Downloaded from SAE International by Univ of California Berkeley, Saturday, July 28, 2018

SAE TECHNICAL
PAPER SERIES 2008-01-0085

Model-Based Design for Hybrid

Electric Vehicle Systems
Saurabh Mahapatra, Tom Egel, Raahul Hassan,
Rohit Shenoy and Michael Carone
The MathWorks, Inc.

Reprinted From: Advanced Hybrid Vehicle Powertrain, 2008

(SP-2153)

2008 World Congress

Detroit, Michigan
April 14-17, 2008

400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-0790 Web: www.sae.org
 Downloaded from SAE International by Univ of California Berkeley, Saturday, July 28, 2018

By mandate of the Engineering Meetings Board, this paper has been approved for SAE publication upon
completion of a peer review process by a minimum of three (3) industry experts under the supervision of
the session organizer.

All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or
transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise,
without the prior written permission of SAE.

For permission and licensing requests contact:

SAE Permissions
400 Commonwealth Drive
Warrendale, PA 15096-0001-USA
Email: [email protected]
Tel: 724-772-4028
Fax: 724-776-3036

For multiple print copies contact:

SAE Customer Service

Tel: 877-606-7323 (inside USA and Canada)
Tel: 724-776-4970 (outside USA)
Fax: 724-776-0790
Email: [email protected]

ISSN 0148-7191
Copyright © 2008 The MathWorks, Inc. Published by SAE International with permission.
Positions and opinions advanced in this paper are those of the author(s) and not necessarily those of SAE.
The author is solely responsible for the content of the paper. A process is available by which discussions
will be printed with the paper if it is published in SAE Transactions.

Persons wishing to submit papers to be considered for presentation or publication by SAE should send the
manuscript or a 300 word abstract of a proposed manuscript to: Secretary, Engineering Meetings Board, SAE.

Printed in USA
 Downloaded from SAE International by Univ of California Berkeley, Saturday, July 28, 2018

2008-01-0085

Model-Based Design for Hybrid Electric Vehicle Systems

Saurabh Mahapatra, Tom Egel, Raahul Hassan, Rohit Shenoy and Michael Carone
The MathWorks, Inc.

Copyright ¤ 2008 The MathWorks, Inc. Published by SAE International with permission.

ABSTRACT the potential benefits of using Model-Based Design in

the engineering workflow. Traditionally, Model-Based
In this paper, we show how Model-Based Design can be Design has been used primarily for controller
applied in the development of a hybrid electric vehicle development. One of the goals of this paper is to show
system. The paper explains how Model-Based Design how Model-Based Design can be used throughout the
begins with defining the design requirements that can be entire system design process.
traced throughout the development process. This leads
to the development of component models of the physical In section 2, we offer a short primer on HEVs and the
system, such as the power distribution system and various aspects of the design. Section 3 is devoted to
mechanical driveline. We also show the development of Model-Based Design and the applicability of the
an energy management strategy for several modes of approach to HEV development. Sections 4, 5, and 6 will
operation including the full electric, hybrid, and focus on examples of using Model-Based Design in a
combustion engine modes. Finally, we show how an typical HEV design.
integrated environment facilitates the combination of
various subsystems and enables engineers to verify that 2. HYBRID ELECTRIC VEHICLE DESIGN
overall performance meets the desired requirements.
CONCEPT

1. INTRODUCTION A block diagram of one possible hybrid electric vehicle

architecture is shown in Figure 1. The arrows represent
In recent years, research in hybrid electric vehicle (HEV) possible power flows. Designs can also include a
development has focused on various aspects of design, generator that is placed between the power splitter and
such as component architecture, engine efficiency, the battery allowing excess energy to flow back into the
reduced fuel emissions, materials for lighter battery.
components, power electronics, efficient motors, and
high-power density batteries. Increasing fuel economy
and minimizing the harmful effects of the automobile on
the environment have been the primary motivations
driving innovation in these areas.

