institute
University of Tehran University of Tehran
Tehran, Iran Tehran, Iran
[email protected] [email protected]

Abstract— In the present paper a hydraulic hybrid propulsion two power sources in which one of them has the ability to
system for an urban bus has been designed, modeled and restore energy. Reduction of fuel consumption and air pollution
simulated. The propulsion system consists of a diesel Internal are achieved in hybrid propulsion systems by using a smaller
Combustion Engine (ICE) as the primary and a hydraulic engine size, operating the engine near its optimum BSFC 1
pump/motor (P/M) as the secondary power generation region, turning it off whenever possible and regenerating
components. The hydraulic accumulators have been used as the braking energy. Moreover, hybrid vehicles do not need any
energy storage components. The two power generating additional fleet infrastructure. Hybrid propulsion systems are
components have been connected to the driven shaft through a divided in two main branches: electrical hybrid which has an
post-transmission torque coupling. For designing of hybrid
electric unit as the secondary power source and mechanical
propulsion system, the initial sizing of two power generation
components has been performed by using MATLAB software.
hybrid that uses a mechanical component to generate and store
Then, the hydraulic hybrid propulsion components have been energy. Furthermore, there exists three types of mechanical
modeled in the MATLAB/Simulink and are combined to form a hybrid powertrain i.e., flywheel, hydraulic and pneumatic.
feed-forward model of the hydraulic hybrid bus. In addition, a Among the mechanical hybrid propulsion systems the
control strategy has been designed so as to distribute appropriate hydraulic one is most attractive due to extended field of
torque among the hybrid power generation components. This application in vehicle industry. In comparison with hybrid
control strategy also includes regenerative braking. After the electric vehicle (HEV), a hydraulic hybrid vehicle (HHV) has
designing and modeling of the hydraulic hybrid bus, its operation larger power and lower energy densities. This characteristic of
has been simulated in the Tehran and the Nuremburg drive HHV is useful for transient driving modes of vehicle like
cycles and assessment of fuel consumption and performance are acceleration and braking. In addition, the round-trip efficiency
obtained. In comparison to the conventional bus, at least 26 of hydraulic hybrid propulsion system is much higher than the
percent reduction in the fuel consumption of the hydraulic electric one [1].
hybrid bus has been achieved by the simulation results.
Urban buses are the best choice for implementing a hybrid
Keywords: Hydraulic hybrid bus, modeling, design, propulsion system due to the low speed and highly frequent
regenerative braking stop and go nature of their driving cycle. In addition, the
braking energy that is wasted during operation in an urban bus
I. INTRODUCTION is much larger than that of a passenger car. Therefore,
In recent years, rising consideration about the fossil fuel
consumption and increasing air pollution has led to
1
development of innovative propulsion systems such as hybrid Braking Specific Fuel Consumption
propulsion for vehicles. A hybrid propulsion system consists of
implementing a hydraulic hybrid on an urban bus would be a TABLE I. SPECIFICATION OF O457 BUS
reasonable decision [2].
Vehicle specifications Value
The hydraulic hybrid propulsion system contains one or Gross Weight (kg) 9820
two hydraulic Pump/Motor (P/M) as the power generating
component. Also Hydro-pneumatic accumulators are the Weight considering the passengers (kg) 14720
energy storage components in the HHV. Hydraulic hybrid Wheel radius (m) 0.466
vehicles can be divided into three configurations: serial,
Visible surface (m2) 2.0
parallel and power-split.
Rolling resistance 0.01
In serial hydraulic hybrid, ICE acts as the charger of
accumulators and a hydraulic P/M provides the required power Drag coefficient 0.55
of the vehicle. But in Parallel hydraulic hybrid architecture The Efficiency of transmission (%) 0.85
both hydraulic P/M and Internal Combustion Engine (ICE) are Gear ratio of final drive 4.2
mechanically connected to the load. Since there are few 3
changes in the mechanical components of the conventional Air density (kg/m ) 1.202
