International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 0882

Volume 4, Issue 5, May 2015

Design and Development of Fuzzy Sliding Modefor Series-Parallel HEV

G.Srikanth*1,P.S.N.Bharadwaj2 and B.Sreelekha3
*1

PG Student,2,3UG Students, GITAM University

Abstract- Global warming is a major problem in the

modern world has been facing at the present time.
Hybrid Electrical Vehicle (HEV) provides significant
solution to this. The control objective of minimizing of
the fuelconsumption and exhaust emission in hybrid
electric vehicle(HEV) has generally been achieved by a
supervisory controller.The drivability and NVH of HEV
especially during modechanges, on the other hand, have
drawn significant attention inrecent years. The basics of
design principle have been used for sizing its elements
to meet the proposed specifications of the vehicle and
its driving cycle.In this paper, for the purpose of control
simulation,anHEV including a slipping clutch is
firstdeveloped. A robust control strategy based on fuzzy
sliding modecontrol (FSMC) technique is then proposed
for smooth modechanges of HEV. Simulation results
demonstrate that smoothand fast transition from pure
electric driving to hybrid drivingcan be achieved by
controlling the integrated starter generator(ISG). The
FSMC smoothing controller, along with a rulebasedsupervisory controller, is robust against modeling
uncertaintiesin the vehicle mass and the friction
coefficient of the clutch.

developed for control of the engine and motor during

the mode transition. In [8], scheduling of the power
train components such as the clutch pressure is applied
to achieve smooth HEV mode changes. In [9], motor
torque and pressure of clutch and brake are controlled to
reduce the torque variation during mode changes. In
[10], a fixed-boundary-layer sliding mode controller is
used for coordinated control of the hybrid power train
during the EV/HEV mode transition while a fuzzy
adaptive interface is developed to estimate the system
disturbances. In [11], a PI feedback controller is used to
reduce the speed difference between the two ends of the
clutch. More recently in [12], a hybrid power system
without engine starter is proposed and a smooth mode
change strategy using the motor on the other end of the
clutch is developed.

Keywords- Hybrid Electric Vehicle, Series and Parallel

Hybrid ElectricsVehicle, Current Source Inverter,
Brushless DC Motor converter

I. INTRODUCTION
The milestone in the significant development
and mass production of the HEV was established by
Toyota and Honda in around 1997.As the transportation
sector stands almost 30% of total energy consumption
and 37% greenhouse gas (GHG) emission in 2014 [1],
the development of new power train systems is
pressingly needed. Various configurations of electric
vehicles have been proposed, but it needs more
implementation [2]. The HEV, equipped with an
internal combustion engine (ICE), one or more
electrical machines and an energy storage unit such as
battery or ultra-capacitor, is considered a promising
short-term solution [3]. The control objective of HEVs
is generally regarded as minimization of the fuel
consumption and exhaust emission over arbitrary
driving cycles [4, 5, 6]. Recently, the drivability and
NVH especially during mode changes of HEVs have
drawn a lot of attention [3, 7-12]. In [3], model
predictive control is applied for clutch engagement
control in an HEV based on a simplified drive train
model. In [7], a model-based stabilizing controller is

Fig.l Configuration of series HEV

It is proposed to carry out the following by
inserting anelectric drive in series so that the traction
power is deliveredonly by the electric drive train to the
load. The internal combustion engine drives the
alternator and the powerconverter feeds the motor
controllers and the electric traction power is only
delivered by the electric drive train to the load. The ICE
drives the alternator and the power converter feeds the
motor controller and the electric traction motor driving
the mechanical transmission and transaxle to drive the
front wheels.
The power source is in the form of batteries
connected in series 48V operation and connected to DCDC converter. Output of the converter is connected to
the bus to source power simultaneously to the motor
controller.In this scheme, the following six methods are
possible.