Governmental regulation around the world has become

more stringent, requiring lower emissions for
automobiles (particularly U.S. EPA Tier 2 Bin 5, followed
by Euro 5). Engineers now must create designs that
meet those requirements without incurring significant
increases in cost. According to the 2007 SAE’s DuPont
Engineering survey, automotive engineers feel that cost
reduction and fuel efficiency pressures dominate their Figure 1: The main components of a hybrid electric
work life [1] and will continue to play an important role in vehicle.
their future development work.
Conceptually, the hybrid electric vehicle has
In this paper, we explore key aspects of hybrid electric characteristics of both the electric vehicle and the ICE
vehicle design and outline how Model-Based Design can (Internal Combustion Engine) vehicle. At low speeds, it
offer an efficient solution to some of the key issues. Due operates as an electric vehicle with the battery supplying
to the limited scope of the paper, we do not expect to the drive power. At higher speeds, the engine and the
solve the problem in totality or offer an optimal design battery work together to meet the drive power demand.
solution. Instead, we offer examples that will illustrate The sharing and the distribution of power between these
 Downloaded from SAE International by Univ of California Berkeley, Saturday, July 28, 2018

two sources are key determinants of fuel efficiency.

Note that there are many other possible designs given
the many ways that power sources can work together to
meet total demand.

DESIGN CONSIDERATIONS

The key issues in HEV design [2] are typical of classical

engineering problems that involve multilayer,
multidomain complexity with tradeoffs. Here, we discuss
briefly the key aspects of the component design:

Engine design - The key elements of engine design are

very similar to those of a traditional ICE. Engines used in
an HEV are typically smaller than that of a conventional
vehicle of the same size and the size selected will
depend on the total power needs of the vehicle.

Battery design - The main considerations in battery

design are capacity, discharge characteristics and Figure 2: Maximum torque demand as a function of
safety. Traditionally, a higher capacity is associated with
vehicle tire speed.
increase in size and weight. Discharge characteristics
determine the dynamic response of electrical
components to extract or supply energy to the battery. 3. MODEL-BASED DESIGN OF AN HEV

Motor - Motors generally used in HEV systems are DC MOTIVATION

motors, AC induction motors, or Permanent Magnet
Synchronous Motors (PMSM). Each motor has In this section, we outline some of the challenges
advantages and disadvantages that determine its associated with HEV design and explain the motivation
suitability for a particular application. In this list, the for using Model-Based Design as a viable approach for
PMSM has the highest power density and the DC motor solving this problem.
has the lowest. [3].
Mathematical complexity - The mathematical complexity
Power Splitter - A planetary gear is an effective power- of an HEV design problem is reflected in the large
splitter that allows power flows from the two power number of variables involved and the complex nonlinear
sources to the driveshaft. The engine is typically relationships between them. Analytical solutions to this
connected to the sun gear while the motor is connected problem require advanced modeling capabilities and
to the ring gear. robust computational methods.

Vehicle dynamics - The focus is on friction and Requirements - Equally challenging is defining the right
aerodynamic drag interactions with weight and set of requirements to meet the vehicle performance and
gradability factors accounted for in the equations. functionality goals. Requirements refinement proceeds
iteratively and depends on implementation costs and
Overall System Design - The first step in the design equipment availability.
process of the hybrid powertrain is to study the
maximum torque demand of the vehicle as a function of System-level realization – The systems engineer has to
the vehicle speed. A typical graph is shown in Figure 2. conceptualize the operation of the system’s various
Ratings of the motor and the engine are determined components and understand the complex interactions
iteratively to satisfy performance criteria and constraints. between them. This often requires experimentation with
The acceleration capabilities are determined by the peak various system topologies. For example, studies may
power output of the motor while the engine delivers the include comparing a series configuration with a parallel
power for cruising at rated velocity, assuming that the configuration. Because the goal is a better
battery energy is limited. Power sources are coupled to understanding of the overall system behavior, the
supply power by the power-splitter, and the gear ratio of models must include the appropriate level of detail.
the power-splitter is determined in tandem. The next
steps include developing efficient management System integration – As the design progresses from a
strategies for these power sources to optimize fuel system level to a more detailed implementation,
economy and designing the controllers. The final steps engineers elaborate the subsystem models to realize the
focus on optimizing the performance of this system complete detailed system model. This can be
under a variety of operating conditions. accomplished by replacing each initial model of a
component with the detailed model and observing the
effects on performance. Completing this process and
 Downloaded from SAE International by Univ of California Berkeley, Saturday, July 28, 2018

