Special session: Automotive control systems

The Role and Use of Robust Multivariable Control in Hybrid Electric Vehicle Energy Management - Part II: Application
Sajjad Fekri and Francis Assadian
Abstract An important role robust multivariable control design could play in Hybrid Electric Vehicle (HEV) was discussed in Part I. In this part, by completing the HEV dynamics, we shall show designing a two-input two-output (TITO) robust controller, using cutting-edge design software of mixed synthesis, for the challenging application of torque management of the hybrid electric vehicle subjected to uncertain parameters and strong interactions (ie internal combustion engine and integrated electric motor coupling). The designed control system provides guaranteed stability- and performance robustness for the HEV torque management plant subject to parametric uncertainties (such as combustion lag, rotational moment of inertia and damping), unmodeled complex-valued uncertainty (due to fueling and ignition delays), unmeasurable exogenous plant disturbance (e.g. vehicle load) and sensor noises. Simulation results verify that robust multivariable control systems design could be a cutting-edge technology to the production of hybrid electric vehicles by yielding signicant improvements on the emission, fuel consumption, calibration time and cost. Index Terms Robust multivariable control; synthesis; hybrid electric vehicle; torque management; diesel engine modeling.

A. Simplied CIMG Model Assuming that the hybrid electric drivetrain includes an armature-controlled CIMG (DC motor), the applied voltage va controls the motor torque (TM ) as well as the angular velocity of the shaft. The mathematical dynamics of the CIMG could be represented as Ia vemf TM 1 (v dem vemf ) La s + Ra a = kb = km Ia = (1)

dem where km and kb are torque and back emf constants, va is control eort as of armature voltage, vemf is the back emf voltage, Ia is armature current, and La and Ra are inductance and resistance of the armature, respectively.

Regarding the fact that the engine speed is synchronised with that of the CIMG in the full-hybrid mode, the rotational dynamics of the hybrid drivetrain (including inertial crankshaft and motor) is given as follows: J + b = TB + TM TL (2)

I. Introduction In Part I, we discussed the design and development of the advanced robust control systems for automotive control applications, including torque management of hybrid electric vehicles. In this paper, we intend rst describe the Crank Integrated Motor Generator (CIMG) dynamics and then extend it to an simplied (yet insightful) HEV dynamics. Although, as a primary study, we have developed a simplied model, and some of the details are not discussed in detail due to readability of the paper, it is worthwhile to stress that our collaboration is to show the signicant roles and applications of state-of-theart robust mixed- synthesis in HEV torque management application. Obviously, this research is at earlier stages and must be extended in order to cover some of the practical aspects.
Authors are with Automotive Mechatronics Centre, Department of Automotive Engineering, School of Engineering, University of Craneld, Bedfordshire MK43 0AL, United Kingdom Tel: +44 (0)1234 754 767, Fax: +44 (0)1234 750 425, Email:{s.fekriasl,f.assadian}@cranfield.ac.uk This work was supported by EPSRC, UK, under funding project Ref. EP/H050337/1.

where is the drivetrain speed, J is the eective combined moment of rotational inertia (including CIMG rotor, crankshaft, ywheel, driveline, driveshaft and wheels), b is the eective joint damping coecient, and TL is the vehicle load torque representing the plant disturbance. The armature-controlled CIMG model as of Equation (1) along with the rotational dynamics of Equations (2) could be integrated into the following statespace equations:
kb 1 dem x 2 = L v Ra x2 L x3 a a a km b+m 1 1 TL x 3 = J x1 + J x2 J x3 J TM = km x2

(3)

where x2 and x3 are the states associated with the armature current (Ia ), and drivetrain speed ( ), respectively. From Equations (4) in Part I and (3), a simplied but realistic simulation HEV model with a detailed component representation of diesel ICE and electric motor (CIMG) will be used as a basis for deriving the HEV model in the subsequent section.

