Simulation and Experiment Analysis of Dynamic

Process for an EVT based on Dual Mechanical Port

Electric Machine
Guo Xinhua1,2 , Wen Xuhui1, Longya Xu3, Zhao Feng1 and Liu Jun1,4
1Instituteof Electrical Engineering Chinese Academy of Sciences, Beijing, P.R.China.
2Graduate School of Chinese Academy of Sciences, Beijing, P.R.China.
3Dept. of Electrical and Computer Engineering, Ohio State University, Columbus, OH, 43210, USA
4Corresponding author: Liu Jun, Tel: (010)82547078-606, Email: [email protected]

Abstract-A dual mechanical port electric machine˄DMPM˅ is

used as an electrical variable transmission (EVT) in hybrid electric
vehicle (HEV), as presented in [1]. In this paper, the EVT system
simulation model including the models of DMPM, internal
combustion engine (ICE) and controller, is built. Base on this
model, the dynamic process of the system such as the ICE’s startup
and stop, are analyzed. Simulation results show that there is an
impact torque acting on the outer motor of DMPM at the moment
of ICE’s startup or stop, which should be avoided by the
mechanical decoupling control and control method of ICE’s
startup. The experiment test rig is built, the method of mechanical
decoupling control and the control method of ICE’s startup is
implemented during the experiment. The experiment results
Fig.1.DMPM Used as an EVT in HEV
validate the theoretical analysis and simulation results.
1. ICE; 2.Clutch; 3.Inner rotor; 4.Stator; 5. Outer rotor
Keywords ü Dual Mechanical Port Electric Machine; EVT; stored as petroleum fuel is converted to mechanical energy by
ICE; Hybrid Electrical Vehicle; Mechanical Decoupling Control ICE, some of which is delivered to drive vehicle and others is
used to charge the battery pack.
In this paper, a simulation model which integrates DMPM,
internal combustion engine (ICE) and controller together is
I. INTRODUCTION
constructed by analyzing the mathematic model of DMPM. The
In recent years, researchers have paid more and more dynamic processes of the system such as the ICE’s startup and
attention to the research of dual mechanical port electric stop are analyzed. According to the theoretical analysis and
machine˄DMPM˅because it can achieve an electric variable simulation, the impact torque acting on the outer motor of
transmission and can be used in hybrid electric vehicle (HEV), DMPM at the moment of ICE’s startup could be avoided by
as shown in Fig.1. DMPM is applied as an electrical variable applying mechanical decoupling control and the control method
transmission in hybrid power system which consists of one of ICE. The experiment rig is built and the mechanical
stator and two rotors. The inner rotor is rigidly connected with decoupling control is implemented. The experiment results
engine crankshaft and the outer rotor is connected with drive show the rightness of theoretic analysis and simulation model.
shaft. The motor composed of inner rotor and outer rotor is
called inner motor, and the one which is composed of outer rotor II. THE MATHEMATICAL MODEL OF DMPM AND BUILDING
and stator is called outer motor. For this special usage, the OF SIMULATION MODEL
operation states of the HEV with an EVT based on DMPM
A. Mathematical Model of DMPM
include stopping, pure electric driving, hybrid driving and
As presented in [2][3][4], the electromagnetic field of DMPM
reverse driving. Energy stored in an electrical storage device
is complicated for its nonlinear and coupling characters. The
(battery pack) is converted to mechanical energy by outer motor
model of permanent magnet DMPM in synchronous reference
of DMPM when HEV is at the state of electric driving or reverse
frame is constructed as an integrated motor and the model is as
driving; when the HEV is at the state of hybrid driving, energy
following:

嘋,((( 2010 ,3(0&

 d ª  dq,s º¼ ª 0 1º
ª¬ U dq,s º¼ = rs ª¬i dq,s º¼ + ¬ -ω « » ª¬  dq,s º¼ (1)
dt ¬-1 0 ¼
3 ª1 º 3 ª Lsd 0 º
ª¬  dq,s º¼ = ψ m1 « » + « ªi º
2 ¬0¼ 2 ¬ 0 Lsq ¼» ¬ dq,s ¼
(2)
3 ª Lmd 0 º
+ « ªi º
2¬ 0 Lmq »¼ ¬ dq,r ¼
d ª  dq,r º¼
ª¬ U dq,r º¼ = rr ª¬i dq,r º¼ + ¬
dt
(3)
ª 0 1º
-(ω − ωr ) « ª º
» ¬  dq,r ¼
¬-1 0¼
3 ª1 º 3 ª Lrd 0 º
ª¬  dq,r º¼ = ψ m2 « » + « ªi º
2 ¬0 ¼ 2 ¬ 0 Lrq »¼ ¬ dq,r ¼
(4) Fig.2. Simulation Model of DMPM Used as an EVT in HEV
3 ª Lmd 0 º
+ « ªi º
2¬ 0 Lmq »¼ ¬ dq,s ¼