realizing a detailed model of the system requires robust prototype. Figure 3 shows the key elements of Model-
algorithms for solving complex mathematics in a timely Based Design.
fashion.
The system model forms the “executable specification”
Multidomain complexity – The HEV system has electrical that is used to communicate the desired system
and mechanical components. Typically these performance. This model is handed over to the various
components are designed by domain specialists. To specialists who use simulation to design and further
speed development, these engineers need to effectively elaborate the subsystem models. These specialists
communicate and exchange design ideas with a refine the requirements further by adding details or
minimum of ambiguity. modifying them. The detailed models are then integrated
back into the system level realization piece by piece and
Power management strategy – A principal goal of a verified through simulation. This goes on iteratively until
typical HEV design is to increase the fuel efficiency of a convergence to an optimal design that best meets the
the vehicle while maintaining performance demands. requirements results. During Model-Based Design, C-
Intuitively, one can look at this problem as finding the code generation becomes an essential tool for verifying
optimal use of the power sources as a function of the the system model. The control algorithm model can be
vehicle internal states, inputs, and outputs satisfying automatically converted to code and quickly deployed to
various constraints. This translates to the requirement the target processor for immediate testing. Code can
for switching between various operational “power also be generated for the physical system to accelerate
modes” of the vehicle as a function of the states, inputs, the simulation and/or to test the controller with Hardware
and measured outputs [4]. In a true environment for in the Loop simulation.
Model-Based Design the power management algorithms
co-exist with the physical system models.

Controller design - Because of the multidomain

complexity of the various subsystems, HEV controller
design is typically a complex task. A variety of control
algorithms specific to each subsystem may be required.
For example, the controller that manages the frequency
of the input voltage to the synchronous motor will be
different from the simple control used for torque control
of the same motor. Typically, this will manifest itself as a
multistage, multiloop control problem. Successful
implementation of the controllers requires deployment of
these algorithms on processors that are integrated while
interfacing with the physical plant.

Verification and validation – As the design evolves,

testing ensures that it continues to meet requirements.
Detection of errors early in the process helps reduce
costs associated with faulty designs. As design errors Figure 3: The key elements of Model-Based Design.
trickle down the various workflow stages the costs
associated with correcting them increase rapidly [5]. The
ability to continually verify and validate that requirements
4. SYSTEM LEVEL MODELING OF AN HEV
are being satisfied is a key aspect of Model-Based
Design.
In the first stage of the HEV design, the system-level
description of the system is realized. Experimentation
A software development environment for Model-Based
enables the system designer to explore innovative
Design must be able to address the aforementioned
solutions in the design space resulting in optimal
challenges. Additionally, a single integrated
architectures. Our approach has been inspired by an
environment facilitates model sharing between team
earlier SAE paper [6].
members. The ability to create models at various levels
of abstraction is needed to optimize the simulation time.
A mechanism for accelerating the simulation as the REQUIREMENTS
complexity increases will also be important.
In the initial stages of the project, it is not uncommon for
PROCESS OF MODEL-BASED DESIGN the specifications of subsystem components to shift.
The requirements are in a preliminary form, and are
based on previous designs, if available, or best
Model-Based Design can be thought of as a process of
engineering judgment.
continually elaborating simulation models in order to
verify the system performance. The overall goal is to
ensure first pass success when building the physical
 Downloaded from SAE International by Univ of California Berkeley, Saturday, July 28, 2018