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International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 0882
Volume 4, Issue 5, May 2015

Fig.2 Configuration of Parallel HEV

a) Electric Traction Mode: IC Engine is switched off
and the vehicle is propelled only from the batteries.
b) ICE Traction Mode: The vehicle power comes only
from the engine generator.
c) Hybrid Traction Mode: The traction power is drawn
from both the engine generator and the batteries.
d) Engine with Battery Charging: The engine
generator supplies power to charge the batteries and
to propel the vehicle also.
e) Regenerative Braking Mode: The traction motor
operates in generator mode and the power generator
thus charges the batteries. Engine generator remains
switched off during this.
f) Battery Charging Mode: The traction motor
receives no power and the engine generator is
operated only to charge the battery.

incorporating fuzzy logic in conventional sliding mode

control, a hybrid intelligent tracking controller with
robustness against measurement noise can be achieved.
An Undesired chattering phenomenon which is
normally present in the sliding mode controlled systems
is either reduced or exterminated by using such
combination [15].
In Sec. 2, we introduce the system
configuration of the hybrid electric vehicle considered
in this study for the purpose of control simulation, we
introduce a hybrid drive train model including a
slipping clutch model. In Sec. 3, we propose a smooth
mode transition strategy based on FSMC. In Sec. 4, we
show the simulation results with various control
parameters at various operating conditions. Finally, in
Sec. 5,we conclude this work.
Fig. 3 shows the system configuration of the hybrid
drive train consisting of one internal combustion engine
(ICE), one integrated starter generator (ISG) and one
traction motor (TM).
TABLE I. Specifications of the Engine ISG ,TM&
Motor power
Powe
r Max

Max.
Torque

Max.
rpm

IC
E

140
kW

150
Nm

6000

IS
G

40
kW

140
Nm

6000

T
M

125
kW

160
Nm

10,000

Phase
0-1000
Kmph
Accelerati
on
With
5%Gradea
bility
at100
Kmph

Time
(sec)

Pow
er
(kW
)

20

19
kW

21
kW

The specifications of each component are summarized

in TABLE I. A clutch separates the ICE and ISG from
the TM and the rest of the transmission. The ISG serves
mainly as a starter and a generator. During pure electric
driving, the clutch is opened and a series hybrid
configuration is achieved.

Fig.3 Configuration of Series-Parallel HEV

In this paper, a control strategy based on fuzzy
sliding mode control (FSMC) technique is proposed for
smooth mode changes of a hybrid electric vehicle.
Sliding mode control (SMC) is a robust control since
the high gain feedback control input suppresses the
influence of the disturbances and uncertainties [13].
Due to its order reduction, good disturbance rejection,
strong, robust, and simple implementation by means of
power inverter, SMC has attracted much attention in the
electric drive industry, and becomes one of the
prospective control methodologies for IM wheel drives
of the electric vehicles propulsion system [14]. By

II. PRAPOSED METHODOLOGY

In this operating range, the TM propels the
vehicle. By closing the clutch, the configuration is
changed into parallel mode, whereas all three power
supplies are lumped together. The critical aspect of
careful synchronizing the two drive train parts in
occurrence of the friction torque disturbance during the
clutch engagement process is the focus of this paper.

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International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 0882
Volume 4, Issue 5, May 2015

Figure 5. Schematic diagram of the hybrid drive train

Figure 4. Hybrid drivetrain configuration

The Dynamics of the hybrid drive train shown in Fig. 4
can be represented by the schematic diagram shown in
Fig. 5. The hybrid drive train model is derived based on
Newtons law and the slipping clutch is modeled based
on [16]. Only the equations that are closely related to
the causal sequence from EV mode to HEV mode are
presented in this section. Detail models of the ICE, ISG,
TM and battery, etc. are omitted here due to the page
limitation. In the EV mode, the left part of the drive
train including the ICE and ISG is decoupled from the
right part while the vehicle is launched solely by the
TM. The combined equivalent inertia of the left part of
the drive train can thus be represented as follows
, = + + (1)
Where BEis the inertia of the ICE, BISGis the inertia of
the ISG, and BCE is the inertia of the clutch on the
engine side. Similarly, the combined equivalent inertia
of the right part of the drive train can be represented as
, = + + (2)
Where BCM is the inertia of the clutch on the TM side
and BM is the inertia of the TM. The equivalent vehicle
inertia BVehicleis a function of the driveline inertia BDS,
the tire inertia BT, the vehicle mass Mv, the tire radius
rTand the gear ratio Ntm

= ( + + (3)

The dynamic equation on the engine side in the EV

mode can be derived.
+ = , + (4)
Where TEis the engine torque, TISGis the ISG torque,
bEis the equivalent damping ratio on the engine side,
and is the engine speed. On the other hand, the
dynamic equation on the TM side in the EV mode is
represented as

Where TEis the engine torque, TISGis the ISG torque,

bEis the equivalent damping ratio on the engine side,
and is the engine speed. On the other hand, the
dynamic equation on the TM side in the EV mode is
represented as

= , + (5)

Where TM is the TM torque and is the TM speed.

