Modeling and Simulation of Plug-in Hybrid
Electric Powertrain System for Different Vehicular
Application
Rui Cheng
University of Victoria
Victoria, BC, Canada
ruicheng@uvic.ca
Abstract—Plug-in hybrid electric vehicle (PHEV) presents the
new trend of clean energy vehicle development due to their
advantage of all electric driving, allowable external charging,
lower emissions, and lower petroleum fuel consumption,
comparing to the maturing HEV. Applications of advanced plug-
in hybrid powertrain system technology to different type of
vehicles lead to the need to identify the key characteristics of
these different vehicular applications, and to develop more
systematic and effective powertrain design methods.
In this work two different types of PHEV powertrain
architecture were investigated: a) pre-trans series-parallel multi-
regime plug-in hybrid electric commercial vehicle (SPMR-
PHEV), and b) post-trans parallel plug-in hybrid electric
formula racing car. Model-based design (MBD) methods were
used for powertrain system modelling of the two PHEV
applications. With the powertrain system models developed
using MATLAB Simulink and dSPACE Automotive Simulation
Models (ASM), the powertrain configurations, control strategies
and key features were investigated. The simulation results on
standard driving cycles for each model using different rule-based
control strategies were compared. The differences and key
features of two types of vehicle in design and calibration were
presented and analyzed.
Keywords—modeling; simulation; hybrid powertrain design;
plug-in hybrid electric vehicle (PHEV); formula racing car
I. INTRODUCTION
Environmental issues and energy concerns lead to
increased attention to fuel efficiency and emission reduction
for regular and high performance vehicles in the past decades
and particularly recent years. Vehicle electrification and
hybridization presents to be promising solutions to increase
overall powertrain efficiency. With extensive research and
development on hybrid powertrain technologies, the next
generation PHEV emerges as a favorable technology solution
to greatly reduce petroleum consumption [1].
978-1-4673-7637-2/15/$31.00 ©2015 IEEE
Zuomin Dong
University of Victoria
Victoria, BC, Canada
zdong@uvic.ca
In recent years, applications of advanced hybrid
powertrain technology are extending from passenger cars
toward high performance racing vehicles, such as Koenigsegg
Regera, Mercedes F1 W06 Hybrid, and Toyota TS040 Hybrid;
as well as heavy duty trucks, marine vessels, and airplanes.
To make these extensions more effective, it is beneficial to
systematically examine the common and distinct design
objectives, functional features and design considerations of
these dramatically different hybrid vehicular applications.
In this work, a vehicle model of the series-parallel plug-in
hybrid electric powertrain and a parallel through road hybrid
electric powertrain, which are the representatives of passenger
vehicle and high performance racing car powertrains, were
built for the investigation and comparison. MBD methods,
which could greatly reduce the development times [2], were
used in the overall vehicle powertrain development process
(VDP) of the two vehicles, especially in the investigations to
discover the differences and criteria of the two vehicular
applications. This paper mainly focuses on the investigation
of powertrains architecture, the development of a quasi-static
model for passenger vehicle and a low-frequency model for
formula racing car, and the calibration and optimization for
high efficiency control of the powertrain systems.
II. DESIGN OBJECTIVES
The main purpose of this work is to investigate and
discover the design differences and key features of two types
of vehicles, daily use passenger vehicle and high-performance
race vehicle. In developing a generic passenger vehicle, the
main design objective is low life-cycle costs while satisfying
reasonable performance, drivability, safety, and utility
requirements. Fuel efficiency, investment cost and longevity
are major concerns. For a performance car, on the other
hand, fast acceleration, deceleration and cornering are major
objectives. A good load transfer and handling capability is
also needed for the high speed track. Sometimes, energy
efficiency also plays a role in performance vehicle design for
superior endurance competition.
This study focused on the design and optimization of high
fuel efficiency for passenger vehicle, and high acceleration
performance for racing car. Powertrain architecture selection
process, and vehicle powertrain performance modeling and
simulations using different measures, vehicle calibrations, and
optimizations are presented.
III. POWERTRAIN ARCHITECTURES
A. SPMR-PHEV Architecture
The SPMR-PHEV powertrain architecture was selected
and implemented for a market-ready passenger car, UVic
EcoCAR2, as illustrated in Fig.1. The main design concerns
include the overall greenhouse gas emissions, fuel economy
and vehicle driveability. The powertrain consists of a 103kW
rear traction motor/generator, a 2.4L GM EcoTec LE9 engine,
a 105kW BAS motor acting as a supplement to the engine, and
a 16.2 kWh Li-ion battery pack serving as onboard energy
storage system (ESS) with plug-in charge capability .
This powertrain supports multiple regimes of operation,
including pure EV mode, as well as various series, parallel and
series-parallel hybrid operations, through front wheel drive
(FWD), rear wheel drive (RWD) and all wheel drive (AWD).
Engine start/stop function and creep torque were integrated to
achieve further fuel saving and better vehicle control for
safety. The multi-regimes architecture also provide a platform
for our research on advanced hybrid controls to optimize the
operation mode towards certain driving patterns to reduce
energy consumptions, improve vehicle drivability and provide
various utilities.
Fig.1. Diagram of SPMR-PHEV Architecture
B. Parallel through Road Architecture
Fig.2 presents a parallel architecture that was implemented
