Peugeot 208 Hev

Hybrid Electric Powertrain
Comparative Study

Friday, June 29, 2012
Rémy Laporte
KTH Royal Institute of Technology

Abstract

New trends for environmentally‐friendly mobility are rising and expectations derived from customers
are significant. Urban areas such as London or even Stockholm are starting to build urban tolls by
charging conventional vehicles while full‐electric powered vehicles are exempted. Carbon taxes will
be certainly introduced at the EU scale in the next decade, which will strengthen those expectations
of transportation changes especially regarding private vehicles. High electrification degree of
conventional vehicles has to be performed to answer to those expectations. To avoid range
restriction mainly related to the energy content limitations in battery electric vehicles (BEV), fuel
tank has to be kept in conjunction with internal combustion engine. Thereby, according to this
statement, the design of either a plug‐in hybrid electric vehicle (PHEV) or a range extender (REX) in a
second extent with an extensive full‐electric range is relevant in the next decade.

Figure 1: Peugeot 208 (side view)
The conventional vehicle here considered as reference is the Peugeot 208 manufactured by PSA
Peugeot Citroën since April 2012 and depicted in Figure 1. This vehicle will be transformed in a PHEV
according to four hybrid electric powertrains considered as relevant: Parallel hybrid topology, Series
hybrid topology, Power‐Split hybrid topology, and Series/Parallel hybrid topology. Energy
consumptions i.e. electric or fuel consumptions, performances such as top speed capabilities and
acceleration capabilities, and even manufacturing cost assessment are discussed in this material.
Advantages and drawback of the four hybrid drivetrains are highlighted regarding those
specifications. The Series hybrid topology is definitely more suitable for urban areas, whilst the
Parallel hybrid topology is more dedicated for road and highway driving conditions both regarding
energy conversion efficiency. The Power‐Split and the Series/Parallel hybrid topologies are more
multipurpose regarding energy consumptions. Basically carbon dioxide emissions are significantly
reduced for all the hybrid topologies in the same magnitude due to the similar extensive range
capability in full‐electric mode derived from the large battery pack implemented (PHEV/REX design).
Performances of the hybrid drivetrains are either enhanced especially regarding acceleration
capabilities mainly owing to power addition capabilities or degraded especially regarding top speed
capabilities mainly due to the vehicle gross mass increase. Manufacturing costs are significantly
increased since electrical machines, wirings, power electronics, battery pack and so on are added.
The most affordable PHEV/REX regarding exclusively manufacturing costs is the Parallel hybrid
topology for which the electrical machine is mounted on the front wheel.

‐i‐

Keywords

Hybrid electric vehicle, Range extender, Plug‐in hybrid, Parallel hybrid electric topology, Parallel
hybrid electric topology, Series hybrid electric topology, Power‐split hybrid electric topology, Peugeot
208, Emission reduction, Fuel consumption, Performances, Powertrain, Three‐cylinder engine,
Electrical Machine, Electrochemical battery, Planetary gear set, Atkinson, Matlab, Simulink.
Thanks

My 6‐month Master Thesis was carried out at PSA Peugeot Citroën Company in the Vélizy facilities in
southwestern Paris suburb. First of all I wish to thank a lot my company supervisor M. Ardeshir
GOLGOLAB to bring me supports and advice throughout my internship. In addition, I thank also a lot
all the staff members of the DPVE department at PSA which have pleasantly hosted me. Besides, I
thank M. Mats LEKSELL, teacher at the KTH Electrical Engineering department, who will recognize in
this material a relevant continuation of his course “Hybrid Vehicle Drives” [1]. Finally, I thank a lot my
academic supervisor, Ms. Annika STENSSON TRIGELL, teacher at the KTH Vehicle Engineering
department, for her support despite the distance.
‐ii‐

Content

Abstract .................................................................................................................................................... i
Keywords .................................................................................................................................................. ii
Thanks ...................................................................................................................................................... ii
Content .................................................................................................................................................... iii
1 Background ...................................................................................................................................... 1
1.1 Context .................................................................................................................................... 1
1.2 Aims & Purposes ...................................................................................................................... 1
1.3 Scopes ...................................................................................................................................... 1
2 Basics of Electrical Hybridization ..................................................................................................... 3
2.1 Electrical Hybridization Topology ............................................................................................ 3
2.2 Electrical Hybridization Degree ............................................................................................... 5
2.3 Summary.................................................................................................................................. 7
3 Presentation of Vehicle Components .............................................................................................. 8
3.1 Internal Combustion Engines .................................................................................................. 8
3.2 Electrical Machine & Power Electronics ................................................................................ 11
3.3 Battery Pack ........................................................................................................................... 13
3.4 Transmissions ........................................................................................................................ 18
4 Design & Modeling ........................................................................................................................ 22
4.1 Vehicle Specifications ............................................................................................................ 22
4.2 Reference Vehicles ................................................................................................................ 23
4.3 Power Preliminary Design of Hybrid Electric Powertrains .................................................... 30
4.4 Parallel Topology ................................................................................................................... 31
4.5 Series Topology ..................................................................................................................... 39
4.6 Power‐Split Topology ............................................................................................................ 45
4.7 Active Strategy Control .......................................................................................................... 50
4.8 Series/Parallel Topology ........................................................................................................ 53
5 General Comparisons .................................................................................................................... 58
5.1 Gross Mass Comparisons....................................................................................................... 58
5.2 Energy Consumptions ............................................................................................................ 58
5.3 Performances ........................................................................................................................ 62
5.4 Powertrain Manufacturing Cost Assessment ........................................................................ 63
6 Conclusion & Discussion ................................................................................................................ 64
‐iii‐

Appendix 1: Driving Cycles .................................................................................................................... 66
Appendix 2: Optimum Operating Line .................................................................................................. 69
Appendix 3: Energy Consumptions: Case Studies ................................................................................. 71
Appendix 4: Atkinson Cycle for Spark‐Ignition Internal Combustion Engine ........................................ 75
References ............................................................................................................................................. 78
Tables & Illustrations ............................................................................................................................. 79
Nomenclature ........................................................................................................................................ 83

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1 Background
1.1 Context
Transportation is fundamental for societal and economic growth. However, nowadays,
transportation is mainly based on fossil fuels such as oil and coal which are used through combustion
process which is both not so efficient and generator of greenhouse gases such as carbon dioxide. In
addition, those fuels are considered as non‐renewable energy that mankind is depleting faster than
the necessary time to aggregate the energy in them. Therefore, the exclusive use of those fuels will
lead to a quick overall depletion and major emission of greenhouse gases, which will induce both a
global warming hastiness and significant societal risks of instability. Accordingly, changes to a more
sustainable society less dependent on fossil fuels have to be operated, and consist of both pollutant
emission reduction and use of more environmentally‐friendly fuels for transportation purposes.
Here only the issues related to pollutant emission reduction are going to be discussed. The first
statement related to emission reduction can be achieved by improving energy conversion efficiency
of the various types of engine used today. One way to do that is to use energy buffering devices to
support the internal combustion engine during peak power requirements by making it operate at
higher efficiency without load amplitude requirements. Hybrid Electric Vehicles (HEVs) are induced
by this statement where the most known and simplest energy buffering system is implemented, the
so‐called electric battery.
1.2 Aims & Purposes
HEVs are characterized by their on‐board battery energy content and power capability, their
electrical machine power, and their powertrain layout. The first two features are more related to
vehicle performances such as acceleration capability, whilst the last feature is more related to the
core of the hybrid electric system. The aims and purposes of this material are to draw up a
comparative investigation between the main hybrid electric powertrains and the equivalent
conventional vehicle regarding energy conversion efficiency, performances, and costs.
1.3 Scopes
The comparative study drawn up in this material is focused on the Peugeot 208 (cf. Figure 2). Two
vehicles based on this car model powered either by the 1.0‐litre 3‐cylinder in‐line gasoline EB0
engine or by the 1.2‐litre 3‐cylinder in‐line gasoline EB2DT turbocharged engine are going to be
discussed and will be considered as reference vehicles in this study. The Peugeot 208 is considered as
a car from the B segment as the Volkswagen Polo for instance.

Figure 2: Peugeot 208 (rear view)
‐1‐

In addition, the comparative study regarding energy efficiency is going to be drawn up exclusively
through the WLTP (World harmonized Light‐duty Test Procedure) driving cycle, even though some
specific model validations and power designs are going to be made through other driving cycles:
NEDC (New European Driving Cycle) and INRETS UL1 cycle. Those three driving cycles are presented
with their respective details in Appendix 1.
Furthermore, only four hybrid electric powertrain families were considered to be relevant according
to HEV market today, technical feasibility, and development maturity. They are going to be
investigated in this material. In addition to those hybrid electric powertrains, only an application
plug‐in hybrid (PHEV) or range extender (REX) in a larger extent related to the electric hybridization
degree of the Peugeot 208 is going to be studied.
Finally, acceleration performance assessment is going to be carried out only according to the two
major performance tests: standing start testing up to 100 km/h, and acceleration testing from 80 up
to 120 km/h.
Handling and vehicle dynamics will not be discussed in this material.

‐2‐

2 Ba
asics of Ellectrical Hybridizzation
As preseented previo
ously, the aim of vehiclee electric hyybridization is
i to improvve energy co
onversion
efficienccy by supportting engine dduring peak load, and then reduce em missions succh as CO2. In addition,
the impllementation of electrical machines b brings new ccapabilities to the vehiclee such as full‐electric
propulsion mode and d regenerative braking.
Electric Hybridizatio
on is defineed both by its topologgy related to
t its dedicated hybrid d electric
powertrain and its degree regard ding its relative electrical machine poower for insttance. The re
eader has
to underrstand that bboth fields arre clearly ind
dependent.
2.1 Electrrical Hybrridization
n Topolog
gy
Hybridization topoloogy is the firsst feature related to HEV Vs. Any HEV iis first characterized by iits hybrid
electric powertrain. Plenty of various
v electtric hybrid drivetrains
d arre either un
nder develop
pment or
already purchasable today. How wever, all of tthem can be e gathered in n four main families accoording to
three specific featurees which aree the followin ng:
‐ ICE speed ad
djustment caapability
‐ ICE torque adjustment caapability
‐ Power addition capabilitty (engine & EM power addition)
Note thaat engine sp

peed and torrque adjustmment capabillities are req quired to easily make th
he engine
operate at specific operating
o oints with high efficienciies for a given required power derivved from
po
the roadd power requ uirements.
The firstt hybrid electtric family in
n term of veh hicles sold to power‐split ttopology whose main
oday is the p
featuress are ICE torq
que & speed adjustmentt capability in n conjunction with poweer addition capability.
The powwer‐split topo ology is depiicted in Figure 3. It consists of two eelectrical maachines, a po ower‐split
device (assumed to be a planettary gear seet as implem
mented in th
he Toyota Prrius), two electronics
power devices, and aa battery pacck. More dettails, especiaally regardingg related formula, will be e given in
the dedicated part.

Figure
e 3: Power‐Splitt Hybrid Electriic Powertrain Figure 4: P
Parallel Hybrid Electric Powerttrain
The secoond hybrid electric fam

mily in term of vehicles sold today is the parallel topologyy, whose
featuress are ICE to
orque adjusttment capab bility in conjunction witth power addition capaability. A
parallel hybrid powwertrain conssists of an electrical
e maachine, an automated
a ggearbox or a CVT, a
‐3‐

reduction gear set if required, a power electronics device, and a battery pack. Two layouts for the EM
implementation are today established:
‐ EM mounted between the engine shaft and the gearbox (or the CVT) after the gearbox clutch
‐ EM mounted somewhere between the gearbox (or the CVT) and the transaxle gear set
The first layout allows the vehicle to recharge its battery at standstill in neutral position of the
gearbox or the CVT. In addition, the EM mounted after the gearbox clutch allows the vehicle to be
propelled in full‐electric mode without engine friction. Note that the reduction gear set is potentially
not required for this layout since the shaft is rotating at high speed (engine speed). The second
layout does not allow the vehicle to recharge its battery at standstill, but nonetheless allows
smoothing breaking torque during gear change if a gearbox is implemented. In addition, mechanical
transmission efficiency is closely similar with this derived from the first layout in full‐electric mode
since the gears of the gearbox have to rotate partially. Finally the second layout with a 5‐speed
automated gearbox was selected as the reference parallel topology as pictured in Figure 4 for similar
concept development purposes with the hybrid system already developed by PSA Peugeot Citroën
under the name of “HYbrid4” [2] and the slightly better mechanical transmission efficiency in full‐
electric mode. Here the EM is mounted on the front transaxle gear set, whilst this is mounted on the
rear transaxle in the HYbrid4 system to get four wheel drive capability. Both are basically similar to
the second layout though the EM is not mounted on the shaft between the transaxle and the
gearbox (or the CVT). More details, especially regarding related formula, will be given in the
dedicated part.
In addition, the series topology defined as an electric generator for propulsion purposes, is the third
hybrid electric family in term of vehicles sold today (currently only sold by Fisker). The series
topology is depicted in Figure 5. Here only ICE torque & speed adjustment capability related to the
hybridization topology is achievable. The series hybrid electric powertrain consists of two EMs, one
defined as generator and another defined as traction machine, a reduction gear set for EM speed
adaptation purposes for the traction machine since the generator speed is assumed to fit with engine
speed, two power electronics devices, and a battery pack. More details will be given in the dedicated
part.

Figure 5: Series Hybrid Electric Powertrain Figure 6: Series/Parallel Hybrid Electric Powertrain
‐4‐

Finally, the
t last hybrid electric family
f is thee Series/Paraallel topology, whose feaatures are either
e ICE
torque & & speed adjuustment capaability or ICEE torque adju ustment capability in con njunction witth power
addition capability. Those featuures are nott exactly simmilar to them m presentedd in the casse of the
Power‐SSplit topologgy since theey cannot be performed d at the saame time. TThe Series/P Parallel is
picturedd in Figure 6.. It consist o
of two EMs, an automate ed gearbox w with only th
hree speed related to
the equiivalent seconnd, fourth an nd fifth gearr ratios, a red duction gearr set for the orange EM mounted
on the trransaxle geaar set, two po ower electro onics devicess, and a batteery pack. Mo ore details, eespecially
regardinng related forrmula, will be given in th he dedicated part.
Thereforre, hybrid eleectric powerrtrain topologies were inttroduced and are gatherred accordingg to their
specific ffeatures succh as power addition cap nstance in Figure 7. The Power‐Split topology
pability for in
is the on
nly one whicch can both aadjust engine operating points and aallow power addition. To opologies
are arran hat the colorr code for each hybrid eleectric powerrtrain will
nged by feattures in Figurre 7. Note th
be kept afterwards.

