energies

Article
Torque Coordination Control during Braking Mode
Switch for a Plug-in Hybrid Electric Vehicle
Yang Yang 1,2, *, Chao Wang 2 , Quanrang Zhang 2 and Xiaolong He 2
1 State Key Laboratory of Mechanical Transmission, Chongqing University, Chongqing 400044, China
2 School of Automotive Engineering, Chongqing University, Chongqing 400044, China;
[email protected] (C.W.); [email protected] (Q.Z.); [email protected] (X.H.)
* Correspondence: [email protected]; Tel.: +86-136-0831-1819

Received: 15 September 2017; Accepted: 16 October 2017; Published: 25 October 2017

Abstract: Hybrid vehicles usually have several braking systems, and braking mode switches are
significant events during braking. It is difficult to coordinate torque fluctuations caused by mode
switches because the dynamic characteristics of braking systems are different. In this study, a new
type of plug-in hybrid vehicle is taken as the research object, and braking mode switches are divided
into two types. The control strategy of type one is achieved by controlling the change rates of clutch
hold-down and motor braking forces. The control strategy of type two is achieved by simultaneously
changing the target braking torque during different mode switch stages and controlling the motor to
participate in active coordination control. Finally, the torque coordination control strategy is modeled
in MATLAB/Simulink, and the results show that the proposed control strategy has a good effect in
reducing the braking torque fluctuation and vehicle shocks during braking mode switches.

Keywords: Hybrid Electric Vehicle (HEV); braking; mode switch; coordinated control; ride comfort

1. Introduction
Hybrid electric vehicles (HEVs) have attracted significant research attention because they can
effectively reduce fuel consumption and emissions [1–3]. HEVs usually have several braking systems
such as hydraulic and motor braking systems. Hydraulic braking systems can provide a stable and
efficient braking force for a vehicle, and motor braking systems make energy recovery possible, thus
expanding the driving range. Engine braking systems, which use engine drag resistance force during
braking, can reduce the wear on a hydraulic braking system, thus saving maintenance expenses [4,5].
There are several braking modes during braking because of the existence of different braking systems.
The different dynamic characteristics of hydraulic, motor, and engine braking systems cause torque
fluctuations during braking mode switch, which deteriorates the riding comfort and the vehicle safety.
Currently, existing research on mode switching is mostly concentrated with the driving and less
on the braking mode switch [6–8]. Zhang of Ji Lin University adopted a hierarchical control strategy
in braking mode switches, then he designed a coordinated controller, based on a forward-feedback
algorithm, to control the pneumatic braking system in order to compensate for errors of the motor
braking force [9]. Fu of Tsinghua University analyzed the dynamic characteristics of the motor and the
electronic vacuum booster (EVB) of a hybrid vehicle. The braking modes were divided into economic
braking mode, safe braking mode with low state of charge (SOC), and safe braking mode with high
SOC. Based on expected braking torque predictions, he proposed an electro-hydraulic coordinated
braking control strategy [10]. Zhu of Tongji University designed a brake force distribution correction
module and a motor force compensation module for transition conditions. These included hydraulic
brake force intervention conditions, hydraulic brake force evacuation conditions, and regenerative
brake force evacuation conditions with low speed. Those studies investigated the coordination control

Energies 2017, 10, 1684; doi:10.3390/en10111684 www.mdpi.com/journal/energies

Energies 2017, 10, 1684 2 of 16

Energies 2017, 10, 1684 2 of 16

conditions, and regenerative brake force evacuation conditions with low speed. Those studies
investigated the coordination control between the motor and the mechanical braking system [11].
However,the
between they didand
motor not the
make full use of
mechanical the dynamic
braking characteristics
system [11]. However, of theythedid
hydraulic,
not makemotor,
full useandof
engine braking systems.
the dynamic characteristics of the hydraulic, motor, and engine braking systems.
In this
In this study,
study, aa new
new type
type ofof plug-in
plug-in hybrid
hybrid vehicle
vehicle isis taken
taken as
as the
the research object, and
research object, and the
the braking
braking
force distribution control strategy, which involves the engine drag resistance force, is
force distribution control strategy, which involves the engine drag resistance force, is developed. It is developed. It
is well
well known
known that
that thethe dynamicresponse
dynamic responseofofhydraulic
hydraulicbraking
brakingsystems
systemsisisslow
slowandand stable,
stable, while
while the
the
response of motor braking systems is fast and accurate [12]. The control strategy
response of motor braking systems is fast and accurate [12]. The control strategy uses the hydraulic uses the hydraulic
braking system
braking system to
to provide
provide thethe required
required braking
braking force,
force, the
the motor
motor toto coordinate
coordinate torque
torque fluctuation, and
fluctuation, and
the clutch
the clutch to
to coordinate
coordinate the the engine
engine drag
drag force
force as
as aa response
response to to the
the problems
problems of of torque
torque fluctuation
fluctuation
during braking mode switch.
during braking mode switch.

2. HEV Structure and Dynamic Model

2.1. HEV Structure

The structure
structureofofaaplug-in
plug-inhybrid
hybridvehicle, asas
vehicle, shown
shown in in
Figure 1, mainly
Figure includes
1, mainly an engine,
includes an ISG
an engine, an
motor, a permanent
ISG motor, a permanentmagnet synchronous
magnet synchronousmotor
motor(PMSM),
(PMSM), a dual
a dualclutch,
clutch,and
andan
aninfinitely
infinitely variable
variable
transmission (CVT). The front axle is driven by the engine and the integrated starter generator (ISG),
the rear axle is driven by
by the
the PMSM,
PMSM, and
and the
the dual
dual clutch
clutch is
is mounted
mounted on on both
both ends
ends of
of the
theISG
ISGmotor.
motor.

Figure 1.
Figure 1. Structure of aa plug-in
Structure of plug-in hybrid
hybrid vehicle.
vehicle.

2.2. Dynamic Model

2.2. Dynamic Model

2.2.1. Motor
2.2.1. Dynamic Model
Motor Dynamic Model
The three-phase
The three-phasePMSM
PMSMisisaastrongly
stronglycoupled
coupledand
andmultivariable
multivariable nonlinear
nonlinear system
system [13].
[13]. In In order
order to
to accurately reflect the dynamic response characteristics of the motor during braking, a
accurately reflect the dynamic response characteristics of the motor during braking, a dynamic modeldynamic
model
is is established
established based onbased on the mathematical
the mathematical model ofmodel of the three-phase
the three-phase PMSM.
PMSM. In In the synchronous
the synchronous rotating
rotating coordinate system (d-q axis), the ideal PMSM voltage equation
coordinate system (d-q axis), the ideal PMSM voltage equation [14] is: [14] is:
(  dd i − ω L i
udu=d =Ri
Ridd++ LLdd dt i d − ωee Lqqqiq
 dt d (1)
 d (1)
uq = Riq + Lq dt d iq + ωe ( Ld id + ψ f )
u = Riq + Lq iq + ωe ( Ld id +ψ f )
 q dt
The electromagnetic torque equation is:
The electromagnetic torque equation is:
3 h i
Te = 3pn iq id ( Ld − Lq ) + ψ f (2)
Te =2 pniq id ( Ld − Lq ) + ψ f  (2)
2
where ud , uq respectively represent the stator voltage d-q axis component; id , iq respectively represent
where ud, uq respectively represent the stator voltage d-q axis component; id, iq respectively represent
the stator current d-q axis component; R is stator resistance; ω e is electrical angular velocity; Ld , Lq
the stator current d-q axis component; R is stator resistance; ωe is electrical angular velocity; Ld, Lq
respectively represent inductance d-q axis component; ψf is permanent magnet flux chain; pn is motor
respectively represent inductance d-q axis component; ψf is permanent magnet flux chain; pn is motor
pole pairs.
pole pairs.
Energies 2017, 10, 1684 33 of
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2.2.2. Hydraulic Dynamic Model