B. Simplied diesel hybrid electric vehicle model Based on the state-space representation of both the diesel internal combustion engine (ICE), given in Part I, and crank integrator motor generator (CIMG) one can build a simplied 3-state HEV model as follows. A schematic representation of the simplied parallel diesel hybrid electric vehicle model is shown in Figure 1.
req ) TM

req Recall that the setpoint torque commands (TB and are provided to the controller by a high-level static optimisation algorithm, not discussed in this study; see [1] for more details. Also, the engine brake torque, B , and the CIMG torque, T M , are estimated feedback T C. HEV real parametric uncertainties torque signals; the details of estimation approach are not discussed here. Without loss of generality, to reect The real uncertain parameter r , m, J and b are estimation errors, torque estimations can be regarded described by that both ICE and CIMG output torque signals are r = r + r r measured but are corrupted by inherent sensor noises. m = m + m m (5) Recall that there is a small (digital) clutch between ICE and CIMG. At hybrid mode, this clutch model is + J J J = J (6) excluded in the HEV dynamics as it is assumed to be b = b + b b locked - see Figure 2 in Part I. and By disregarding the dynamical dependance on time- where , J b are the nominal values, , J r, m r, m delay, for the time being, the overall state-space equa- and b are the uncertain ranges and (r ,m ,J ,b ) R tions of the simplied HEV model is represented by determine the structured uncertainty values and satisfy 1 1 |r | 1, |m | 1, |J | 1 and |b | 1. 0 0 0 0 r r kb 1 x + 0 x = 0 Ra u + 0 TLIt is worthwhile reminding that combustion lag r is La La not a constant uncertain parameter - it is rather a time1 km 1 m+b 0 0 J J [ J ] J varying speed-dependant parameter. The robust LTI 1 0 m y= x MIMO control synthesis cannot deal with slowly-varying 0 km 0 (4) parameters, from a theoretical perspective. However, in 3 where x R is the state of the HEV system, u = practice, and also evidenced through our simulations dem dem [T B (t) TM (t)]T and y = [TB (t) TM (t)]T are control presented in Section II, suciently slowly-varying parameters could be dealt as constant uncertain parameters [6]. signals and HEV torque outputs, respectively. As shown in Equation 4, the diesel ICE model in- We shall assume the similar case for combustion lag r cludes a time-delayed actuator in the form of unmodeled and fueling/ignition delay c to be modeled as constant uncertain parameters in the robust mixed- design. By considering the linear fractional transformation (LFT) for the above four real parametric uncertainties, ICE torque it turns out that the parameters r , m, and b appear in loss vs speed multiplicative form, while the J uncertainty occurs in the T T T T quotient form 1/J . 1 Diesel ICE Js + b For the mixed- synthesis modeling, the real uncerICE max torque Rotational dynamics tainties r , m, 1/J and b are regarded as scalar gain blocks, hence, described by the lower-loop LFT transfer T Electric CIMG functions [7] as CIMG max torque ([ ] ) T r r r = FL , r T T Robust ([ 1 0 ] ) Torque m m T T Controller m = FL , m ( [1 0 ] ) (7) T 1 J 1 1 = F , L J J J 1 ] J ([ ) Fig. 1. Block diagram of the simplied parallel Diesel Hybrid b b Electric Vehicle (DHEV) model. b = FL , b 1 0
Loss
L

dynamics (i.e. complex-valued uncertainty) arising due to the combined fueling delay and ignition time-delay, c . Also, the diesel HEV dynamical model consists of four uncertain real parameters associated with the diesel engine combustion lag r , engine torque loss coecient m, the hybrid inertial load J , and the eective damping coecient b. These structured uncertainty parameters being overviewed next are modeled according to the robust control design using mixed- synthesis framework. The details of the mixed- design are beyond this paper. The interested reader is referred to e.g. [2], [3], [4], [5].

ind

req B

dem B

dem M

req M

The real uncertain parameters values for the DHEV

case study are r [0.13, 0.15]secs r = 0.14, r = 0.1 m [0.05, 0.15]N/(rad/sec) m = 0.1, m = 0.05 = 0.8, J = 0.4 J [0.4, 1.2]N m/(rad.s2 ) J b [0.05, 0.25]N m/(rad.s) b = 0.15, b = 0.1 (8) 1) Complex-valued unmodeled dynamics: In addition to the four real uncertainties, there is a time-delay c in the ICE fueling control channel which represents an unmodeled complex-valued dynamics. In order to model such a pure ICE fueling time-delay, which is an indefinite dimension block, by a complex-valued uncertainty, we shall consider a frequency upper-bound to be represented as a multiplicative error eM (s) = ec s 1 (9)

In order to design the robust feedback controller the following type of performance weight upon the output vector is used: [ 1 ] 1 Ap 0 (11) Wp (s) = 0 A2 s+ p which reects our performance specication (setpoint tracking) for the frequency range rad/sec where the vehicle load disturbance TL (t) has most of its power. Aj p are the performance parameters see Table I. The greater the performance parameter, the superior the torque reference tracking performance. To capture the limits on the actuator deection rates, the following control rate weights are used in the robust mixed- design: ] [ ] [ 1 1 ; A = (12) AE = s s M
s 1+ N s 1+ N

