2654 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 59, NO.

6, JULY 2010

Simulation Model of a Military HEV With a

Highly Redundant Architecture
Loïc Boulon, Daniel Hissel, Senior Member, IEEE, Alain Bouscayrol, Member, IEEE,
Olivier Pape, and Marie-Cécile Péra

Abstract—The six-driven-wheel Electric Propulsion Demon-

strator (DPE 6 × 6) is a military hybrid vehicle. Due to reliability
demands, high redundancy is required, and the architecture is
quite complex. A simulation model of this vehicle is proposed
in this paper. The simulation model must allow the analysis of
various power flows of the system. Moreover, this model has
to be used to develop an efficient energy-management strategy.
For these reasons, a graphical description [energetic macroscopic
representation (EMR)] is used to develop the model in a systemic
approach. The simulation model is, thus, described and validated
from experimental results.
Index Terms—Energetic macroscopic representation (EMR),
hybrid electric vehicle (HEV), military application, modeling,
simulation.

I. I NTRODUCTION Fig. 1. DPE 6 × 6 (courtesy of Nexter Systems, DGA).

H YBRID architecture presents many advantages for a mil-

itary application. As for a civil hybrid electric vehicle
(HEV) [1], [2], reducing the fuel consumption is an important
objective: The vehicle autonomy is increased, and the logistic
on an operation site is reduced. However, a military vehicle
has specific requirements that lead to technical constraints
[3]–[6]. In many cases, such a vehicle is an off-road vehicle, and
the accelerations on the nonsuspended masses are important.
This leads to very hard specifications for an HEV based on the
in-wheel motor technology. Moreover, a military vehicle has
Manuscript received October 16, 2009; revised January 25, 2010. Date
of publication March 15, 2010; date of current version July 16, 2010. This
work was done in the MEGEVH framework (the French network on Hybrid
Electric Vehicles) supported in part by the “Région Nord-Pas-de-Calais” and
the “Region Franche-Comté,” Europe (Fonds Européen de Développement
Régional) and in part by Nexter Systems Company. This work was presented
at the Fifth IEEE Vehicle Power and Propulsion Conference. The review of this
paper was coordinated by Dr. C. C. Mi.
L. Boulon is with the FEMTO-ST, UMR CNRS 6174, University of
Franche–Comté, 90010 Belfort Cedex, France, with the L2EP, University of
Lille 1, 59655 Lille, France, with the University du Québec à Trois–Rivières,
Trois-Rivières, QC G9A 5H7, Canada, and also with the MEGEVH network
(e-mail: loic.boulon@uqtr.ca).
D. Hissel and M.-C. Péra are with the FEMTO-ST, UMR CNRS 6174,
University of Franche–Comté, 90010 Belfort Cedex, France, and also with the
MEGEVH network (e-mail: daniel.hissel@univ-fcomte.fr; marie-cecile.pera@
univ-fcomte.fr).
A. Bouscayrol is with the L2EP, University of Lille 1, 59655 Lille,
France, and also with the MEGEVH network (e-mail: Alain.Bouscayrol@univ-
lille1.fr).
O. Pape is with Nexter Systems, 78000 Versailles, France, and also with the
MEGEVH network (e-mail: o.pape@nexter-group.fr).
Color versions of one or more of the figures in this paper are available online
at http://ieeexplore.ieee.org.
Digital Object Identifier 10.1109/TVT.2010.2045522
to be able to climb important slopes or steps. A consequence
on the propulsion system is a high-torque/low-speed operation.
Moreover, high reliability is required.
A specific design for military vehicles offers several advan-
tages. In these types of applications, the electric traction mode
is called the stealth mode (the noise and infrared emissions are
considerably reduced). As a consequence, choice and sizing of
the energy tanks (like batteries, supercapacitors, or flywheels)
are important. They have to offer silent operation and suffi-
cient autonomy to the vehicle. Electrochemical energy storage
is, therefore, well adapted. Moreover, a drive-by-wire system
allows a more flexible architecture, and the habitable space can
be increased.
The objective of the six-driven-wheel Electric Propulsion
Demonstrator (DPE 6 × 6) project is to evaluate the opportunity
of a hybrid electric drivetrain for a military application. The
DPE 6 × 6 is a French military HEV demonstrator that was
designed by the Nexter Systems Company. It is a six-driven-
wheel vehicle (see Fig. 1) based on a series hybrid drivetrain
[internal combustion engine (ICE) and batteries]. It is a heavy-
duty truck (20 t) with 105-km/h maximal speed and 15-km
full electric autonomy [6]. This full autonomy is provided
due to 850 kg of NiMh batteries. The ICE is a diesel engine
(450 kW) coupled with a permanent-magnet synchronous ma-
chine (PMSM, 430 kW) by a direct mechanical connection
(see Fig. 2).
The choice of a series architecture results from reliability
issues: The vehicle is built around standard components. Nev-
ertheless, the vehicle features a highly redundant architecture to
allow various fault-mode operations (see Fig. 3).