Figure 7: Principle Diagrram of Electric Hybridization TTopologies
2.2 Electrrical Hybrridization
n Degree
Hybridization degree is the seccond featuree related to
o HEVs. Acco
ording to reelevant specifications
regardin
ng various eleectrification degrees, thee HEV is deffined differenntly. Those sspecifications are the
followingg:
‐ Power ratio between ICEE power and EM power
‐ S
Stop & Start capability
‐ Regenerativee braking capability (limited or expan nded)
‐ Power assisttance to the ICE (limited or permanen nt)
‐ Full‐electric propulsion ccapability (lim
mited or expanded)
‐5‐

Those specifications are closely dependent on the electrification degree of the vehicle since this
latter has to be increased through higher EM power design or/and larger battery pack for instance to
achieve them. Five main hybridization degrees can be highlighted according to both their
specifications and their respective electrification degree and are depicted in Figure 8. Each
hybridization degree is discussed below in details:
‐ Micro Hybrid related to Stop & Start capability through the implementation of an ISG
(Integrated Starter Generator), and limited or optional regenerative braking capability
‐ Mild Hybrid related to Stop & Start capability, limited regenerative braking capability, and
limited power assistance to ICE
‐ Full Hybrid related to Stop & Start capability, expanded regenerative braking capability,
power assistance to ICE, and limited full‐electric propulsion capability
‐ Plug‐in Hybrid and Range Extender related to Stop & Start capability, expanded regenerative
braking capability, power assistance to ICE, and expanded full‐electric propulsion capability
Ab ICE power
sol
ut
e
Po EM power
w
er0% Electrification Degree 100%
Range Extender
Conventional
Battery
Micro Mild Hybrid Full Hybrid Plug‐in Hybrid
Vehicle Electric
Hybrid
Vehicle
Stop&Start Stop&Start Stop&Start Stop&Start

capability (ISG capability capability capability
introduction) Regenerative Regenerative Regenerative
Regenerative braking braking braking
braking capability capability capability
capability (limited) Power Power
(optional & Power assistance to assistance to
limited) assistance to ICE ICE
ICE (limited) ZEV capability ZEV capability
(limited) (expanded)

Figure 8: Hybridization Degree
The list above is indexed from the lighter electrification degree to the more advanced electrification
degree as shown in Figure 8. Indeed, the micro hybrid is the first step of electric hybridization of a
vehicle, whilst the plug‐in hybrid is the final one since the next step of electrification leads to remove
the engine and therefore to design a BEV. A range extender in this classification is basically similar to
a plug‐in hybrid about both electrification degree and specifications but is derived from a BEV whom
the need of a longer autonomy was resolved by adding a combustion engine. In addition, the relative
power curves related to both ICE & EM given in Figure 8 have to be considered as indicative.
Nonetheless, the slope changes for both curves pictured in Figure 8 are representative of the design
requirements of such‐and‐such HEV in conjunction with their respective electrical hybridization
degree.
‐6‐

2.3 Summary
To design a hybrid electric vehicle (HEV), two fields have to be taken into consideration
independently: the electrical hybridization topology and the electrical hybridization degree. On the
one hand, the electrical hybridization topology deals with powertrain layout, which induces specific
capabilities such as power addition capability for instance. On the other hand, the electrical
hybridization degree deals with electrification degree related to both electric power capability
through the EMs and energy storage capability through the battery. This electrification degree allows
the vehicle to get specifications such as stop & start capability, more or less extensive full‐electric
driving mode, and so on.
Through this introduction of Electrical Hybridization, the reader could accordingly get a better
understanding of both the aims and the scopes of this comparative study of hybrid electric
powertrains. Thereby, a significant battery content capacity in conjunction with high relative EM
power has to be considered since the main scope of this study is to design either a plug‐in hybrid or a
range extender in a larger extent. In addition, the four main hybrid electric families derived from the
Chapter 2.1 and their respective powertrain layout were introduced. Those four hybrid electric
powertrain families presented as another scope of this comparative study will be discussed later on
with more details regarding their respective energy efficiency, performances and costs.

‐7‐

3 Presentation of Vehicle Components
The main vehicle components and their related efficiencies are going to be discussed in details in this
section. First of all, the internal combustion engines used in this study are going to be introduced,
and then the electrical machine in conjunction with its related power electronics is going to be
presented. Finally, battery pack and mechanical transmission devices are going to be discussed.
3.1 Internal Combustion Engines
Internal combustion engines and related specifications are going to be discussed here. In the context
of electrical hybridization, the internal combustion engine is considered as the primary energy
converter. As specified in Chapter 1.3, the engines used in this study are the so‐called EB0 and EB2DT
engines manufactured by PSA Peugeot Citroën since the first quarter of 2012.
3.1.1 EB0 Engine
The EB0 engine is a 1.0‐litre 3‐cylinder in‐line spark‐ignition engine which delivers 50 kW peak power
(about 65 hp). This peak power provided by the engine allows the Peugeot 208 to reach a top speed
of about 170 km/h over a road gradient of 0%.
90
0. 2
0.35
0.3
50
0.15
0.32
1 .32
80 0. 0
0.35
0.3
70 40
0.25
0.2 0.22
0.27
0.32
60
Torque [Nm]
Power [kW]
30
0.15
50
32
0.3
0.
0.1
40
27
20
0.
0.3
30
5
0.2
00. .2
0.27
252
20 0.22 0 10
0
10 0. .2 0.15
15
0.1 0.1
0 0
0 2000 4000 0 2000 4000
Speed [rpm] Speed [rpm]

Figure 9: Efficiency Map, Full‐Load Line (left) & Maximum Power Diagram (right) of the EB0 Engine
The efficiency map and the full‐load line of this engine are presented on the left side in Figure 9,
whilst the engine power diagram is presented on the right side. The engine idle speed is of 1000rpm,
whilst the idle fuel consumption is of 0.28l/h. The red line corresponds to the engine full‐load line,
which corresponds to highest delivering engine torques for a given engine speed. The maximum
torque delivered by this engine is equal to 95Nm. The engine peak power of 50kW is reached for the
engine top speed of 5500rpm as depicted in Figure 9. In addition, the highest energy conversion
efficiency achieved by the EB0 engine is about 35%.
For both hybridization and gear shifting strategy purposes, the OOL (Optimum Operating Line)
related to this engine has to be drawn up. The OOL gathers the most efficient operating points of this
‐8‐

engine for a specific load requirement. The blue line in Figure 10 shows the OOL related to the EB0
engine. More information about the OOL and its purposes are depicted in Appendix 2.
0.3
90
0.35
1
0.3
0.
2
0. 3
257
80 00.2.
22
0.2
0.
0.3
0.15
5
70
3
0.
32
0.1
60 0.
0.32
Torque [Nm]
50
3
0.
0.25
0.27
0.22
40 0.32
0.2
0.3
0.15
0.3
30 7 0
0.2
0.27 0.25 0.
0.1
20 0.25 0
0.22 0.2 2
0.2 0.2
10 0.15
0.15 0.15
0.1 0.1
0
0 1000 2000 3000 4000 5000
Speed [rpm]

Figure 10: Efficiency Map, Full‐Load Line & OOL of the EB0 Engine
3.1.2 EB2DT Engine
The EB2DT engine is a 1.2‐litre turbocharged 3‐cylinder in‐line spark‐ignition engine which delivers
75kW peak power (about 100 hp). This engine is implemented in the sportive version of the Peugeot
208. The peak power provided by the engine allows the Peugeot 208 to reach a top speed of about
195km/h over a road gradient of 0%
80
0.1
180
0.35
0.37 0.36
0.35
160 70
00. 3
0.32
0.3
0.27
140 5 60
0.25
0.3
0.22
0.36
0.37
0.2
0.36
0.15
120
50
Torque [Nm]
Power [kW]
100
0.1
40
3
0. 35
0
80
3 30
0.302.3
0
0.2
60
0.25
0.2
7 2
7 20
0.2
0.2
0.15
40 5
0. 2
0.22 10
20 0.2
0.1
0.15
0 0
0 2000 4000 0 2000 4000
Speed [rpm] Speed [rpm]

Figure 11: Efficiency Map, Full‐Load Line (left) & Maximum Power Diagram (right) of the EB2DT Engine
The efficiency map and the full‐load line of this engine are presented on the right side in Figure 11,
whilst the delivering engine power is on the left side. According to its related engine efficiency map,
the best energy conversion efficiency achieved by the EB2DT engine is equal to 37% i.e. 2% higher
‐9‐

than the EB0 highest efficiency owing to the turbocharged feature. The engine peak power equal to
75kW and is achieved at top engine speed i.e. 5500rpm. In addition, the maximum torque delivered
by this engine is of 187Nm as depicted by the full‐load line. Finally, the idle engine speed is equal to
1000rpm, whilst the idle fuel consumption is of 0.47 liters per hour.
The OOL of the EB2DT engine was also drawn up for both hybridization and gear shifting strategy
purposes. The blue line in Figure 12 corresponds to the OOL related to the EB2DT engine, whilst both
engine efficiency map and engine full‐load line are also depicted. More information regarding the
OOL and its purposes are located in Appendix 2.
0.
180 0. 32
0.27
35
0.25
0.3
0.22
7
0.3
160
0.2
6
36
0.35
0.15
0.35
0.
0.1
140 0.3
0.320.3
0.37
120
35
0.
Torque [Nm]
100 0. 36
0.27
0.25 2
5
0.3
0.2
80
0.2
2
0.3
0.15
60
0.1
0.32 0.3
0.3
40 0.27
0.27 0.25
0.25 0.22
20 0.22 0.2
0.2
0.15 0.15
0.1 0.1
0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
Speed [rpm]

Figure 12: Efficiency Map, Full‐Load Line (blue line) & OOL (red line) of the EB2DT Engine
3.1.3 Dynamic Operation of Internal Combustion Engines
The engine operating points vary as quickly as the power requirement is varying. All the engine
efficiency maps presented previously are related to combustion performances in stationary
operation. Thereby, the same maps are not clearly similar in transient transition when changing from
one stationary operating point to another. Indeed there are several phenomena related to change of
operating point which impact combustion performances such as [3]:
‐ Air and exhaust gas flow changes i.e. “plug” effect of these gases
‐ Injection of more or less fuel leads to wall‐wetting phenomenon i.e. partial condensation of
injected fuel to the inlet manifold, which reduces fuel that reached combustion chamber
The engine control system associated with a rate of change of operating point via the means of a first
order time constant allows the operation of the ICE to avoid dynamic effects. Thereby, if an internal
combustion engine is used with limited dynamics owing to e.g. a 1‐second time constant, then the
stationary maps presented above are more accurate to describe engine combustion performances.
The motivation beyond better accuracy is that the intended use in a hybrid electric powertrain in a
natural way allows limitation of engine dynamics. Note that this dynamic limitation is not possible
with conventional powertrains since the engine has to supply power at any time according to the
very variable road power requirements. Thereby, those engine efficiency maps will be assumed to be
enough correct for simulation purposes even for the two reference vehicles powered by a
conventional powertrain and presented later on.
‐10‐

3.2 Electrical Machine & Power Electronics
3.2.1 Electrical Machine
The electrical machine (EM) used in this material is the so‐called EHA machine manufactured by the
BMW/PSA Joint Venture (BPCE). This machine is a radial three‐phase permanent magnet
synchronous machine whose rotor consists of an alloy of neodymium, iron and bore. In addition, the
EM full‐load line is depicted as a red line in Figure 13. In addition to the full‐load line, the efficiency
map pictured in corresponds to the EM efficiency by including power electronics efficiency as well.
Thereby, copper losses, iron losses (hysteresis losses and eddy current losses), friction and windage
losses of the machine [4] coupled with conduction and switching losses of the power electronics [5]
are depicted in this efficiency map. Note that beyond the full‐load line the efficiency map was
expanded in order to avoid computing failures. The maximum torque delivered by the machine is
equal to 170Nm and is achievable up to the base speed. The base speed of this machine is equal to
200rad/s.
Field weakening operation is included in the full‐load line depicted in Figure 13. However, the field
weakening used with the EHA machine is not equivalent to an ideal field weakening since the
machine mechanical power is not constant beyond its base speed. Figure 14 depicts this difference
caused by EM design limitations and EM control strategies between ideal field weakening operation
and real operation through both a ωT diagram on the left side and a ωP diagram on the right side.
Therefore, the peak power delivered by the EHA machine is equal to 43kW and is only reachable for
a speed of about 400rad/s. The mechanical power released at EM top speed is equal to 32.5kW i.e.
almost one quarter less than its peak power. In addition, a maximum energy conversion efficiency of
93% is achievable by the EHA machine.
0.9
0.9
0.9
0.9
0.9
160
0.9
0.8
0.9
0. 7
0.6
0.5
0.4
0.9
140
120
0. 85
100
Torque [Nm]
0.9
0.9
0.9
0.9
0.9
0.9
0.8
0.9
0.7
0.6
0.5
80
0.4
0.9
60
0. 9
0.9
0.92
0.85
40
0.9
0.92 0.9 0.09.9
0.8
20
0.7
0.6
0.5
0.9
4
0.92 0.92
0.
0.9
0.7
0.8
0.6
0.850.4
0.5 0.9
0.7
0.8
0.850.4
0.6
0.5 0.850.4
0.8
0.7
0.6
0.5
0
0 200 400 600 800 1000 1200 1400
Speed [rad/s]

Figure 13: Efficiency Map & Full‐Load Curve (red line) of the EHA Electrical Machine
Both the efficiency map and the full‐load curve of the EHA machine were considered as reference for
either upsizing or downsizing purposes through machine torque and speed distortions according to
power design of various hybrid electric powertrains. Note that the value of 35kW was considered as
the EM reference power for upsizing/downsizing purposes. This reference power value is closer to
the top speed power than the peak power since the designed vehicles in this material have to be
‐11‐

designed for relatively high top speed in full‐electric driving mode as discussed later on in the
Chapter 4.1.
0.9
45
0.9
0.9
160
0.9
0.85
40
140
0.9
0.8
0.7
0.6
0.5
0.4
35
120
0.9
0.9
30
100
0.9 0.9
Torque [Nm]
Power [kW]
0.9
0.9
25
0.9
80
0.85
20
0.8
0.9
0.9
0.7
0.6
0.5
0.4
60
15
0.9
40 0.9
0. 10
92
0.9
9
Efficiency Map 0.
20 5
0.9
ideal ωT diagram ideal ωP diagram

0.9
real ωT diagram 0.9 real ωP diagram

2
0.
0.85
0.8
0.7
0.6
85
0 0.8
0.7
0.6
0.5
0 4 0.4
0.5 0
0 500 1000 0 500 1000
Speed [rad/s] Speed [rad/s]
Figure 14: Ideal & Real Field Weakening Operations related to the EHA Electrical Machine
3.2.2 Power Electronics
Power electronics used in conjunction with the EM are four‐quadrant AC‐DC converters since the
battery pack used in this material supplies a DC current, whilst reverse and braking capabilities have
to be carried out by the EM through an AC current. The AC‐DC three‐phase converter consists of a
three parallel‐connected full‐bridge converters, as depicted in Figure 15. Power electronics efficiency
is already included in the EM efficiency map presented previously.

