Proc, of the 5th International Conference on Power Generation Systems and Renewable Energy Technologies (PGSRET)

26-27 August, Turkey

Modeling, Simulation, and Analysis of Hybrid

Electric Vehicle Using MATLAB/Simulink
Fazel Mohammadi, Senior Member, IEEE, Gholam-Abbas Nazri, Senior Member, IEEE, and
Mehrdad Saif, Senior Member, IEEE

Abstract— Carbon dioxide (CO2) emissions from automotive architectures (series and parallel architectures) which can be
vehicles are tremendous problems for the climate. The used to design and operate HEVs, the combination of these
automotive industries are confronting significant issues to two (series-parallel architecture) is also used in some vehicles.
reduce greenhouse gases emissions, which have a direct impact Complexity and total cost are two main factors which should
on the environment. The automotive industries are be considered in the design process of HEVs [4, 8-10].
manufacturing H ybrid Electric Vehicles (H EV s) and Full This paper focuses on design considerations, simulation,
Electric Vehicles (FE V s) with less carbon emission to reduce the and analysis of the parallel HEV architecture, optimization of
effect of carbon dioxide emissions. This paper mainly focuses on the combustion engine performance, and charging of batteries
modeling, simulation, and analysis of a parallel H E V to improve through the regenerative braking system.
the fuel economy and reduce the overall emission, as well as
The paper is organized as follows. Section II provides the
enhancing the performance o f the H E V by optimizing the
HEV powertrain system considerations. Sections III, IV, and
efficiency o f the battery pack. Moreover, technical
V discuss the HEV’s electric motor, control system, and
considerations to minimize the mechanical and electrical power
losses, as well as maximizing the energy absorption from the
battery pack considerations, respectively. Lastly, Section VI
braking system, are investigated. A D V ISO R , which is a indicates the conclusions.
M ATLAB/Sim ulink-based software, is used for the simulation
and analysis of the H E V . II. H y b r id E l e c t r ic V e h ic l e P o w e r t r a in Sy s t e m
Co n s id e r a t io n s
Keywords— Electric M otor (EM ), H ybrid Electric Vehicle ADVISOR is a MATLAB/Simulink-based simulation
(H EV), Internal Combustion Engine (IC E), Lithium-Polymer
software for the fast execution and analysis of the performance
Battery Pack.
and fuel economy of the light and heavy-duty vehicles with
I. In t r o d u c t io n conventional (gasoline or diesel), hybrid electric, full electric,
and fuel cell-based powertrain systems. This software uses the
The urban contamination from the Internal Combustion combined backward/forward method to perform the
Engines (ICEs) has led the governments to focus more on zero- simulation calculations for the vehicle position. The
contamination vehicles [1-3]. In this regard, Electric Vehicles simulations are used to study how the efficiency and agility are
(EVs) by all accounts seem to be a sensible transient solution affected by the EM, fuel converter, and hybrid configuration.
for the issues presented by mass urban portability [4-5]. EVs Figure 1 shows the detailed model of a parallel HEV in
have a fairly constrained operational range (low mileage ADVISOR R0116. In the designed model, the vehicle’s speed
between battery charges). Hybrid Electric Vehicles (HEVs) can be set based on the driving cycle pattern, and according to
are anticipated as one of the solutions for the world’s the relation between power, torque, and speed of the vehicle,
requirements for the cleaner and more eco-friendly vehicles the required power is calculated. The corresponding power
[6]. The adequacy of HEVs lies in their control procedure. One value can be transferred into the final drive for distribution.
of the important considerations is HEV design is the utilization Relatively, by considering the four dominant mechanical
of two power sources, especially the ICE and the forces (the rolling resistance, gravity, tractive, and
electrochemical power source (battery) to feed sufficient aerodynamic drag forces), the required electric power can be
power to the Electric Motor (EM). A proper control system is calculated as follows [4, 8-10]:
required for the power sources to enhance vehicle drivability
and performance. [1, 5-7].
^ A e ro d y n a m ic s F p R o llin g R esista n ce F
HEVs have different architectures. The architecture of
these vehicles depends upon their specific purposes which are ^A c c e le r a tio n "Ί" ^ (1)
being designed. Different EVs/HEVs serve different purposes.
EVs/HEVs are designed to serve normal operations and some ^ A e ro d y n a m ic s (2)
commercial applications. Although, there are two common