Requirements are refined when each of the component additional benefit. Because we are primarily interested in
models is delivered to component designers for the drive cycle performance, we will limit our vehicle
additional refinement. There are, however, certain model to longitudinal dynamics only. For example, the
requirements that the system architect understands fully, vehicle was initially modeled as a simple inertial load on
and can lock down. As the project moves from a rotating shaft connected to the drive train.
requirements gathering to specification, the concepts of
the system architects can be included in the model. ENGINE
Collaboration between architects and designers leads to
a much better and more complete specification. The A complete engine model with a full combustion cycle is
system can be expressed as a series of separate also too detailed for this application. Instead, we need a
models that are to be aggregated into an overall system simpler model that provides the torque output for a given
model for testing. Breaking down the model into throttle command. Using Simulink® and SimDriveLine™,
components facilitates component-based development we modeled a 57kW engine with maximum power
and allows several teams to work on individual delivery at 523 radians per second, as shown in Figure
components in parallel. 5.

This kind of concurrent development was facilitated by

the parallel configuration we chose for our example, in
which the electrical and mechanical power sources
supply power in parallel.

The broad design goals were:

Improve fuel efficiency to consume less than 6.5

liters per 100 km (L/100 km) for the driver input
profile shown in Figure 4.
Figure 5: Engine modeled using blocks from the
Cover a quarter mile in 25 seconds from rest.
SimDriveline™ library.
Attain a top speed of 193 kph.
SYNCHRONOUS MOTOR/GENERATOR

The synchronous motor and generator present an

interesting example of electromechanical system
modeling. Standard techniques for modeling
synchronous machines typically require complex
analysis of equations involving electrical and mechanical
domains. Because the input source to this machine
drive is a DC battery and the output is AC, this would
require the creation of complex machine drive and
controller designs – often a significant challenge at this
stage.

An averaged model that mathematically relates the

control voltage input with the output torque and resulting
speed is a useful alternative. This simplification allows
Figure 4: Driver input profile as outlined in the us to focus on the overall behavior of this subsystem
requirements document. without having to worry about the inner workings.
Furthermore, we can eliminate the machine drive by
simply feeding the DC voltage directly to this subsystem.
These and other such requirements are typically
captured in a requirements document that engineers can With this averaged model, we only need a simple
associate with the design models. This provides the Proportional-Integral (PI) controller to ensure effective
ability to trace the requirements throughout the model, a torque control. The Motor/Generator subsystem design
key component of Model-Based Design. will be explored in more detail in the next section.

VEHICLE DYNAMICS

Modeling the vehicle dynamics can be a challenging

task. When creating any simulation model it is important
to consider only the effects that are needed to solve the
problem at hand. Superfluous details in a model will
only slow down the simulation while providing little or no
 Downloaded from SAE International by Univ of California Berkeley, Saturday, July 28, 2018

POWER-SPLITTER The conceptual framework of the mode logic is easily

implemented as statechart. Statecharts enable the
The power-splitter component is modeled as a simple algorithm designer to communicate the logic in an
planetary gear, as shown in Figure 6. With these intuitive, readable form.
building blocks, more complex gear topologies can
easily be constructed and tested within the overall
system model.

Figure 6: Power-splitter modeled as a planetary gear

with connections.

POWER MANAGEMENT

The power management subsystem plays a critical role

in fuel efficiency. Figure 7: Mode logic conceptualized for the hybrid
vehicle.
The subsystem has three main components:
The Stateflow® chart shown in Figure 8 is a realization
x Mode logic that manages the various operating of the conceptual framework shown in Figure 7. While
modes of the vehicle. very similar to the conceptual framework, the Stateflow
x An energy computation block that computes the chart has two notable differences. The “acceleration”
energy required to be delivered by the engine, the and “cruise” states have been grouped to form the
motor, or both in response to gas pedal input at any “normal” superstate, and the “low speed/start” and
given speed. “normal” states have been grouped together to form the
x An engine controller that ensures the engine is the “motion” superstate. This grouping helps organize the
primary source of power and provides most of the mode logic into a hierarchical structure that is simpler to
torque. The motor and generator controllers provide visualize and debug.
torque and speed control.

MODE LOGIC

For efficient power management, an understanding of

the economics of managing the power flow in the system
is required. For example, during deceleration, the kinetic
energy of the wheels can be partially converted to
electrical energy and stored in the batteries. This implies
that the system must be able to operate in different
modes to allow the most efficient use of the power
sources.