Figure 15: Three‐phase ac‐dc Converter [5]
In addition, pulse width modulation (PWM) is the method used for controlling the output voltages in
this three‐phase AC‐DC converter through the three power transistor devices. Power MOSFETs
(Metal‐Oxide‐Semiconductor field‐Effect Transistor) are usually the best candidates as transistor
devices in applications below 400V as assumed here. Indeed, in this voltage range, power MOSFETs
have lower on‐state voltage drop, faster‐switching speeds and are easier to control in comparison
with IGBTs (Insulated‐Gate Bipolar Transistors). Figure 16 depicts the circuit symbol of both a power
MOSFET and an IGBT.
‐12‐

Figure 16: Circuit Symbols of Power MOSFET (left) & IGBT (right) [5]
In addition to the AC‐DC converter whose efficiency is included in the EM efficiency map depicted
previously, a DC‐DC converter has to be implemented between the battery pack circuit and the DC
circuit dedicated for the auxiliaries. This converter has a given conversion efficiency between 95 and
98% and was assumed to be negligible in this study. Thereby, the DC‐DC converter efficiency
implemented in all the hybrid electric powertrains was assumed to be equal to 100%, and therefore
was not taken into consideration for modeling.
3.2.3 Regenerative Braking Capability
One of the main advantages of the design of EMs implemented in vehicles is the capability to recover
energy during braking, the so‐called regenerative braking. Here full capability to recover braking
energy was assumed in all this material since four‐quadrant power electronics were assumed to be
implemented in conjunction with suitable motor control system and braking management system
such as the so‐called EHB system (Electronic Hydraulic Brake). Note that this full capability is however
limited by the design regarding torque, speed, and power of the reference EM depicted previously by
assuming that both the full‐load line and the efficiency map are similar between the quadrants.
3.3 Battery Pack
Plug‐in hybrid electric vehicles and related issues are going to be discussed in this material. As
depicted in the part “Context”, one way to improve efficiency of the ICE‐powered vehicles is to
implement a buffering energy system in order to handle energy consumption variations such as
absorbing braking energy or supporting the primary energy converter (internal combustion engine).
Here in the electrification context, the secondary energy storage i.e. the battery pack is in most cases
electrochemical.
First of all, a short overview of the electrochemical storage systems related to the battery pack
technologies are going to be introduced. The aim of this first part is to warrant the finally selected
battery technology. In addition, the battery simulation model is going to be discussed. And finally,
the three battery strategy managements considered as relevant are going to be depicted in details.
3.3.1 Electrochemical Storage
An overview of the technologies of electrochemical storage related to the electrical battery pack is
going to be introduced in this part.
Numerous battery types have been developed, but only a small number of them can be taken into
consideration for traction purposes. Four main features are related to the battery technology. The
energy density (Wh/kg) gives a relation between battery weight and battery energy content. This
parameter allows usually assessing vehicle range. The power density (W/kg) is a measure of the peak
power capability related to the maximum available electrical current that the battery can deliver as a
function of its weight. This parameter is directly connected to both the vehicle acceleration capability
‐13‐

and its achievable top speed. In addition to those two features, the cycle life is the number of
discharge/charge cycles a battery can sustain. The cycle life capability is closely related to many
factors such as power level at which the battery operates, the temperature, the depth of discharge,
and so on. The cycle life feature is given in number of cycles i.e. a charge followed by a discharge
according to specific charging and discharging degrees. Here the life cycle is considered as
terminated when the battery capacity falls under 70% of its nominal energy capacity. Finally, the last
battery feature is its cost given per kWh. Table 1 gathers all the main electrochemical battery
technologies used today and their respective features. The energy content values given in Table 1
have to be compared with those from both the gasoline and the diesel which are both equal to about
12kWh/kg.
Battery Energy Content Power Density Cycle Life Cost Assessment

Technology [Wh/kg] (cell level) [W/kg] (cell level)
Lead‐Acid 35 110 600‐1000 €
Nickel‐Cadmium 50 175 1500‐2000 €€€
Nickel‐Metal 70 200 1500 €€
Hydride (NI‐MH)
Sodium‐Sulphur 107 100 600 €€
Sodium‐Nickel 90 110 1000 €€
Chloride (ZEBRA)
Zinc‐Bromine 70 100 1000 €€
Zinc‐Air 180 125 400 €
Lithium 100‐200 1000 1500 €€‐€€€
Table 1: Energy Content, Power Density, Cycle Life & Cost Assessment of Main Battery Technologies [3]
High power density is required for power assistance to the engine and high energy recovering
capability during braking in battery charge sustaining mode. In addition to this specification, high
energy content is also required since one of the scopes of this study is to design a PHEV with an
extensive full‐electric mode i.e. an extensive battery charge depleting mode capability. Finally, the
battery cycle life has to be as high as possible since the full‐electric driving mode will be regular.
Therefore, according to those requirements, only the nickel‐metal hydride and the lithium
technologies are likely to be used as secondary energy storage system in a PHEV. The main
advantage of the NiM‐H technology is its cost in comparison with this related to the Lithium
technology. However, its high energy content capability in conjunction with its higher power density
makes the lithium technology as electrochemical energy storage the best candidate for the design of
a PHEV.
According to the Vehicle Specifications, by assuming in a first extent an electric consumption of
about 120Wh/km, a requirement of about 9kWh lithium‐ion battery pack whose 85% is considered
as useful is implemented in each hybrid electric powertrain with an energy content of 80Wh/kg
(battery packaging mass included).
3.3.2 Battery Model
The battery model depicts the battery losses that are dissipated through heat. A battery model can
be made very complex, since many factors have to be taken into consideration such as the SOC
(State‐Of‐Charge), the temperature, the electrical current, the SOH (State‐Of‐Health), and so on. In
‐14‐

this comparative study, a simple battery model was implemented which is characterized by both a
constant internal resistance and a constant battery voltage. This battery model is one of the simplest
one, but is well suitable for comparison purposes, and allows also the simulation computing times to
be shorter. This battery model is depicted in Figure 17.
Ploss
ibatt
Rbatt
ebatt Pcharge Pterm

Figure 17: Schematic Model of the Battery used in this material
Here a battery voltage of 300V was assumed coupled with a battery loss at nominal power
(PtermMAX=50kW) equal to 10%. This value of 50kW is derived from the electrical machine power
requirement according to the Vehicle Specifications discussed later on. By taking into consideration
those two assumptions, a battery resistance can be computed by taking into consideration Equations
( 1 ), ( 2 ) and ( 3 ). Here the battery resistance is thereby equal to 0.22Ω. Note that all parameters
are described in the
Nomenclature.
. . ( 1 )

0.90 ( 2 ) 0.10 ( 3 )

In addition to those two main assumptions, the battery efficiency can be computed owing to
Equations ( 4 ) and ( 5 ) . Finally, the battery efficiency as a function of the battery terminal power is
depicted in Figure 18. Negative power corresponds to battery discharging, whilst positive power
corresponds to battery charging. Moreover, the battery efficiency values in the battery discharging
area have to be understood by comparing them with two, which leads to get a battery efficiency of
about 60% as battery discharging level of 50kW.

2. 2. ( 4 )

.
( 5 )

Note finally that the assumption of a constant battery terminal voltage is not so aberrant since the
related power electronics converter is usually used to adapt the battery to a fixed voltage in order to
‐15‐

ensure right operation of the traction system components. The most aberrant assumption in this
battery model is the constant resistance. Indeed, this latter parameter is significantly dependent on
the battery SOC, its temperature, and the battery terminal power level. However, the value of 0.22Ω
for the battery resistance taken into consideration in this material is not so aberrant. Indeed, this
value is close to the overall resistance value of the 192‐cell lithium‐ion battery whose 96 cells are in
series studied currently at PSA Peugeot Citroën. This specific battery delivers an overall voltage of
almost 345V for a nominal voltage of 3.6V per cell while its overall capacity is of 15kWh. The nominal
cell resistance is about equal to 2.5mΩ at 20°C and equal to 3.5mΩ at 10°C. Thereby, the overall cell
resistance of this battery is included between 0.12Ω and 0.17Ω respectively. Even though this specific
battery pack is slightly different to this implemented in this study especially regarding its capacity,
the magnitude is similar since windings and connectors were not taken into consideration previously.
Windings and connectors have to be taken into consideration. That is why a slightly higher overall
resistance of 0.22Ω was finally chosen afterwards.
Battery Charge Efficiency

2
1.8
1.6
1.4
1.2
Efficiency
0.8
0.6
0.4
0.2
0
-4 -3 -2 -1 0 1 2 3 4
Battery Power [W] 4
x 10

Figure 18: Battery Efficiency as a function of Battery Terminal Power
3.3.3 Battery Strategy Managements
Two basic battery charge modes are implemented for the design of a PHEV. Those two basic modes
are depicted in Figure 19. The main purpose of a PHEV is to get the capability to recharge the battery
directly from the grid and therefore consume first cheap electricity. This capabilty is depicted
through the charge depleting mode from a maximum SOC value (100%) up to a specific reference
SOC value considered as 5% in this material. When the battery SOC reaches the reference SOC value,
the SOC value has to be maintained around the reference SOC value. The battery is never emptied
completely. Here the second battery charge mode, the so‐called charge sustaining mode, is
implemented as depicted in Figure 19.
‐16‐

Charge Depleting
mode
SOC Max

Charge Sustaining
mode
SOC sustMax
SOC sustRef
SOC sustMin
Distance

Figure 19: Principle Chart of the Battery Charge Modes for a PHEV
As discussed, the battery charge sustaining mode is dedicated to maintain the SOC value around the
reference SOC value. In this material, two charge sustaining strategies were implemented in order to
assess more accurately and without bias the energy conversion efficiency capabilities related to each
hybrid electric powertrain investigated in this material.
The first sustaining mode, the so‐called “sustaining I”, corresponds to a basic controller whose
reference value is equal to the reference SOC value. In all the Simulink models related to each
powertrain topology, a basic proportional controller was introduced in order to adjust power
requirement derived from the battery. Thereby, a continuous power balance over the battery has to
be performed and the main adjustment variable is to change the power delivered by the engine by
taling into consideration the road power requirements as well. This specific sustaining mode is
depicted in Figure 20.
ICE on @
highest
efficient
operating
SOCsustMax
point
SOCsustMin
SOCsustRef
SOCsafety ICE off
ICE on @
highest
power
Distance Distance

Figure 20: Principle Charts of “Sustaining I” mode (left) and “Sustaining II” mode (right)
In addition to the “sustaining I” charge sustaining mode, a second sustaining mode, the so‐called
“sustaining II”, was introduced and corresponds to an alternation of short charge depleting mode
followed by short recharging mode. The main idea of this charge sustaining mode is to make the
engine operate at its highest efficiency when this latter is turned on. The power related to this best
efficient operating point is called PiceOPTIMAL and is derived from ωiceOPTIMAL and TiceOPTIMAL. Obviously
when the power delivered by the engine at its highest efficient operating point is not enough to keep
‐17‐

the SOC value around the reference SOC value, the engine has to operate at its maximum power.
Thereby, three parameters related to respective SOC values were introduced in this charge sustaining
mode under the names of SOC max, SOC min, and safety SOC. A basic algorithm was implemented
through Simulink in order to make this mode operate properly as depicted previously (cf. Equation
( 6 ) where P*iceDEPLETION is the reference engine power requirement when ICE turned on). The basic
principle of this algorithm is presented in Figure 20. This particular charge sustaining mode is more
dedicated for specific hybrid electric powertrains such as Series hybrid powertrain which have the
capability to make the engine to operate along its OOL. Note however that basically this strategy is
based also on a power balance over the vehicle, only the SOC target is changed regularly and this
induces high power requirements to charge and then discharge the battery. Thereby the engine will
not operate all the time at its highest efficiency especially when the SOC value is close to the SOC
max value since the engine power requirements might be lower than PiceOPTIMAL. However
experiments have shown that most of the time the engine is operated at its highest efficient
operating point owing to the battery charge controller design especially.
0
. ( 6 )
The reader has to understand that CO2 emissions related to fuel consumption is closely dependent
on the battery strategy implemented in charge sustaining mode. Thereby, specific driving conditions
such as urban conditions are more beneficial for such‐and‐such battery strategy management, whilst
highway conditions would be rather more beneficial for the other one. Switch between the two
battery strategies in charge sustaining mode was taken into consideration in this material and was
called “Active Strategy Control”. This active battery management will be discussed more in details
later on.
3.4 Transmissions
3.4.1 Reduction Gear Set
In each hybrid powertrain topologies, one reduction gear set at least was implemented in order to
adjust the EM top speed with the vehicle top speed. Thereby, reduction gear ratio issues are going to
be discussed later on according to the power design for each hybrid electric powertrain layout. This
reduction gear ratio corresponds also to the final gear ratio derived from the transaxle gear set in the
conventional vehicles as the reference EB0‐powered Peugeot 208 for instance.
A reduction gear set is characterized by a fixed‐gear ratio (gr). Torque and speed relations over a
reduction gear set are depicted in Equations ( 7 ) and ( 8 ). Those two formulas are based on the
principle sketch presented below in Figure 21. In this material, a constant transmission efficiency of
98% was assumed for a reduction gear set.
( 7 ) ( 8 )
‐18‐

gr
Tinput
ωinput
Toutput
ωoutput

Figure 21: Principle Sketch of a Reduction Gear Set
3.4.2 Gearbox
Both gear ratios and gear shifting strategy are going to be discussed in this section. Two gearboxes
are going to be considered in this study. A first one dedicated for the EB0‐powered Peugeot 208, and
another one dedicated for the EB2DT‐powered Peugeot 208. Those gearboxes introduced in this
material have to be considered as automated gearboxes i.e. with automatic gear selection according
to a specific gear shifting strategy. The mechanical efficiency of this transmission is assumed to be
equal to 96% with transaxle gear set efficiency included.
3.4.2.1 Gear Ratios
The term “gearbox” here gathers the automated 5‐speed gearbox coupled with a transaxle gear set.
Table 2 shows the gear ratios and the final gear ratio derived from the transaxle gear set for the EB0‐
powered Peugeot 208. In addition, gear ratios and final gear ratio for the EB2DT‐powered Peugeot
208 are depicted in Table 3. All those ratios were given in vehicle speed according to an engine
reference speed of 1000 rpm. Note that the gear ratios are similar, which implies that the two
gearboxes are basically similar. Only the final gear ratios are different, and reflect the higher
available engine torque delivered by the EB2DT engine in comparison with the less powerful EB0
engine.
Gear Ratio Gear Ratio

1st 3.42 1st 3.42
2nd 1.81 2nd 1.81
3rd 1.28 3rd 1.28
4th 0.98 4th 0.98
5th 0.77 5th 0.77
Final gear set 4.92 Final gear set 4.52
Table 2: Gear Ratios of the Gearbox & Final Gear Ratio Table 3: Gear Ratios of the Gearbox & Final Gear Ratio
for the EB0‐powered Peugeot 208 for the EB2DT‐powered Peugeot 208
3.4.2.2 Gear Shifting Strategy
The main issue related to a gearbox is to know when to change speed. The aim of this gearbox has to
be an eco‐gearbox related to emission reduction in the context of this study. Therefore, the main
purpose of the gear shifting strategy is to maximize engine efficiency in order to reduce fuel
consumption, and then restrict CO2 emissions. Thus, the engine OOL is going to be used in order to
find the most appropriate gear ratio to maximize energy conversion efficiency through the engine.
The gear selection strategy related to the gear shifting strategy is depicted in Figure 22 and was used
in each powertrain equipped with a gearbox. First of all, the given road power requirement (velocity
and wheel torque are given respectively by the driver model) allows getting access to engine speed
and torque related to the engine OOL. Then, the ideal gear ratio is computed and corresponds to the
‐19‐

speed ratio between the wheel speed and the engine speed derived from its OOL. Later on, gear
selection is carried out through a Look‐up Index block by selecting the closest gear ratio to the ideal
ratio. Therefore, the real engine speed can be computed and the real engine torque is then derived
from a power balance over the gearbox. Finally, the real engine operating point is thereby known.
Wheel Torque Requirement Vehicle Velocity
Traction Power Requirement
0.1
90
0.3
0.32
0.35
80
0.32
0.3
0. 35
0.25
0.22
70
0.27
0.2
0.15
0.32
60
Torque [Nm]
0.1
32
50
0.3
0.
40
7
0.3
0.2
0.25
30
0.22
5
0.27
0.2
0.2
0.15
20 2
0.2
0.2
0.1
10 0.15
0
0 200 400
Speed [rad/s]
Ideal Engine Torque Ideal Engine Speed
OOL
Ideal Gear Ratio
u k
k
f
Gear Selection
f
Prelookup
(Look‐up Index)
real Engine Torque real Engine Speed
Energy Balance

Figure 22: Gear Shifting Strategy related to Gearbox
Note that when a need of acceleration is required, gear position is likely to be reduced. Indeed, the
vehicle speed is relatively low at the beginning, whilst the engine speed has to be high according to
its OOL in order to get enough power to propell the vehicle.
3.4.3 Planetary Gear Set
A planetary gear set is used in general as a power‐split device in the power‐split hybrid electric
powertrain. Thereby, this mechanical transmission device is going to be discussed in this part and is
highly related to the power design of the power‐split hybrid electric powertrain discussed more in
details later on.
In this material, the power‐split powertrain layout corresponds to one introduced by Toyota with its
Prius i.e. the ICE connected to the carrier wheel, and the two electrical machines EM1 and EM2
connected respectively to the solar wheel and the ring wheel [6]. In addition, the ring wheel is
connected to the vehicle wheels through the transaxle gear set. This specific layout is depicted in
Figure 23. The way how this transmission device is working in the case of the power‐split topology is
going to be discussed later on.
‐20‐

Figure 23: Plane
etary Gear Set a
and Basic Layout
A planettary gear sett is characterized by its rratio betwee en the ring wwheel radiuss and the sollar wheel
radius. TThis ratio is d
depicted in EEquation ( 9 ) and is called kpl. A torq
que applied on the carriier wheel
leads to be altered o on the solar wheel accorrding to Equation ( 10 ). This same to orque applieed on the
wheel leads tto be altered
carrier w d on the ring wheel accorrding to Equaation ( 11 ).
( 9 )
( 10 ) ( 11 )
In addition to those relations, sp
peed relation n between planetary wheeels is depictted in Equattion ( 12 )
as a funcction of the p
planetary gear ratio (kpl)..
( 12
2 )
By assum ming that the transmisssion losses of a planettary gear seet are purely related to
o friction
between n gears, a mechanical
m transmission efficiency of
o 97% for this
t device w
was assume ed in this
material. This value included beetween thosse derived frrom the reduction gear set and thee gearbox
reflects tthe limited aamount of geears operated in this mecchanical tran nsmission device.

