2020 IEEE 5th Information Technology and Mechatronics Engineering Conference (ITOEC 2020)

Parametric Matching and Simulation Analysis of the

Series-parallel Hybrid Electric Vehicle
Zhongwen Zhu1, Cheng Li1,2 ,Yongjun Tian1, Qing Wei1
1. CATARC (Tianjin) Automotive Engineering Research Institute Co.,Ltd, Tianjin, China
2. College of Mechanical Engineering, Southwest Jiaotong University

Abstract: The parameter matching and Simulation of multi-
power source hybrid components are carried out according to its
specific working principles and configuration characteristics.Fully
consider the dynamic and economic indicators of the whole vehicle,
In order to reduce the power loss of motor, the matching principle
of power demand and high efficiency working point is adopted to
select the parameters of driving motor, generator and engine.Based
on CRUISE, a controlled object model of the whole vehicle is built,
and the parameters of the matching power components are
simulated under the typical Chinese public transportation
conditions. The simulation results show that the multi-power source
hybrid components matched by the combination of power and
efficient working points can better meet the requirements of the
vehicle power economy
Keywords: Hybrid Electric Vehicle; Multiple power sources;
Parameter matching; Simulation
I. INTRODUCTION
There are numerous vehicle configurations in hybrid electric
vehicles (HEV). What ’ s more, the vehicle controls are very
complicated. The premise of HEV to play the role of energy
saving and environmental protection is to develop the optimal
matching method of Power-train Parameters. At present, only
the power of each power-train demand are considered by the
hybrid vehicle power system parameter matching method.The
working point of the motor is not combined with the actual
operating condition of the vehicle, Therefore, the power
parameters of each power component determined by the
conventional matching method are inefficient in the actual
work process, which affects the economic performance of the
whole vehicle[1,2,3].
II. POWER SYSTEM CONFIGURATION OF THE HYBRID
POWER SYSTEM
The power system configuration studied in this paper is a
hybrid vehicle with series and parallel combination. The
power components include motor, engine and generator. By
controlling the power output mode of engine, motor and
generator, the pure electric, series and parallel mode
management of the whole vehicle is completed. The basic
structure of hybrid system configuration is shown in Fig 1
When the gearbox is in neutral, there is no connection
between the engine and the output shaft of the power system,
and the motor drives the vehicle independently; if the battery
power is low at this time, the generator enters the series mode,
the generator starts the engine through the belt pulley, and
drags it to the target speed of the engine for power output,
providing power for the driving motor and charging the
battery. With the improvement of speed and acceleration
demand, the engine begins to directly connect to drive the
vehicle for driving, the vehicle enters parallel mode, and the
transmission is controlled in first or second gear, so that the
torque output by the engine and the torque output by the motor
are dynamically coupled, driving the vehicle together to meet
the driving demand of the driver.

In this paper, Fully consider the power and economic

indicators of the whole vehicle, reduce the power loss of the
motor, adopt the matching principle of combining power
demand and high efficiency work points, match the parameters
of the driving motor, engine and generator, build the test model
1-Engine, 2-Torsional shock absorber, 3-Motor, 4-Battery, 5-Generator
of the controlled object of the whole vehicle based on the
CRUISE professional simulation test platform, and design the
Fig 1 Basic structure of hybrid system configuration
multi- power of the preliminary design under the typical urban
public transport conditions of China The dynamic and
economic tests of the source parameters were carried out. III. PARAMETER MATCHING OF MULTI POWER SOURCE FOR
HYBRID ELECTRIC VEHICLE
A. Vehicle parameters and performance indicators
Basic parameters and indicators of the whole vehicle are
shown in TABLE.Ⅰ.