We used the conceptual framework shown in Figure 7 to

visualize the various power management modes.

Algorithm design starts with a broad understanding of

the various possible operating modes of the system. In
our example, we identified four modes—low speed/start,
acceleration, cruising, and braking modes. For each of
these modes, we determined which of the power
sources should be on and which should be off.
 Downloaded from SAE International by Univ of California Berkeley, Saturday, July 28, 2018

5. MODEL ELABORATION

In the model elaboration stage, the subsystem

components undergo elaboration in parallel with
requirements refinement.

A subsystem block is an executable specification

because it can be used to verify that the detailed model
meets the original set of requirements.

As an example, we show how the generator machine

drive undergoes requirements refinement and model
elaboration. We assume that the engineer responsible
for the machine drive design will carry out the model
elaboration of the plant and the associated controller.

REQUIREMENTS REFINEMENT
Figure 8: Mode logic modeled with Stateflow®.
The machine drive is an aggregated model of the
SYSTEM REALIZATION machine and the power electronics drive. In the system
level modeling phase, the key specification is the torque-
After the HEV components have been designed, they speed relationship and the power loss. This information
can be assembled to form the parallel hybrid system was sufficient to define an abstract model to meet the
shown in Figure 9. high-level conceptual requirements.

Figure 9: System-level model of the parallel HEV.

This system model can then be simulated to determine if

the vehicle meets the desired performance criteria over
different drive cycles. As an example, for the input to the
system shown in Figure 4, the corresponding speed and
the liters per 100 km (L/100 km) outputs are shown in
Figure 10. Once the baseline system performance has
been evaluated using the system model, we begin the
process of model elaboration. In this process, we add
more details to the subsystems models to make them
more closely represent the actual implementation.
During this process, design alternatives can be explored
and decisions made based on the analysis results. This Figure 10: Output speed and L/100 km metric for the
is a highly iterative process that is accelerated using averaged model.
Model-Based Design.
 Downloaded from SAE International by Univ of California Berkeley, Saturday, July 28, 2018

As additional design details are specified, the model CONTROL ELABORATION

must become more detailed to satisfy the subsystem
requirements. For example, the generator model will The controller used in the averaged model of the AC
need parameters such as the machine circuit equivalent machine drive is a simple PI controller. In model
values for resistance and inductance. elaboration of the synchronous machine plant, a DC
battery source supplies energy to the AC synchronous
Engineers can use this specification as the starting point machine via an inverter circuit that converts DC to AC.
towards the construction of an electric machine These changes in plant model structure and detail
customized for this HEV application. require appropriate changes to the controller model to
handle different control inputs and implement a new
In the case of the generator drive, as the machine model strategy. For example, the power flow to the
is elaborated from an averaged model to a full three synchronous machine is controlled by the switching
phase synchronous machine implementation, the control of the three phase inverter circuit. This added
controller must also be elaborated. complexity was not present in the initial model of the
machine drive because we focused on its behavior
PLANT ELABORATION rather than its structure. We implemented a
sophisticated control strategy, shown in Figure 12, that
The machine model for the synchronous generator is included cascaded speed and vector controllers [7]. The
elaborated using SimPowerSystems™ blocks that controllers were developed using Simulink® Control
represent detailed models of power system components Design™ to satisfy stability and performance
and drives. For this model, the electrical and mechanical requirements.
parts of the machine are each represented by a second-
order state-space model. Additionally, the internal flux VERIFICATION AND VALIDATION
distribution can be either sinusoidal or trapezoidal. This
level of modeling detail is needed to make design At every step of the model elaboration process, the
decisions as the elaboration process progresses. model is verified and validated. Figure 13 shows the
averaged and detailed models as they are tested in
parallel.

Figure 12: Controller elaboration as we move from

averaged (top) to detailed (below) model.

