Build Hybrid Electric Vehicle Multimode Model
The hybrid electric vehicle reference application represents a full multimode hybrid electric vehicle (HEV) model with an internal combustion engine, transmission, battery, motor, generator, and associated powertrain control algorithms. Use the reference application for powertrain matching analysis and component selection, control and diagnostic algorithm design, and hardware-in-the-loop (HIL) testing. To create and open a working copy of the hybrid electric vehicle reference application project, enter
By default, the HEV multimode reference application is configured with:Mapped motor and generator
1.5–L spark-ignition (SI) dynamic engine
This diagram shows the powertrain configuration.
This table describes the blocks and subsystems in the reference application, indicating which subsystems contain variants. To implement the model variants, the reference application uses variant subsystems.
Reference Application Element | Description | Variants |
---|---|---|
Analyze Power and Energy | Double-click Analyze Power and Energy to open a live script. Run the script to evaluate and report power and energy consumption at the component- and system-level. For more information about the live script, see Analyze Power and Energy. | NA |
Drive Cycle Source block — FTP75 (2474 seconds) | Generates a standard or user-specified drive cycle velocity versus time profile. Block output is the selected or specified vehicle longitudinal speed. | ✓ |
| Creates environment variables, including road grade, wind velocity, and atmospheric temperature and pressure. | |
|
Uses the Longitudinal Driver or Open Loop variant to generate normalized acceleration and braking commands.
| ✓ |
| Implements a powertrain control module (PCM) containing a hybrid control module (HCM) and an engine control module (ECM). | ✓ |
| Implements a hybrid passenger car that contains engine, electric plant, and drivetrain subsystems. | ✓ |
| Displays vehicle-level performance, battery state of charge (SOC), fuel economy, and emission results that are useful for powertrain matching and component selection analysis. |
Evaluate and Report Power and Energy
Double-click Analyze Power and Energy to open a live script. Run the script to evaluate and report power and energy consumption at the component- and system-level. For more information about the live script, see Analyze Power and Energy.
The script provides:
An overall energy summary that you can export to an Excel® spreadsheet.
Engine plant, electric plant, and drivetrain plant efficiencies, including an engine histogram of time spent at the different engine plant efficiencies.
Data logging so that you can use the Simulation Data Inspector to analyze the powertrain efficiency and energy transfer signals.
Drive Cycle Source
The Drive Cycle Source
block generates a target vehicle velocity for a
selected or specified drive cycle. The reference application has these options.
Timing | Variant | Description |
---|---|---|
Output sample time |
| Continuous operator commands |
| Discrete operator commands |
Longitudinal Driver
The Longitudinal Driver
subsystem generates normalized acceleration and
braking commands. The reference application has these variants.
Block Variants | Description | ||
---|---|---|---|
Longitudinal Driver (default) | Control |
| PI control with tracking windup and feed-forward gains that are a function of vehicle velocity. |
| Optimal single-point preview (look ahead) control. | ||
| Proportional-integral (PI) control with tracking windup and feed-forward gains. | ||
Low-pass filter (LPF) |
| Use an LPF on target velocity error for smoother driving. | |
| Do not use a filter on velocity error. | ||
Shift |
| Stateflow® chart models reverse, neutral, and drive gear shift scheduling. | |
| Input gear, vehicle state, and velocity feedback generates acceleration and braking commands to track forward and reverse vehicle motion. | ||
| No transmission. | ||
| Stateflow chart models reverse, neutral, park, and N-speed gear shift scheduling. | ||
Open Loop | Open-loop control subsystem. In the subsystem, you can configure the acceleration, deceleration, gear, and clutch commands with constant or signal-based inputs. |
To idle the engine at the beginning of a drive cycle and simulate catalyst light-off before
moving the vehicle with a pedal command, use the Longitudinal Driver variant. The Longitudinal
Driver subsystem includes an ignition switch signal profile, IgSw
. The engine
controller uses the ignition switch signal to start both the engine and a catalyst light-off
timer.
The catalyst light-off timer overrides the engine stop-start (ESS) stop function control
while the catalyst light-off timer is counting up. During the simulation, after the
IgSw
down-edge time reaches the catalyst light-off time
CatLightOffTime
, normal ESS operation resumes. If there is no torque
command before the simulation reaches the EngStopTime
, the ESS shuts down the
engine.