into Formula Hybrid racing car for student team competition,
UVic Formula Hybrid I. To achieve high power to weight
ratio and load transform, aluminum alloy tube frame,
fiberglass body, and light engine and other components from
light-weight sport motorcycles were chosen, including a 250cc
37Hp KTM fuel engine couple with 5-speed transmission, 75-
5 67Hp Z-Force electric machine, and a 96V 2.8 kWh Li-ion
battery pack.
Fig.2. Diagram of Parallel Architecture
Different from a generic passenger car, this Formula
Hybrid I race car uses a rear-mount RWD, instead of AWD or
FWD. The reason to choose RWD with all powertrain
components mount in the back is to achieve better weight
transfer during hard acceleration. Rear driving wheel will gain
more normal force that allows higher maximum propulsion
torque. Without complicated drive shaft joints at the front
wheels, the vehicle has a smaller turning radius. The even
weight distribution may also improve the vehicle handling
with more road grip during cornering.
The Formula Hybrid I car has a post-trans parallel through
road powertrain architecture in which the engine is coupled
with the electric machine after transmission to a different ratio
final drive. Different from a conventional passenger vehicle,
the major concerns of a race car is to reduce curb weight for
superior performance. Complex powertrain with extra weight
to gain powertrain efficiency and fuel economy falls to lower
priority. Normally, a parallel hybrid powertrain would gain
additional weight due to its added transmission, comparing
with the Trans-less series hybrid powertrain. However, in this
race car hybrid powertrain, a light small-ratio transmission is
coupled with a large electric motor to produce enough torque
during acceleration with minimum weight addition.
Meanwhile, the parallel hybrid powertrain avoids the inherent
Mechanical-to-Electrical and Electrical-to-Mechanical energy
conversion losses of the series or series-parallel hybrid
architectures, enabling better fuel efficiency and range
endurance.
IV. POWERTRAIN MODELING
The two different hybrid powertrain systems have been
developed and implemented using the model-based design
method through MATLAB Simulink powertrain system
models with different design objectives and constraints.
A. Quasi-static Model for Passenger Vehicle
A quasi-static vehicle model was built in MATLAB
Simulink environment to investigate and evaluate the vehicle
performance, fuel economy, emissions and tests high-level
supervisory controller of the SPMR-PHEV powertrain. The
quasi-static model [3-4] presented in Fig.3 reflects simplified
passenger vehicle multi-physics, which allows rapid
simulation tests and calibrations of advanced control
algorisms and components sizing for vehicle powertrain
system design. For passenger hybrid vehicle design, the key
factors are fuel economy, powertrain efficiency and
drivability. The quasi-static model satisfied all design
requirements and led to reduced development time.
Fig.3. Quasi-static Vehicle Model in Simulink
a) Driving Schedule
Vehicle performance simulations of the SPMR-PHEV
passenger vehicle model were carried out under consistent
conditions and time-dependent operational profile for fuel
consumption analysis, component sizing selection, and
calibration of control methods. A standard daily driving cycle,
US06 city cycle as shown in Fig.4, were selected in operation
simulation. The vehicle target speed was directly obtained
from real world driving data from US EPA.
Fig.4. US06 City Driving Cycle
b) Driver Model
Both vehicle models used an identical forward-looking
driver model with a PID controller to activate acceleration and
braking commands to drive the vehicle plant model. This
forward-looking driver model is capable of supporting optimal
power control and energy management with real-time traffic
condition and driving pattern considerations in our other
research.
c) Powertrain Model
The proposed quasi-static SPMR-PHEV powertrain model
can be used for the characterization of basic vehicle
performance and dynamics. The component models of the
hybrid powertrain including models of the E85 engine, belt-
alternator starter (BAS) motor/generator, belt system, energy
storage system (ESS), rear traction motor, transmission, and
vehicle longitudinal dynamics. The powertrain performance
model used backward calculation from wheel reaction back to
each powertrain component. Component torque loss,
efficiency and operation map are incorporated using
predefined look-up table. Detailed components data are
obtained from steady-state experimental testing to predict
vehicle fuel economy and powertrain efficiency.
Except for plant model and driver model, a high level
supervisory controller model was developed to interact with
the driver and plant models. Rule-based load-leveling energy
management strategy was used in this model to collect driver
pedal command and to generate torque request of each
components [5-6]. In this control scheme, the powertrain
system operates in the series-parallel mode to ensure the
engine running in its high efficiency area while meeting the
needed output power from the road loads. The BAS and rear
traction motor/generator operate according to the power
surplus or shortage from the road load variations. Once the
ESS reaches certain low level of the state of charge (SOC), the
controller operates as normal series or parallel hybrid mode
with the engine providing most of the torque to help the ESS
to re-gain its normal SOC.
d) Model Validation
To validate the vehicle physic model, comparisons of
system component between real world testing data and
simulation were made. The experimental data was collected
from vehicle dynamometer tests in EV mode that runs on the
rear traction motor only. In the simulation, driver pedal data
were treated as control inputs to the vehicle plant model.
Vehicle supervisory controller remains the same to achieve
identical controller torque requests. Fig.5 illustrated the
measured EV mode rear traction motor torque and the torque
calculated from powertrain model simulation.