0018-9545/$26.00 © 2010 IEEE

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BOULON et al.: SIMULATION MODEL OF A MILITARY HEV WITH A HIGHLY REDUNDANT ARCHITECTURE
Fig. 2. Engine generator group.
Fig. 3. General architecture of the DPE 6 × 6.
The objective of this paper is to design a simulation model of
the DPE 6 × 6 to fulfill three long-term goals (in future works):
the energy flow analysis, the local control of the subsystems
[8], and the global energy management [9], [10]. This paper is
focused on the simulation model (which is a complex task for
such a highly redundant traction system) and its experimental
validation.
Fig. 3 shows the complexity of the system. It includes many
actuators (12 driven machines, two generators, 1 ICE, . . .) and,
consequently, many power electronic converters that have to be
controlled. The redundant architecture implies many energetic
nodes. As a consequence, it is hard to set a simulation that
is able to highlight the energetic nodes, i.e., the energetic
links between the subsystems. Moreover, the control objective
implies an identification of many tuning inputs. If the different
energetic paths are well defined, the work relating to the energy
management will be easier.
To achieve this goal, energetic macroscopic representation
(EMR) [11] is used to organize the model. This graphical
tool has already been successfully used to model and control
different HEVs [12]–[15].
II. P RESENTATION OF THE V EHICLE A RCHITECTURE
The considered structure with six independent driven wheels
increases the mobility of the vehicle [7]. For example, the DPE
6 × 6 has a pivot turning mode. Due to an efficient control
of each wheel, the vehicle turns in place around its center of
gravity. The other special feature is called dual steering. It is an
association of classical mechanical steering and skid steering,
which reduces the steering radius.
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2655
Fig. 4. Schematic of the association of an electric drive and a wheel.
The system includes two dc buses, two electric generators
(PMSM), two battery packs, and two electric motors per wheel
(PMSM). Due to its high reliability, the ICE is the only power
element that is present only once in the system. Such architec-
ture implies that the failure of a component does not lead to a
general failure of the system.
An interesting specificity is the connection of the electric mo-
tors [5]. The in-wheel electric machines are composed of two
half-machines that are linked on a common shaft. Each half-
machine is connected to a dc bus through a three-leg inverter
(see Fig. 4). Such architecture allows the power transmission
and, thus, the mobility of the vehicle in fault-operation mode
as well. For example, if the dc bus no. 1 is out of order, the six
in-wheel motors remain connected to the dc bus no. 2, and the
vehicle can still move.
A single ratio gearbox performs the connection between the
wheels and the motors. Choppers are inserted between the dc
bus and the braking resistors (BRs) to control the dissipated
power.
The connection of the generator is realized the same way. An
ICE is connected to the common shaft instead of the gearbox
and the wheel (see Fig. 5).
III. W HICH S IMULATION T OOL TO
R EACH THE O BJECTIVES ?
The choice of a simulation tool is an important step. Vari-
ous software packages, formalisms, or methodologies propose
different advantages. For example, Advisor [16] and AMESim
[17] are well known. These software packages propose com-
ponent libraries. They are very useful in rapidly performing a
simulation design.
Nevertheless, they are difficult to use in this study: The
actuators are very specific, and the simulation has also spe-
cific objectives. We want to use it to design control and
energy-management strategies and to perform a power-flow
analysis.
2656
Fig. 5. Schematic of the engine generator group connection.
In this paper, the EMR appears well adapted: This formalism
shows the energetic nodes and the tuning inputs and proposes a
structured methodology to design the control part [11]–[15].
The EMR describes the models of multiphysics systems to
organize their control schemes. This formalism is built around
three core principles.
1) The action reaction principle. The action of an element
to another element yields a reaction of the second one to
the first one (the arrows represent this principle and not a
power flow).
2) The product of the action and the reaction always leads to