‐21‐

4 Design & Modeling
This part is dedicated to the power design of each hybrid electric powertrain and the related
justifications according to the vehicle specifications. In addition, modeling is going to be discussed
meanwhile for each investigated powertrain.
4.1 Vehicle Specifications
Vehicle specifications regarding top speed, acceleration, ranges, and so on have to be presented in
order to make the power design feasible for each hybrid electric powertrain. Those specifications are
depicted in and are indexed according to either ideal specifications (top edges) or admissible
specifications (limit edges). In addition, three driving modes are discussed in Table 4. The “electric
mode” corresponds to a full‐electric traction mode where the engine is turned off. The “hybrid
mode” corresponds to a battery charge sustaining mode where both ICE and EMs are working.
Finally, the “Unavailable battery mode” is related to a driving mode where the battery reaches its
minimum SOC and cannot assist any more the engine. Long slope and extreme temperature
conditions are the typical example of this latter driving mode.
Specifications Ideal Admissible

Car model Peugeot 208 Peugeot 208
Passengers 5 4
Usage Multipurpose Multipurpose
CO2 emission [g/km] < 25 < 49
Range [km] based on WLTC 90 60
Electric
mode
Vmax [km/h] (4% road gradient) 145 130

0 ‐> 100 km/h [s] 10 16
80 ‐> 120 km/h [s] 8 14
Hybrid
mode

0 ‐> 100 km/h [s] 10 16
80 ‐> 120 km/h [s] 8 14
Unavailable

Battery
mode

0 ‐> 100 km/h [s] 12 20
80 ‐> 120 km/h [s] 8 17
Table 4: Vehicle Specifications
One of the main scopes of this study is to design either a plug‐in hybrid or a range extender. Thereby,
the related electrification degree has to be high, which means high EM power and high battery
energy content for extensive full‐electric mode purposes. In Table 4, the specifications related to the
electric mode and to the hybrid mode are similar. To reflect this, the design of a high electrified
vehicle where the driver cannot feel the driving mode shift is considered. The values regarding
performances are directly derived from the Nissan Leaf in the Ideal column and from the Peugeot Ion
‐22‐

in the Admissible column. In addition, most of the required top speeds are given with a road gradient
of 4% in order to make the designed vehicles to get robust features regarding gradeability for
instance. Note also that top speeds in “Unavailable Battery” mode are basically similar to those
derived from the Hybrid mode since the speed has to be maintained and that involves no battery
power assistance. Performances related to acceleration ability are also discussed through two
standard acceleration tests: standing start testing up to 100km/h, and acceleration testing from 80
up to 120km/h.
4.2 Reference Vehicles
In this part, the two reference vehicles, the EB0‐powered Peugeot 208 and the E2DT‐powered
Peugeot 208, are going to be introduced with more details especially regarding modeling.
4.2.1 Power Design
Basic technical parameters of the Peugeot 208 powered by either the EB0 engine or the EB2DT
engine are depicted in Table 5. The wheel radius of those two vehicles was induced owing to
Equation ( 13 ) where Rwheel and Iwheel stand respectively for the wheel radius and the wheel involute.
Note that a Stop&Start system, also called Stop&Go system, is introduced in term of weight in Table
5 for energy efficiency comparison purposes.
Engine EB0 EB2DT

MV (Vehicle Mass) 1001 kg 1050 kg
Stop&Start +16kg +16kg
Wheel Radius 0.3014 m 0.3014 m
Cr (rolling resistance coefficient) 0.008 0.008
S.Cx (drag surface & coefficient) 0.655 m2 0.655 m2
Table 5: Technical Parameters of the EB0‐powered Peugeot 208 and the EB2DT‐powered Peugeot 208
( 13 )
2.

In addition to the wheel radius, both rolling resistance coefficient and drag resistance coefficient with
related surface are also given. All those parameters allow acceding to the so‐called road resistance
force. A road power requirement can be derived from this road resistance force and is depicted in
Equation ( 14 ) where α is the road angle.
1
. . . . . . . ( 14 )
2

Power requirement for both reference vehicles with 75kg of cargo are depicted in Figures 24 and 25.
Note that the power requirements for those two car models are very close due to a relative similar
vehicle mass. In addition, the road power requirements were also drawn up for various road
gradients from 0% up to 7%. Thereby, as a first approach the top speeds achievable are respectively
145km/h and 175km/h for the EB0‐powered Peugeot 208 (50kW) and the EB2DT‐powered Peugeot
208 (75kW) for a road gradient of 4%. Note here that the gearbox ratios are not taken into
consideration and are closely related to the top speed capability. The gearbox ratios are taken into
consideration in Figures 26 and 27. Thereby, the top speed of the reference vehicle powered by the
‐23‐

EB0 engine is of 140km/h for a road gradient of 4%, whilst the top speed of the second reference
vehicle is decreased to 170km/h.
100 100
0% gradient 0% gradient
90 4% gradient 90 4% gradient
7% gradient 7% gradient
80 80
70 70
Road Power [kW]
Road Power [kW]

60 60
50 50
40 40
30 30
20 20
10 10
0 0
0 20 40 60 80 100 120 140 160 180 0 20 40 60 80 100 120 140 160 180
Vehicle Speed [km/h] Vehicle Speed [km/h]

Figure 24: Road Power Requirement for the EB0‐ Figure 25: Road Power Requirement for the EB2DT‐
powered Peugeot 208 powered Peugeot 208
80 80
5th 5th
70 4th 70 4th
3rd 3rd
2nd 2nd
60 60
1st 1st
Road Power Road Power
50 50
Power [kW]
Power [kW]
40 40
30 30
20 20
10 10
0 0
0 20 40 60 80 100 120 140 160 180 200 0 50 100 150 200 250
Vehicle Velocity [km/h] Vehicle Velocity [km/h]

Figure 26: Top Speed Capability (Road Gradient of 4%) Figure 27: Top Speed Capability (Road Gradient of 4%)
of the EB0‐powered Peugeot 208 of the EB2DT‐powered Peugeot 208
1800 3000
5th 5th
1600 4th 4th
3rd 2500 3rd
1400 2nd 2nd
1st 1st
1200 Maximum Wheel Torque 2000 Maximum Wheel Torque
Wheel Torque [Nm]
Wheel Torque [Nm]
1000
1500
800
600 1000
400
500
200
0 0
0 20 40 60 80 100 120 140 160 180 200 0 50 100 150 200 250
Vehicle Speed [km/h] Vehicle Speed [km/h]

Figure 28: Wheel Torque Diagram for the EB0‐powered Figure 29: Wheel Torque Diagram for the EB2DT‐
Peugeot 208 powered Peugeot 208
In addition to the top speed definition for both reference models, performances of the two reference
vehicles have to be assessed owing to wheel torque diagrams. Note that acceleration performances
‐24‐

are assessed according to a road gradient of 0%. Maximum wheel torque is depicted in Figures 28
and 29 respectively for the EB0‐powered Peugeot 208 and the EB2DT‐powered Peugeot 208. Note
that the engine top speeds were intentionally slightly reduced (blue lines) since the required ideal
top speed according to the Vehicle Specifications is only of 145km/h. Since the maximum available
wheel torque is known for any vehicle speeds, the acceleration performances can be computed
owing to Equation ( 15 ) (force balance over the vehicle). Twheel stands for the wheel torque provided
by the engine while Froad is the road resistance force (rolling and drag resistance forces). Note that
inertia masses for all the topologies derived from rotating parts were neglected in this study as
depicted in Equation ( 15 ) since considered as negligible compared with the vehicle gross mass.
. ( 15 )
Performances regarding numerical values related to those two reference vehicles are gathered later
on in 8 in the section 4.2.3. The related acceleration performances were computed instead by the
Simulink models by introducing speed echelons as reference speeds. By using models, delay times
such as gear shifting times and time constant responses are here taken into consideration through
the Simulink modeling.
4.2.2 Modeling
4.2.2.1 Driver Model
The driver model is designed as a simple PI‐controller with anti‐windup on the integrator to prevent
saturation in the actuator. The required wheel torque (Twheel) to perform the requested vehicle speed
(v*) is computed owing to Equation ( 16 ). Note that the requested vehicle speed is provided by the
driving cycle speed‐point diagram through a look‐up table.
1
. . ( 16 )
.

The parameters of the PI controller (K and τ) are going to be discussed through a simple closed loop
speed control system (cf. Figure 30). The poles of this system were placed at the limit to oscillatory
poles i.e. poles equal to 0. This choice gives rather good dynamic performance without an oscillatory
behavior.
* *
v + Speed F F 1 v
1
Controller
‐

Figure 30: Simple Driver Model
The basic speed control transfer function is depicted in Equation ( 17 ) where Kv is the static gain and
Ti is the integration time constant.
1
1 ( 17 )
‐25‐

Thereby, the closed system transfer function and its related poles are presented respectively in
Equations ( 18 ) and ( 19 ). As discussed previously, by placing the poles at the limit to oscillatory
poles i.e. the equation discriminant equal to zero for dynamic purposes, the static gain of the speed
controller has to be related to its integration time constant as depicted in Equation ( 20 ).
1
( 18 ) ( 19 )
2 4

4
( 20 )
Thus the gain is proportional to the vehicle mass. Finally, the integration time constant has to be
selected as Ti = 3s in this material. This value is dedicated for a 1000kg vehicle and is then
proportional to the vehicle weight. The basic relation between Ti and Mv is depicted in Equation ( 21 )
and was used for all the models designed in this material. Thereby, for a 10000kg vehicle, the
integration time constant is equal to 10s instead of 3s. In addition the integration time constant
corresponds also to a fraction of the acceleration time to 100km/h that can be expected.
1000
3 7. ( 21 )
9000

The driver model implemented in all the Simulink models is depicted in Figure 31. Note the anti‐
windup on the integrator through the capabilities to initialize the controller integral to a desired
value (initial condition equal to 0), to disable the integral function until the to‐be‐controlled process
variable has entered the controllable region (closed loop applied on the wheel torque difference
through the “Max Wheel Torque” saturation block), and to apply saturation limits over the
integration block.
|u|
Kv
1 Integration
v* 1/Ti 1 rw 1
s Ttot*
F * -> T * Max Wheel Torque
2 |u|
v
Abs Close the integral action
at standstill Driver is modelled as a PI controller
Tactive torque is computed by the controller

Figure 31: Simulink Model of the Driver Model
4.2.2.2 Model of ICE Operating Point Selection
As described previously, the gear shifting strategy related to the gearbox is based on the engine OOL.
Thereby, ideal engine torque and speed according to the engine OOL as a function of the traction
power requirement derived from the Driver Model has to be computed.
‐26‐

This ICE operating point selection is ensured by two Look‐up Table blocks as depicted in Figure 32. In
addition, Saturation blocks were also added in order to reflect engine torque and speed limitations. A
Min/max block was also added in order to reflect torque limitation as a function to engine speed.
min
Topt_ice
1
MinMax
Torque Tice*
limitation -> T
2
wice*
wopt_ice

Figure 32: ICE Operating Point Selection according to its OOL
4.2.2.3 Gearbox Model
The gearbox model implemented in the two reference models and also in all the powertrains
requiring a gearbox with more and less gears is going to be depicted in this part. The gear shifting
strategy was discussed previously and is presented in Figure 22.
The core issue of this strategy is to select the right ratio according to the methodology derived on the
ideal gear ratio. This selection is carried out by a Look‐up Index Search block in conjunction with a
Direct Look‐up Table block as depicted in Figure 33. One of the inputs of this Simulink model is the
ideal gear ratio computed upstream. The closest gear is then selected owing to the Look‐up Index
Search block which locates the input’s relative position within a specific range of number (here the
gear ratios derived from the gearbox). An interval index (here the gear position) and a distance
fraction (here the gear ratio distance expressed in percentage between the selected ratio and the
next one) are returned by this block. In addition, gear shifting hysteresis is introduced through a
Relay block applied on the distance fraction. Finally the gear position is known and the related gear
ratio has to be computed owing to the Direct Look‐up Table block located upstream.
Hybrid
wice_new
1 Switch4
2
10s+1
Downshift
u 1-D T[k]
1 k em
f
Ideal_ratio
Saturation
Direct Look-Up
PreLook-Up Relay
Table (n-D)
Index Search
3
Scope
SOC
OOL_Follower
Number_of_gears
0

Figure 33: Gear Ratio Selection Model
Note that a so‐called “Speedy” variable was introduced in the Simulink model through a Relay block
called “Downshift”. The aim of this variable is to make the gear shifting strategy be more sportive i.e.
a “one gear down” strategy. As long as the new ICE speed reference is low, a one gear ratio higher
i.e. a lower gear position than the ideal one is selected. This strategy is given up when the engine
speed reaches 85% of the engine maximum speed, and is reengaged when the engine speed drops
below 55% of the engine maximum speed.
‐27‐

Furthermore, a second Direct Look‐up Table block in conjunction with a Compare To Constant block
was added in order to avoid the engine to operate at higher engine speed than its related maximum
speed. This second loop is not depicted in Figure 33 and is located just downstream.
4.2.2.4 Road Model
The road resistance force derived from Equation ( 14 ) was modeled in Simulink through the
following model (cf. Figure 34). The input data of this model are the vehicle velocity (only variable
input), the air density, S.Cx, Cr, the road gradient given in %, the vehicle mass, the gravitational
constant, whilst the only output is the road resistance force. This output data is then used to
compute the new vehicle velocity through a force balance over the vehicle, which induces vehicle
acceleration calculation.
Air resistance
rho_air
S.Cx
1/2
v
1 |u|
Abs
-1 1
Sat +/-1
Froad
Mv
grav
Roll resistance
Cr
-K-
sin atan Slope [%]
u2 Slope
sqrt
2
u 100

Figure 34: Road Model
4.2.2.5 Stop&Start Model
The reference vehicles can be equipped with a Stop&Start system, also called Stop&Go system. This
system can turn off the engine as a function of a dedicated methodology: the engine is turned off if
both the wheel speed is low and the wheel torque requirement derived from the driver model is
equal to zero. This system was introduced in order to make more relevant energy conversion
efficiency comparisons between powertrain topologies. The Simulink modeling of the Stop&Start
system is depicted in Figure 35. This Simulink model consists of a “NAND” logical operator box in
conjunction with two Relay blocks.
2 Turn off ICE @ low speed and low torque if StopAndGo option is on
NAND
Twheel*
1 @ Twheel=0
1 @ standstill StopAndGo
with T*wheel >1 Switch2
1
1
wwheel
1 @ wwheel low