The test case is a 110 radians per second step input to

Figure 11: Detailed PMSM model parameters. the machine. The response, shown in Figure 14, reveals
comparable performance of both models. This serves
as a visual validation that the detailed model is
The details of this model are captured in the model performing as desired. More elaborate testing schemes
parameters shown in Figure 11, which specify the and formal methods can be devised with test case
effects of internal electrical and magnetic structures. generation and error detection using assertion blocks
from Simulink® Verification and Validation™ [8].
 Downloaded from SAE International by Univ of California Berkeley, Saturday, July 28, 2018

results of the averaged and the detailed models for the

driver input profile shown in Figure 4. The detailed
model shows deterioration in the speed and L/100 km
performance metrics, which can be attributed to the
additional detail incorporated into the model.

4. CONTROLLER DEPLOYMENT

The electronic control unit (ECU) layout, deployment,

and implementation are challenging problems that
require innovative thinking. Typically, this requires
exploration of the design space to optimize various
criteria.

Once the design of the system controllers is complete,

ECU layout strategy must be considered. In a typical
vehicle, we would likely keep some of the controllers
inside a centralized ECU, while distributing the others
throughout the car.

One potential layout would implement the controller for

Figure 13: Testing of the averaged and the detailed the synchronous motor on a dedicated floating point
models for speed control with a 1000 rpm step input. microcontroller situated closer to the machine, instead of
incorporating the controller as part of the centralized
SYSTEM INTEGRATION ECU. Such a strategy would allow for faster response
times from the motor controller for efficient control.
After the component model elaboration and testing is
complete, the subsystem containing the averaged model If a mix of centralized and distributed controller
is replaced with the detailed model and the overall architecture is under consideration, then the extra layer
system is simulated again. of complexity introduced by the communication network
should be accounted for in the modeling.

Figure 14: Comparison between the averaged and

the detailed models of the machine drive.

This integration will proceed, one component at a time,

until the overall system level model contains all the
detailed models for each component. This ensures each
component is tested and verified in the system model. A
single modeling environment for multidomain modeling
facilitates the integration. In our example, we used
Simulink for this purpose. In Figure 15, we compare the
 Downloaded from SAE International by Univ of California Berkeley, Saturday, July 28, 2018

We used Simulink simulation modes that employ code

generation technology [9] to accelerate the simulation of
our model. The improvements in the simulation
performance are shown in Figure 17.

Figure 15: Speed and L/100 km metric comparisons Figure 17: Comparison of Simulink® simulation
for averaged and detailed models for the HEV. modes for the detailed HEV model.

Cost and performance considerations will drive design CONCLUSION

decisions regarding the selection of floating point or
fixed point implementation of each controller. For In this paper, we first described a typical HEV design
example, one may consider implementing the controller and gave an overview of the key challenges. We
for the synchronous generator on a fixed-point processor discussed how the multidomain complications arise from
to lower the cost of the overall architecture. the complex interaction between various mechanical and
electrical components—engine, battery, electric
6. SIMULATION PERFORMANCE machines, controllers, and vehicle mechanics. This
complexity, combined with the large number of
The final system-level model of the HEV will contain subsystem parameters, makes HEV design a formidable
detailed lower-level models of the various components. engineering problem.
As model complexity increases, it will take longer to
simulate the model in the software environment. This We chose Model-Based Design as a viable approach for
behavior is expected because the model contains more solving the problem because of its numerous
variables, equations, and added components which advantages, including the use of a single environment
incur an additional computational cost. Intuitively, this for managing multidomain complexity, the facilitation of
can be visualized as an inverse relationship between iterative modeling, and design elaboration. Continuous
simulation performance and complexity of the model as validation and verification of requirements throughout
shown in Figure 16. the design process reduced errors and development
time.
Running the simulations in a high-performance
computing environment can offset the increase in Our first step in the development process was the
simulation times that comes with increased complexity. . realization of a system-level model of the entire HEV.
With the advent of faster, multicore processors, it is The subsystem components were averaged models,
possible to run large simulations without having to invest which underwent model elaboration with requirements
in supercomputer technology. refinement and modifications in parallel. We showed
how statecharts can be used to visualize the operating
modes of the vehicle. After each component model was
elaborated, we integrated it into the system-level model,
compared simulation results of the averaged and
detailed models, and noted the effect of model
elaboration on the outputs. When simulation times grew
long as we moved towards a fully detailed model, we
introduced techniques to alleviate this issue.