the power that is exchanged by the connected elements.
3) The integral causality. The causality between the inputs
and the outputs has to be integral, i.e., physical. That
means that a reaction of the output is the result of an
action on the input (the output is delayed from the input).
These basis principles are deduced from well-known theoret-
ical fundaments.
It should be noticed that the principles of action and reaction
and of power exchange are highlighted in other formalism, such
as the bond graph [18], [19].
The principle of causality was introduced in the causal
ordering graph [20]. It governs the internal relation into the
element with one objective: to respect the system physics. If an
element represents an energy accumulation, the outputs have
to be integral functions of the inputs [21]. This principle has
an important influence on the system representation. It sets the
inputs and the outputs of the element.
The graphical description of the EMR (see the Appendix)
includes four element types. Sources represent the environment
and the boundaries of the considered system. Converters can be
monophysics or multiphysics and highlight an energy conver-
sion without energy accumulation. A coupling device couples
several subsystems. It indicates an energetic node and a power
repartition. The relations between the inputs and the outputs
of these three elements are instantaneous. The accumulation
elements represent the parts of the systems that store energy.
Consequently, the input–output relation is time-dependent and
induces delays (dynamics). Moreover, the output is an integral
function of the input (with respect to the physical causality).
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IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 59, NO. 6, JULY 2010
A main feature of this formalism is proposing a systematic
methodology to structure the control scheme of the system. An
inversion-based control methodology has been developed using
three main steps:
1) the determination of tuning variables, control objectives,
and system constraints;
2) the deduction of a theoretical control structure based on a
step-by-step inversion of the EMR following the control
chains. The elements without energy accumulation are
directly inverted. The accumulation element cannot be
mathematically inverted without derivative causality. As
a consequence, a controller is used (see Fig. 6);
3) the design of a practical control structure. Some measure-
ments previously suggested can be removed (e.g., to feat
with cost objectives).
However, this paper is focused on the modeling and simula-
tion part.
IV. E NERGETIC M ACROSCOPIC R EPRESENTATION
OF THE DPE 6 × 6
A. General Structure of the EMR
The system is organized around the dc buses that integrate
capacitors (energetic buffers and storage). They are voltage
sources: To respect the physical causality, the dc bus voltages
are outputs, and the currents are inputs, i.e.,
d
ibat1 − ibus1 = Cbus1 vbus1 (1)
dt
with Cbus1 the capacitor of the dc bus 1. Fig. 7 shows the EMR
of the general architecture of the vehicle. The dc bus capacitors
are represented by accumulation elements (rectangle with an
oblique bar). Monophysical couplings (interleaved squares)
link these capacitors to the other parts of the system. They
represent the parallel connections of the different subsystems
around the dc buses, i.e.,

ibus1 = iwheel1 + igene1 + iaux1
(2)
Vbus common to all the subsystems.
Basically the sources (ovals) of Fig. 7 are equivalent sources:
They represent each subsystem. In the next parts, these sources
will be detailed to obtain the complete EMR of the system.
This first step of this paper is now completed. The physical
interactions into the system are known, and an independent
study of each subsystem is possible.
B. EMR of the Battery Subsystem
The batteries are modeled with a methodology that is de-
veloped in [22] and [23]. This modeling takes into account
the hysteretic effect of the nickel-based batteries. The voltage
behavior is dependent on the current (level and history of the
solicitation), the state of charge (SoC), and the temperature. The
battery packs are modeled by parallel and series couplings of a
basic element. It is assumed that there are no voltage or SoC
balance issues between the elements.
BOULON et al.: SIMULATION MODEL OF A MILITARY HEV WITH A HIGHLY REDUNDANT ARCHITECTURE 2657

Fig. 6. Inversion principle.

