Hi bin liu,
There is many ways to implement EMS. Here is a reference you can use to develop your own EMS:
B. Jeanneret, R. Trigui, F.Badin, F.Harel, New Hybrid concept simulation
tools, evaluation on the Toyota Prius car, The 16Th International electric
vehicle symposium, October 13-16, 1999 - Bejing - China.
Due to the internal resistance, when the current is 210A, the batteryn voltage drops to around 100V. The BMS calculates de "maximum available power" based on the maximum battery power. That's why we use Vbatt = 100V.
Hi Bin lu,
Without changing any PI controller parameters, it is possible to step down the DC bus voltage to 200V. In the DC/DC converter, set the initial voltage of Cbus1 to 72 V and Cbus to 200. Divide the inductance value (L) by 10. Set the reference value (Ubus Ref) to 200.
Of course, you need to downsize the 2 PMSM motor drive parameters to 200V in order to match the new DC Bus voltage. I hope this will help you!
Hi Bin lu,
The maximum battery power (21kw) is obtained at around 210A (at 90% SOC). At this time, the battery voltage is about 100V (Vbatt). The relation between the available battery power and the battery voltage has been aproximate to 21 000W / 100V = 210 (W2V). In the model, we have approximated the gain to 200.
Hi Giannis,
The ICE maximum power represents the net available power at the output shaft. In order to represent a very simplified relationship of the engine loss, we supposed that the efficiency of the ICE is 50% at the maximum speed. That's why we multiplied the maximum power by 2 and we included a viscous friction of 57 kW at 5000rpm (0.2079 Nms x (5000 / 30 * pi)^2 = 57 000).