The equivalent load torque TLis represented as follows.

= ( + + + )
(6)
Where FB is the braking force, fris the rolling resistance
coefficient, g=9.8 m/s2is the gravity of earth,
represents the road grade, is the air density, dC
is
the air drag coefficient, A is the frontal area of the
vehicle, and V is the vehicle speed.
During the mode transition from EV mode to HEV
mode (or engine mode), the clutch begins slipping. The
dynamics of the drive train with dry friction between
the clutch plates before the clutch is completely locked
is modeled based on the slipping clutch model in [16].

+ = , +

+ = , + (8)
Where TC is the torque produced by the friction clutch,
which depends on the relative speed on both ends of the
clutch.
= . . . . ( )(9)
Where Fnis the normal actuation force. The response of
the normal actuation force Fnduring the clutch
engagement, as shown in Fig. 6, is modeled with a first
order lag. The friction coefficient of the clutch is
represented as follows
= | |(10)
where staticis the static friction coefficient of the
clutch and dynamicis a parameter for the dynamic
friction coefficient.After the clutch is locked, the system
can be considered as a single inertia as
.

+ + = , + , + +

(11)

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International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 0882
Volume 4, Issue 5, May 2015

speed difference is eliminated. The scalar value s is then

normalized with a gain GSbefore the fuzzification
process. The fuzzification is conducted based on the
triangular membership functions characterizing nine
fuzzy sets as shown in Fig. 9. The membership
functions characterizing the fuzzy sets NM, NS, NVS,
ZO, PVS, PS and PM are expressed as follows.

Figure 6. Normal actuation force Fn during clutch

engagement

Figure. 7 Output current waveformof Inverter fed

BLDC motor drive

III.
SMOOTH
MODE
CONTROL STRATEGY

where the subscript Xrepresents the fuzzy sets NM, NS,

NVS, ZO, PVS, PS and PM, C represents the center of
each membership function, W defines the left and right
foot points, and S=GSS. On the other hand, the
membership functions for NB and PB saturate at 1 on
the left and right ends of the horizontal axis
respectively.

After the fuzzy inference, the defuzzification process is

conducted based on the height method (also called
center average defuzzifier).

TRANSITION
=

The control objective is to maintain a smooth

transition from pure electrical driving to hybrid driving.
Fig. 8 shows the flow chart of the switching control
strategy. When the traction motor (TM) is no longer
sufficient to supply the power demand, a mode change
signal is demanded by a rule-based supervisory
controller. A fuzzy sliding mode controller (FSMC) is
designed to bring up the clutch speed on the engine side
via the integrated starter generator (ISG). After the
speed difference on both ends of the clutch is less than a
predetermined threshold, the supervisory controller
demands the clutch engagement. Note that the friction
provided by the slipping clutch is considered as
disturbance to both ends of the clutch. The FSMC is not
terminated until the clutch is completely locked. After
the clutch is completely locked, the supervisory
controller demands the engine start.
Fig. 10 (on the top of next page) shows the
structure of the FSMC. To bring up the engine speed
close to the TM speed quickly and smoothly, the sliding
surface is chose as a weighted function of the speed
difference and its derivative.
= + (12)
Where e =
is the speed difference between
both ends of the clutch and 0 is a weighting
parameter determining the convergence properties of
the sliding mode control law. The control objective is to
force the system into the sliding surface so that the

(16)

Where hi is the fuzzy membership weight obtained from

(13),(14) and (15),yi is the center point of each fuzzy
set. After the defuzzification process, the control is
finally obtained by multiplying the value of U with a
gain G.