Where Udq,s, dq,s, idq,s, are the voltage, flux and current
matrixes of stator; Udq,r, dq,r, idq,r, are the voltage, flux and
current matrixes of inner rotor; Lsd, Lsq are d axis and q axis
stator inductances; Lrd, Lrq are d axis and q axis inner rotor
inductances; Lmd, Lmq are d axis and q axis mutual inductances;
m1 is the stator winding flux of the permanent magnet; m2 is
the inner rotor winding flux of the permanent magnet; , r are Fig.3. Simulation Model of Mechanical and Electrical Parts
the angular speeds of outer rotor and inner rotor, respectively.
The electromagnetic torque of the rotor in DMPM can be III. SIMULATION RESULTS AND DYNAMIC PROCESS
expressed as: ANALYSIS
Based on the simulation model built in section II, the vehicle
ª 3 3 3 controller makes the ICE start or stop: When the speed of outer
Tinner = − p «( ψ m 2 iq , r + Lmd id , s iq , r − Lmq iq , s id , r ) motor is up to 800rpm, the speed of ICE is stepped by inner
¬ 2 2 2
(5) motor of DMPM from 0 to 800rpm, and when the speed of outer
3 º motor is below 500rpm, the ICE is stopped, so its speed is 0rpm.
− ( Lrq − Lrd )id , r iq , r »
2 ¼ The simulation results of this dynamic process are shown in
ª 3 Fig.1.
Touter = p « ( )
3
iqsψ m1 + iqrψ m 2 + ( Lsd − Lsq )id , s iq , s From Fig.4 (a) and Fig.4 (b), when the speed of ICE is stepped
¬ 2 2
(6) from 0rpm to 800rpm, there is an overshoot speed between the
3 3 º given speed and the real speed of ICE, and the output torque of
+ ( Lrd − Lrq )id , r iq , r + ( Lmd − Lmq )(id , s iq , r + iq , s id , r ) »
2 2 ¼ the inner motor is up to 200Nm. This torque will act on outer
motor in the opposite direction, which will cause the outer motor
Where P is the pole pairs. and vehicle to speed down as shown in the Fig.4(c), Fig.4 (d)
and Fig.4 (e). The results when the ICE is stopped can be got
B. Building of Simulation Model
from Fig.4 (a) to Fig.4 (e). The impact output torque acts on
Based on the mathematical model of DMPM, the simulation
model which integrates DMPM, internal combustion engine outer motor when stopping the ICE, which will change the speed
(ICE) and controller together is built in matlab/simulink, as of outer motor and vehicle.
shown in Fig.2. The simulation model includes model of EVT As analyzed above, the torque acting on outer motor could be
based on DMPM, the models of tire and vehicle, vehicle avoided when the vehicle is driving. In this paper, some
controller. The models of tire and vehicle can be got from the measures are taken to avoid torque impact when ICE is started,
library of matlab/simulink directly; the vehicle controller the torque impacting generated when ICE is stop will be avoided
controls the start or stop of ICE according to the real speeds of by controlling the working modes of inner motor, however it is
DMPM’s outer motor. In this simulation model, the signals of
ICE and DMPM are mechanical signals and electric signals, beyond the scope of this paper.
respectively, and the simulation model is shown in Fig.3. One measure is to control the speed of ICE to slope from 0
rpm to 800rpm in 2s; the simulation results are shown in Fig.5

2011
(a) to Fig.5 (e). The overshoot speed between the given speed IV. MECHANICAL DECOUPLING CONTROL AND EXPERIMENT
and the real speed is eliminated; the output torque of inner motor RESULTS ANALYSIS
is decreased to about 75Nm; the impact torque acting on outer
motor, which will cause the outer motor and vehicle to speed A. Mathematica coupilng Analysis and Decoupling Control of
down, decreases greatly. DMPM
Therefore this measure will decreased the impact torque on As analyzed in [5], the motion equation of outer rotor can be
outer motor in some degree, but the time of ICE’s startup is 2s, obtained:
which is too slow when the vehicle is driving. Another measure,
which is mechanical decoupling control, will be taken. dω
J + TLoad + Bω = Touter (7)
Another result will be got from Fig.4 and Fig.5, the throttle is dt
open when the speed of ICE is up to 800rpm, and the output
torque of inner motor will change from positive number to 100

negative number. 50

Torque(Nm)
300 0

-50
200
Torque(Nm)

-100
100
-150
Outer Torque of Inner Motor
0 Signal of ICE startup
-200
0 50 Time(s) 100 150
-100
Output Torque of Inner Motor (a)
Signal of ICE Startup
-200 1000
0 50 Time(s) 100 150
800
(a)
1000 600

Speed(rpm)
800 400
600
Speed(rpm)

200
400
0
Given Speed of ICE
200 Real Speed of ICE
-200
0 0 50 Time(s) 100 150
Given Speed of ICE
Real Speed of ICE
-200
0 50 100 150 (b)
Time(s)
100
(b)
100 50
Torque(Nm)