vehicle in parallel HHV, its implementation is easier and has Rotational inertia 1.05
lower cost than the series structure. A power-split hydraulic
hybrid has both parallel and serial driveline and can switch
between them. A parallel architecture is much simpler than a Among the main components, simulation results are needed
power-split one. As a result, the parallel HHV is more suitable for sizing of accumulators. In another words, generation and
for vehicle manufacturing companies. The disadvantage of consumption of energy in a drive cycle is needed in order to
parallel HHV is that the fuel consumption of engine is higher determine the required volume and number of accumulators.
than series HHV, because the ICE speed is depended to wheel Thus, the initial volume and number of accumulators has been
speed in parallel configuration. Parallel hydraulic hybrid specified according to former studies on parallel HHV. Eight
powertrains were previously demonstrated for buses in Japan in 20 liter accumulators have been chosen. The accumulators are
late 1980s and early 1990s, and are currently developed by of bladder type and the pressurized gas is Nitrogen.
Eaton, Permo-Drive and Bosch Rexroth as described in
[2].Also some studies on modeling and simulation of parallel
HHV have been organized in last decade [3, 4]. Guo-Qing Liu
et al. studied the implementation of a parallel hydraulic hybrid
powertrain for an urban bus from 2008 to 2010 [2, 5 and 6].
They have published a model for the hybrid powertrain in their
last paper. The model of hydraulic circuits has been created in
AMESim and linked with the complete MATLAB/Simulink
bus model. The efficiencies of hydraulic P/M are not taking
into account and this is the main drawback of the proposed
model.
In this study, the sizing of components in a parallel
hydraulic hybrid (PHH) powertrain for an urban bus has been
performed at first. Then a feed-forward model for the bus
powertrain has been generated in MATLAB/Simulink. In this
model, the efficiencies of hydraulic P/M are taken into account
by use of look-up tables. Finally, the model is simulated in two Figure 1- The schematic diagram of PHH powertrain
different drive cycles by using a rule-based control strategy.
The conventional bus is also modeled similarly for purpose of
comparing the results. As can be seen from Fig. 1, the hybrid system has a post-
transmission torque coupling. The advantage of post-
transmission torque coupling over the pre-transmission one is
II. DESIGNING OF PROPULSION HYBRID SYSTEM that in the former torque of each power sources are
The PHH powertrain is performed on O457 urban bus. This appropriately improved according to its nature.
bus is manufactured by IKCO 2 . The required power in
conventional O457 bus is provided by 220 kW OM457LA In order to design the initial sizes of ICE and hydraulic
engine which has maximum torque of 1250 Nm. The design P/M, a code has been generated by MATLAB. For an urban
specification of the conventional bus is shown in Table I. bus in that code, gradeability constraint is set as cruising in 35
km/h on 10 percent grade and acceleration constraint is
The proposed PHH propulsion system can be seen in Fig. 1. reaching the 65 km/h from stationary in 60 seconds. The
Internal combustion engine, hydraulic P/M, transmission and maximum powers of both power sources have been determined
accumulators are the main components of the system. while satisfying the performance constraints. For easier
implementation of PHH on the bus, the designing process is
performed considering the least possible changes in the
powertrain. Finally the initial specification of PHH powertrain
components is as mentioned in Table II.
2 Iran Khodro COmpany
 TABLE II. THE SPECIFICATION OF INITIAL HYDRAULIC HYBRID have been used to determine the efficiencies of the hydraulic
POWERTRAIN COMPONENTS
P/M. In these equations ‫ ݔܽ݉݌‬and ‫ ݒݍ‬are determined by the map
of Fig. 2. It should be noted that these efficiencies are for the
Component Specifications pump mode operation of hydraulic P/M. However, the above
efficiencies can be used for motor mode operation with high
OM906LA
ICE Max power : 205 kW accuracy. This claim would be true according to comparison
Max torque : 1100 Nm between the efficiencies map of available hydraulic axial piston
A4VSO
P/M’s in their both pump and motor operation.
Max power : 131 kW
Hydraulic P/M
Max torque : 696 Nm
Maximum displacement : 125 cc/rev