The multiplicative error magnitude, eM (s), can then be approximated by a high-pass transfer function Wun (s) with a real pole. The transfer function Wun (s) is multiplied by a delta block un (s) C that satises ||un (s)|| 1, which introduces a phase uncertainty in the range of 180. The maximum value of the fueling time-delay uncermax tainty is c c = 150 msecs, so the pole of the Wun (s) transfer function is set near the maximum timedelay frequency of 15rad/secs likewise, the gain is adjusted until Wun forms a tight upper bound for the magnitude of the eM (s) transfer function. The frequency-domain upper bound for the unmodeled time-delay is required for mixed- synthesis design and is the magnitude of the transfer function 2.15s (10) s + 15 Note that an actual time-delay of c ( ) mapped from the engine speed and brake torque (see Table I in Part I) are used in the simulations. To carry out the robust mixed- design, it is required to select frequency-dependent weight matrices upon the disturbances, sensor noises, outputs and control signals as follows subsequently. Wun (s) = D. Frequency-dependant weights Our design goal is to have the true MIMO HEV respond eectively to the ICE and CIMG setpoint torque requests. These performance specications include: Decoupled responses from ICE setpoint torque to the ICE brake torque TB and from the CIMG setpoint torque to the CIMG output torque TM . The ICE desired torque (handling quality (HQ)) response from the ICE setpoint torque to the ICE brake torque TB should match the damped second100 order response HQICE = s2 +16 s+100 . The CIMG handling quality response from the CIMG torque request input to the CIMG torque output should match the damped second-order response 144 HQCIM G = s2 +16 .8s+144 .

where N species the derivative coecient, which determines the pole location of the lter in the derivative action. The ICE torque control and CIMG torque control actuators have 350Nm/sec and 800Nm/sec limits on their deection rates. Also, they have 400Nm and 200Nm limits on their deections which are considered in designing the frequency-domain control design weights. We select a control frequency weight, denoted by Wact (s), in order to penalize the control actions dierently in dierent frequency regions. This is used to limit the bandwidth of the closed-loop system. The form of Wact (s) used is ( ) 0.1(s + 60) 0.2(s + 100) Wact (s) = diag , 0.01, , 0.0033 (s + 600) (s + 1000) (13) so that we allow larger controls in lower frequencies and we penalize for large controls at much higher frequencies. Also, the (unmeasured) plant disturbance (vehicle load TL (t) in our case study), is modeled by a stationary stochastic process generated by driving a low-pass lter, Wd (s), with continuous-time white noise (t), with zero mean and unit intensity, as follows: TL (s) = Wd (s) (s) with Wd (s) = s+ (14) (15)

where the frequency range is where the vehicle load has most of its power. There are also frequency-domain weights on the measurement noise Wn . We have assumed that performance variables (ICE torque and CIMG torque outputs) are measurable. In reality, this might be infeasible and, thus, an estimation algorithm is required to estimate the HEV output torques. We do not intend to discuss details of the designed estimators in this paper for the sake of

30 20 10 Singular Values (dB) 0 10 20 30 40 50 60

10

10 Frequency (rad/sec)

10

10

Fig. 3. Singular values decomposition of the open-loop uncertain hybrid electric vehicle dynamic. Fig. 2. Robust control design structure for HEV torque management application.

the generalised HEV model P (s), the uncertainty block = diag (r , m , J I22 , b , un ) and the robust TITO controller K (s) to be designed using mixed- synthesis. Some representative simulation results of HEV torque management case study will be shown in Section II to highlight some advances of our proposed MIMO control system design. II. Simulation results In this section, we shall present the results of robust multivariable control design described in Parts I and II for the application of the simplied HEV torque management system discussed in Part I, Section IV. For the uncertain HEV torque management application an equated LTI discrete-time system of the continuous-time state-space dynamics described in Equation (4) is obtained using a sampling interval ts (see Table I). The plant initial condition x0 R3 is assumed zero in the simulations.