Figure 16: Simulation performance deteriorates with

increasing model complexity.
 Downloaded from SAE International by Univ of California Berkeley, Saturday, July 28, 2018

ACKNOWLEDGMENTS APPENDIX: Parameters of key HEV components

The authors would like to acknowledge the following Component Parameter SI Units
fellow MathWorks staff who contributed towards the
development of the HEV models used in this paper and Vehicle Mass 1325 kg
the writing of this paper. In alphabetical order—Bill Horizontal distance 1.35 m
Chou, Craig Buhr, Jason Ghidella, Jeff Wendlandt, Jon from CG to
Friedman, Rebecca Porter, Rick Hyde, and Steve Miller. front/rear axle
Frontal area 2.57 m2
REFERENCES
Drag coefficient 0.26
1. L. Brooke, “Cost remains the boss”, Automotive
Tire rolling radius 0.3 m
Engineering International, April 2007, SAE
International. Tire rated vertical 3000 N
2. Iqbal Husain, “Electric and Hybrid Vehicles—Design load
Fundamentals”, 1st Edition, © 2003 CRC Press. Tire slip at peak 0.1
3. S J. Chapman, “Electric Machinery Fundamentals”, force at rated load
4th Edition, © 2004 McGraw-Hill Inc. Tire inertia 0.5 kg-m2
4. Han, Zhang, Yuan, Zhu, Guangyu, Tian and
Quanshi, Chen, “Optimal energy management Planetary Ring-to-Sun gear 2.6
strategy for hybrid electric vehicles”, SAE Paper Gear ratio
2004-01-0576. Engine Maximum power 57 kW
5. P. F. Smith, S. Prabhu, and J. Friedman, “Best
Speed at maximum 523.33 rad/s
Practices for Establishing a Model-Based Design
power
Culture”, SAE Paper 2007-01-0777.
Maximum speed 628 rad/s
6. Sameer M. Prabhu, J. Wendlandt, J. Lass, T. Egel,
“Multi-Domain Modeling and Simulation of Electro- Shaft inertia 1 kg-m2
Hydraulic Implement System”, SAE Paper 2006-01-
3490. Battery Capacity 6.5 Ah
7. A.E. Fitzgerald, C. Kingsley, S. D. Umans, “Electrical Initial voltage 201.6 V
Machinery”, 6th Revised Edition, © 2005 McGraw-Hill
Inc. Initial state-of- 33.33 %
8. J. Ghidella, P. J. Mosterman, “Requirements-Based charge
Testing in Aircraft Control Design”, AIAA 2005-5886. Maximum power 21 kW
9. J. Ghidella, A. Wakefield, S. Grad-Freilich, J. output
Friedman, V. Cherian, “The Use of Computing Synchronous Shaft inertia 4 kg-m2
Clusters and Automatic Code Generation to Speed Generator
Up Simulation Tasks”, AIAA 2007-688. (Permanent
Magnet)
Maximum voltage 500 V
CONTACT
Synchronous Shaft inertia 1 kg-m2
Motor
Saurabh Mahapatra—Design Automation Technical
Marketing Group, The MathWorks Inc., (Permanent
[email protected] Magnet)
Maximum voltage 500 V
Tom Egel—Applications Engineering Group, The Maximum power 50 kW
MathWorks Inc., [email protected] output
Maximum torque 400 Nm

The MathWorks, Inc. retains all copyrights in the figures and excerpts of code
provided in this article. These figures and excerpts of code are used with
permission from The MathWorks, Inc. All rights reserved.

©1994-2008 by The MathWorks, Inc.

MATLAB and Simulink are registered trademarks of The MathWorks, Inc.

See www.mathworks.com/trademarks for a list of additional trademarks.
Other product or brand names may be trademarks or registered trademarks of
their respective holders.