Automatic transmission
Gearbox
( the one used in conventional drivetrain )

8 bladder type
Accumulators Maximum operating pressure : 345 bar
Nominal Volume : 20 liters ( each one )

III. MODELING OF PARALLEL HYDRAULIC HYBRID BUS

In the feed-forward model of PHH bus, the driver block
creates appropriate command signal according to the difference
between the drive cycle and the actual vehicle speeds. This Figure 2 - The Map for determining the efficiencies of hydraulic P/M
signal is sent to the Hybrid Central Control (HCC) block. The
HCC block is the heart of the hybrid model and computes the In addition to hydraulic P/M efficiency, we need to model
torques of each power sources so as to satisfy the driver the torque generation using the following equations:
demand. The performance of this block is based on the
designed control strategy. The output signals of the HCC block
is sent to the ICE and hydraulic P/M blocks. These two blocks (4)
generate the demanding torques. Finally, both output torques
are coupled in torque coupling and final signal is sent to the
vehicle dynamic block. The equations for dynamics of bus (5)
considering the resistance forces are modeled in the vehicle
dynamic block. It should be noted that the torque which the hydraulic P/M
can be produced is dependent on the pressure difference in the
A. Hydraulic P/M Model hydraulic circuit and the P/M displacement. There is a separate
block in the P/M model that computes this torque.
The main consideration in modeling of components of a
powertrain is their efficiencies. In 1950, Wilson proposed a For controlling the hydraulic P/M produced torque, the only
model that can determine the hydraulic machines’ efficiencies controllable parameter is the P/M displacement, ‫ ݃ݒ‬as seen
with the use of volumetric and torque losses. Some from equation (4). Therefore, an appropriate control signal
experiments should be conducted in order to use the Wilson’s should be sent to the P/M block in order to achieve the desired
model which is a constraint for the use of the model. Using the torque at the P/M shaft. The control signal is generated by a
efficiency map is the alternative choice. If we use the PID controller according to the difference between the desired
efficiency map, there is not any constraint to model the P/M torque and its real one. The controller model for P/M
hydraulic machine. displacement is shown in Fig. 3.
There is an efficiency map for hydraulic P/M in the
manufacturer’s catalogue (Fig. 2). The volumetric and total
efficiencies of hydraulic P/M in the pump mode operation are
determined by use of this map. The efficiency map is
implemented by use of look-up tables. Figure 3 - Model for controller of hydraulic P/M Displacement
The following equations B. ICE model
The efficiency of ICE should be considered in order to
(1)
model the engine accurately. The efficiency of an ICE can be
represented by BSFC map. There is a look-up table in the
model of ICE that computes the BSFC of engine in every speed
(2) and torque. Thus, fuel consumption of ICE can be computed by
using this look-up table. Also, there is a block in the ICE model
that determines the torque output of the engine. The provided
(3) engine torque is constrained by its upper band. The model for
ICE is shown in Fig. 4.
 (8)

The maximum fluid volume in the accumulator corresponds to

the maximum gas pressure situation.