readability. Nonetheless, without loss of generality, the selected measurement noise can be translated into modeling of the torque estimation errors. In either case, we have chosen constant measurement noise of Wn =diag(0.05, 0.05) indicating of %5 error due to the estimation (or measurement noise) on the torque output signals. The desired setpoint tracking problem requires that the eects of plant disturbance TL (t) (primarily) and also sensor noise (estimation errors) be minimized. The frequency-dependant design weights of Equations (10)-(15) together with the state-space equations of Equation (4) are shown in Figure 2 which will be used in designing the robust multivariable feedback control using mixed- synthesis. E. HEV frequency-domain analysis The open-loop singular value decomposition of the uncertain MIMO HEV model from the input u(t) = dem dem T [T L , T B , TM ] to the output y (t) = [TB , TM ]T are shown in Figure 3 for dierent values of real uncertainties J , b , m , r , and complex-valued unmodeled dynamics c . Note that the worst case uncertainties have most eect over the frequency range 0.1 rad/sec. Also, there are large variations in the resonant peaks over the frequency range [2, 20] rad/sec. Moreover, there is a large gap between the maximum and the minimum singular values of the worst case uncertain parameters (around 3 dB) which will create signicant challenges for control system design, even for the simplied LTI HEV system. A mixed- synthesis controller was designed for this system using the frequency-dependant weighting functions integrated into the generalised plant P (s), along with the HEV model uncertainty and performance objectives, as shown in Figure 4. The robust control diagram shown in Figure 4 includes

TL
TBReq Req TM ep

nM nB

P( s)

eact

T dem

eM

K(s)
Fig. 4. Structure of robust control synthesis for the HEV torque management problem. nB and nM are considered as either sensor noises in case the torque output signals are available to measure (e.g. via a dyno), or estimation errors if the toques are to be estimated.

The parameters used in the control system design along with other physical constants of the HEV model dynamics are provided in Table I. Parameter
Sampling time (ts ) Maximum ICE fueling/ignition delay (c ) Motor armature resistance (Ra ) Motor armature inductance (La ) Motor torque constant (km ) Motor back emf constant (kb ) Bandwidth design frequency () ICE torque performance parameter (A1 p) CIMG torque performance parameter (A2 p) Derivative lter coecient (N )

Value
2 ms 150 ms 1 Ohms 0.3 Henrys 0.25 Nm.A1 0.25 V.s.r1 0.01 r.s1 20 190 50 r.s1

TABLE I Physical constants of the HEV model and control system design parameters.

We shall analyse and evaluate the closed-loop behavior of the HEV torque management system using the robust feedback control design applied to the high-delity simplied model of the HEV described in Part I, Section IV. Our simulations have been carried out in Simulink and implemented in discrete-time using a zero-order hold with a sampling time of ts = 2 msecs see Table I. We shall emphasis that the developed robust mixed synthesis, due to there being a dynamic control system, does not require knowledge about future driving conditions. Such future driving conditions in our case study include setpoint torque commands (requested by driver) and vehicle load torque. This fact will make implementation of all sort of H optimisation based algorithms more tractable to be applied in real dynamical applications. Figure 5 shows typical simulation results for the period of 7 secs in tracking the HEV requested setpoint torques. Recall that during this simulation period, the system is in hybrid mode as both ICE and CIMG torques are requested. As shown in Figure 5(a), between times t = 5 to t = 11 secs , the developed robust multivariable controller is requested to follow the commands for increased and decreased ICE torque. Due to delayed dynamics of ICE, it is seen that the response to ICE torque request is not suciently fast. Similarly, Figure 5(b) shows decreased requests for the CIMG torque (from 60 Nm to -40 Nm) at time t = 10 secs. Despite the fact that the HEV torque management is a highly-coupled MIMO dynamical system, both the diesel ICE and the electric motor could satisfactorily track the requested torque setpoints. Recall that, since we deal with a MIMO design, directional properties quantied by the singular value decomposition (SVD) are signicantly important, which illustrate the strong interactions of the two subsystems.

As illustrated in Figure 5(c), the torque controller fully achieves our requirement from the HEV driveability viewpoint by delivering suciently fast total torque response. Recall that due to dierent bandwidths at two ICE/CIMG control channels, the controller has made the CIMG to help bring the total torque rapidly to the requested torque. This is indeed a challenging highlycoupled and frequency-weighted multivariable control system design problem that single PID loops cannot cope with; whilst the low-frequency engine output torque responses are actually delivered by the engine itself but, at high-frequencies modes (rapid torque requests), electric motor eectively compensates the engine output torque lags, referred to as torque lling. As a result, robust MIMO designs could drastically reduce the need for manual drivability calibration eorts. Figure 6 shows the control eorts generated by the robust torque controller. We shall assume that the plant disturbance (vehicle load) is unknown while robust controller attempts to minimise its eects on the performance outputs. Also recall that the robust MIMO controller fully satises the required optimisation constraints due to actuator limitations.