Fazel Mohammadi (corresponding author) and Mehrdad Saif are with

the Electrical and Computer Engineering (ECE) Department, University of
Windsor, Windsor, ON N9B 1K3, Canada (email: [email protected],
[email protected]; [email protected]).
Gholam-Abbas Nazri is with the Electrical and Computer Engineering,
Wayne State University, Detroit, MI 48202, USA (email: [email protected]).
 F R o llin g R esista n c e CrrMvg COS (3)

_ _ _ dV
A ccelera tio n ^ (4) Considering practical specifications of the HEV as m =
1109 kg + 150 kg, δ = 0.86, t a = 11.4sec., Vb =
F G ra vita tio n a l M vg ^ (5) 40 km/h, and Vf = 40 km/h, the maximum required
power for driving the vehicle becomes 50 kW. It should be
and also, noted that the total mass (m) is equal to the summation of the
vehicle’s mass and the mass of passengers (here, the weight of
P = F T XV (6) two passengers is assumed).
GETRAG 7HDT300 is considered as the engine for the
where FT shows the total force, which is applied to the designed HEV, as shown in figure 2. Due to the high-power
vehicle, p is the average air density, Cd is the drag coefficient, output capacity of the mentioned engine, an independent
Av is the frontal surface area of the vehicle, V is the average radiator is considered for the implementation of the thermal
speed of the vehicle, Crr is the rolling resistance coefficient, energy management system. Figure 3 illustrates the output
Mv is the vehicle weight, g is the gravitational acceleration, a torque of the GETRAG 7HDT300 engine in the simulation
is the road grading angle, and d V / d t is the vehicle cycle CYC_UDDS (Urban Dynamometer Driving Schedule).
acceleration. In Equation (6), P denotes the active power to The maximum output torque, continuous power, voltage, and
run the vehicle. weight are the main factors for the mentioned engine.
Accordingly, GETRAG 7HDT300 engine has 300 N/ m
III. H y b r id E l e c t r ic V e h ic l e E l e c t r ic M o t o r maximum output torque, 75 kW maximum power, 460 V
Co n s id e r a t io n s maximum voltage, and 65 kg weight. Figures 4 and 5 indicate
the detailed information of the CYC_UDDS cycle and the
Due to the recent advancements in power electronics performance of the GETRAG 7HDT300 engine.
technologies, Induction Motors (IMs), Synchronous Motors
(SMs), Brushless DC (BLDC) motors, and the DC motors are
used for different applications in the industries. Power density,
efficiency, controllability, reliability, complexity in design,
and the total cost are the most important factors which should
be considered for evaluation and selection of the EVs in HEVs.
IMs have high power capacity and high starting torque.
However, the speed control of IMs is challenging to attain.
SMs have a long lifetime, but they are expensive. BLDCs have
high efficiency, long lifetime, and require less repair and
maintenance, but their main issues are the complexity in their
control systems and the total cost. The DC motors are cheaper,
and their control is easier. On the opposite side, they need
frequent repair and maintenance and they have a limited
lifetime [11-13].
The vehicle specifications are important factors for its
electrification. The vehicle’s mass (m), the mass coefficient
(5), the time to reach the speed of 100 k m / h (from 0) (ta),
the base speed (Vb), and the final speed (Vf) are the factors, Figure 2. GETRAG 7HDT300 engine
which are needed for calculating the maximum required power
for the HEV as follows:
 Figure 5. (a) Maximum torque curve of the motor, (b) requested torque out
of the motor, and (c) motor’s rotor speed during the previous time step

IV. H y b r id E l e c t r ic V e h ic l e Co n t r o l Sy s t e m
Co n s id e r a t io n s
There are three methods to control the speed of the motor
in IMs, which are scalar control, vector control, and Direct
Torque Control (DTC). Among those, the vector control
method is more preferred to be implemented in HEVs. This is
because of the better performance of the AC motors, which are
controlled by the vector control method. Compared to the DTC
method, the vector control method is more complicated, but it
has less torque ripples in traction applications [14]. In order to
implement the vector control method for IM in HEVs, the
actual speed should be calculated from the positioning signals
sent by the shaft encoder.
In addition, a six-pulse voltage-source inverter drive in
112 —337 A current range, 130 —520 V DC voltage range,
40 —120 kW power range, and 90% efficiency controlled by
the Space Vector Modulation (SVM) technique is considered
in this paper. Figure 6 demonstrates the simulation of the IM
in MATLAB/Simulink.