Figure 5 - Map of Volume-Pressure for Bladder Type Accumulator

Figure 4 - Model for ICE
D. Transmission Model
C. Accumulator Model The transmission of the PHH powertrain has a post-
An accumulator in hydraulic hybrid drivetrain plays the transmission torque coupling. This coupling contains two spur
role of battery in an electric hybrid. Bladder accumulators store gears on the shafts of two power sources. Each of the power
energy in form of pressurized gas. The thermodynamic process sources has its own gearbox. According to the controllable
of the gas behavior should be specified in order to model the nature of hydraulic P/M, it has only a one-speed gearbox. But a
accumulator. In reality, the process that gas acts on happens so four-speed automatic gearbox is used for improving the output
fast that there is no heat transfer between gas and its torque of ICE. This gearbox is the one that was used in the
environment. Speed of the process depends strongly on the conventional powertrain of O457 bus. Model of the four-speed
frequency of torque command signal which is sent from HCC automatic transmission contains three basic parts:
block. This frequency is normally very high for most hybrid • Gear shifting control. This block computes the gear
control strategies. As a result the gas process is assumed to be number needed according to the vehicle speed and a
adiabatic. The corresponding equation for gas behavior is as map from the gearbox catalogue. A state-flow block
follows: has been used for implementing the control scheme.
(6) • Gearbox. This block contains four gears with different
ratios. The appropriate gear number is chosen
In the above equation the initial pressure, the minimum and according to the control signal which is received from
the maximum pressures of accumulator gas are shown by p0 , p1 gear shifting control block.
and p2, respectively. Also v0, v1 and v2 represent the volumes of
corresponding situations. The values of pressure and volume of • Torque Convertor. A torque convertor is a hydraulic
gas in an unknown situation is shown by px and vx. Also, n set that transmits the power from engine to the gears.
represents the gas specific heat ratio (for N2 is 1.4). Model for this component has been created according
to its catalogue, either.
In addition to the gas process, the values of maximum and
minimum operating pressures of the hydraulic system as well All connections in the transmission block are made by
as the pre-charge pressure of the accumulator should be using SimDriveline toolbox in MATLAB. The model of
determined. The maximum operating pressure of the hydraulic gearbox for ICE is shown in Fig. 6.
P/M is 345 bars and pre-charge pressure of accumulator is 140
bars. The minimum operating pressure of the hydraulic circuit
can be specified using these values by following equation.
(7)
A look-up table has been used in order to compute the
accumulator block outputs. This look-up table is based on the
provided map in the accumulator catalogue. The map, Fig. 5,
determines the available volume of fluid that can be stored in
the accumulator for different pressures. Actually, this map
considers the efficiency of accumulator operation. The most Figure 6 - Model of Automatic transmission
important output variable of the accumulator block is its State-
of-Charge (SoC). SoC represents the ratio of fluid volume to its
maximum by following equation
 IV. HYBRID CENTRAL CONTROL UNIT number of accumulators is chosen. After determination of total
The proposed control strategy for the PHH powertrain has required volume, the accumulator type is specified. To do this,
been implemented in HCC block. The driver demanding the equal volume which should be reached by accumulators
torque, vehicle speed and the accumulators SoC are input from 35 and 50 liters type are determined. Finally the model is
variables for the HCC block. In this block, the desired torque of simulated for all three types of accumulators with equal total
two power sources is determined according to the control volume. The selected accumulators for the PHH powertrain are
strategy and the input variables. The control strategy is as two 50 liters accumulators. Every accumulator has the gross
follow: weight of 220 kilograms.
• First mode. The bus is in acceleration mode, driver VI. SIMULATION RESULTS
demanding torque is below T0, vehicle speed is below
V0 and the SoC is above the minimum allowable value. After designing and modeling stages, the complete O457
urban bus model has been simulated in two different drive
The demanding torque from driver is provided by
cycles that each of them contains a serial of Tehran and
hydraulic P/M alone and the ICE is off. T0 is 500 Nm
and V0 is 5 km/h in the control strategy. Nuremburg drive cycles. Use of serial drive cycles improves
the simulations comparison validity. The simulations have been
• Second mode. The bus is in acceleration mode, driver performed with step size of 0.01 seconds. Results for speeds of
demanding torque is above T0, vehicle speed is above hybrid bus and the drive cycle, the torques of two power
V0 and the SoC is above the minimum allowable value. generation sources and the SoC of accumulator have been
In this mode the ICE turns on and operates as the main shown in figures 7-10. For a better resolution, the speeds and
power source of the PHH powertrain. Also the ICE torques results are shown in a short period of the Nuremburg
would be helped by the hydraulic P/M in situation that drive cycle. Moreover, in order to evaluate the effect of
the driver demanding torque is above the maximum hybridization, a model of conventional O457 urban bus has
torque generated by the engine. Accumulator charging been created in MATLAB/Simulink and its simulation results
is not considered in this mode. are compared to those of hybrid bus model. The values of fuel
consumptions for both conventional and hybrid bus are
• Third mode. The bus is in acceleration mode and the presented in Table III. As can be seen, by implementing the
SoC of accumulator is not above the minimum PHH powertrain the fuel consumption of O457 urban bus is
allowable value. In this mode the ICE is the only reduced 26.1% in the Nuremburg drive cycle and 28.8% in the
power source in PHH powertrain. In order to keep the Tehran drive cycle.
ICE in its most efficient region, the torque generated
by ICE could be more than the driver demand torque
40
for most of situations. In these situations additional cycle speed
vehicle speed
engine torque is stored in accumulators by hydraulic 35