Figure 35: Stop&Start Model
4.2.2.6 Model Validation
Model validation is going to be discussed in this part in term of energy conversion efficiency
expressed as C02 emission per kilometer in the case of the EB0‐powered Peugeot 208 in comparison
‐28‐

with the official emission value. The emission value related to this specific conventional powertrain is
of 100gCO2/km over the NEDC cycle [7].
A fuel consumption of 4.37l/100km over the NEDC cycle through the EB0‐powered Peugeot 208
model was computed. Thereby, the CO2 emissions related to the Simulink model are equal to
100gCO2/km for an auxiliary load of 100W (instead of 200W). This specific choice concerning the
auxiliary load allows getting results closer to the official emission certification. Therefore, a load of
100W was applied for all the powertrains depicted in this material later on.
In addition, fuel consumption reduction of 5% according to the NEDC cycle was computed through

the Simulink model by implementing the Stop&Start system presented previously. This magnitude
regarding fuel consumption saving related to the implementation of such system is common in the
literature. For instance, fuel saving of 6% was achieved by the Valeo‐made Stop&Start system over
the European cycle [8].
Thereby, the conventional Simulink model related to both the EB0‐powered Peugeot 208 and the
more sportive EB2DT‐powered Peugeot 208 is validated and was used as a basis for model creation
of all the hybrid electric powertrains.
4.2.3 Results: Energy Consumptions & Performances
This last part dedicated to the two reference vehicles gathers the gasoline consumptions over the
European cycle and the WLTP cycle. In addition to those figures, those derived from the
implementation of a Stop&Start system are also depicted in this part. Gasoline consumptions given in
liter per 100 kilometers for both car versions are depicted in Tables 6 and 7. Those results will be
compared with those coming from hybrid electric powertrains later on.
Engine EB0 EB0 (Stop&Start)

Consumptions
NEDC 4.37 4.15

[l/100km]
Gasoline
WLTC 4.68 4.62

WLTC Urban 4.38 3.99
WLTC Urban 2 3.86 3.83
WLTC Road 4.34 4.32
WLTC Highway 5.62 5.62
Table 6: Fuel Consumptions of the EB0‐powered Peugeot 208
Engine EB2DT EB2DT (Stop&Start)

Consumptions
NEDC 5,02 4,64

[l/100km]
Gasoline
WLTC 5,12 4,99

WLTC Urban 5,55 4,86
WLTC Urban 2 4,36 4,29
WLTC Road 4,69 4,63
WLTC Highway 5,82 5,81
Table 7: Fuel Consumptions of the EB2DT‐powered Peugeot 208
Fuel consumptions are higher over the WLTC cycle in comparison with those derived from the
European cycle. Higher severity regarding acceleration requirements related to the WLTP cycle is
reflected in those results and is discussed in more details in Appendix 1. Note that the fuel saving
capability owing to the implementation of a Stop&Start system is significantly reduced over the
WLTC cycle. In addition, larger fuel saving capability is noticed in the case of the EB2DT engine with
‐29‐

the implementation of a Stop&Start system. This extensive fuel saving is explained by a higher idle
fuel consumption for the EB2DT engine.In addition to energy consumptions, performances regarding
acceleration and tops speeds of both reference vehicles are depicted in 8. Figures in Tables 6, 7 and 8
are gathered in Chapter 5 with those derived from the other investigated drivetrains to ease the
comparisons.
Engine EB0 EB2DT

Top Speed [km/h] (4% gradient) 139 175
0‐>100 [s] 12.2 7.2
80‐>120 [s] 10.4 5.9
Table 8: Performances of Reference Vehicles

4.3 Power Preliminary Design of Hybrid Electric Powertrains
This part is dedicated to the preliminary design for the various hybrid electric powertrains according
to the Vehicle Specifications in order to get basic assumptions related to their power requirements.
The vehicle gross mass assumed in this part for calculation purposes and its related parameters such
as drag coefficient and rolling resistance coefficient are directly derived from the EB0‐powered
Peugeot 208 as depicted previously in Table 5. Specific power margins were added in order to offset
the gross mass differences between the EB0‐powered Peugeot 208 and the various hybrid electric
powertrains. Note that the powers computed in this part have to be considered exclusively as
indicative powers regarding the different driving modes and their related top speed requirements
since the gross mass of each PHEV are not yet known.
80
4% gradient
70
60
50
Road Power [kW]
40
30
20
10
0
0 20 40 60 80 100 120 140 160 180
Vehicle Speed [km/h]

Figure 36: Power Requirement in Electric & Hybrid Modes
According to the Vehicle Specifications, a top speed of at least 130km/h along a road gradient of 4%
is expected in full‐electric mode, hybrid mode (battery charge sustaining mode) and unavailable
battery mode. Thereby, by applying a relative power margin of 25% since vehicle gross mass increase
not taken into consideration in a first extent, a power of 50kW is required (cf. Figure 36).
‐30‐

Preliminary design of power requirements are gathered in Table 9 according to the three driving
modes depicted in the Vehicle Specifications.
Preliminary Design of Power Requirements
Electric Mode Hybrid Mode Unavailable Battery Mode
50kW 50kW 50kW
Table 9: Preliminary Design of Power Requirements for the Various Hybrid Electric Powertrains
4.4 Parallel Topology
In this part, the Peugeot 208 parallel hybrid electric topology powered by the EB0 engine is going to
be discussed in details regarding power design and modeling. In addition to those two topics, basic
results of this hybrid topology will be depicted such as energy consumptions and performances.
4.4.1 Operating Principle
This part is dedicated to the operating principle of a parallel hybrid electric powertrain. Various
parallel hybrid electric powertrains with various layouts exist. The selected parallel topology layout
for similar concept development purposes is depicted upstream in this material in Figure 4.
120
100
80
Speed [km/h]
60
40
20
0
0 200 400 600 800 1000 1200
Time [s]

. 0
ICE Efficiency Map
0.2225
90
0.27
0.
0.2
0.35
0.3
0.15
0.32
0.
0.1
32
80
0.35
0.3
70
60
0.32
0.270.25
0.22
0.2
OOL
Torque [Nm]
0.15
50
2
0.3
0.3
0.1
0.27
40
0.3
&
30
0.25
0.27
20 0.22
0.25
0.2
0. 0.2
22
0.15
10 0.15
0.1
0.1
0
0 100 200 300 400 500 600
Speed [rad/s]
Fuel consumption
& & CO2 emission
& .

Figure 37: Operating Principle of the Parallel Hybrid Electric Powertrain
Operating principle related to the selected parallel hybrid topology is depicted in Figure 37. The
traction wheel torque (Twheel) and then the traction power (Ptraction) are computed by the Driver
Model. A basic energy balance over the vehicle is depicted in the first equation where the part
related to the battery power is reflected as a SOC difference. The ideal engine power requirement
(PICE) is then computed. According to the engine OOL, ideal engine torque (TICE) and speed (ωICE) are
computed. The Gear Shifting Strategy related to the gearbox is then applied through the gear
‐31‐

selection n (grx). The real enginee torque annd speed are
a then computed (TICCEreal & ωICErreal). Fuel
consump ption and CO O2 emissionss is finally deerived from the real ICE operating p point. Finallyy, the EM
fills in w
what the engiine cannot d due to dynam mic limitation and operation only at high efficien ncy. Note
that gr corresponds tto a reductio on gear set aand its value
e is fixed for speed adapttation of the e EM as a
function of the vehicle top speed requirem ment. Note that
t no inerttia was takeen into consideration
such as sshaft inertia in order to rreduce comp puting time.
4.4.2
2 Power D Design
This parrt is dedicatted to the power desiign of the Parallel Peu
ugeot 208 PPHEV by takking into
considerration both tthe EB0 engine as primaary energy co onverter andd a 2/3 EB0 engine (dow wnsizing).
Mass assessment fo or two parallel scenarios is going to be first carried out. Theen justificatio
on of the
power design is goin ng to be discu ussed accord
ding to the V Vehicle Speciifications by adjusting meanwhile
the gearr ratio of the transaxle geear.
4.4.2.1 Mass Assesssment
As said ppreviously, two basic power designs regarding the primary eenergy converter are going to be
discussed. Mass asssessments off those two scenarios are
a depicted in Table 10 0. Thereby, the
t mass
differencce between those two power design n scenarios iss equal to 144kg only. Notte here that the issue
discussed is the enggine downsiizing capabillity despite the power requirementts of 50kW depicted
previoussly since thee vehicle gro
oss masses are
a now kno h scenarios. In addition, a 50kW
own in both
electricaal machine with
w its relatted mass off 45kg for both scenarioos was implemented to o suit the
power p preliminary d design in electric mode. Finally, a 9kkWh lithium‐‐ion technolo ogy battery pack was
also impplemented acccording to tthe assumpttion regardin ng full‐electrric range speecifications e
expressed
in Batterry Pack. The row “Mass increase” in n Table 10 is computed aas a function n of the vehiicle gross
mass of the EB0‐pow wered Peugeot 208 i.e. 10 001kg.

Table 10: Gross Masss of the EB0‐po
owered Parallel Topology (leftt) and Gross Mass of the 2/3 EB0‐powered P
Parallel
T
Topology (rightt)
4.4.2.2 Scenario Seelection
Since grross mass of
o each scen nario are kn
nown and are
a slightly different, the two road power
requiremment along a road gradient of 4% related to each
e scenariio can be drrawn (cf. Figgure 38).
Thereby to reach a ttop speed of at least 1300km/h along a road gradiient of 4%, aan engine power of at
least 42//43kW is reqquired for bo
oth scenarioss (overlappin ng curves). Th
he reader haas to understtand here
that the top speed oof any hybrid
d electric toppology is given by the po ower exclusively delivere ed by the
‐32‐

engine (primary energy converter) since only this latter is working at constant speed in battery
charge sustaining mode (hybrid mode). Obviously, this top speed is purely indicative and can be
overtaken with the EM boost but only during a short time since the battery charge has to be kept
around a specific SOC value as discussed in Chapter 3.3.3.
60
Parallel Hybrid Topology powered by EB0 (4% gradient)
Parallel Hybrid Topology powered by 2/3 EB0 (4% gradient)
50
40
Road Power [kW]
30
20
10
0
0 20 40 60 80 100 120 140 160 180

Figure 38: Road Power Requirements respectively for 2/3 EB0‐powered and EB0‐powered Parallel Hybrid Electric
Scenarios
Therefore, the 2/3 engine downsizing scenario is finally given up due to top speed limitation in
comparison to the Vehicle Specifications, and only the EB0‐powered scenario is thereafter kept.
In addition, the 50kW EM implemented according to the power preliminary design is kept also since
this power allows the vehicle to reach top speed specifications in full‐electric mode. Thereby, the EM
presented in Electrical Machine was upsizing of 1.4 regarding its torque magnitude.
4.4.2.3 Transmission Adaptation
The parallel hybrid electric powertrain discussed in this part consists of an EM used both for
regenerative braking and for acceleration requirements (electric boost). Thereby the gearbox and the
transaxle gear basically designed for the EB0‐powered Peugeot 208 (reference vehicle) have to be
adapted in order to enhance energy conversion efficiency and to keep in parallel admissible
performances. Here only the transaxle gear ratio i.e. the final gear ratio is going to be adapted for
cost effective purposes.
The method used to solve this issue was to make a Matlab program where the value of the final gear
ratio related to the transaxle gear varies between 1 up to 5 with a step of 0.5 knowing that the initial
final gear ratio for the mechanical transmission of the EB0‐powered Peugeot 208 is equal to 4.92.
Here the limit case is that related to the Unavailable Battery mode for which the EM boost is not
available. However both driving modes, Hybrid mode and Unavailable Battery mode, related to
engine turned on operation were investigated. Fuel consumptions over the WLTP cycle and
performances for both driving modes are depicted in Figures 39 and 40. Note that the fuel
consumptions in Hybrid mode presented in Figure 39 are corrected with respect to the SOC
reference value since this specific driving mode corresponds to a battery charge sustaining mode
(“sustaining I” here). Note also that the top speed is equal to 130km/h along a 4% road gradient in
‐33‐

Hybrid mode, whilst this is only 90km/h along a 0% road gradient in Unavailable Battery mode
(admissible vehicle specifications). Owing to the EM boost capability, no transaxle adaptation
limitations regarding performances are highlighted in Hybrid mode. Only limitations regarding
performances for transaxle gear adaptation appear in Unavailable Battery mode. Those limitations
allow determining the adequate final gear ratio. Thereby, according to the diagrams, the best final
gear ratio value regarding energy conversion efficiency by keeping admissible performances will be 3
for both the Hybrid mode and the Unavailable Battery mode.
6 16 6 50
Vmax Vmax
0->100 km/h 45 0->100 km/h
14 80->120 km/h 80->120 km/h
5.5 5.5
40
Fuel Consumption [l/100km]

12
35
5 5
Time [s]
Time [s]
10 30
4.5 4.5
25
8
20
4 4
6
15
3.5 4 3.5 10
1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5
Final Gear Ratio Final Gear Ratio Final Gear Ratio Final Gear Ratio

Figure 39: Corrected Fuel Consumption (left) & Figure 40: Fuel Consumption (left) & Performances
Performances (right) as a function of Final Gear Ratio in (right) as a function of Final Gear Ratio in Unavailable
Hybrid mode Battery mode
10,00
9,00
8,00
7,00 Conventional
6,00 Stop & Start
5,00
Parallel (kgear = 2.5)
4,00
3,00 Parallel (kgear = 3)
2,00 Parallel (kgear = 3.5)
1,00
0,00
INRETS UL1

Figure 41: Fuel Consumptions over INRETS UL1 cycle
However, beyond performance verifications, fuel consumptions over very slow driving cycles such as
the INRET UL1 cycle (cf. Appendix 1) have to be computed to know if the transaxle gear elongation is
not too much. Corrected fuel consumption over this specific cycle with a final gear value of 3 is
slightly higher than this given by the EB0‐powered Peugeot 208 with the initial final transaxle gear
equipped with a Stop&Start system. Two other final gear ratios were considered 2.5 and 3.5 as
depicted in Figure 41. The final gear value of 3.5 allows the parallel PHEV to achieve lower fuel
consumption than this given by the Stop&Start system. Note that the slightly over fuel consumptions
of the various parallel PHEVs are mainly caused by the gross mass increase, the transaxle gear
elongation and the bad efficiencies of the EM operating points (black points on the EM efficiency
map) due to low‐speed conditions as depicted in Figure 42.
‐34‐

0.7
0.6
0.5
0.4
0.9
0.9
0.9
0.9
200
0.85
0.9
0.9
0.8
0.9
150
0.9
Torque [Nm]
0.7
0.6
0.5
0.4
0.9
0.9
0.9
0.9
100
0.9
0.9
0.85
0.92
0.9
0.9
0. 8
0.9
50
0.9
0.7 0.92
0.6
0.5
0.4
0.92 0.92 0.9

0.85 0.9
0.7
0.6
0.8 0.4
0.5 0.8 0.9
0.85 0.7
0.6
0.5
0.4 0.85
0.8 0.4
0.6
0.5
0
0 200 400 600 800 1000 1200 1400
Speed [rad/s]

Figure 42: EM Operating Points over the INRETS UL1 Cycle with a Transaxle Gear Ratio of 3.5
Since the fuel consumption difference is limited, the initial transaxle gear adaption from a ratio value
of 4.92 to 3 could be finally kept afterwards for energy consumption purposes. However a transaxle
gear ratio of 3.2 was finally preferred for performance purposes especially regarding top speed
capability i.e. to reach at least 130km/h over a road gradient of 4%. Indeed a top speed of only
132km/h is reachable and considered as too close to the related admissible specification (cf. Vehicle
Specifications) due to the gearbox ratios for a transaxle gear ratio of 3 as depicted in Figure 43.
90
5th
80 4th
3rd
70 2nd
1st
60 Road Power
Power [kW]
50
40
30
20
10
0
0 50 100 150 200 250 300
Vehicle Velocity [km/h]