Fig.5. Traction Motor Torque Simulation Validation
As shown above, the simulation results using quasi-static
vehicle plant model accurately predicted the motor torque
output with less than 5% of errors comparing to the
experiment results.
B. Low-frequency Model for Formula Hybrid Car
Selection on different types of powertrain system model is
mainly based on the type of vehicle application. For a race car,
such as the Formula Hybrid vehicle, the major concerns are
vehicle dynamics, acceleration, and braking performance. To
better capture and predict the dynamic responses of the
vehicle, a low-frequency vehicle powertrain dynamics model
shown in Fig.6 was built using the dSPACE Automotive
Simulation Models (ASM) tool [7]. This model includes a
detailed vehicle drivetrain with both longitudinal and lateral
dynamics. With this low-frequency model, between 1 and 10
Hz, it is possible to model and calibrate advanced engine start-
stop control, transmission gear shifts control, and traction
control.
Fig.6. Low-frequency Vehicle Plant Model in Simulink
The low-frequency Formula Hybrid powertrain model
utilizes the same driver model in the quasi-static passenger
vehicle model. The differences and critical criteria of Formula
Hybrid Vehicle’s powertrain model development and
simulation setup are discussed in the following sections.
a) Driving Schedule
Compare to the US06-City drive cycle used for passenger
vehicle fuel consumption prediction, the Formula Hybrid
Vehicle’s testing cycle presented more aggressive speed
changing with high power demand. The vehicle speed and
acceleration pattern was generated from competition data in
the past. A full driving cycle includes eleven laps as shown in
Fig.7. The dramatic varied speed keeps the vehicle
continuously changing from accelerating to braking to test the
vehicle’s acceleration performance and stability.
Fig.7. Formula Hybrid Testing Cycle
b) Powertrain Model
The low-frequency powertrain dynamics model introduced
for the Formula Hybrid Vehicle was designed and modeled
using dSPACE ASM modeling tools. High fidelity powertrain
component models were built, which includes a four stroke
one cylinder engine, 5-speed sequential transmission with
controlled shifter pistons and friction clutch as well as traction
motor/generator and ESS. Components experimental testing
data were collected from sponsors, key features and physic
dynamics and kinematics like engine’s four stroke responses,
motor’s inertia and response time and transmission shifter’s
damping were modeled. In this way, the low-frequency high
fidelity powertrain model was able to simulate gear shifts,
engine power detune control, engine rev control and vehicle
traction control as well.
Besides vehicle high fidelity powertrain component
models, different control schemes for acceleration, autocross
and endurance tests were implemented. The launch control
maintains engine speed into a narrow area where the engine
could output maximum torque to the rear axle. Pre-shift
transmission control also greatly improves acceleration
performance, this control strategies allows shifter piston hold
in a pre-shifting status while any engine power dropping will
results in a rapid gear shift. To better serve the autocross test,
the traction control was also imbedded into the controller. This
traction control uses PID control to monitor wheel slip-ratio,
control output realized by engine retard ignition and
decreasing throttle position as well as negative torque output
from electric motor. The Rule-based load-leveling energy
management strategy was also used in this model to control .
powertrain system operation in either electric drive mode or u '(t ) = arg min ( J ( x, u , m f )) (3)
Pbat , Peng
hybrid mode to minimize total energy consumption during
endurance test. The electric traction motor/generator operates Pwhl = Pbat + Peng (4)
only in high power demand or start from a low speed zone.
The control scheme tuned motor engaging power and speed to Constrains,
maximize overall powertrain efficiency while maintaining a
high acceleration performance in the mean time.
SoCmin ≤ SoC (t ) ≤ SoCmax (1)
Tmot _ min ≤ Tmot (t ) ≤ Tmot _ max (2)
V. CALIBRATION AND OPTIMIZATION Teng _ min ≤ Teng (t ) ≤ Teng _ max (3)
A. Passenger car optimization Pbat _ min ≤ Pbat (t ) ≤ Pbat _ max (4)
For regular passenger vehicle controller design, the major
design objective is fuel economy. Within the allowable fuel Objective function,
consumption range, other objectives such as drivability, curb
weight and daily EV range also need to reach a sub-optimal Tf . .