Fig. 7. Global EMR of the DPE 6 × 6.

The batteries are voltage sources. Consequently, the electric

output of the model is a voltage, and the input is a current. Each
battery pack is represented by a source element (oval). In the
system, the connection between the battery pack and the dc bus
is realized through a chopper, i.e.,

ichopB1 = mbat1 ibat1
(3)
vchopB1 = mbat1 vbus1

with mbat1 as the modulation function, and an inductor, which

is modeled with an Rbat Lbat circuit, i.e.,

d
vbat1 − vchop1 = Lbat ibat1 + Rbat ibat1 . (4) Fig. 8. EMR of the battery subsystem.
dt
C. EMR of the Electric Machines
They are respectively represented by a monophysical con-
verter (square) and an accumulation element (rectangle with In this paper, quasi-static modeling of the electric machines
an oblique bar). Finally, the EMR of the battery connection is is assumed. First, their dynamic is negligible versus the global
obtained (see Fig. 8). vehicle dynamic. Thus, the global behavior of the vehicle is

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2658 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 59, NO. 6, JULY 2010

Fig. 9. Simplified schema bloc of the electric drive.

Fig. 10. EMR of the engine generator group.
still represented. Second, the major objective is the energy rotation speed of the engine generator group from the applied
management. Therefore, it is nonmandatory to represent the torque, i.e.,
nonsignificant dynamics.
With this assumption, it is not possible to work on the closed- d
TICE − Tgene = Jgroup Ωgroup (7)
loop control of the electric machines. However, these devices dt
are controllable through the power electronic converters. Here, with Jgroup = Jgene + Jice .
the association of the power electronics and the machine is
represented with an equivalent EMR block (a monophysical
converter, circle). This element has a reference torque input (red E. EMR of the Traction Part
arrow). Consequently, a well-realized control of the machine EMR of a Wheel: Fig. 4 shows that the connection of the
torque is assumed. in-wheel electric machines is very similar to the connection
A block diagram of this element is presented in Fig. 9. The of the generator. As a consequence, its EMR is deduced the
torque control is well realized, and the torque limitations are same way. The connection of the BRs is realized with a chopper
taken into account. Consequently, the output torque Tmach is [modeled as (3)] and represented by a monophysical converter.
equal to the control request Tmach ref . The rotation speed is A monophysical coupling represents their parallel connection.
an input, and the mechanical power is known. The machine A complete wheel realizes two functions. First, the wheel
plus power electronics efficiency is given by a map, and the contains a single ratio gearbox kwheel and performs a reduction
electrical power is determined. The dc is calculated from the dc of the rotation speed. Second, the wheel realizes a transforma-
bus voltage and the electrical power, i.e., tion between a rotational and linear motion. It depends on the
1 radius Rwheel , i.e.,
k
ibus = Tmach Ωmach ηmach (5) 
vbus Ωms = Rkwheel
Twheel
wheel
kwheel (8)
with k = 1 in the motor mode and k = −1 in the gener- Fwheel = Rwheel Vwheel .
ator mode.
Fig. 11 shows the EMR of one wheel. Basically, six wheels
are connected to the dc bus. This parallel coupling is repre-
D. EMR of the Engine Generator Group sented by a monophysical coupling (six squares).
EMR of the Chassis: The chassis performs the mechanical
The EMR of the engine generator group is composed of two connection between the six wheels. Thus, the global force that
electric drives (see Fig. 10) to represent two half-machines (see is applied on the vehicle mass is calculated inside a monophys-
Fig. 5). A monophysical coupling (double square) performs the ical coupling (Fig. 12), i.e.,
torque summation, where each half-machine applies a torque ⎧
on a common shaft, i.e., ⎨ 6
Ftot = Fwheeli
 ⎩ i=1
(9)
Tgene = Tgene1 + Tgene2 Common vehicle speed Vveh .
(6)
Common rotation speed Ωgroup.
The final objective of this study is to work on the energy
As an electric drive, the ICE is represented by an equivalent management of the vehicle. The mobility is not a priority, and
torque source. the contact law is, thus, neglected. Consequently, the rotation
The equivalent inertia of the engine generator group is rep- speed of a wheel is directly dependent on the vehicle velocity
resented by an accumulation element. This block calculates the (Vveh = Vwheel ).