Figure 43: Top Speed Capability (Road Gradient of 4%) for the EB0‐powered Parallel Topology with a Transaxle Gear Ratio
of 3 instead of 4.92
4.4.3 Modeling
Many models such as the Model of ICE Operating Point Selection, the Gearbox Model and the Road
Model used in the models of the two reference vehicles equipped with a conventional basic
powertrain are also used in the parallel PHEV model. However, here power balance has to be carried
out according to the battery power requirements and the road power requirements. In addition, the
selection of the EM operating points has to be made and its related model will be also presented.
4.4.3.1 Power Flow Control
The Power Flow Control block depicted in Figure 44 is dedicated for the power balance calculation
and consists of the Battery Charge block (green block), the ICE Operating Point Selection block (red
‐35‐

block) according to its related OOL, the Gearbox block (blue block) where the specific gear shifting
strategy according to the engine OOL is applied, and the EM Operating Point Selection block (yellow
block).
Charge control
No Charge
3 SOC P charge * Control if
SOC Conventional
No Em
0 if conventional
Hybrid gr wem
Vehicle speed 0 -C- -K- 5
to
Wheel speed
ICEof f 2
2 1/rw w_wheel
v ICEoff
Tice*
P* Tice* Tice_new* Tice_new* Tice* 1
1 wice* Tice*
Twheel* wwheel wice* wice_new* wice_new*wice* 3
Tractive ICEof f
Power wice*
SOC OOL Follower
Twheel* ICEof f utv x 7
Gear Selection Tice* utvx
4 Optimal
operating point utv x Tem* 6
Speed
Twheel* Tem*
EM Torque
These blocks split the torque between the ICE and EM
The EM fills in what the ICE cannot in hybrid mode
In Charge depletion mode the ICE fills in when the EM cannot.
In NON-Hybrid mode the ICE is alone

Figure 44: Power Flow Control Block
Dynamic operations of the internal combustion engine are limited by a low‐pass filter whose time
constant is the so‐called τcharge. Fuel consumption and related emissions are out of proportion when
making the engine operating points to change faster in comparison with the fuel consumption and
related emissions in stationary operation. Thereby, the required engine power derived from the
energy balance is processed by this low‐pass filter as depicted in Figure 45. This dynamic limitation
capability related to the engine is applied for all the hybrid electric powertrains. A value of 2s was
selected for τcharge and was unchanged between the hybrid electric powertrain models. Thus, peak
powers of less than 2s derived from both road power and battery power requirements are not taken
into consideration by the engine.
1 1
1/(Tau_charge) 1
P ice* s
P ice
Wbatt

Figure 45: Low‐pass Filter for Engine Dynamic Limitation
1
ksoc 1
SOC
P charge *
Sum1
SOC controller gain
From
Strategy
Switch1
SOC_batt_ref

Figure 46: Battery Charge Controller
The battery charge control is ensured through a basic proportional controller whose static gain is
called kSOC. This specific controller is depicted in Figure 46. The Switch block implemented in this
block allows the battery strategy in charge sustaining mode to be switched. In addition, kSOC is
determined owing to Equation ( 22 ) where Wbatt is the total battery energy content i.e. 9kWh
‐36‐

expressed in Joules and τcharge is the time constant to limit the dynamics of the engine output power.
Thereby, a battery power of about 40.5kW is required for a SOC difference of 1% with the reference
SOC value. This specific kSOC value was considered for all the hybrid electric powertrain models for the
basic control of the battery charge.
( 22 )
400.

0 0
( 23 ) ( 24 )
1 1

0.9 ( 25 ) 1.1 ( 26 )

2 2

The engine ignition management is ensured through two Relay blocks and a Look‐up Table block as a
function of both the engine efficiency and the engine required power. The engine ignition
management is depicted in Equations ( 23 ) and ( 24 ). The two implemented Relay blocks are
reflected by those two equations, whilst the Look‐up Table block allows the model to know the
engine efficiency according to the engine power requirements through its OOL. Here for all the
hybrid electric powertrain models, ηiceOFF and ηiceON are equal respectively to 0.28 and 0.30, whilst
PiceOFF and PiceON are computed respectively through Equations ( 25 ) and ( 26 ) where PiceMAX is equal
to 50kW for the EB0 engine. This methodology allows the PHEV to turn on its primary energy
converter only when either this latter is efficient or high engine power is required.
Low‐pass filter for engine dynamic limitation purposes, engine operating point selection through its
OOL and engine ignition management models are depicted in Figure 47.
min
Topt_ice
1 P ice* P ice 1
MinMax
P* Torque Tice*
LP-filter limitation -> T
2
wice*
wopt_ice
Switch OR
eta_ice NO ICE Torque @ 3
to low efficiency ICEoff
Switch1
ICE always at high power

Hybrid Scope

Figure 47: Engine Best Operating Point Selection & Engine Ignition Management
4.4.3.2 Simulink Battery Model
The battery model on Simulink is derived from the battery model presented previously in the part
“Battery Pack”. Here the modeling of this basic model is going to be discussed. A Look‐up Table block
was implemented in order to assess battery efficiency and battery charging or discharging power as a
function of Pterm derived from the sum between the EM power and the auxiliary load. Note that an
auxiliary load of only 100W was assumed for all the powertrains discussed in this material. The basic
battery efficiency model is depicted in Figure 48. The Compare To Constant block was added in
conjunction with a Constant block in order to get battery efficiency values below 1 every time.
‐37‐

1
1 Pcharge
P/ n
Pterm <= 1 2
eta
Saturation Compare Switch
Look-Up To Constant
Table
2
Subtract
Constant

Figure 48: Battery Efficiency Model
Energy consumptions both in battery charge depleting mode (electric mode) and in battery charge
sustaining mode (hybrid mode) according to the charge sustaining strategy called “sustaining I” are
depicted in Table 11 over the WLTP cycle according to the Power Design presented previously. Note
that the charge sustaining strategy called “sustaining II” was not considered for this hybrid electric
powertrain since the engine operating point selection according to its OOL is not possible. Indeed this
inability is due to both the limited number of gears of the gearbox and the close relation regarding
speed between road and engine.
Driving Mode Electric Mode Hybrid Mode

[Wh/km] [l/100km]
WLTC 114.66 3.94
WLTC Urban 2 79.96 3.00
WLTC Road 104.60 3.64
Table 11: Energy Consumptions of the EB0‐powered Parallel Topology
Driving Mode Electric Mode Hybrid Mode Unavailable

Battery Mode
Top Speed [km/h] (4% gradient) 137 134 134
0‐>100 [s] 10.8 6.2 17.2
80‐>120 [s] 10.9 5.1 13.1
Table 12: Performances of the EB0‐powered Parallel Topology
The respective available powers to the wheel according to the gearbox ratios allow inferring top
speeds at various road gradients. Top speed capabilities over a road gradient of 0% and 4% are
respectively depicted in Figures 49 and 50. Note that here the electric boost is not available to assess
each top speed in hybrid mode since the speed has to be maintained. Thereby the top speed
capabilities are similar between the Hybrid mode and the “Unavailable Battery” mode. In addition,
top speed capability in electric mode over a road gradient of 4% was assessed by taking into
consideration only the EM power as depicted in Figure 51. Furthermore, the Simulink model of this
specific powertrain allows also getting access to acceleration performances through simulations by
applying specific speed echelons as reference vehicle speeds. Another way to compute the
acceleration performances could be to use maximum wheel torque diagram derived here from the
combination between the torques delivered by the EM and the ICE as depicted in Figure 52. However
this method does not highlight gear shifting time as this introduced over the Simulink model. Thereby
the acceleration performances were computed owing to the Simulink model. Note that both
methods gave very close results with lower times for the method based on the maximum wheel
‐38‐

torque diagram as expected. In addition note that acceleration performances in “Unavailable
Battery” mode were computed by assuming transaxle gear elongation and not taking into
consideration EM power assistance. Performances of the EB0‐powered Parallel topology are
gathered in Table 12. Finally note that the values gathered in Tables 11 and 12 are suitable with the
Vehicle Specifications regarding ranges and performances for the three driving modes. Figures in
Tables 11 and 12 are gathered in Chapter 5 with those derived from the other investigated
drivetrains to ease the comparisons.
60 90
5th 5th
4th 80 4th
50 3rd 3rd
2nd 70 2nd
1st 1st
40 Road Power 60 Road Power
Power [kW]
Power [kW]
50
30
40
20 30
20
10
10
0 0
0 50 100 150 200 250 300 0 50 100 150 200 250 300

Figure 49: Top Speed Capability (Road Gradient of 0%) Figure 50: Top Speed Capability (Road Gradient of 4%)
of the EB0‐powered Parallel Topology in Hybrid Mode of the EB0‐powered Parallel Topology in Hybrid Mode
70 4000
EM Power 5th
Road Power 3500 4th
60
3rd
2nd
3000
50 1st
EM
Wheel Torque [Nm]
2500 Maximum Wheel Torque

Power [kW]
40
2000
30
1500
20
1000
10 500
0 0
0 50 100 150 0 50 100 150 200 250 300
Vehicle Velocity [km/h] Vehicle Speed [km/h]

Figure 51: Top Speed Capability (Road Gradient of 4%) Figure 52: Maximum Wheel Torque Diagram of the EB0‐
for the EB0‐powered Parallel Topology in Electric Mode powered Parallel Topology
4.5 Series Topology
In this part, the Peugeot 208 series hybrid electric topology powered by the EB0 engine is going to be
discussed in details regarding power design and modeling. In addition to those two topics, basic
This part is dedicated to the operating principle of a series hybrid electric powertrain. Few series
hybrid electric powertrain layouts exist. This used in this material is certainly the most common and
is depicted upstream in Figure 53.
‐39‐

120
100
80
Speed [km/h]
60
40
Fuel consumption 20
& CO2 emission
0
0 200 400 600 800 1000 1200
Time [s]
90
0.2225
0. 7
ICE Efficiency Map
0
0.2
0.2
0.35
0.3
0.15
0.32
0.
0. 1
32
80
0.35
0.3
70
60
0.32
0.270.25
0.22
0.2
Torque [Nm]
0.15
50
0.3
32
0.
0.1
7
0.2
40
0.3
30 5
0.2
0.27
20 0.22
0.25
0.2
0. 0. 2
22
0.15
10 0.15
0. 1
0.1
OOL
0
0 100 200 300 400 500 600
Speed [rad/s]
&
1 & 1 1
. 2 & 2 2
.
1 2

Figure 53: Operating Principle of the Series Hybrid Electric Powertrain
Operating principle related to the selected series hybrid topology is depicted in Figure 53. The
traction wheel torque and then the traction power are computed by the Driver Model. A basic
energy balance over the vehicle is depicted in the first equation where the part related to the battery
power is reflected as a SOC difference. The ideal engine power requirement is then computed.
According to the engine OOL, ideal engine torque and speed are computed. Here the ideal engine
operating point corresponds to the real operating point. Fuel consumption and CO2 emissions
derived finally from the ICE operating point. The engine torque is entirely absorbed by EM1, whilst
the EM1 speed is similar to this derived from the engine. The traction machine, EM2, is directly
connected to the road through a reduction gear set and has to ensure traction torque. Note that gr1
and gr2 correspond each one to a reduction gear set and their values are derived from the speed
adaptation of the EM as a function of either the engine top speed or the vehicle top speed
requirements respectively. Note that no inertia was taken into consideration such as shaft inertia in
order to reduce computing time.
4.5.2 Power Design
4.5.2.1 Scenarios & Mass Assessment
As discussed in Chapter 4.3, the required power to reach the required top speed in charge depleting
mode (electric mode) and in charge sustaining mode (hybrid mode) is of 50kW by taking into
consideration specific arbitrary power margin.
Two scenarios have to be investigated in order to be more accurate regarding the requirements
derived from the Vehicle Specifications especially in term of top speeds. Those two scenarios are the
following: a first one powered with the EB0 engine, and a second one powered by a hypothetical
downsizing EB0 engine with only two‐cylinders instead of 3 initially. In both cases, a 50kW traction
electrical machine is considered since this power magnitude is required by the power preliminary
design. Note that the required power of the generator (EM1) is closely dependent of the power
‐40‐

delivered
d by the enggine. Therebyy, the 2/3 EBB0‐powered sscenario lead ds to implem
ment a downsized EM
in term o
of power, wh hich involvess a mass reduction in a laarger extentt. Those two scenarios haave to be
assessedd regarding ttheir respecttive gross mass (cf. Table
e 13). Obvio h cases the power of
ously for both
the geneerator has to
o be similar to this delivered by the engine. The ro ow “Mass increase” in Taable 13 is
computeed as a functtion of the veehicle gross m
mass of the EB0‐powered Peugeot 208 i.e. 1001kkg.

Table
e 13: Power De
esign Scenarioss for Series Top
pology
4.5.2.2 Scenario Seelection
The grosss mass diffference betw
ween the tw
wo scenarioss is only of 24kg. Thereeby, the roaad power
requirem
ments regard ding the top speed capability along a road gradient of 4% aare very close for the
two scennarios as dep picted in Figu
ure 54 (overlapping curvees).
60
Series Hybrid Topology
T powered byy EB0 (4% gradient)
Series Hybrid T
Topology powered byy 2/3 EB0 (4% gradie
ent)
50
40
Road Power [kW]
30
20
10
0
0 20 40 60
0 80 100 120 140 1
160 180
Vehicle Speed [km
m/h]

Figure 54:: Road Power R
Requirements rrespectively forr 2/3 EB0‐powe
ered and EB0‐p
powered Series Hybrid Electricc Scenarios
Thereby, 42kW is neeeded in firstt extent to reeach a top sp peed of at leaast 130km/h h over a road gradient

of 4%. By assumin ng best elecctrical machhine efficien ncies of 93% % (power eelectronics efficiency
e
includedd), the directt energy string i.e. by avvoiding passiing through the battery has to be computed
h scenarios in order to
for both o determinee the maxim mum availab ble wheel power for to op speed
assessment purposees. The direcct energy strring for both
h cases is reespectively d
depicted in Equations
E
nd ( 28 ). Notte thereby th
( 27 ) an hat only a m maximum pow wer of 28kW W is availablee on the whe eels in for
the 2/3 EB0‐powereed scenario, whilst a po
ower of at leeast 43kW iss available ffor the EB0‐‐powered
‐41‐

scenario by assuming in both cases EMs and power electronics efficiencies equal to 92% (cf.
efficiency map in Electrical Machine & Power Electronics). Therefore, only the EB0‐powered scenario
is kept afterwards for performance purposes.
. . 43kW ( 27 )

/ . . 28kW ( 28 )

In addition, the initial assumption of a 50kW power for the traction motor for performance purposes
is also validated according to Figure 54.
4.5.3 Modeling
Compared with the models derived from the Conventional topology and the Parallel topology, no
new blocks were added. In addition, the Series topology model is basically simpler than the two
latters since there is no speed relation between engine and road. Only the computing way due to the
specific physical relations is different.
Similar controllers regarding the driver model and the battery SOC control with similar static gain
values as those used in the Parallel topology model were implemented in this Series topology model.
In addition, the same engine ignition management with this derived from the Parallel topology model
based on high engine efficiency and high engine power was also implemented (cf. Figure 55). The
overall model of the Series topology is depicted in Figure 56.
.
( 29 )
.
( 30 )
.