value. This section explains the strategy optimization and
design target calibration process for reducing fuel
consumption.
a) Control Strategies
Control strategies and algorithms used in hybrid vehicle
controller can affect extensively in petroleum fuel
consumption. To develop a proper strategy for vehicle
supervisory controller requires control method optimizations.
In this work, two control strategies were taken into
comparison, rule-based load following strategy and equivalent
consumption minimization strategy (ECMS).
J (t ) = ∫ (meng (t ) + m bat _ eq (t ))dt
0
Where, Pbat is the ESS output power, Teng and Tmot are engine
and electric motor output torque. The objective function
minimizes the total fuel consumption from engine and electric
motor fuel equivalent at each time step.
CHART I. FUEL CONSUMPTION IN MPG OF SEVEN ITERATION DRIVE CYCLES
50
40

The rule-based control strategy designed for SPMR-PHEV 30

combines a local optimization method. In this strategy, engine
operation points were maintained by BAS motor and the belt
system. High engine efficiency was achieved by controlling
operation area as close as possible to the maximum efficiency
point. Engine fuel consumption data was collected from real
world engine bench tests. Meanwhile, the RTM meets the rest
of the power requirements at each loading conditions. When
the battery SOC drops to a low level, the vehicle will operate
in charge sustain mode as a normal hybrid electric vehicle
with the engine meeting most of the loads to obtain a constant
SOC level. This rule-based strategy is suitable and flexible as
it does not need pre-knowledge of a driving cycle.
Compare to the local minimum optimization, the ECMS
presents to be more robust and efficient in fuel consumption
minimization. Because the fuel consumption is the only
objective, ECMS is considered as a sub-global optimization
method, where two power sources will get combined and
optimized in a minimum point at each time. The ECMS
algorithms are shown as follows:
x = SoC (1)
u = Pbat (2)
Rule-based
20
ECMS
10
0
UDDS HWFET US06
Simulation result as shown in Chart I indicated the
robustness of the ECMS method. The total fuel consumption
in the three drive cycles with ECMS method were lower than
with the rule-based load following strategy. A sub-global
optimal solution was found by searching minimum fuel
equivalent consumption in each time step. The optimal result
is consistently superior comparing to the rule-based strategy.
b) Charge Depleting (CD) Range Calibration
To further improve fuel economy, the optimization of CD
range for PHEV with different engine and ESS control
variables is necessary. A parametric study by simulations
under ten iterations of UDDS drive cycle as shown in Table I.
which indicated how CD range affects total powertrain fuel
consumptions.
 TABLE I. CHARGE DEPLETING RANGE AND FUEL CONSUMPTION system continuously monitor vehicle slip ratio. If the
State of Charge to ESS regulation (kW) acceleration rate is not in optimal point, a controlled increment
Engine Power On (W) torque will be provided by electric motor to increase the slip
2.5 2 1.5
CD RANGE (km) 57.8 56.9 57.2 ratio until the acceleration reaches maximum at current state.
25000
FUEL CON(L/100km) 6.29 6.27 6.31 Further controlled slip ratio increment will results in a
40000
CD RANGE(km) 49.5 47.6 46.0 decrease of acceleration rate.
FUEL CON(L/100km) 5.93 5.87 5.82
CD RANGE(km) 44.0 44.7 44.6
55000
FUEL CON(L/100km) 5.77 5.78 5.78