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BOULON et al.: SIMULATION MODEL OF A MILITARY HEV WITH A HIGHLY REDUNDANT ARCHITECTURE
Fig. 11. EMR of a wheel.
Fig. 12. EMR of the chassis.
The vehicle speed Vveh is dependent on three forces: the
forces produced by the motor wheels (Ftot ), the forces pro-
duced by the mechanical brakes (MBs, Fbrak ), and a resistant
force due to the air, the mechanical frictions, and the slope of
the road (Fres ) [24], i.e.,
d machines. The MBs are used because the batteries are not able
Ftot − Fbrak − Fres = Mveh Vveh
dt
with Mveh as the vehicle mass.
EMR of the Whole Traction Part: Fig. 13 presents the EMR
of the whole traction part. A vectorial representation is intro-
duced to increase the readability of the scheme; the EMR of
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2659
a wheel is represented only once. Now, the vectors that are
associated with the arrows contain six components because of
the six wheels.
EMR of the Whole System: The different subsystems that are
involved in the power train are now detailed. Their inputs and
outputs are similar to those of the general EMR (see Fig. 7).
Consequently, they can be directly interconnected. Fig. 14, thus,
shows the EMR of the whole system.
V. S IMULATION AND E XPERIMENTAL VALIDATION
The simulation model is then presented in Fig. 14. As it can
be seen, it directly results from a transposition of the EMR
into MATLAB Simulink. The EMR could, thus, represent an
efficient way to organize subsystems in simulation software
when complex systems are studied.
Due to the military application of the vehicle (confidential
results), the numerical values are here presented using the per-
unit system.
All the given results are extracted from an experimental test
and a vehicle simulation. It includes acceleration and braking
operation (mechanical and electric, at time = 34 s) phases.
Torque references on electric drives and mechanical braking
power are measured on the vehicle and are used in the model
as inputs (using the control inputs Tsm1ref and Tsm2ref ). During
the braking phase, a negative torque is requested to the electric
(10) to recover the total braking power. To validate the traction part,
the experiment and simulation velocities are compared. Fig. 15
underlines the good response of the proposed model (vehicle
velocity).
Fig. 16 shows the evolution of the dc requested from the
dc bus by the traction part during the experimental test. The
2660 IEEE TRANSACTIONS ON VEHICULAR TECHNOLOGY, VOL. 59, NO. 6, JULY 2010

Fig. 13. EMR of the traction part.

Fig. 14. EMR and MATLAB Simulink model of the DPE 6 × 6.

error during the regenerative braking phase is due to a mistake
in the mechanical and electrical brake balance. Nevertheless,
during the traction phase, the simulation currents are pretty
close to the experimental results. The electric drive model is,
thus, considered to be validated.
The validation of the generator part is based on the dc bus
currents. The control part has to set three values: Tgene1 ref ,
Tgene2 ref , and TICE ref . The generator torque requests are
measured on the vehicle. The ICE torque request is es-
timated from the measured rotation speed using a control

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BOULON et al.: SIMULATION MODEL OF A MILITARY HEV WITH A HIGHLY REDUNDANT ARCHITECTURE 2661

Fig. 17. Validation of the generator engine group. Torque reference (gene),
Fig. 15. Validation of the traction part. Torque reference, mechanical braking rotation speed, and injected current on the dc bus 1. Comparison between the
power, and speed response of the vehicle. Comparison between the measure- measurements and the simulation results.
ments and the simulation results.

Fig. 18. Validation of the battery modeling. Comparison between the simu-
Fig. 16. Validation of the electric motor modeling. Comparison between the lated and measured voltages.
simulated and measured currents.