Figure 4. Detailed information of the CYC-USSD, (a) speed versus time

curve, (b) information about the road, and (c) percentage increase/decrease
in speed in the urban cycle

Figure 6. Simulation of the IM in MATLAB/Simulink

V. H y b r id E l e c t r ic V e h ic l e B a t t e r y P a c k
Co n s id e r a t io n s
A low-speed range HEV is designed and simulated in this
paper. It is assumed that a portion of the energy to drive the
vehicle is generated by the battery pack. Another consideration
is that the regenerative braking system is under operation and
a portion of the stored energy in the battery pack is generated
by the regenerative braking system. In order to store the
energy, different types of batteries are available, and some
criteria, such as efficiency, energy density, specific energy,
specific power, operating temperature, self-discharging,
number of charge/discharge cycles, and the total cost are
checked for each. A Lithium-polymer battery is a stable and
flexible type of Lithium-based batteries which has 85% Figure 7. Energy changes in the battery pack for one driving cycle
efficiency, 100 —130 Wh/lit. energy density, 100 —
265 W h / k g specific energy, 500 — 1400 W / k g specific TABLE I. Specifications of the Considered Battery for the
Designed HEV
power, - 2 0 to 60 °C operating temperature, 10% self­
discharging in the month, 1400 number of charge/discharge P a r a m e te r V a lu e
cycles, and costs 80 — 190 %/kW. From the performance Nominal Voltage 51.8 V
perspective, Lithium-polymer batteries are significantly better Weight 16 k g
than the Lead Acid (Pb-Acid) and Nickel-Metal Hydride Energy Capacity 31 A h
Discharge Power 12.85 k W
(NiMH) batteries, but they are more expensive than the Pb-
Discharge Current 248 A
Acid and NiMH batteries [15-18]. Compared to the Lithium­
Maximum Discharge Power 24.1 k W
ion batteries, Lithium-polymer batteries have a lower profile Maximum Discharge Current 465 A
and lower chance of leaking electrolytes. However, they have Dimension 285 X 204 X 245 mm
less power density and shorter lifespan [4, 8-10].
In order to drive the vehicle without interruption, the
summation of the output power of the combustion engine and
battery pack should be more than the maximum power
required by the EM. Therefore, the total power of the battery
pack can be derived as follows:

where PB indicates the battery pack power, Pm, , and

Pe/g are the power of the EM, the efficiency of the EM, and
Figure 8. Equivalent circuit model of the battery for the HEV
the power of the combustion engine, respectively. Considering
75 kW as the power of EM at 80% efficiency, and 77 kW as
The discharge power in the battery pack has transient and
the combustion engine power, the total power of the battery
steady-state conditions. After running the simulation, the
pack should be more than 16.75 kW to obtain the maximum discharge power reaches 96 kW in the transient state, which is
power and the vehicle can be driven without interruption. more than the maximum power required for the EM.
Figure 7 demonstrates the energy changes (in kWh) in the Therefore, another control system, which is called Hybrid
battery pack of the designed HEV during one driving cycle. At Control Unit (HCU), records the details of the SoC of the
t = 0 sec. (starting point) and t = 1400 sec. (ending point, battery pack, stabilizes the state of the Energy Storage System
which is one complete driving cycle), the energy of the battery (ESS), and ensures that SoC can be set within the normal
pack is in between the maximum and minimum values. operating range. Also, it stops the charging process when the
Therefore, the capacity of the battery pack is directly battery pack charge level reaches its maximum value. Figure 9
proportional to the changes in the energy of the battery pack demonstrates the detailed model of the ESS for the HEV. In
and inversely proportional to the changes in the State of this model, the power capability and the operating status of the
Charge (SoC) of the batteries, as follows: physical devices, such as sensors, are the decision variables.
Based on the above descriptions, the total cost and
EBm a x ~ EBm in performance are the essential factors in the designed
Ls - ùUbm
SnC a x _ ùυL·m
SnC .
ιn
(9)
considerations.
where CB is the total energy capacity of the battery pack,
and Евтах, EBmin, SoCmax, and SoCmin denote the maximum
and minimum energy of the battery pack, and maximum and
minimum of the SoC, respectively. Considering the available
space and required power for driving the HEV, table 1 shows
the specifications of the considered battery for the designed
HEV. Also, figure 8 shows the equivalent circuit model of the
battery for the HEV.
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is studied. The simulation and analysis are performed in
ADVISOR, which is a MATLAB/Simulink-based software.

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