50
Torque(Nm)

0
-50
-50 Output Torque of outer Motor
Signal of ICE Startup
-100
-100 0 50 Time(s) 100 150
Output torque of Outer Motor
Signal of Ice Startup
-150
0 50 100 150
(c)
Time(s)
1500
(c)
1500 1000
Speed(rpm)

1000
500
Speed(rpm)

500
0
Given Speed of Outer Motor
0 Real Speed of Outer Motor
Given Speed of Outer Motor
Real Speed of Inner Motor Given Speed of ICE
Given Speed of ICE
-500
-500 0 50 Time(s) 100 150
0 50 100 150
Time(s)
(d)
(d) 40
40
30
30
Speed(km/h)
Speed(km/h)

20
20
10
10

0
0
Given Speed of Vehicle Given Speed of Vehicle
Real Speed of Vehicle Real Speed of Vehicle
-10 -10
0 50 100 150 0 50 Time(s) 100 150
Time(s)
(e)
(e)
Fig.5. Simulation Results when the given speed of ICE is sloped
Fig.4. Simulation Results when the given speed of ICE is stepped

2012
 Tstator + Touter + Tinner = 0 (8)

Substituting equation (8) into (7), equation (9) is obtained:

dω
J + TLoad + Bω = −Tstator − Tinner (9)
dt

From equations (7) to (9), one part of torque produced by

stator current controls the outer rotor; another part couples into
inner rotor, so the mechanical coupling model can be got, as
Fig.6. Mechanical Coupling Model of Outer Motor
shown in Fig.6.
From another viewpoint, Tinner can be viewed as disturbance,
which will act on outer rotor when the inner motor is working.
The decoupling control model can be implemented as shown in
Fig.7.
B. Experiment Results and Analysis
In order to validate the simulation results and the method of
mechanical decoupling control as mentioned above. An
experiment test rig is built, including battery pack and battery
pack’s controller, ICE and ICE’s controller, EVT based on
DMPM and DMPM’s controller, vehicle controller, and
dynamometer which is used to simulate road load. The signals Fig.7. Mechanical Decoupling Model of Outer Motor
communication among controllers is implemented by CAN bus 2000
Given Torque of Outer Motor(Nm/10)
and the DMPM implements the commands from vehicle Given Speed of Inner Motor(rpm)
Real Speed of Outer Motor(rpm)
1500
controller. Real Speed of Inner Motor(rpm)
Output Torque of Inner Motor(Nm/10)
Fig.8 and Fig.9 are the experiment results of the dynamic
Speed(rpm) or Torque(Nm)

1000
process without mechanical decoupling control and dynamic
process with mechanical decoupling control, respectively. 500
During the experiment, the working mode of dynamometer is
in the constant speed set in 1000rpm. At the time of 6s, a torque 0
command which is shown in Fig.8 and Fig.9 acts on outer motor
of DMPM, which causes the speed of outer motor to increase; -500
and the command speed of inner motor, is sloped to 800rpm in 1s,
when the speed of outer motor is up to 800rpm. The throttle is -1000
0 5 10 15 20 25 30 35
open when the speed of ICE is up to 800rpm, at the same time, Time(s)

the command speed of inner motor is ascended to 1500rpm and Fig.8. Dynamic Process without Mechanical Decoupling Control
its output torque becomes negative number.
As the arrow shown in Fig.8, there is a speed impact of outer 2000
Given Torque of Outer Motor(Nm/10)
motor when ICE is startup because of the mechanical coupling Given Speed of Inner Motor(rpm)
Real Speed of Outer Motor(rpm)
1500
between inner motor and outer motor of DMPM which will Real Speed of Inner Motor(rpm)
Speed(rpm) or Torque(Nm)

Output Torque of Inner Motor(Nm/10)

produce negative torque acting on outer motor. From the arrow 1000
shown in Fig.9, the speed impact is eliminated because the
mechanical decoupling control is implemented. 500
By comparing the Fig.8 with Fig.9, the sloped command
speed is used to control the ICE during simulating and 0
experiment, the impact torque acting on outer motor decreases
greatly and the overshoot speed of outer motor decreased greatly -500
too.
From Fig4, Fig5, Fig.8 and Fig.9, the output torque of inner -1000
0 5 10 15 20 25 30 35
motor will change from positive number to negative number, Time(s)

which implied that the ICE begins to output torque.

Fig.9. Dynamic Process with Mechanical Decoupling Control
V. CONCLUSIONS is startup. These measures are validated by simulation and
experiment too.
In this paper, the simulation system of EVT based on DMPM
is constructed. Based on the simulation system, the dynamic 1. According to the simulation results, using the sloped
process such as ICE’s startup and stop is analyzed. Based on the command speed instead of stepped command speed to control
simulation and experiment results, some measures are taken to ICE’s startup can eliminate the torque impact on outer motor in
eliminate the torque impact acting on outer motor when the ICE some degree.

2013
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Simulation of an Electrical Variable Transmission Based on Dual
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