2.2.2. Hydraulic Dynamic Model
The dynamic response characteristics of the hydraulic braking system are related to the
The dynamic
hydraulic response characteristics
system structural parameters, dutyof the hydraulic
cycle and so braking systembuilding
on. However, are related to the hydraulic
a precise model of
system structural parameters, duty cycle and so on. However, building a precise model
the hydraulic braking system is difficult and the required computational power is large. In order to of the hydraulic
braking system
simplify is difficult
the model and the reflect
and accurately required thecomputational power is large.
dynamic characteristics of theInhydraulic
order to simplify the
system, this
model and accurately reflect the dynamic characteristics
study uses the empirical first-order inertia link [15]: of the hydraulic system, this study uses the
empirical first-order inertia link [15]:
 1 1
 Thf = Pf π D 2f R f BFf
 Th f = Pf414 πD2f R f BFsfτsτ+1+11
 (3)
1 1 (3)
 TThr = P 1π D 2
R
2 B 1
 = Pr r πD r R r rB
Fr
hr 44 r sτsτ++11
Fr

where Thfhf,, TThrhr are

are the
the front
front and
and rear axle brake torque; Pff, Prr are cylinder pressures; Dff,, Drr are are axle
cylinder
cylinder diameter;
diameter;RRf,f ,RR r are
r brake
are brakeoperating
operatingradius;
radius;B Ff ,BB Fr
Ff , are
B Fr brake
are efficiency
brake factors;
efficiency τ is
factors;the
τ isfirst-
the
order system
first-order time time
system constant, which
constant, can be
which obtained
can by experience;
be obtained by experience; s is asvariable.
is a variable.
As
As shown
shown in in Figure
Figure 2, the motor torque response is quick and accurate, the the response
response time
time is
approximately
approximately 0.06 0.06 s,
s, and
and thethe overshoot
overshoot isis 11.12%.
11.12%. Compared
Compared with with the
the motor,
motor, inin order to overcome
the
the brake clearance
clearance and and cylinder
cylinder pressurization,
pressurization, the
the hydraulic
hydraulic system’s system’s torque
torque response
response isis slow
slow but
stable
stable and
and thethe response
response time time is approximately
approximately 0.170.17 s. According
According to to [16],
[16], the
the full
full starting
starting time
time of of the
driving brake is is generally
generallycontrolled
controlledwithin
within0.2–0.3
0.2–0.3s; s; thus, the dynamic response characteristics
thus, the dynamic response characteristics of the of
the hydraulic
hydraulic model model constructed
constructed in this
in this study
study satisfies
satisfies this this requirement.
requirement.

Figure 2.
Figure Step response
2. Step response of
of motor
motor and
and hydraulic
hydraulic braking
braking torque.

2.2.3. Engine
Engine Drag
Drag Model
Model
When
When the the engine
engine is
is anti-dragged,
anti-dragged, the
the throttle
throttle is
is closed
closed and
and the
the engine
engine drag
drag resistant
resistant torque
torque is
related to
tothe
theengine
engine speed,
speed, as shown
as shown in Figure
in Figure 3. Because
3. Because the engine
the engine has multiple
has multiple subsystem subsystem
modules,
modules, the establishment
the establishment of the
of the engine engine
model model is difficult.
is difficult. At the sameAt the same
time, thistime,
studythis
doesstudy
not does not
consider
consider
the problemthe of
problem
engine of engine emissions.
emissions. Therefore,Therefore,
this studythis
usesstudy uses the experimental
the experimental modeling
modeling method to
method
establishtothe
establish the engine
engine model, and model, andresponse
the output the output response
of the engineof the resistant
drag engine drag resistant
torque torque is
is characterized
characterized by a transfer
by a second-order second-order transfer function:
function:
ωω 2
TbICE== 2
TbICE
n 2
n f (n ) (4)
ζωn sn +
+ 22ζω
ss2 + s+ωn2ω2 f (e ne ) (4)
n

where
where ωωnn is
is the
the natural
natural frequency;
frequency; ζζ is is the
the damping
damping coefficient;
coefficient; nne is
is the
the engine
engine speed;
speed; TTbICE is the
e bICE is the
engine
engine drag
drag resistant
resistant torque;
torque; ss is
is aa variable.
variable.
Energies 2017, 10,
Energies 2017, 10, 1684
1684 44 of
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Figure 3. Engine drag resistance torque.

3. Braking Force Distribution Strategy

The hybrid electric vehicle mentioned above is equipped with dual motors, and and during
during braking,
braking,
the maximum strength of the motor brake ranges from 0.06 to 0.27 with the speed and CVT ratio
changing. Therefore,
Therefore,inin order
order to recover
to recover as much
as much energy as possible,
energy this study
as possible, this puts
study forward a brake
puts forward
force
a brake distribution strategy based
force distribution strategy on based
the motor on thebraking
motorcapacity,
braking whilecapacity, taking the taking
while engine the
brake into
engine
consideration.
brake into consideration.
The braking force force distribution
distribution curve curveisisshownshownin inFigure
Figure4.4.VV isisthe
thespeed
speedof ofthe
thevehicle;
vehicle;VVmaxmax and

min are
Vmin are the
the maximum
maximum and and minimum vehicle speeds allowed for for regenerative
regenerative braking;
braking;SOC SOChigh
high is the

maximum state of charge charge allowed

allowed for for regenerative
regenerativebraking; braking;io1 io1 and
and iio2o2 are
are the transmission ratios of
final drive I and and final
final drive
drive II; II; iicvt
cvt is the CVT transmission
transmission ratio; ratio; zz is
is the
thebraking
brakingstrength;
strength;FFb_req
b_req is the

total braking force the the driver

driver demanded;
demanded; FFbm_req , F, bh_req
bm_req andand
Fbh_req FbICE_req are the
FbICE_req are target motor,
the target hydraulic
motor, hydraulicand
engine braking forces; F and F are the target braking forces
and engine braking forces; Fbxf_req and Fbxr_req are the target braking forces of the front and rear axles
bxf_req bxr_req of the front and rear axles of the
vehicle;
of Fbhf_req and
the vehicle; Fbhr_req
Fbhf_req and are the target
Fbhr_req are the hydraulic braking forces
target hydraulic braking of the
forcesfrontof and rear axles;
the front FbI_reqaxles;
and rear and
bP_req are
FbI_req andthe target
FbP_req are braking
the targetforcesbraking of ISG
forces and PMSM;
of ISG FbI_max and
and PMSM; FbI_Fmax andare
bP_max the
FbP_ maximum
are the braking
maximum
max
forces that
braking ISGthat
forces andISG PMSMand can PMSM provide in the current
can provide state; Fstate;
in the current bICE isFthe engine drag resistant
bICE is the engine force;
drag resistant
Fbm_maxFisbm_
force; the maximum
max braking braking
is the maximum force that the that
force motor thecan provide;
motor β is the ratio
can provide; between
β is the front axlefront
ratio between and
total braking force.
axle and total braking force.
As seen in Figure 4, the point E is the intersection of line z = 0.4 and curve I while the point F is
the intersection
the intersectionof ofline
linezz==0.7 0.7andandcurve curveI. I. Therefore,
Therefore, thethe β line
β line consists
consists of the
of the OE OEandand EF segments
EF segments and
and the braking strengths of
the braking strengths of A, B and C are: A, B and C are:
 io 2iFbPF _ max
 A))== o2 bP_max
zz((A
GG