P/M. 30
speed (km/h)

• Fourth mode. The bus is in braking mode. In this mode 25

the hydraulic P/M is working as a pump and generates 20

the main braking torque for the bus (Regenerative 15

Braking). The mechanical braking system of the bus
10
would be used if the generated torque by the hydraulic
P/M is not sufficient. 5

0
In the proposed control strategy, the values of desired 0 100 200 300 400 500 600
time (s)
torque of both power sources have been determined in such a
way that the command signal frequencies are not high. The Figure 7 - bus and drive cycle speeds
reliability of model would be reduced when high frequencies
exist in these signals. The implementation of this control
strategy has been performed by a state-flow block.
600

V. ACCUMULATOR FINAL SIZING

Pump/Motor Torque (Nm)

400

As mentioned before, the energy storage sizing of proposed

200
PHH powertrain needs some information from simulation of
the model. After the complete bus modeling and its simulation 0

in the Nuremburg drive cycle, the appropriate volume and -200

number of accumulators are determined. The designing volume

-400
choices for nominal accumulators are 20, 35 and 50 liters and
total volume ranges between 60 to 300 liters. The designing -600

procedure is as follow: At first number of accumulators are 200 220 240 260 280 300
time (s)
320 340 360 380 400

determined by assuming 20 liters for its volume. The complete

model has been simulated in the Nuremburg drive cycle for this Figure 8 - Hydraulic P/M Torque (Nm)
reason. In this stage, the least fuel consumption with the less
 1100 40 to 44 km/h 1.3 s 1.1 s
1000
0 to 65 km/h 17.8 s 18.3 s
engine Torque (Nm) 900

800 4% slope 94.5 km/h 76.5 km/h

700
7% slope 80 km/h 51 km/h
600
Gradeability
500 10% slope 50 km/h 39 km/h
400

300
14% slope 35 km/h 21 km/h
200

100

0
200 220 240 260 280 300 320 340 360 380 400 VII. CONCLUSION
time (s)
Figure 9 - ICE Torque (Nm)
In this paper, a parallel hydraulic hybrid powertrain for an
urban bus has been designed, modeled and simulated. The
powertrain consists of a diesel ICE as the primary and a
100
hydraulic P/M as the secondary power sources. Also, the
90
hydraulic accumulators have been used as the energy storage
80
components. The two power sources have been connected to
the driven shaft through a post-transmission torque coupling.
SOC changes (%)

70

60 The modeling of hybrid powertrain components has been

50 performed considering their efficiencies which are modeled by
40 use of look-up tables. The feed forward model for the hybrid
30 powertrain has been created in MATLAB/Simulink.
20 Simulation of the model has been performed using a rule-based
10
control strategy. Comparison with the conventional model
0
0 100 200 300 400 500 600 shows at least 26 percent reduction of fuel consumption for
time (s)
hydraulic hybrid technology. Moreover, the performance of
Figure 10 - SoC changes hybrid bus in comparison with those of conventional bus is
acceptable. The generated model of parallel hydraulic hybrid
bus can be used for performing further simulations and also
TABLE III. COMPARISON OF FUEL CONSUMPTION FOR CONVENTIONAL implementing more advanced control strategies.
AND PHH BUSES

Fuel ACKNOWLEDGMENT
Fuel
Consumpti
on of
Consumpti
Reduction of
Mean This work was supported by Institute of Fuel Consumption
Drive on of absolute Optimization (IFCO) and Vehicle, Fuel and Environment
Convention Fuel
Cycle Hybrid Bus error Research Institute (VFERI) of University of Tehran in
al Bus Consumption
(lit in 100 ( km/h )
(lit in 100
km)
(%) cooperation with Isfahan University of Technology.
km)
Tehran 69.5 49.5 28.8 0.9 REFERENCES
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Acceleration 25 to 35 km/h 2.5 s 2.4 s
35 to 40 km/h 1.4 s 1.2 s

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