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 TABLE.Ⅰ VEHICLE TECHNICAL PARAMETERS AND DYNAMIC INDEX. Pall  Pj  Pf  Pw
Name Parameters 1 dv C A
 (  m  v  m  g  f  v  D v 3)
vehicle size（mm） 11900×2500×3300 3600 t dt 21.15 (4)
Axle base (mm) 5800
Frontal area (m2) 6.85 In formula: Pall is the total power for
Curb mass / maximum gross 12500/17500 Pj Pf
mass acceleration(kW), is acceleration power(kW), is rolling
Ratio of main reducer 6.14
resistance power(kW),and
Pw is air resistance power(kW), 
Tire radius（m） 0.465
Rolling resistance coefficient 0.015 dv
is rotary mass conversion factor, is acceleration.
Maximum velocity 69km/h dt
0-50km/h Acceleration time ＜23s The maximum output power of engine and motor at the
Maximum Gradient ＞20% P
end of acceleration all _ max ：
B. Total power matching of vehicle demand
Pall _ max  Pall (t )
The power performance of a vehicle is a very important t  tm

basic index for driving performance. Therefore, it is necessary   m  vm t  dt x m  g  f  vm CD  A

 [vm  vm ( m ) ]  vm 3
to ensure that the power performance of the designed hybrid 3600 t  dt tm 3600 t 76140 t
vehicle meets the design requirements, including the (5)
maximum speed, maximum gradient and acceleration
time[4,5] . Ptotal must
In formula: dt is the iterative steps size (s),
Maximum vehicle power demand corresponding to meet all of design goal:
maximum vehicle speed ：
Ptotal  Pmax  max( Pmax1 , Pmax 2 , Pmax 3 ) (6)
vmax CD  A  vmax 2
Pmax1  (m  g  f  )
3600 t 21.15 （1） Substituting vehicle performance indicator and parameters
in Table.1 into the formula (1) (2) (3) (4) (5) (6). Then, the
In formula: m is the vehicle full load quality,f is the rolling total power required for the normal driving of the vehicle can
be obtained.The drive power is at least 145kW. Considering
resistance coefficient, t is the drivetrain efficiency, C D is the
the power and loss of accessories, the driving power shall be
v
air resistance coefficient,A is the frontal area, max is the at least 150kW.
maximum velocity, t is 0-50kmh acceleration time .
The maximum speed of the final output shaft, torque
Secondly, the maximum required power of the vehicle demand of 10 km/h through 20% gradient and total power
corresponding to the maximum gradient . demand parameters provided by multiple power sources are
shown in TABLE.Ⅱ.
vi CD  A  vi 2
Pmax 2  (m  g  f  cos  max  m  g  sin  max  )
3600 t 21.15
TABLE.Ⅱ VEHICLE POWER DEMAND PARAMETERS
（2）
Speed requirements for maximum 2500
Finally, the maximum power demand of the whole vehicle velocity（rpm）
corresponding to the acceleration performance . 10km/h through 20% gradient ≥2800
The acceleration process of vehicle starting can be torque demand（N.m）
expressed as follows formula (3)： Total power provided by demand ≥150
power sources (kW)
t
v  vm ( ) x C. Power matching of each component
tm （3） a) Engine power matching

In formula: x is fitting coefficient，generally about 0.5；
tm ， vm is starting acceleration time and final velocity.
Considering the acceleration on flat road, the total power
required for the whole vehicle includes: acceleration power,
rolling resistance power and air resistance power:
In the hybrid electric vehicle, the engine has an important
impact on the power and economic performance of the whole
vehicle. If you choose too much power, it is easy to waste the
success rate. If you choose a smaller power, the power of the
whole vehicle is insufficient, which can not guarantee the
stability of battery power, and the power of the engine is at
least greater than the average power of the common working
conditions.The standard power of the engine can be gotten
115kW.

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 The engine power can be chosen 120kW. Fig.2 is the   m  vm dv
engine's map curve. Pm3  
3600  t dt （11）
d) Drive motor efficiency matching
When the power output of the drive motor is put forward,
the efficiency working range of the motor shall be taken into
account, and the working point of the motor shall be
controlled in the high efficiency range as far as possible, so as
to reduce the power loss of the motor, improve the efficiency
of the motor, and further improve the economy of the whole
vehicle.
After the peak power and the maximum speed of the motor
are determined by the above calculation, the high efficiency
area of the motor is usually determined by the rated speed and
Fig. 2 Engine map curve the rated power, and then the motor overload coefficient and
the base ratio are determined by the driving conditions of the
b) Generator power matching hybrid electric vehicle and the motor design and
The generator is mainly used to start the engine, adjust the manufacturing conditions, and finally the rated power and the
engine speed and power generation function. When starting or rated speed of the motor are determined.
adjusting the engine speed, the requirements for the generator
are high. At the same time, the engine and generator speed
shall meet the following formula:
BSG  k E exp
（7）