Table I shows that by gradually increasing the engine

power on threshold value, the EV driving mode will operates
more often as long as RTM can sustain the load requirement.
As a result, the amount of CD range drops as a consequence
the fuel consumption can be reduced.

c) Engine Operation Controls Calibration

The SOC regulation controls the charging rate according to
the control error – the delta of current SOC to the desired
SOC. This control variable could change the engine operation
point when the SOC reaches ESS charge sustaining (CS) level.
Fig.9. Traction Control System Model
Figure 10 shows the vehicle speed to time curves of the
simulation of launch acceleration from 0 to 100 km/h with
Formula Hybrid I powertrain system. The simulations were
done under 0.75u road condition, the blue curve is with
adaptive traction control and the red dot curve is without
traction control.

Fig.8. SOC Results in Seven Iterations of UDDS Drive Cycle Fig.10. Traction Control System Acceleration Test Simulation

As the parametric study shown in Figure 8, to acquire a b) Power to Weight Calibration

desire distance of CD range for daily uses and reduce fuel
consumption, engine operation control variables needed to be In general racing area, vehicle acceleration, deceleration,
well tuned and calibrated. cornering and vehicle controllability comprise about ninety-
eight percent of the performance. Vehicle gross weight affects
B. Performance car optimization the most of vehicle performance. Therefore, the weight
minimization for vehicle powertrain system became a major
a) Traction Control System part of the designer’s tasks [9].

The traction control technique is common used in auto
sport area. This control system helps to eliminate wheel
spinning and loss of traction during vehicle launching [8].
In this work, an adaptive traction control is modeled in
Simulink environment as shown in Fig.9. This control scheme
is designed for acceleration event, and especially in vehicle
launching. During the launch process, the traction control
The vehicle weight lightness will gain considerable
advantages in auto sport acceleration event and endurance. In
this study, the power to weight calibrations simulated the
combination of two sets of motors and three sets of ESS
scheme under two operation conditions. Simulation results of
acceleration performance are shown in Table II and Table III.
 The powertrain system models for both vehicles have been
fully developed and implemented in prototype vehicles, UVic
TABLE II. POWER TO WEIGHT RATIO STUDY (0-60MPH TIME) EcoCAR2 and UVic Formula Hybrid I with detailed
ESS powertrain component models and control system, and tested
Motor Power Capacity
2.4 3.4 4.4 using adequate driving cycles.
（hp） (kWh)
Weight (kg) 21.9 25.3 30.4 Design considerations on powertrain architecture, key
46
Acceleration
Time(sec)
5.6 5.2 4.8 hybrid powertrain components, and control strategies were
Acceleration discussed. Validation of powertrain system performance
67 5.7 5.3 4.8
Time(sec) model was made in simple operation condition. The different
design considerations and the results of the model simulations
TABLE III. POWER TO WEIGHT RATIO STUDY (75 METERS TIME)
were compared.
ESS
Motor Power Capacity The studies provide guidelines for further research in
2.4 3.4 4.4
（hp） (kWh) developing generic and application specific PHEV powertrain
Weight (kg) 21.9 25.3 30.4 system designs.
Acceleration
46 Time(sec)
5.2 5.2 5.2
Acceleration
67 Time(sec)
5.3 5.2 5.1 ACKNOWLEDGMENT
Assistances from UVic EcoCAR and Formula Hybrid
The electric motor used in this specific design is Zero sponsors and contributing team members and financial
motor Z-Force 75-5, capable of as much as 46 hp and 80 ft-lbs supports from NSERC, NRCan, US DOE, GM and others are
of torque. Parametric study was taken with Z-Force 75-7, gratefully acknowledged.
which provides 67 hp and 106 ft-lbs maximum power output.
With three sets of ESS varies from 2.4 kWh to 4.4 kWh, a
generic vehicle power to weight ratio simulation were done by
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