Fbm_max
 z( B) =Fbm _ G max (5)
  z ( B) = (5)
 GFbP_max (1+ β1 )

io2

z(C ) =
 io 2 FbP _ maxG(1 + β1 )
 (C ) =
z

The required motor braking force is: G

The required motor braking force is:

Fbm_req = icvt io1 FbI_req + io2 FbP_req (6)
Fbm _ req = icvt io1 FbI _ req + io 2 FbP _ req (6)
The required hydraulic braking force is:
The required hydraulic braking force is:
Fbh_req = Fbh f _req + Fbhr_req (7)
Fbh _ req = Fbhf _ req + Fbhr _ req (7)
The required braking force is:
The required braking force is:
Fb_req = Gz (8)
Fb _ req = Gz (8)
Energies 2017, 10, 1684 5 of 16
Energies 2017, 10, 1684 5 of 16

Fbxr z = 0.7
z = 0.4
Fb _ req
F

E β2
Fbm _ max FbICE
•D
• • •
A B C
FbP _ max β1

O Fbxf

Figure 4.
Figure 4. The
The braking
braking force
forcedistribution
distributioncurve.
curve.(F
(Fbxf Braking force
bxf) Braking force in
in the
thefront
frontaxle;
axle;(F
(Fbxr force
bxr) braking force

in the
in the rear
rear axle;
axle; (I(I curve)
curve) the
theideal
ideal braking
brakingforce
forcedistribution
distributioncurve.
curve.

The detailed
The detailed braking
braking force
force distribution
distributionstrategies
strategiesare
areas
asfollows:
follows:
When V Vmin <<VV<<VV
max and SOC < SOChigh:
When min max and SOC < SOChigh :
(1) 0 (1)
< z 0≤ <z(B)
z ≤ z(B)
In this
In this condition,
condition,braking
brakingforce is is
force completely
completely provided
provided by the
by regenerative braking
the regenerative force. force.
braking Fbh_req
F=bh_req
0, Fbm_req
= 0,=FFbm_req
b_req. The braking forces of ISG and PMSM are distributed as follows:
= Fb_req . The braking forces of ISG and PMSM are distributed as follows:
When 0 < z ≤ z(A),
When 0 < z ≤ z(A),
 FFbI_req = 00

bI _ req =
 (9)
 F = Fbb_req
F (9)
_ req
FbP_req =
 io2
bP _ req
 io 2
When z(A) < z ≤ z(B),
Fb_req −io2 FbP_max

When z(A) < z ≤ z(B),  FbI_req =
icvt io1
(10)
req − io 2 FbP _ max
 FbP_req =FbF_bP_max

 FbI _ req =
(2) z(B) < z ≤ z(C)  icvt io1 (10)
F = FbPthe
 bPto_ req
In order to make full use of engine brake, _ max
braking force is provided by the motor and the
engine braking system. Therefore, Fbh_req = 0, Fb_req = Fbm_req + icvt io1 FbICE .
(2) z(B) < z ≤ z(C) 
 FbICE_req = FbICE
In order to make full use of
engine to brake, the braking force is provided by the motor and the


−io2 FbP_max
engine braking system. Therefore, FFbh_req = 0, FFb_req
bI_req =
b_req= Fbm_req + icvt
−io1FFbICE
bICE. (11)
 icvt io1

 FbICE
F = FFbP_max

_ req =
bP_req bICE

 Fb _ req − io 2 FbP _ max
(3) z(C) < z ≤ z(F)  FbI _ req = − FbICE (11)
 icvt io1
When z(C) < z ≤ z(F), the braking force is provided by the motor and the hydraulic braking
 _ req = FbP _ max
system. The target braking forcesofFbP
the front and rear axles, distributed in accordance with line CEF
shown in Figure 4, are Fbxf_req and Fbxr_req . Therefore, FbICE = 0, Fb_req = Fbm_req + Fbh_req . The braking
(3) z(C)of<the
forces z ≤ motor
z(F) and hydraulic braking system are:
When z(C) < z ≤ z(F), the  braking force is provided by the motor and the hydraulic braking
 FbI_req = FbI_max
system. The target braking forces  of the front and rear axles, distributed in accordance with line CEF



FF
shown in Figure 4, are Fbxf_req and
 = FbP_maxFbICE = 0, Fb_req = Fbm_req + Fbh_req. The braking forces of
. Therefore,
bP_req
bxr_req

the motor and hydraulic braking system are: (12)



 Fbh f _req = Fbx f _req − icvt io1 FbI_max



Fbhr_req = Fbxr_req − io2 FbP_max

  FbI _ req = FbI _ max

 FbP _ req = FbP _ max
 (12)
 Fbhf _ req = Fbxf _ req − icvt io1 FbI _ max
Energies 2017, 10, 1684 F 6 of 16
 bhr _ req = Fbxr _ req − io 2 FbP _ max
WhenVV>>VVmax or V < Vmin or SOC ≥ SOChigh or z > z(F), the braking force is completely provided
When max or V < Vmin or SOC ≥ SOChigh or z > z(F), the braking force is completely provided
by the hydraulic braking system. The
by the hydraulic braking system. Thebraking
brakingforces
forcesof
ofthe
thehydraulic
hydraulicbraking
brakingsystem
systemare:
are:
 Fbhf _ req = Fbxf _ req

Fbh f _req = Fbx f _req (13)
 Fbhr _ req = Fbxr _ req

(13)
Fbhr_req = Fbxr_req

4. Coordinated
4. Coordinated Control
Control Strategy
Strategy for
for Braking
Braking Mode
Mode Switch
Switch

4.1.
4.1. Kinetics
Kinetics Analysis
Analysis of
of Braking
Braking Mode
Mode
According
Accordingtotothe
thebraking
brakingforce distribution
force control
distribution strategy
control mentioned
strategy above,
mentioned there there
above, are four
aremain
four
braking modes: pure electric braking mode, motor and engine braking mode,
main braking modes: pure electric braking mode, motor and engine braking mode, motor and motor and hydraulic
braking
hydraulicmode, andmode,
braking hydraulic braking mode.
and hydraulic braking In mode.
order toIn facilitate the kinetic
order to facilitate theanalysis, the hybrid
kinetic analysis, the
vehicle
hybrid drive system
vehicle drive model
systemismodel
simplified, as illustrated
is simplified, in Figurein5.Figure 5.
as illustrated