To control ESS and catalyst light-off:
In the Longitudinal Driver Model subsystem, set the ignition switch profile
IgSw
to 'on
'.In the engine controller model workspace, set these calibration parameters:
EngStopStartEnable
— Enables ESS. To disable ESS, set the value to false.CatLightOffTime
— Engine idle time from engine start to catalyst light-off.EngStopTime
— ESS engine run time after driver model torque request cut-off.
Controllers
The Controller
subsystem has a PCM with an HCM and an ECM.
ECM
The reference application has these variants for the ECM.
Controller | Variant | Description |
---|---|---|
ECM | SiEngineController
(default) | SI engine controller |
CiEngineController | CI engine controller |
HCM
The HCM implements a dynamic embedded controller that directly determines the engine operating point that minimizes brake-specific fuel consumption (BSFC) while meeting or exceeding power required by the battery charging and vehicle propulsion subsystems.
To calculate the optimal engine operating point in speed and torque, the controller starts with a candidate set of discrete engine power levels. For each power level candidate, the block has a parameterized vector of torque and speed operating points that minimize BSFC.
The optimizer then removes power level candidates that are unacceptable for either of these reasons:
Too much power sent through the generator to the battery.
Too little power to meet charging and propulsion subsystem requirements.
Of the remaining power level candidates, the controller selects the one with the lowest BSFC. The controller then sends the associated torque / speed operating point command to the engine.
Passenger Car
To implement a passenger car, the Passenger Car
subsystem
contains drivetrain, electric plant, and engine subsystems. To create your
own engine variants for the reference application, use the CI and SI engine
project templates. The reference application has these subsystem
variants.
Drivetrain
Drivetrain Subsystem | Variant | Description | |
---|---|---|---|
Differential and Compliance | All Wheel Drive | Configure drivetrain for all wheel, front wheel, or rear wheel drive. For the all wheel drive variant, you can configure the type of coupling torque. | |
Front Wheel Drive
(default) | |||
Rear Wheel Drive | |||
Vehicle | Vehicle Body 3 DOF
Longitudinal | Configured for 3 degrees of freedom | |
Wheels and Brakes |
| For the wheels, you can configure the type of:
For performance and clarity, to determine the longitudinal force of each wheel, the variants implement the Longitudinal Wheel block. To determine the total longitudinal force of all wheels acting on the axle, the variants use a scale factor to multiply the force of one wheel by the number of wheels on the axle. By using this approach to calculate the total force, the variants assume equal tire slip and loading at the front and rear axles, which is common for longitudinal powertrain studies. If this is not the case, for example when friction or loads differ on the left and right sides of the axles, use unique Longitudinal Wheel blocks to calculate independent forces. However, using unique blocks to model each wheel increases model complexity and computational cost. | |
|
Electric Plant
Electric Plant Subsystem | Variant | Description |
---|---|---|
Battery | BattHevMm
(default) | Configured with electric battery |
Generator | GenMapped
(default) | Mapped generator |
GenDynamic | Interior permanent magnet synchronous motor (PMSM) with controller | |
Motor | MotMapped
(default) | Mapped motor with implicit controller |
MotDynamic | Interior permanent magnet synchronous motor (PMSM) with controller |
Engine
Engine Subsystem | Variant | Description | |
---|---|---|---|
Engine |
| Dynamic SI Core Engine with turbocharger | |
| Dynamic naturally aspirated SI Core Engine | ||
| Dynamic SI V Twin-Turbo Single-Intake Engine | ||
| Dynamic SI V Engine | ||
| Dynamic SI V Twin-Turbo Twin-Intake Engine | ||
| Mapped SI Engine with implicit turbocharger | ||
| Deep learning SI engine | ||
| Dynamic CI Core Engine with turbocharger | ||
| Mapped CI Engine with implicit turbocharger |
References
[1] Higuchi, N., Shimada, H., Sunaga, Y., and Tanaka, M., Development of a New Two-Motor Plug-In Hybrid System. SAE Technical Paper 2013-01-1476. Warrendale, PA: SAE International Journal of Alternative Powertrains, 2013.
See Also
Interior PMSM | Interior PM Controller | Datasheet Battery | Drive Cycle Source | Longitudinal Driver | SI Core Engine | Mapped SI Engine | SI Controller | Mapped CI Engine | CI Core Engine | CI Controller