The developed simulation model is able to provide the be-

loop. The experimental and simulated currents are compared
(see Fig. 17).
Fig. 18 shows the voltage behavior of the battery model
versus the experimental results. The results are not very close.
This may be explained in two ways: The algorithm that is used
for the SoC calculation on the vehicle and the temperature of
the battery packs are not known.
havior of the whole vehicle. Such a model could, thus, be used
to analyze the power flows for different drive cycles and opera-
tions. Because of the action–reaction property of the EMR, the
interaction of the multiphysical devices will be highlighted. For
example, the influence of the mechanical torque on the battery
voltage is showed during the braking phase (see Fig. 18).
Because of component limitation, this result indicates how to

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2662
Fig. 19. Synopsis of the EMR.
combine the mechanical braking with the regenerative braking
to ensure the desired deceleration with the best energy saving.
VI. C ONCLUSION
This paper has been focused on the simulation model of a
heavy-duty military HEV. The vehicle exhibits a complex and
redundant original architecture. This simulation model has been
designed due to the EMR. First, this methodology allows a
synthetic representation of complex multiphysics systems. It is
helpful as well to structure and organize the associated model
and to prepare the design of the control part (including energy-
flow optimization).
The defined model has been directly implanted in MATLAB
Simulink, and an experimental validation is possible. For val-
idation purposes, requests measured on the vehicle have been
used in the model. The measured and simulated behaviors have
been compared, and the results are close.
Due to its function approach, the EMR highlights the ener-
getic nodes of the system and is useful in understanding the
power flows (with regard to Fig. 6, which is a structural descrip-
tion). The coupling elements highlight the power distributions
and interactions between different subsystems. As an example,
the key role of the dc bus parallel coupling is obvious: All power
flows pass through this coupling element.
The work on the control part is now possible. The tuning
inputs are identified. They are represented by red arrows. In
this system, the control has to tune 36 control variables (the
tuning inputs in the vectorial representation are the vectorial
tuning inputs). The future works will, thus, be focused on the
inversion-based control of the vehicle. The objective will be
to set the tuning inputs to obtain an optimized behavior of the
system. This step will underline the variables that are managed
by the strategy part and prepare the energy-management work.
A PPENDIX
Fig. 19 shows the synopsis of the EMR.
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BOULON et al.: SIMULATION MODEL OF A MILITARY HEV WITH A HIGHLY REDUNDANT ARCHITECTURE
Loïc Boulon received the M.S. degree in electrical
and automatic control engineering from the Uni-
versity of Science and Technology of Lille, Lille,
France, in 2006 and the Ph.D. degree in electrical
engineering from the University of Franche–Comté,
Belfort, France, in 2009. His thesis was in col-
laboration with the Franche Comté Electronique,
Mécanique Thermique et Optique–Sciences et Tech-
nologies, Belfort, and the Laboratory of Electrical
Engineering and Power Electronics, Lille.
He is currently a Postdoctoral Researcher with the
University du Québec à Trois–Rivières (UQTR), Trois-Rivières, QC, Canada.
His work deals with modeling, control, and diagnosis of multiphysics systems.
His research interests include hybrid electric vehicles, energy and power
sources, fuel-cell systems, and electrolysers. He is a member of the Institut de
Recherche sur l’Hydrogène at UQTR and of the MEGEVH, which is a French
national network on energy management of hybrid electric vehicles.
Daniel Hissel (M’03–SM’04) received the Electri-
cal Engineering degree from the Ecole Nationale
Supérieure d’Ingénieurs Electriciens de Grenoble,
Grenoble, France, in 1994 and the Ph.D. degree from
the Institut National Polytechnique de Toulouse,
Toulouse, France, in 1998.
From 1999 to 2000, he was a System Engineer
in electrical and fuel-cell bus projects with the
Alstom Transport, Tarbes, France. From 2000 to
2006, he was an Associate Professor with the Uni-
versity of Technology Belfort–Montbéliard, Belfort,
France. From 2006 to 2008, he was a Full Professor and the Head of the