In which,  BSG is maximum allowable speed of generator

(rpm);  E exp is desired engine speed, k is pulley speed ratio.

c) Motor power matching

The natural speed of the driving motor shall be greater
than the speed value of the motor output shaft end after the
conversion of the maximum driving speed of the vehicle, as
shown in formula (8).
0.4
v i 30
n ISG  max d  （8） 0.35
3 .6 r 
0.3
Where r is tire radius, id is the main reduction ratio.
0.25
Percentage

Pm 2 is driving power of pure electric mode, Pm3 is

百分比

0.2

P
acceleration peak power requirements,therefor , m is driving 0.15

motor power . 0.1

Pm  Pm _ max  max  Pm 2 , Pm 3  0.05

（9）
0
0 5001000 1000 20001500 3000
2000 4000
2500 30005000
P
The power m 2 when vehicle is at starting and low speed
转速（rpm）
Speed

pure electric driving process is formula (10): Fig.3 Torque and speed distribution zone

1  vm2 tm t 0.5 C A tm t1.5  The statistics of motor torque and speed under the typical
Pm 2    m  mgf  vm ( 0.5 )dt  D  vm3 ( 1.5 )dt 
3600t tm  2  3.6 0 tm 21.15 0 tm urban  public transport conditions in China are shown in the

fig.3. The rated speed of the drive motor is 600~800rpm, and
（10） the rated torque is 1000N.m~1200N.m. t the same time,
The motor peak power when the vehicle accelerates is considering the driving power requirements of the motor, the
formula (11): rated torque of the drive motor is 1100n. M and the rated
speed is 700rpm.

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e) Parameters determination of each component
According to the principle of combining power and
efficiency, meet the requirements of vehicle power and
economy, and finally determine the basic parameters of engine,
motor and generator as shown in Table TABLE.III
TABLE.III BASIC PARAMETERS OF POWER COMPONENTS
Calibration power 120
（kW）
Maximum speed 2300
Engine (rpm)
Peak torque 720
(N.m)
Rated power 80
（kw） Fig.4 Vehicle model
Peak power 150
（kw） Dynamic simulation result is as follow TABLE IV：
TABLE.IV DYNAMIC TEAST RESULTS
Rated torque 1100
Drive (N.m) Dynamic index
motor Peak torque 2500 Maximum velocity 69km/h
(N.m) Acceleration time of 17s
Rated speed 700 0-50km/h
(rpm) Maximum gradient 25%
Maximum speed 2700
(rpm)
Rated power 25
（kw）
Peak power 35
（kw）
Rated torque 90
(N.m)
Generator Peak torque 150
(N.m)
Rated speed 2600
(rpm)
Maximum speed 4500
(rpm)
Fig. 5 Dynamic simulation
IV. SIMULATION TEST
Build the controlled object model of the whole vehicle on
CRUISE platform, as shown in Fig.4, and complete the signal
connection and simulation condition configuration [6,7]. At
the same time, build the control strategy model of the whole
vehicle based on Matlab/Simulink, compile and generate
dynamic DLL file for joint simulation, and conduct the
dynamic and economic simulation test for the designed and
calculated power system parameters in the form of the whole
vehicle.

Fig.6 Velocity curve of typical urban cycle conditions in China

Economic simulation result is as follow TABLE V：

TABLE.V ECONOMIC SIMULATION RESULTS
Working conditions typical urban conditions
in China

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 Comprehensive fuel 21.45
consumption（(L/100km)
From the test results, the matched power component of the
series-parallel Hybrid Electric Vehicle not only satisfies the
dynamic performance, but also the economical matching is
good.
V. CONCLUSION
In this paper, the parameter calculation and Simulation of
the multi power source hybrid components are carried out, and
the parameter selection of the engine and generator is
completed according to the power demand. In order to reduce
the power loss of the motor, the parameter matching principle
of combining the power demand and the high efficiency
working point is adopted to match the driving motor, so as to
ensure that the motor works in the high efficiency range as
much as possible, so as to determine the rated torque and
Rated speed. Based on the cruise platform, the controlled
object model of the whole vehicle is built for simulation and
verification. The parameters of the matched hybrid power
components meet the requirements of the power and economy
of the whole vehicle well.
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