Development of Optimization Based Control Strategy for P2 Hybrid Electric Vehicle including Transient Characteristics of Engine

Models based on steady-state maps estimate fuel consumption to be 2–8% lower than real experimental measured values. This is due to the fact that during transient phases, the engine consumes more fuel than in steady phases. Some literature has addressed the conventional vehicle engine model that improves fuel consumption estimation’s accuracy during the transient state. However, the characteristics of the engine in the scope of hybrid electric vehicles (HEVs) with an integrated control strategy is yet to be covered. The controller is designed to minimize engine operation in the transient phase to enhance energy savings. In this paper, the correlation between fuel enrichment in transient and steady-state fuel estimation is established as transient correction factor (TCF). Its explanatory variable was the engine torque change rate. This paper describes the influence of engine transient characteristics on the fuel consumption of a mild HEV. The work attempts to improve the fuel economy of the HEV by introducing a penalty factor in the controller to optimize the use of the engine in transient regimes. A backward vehicle model was developed for a production vehicle with a conventional powertrain and validated experimentally using data available online. The corresponding hybrid vehicle model was developed by integrating the electric motor and battery components with the conventional vehicle model. A P2 off-axis configuration was chosen to this end as the HEV architecture. A conventional equivalent consumption minimization strategy (ECMS) was used to split the torque request between the engine and the electric motor. This control strategy was modified with TCF to penalize the engine torque change rate. The results of the simulation show that due to less transient operation of the engine, the fuel consumption was reduced from 923 g to 918 g under the US06 driving cycle. The fuel economy of the model has been simulated for UDDS and HW drive cycles too, and fuel consumption improved by 4.4 g and 3.2 g, respectively. It has been verified that by increasing the battery capacity twice (14s24p), the limitations imposed by the battery capacity can be minimized and the fuel usage can be reduced by 9 g in the UDDS cycle.