J PMSM JO2

J ISG iO 2

Je JC 2 J C1 J CVT J O1 J w + mr 2

iCVT iO1

Figure 5.
Figure 5. Equivalent
Equivalent diagram
diagram of
of the
the system
systemmodel.
model.

where Je is moment of inertia of the engine; JISG is moment of inertia of the ISG; Jcvt is moment of inertia
where Je is moment of inertia of the engine; JISG is moment of inertia of the ISG; Jcvt is moment of inertia
of the CVT; JC1 is moment of inertia of the clutch I; JC2 is moment of inertia of the clutch II; JPMSM is
of the CVT; JC1 is moment of inertia of the clutch I; JC2 is moment of inertia of the clutch II; JPMSM is
moment of inertia of the PMSM; Jw is moment of inertia of the wheel; JO1 is moment of inertia of the
moment of inertia of the PMSM; Jw is moment of inertia of the wheel; JO1 is moment of inertia of the
final drive I; JO2 is moment of inertia of the final drive II; m is the vehicle mass; r is the tire radius.
final drive I; JO2 is moment of inertia of the final drive II; m is the vehicle mass; r is the tire radius.
(1) Pure Electric Braking Mode
(1) Pure Electric Braking Mode
When the motor is braking clutch I is engaged and clutch II is disconnected. The engine and the
When the motor is braking clutch I is engaged and clutch II is disconnected. The engine and the
hydraulic braking systems do not participate in the braking action and the required braking torque
hydraulic braking systems do not participate in the braking action and the required braking torque is
is provided by the motor. The equivalent to the moment of inertia on the wheel is:
provided by the motor. The equivalent to the moment of inertia on the wheel is:
J v = (( J ISG + J C 1 ) ⋅ icvt + J CVT ) ⋅ iO1 + J O1 + J O 2 + J PMSM ⋅ iO 2 + J w + mr 2 (14)
Jv = (( J ISG + JC1 ) · icvt + JCVT ) · iO1 + JO1 + JO2 + JPMSM · iO2 + Jw + mr2 (14)
The dynamic equation of braking is:
The dynamic equation of braking is:

TbICE = 0
 =0

 TbICE

Tbh = 0 (15)
Tbh= 0 • (15)

 TbISG
TbISG ⋅ icvt· i⋅O1
· icvt iO1++ T ⋅ i = J v ωJwv ω•w
bPMSMO·2iO2 =
TbPMSM

where TbICE is the engine drag resistance torque, T bh is the hydraulic braking torque, TbISG is the ISG
.
braking torque, TbPMSM is the PMSM braking torque, and ω w is the wheel angular acceleration.
(2) Motor and Engine Braking Mode
Energies 2017, 10, 1684 7 of 16

When the motor and engine are involved in braking, clutches I and II are engaged. The required
braking torque is provided by the motor and the engine. At this time, the equivalent to the moment of
inertia on the wheel is:

Jv = (( Je + J ISG + JC1 + JC2 ) · icvt + JCVT ) · iO1 + JO1 + JO2 + JPMSM · iO2 + Jw + mr2 (16)

The dynamic equation of braking is:

(
Tbh = 0
• (17)
( TbISG + TbICE ) · icvt · iO1 + TbPMSM · iO2 = Jv ωw

(3) Motor and Hydraulic Braking Mode

During motor and hydraulic braking modes, clutch I is engaged and clutch II is disconnected.
The required braking torque is provided by the motor and the hydraulic braking system. At this time,
the equivalent to the moment of inertia on the wheel is:

Jv = (( J ISG + JC2 ) · icvt + JCVT ) · iO1 + JO1 + JO2 + JPMSM · iO2 + Jw + mr2 (18)

The dynamic equation of braking is:

(
TbICE = 0
• (19)
TbISG · icvt · iO1 + TbPMSM · iO2 + Tbh = Jv ωw

(4) Hydraulic Braking Mode

During hydraulic braking mode, clutches I and II are disengaged and the required braking torque
is provided by the hydraulic braking system. The equivalent to the moment of inertia on the wheel is:

Jv = JCVT · iO1 + JO1 + JO2 + JPMSM · iO2 + Jw + mr2 (20)

The dynamic equation of braking is:


 TbICE = 0

TbISG = TbPMSM = 0 (21)
 •
Tbh = Jv ωw


Based on the kinetics analysis of the braking mode, there are three types of braking torque that
need to be coordinated during braking mode switching. The motor, the hydraulic, and the engine
braking systems are three different systems with different dynamic response characteristics; therefore,
the sequences and moments of the three joint systems are different. Because mode switching is
completed instantaneously, the braking torque varies sharply during the intervention and exit from
braking. If there is no coordinated control, it will cause torque fluctuation and seriously worsen the
ride comfort of the vehicle.

4.2. Coordination Control Strategy for Mode Switch

According to whether or not the hydraulic braking system is involved in braking, the braking
mode-switch type is divided into two categories (Figure 6). Braking mode-switch coordination control
strategies are developed for the different braking mode-switch types.
Energies 2017, 10, 1684 8 of 16
Energies 2017, 10, 1684 8 of 16
Energies 2017, 10, 1684 8 of 16

Figure 6. Braking mode switch classification.

Figure 6. Braking mode switch classification.
Figure 6. classification.

(1) Type one: braking mode switch without hydraulic braking system participation. In this type
(1) Type
(1) Type one:
one: braking
braking modemode switch
switch without
without hydraulic
hydraulic braking
braking system
system participation.
participation. In In this
this type
type
of mode switching it is necessary to control the engagement of the clutch and the change rate of the
of mode
of mode switching
switching itit is
is necessary
necessary toto control
control the
the engagement
engagement of of the
the clutch
clutch andand the the change
change raterate of
of the
the
motor torque. Thus, the fluctuation caused by mode switch can be reduced.
motor torque. Thus, the fluctuation caused by mode switch
motor torque. Thus, the fluctuation caused by mode switch can be reduced. can be reduced.
(2) Type two: braking mode switch with hydraulic braking system participation. Due to the
(2) Type
(2) Type two:
two: braking
braking modemode switch
switch with
with hydraulic
hydraulic braking
braking system
system participation.
participation. Due Due to to the
the
different dynamic response characteristics of the motor and the hydraulic braking systems, this
differentdynamic
different dynamicresponse
response characteristics
characteristics of the
of the motormotor andhydraulic
and the the hydraulicbraking braking
systems, systems, this
this switch
switch mode is difficult to coordinate. The idea of coordinating control is to take full advantage of
switch mode is difficult to coordinate. The idea of coordinating control is to
mode is difficult to coordinate. The idea of coordinating control is to take full advantage of the take full advantage of
the characteristics of the braking systems. The hydraulic system can provide large and stable torque,
the characteristics
characteristics of the
of the braking
braking systems.
systems. TheThe hydraulicsystem
hydraulic systemcancanprovide
providelarge largeand and stable
stable torque,
torque,
and the motor braking system’s torque response is quick and accurate, reducing the fluctuation of
and the motor braking system’s torque response is quick and accurate, reducing
and the motor braking system’s torque response is quick and accurate, reducing the fluctuation of the fluctuation of
the vehicle.
the vehicle.
the vehicle.
The overall coordination control flow chart is shown in Figure 7. Tbm_req, Tbh_req and TbICE_req are the
The overall
The overall coordination
coordination control
control flow
flow chart
chart isis shown
shown inin Figure
Figure 7.7. T
Tbm_req
bm_req, ,TTbh_req and
andTbICE_req
bh_reqcontrol
are are
TbICE_req the
target motor, hydraulic and engine braking torques allocated by the braking force strategy.
target motor, hydraulic and engine braking torques allocated by the braking force
the target motor, hydraulic and engine braking torques allocated by the braking force control strategy. control strategy.