Scope3
min
1 P chargemom P charge * -> T
Topt_ice
P* MinMax
Torque
Low pass -filter for 1
No ICE motor limitation
dynamic limitation Tice*
braking allowed
(page 18) 2
wice*
wopt_ice
OR
eta_ice NO ICE Torque @
to low efficiency
Strategy
From
ICE always at high power 2
Scope1
safety SOC

Figure 55: Engine Operating Point Selection Block
However, a block not entirely similar to this derived from the Parallel model is the Operating Point
Selection block derived from the Control of the Drivetrain block. Indeed, since the model has to be
run according to the battery charge sustaining strategy called “sustaining II”, the most efficient
‐42‐

engine operating point has to be selected. Thereby a Saturation block was added coupled with a
Switch block after the Low‐pass Filter block as depicted in Figure 55. Note that if the power
requirement derived from the power balance is inferior to this derived from the best efficient engine
operating point (20kW), then the delivered engine power is reduced accordingly. However, to make
the engine operate almost exclusively on this best efficient specific point, the required power derived
from the battery through the proportional controller is at least equal to 20kW. Indeed, a SOC target
range of about 0.5% above or below of the maximum SOC value and the minimum SOC value
respectively were implemented through a Relay block as pictured previously in Figure 46. The value
of 0.5% is derived from Equation ( 29 )where the TiceOPTIMAL and ωiceOPTIMAL corresponds to the best
engine efficient operating point. The power required by the battery in “sustaining II” battery strategy
is computed according to Equation ( 30 ) as a function of SOCII derived from Equation ( 29 ).
FuelConsumption
FuelPower
m/s -> km/h Distance [km]
Series Hybrid Model Av erageSpeed [km/h]
-K- Speed Speed
ICE Model FuelEnergy
Control of FuelPower Performance

Tice*
Tice
the drivetrain Pice
Driv ing cy cle v* Transmission
wice EtaICE
Ttot* Twheel* Tice*
v
v
Driver Model Tem2
v wice* wem1 Tem1
Tdriv -0.513
Tem1* Pel_em1 Tbrake
SOC wem2 Road Energy [kWh]
Wroad
Generator (em1)
saf ety SOCTem2* Froad Wbrake 0
wem2 Tem2
Road Model Brake Energy [kWh]
Tem2* Pel_em2
0.1351 Froad v
Battery Traction Motor (em2) CO2 Emission [g/km]
Battery Losses [kWh] SOC
P elm1 K- 5.151e-015
Wloss
245.9 Tem2* Gain
Pcharge P elm2
Average Fuel Consumption [l/100km]
saf ety SOC T_brake
Average Electric Consumption [Wh/km] P aux Paux
ElectricConsumption 2.22e-016
Tem2
0.8096 Speed
Energy Conv erion
Brake
Mecanics -> electric [kWh]
G lS

Figure 56: Series Topology Model over Simulink
Energy consumptions in battery charge sustaining depleting mode (electric mode) and in battery
charge sustaining mode (hybrid mode) according to the two charges sustaining strategies, “sustaining
I” and “sustaining II”, are depicted in Table 14 over the WLTP cycle. Note that the battery strategy
“sustaining II” was here implemented with a given 1% difference between SOC minimum value and
SOC maximum value, whilst the safety SOC value was set 1% beneath the SOC minimum value (cf.
Chapter 3.3.3 for more information). In addition, note also that the fuel consumption values are
corrected as a function of the difference between the initial SOC value and the final SOC value.

[Wh/km] [l/100km]
Sustaining I Sustaining II
WLTC 115.46 4.21 4.15
WLTC Urban 71.44 2.76 1.64
WLTC Urban 2 80.72 3.25 2.62
WLTC Road 105.38 3.83 3.52
WLTC Highway 163.80 5.97 6.01
Table 14: Energy Consumptions of the EB0‐powered Series Topology
‐43‐

70 3000
EM Power
Road Power
60
2500
50
2000
Wheel Torque [Nm]

Power [kW]
40
1500
30
1000
20
500
10
0 0
0 50 100 150 0 50 100 150

Figure 57: Top Speed Diagram (road gradient of 4%) for Figure 58: Maximum Available Wheel Torque for EB0‐
the EB0‐powered Series Topology in Electric Mode powered Series Topology
3000
Ideal Wheel Torque
Available Wheel Torque
2500
2000
Wheel Torque [Nm]
1500
1000
500
0
0 50 100 150

Figure 59: Available Wheel Torque in “Unavailable Battery” Mode versus Ideal Wheel Torque derived from the Full‐Load
Line of the Traction Electrical Machine

Battery Mode
0‐>100 [s] 11.0 11.0 13.8
80‐>120 [s] 11.2 11.2 13.4
Table 15: Performances of the EB0‐powered Series Topology
Here no mechanical transmission limitations such as gear ratios occur since the traction machine is
directly engaged to the wheels. Top speed performance in hybrid mode was assessed by using the
road power requirement diagram (cf. Figure 54) by taking into consideration only the direct energy
string discussed previously in Equation ( 27 ). Top speeds are of course similar in “Unavailable
Battery” mode. In addition, top speed capability in electric mode was assessed by taking into
consideration only the traction motor power as depicted in Figure 57. Acceleration performances
were assessed by using the specific tool implemented in the Simulink model where basic speed
echelons are involved. Theoretical acceleration capabilities based on available wheel torques (cf.
Figure 58) were also computed and lead to get really close results through a force balance over the
vehicle (cf. Equation ( 15 )). Note that the acceleration performances are similar between the two
‐44‐

different driving modes since traction torque is only supplied by EM2 in this specific powertrain. Only
the theoretical way was used to compute acceleration performances in “Unavailable Battery” mode
for which power limitation occurs as depicted in Equation ( 27 ) and leads to restrict available wheel
torque as depicted in Figure 59. Performances of the EB0‐powered Series topology are gathered in
Table 15. Finally note that the values gathered in Tables 14 and 15 are suitable with the Vehicle
Specifications regarding ranges and performances for the three driving modes. Figures in Tables 14
and 15 are gathered in Chapter 5 with those derived from the other investigated drivetrains to ease
the comparisons.
4.6 PowerSplit Topology
In this part, the Peugeot 208 power‐split hybrid electric topology powered by the EB0 engine is going
to be discussed in details regarding power design and modeling. In addition to those two topics, basic
120
100
80
Speed [km/h]
60
40
20
0
0 200 400 600 800 1000 1200
Time [s]
. 0
ICE Efficiency Map
0.2
2275
90 0.
0.2
0.2
0.35
0.3
0.15
0.32
0. 32
0. 1
80
0.35
0.3
70
60
0.32
0.270.25
0.22
0.2
Torque [Nm]
0.15
50
0.3
32
0.
0.1
0.27
40
0.3
OOL
30 5
0.2
0.27
20 0.22
0.25
0.2
0. 0. 2
22
0.15
10 0.15
0.1
0.1
0
0 100 200 300 400 500 600
&
Speed [rad/s]
1
1
Fuel consumption
& CO2 emission
2 .
1
1 . 2
2 .

Figure 60: Operating Principle of the Power‐Split Hybrid Electric Powertrain
This part is dedicated to the operating principle of a power‐split hybrid electric powertrain. The most
known power‐split hybrid is this manufactured by Toyota and considered in this material. The
considered topology was depicted previously in Figure 3. This powertrain also called e‐CVT is based
‐45‐

on a planetary gear set used as a power‐split device as implemented in the Toyota Prius. The
operating principle of this e‐CVT is depicted upstream in Figure 60.
The engine required power is computed from the power balance over the vehicle by taking into
consideration the traction required power derived from the driver model, the auxiliary load, and the
required battery power through a basic proportional controller. The aim of this powertrain is to make
the engine operate according to its OOL i.e. at high efficiency as the series topology since the engine
speed and torque can be adjusted independently to the road for a given required power owing to the
power‐split device. Indeed, EM2 mounted on the ring wheel of the planetary gear set allows
adjusting engine torque, whilst EM1 mounted on the sun wheel allows adjusting engine speed as
depicted in Figure 60. Note here that compared with the series topology, a part of the engine torque
is given mechanically to the road. Finally, note that an energy recirculation between EM1 and EM2 is
required to keep the engine operate along its OOL, which involves compulsory losses.
4.6.2 Power Design
4.6.2.1 Design of the PowerSplit Device
This part is dedicated to the design of the power‐split device i.e. the planetary gear set. One of the
key parameter of this device is its kpl defined previously in Planetary Gear Set. To avoid introducing
another floating parameter, kpl was considered as equal to an arbitrary value of 2.6. This value is
derived from the ratio between the number of ring gear teeth and the number of sun gear teeth of
the planetary gear set implemented in all the Toyota hybrid transaxle [9]. In addition, according to
Figure 60, this value of 2.6 leads to 72% of the engine torque is conveyed to the wheels while only
27% is conveyed to the generator (EM1).
4.6.2.2 Speed Range of the Electrical Machines
Another key parameter is the speed range of the two electrical machines implemented in this specific
powertrain. Indeed, the speed relation between the three machines is significant in order to adjust
engine speed independently to the road requirements. According to Toyota documentation [10], the
top speed of EM2 is equal to 5273rpm for the recent P410 hybrid transmission and 6000rpm for the
previous P112 hybrid transmission. In this material, the top speed of EM2 was assumed afterwards to
be equal to 5500rpm i.e. similar to the engine top speed.
EM2 (ring gear) ICE (carrier gear) EM1 (sun gear) EM2 (ring gear) ICE (carrier gear) EM1 (sun gear)

Figure 61: Planetary Gear Nomographs in Extreme Speed Range Operations
Thereby, by assuming top speed of 5500rpm for both the engine and EM2, two extreme top speed
limits related to EM1 have to be taken into consideration and are depicted in the two planetary
nomographs in Figure 61. The speed range requirement on the left side is derived from the electricity
‐46‐

generation capabilityy at any enggine speed. TThe speed raange requirement on thee right side iss derived
from thee capability tto reach the vehicle top speed in full‐electric driving mode i.e. to reach 145km/h
(cf. Vehiicle Specificaations). Electtricity generaation capabiility at any eengine speed d was assum med to be
too dem manding. In addition, thhe capability to reach th
he required vehicle top p speed even in full‐
electric ddriving modee is requisitee. Thereby, aa speed range of 14100rp pm related to the EM2 top speed
of 5500rrpm for a staandstill engin ne was finallly considered d for EM1. A A value of 100000rpm is q quoted in
the literature regardding the gen
nerator top speed
s in the
e THS II (Toyyota Hybrid SSystem) of the
t Prius,
whilst thhe full‐electric top speed capability iss significantlyy limited sincce considered as a full‐hyybrid [6].
4.6.2.3 Torque Ran
nge of the Ele
ectrical Macchines
By assum ming first a p
power requirrement of 50 0kW in full‐electric drivinng mode as ddepicted prevviously in
Power P Preliminary D Design of Hybbrid Electric Powertrainss, the torquee range of EM M2 can be computed
in order to keep the same power capability eespecially at top speed. IIn addition, tthe maximum m torque
absorbed by EM1 (Tem1) is equal to 24Nm an nd this value is strictly deerived from aa ratio dependent on
kpl and the
t maximum m torque deelivered by the
t EB0 engine along itss OOL (TICEmaax = 87Nm) as
a shown
through Figure 60.
4.6.2.4 Scenarios
Two sceenarios with h a commo on traction electrical machine
m (EM
M2) regardiing its pow wer were
considerred. Those tw
wo scenarioos are mainlyy based on the
t engine downsizing
d ccapability in order to
reduce vvehicle grosss mass and th hen reduce C CO2 emission ns in a largerr extent. In addition to th he engine
downsizing capabilitty, the geneerator (EM1) could be more or lesss downsized d since the required
torque and
a thereforre the requirred power delivered
d by EM1 is closely dependeent on the maximum
m
engine torque along its OOL.

Table 16: Power Desiggn Scenarios for Power‐Split TTopology
Those twwo scenarioss with their rrespective engine power and generaator power aare depicted d in Table
16. A grooss mass diffference of on nly 24kg is highlighted between the two scenario os. Thereby, the road
power requirement
r ts between them are only very slightly
s diffeerent as depicted in Figure 62
(overlapping curves)). Therefore,, the 2/3 EB B0‐powered scenario is finally
f given up since it does not
allow the vehicle to reach 130kkm/h over a road gradieent of 4% in hybrid mod
de. Note thatt the top
speed caapability is strictly
s depeendent on th
he engine po
ower since the
t vehicle top speed has h to be
maintainned. Here the reader hass to understaand that the battery content capability allows the vehicle
to reachh a higher top speed but only for a short time (electric boostt). In additio on, the assum mption of
‐47‐

50kW traction motor (EM2) is validated according to the road power requirements depicted in Figure
62 since a top speed of at least 130km/h is reachable over a road gradient of 4% in full‐electric
driving mode
60
Power-Split Hybrid Topology powered by EB0 (4% gradient)
Power-Split Hybrid Topology powered by 2/3 EB0 (4% gradient)
50
40
Road Power [kW]
30
20
10
0
0 20 40 60 80 100 120 140 160 180

Figure 62: Road Power Requirements over a Road Gradient of 4% for 2/3 EB0‐powered Power‐Split Topology and EB0‐
powered Power‐Split Topology.
4.6.3 Modeling
Compared with the models derived from the Conventional topology and the Parallel topology, no
new blocks were added. In addition, the Power‐Split topology model is basically simpler than the two
latters since there is no speed relation between engine and road owing to the CVT effect. Only the
computing way due to the specific physical relations is different.
Similar controllers regarding the driver model and the battery SOC control with similar static gain
values as those used in the Parallel topology model were implemented in this Power‐Split topology
model. In addition, the same engine ignition management with this derived from the Parallel
topology model based on high engine efficiency and high engine power was also implemented.
FuelConsumption
FuelPower
Distance [km]
m/s -> km/h Av erageSpeed [km/h]
Speed Speed
-K-
Power Split Hybrid Model FuelEnergy
Control of ICE Model Performance
the drivetrain Fuel Power 6.958e+005
Tice*
Tice* Tice
Twheel*
Pice
Driv ing cy cle v* Transmission Fuel Energy [kWh]
wice* wice EtaICE
Ttot*
v
v
wem1 Tice v
Driver Model
wem1 Tem1
Tem1* -0.02293
SOC Tem2 Tdriv
wem2 Tem1* Pel_em1
Tbrake Wroad Road Energy [kWh]
saf ety SOC
Tem2* Generator (em1)
Froad Wbrake -0.0005665
wem2 Tem2
0.002445 Road Model Brake Energy [kWh]
Battery Tem2* Pel_em2
Battery Losses [kWh] Froad v

SOC Traction Motor (em2)
P elm1 CO2 Emission [g/km]
Wloss
-22.51
Pcharge P elm2 K- 85.2
Tice Gain
Average Electric Consumption [Wh/km] saf ety SOC
P aux Paux
ElectricConsumption Average Fuel Consumption [l/100km]
Tem2 Tbrake
0.1179 Speed
Energy Conv erion 3.672
Twheel*
Mecanics -> electric [kWh]
Brake
G lS

Figure 63: Power‐Split Topology Model over Simulink
‐48‐

Furthermore, the same methodology was used in the Power‐Split model for the implementation of
the “sustaining II” strategy in battery charge sustaining mode as depicted in the modelling of the
Series model. The overall model of the Power‐Split topology is depicted in Figure 63 and looks very
similar to the Series topology model.
4.6.4 Results: Energy Consumptions and Performances
sustaining mode (hybrid mode) according to the two charge sustaining strategies, “sustaining I” and
“sustaining II”, are depicted in Table 17 over the WLTP cycle. Note that the battery strategy
“sustaining II” was here implemented with a given 1% difference between SOC minimum value and
SOC maximum value, whilst the safety SOC value was set 1% under the SOC minimum value (cf.
Chapter 3.3.3 for more information). In addition, note also that the fuel consumption values are
corrected as a function of the difference between the initial SOC value and the final SOC value.