Figure 8. Flow chart of the smooth mode transition

control strategy

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International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 0882
Volume 4, Issue 5, May 2015

Figure 9. Triangular membership functions

Figure 10. FSMC structure

IV. SIMULATION RESULTS

The supervisory controller is mainly used to
minimize the fuel consumption without considering the
drivability during mode changes. Thesimulation result
with only the supervisory controller is firstshown for
baseline comparison. We then investigate theclosedloop performance during mode transitions at
variousspeeds with the smoothing controller included.
The impact ofthe threshold value for the speed
difference is also evaluated atlower speed. Thenominal
values of the vehicle mass vM and the static
frictioncoefficientare presented respectively. Duringthe
transition, the slipping clutch results in dramatic
changesin the friction torque and thus fluctuation of the
clutch speedon the engine side, which would easily be
noticed by the driver.Right after the clutch is
completely locked, the supervisorycontroller starts the
engine while demands less torque outputfrom the
engine than from the TM. The engine torque
demandgradually increases while the ISG and TM
combine for less
and less torque output in the HEV mode.The following
simulations examine the closed-loopperformance during
mode transitions at various speeds withthe smoothing
controller includedwith the engine, ISG and TM during
amode transition from EV mode to HEV mode around
900 RPM when the speed error threshold is set to be
191 RPM. Initially,the ISG provides the largest torque it
allows to bring up theengine clutch speed as fast as
possible. After the speeddifference dwindles, the ISG
torque gradually reduces. Whenthe speed difference is
less than the threshold 191 RPM, clutchengagement is
demanded while clutch slipping occurs. Tocompensate
for the friction disturbance during clutch slipping,the
ISG torque is further reduced. As the engine clutch
speedreaches the TM speed, the ISG generates torque in
theopposite direction to minimize the overshoot. After

the clutchis locked the engine starts and the FSMC is

terminated. When the speed errorthreshold is reduced to
47.75 RPM. In other words, the clutchengagement
occurs when the speeds on both ends of the clutchare
closer to each other. It can be observed that as the
speeddifference decreases the disturbance from the
friction torque issignificantly reduced. As a result, an
even smoother transitionis achieved in a slightly longer
duration, smooth transition around 1500 RPM within
0.45 s. Note also that at this speed the
supervisorycontroller demands more torque from the
engine immediatelywhen the clutch is completely
locked.
Finally, we examine the robustness of the
smoothingFSMC control strategy along with the
supervisory controlleragainst uncertainties in the
vehicle model. The sliding mode controller is
characterizedwith the high gain feedback control input
suppressing theinfluence of the disturbances and
uncertainties. Byincorporating fuzzy logic in
conventional sliding modecontrol, a hybrid intelligent
tracking controller withrobustness against uncertainty in
vehicle parameters can beachieved. An Undesired
chattering phenomenon which isnormally present in the
sliding mode controlled systems iseither reduced or
exterminated by using such combination. TheFSMCbased control strategy manages to achieve fast
andsmooth mode transition in either case.

Figure 11. Mode transition without smoothing

controller

Figure 12. Mode transition with FSMC around 900 rom

(threshold=191rpm)

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International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 0882
Volume 4, Issue 5, May 2015

Figure 13. Mode transition with FSMC around 900 rpm

(threshold=47.75rpm)

Figure 14. Mode transition with FSMC around 1500

rpm

Figure 17. Mode transition using FSMC with reduced

vehicle mass v M =1400 kg

Figure 18. Mode transition using FSMC with increased

vehicle mass v M =3000 kg

V. CONCLUSION

Figure 15. Mode transition using FSMC with reduced

friction coefficientstatic =0.23

Figure 16. Mode transition using FSMC with increased

friction coefficient static =0.33

In this paper, fuzzy sliding mode control (FSMC) is

applied to achieve smooth mode transitions of a hybrid
electric vehicle (HEV) for optimized drivability and
NVHwhile a rule-based supervisory controller is used
forminimization of fuel consumption and exhaust
emission. Forthe purpose of controlling simulation, a
hybrid drivetrain model, including a slipping clutch is
first developed. A robust controlstrategy based on fuzzy
sliding mode control (FSMC)technique is then proposed
for fast and smooth mode changesdemanded by the
rule-based supervisory controller.Simulation results
show that without a smoothing controllernoticeable
fluctuation of the engine clutch speed is induced bythe
friction torque disturbance during the clutch
engagementprocess in a transition from the pure
electrical driving tohybrid driving. On the other hand,
with proper clutchengagement timing settings and
inclusion of the FSMCcontroller, smooth and fast
transitions from the EV mode toHEV mode at various
operating conditions are achieved. Simulationresults
also demonstrate that the smoothing FSMC
controlstrategy, along with the rule-based supervisory
controller, isrobust against parameter uncertainties in
the vehicle modelsuch as variations in the vehicle mass
and friction coefficientof the clutch.

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International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 0882
Volume 4, Issue 5, May 2015

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