T req = f (Tbm _ req , Tbh _ req , TbICE _ req )

Tbb__ req = f (Tbm _ req , Tbh _ req , TbICE _ req )

Figure 7. Flow
Flow chart of
of overall coordination
coordination control.
Figure 7. Flow chart
Figure 7. chart of overall
overall coordination control.
control.

First, according to current speed, SOC, CVT ratio, and brake pedal, the braking force distribution
First, according
First, according toto current
current speed,
speed, SOC,
SOC, CVT
CVT ratio,
ratio, and brake pedal, the braking force distribution
control strategy allocates the target motor, hydraulic and engine braking torques; then, according to
control strategy
strategy allocates the target motor,
motor, hydraulic
hydraulic and
and engine
engine braking
braking torques;
torques; then,
then, according
according to
to
the braking mode boundary conditions the vehicle controller determines whether the braking mode
the braking
the braking mode
mode boundary
boundary conditions
conditions the vehicle
vehicle controller
controller determines
determines whether
whether the
the braking
braking mode
mode
should switch or not. If mode switching happens, the vehicle controller determines the type of mode
should switch
should switch oror not.
not. If mode switching happens, the vehicle controller determines
determines thethe type
type of mode
mode
switch and then selects the corresponding coordination control strategy and controls the clutch,
switch and
switch andthen
thenselects
selects
thethe corresponding
corresponding coordination
coordination control
control strategy
strategy and controls
and controls the clutch,
the clutch, motor
motor and hydraulic torques to reduce the mode switch fluctuation. Finally, the vehicle controller
motor
and and hydraulic
hydraulic torques torques
to reducetothe
reduce
modethe mode
switch switch fluctuation.
fluctuation. Finally, theFinally,
vehicle the vehicledetermines
controller controller
determines whether the coordination control is completed, and if it is completed, the vehicle will
determines
whether thewhether the coordination
coordination control is and
control is completed, completed, and if it isthe
if it is completed, completed, the enter
vehicle will vehicle will
a new
enter a new braking mode.
enter a new
braking mode.braking mode.
 Energies 2017, 10, 1684 9 of 16

Energies 2017, 10, 1684 9 of 16

4.2.1. Coordination Control Strategy of Type One

4.2.1. Coordination Control Strategy of Type One
In this type of mode switch the motor braking torque and the engine drag resistance torque,
In this type of mode switch the motor braking torque and the engine drag resistance torque,
transmitted by clutch II, are the main sources of braking torque fluctuation. Therefore, the braking
transmitted by clutch II, are the main sources of braking torque fluctuation. Therefore, the braking
torque fluctuation is coordinated by controlling the change rate of the clutch hold-down force and the
torque fluctuation is coordinated by controlling the change rate of the clutch hold-down force and
motor brake force. The torque transmitted by the dry clutch during slipping is:
the motor brake force. The torque transmitted by the dry clutch during slipping is:
3 −3 R3
T = sign ( ∆ω2) 2 µF (t) ZRR
3
0 − R1
0 1
(22)
Tc = sign(Δω ) μ
c
3 F (t ) Z R
2 2 −2R2 (22)
3 R0 − R1 1
0

whereΔω
where ∆ωisisthe
the clutch
clutch angular
angular velocitydifference
velocity differencebetween
betweenthethemain
mainand anddriven
drivenplate; signisissymbolic
plate;sign symbolic
function;μ µisisclutch
function; clutchfriction
frictionfactor,
factor,which
whichisisrelated
relatedtotothe
thesurface
surfacetemperature
temperatureofofthetheplates
platesand ∆ω;
andΔω;
F(t) is the compression force of clutch plates; Z is the clutch friction pair
F(t) is the compression force of clutch plates; Z is the clutch friction pair number; R0,0R1 are number; R , R 1 are the clutch
the clutch
outerand
outer andinner
innerfriction
frictionplate
platediameter.
diameter.
Thecoordinated
The coordinatedcontrol
controlflow flowchart
chartofoftype
typeoneoneisisshown Figure8,8,kkmmand
shownininFigure andkckcarearethe
thechange
change
rates of motor brake torque and clutch hold-down
rates of motor brake torque and clutch hold-down force. Tbmbmand Tc are force. T and T c are the actual torques
the actual torques of motorof motor
andclutch
and andTT
clutchand =T
bmbm TbISG
=bISG icvt+io1
icvtio1 + TbPMSM
TbPMSM io2the
io2. Tb is . Tbactual
is the total
actualbrake
total torque.
brake torque.

Tb _ req = f (Tbm _ req , TbICE _ req )

kc km

Tc Tbm

Tb =Tb _ req ?

Figure 8. Flow control chart of the first type mode-switch.

Figure 8. Flow control chart of the first type mode-switch.

It is simple to control the motor brake force changing rate, however, it is hard to obtain the target
changeItrate
is simple
of theto control
clutch the motorforce.
hold-down brakeMoreover,
force changing rate, however,
it is assumed it is
that the hardchange
target to obtain theoftarget
rate the
change rate of the clutch
total brake force is kreq. Thus:hold-down force. Moreover, it is assumed that the target change rate of the
total brake force is kreq . Thus:
 
FF =FF00++ kc dt
(t()t )=
R
k c dt
 



TTbmbm((tt))= + +km dtk m dt
=TbmT0bm0
R
(23)
(23)
 

0 +  k req dt

= TTbb0
TTbb((tt)) =
R
+ kreq dt
where F , T and Tb0 are the initial values of the clutch hold-down force, the motor brake torque,
where F0, 0Tbm0bm0and Tb0 are the initial values of the clutch hold-down force, the motor brake torque, and
and the total brake force.
the total brake force.
Then:
Then:
Tb (t) = Tbm (t) + Tc icvt io1 (24)
Tb (t )=Tbm (t ) + Tcicvt io1 (24)
Derivation of the formula above gives:
Derivation of the formula above gives:
kreq = k m + aicvt io1 k c (25)
kreq =km + aicvt io1kc (25)

and:
Energies 2017, 10, 1684 10 of 16

and:
a = sign(∆ω )µZR (26)

Therefore, the change rate of clutch hold-down force is:

kreq − k m
kc = (27)
aicvt io1

4.2.2. Coordination Control Strategy of Type Two

The dynamic response of the hydraulic braking system is slow and stable while the response of
the motor braking system is fast and accurate. The hydraulic brake system has been developed for
a long time, its technology is mature and stable, and its dynamic response characteristics have been
well researched [17]. Therefore, in order to make full use of the characteristics of the motor and the
hydraulic braking systems, the coordinated control process of braking mode switch is divided into
two stages; this is achieved by modifying the target braking torque.
The coordinated control flow chart of type two is shown in Figure 9, Tbm 0 , Tbh 0 and TbICE 0 are
the modified target braking torques of the motor, the hydraulic and the engine braking system; Tbm0 ,
Tbh0 and TbICE0 are the initial torques of the motor, the hydraulic and the engine braking system
when mode is switched; Tc is the transmitted torque of the dry clutch. When mode switch happens,
the coordination control process is described as follows: during mode switching, the torques of the
motor, the hydraulic and the engine braking system are:


 Tbm = Tbm0

Tbh = Tbh0 (28)



TbICE = TbICE0

At that moment, the coordinated control process of the braking mode switch enters into the first
stage: it keeps the brake torques of the motor and engine unchanged and modifies the target braking
torque of the hydraulic braking system to meet the driver demand. Therefore, the modified torques are:

Tbm 0 = Tbm0




Tbh 0 = Tb_req − Tbm0 − icvt io1 TbICE0 (29)


TbICE 0 = TbICE0


Next, the vehicle controller determines whether Tb is equal to Tb_req , if Tb = Tb_req , the coordinated
control process enters into the second stage: it makes full use of the dynamic characteristics of the
motor braking system to coordinate the torque fluctuation and modifies the target braking torque of
the engine and the hydraulic braking system in order to reach the target value (Tbh_req and TbICE_req )


 Tbm 0 = Tb_req − Tbh − icvt io1 Tc


Tbh 0 = Tbh_req (30)


 0
bICE = TbICE_req
 T

Finally, the vehicle controller evaluates whether Tbm = Tbm_req and TbICE = TbICE_req if so, the current
mode is substituted by a new braking mode.
A motor torque proportional-integral-derivative (PID) control algorithm was designed in order to
improve the hydraulic and clutch torque fluctuation and keep the total braking torque stable during
the second stage. The PID algorithm’s control structure is shown in Figure 10. The input is Tbm 0 which
Energies 2017, 10, 1684 11 of 16

is the modified target braking torque of the motor while the output is Tbm which is the actual braking
torque of the
Energies 2017, 10,motor.
1684 11 of 16

Energies 2017, 10, 1684 11 of 16

Tb _ req = f (Tbm _ req , Tbh _ req , TbICE _ req )

Tb _ req = f (Tbm _ req , Tbh _ req , TbICE _ req )

Tbm′ =Tbm 0 TbICE′ =TbICE 0

T ′ =T 0 TbICE′ =TbICE 0
T ′ =bmT bm−
bh T −i i T
b _ req bm 0 cvt o1 bICE 0
Tbh′ =Tb _ req − Tbm 0 − icvt io1TbICE 0

Tb =Tb _ req ?
Tb =Tb _ req ?

Tbh′ =Tbh _ req TbICE′ =TbICE _ req

Tbh′′ =Tbh _ req TbICE′ =TbICE _ req
Tbm =T − Tbh − icvt io1Tc
Tbm′ =Tbb__req
req − Tbh − icvt io1Tc

T b m = T b m _ re q
T =T
& T b m= T b m _ re q ？
& Tb IC E = Tb IC E _ r eq？
b IC E b IC E _ r eq

Figure9.9.Flow
Figure Flowcontrol
controlchart
chartof
of the
the second type mode-switch.
second type mode-switch.
mode-switch.

KKp p
TTbm ′′
′′
Tbm
Tbm bm TTbmbm
++ ++
KKi i
__ ++

KKdd

Figure 10. Motor torque PID control algorithm.

Figure 10. Motor torque PID control algorithm.
Figure 10. Motor torque PID control algorithm.
TheThePID PIDcontrol
control algorithm’s
algorithm’sexpression
expressionis: is:
The PID control algorithm’s expression is:
00 ′′ K e(t) + K R e(t)dt + Kd d e(t)
= Kp p e(t ) + Kii e(t )dt + K d ddedt(t )
(
Tbm′′=
Tbm
Tbm = K p0e(t ) + Ki  e(t )dt + K d dt e(t ) (31)(31)
e(t)e= T=bm −− TTbm dt (31)
( t ) T ′
e(t ) = T bm′ − T bm
 bm bm
where
where e(t)e(t)
is the PID
is the PID deviation;KpK,pK
deviation; andKKdd are
, Ki iand the PID
are the PIDratio,
ratio,the
theintegral
integralandandthe
the differential
differential factors.
factors.
where e(t) is the PID deviation; Kp, Ki and Kd are the PID ratio, the integral and the differential factors.
5. Simulation
5. Simulation Results
Results and
andAnalysis
Analysis
5. Simulation Results and Analysis
In this study,
In this study,thethe
simulation
simulationmodel
modelofofaaplug-in plug-in four-wheel
four-wheel drivedrivehybrid
hybridvehicle
vehiclewas
wasestablished
established
on on Inthe
the this study, the simulation
MATLAB/Simulink
MATLAB/Simulink modelplatform.
simulation
simulation of a plug-in
platform. The
The four-wheel
parameters
parameters drive
ofofthehybrid
the vehicle
hybrid
hybrid was
vehicle
vehicle established
and
and the
the keykey
on components
the MATLAB/Simulink
components areare
listed in in
listed simulation
Table
Table1. The
1. The platform.
effectiveness
effectiveness The
ofof parameters
the coordinated
the coordinated of the hybrid
control vehicle
strategy
control strategy wasand
was the key
studied
studied by
by comparing
components
comparing the results
areresults
the listed in Table
with with
and 1. and effectiveness
The
without without
a controla strategy.
control
of the strategy.
coordinated In the
In the simulation simulation
control
of strategyofwas
the studied
non-
the non-coordinated
by coordinated
control strategy,control
comparing the
motor, strategy,
results withmotor,
hydraulic and hydraulic
and without
clutch torquesaand clutch
control torques
strategy.
are not intervenedare not
In the intervened
simulation
during during the
of themode
the braking non-
braking
coordinated
switch mode
while control switch while
the otherstrategy, the
parameters other
motor,remained parameters
hydraulic remained the same.
and clutch torques are not intervened during the
the same.
braking mode switch while the other parameters remained the same.
Energies 2017, 10, 1684 12 of 16

Energies 2017, 10, 1684 Table 1. The parameters of vehicle and key components. 12 of 16

Table 1. The parametersParameters

Components of vehicle and key components.
Value
Vehicle Mass/kg 1800
Components Parameters Value
Vehicle Displacement/L
Mass/kg 1.597
1800
Engine
Peak power/Kw
Displacement/L 69
1.597
Engine
ISG Peak power/Kw
Peak power/Kw 2869
ISG Peak power/Kw 28
PMSM Peak power/Kw 27
PMSM Peak power/Kw 27
Battery
Battery Type
Type of
of battery
battery Lithium
Lithium

InIn this
this paper,the
paper, theforward
forwardsimulation
simulation model
model ofof plug-in
plug-inhybrid
hybridvehicle
vehicleisisestablished based
established on on
based
MATLAB/Simulink, as illustrated in Figure 11. The vehicle simulation model is composed
MATLAB/Simulink, as illustrated in Figure 11. The vehicle simulation model is composed of ISG of ISG
model,
model, PMSM
PMSM model,battery
model, batterymodel,
model,hydraulic
hydraulic braking
braking system
systemmodel
modeland
andthe
thecontroller model.
controller model.