Figure 7 shows simulation results in regard to drivetrain and engine speeds. Vehicle is started to move in the electric mode and is switched to hybrid mode at time about t = 5.76secs; engine speed is synthesised by CIMG shaft speed and then the digital clutch is locked to be ready for requesting ICE torques. It is worthwhile to point out that, as illustrated in Figure 7, by requesting large torque commands, we have in fact violated our empirical HEV modeling assumption (see Table I in Part I) in that drivetrain speed is limited to = [1200, 2000]rpm. However, it can be seen that the controller is robust to those deviations and that it could satisfactorily control the HEV torque management dynamics. It is also important to mention that fueling/ignition delay and combustion lag are functions of engine speed and brake torque see Table I in Part I. However, in designing the robust MIMO control system we require to utilise an LTI model of the HEV torque management plant hedging on worst case of the ICE speed-dependant parameters. Towards this end, we assume that r and c are suciently slow, which are hence considered as

150

100 TB [Nm]

50 Requested Estimated 0 5 6 7 8 Time(s) 9 10 11 12

constant uncertain parameters in our design. However, in the simulation, we have utilised the actual time-varying (speed-dependant) parameters with no assumption. Regarding the real-time simulations in Simulink (xedstep) using a sampling time of ts , the simulation time required for a single run of 20 secs was approximately 20 times faster than real-time running a Toshiba Portege laptop with an Intel(R) Core(TM) i5 processor, at 2.4GHz under Windows 7 Pro platform. III. Conclusions The main aim of our study was to discuss the use and application of robust MIMO feedback control design, in particular to address application of the torque management of hybrid electric vehicles (HEVs). The main goal of torque management in hybrid electric vehicles is to reduce the CO2 emissions with an enhanced fuel consumption for a hybrid powertrain control system. The applicability of existing controllers in the torque management setting, however, has shown a main drawback of these algorithms as most of them do not address the problems of stability- and performance-robustness tradeo and are not dynamic model-based approaches this turns out that the driveability aspect in the existing control designs is an afterthought. The advanced robust design architectures could resolve the shortcomings of existing control design methodologies. Moreover, the dynamical robust multivariable control designs do not explicitly utilise any knowledge in regard to the future driving cycle. Simulation results illustrated that the robust multivariable control systems could play a key role in a wide variety of challenging complex automotive applications.

(a) Engine brake torque.

100 Requested Estimated

50 TM [Nm] 0 50 5

8 Time(s)

10

11

12

(b) CIMG torque.

160 140 120 Ttotal [Nm] 100 80 60 40 5 6 7 8 Time(s) 9 10 11 12

Requested Estimated

2500 2000 1500 1000 500 0 500

(c) HEV total torque. Fig. 5. Simulation results of the HEV Torque setpoints and outputs (estimations) using robust control design. Note delays in the ICE toque demand response. Also, note that CIMG, due to its fast dynamics, successfully accomplishes the so-called toque lling. It turns out that, in addition to improved fuel eciency, the hybrid electric vehicle driveability is far too better than that of a conventional vehicle.
200 CIMG ICE 150 Control efforts [Nm]

Speed [rpm]

CIMG ICE 0 5 Time(s) 10 15

Fig. 7.

Results of electric motor and ICE speeds.

100

50

50

5 Time(s)

10

15

Fig. 6. Torque control eorts. This includes the idle speed torque at the interval of approx. [5.2-5.8]secs.

References
[1] C. Dextreit et al. Hybrid electric vehicle energy management using game theory. In SAE World Congress & Exhibition, Apr. 2008. [2] P.M. Young. Controller design with mixed uncertainties. In Proc. of the American Control Conf., pages 23332337, Baltimore, MD, June 1994. [3] P.M. Young et al. Computing bounds for the mixed- problem. Int. J. of Robust and Nonlinear Control, 5:573590, 1995. [4] P. M. Young. Structured singular value approach for systems

with parametric uncertainty. Int. J. of Robust and Nonlinear Control, 11:653680, 2001. [5] M. Athans J. Vasconcelos and S. Fekri. Stability- and performance-robustness tradeos: Mimo mixed- vs complex design. Int. J. of Robust and Nonlinear Control, Feb. 2009. [6] S. Fekri. Robust adaptive MIMO control using multiple-model hypothesis testing and mixed- synthesis. PhD thesis, Instituto Superior T ecnico (IST), Lisbon, Portugal, 2005. [7] G.J. Balas et al. -Analysis and Synthesis Toolbox of Matlab, Users Guide. The MathWorks Inc., June 2004.