“Fuel Cell Systems” Research Team of the Laboratory of Electrical Engineering
and Systems, University of Franche–Comté, Belfort, where, since 2008, he
has been a Full Professor and the Head of the “Energy Systems Modeling”
Research Team with the Franche Comté Electronique, Mécanique Thermique
et Optique–Sciences et Technologies, Centre National de la Recherche Sci-
entifique. He has published more than 150 scientific papers in peer-reviewed
international journals and/or international conferences. His main research activ-
ities concern fuel-cell systems that are dedicated to automotive and stationary
applications, modeling, nonlinear control, and energy optimization of these
systems, as well as fuel-cell system diagnosis.
Dr. Hissel is an Associate Editor of the IEEE T RANSACTIONS ON I NDUS -
TRIAL E LECTRONICS and ASME Fuel Cell Science and Technology. He is the
President of the IEEE Vehicular Technology Society French Chapter, a member
of the advisory board of the MEGEVH network, which is a French national
network on electric vehicles and hybrid electric vehicles, and a member of the
FC Lab Institute (dedicated to fuel-cell research).
Authorized licensed use limited to: University of Exeter. Downloaded on September 17,2020 at 22:34:43 UTC from IEEE Xplore. Restrictions apply.
2663
Alain Bouscayrol (M’02) received the Ph.D. de-
gree in electrical engineering from the Institut Na-
tional Polytechnique de Toulouse, Toulouse, France,
in 1995.
In 1996, he was an Associate Professor of elec-
trical engineering with the Laboratory of Electrical
Engineering and Power Electronics, University of
Science and Technology of Lille, Lille, France,
where he became a Full Professor in 2005. His
research interests deal with graphical descriptions
for modeling and control (including energetic macro-
scopic representation), with application in renewable energy systems, railway
traction systems, and electric and hybrid electric vehicles. Since 2005, he
has managed the MEGEVH, which is a French national network on energy
management of hybrid electric vehicles.
Olivier Pape received the Electrical Engineering
degree from the “Ecole Supérieure d’Ingénieurs en
Electronique et Electrotechnique,” Noisy-le-Grand,
France, in 1995.
After his military service in 1996 at the French
Defense Procurement Agency, from 1996 to 2000,
he was a Software Engineer with Alstom Transport,
Tarbes, France, where he worked on passenger in-
formation systems and train control and monitoring
systems. Since 2000, at Nexter Systems, Versailles,
France, after working as a Command and Control
Engineer in the mobility domain (hybrid vehicles, robotics, and yaw control),
he is currently the Research and Technology Project Manager in the domain of
inboard energy and mobility. His application field is mainly electrical hybrid
vehicles. He is a member of the MEGEVH, which is a French national network
on energy management of hybrid electric vehicles.
Marie-Cécile Péra was born in Paris, France,
in 1968. She received the Electrical Engineer-
ing degree from the Ecole Nationale Supérieure
d’Ingénieurs Electriciens de Grenoble, Grenoble,
France, in 1990 and the Ph.D. degree in electrical
engineering from the Institut National Polytechnique
de Grenoble in 1993 in magnetic material coating
studies.
From 1994 to 1999, she was an Associate
Professor with the University of Reims
Champagne–Ardennes, Reims, France, where she
studied nonlinear dynamics of electrical systems based on chaos theory. Since
1999, she has been with the University of Franche–Comte, Belfort, France. She
has worked on fuel-cell systems with the Laboratory of Electrical Engineering,
Electronics, and Systems. She has developed models for polymer electrolyte
fuel cells and solid oxide fuel cells. She also studies system architecture for en-
ergy optimization. Since January 2008, she has been with the Department of En-
ergy, Franche Comté Electronique, Mécanique Thermique et Optique–Sciences
et Technologies, from the Centre National de la Recherche Scientifique and
the University of Franche–Comte, where she is currently a Full Professor and
the Deputy Chief. She gives courses in electrical engineering with the Institut
Universitaire de Technologie de Belfort–Montbeliard, Belfort–Montbeliard,
France, for the bachelor’s degree and with the University of Franche–Comte
for the master’s degree. She has contributed to more than 100 publications in
international scientific journals and international conferences.