Figure 11. Vehicle simulation model based on Simulink.

Figure 11. Vehicle simulation model based on Simulink.

The
Thehybrid
hybridvehicle’s
vehicle’s brake
brake mode-switch
mode-switch types typesininthis
this study
study areare complex
complex andand numerous
numerous and itand
it would
would require
requirea alotlot of computational power for the simulation analysis
of computational power for the simulation analysis of each brake mode switch. of each brake mode
switch. Therefore,
Therefore, this study
this study simulatedsimulated
severalseveral
typicaltypical
braking braking mode-switch
mode-switch conditions
conditions to verifyto verify
the
theeffectiveness
effectiveness of of
thethe coordinated
coordinated control
control strategy.
strategy. The typical
The typical braking braking mode-switch
mode-switch conditionsconditions
were
were as follows:
as follows: (1) motor
(1) motor braking
braking mode mode to motor
to motor and and engine
engine braking
braking mode;mode; (2) motor
(2) motor brakingbraking
modemodeto
to motor
motor andand hydraulic
hydraulicbraking
brakingmode;mode;(3)(3)motor
motorand andengine
enginebraking
braking mode
mode to to
motor
motor andand hydraulic
hydraulic
braking
braking mode;(4)
mode; (4)motor
motorand andhydraulic
hydraulic braking
braking mode
mode to to hydraulic
hydraulicbraking
brakingmode.mode. This
This paper
papertakes
takes
the urgent situation into consideration, therefore, the step type of target braking
the urgent situation into consideration, therefore, the step type of target braking force is set, and the force is set, and the
simulation
simulation results
results were
were as as follows:
follows: when
when thethe vehicle
vehicle speed
speed waswas60 60
km/hkm/h andandthethe braking
braking strength
strength was
was changed
changed from
from 0.05 to0.05
0.2, to
the0.2, the braking
braking modemode was switched,
was switched, at 0.2ats,0.2 s, from
from the motor
the motor brake brake to motor
to the the
andmotor
engineandbrake
engine brake12).
(Figure (Figure
In the 12). In thewithout
model model without coordination
coordination the motor thequickly
motor quickly
reachedreached
the target
braking torque due to its rapid response characteristics. The dramatic change of theofmotor
the target braking torque due to its rapid response characteristics. The dramatic change the motor
torque
torque had a great impact on the ride comfort of the vehicle, the vehicle jerk caused by the motor
had a great impact on the ride comfort of the vehicle, the vehicle jerk caused by the motor reached
reached 86.06 m/s3. Because the clutch was engaged in a slower time than the motor response, it took
86.06 m/s3 . Because the clutch was engaged in a slower time than the motor response, it took longer
longer time for it to reach the target value. In the model with coordination, due to fact that the change
 Energies 2017, 10, 1684 13 of 16
Energies 2017, 10, 1684 13 of 16
rate of the motor was limited, the impact caused by the motor torque was significantly improved and
the value of vehicle jerk was less than 15.18 m/s3. Therefore, the coordinated control strategy
time for it to reach the target value. In the model with coordination, due to fact that the change rate of
significantly
Energies
improved
2017,
the vehicle’s ride comfort.
10, 1684 the impact caused by the motor torque was significantly improved 13 of 16and the
the motor was limited,
As shown in Figure 13, when the braking 3
strength is changed from 0.1 to 0.3, the braking mode
value of vehicle jerk was less than 15.18 m/s . Therefore, the coordinated control strategy significantly
is switched
rate of thefrommotorthewasmotor
limited,brake to the
the impact motor
caused by theand
motorhydraulic
torque was brake. In theimproved
significantly results and
without
improved the the
value
coordination vehicle’s
the ridejerk
of hydraulic
vehicle comfort.
was less
system than 15.18
response wasm/s 3. Therefore, the coordinated control strategy
slower and the hydraulic braking system reached
theAs shown
significantly
target in Figure
braking improved
torque 13,after
when
the thethe
vehicle’s braking strength
ridetherefore,
motor, comfort. is changed
it had from 0.1
a large impact to 0.3,
on the the braking
vehicle. mode is
In the results
switched As shown
from
with coordination the motorin Figure
the brake
vehicle 13,fluctuation
when
to thethe braking
motor was and strength
hydraulic
significantlyis changed
brake.from
improved 0.1coordinating
In the
by to 0.3, the
results braking
without mode and
the coordination
motor
thethe is switched
hydraulic system from the motor
response was brake
slower to and
the the
motor and hydraulic
hydraulic braking brake.
system In reached
the results
the without
target braking
hydraulic braking torque. However, a small fluctuation occurred at 0.42 s because the motor did
coordination the hydraulic system response was slower and the hydraulic braking system reached
torque afterenough
not have the motor, abilitytherefore, it hadthe
to coordinate a large
changeimpact
of theon the vehicle.
hydraulic In the
braking results
torque. with
The jerkcoordination
of a small
the target braking torque after the motor, therefore, it had a large impact on the vehicle. In the results
thefluctuation
vehicle fluctuation
was less than
with coordination
was significantly
1.57 m/s
the vehicle
3 andimproved
fluctuationthewas
effect bythe
of coordinating
coordinated
significantly
thecontrol
improved by
motor isand the
pretty
coordinating
hydraulic
thegood.
motor and
braking
torque. the
However,
hydraulic braking torque. However, a small fluctuation occurred at 0.42 s because the motor did ability
a small fluctuation occurred at 0.42 s because the motor did not have enough
to coordinate
not have the change
enough of the
ability hydraulicthe
to coordinate braking
change torque. The jerk
of the hydraulic of a small
braking torque.fluctuation
The jerk of awas
smallless than
1.57 m/s 3 and thewas
fluctuation lessof
effect than
the1.57 m/s3 and thecontrol
coordinated effect ofisthe coordinated
pretty good.control is pretty good.

(a) (b)

(a) (b)

(c)
(c)
Figure
Figure 12.
Figure
12. Simulation
Simulation results
12. Simulation
results ofmotor
results
of motor
of braking
braking mode
motorbraking mode to
mode to motor
tomotor
motor and
and engine
engine
and braking
braking
engine mode.
mode.
braking (a)(a)
(a) Total
mode. Total
Total
braking torque;
braking (b)
torque; Motor
(b) and
Motor andengine
enginebraking
braking torque;
torque; (c)
(c) Vehicle
Vehicle
braking torque; (b) Motor and engine braking torque; (c) Vehicle jerk. jerk.
jerk.

(a) (b)

(a) (b)

Figure 13. Cont.

Energies 2017, 10, 1684 14 of 16
Energies 2017, 10, 1684 14 of 16
Energies 2017, 10, 1684 14 of 16

(c)
(c)
Figure
Figure 13. 13. Simulation
Simulation results
results of of motor
motor brakingmode
braking modetotomotor
motor and
and hydraulic
hydraulic braking
brakingmode.
mode.(a)
(a)Total
Total
Figure 13.torque;
Simulation resultsand
braking
braking torque; (b) (b) Motor
Motor andof motor
hydraulicbraking
hydraulic mode
braking
braking to motor
torque;
torque; and hydraulic
(c)Vehicle
(c) Vehicle jerk. braking mode. (a) Total
jerk.
braking torque; (b) Motor and hydraulic braking torque; (c) Vehicle jerk.
Figure 14 shows that the braking mode changes from motor and engine brake to motor and
Figure
Figure14 14shows
shows that the
the braking
thatmode braking mode changes
changes frommotor motorand andengine
engine brake to to motorandand
hydraulic brake. During switch, mode
the engine exitsfrom the anti-drag brake, andbrake motor
the hydraulic system
hydraulic
hydraulic brake.
brake. During mode switch, the engine exits the anti-drag brake, and the hydraulic system
is involved inDuring
braking.mode switch,
Figure 14atheshows
enginethat
exitsthe
the total
anti-drag brake,torque
braking and thefluctuation
hydraulic system
without
is is
involved
involvedin braking.
in Figure
braking. 14a
Figure shows
14a that
shows the total
that braking
the total torque
braking fluctuation
torque
coordination is very intense. Meanwhile, the torque fluctuation with coordination is smaller.
without
fluctuation coordination
without
is coordination
very intense.
When theisMeanwhile,
very
modeintense. the torque
fromfluctuation
Meanwhile,
is switched and with
the torque
motor coordination
fluctuation
hydraulic is smaller.brake
withtocoordination
brake hydraulic is smaller.
(Figure 15), the
When
When the
the mode
mode is switched
switched from
from motor
motor and
and hydraulic
hydraulic brakebrake
to
motor exits the regenerative brake mode, the motor braking torque drops suddenly and to hydraulic
hydraulic brake brake the(Figure
(Figure 15), the15),
hydraulic
themotor
motorexits
braking the regenerative
exits
torque the
rises slowly. brake
regenerative mode,
Thebrake the
vehiclemode, motor
jerk thebraking
withoutmotor torque
braking
coordination drops suddenly
torque
can reachdrops
138.4and the
suddenly
m/s hydraulic
3 and and
the the
ride
braking
hydraulic torque
braking rises slowly.
torque risesThe vehicle
slowly. The jerk without
vehicle jerk coordination
without can reach
coordination 138.4
can m/s
reach 3 and the ride
138.4 m/s 3 and
comfort is seriously worsened. However, the jerk with coordination is less than 95 m/s . 3

thecomfort is seriously
ride comfort worsened.
is seriously However,
worsened. the jerk with
However, coordination
the jerk is less than
with coordination is95
lessm/s 3.
than 95 m/s3 .

(a) (b)
(a) (b)

(c)
(c)
Figure 14. Simulation results of motor and engine braking mode to motor and hydraulic braking
Figure
Figure 14.14.
mode. (a)Simulation
Simulation results
results
Total braking of of
torque; motor
motor and
and
(b) Motor, engine
engine braking
braking
engine and mode
mode
hydraulic to motor
tobraking
motor andand hydraulic
hydraulic
torque; braking
braking
(c) Vehicle jerk.mode.
mode. (a) Total braking torque; (b) Motor, engine and hydraulic braking torque; (c) Vehicle
(a) Total braking torque; (b) Motor, engine and hydraulic braking torque; (c) Vehicle jerk. jerk.
Energies 2017, 10,
Energies 2017, 10, 1684
1684 15
15 of
of 16
16

(a) (b)

(c)
Figure 15.
Figure 15. Simulation
Simulationresults
resultsofofmotor
motor and
and hydraulic
hydraulic braking
braking mode
mode to hydraulic
to hydraulic braking
braking mode.mode. (a)
(a) Total
Total braking torque; (b) Motor and hydraulic braking torque; (c) Vehicle
braking torque; (b) Motor and hydraulic braking torque; (c) Vehicle jerk. jerk .

6. Conclusions
6. Conclusions
In this study, a new type of plug-in hybrid was taken as the research object and the braking force
In this study, a new type of plug-in hybrid was taken as the research object and the braking force
distribution strategy which takes the engine drag resistance torque into consideration was put
distribution strategy which takes the engine drag resistance torque into consideration was put forward.
forward. The types of braking mode switches were divided into two types, aimed at the problem of
The types of braking mode switches were divided into two types, aimed at the problem of torque
torque fluctuation during the braking mode switch. Two coordinated control strategies which
fluctuation during the braking mode switch. Two coordinated control strategies which correspond to
correspond to the two types were developed by analyzing the clutch and the characteristics of the
the two types were developed by analyzing the clutch and the characteristics of the hydraulic and the
hydraulic and the motor braking systems. The coordination control strategy of type one was achieved
motor braking systems. The coordination control strategy of type one was achieved by controlling
by controlling the change rates of the clutch hold-down force and the motor braking force. By
the change rates of the clutch hold-down force and the motor braking force. By comparing the
comparing the characteristics of the motor and the hydraulic braking systems, it was found that the
characteristics of the motor and the hydraulic braking systems, it was found that the dynamic response
dynamic response of the hydraulic braking system is slow and stable, while the response of the motor
of the hydraulic braking system is slow and stable, while the response of the motor braking system
braking system is fast and accurate. Therefore, the strategy of type two was coordinated by modifying
is fast and accurate. Therefore, the strategy of type two was coordinated by modifying the target
the target braking torque during the braking mode switch. Meanwhile, control of the motor braking
braking torque during the braking mode switch. Meanwhile, control of the motor braking system
system was utilized to actively improve the torque fluctuation and a motor torque PID control
was utilized to actively improve the torque fluctuation and a motor torque PID control algorithm was
algorithm was designed for this purpose. Finally, a coordination control strategy simulation was
designed for this purpose. Finally, a coordination control strategy simulation was performed on the
performed on the MATLAB/Simulink platform; the simulation results showed that the coordination
MATLAB/Simulink platform; the simulation results showed that the coordination control strategy can
control strategy can effectively reduce the vehicle jerk under specific road conditions during a typical
effectively reduce the vehicle jerk under specific road conditions during a typical braking mode switch.
braking mode switch. These promising results are meaningful for further research on the torque
These promising results are meaningful for further research on the torque coordination of the braking
coordination of the braking mode switch.
mode switch.
Acknowledgments: The research is supported by: (1) the National Natural Science Foundation of China
Acknowledgments: The research
(51575063); (2) the Chongqing is supported
Significant by: and
Application (1) the National Natural
Development PlanningScience Foundation of China
Project (cstc2015yykfC60003).
(51575063); (2) the Chongqing Significant Application and Development Planning Project (cstc2015yykfC60003).
The authors would also like to acknowledge the support from the State Key Laboratory of Mechanical
Transmission of Chongqing University, China. The authors are indebted to the people who have helped to
improve the paper.
Energies 2017, 10, 1684 16 of 16

The authors would also like to acknowledge the support from the State Key Laboratory of Mechanical Transmission
of Chongqing University, China. The authors are indebted to the people who have helped to improve the paper.
Author Contributions: Yang Yang designed the structure of hybrid vehicle system and proposed the coordination
control strategies; Chao Wang built the simulation model based on Simulink and acquired the simulation data.
Xiaolong He and Quanrang Zhang participated in data processing.
Conflicts of Interest: The authors declare no conflict of interest.

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