[Wh/km] [l/100km]
Sustaining I Sustaining II
WLTC 116.85 3.97 4.03
WLTC Urban 72.87 2.67 1.65
WLTC Urban 2 82.06 3.14 2.61
WLTC Road 106.75 3.70 3.41
WLTC Highway 165.24 5.50 5.63
Table 17: Energy Consumption of the EB0‐powered Power‐Split Topology

0‐>100 [s] 11.2 8.4
80‐>120 [s] 11.5 6.8
Table 18: Performances of the EB0‐powered Power‐Split Topology
Top speed performance in hybrid mode was assessed by using the road power requirement diagram
(cf. Figure 62) by taking only into consideration the engine power conveyed to the wheels through
the planetary gear set without using the battery capability since the speed has to be maintained.
Indeed here the EB0 engine delivered 50kW and this amount of power is conveyed to the wheel
through the planetary gear set without mechanical transmission limitations since the transmission
here runs basically as a CVT. Top speed performance in electric mode was assessed by taking into
consideration only the EM power as depicted in Figure 64. In addition, acceleration performances
were assessed by using the specific tool implemented in the Simulink model where basic speed
echelons are involved. Theoretical acceleration capabilities based on available wheel torque diagram
(cf. Figure 65) were also computed and lead to get really close results through a force balance over
the vehicle (cf. Equation ( 15 )). Note that at low vehicle speed the engine cannot operate at high
speed since the speed range of EM1 is limited (cf. Equation ( 12 )). However here the torque
delivered by the engine to the wheels is strictly constant and corresponds to the maximum engine
torque along its OOL This capability to deliver always maximum torque at any vehicle speed is
possible since the engine operating point related to this maximum engine torque according to its
OOL is reachable for an engine speed of only 3500rpm. Performances of the EB0‐powered Power‐
Split topology are gathered in Table 18. Note that the top speed limitations especially over a road
‐49‐

gradient of 0% are caused by the reduction gear design. Finally note that the values gathered in
Tables 17 and 18 are suitable with the Vehicle Specifications regarding ranges and performances for
at least the two major driving modes. Figures in Tables 17 and 18 are gathered in Chapter 5 with
those derived from the other investigated drivetrains to ease the comparisons. The performances in
“Unavailable Battery” mode were here not investigated because of time limitations and are
accordingly assumed to be included in the Vehicle Specifications.
70 3000
EM Power EM2
Road Power ICE
60
50
2000
Wheel Torque [Nm]

Power [kW]
40
1500
30
1000
20
500
10
0 0
0 50 100 150 0 50 100 150

Figure 64: Top Speed Capability (road gradient of 4%) Figure 65: Maximum Available Wheel Torque for EB0‐
for the EB0‐powered Power‐Split Topology in Electric powered Power‐Split Topology
Mode

4.7 Active Strategy Control
4.7.1 Aims and Switch Power Values
The energy consumptions in battery charge sustaining mode are relatively not similar between
battery managements either based on the so‐called ”sustaining I” strategy or the so‐called
“sustaining II” strategy. Urban conditions are more favorable regarding energy efficiency in
“sustaining II” strategy, whilst high speed conditions are more favorable in “sustaining II” strategy for
a same hybrid electric powertrain.
This energy consumption difference for a same hybrid electric powertrain is mainly explainable by
the lack of power provided by the EB0 engine at its highest efficiency operating point to follow
properly the road power requirements (only 22kW). Thereby, at high road power requirements, the
battery SOC reaches its safety value and leads to make the engine operate at its maximum power,
which alters the engine efficiency from 35% to 29%. In addition to this main drawback, higher the
road power requirements are, lower the battery efficiency is since basically the battery
charge/discharge frequency is in parallel higher. Thereby lower energy consumptions are noticeable
in favor to the “sustaining I” battery strategy due to this high charge/discharge frequency at high
road power requirements in a less extent.
A choice between those two battery charge sustaining strategies has to be carried out. Otherwise,
the two battery charge sustaining strategy can be kept and have to be selected as a function of key
parameters. This new battery strategy based on most efficient battery strategy selection in charge
sustaining mode was called the “Active Strategy Control”. This latter option was finally considered in
‐50‐

this material. The key parameter to choose which battery sustaining charge strategy is the most
beneficial regarding energy efficiency is in a first extent the traction required power derived from the
driver model through a traction required torque. Only the traction required power was finally taken
into consideration for simplification purposes. Other parameters could be introduced such as vehicle
speed or SOC value but were finally not taken into consideration.
Therefore, a Matlab algorithm was developed as a function of the exclusive traction required power
by introducing in parallel hysteresis phenomena. The issue of this algorithm creation is to find the
switch values given in kW. To highlight those switch power values, constant speed experiments were
carried out for the Series, the Power‐Split, and also the Series/Parallel topologies. In addition, the
corrected fuel consumptions were computed and picked up through the respective Simulink models
for each speed level (power level) according to the two battery charge sustaining strategies. The
battery switch strategy capability was expanded for the Series/Parallel topology by a topology switch
between a series topology run with the “sustaining II” battery strategy and a parallel topology run
with the “sustaining I” battery strategy. Note that only those two scenarios were taken into
consideration and are mainly motivated by the results regarding energy consumptions in charge
sustaining mode of those two topologies as a function of the battery strategy performed. The Series
topology gives better results in urban driving conditions in “sustaining II” in the absolute, whilst the
Parallel topology gives better results in high speed driving conditions in “sustaining I” in the absolute.
The Parallel/Series topology will be discussed more in details later on.
Switch power values given in constant vehicle speed are highlighted in Figures 66, 67 and 68 for
those three hybrid electric powertrains. The switch power values are gathered in as a function of the
hybrid electric powertrain. Note that those values are quite close to this derived from the most
efficient engine operating point i.e. 22kW according to its OOL. In addition, switch hysteresis is easily
achievable since two distinctive switch power values at least are highlighted in the three “Constant
Speed Experiments” diagrams. The Switch power values related to the so‐called Active Strategy
Control are gathered in Table 19.
10 8
Sustaining I Sustaining I
Sustaining II 7.5 Sustaining II
9
7
8 6.5
6
7
5.5
6
5
5 4.5
4
4
3.5
3 3
70 80 90 100 110 120 130 70 80 90 100 110 120 130
Speed [km/h] Speed [km/h]

Figure 66: Constant Speed Experiments for the EB0‐ Figure 67: Constant Speed Experiments for the EB0‐
powered Series Topology powered Power‐Split Topology
‐51‐

10
Parallel Configuration (sustaining I)
9 Series Configuration (sustaining II)

7
2
40 50 60 70 80 90 100 110 120 130
Speed [km/h]

Figure 68: Constant Speed Experiments for the EB0‐powered Series/Parallel Topology
Topology Switch‐down Power [kW] Switch‐up Power [kW]

Series 7 (81km/h) 19 (120km/h)
Power‐Split 7 (80km/h) 20 (122km/h)
Series/Parallel 7 (80km/h) 16 (112km/h)
Table 19: Switch Power Values for the Active Strategy Control
4.7.2 Modeling
A specific block to make the model run according to the Active Control Strategy for the Parallel, the
Series and the Series/Parallel models over Simulink was developed. As depicted previously, the
switch strategy capability is focused exclusively on the required traction power derived from the
driver model. Thereby, the two inputs of this block are the vehicle speed and the traction torque
computed by the driver model as depicted in Figure 69. The road power requirement is then
smoothed by a Discrete Mean Value block by averaging power requirement over a period of 3s. This
sampling time was chosen 1s higher than the τcharge value defined previously. This arbitrary value
results from a compromise between a need of smoothing peak powers as much as possible and
another need to be reactive (the results of the sliding average are given in form of an echelon with 3s
of delay compared with the very variable traction power requirement).
Switch
Strategy Strategy
Goto
-C-
-C-
Scope
Road Power
m/s -> rad/s
Requirement Discrete
1 1/rw Mean value
v In Mean <= 0
2
Twheel*
Multiport
Switch
Figure 69: Active Control Strategy Block
‐52‐

A case study to ease the understanding of this switch battery strategy capability is discussed for the
Power‐Split topology over the Urban 2 part of the WLTP cycle. The main Simulink scope of the Active
Strategy Control block is depicted in Figure 70. The battery charge sustaining strategy is switched
from the “sustaining II” mode to the “sustaining I” mode at t = 190s and the “sustaining II” mode is
reactivated at t = 205s as shown in Figure 71. Here 0 means “sustaining I” mode, whilst 1 means
“sustaining II” mode.
30
1
20
Battery Charge Sustaining Strategy

10 0.8
Power [kW]
0
0.6
-10
0.4
-20
Road Power Requirements
0.2
-30 Switch-up Power Value
Switch-down Power Value
Mean Values
-40 0
0 50 100 150 200 250 300 350 400 450 0 50 100 150 200 250 300 350 400 450
Time [s] Time [s]

Figure 70: Main Scope of the Active Strategy Control Figure 71: Strategy Implemented by Active Strategy
Block over the Urban 2 part of the WLTP Cycle for the Control Block over the Urban 2 part of the WLTP Cycle
Power‐Split Topology for the Power‐Split Topology
4.8 Series/Parallel Topology
In this part, the Peugeot 208 series/parallel hybrid electric topology powered by the EB0 engine is
going to be discussed in details regarding power design and modeling. In addition to those two
topics, basic results of this hybrid topology will be depicted such as energy consumptions and
performances.
4.8.1 Operating Principles & Power Design
The powertrain layout of this specific topology is directly derived from the merging of the selected
Parallel topology and the selected Series topology. However, here the topology is either operated as
a series hybrid electric powertrain coupled with the so‐called “sustaining II” strategy or as a parallel
hybrid electric powertrain coupled with the so‐called “sustaining I” strategy for both in battery
charge sustaining mode. This specific topology is outlined in Figure 6 at the beginning of this
material.
Note that the generator was assumed to be not in operation (turned off) when the topology is
operated as a parallel hybrid electric powertrain. In addition, the switch power values related to the
Active Strategy Control are basically low. Thereby only a small powerful generator was implemented
as depicted in Table 20. The battery charge depleting mode related to the full‐electric capability is
ensured exclusively by the EM mounted on the transaxle gear set i.e. this derived from the parallel
topology.
‐53‐

Tab
ble 20: Gross M
Mass Assessmen
nt of the EB0‐p
powered Series//Parallel Topollogy
Only one scenario regarding

r poower design was assume ed since enggine downsizzing capabiliity is not
possible for both parallel topology and seriees topology. TThis dedicateed scenario regarding grross mass
assessment is presented in Table 20 by imp plementing o only a 25kW generator. TThis power vvalue has
ompared with this deriveed from the engine best efficient operating poin
to be co nt i.e. 20kW since the
powertrain has to be
b switched in parallel toopology mod de for a road power req
quirement of at least
20kW. Even
E though the topologgy switch is carried out through filttering meanss (cf. Active Strategy
Control), the batteryy buffering capabilities reegarding pow wer and eneergy are heree partially ussed. Note
that the engine adap ptation masss was calculaated for a gaasoline tank of 30 liters instead of 50 0 liters as
this implemented in the two refeerence vehiccles.
The assu
umption of a
a 50kW tracction EM is here
h validate
ed accordingg to Figure 7
72 regardingg the top
speed capabilities over
o a road
d gradient of
o 4%. Indee ed, a power of 50kW with no me echanical
transmisssion limitatiions allows tthe vehicle to be prope
t lled up to 14
40km/h, which correspo onds to a
top speeed magnitudee required by the Vehiclee Specificatio ons.
90
0% gradient
80 4% gradient
70
60
Road Power [kW]
50
40
30
20
10
0
0 20 40 60
0 80 100 120 140 160 180
Vehicle Speed [km
m/h]

Figure
e 72: Road Pow
wer Requireme
ents for the EB0
0‐powered Series/Parallel Top
pology
‐54‐

In addition, the transaxle gear set adaptation proposed for the Parallel topology has to be checked
since the vehicle gross mass was increased significantly. By assuming first the same transaxle gear
ratio of 3.2 derived from the power design of the Parallel topology, top speed capability over a road
gradient of 4% has to be controlled. Gearbox ratios make top speed capability be limited as depicted
in Figure 73. Indeed, the transaxle gear ratio of 3.2 is too long since only a top speed of 133km/h is
expected i.e. too close to the Vehicle Specifications in Hybrid mode. Thereby, the transaxle gear ratio
has to be basically increased. The value of 3.5 was finally chosen and gave more suitable results
regarding performances.
90
5th
80 4th
3rd
70 2nd
1st
60 Road Power
Power [kW]
50
40
30
20
10
0
0 50 100 150 200 250 300

Figure 73: Top Speed Capability (4% road gradient) of the Series/Parallel Topology with a Transaxle Gear Ratio of 3.2
4.8.2 Modeling
SOC controller acc to equation (3-9)
3 SOC
P charge *
SOC Strategy
Scope1
1
2 1/rw gr2 5
T ice*
v wem2 Switch
0
m/s -> rad/s Final gear w_wheel Tnew*
-K- 4
P* T em1*
Tice* Tice* wice_new* Switch4 Gain1
1
ICE power 4 saf ety SOC
Twheel* Wheel Power ref
safety SOC wice* wice* utv x 7
Strategy
Required wheel torque * wheel speed = utvx
= required wheel power Optimal operating Gear Selection
point for ICE
gr1 3
0 (figure 11)
wem1*
2 Gain2
Constant1 1
Scope Related wice*
Switch1
Constant Battery Srategy
6
1/gr2
Tem2*
Switch3
Final gear
1/gr2
-K-
Switch Series/Parallel Hybrid configuration
according to both road power requirement
->Tem2*
v
Switch Switch
Twheel*
Goto

Figure 74: Control of the Drivetrain over Simulink for the Series/Parallel model
The modeling of this topology is based on the merge of the Parallel model and the Series model.
Most of the blocks over Simulink are common. Only specific Switch blocks were added to make the
topology computing process change from parallel to series way and vice versa as depicted in Figure
74 on the left side. Those Switch blocks are directly controlled by the Active Strategy Control block
(orange block).
‐55‐

4.8.3 Results: Energy Consumptions and Performances
sustaining mode (hybrid mode) derived from the Active Strategy Control are depicted in Table 21.
Note that the SOC values used in the two different charge sustaining strategies are similar to those
introduced in the other hybrid electric models.

[Wh/km] [l/100km]
WLTC 116.65 3.87
WLTC Urban 2 81.86 2.78
WLTC Road 106.55 3.69
Table 21: Energy Consumptions for the Series/Parallel Topology
Performances were also assessed for the three driving modes and are depicted in Table 22. Best
performances are derived from the parallel topology mode since power addition between engine and
electrical motor is possible. Therefore, performances of the Series/Parallel topology were computed
by assuming power addition capability, which means to be exclusively in parallel topology mode with
the generator turned off. Top speed capability in hybrid mode was assessed by taking into
consideration only engine power since the speed has to be maintained. Note here that top speeds
are similar between the Hybrid mode and the “Unavailable Battery” mode. Here mechanical
transmission limitations were expected due to the gearbox ratio and are depicted in Figures 75 and
76 for a road gradient of 4% and 0% respectively. In electric mode, the top speed capabilities were
assessed by taking into consideration only the EM power as depicted in Figure 77. Acceleration
performances were assessed by using the tool implemented directly over Simulink. Nonetheless,
theoretical calculations were also carried out through a maximum available wheel torque diagram
(cf. Figure 78) by taking into consideration Equation ( 15 ) to control the accuracy of the results.
Those theoretical calculations lead to asymptotic results (lower regarding time) but close to those
derived from the Simulink model. Finally note that the values gathered in Tables 21 and 22 are
suitable with the Vehicle Specifications regarding ranges and performances for the three driving
modes. Figures in Tables 21 and 22 are gathered in Chapter 5 with those derived from the other
investigated drivetrains to ease the comparison
90 60
5th 5th
80 4th 4th
3rd 50 3rd
70 2nd 2nd
1st 1st
60 Road Power 40 Road Power
Power [kW]
Power [kW]
50
30
40
30 20
20
10
10
0 0
0 50 100 150 200 250 300 0 50 100 150 200 250 300

Figure 75: Top Speed Capability (road gradient of 4%) Figure 76: Top Speed Capability (road gradient of 0%)
for the Series/Parallel Topology in Hybrid Mode for the Series/Parallel Topology in Hybrid Mode
‐56‐

70 4000
EM Power 5th
Road Power 3500 4th
60
3rd
2nd
3000
50 1st
EM
Wheel Torque [Nm]

Power [kW]
40
2000
30
1500
20
1000
10 500
0 0
0 50 100 150 0 50 100 150 200 250 300

Figure 77: Top Speed Capability (road gradient of 4%) Figure 78: Maximum Available Wheel Torque of the
for the Series/Parallel Topology in Electric Mode EB0‐powered Series/Parallel Topology

Battery Mode
0‐>100 [s] 11.4 6.3 16.6
80‐>120 [s] 11.6 5.3 13.4
Table 22: Performances of the Series/Parallel Topology

‐57‐

5 General Comparisons
General comparisons regarding gross masses, energy consumptions, performances and
manufacturing costs are presented here. Most of the data depicted in this section are derived from
Chapters 4.2.3, 4.4.4, 4.5.4, 4.6.4, 4.8.3 concerning respectively the two reference vehicles (EB0 and
EB2DT‐powered Peugeot 208), the parallel topology, the series topology, the power‐split topology,
and the series/parallel topology.
5.1 Gross Mass Comparisons
As discussed previously, different scenarios regarding power design and therefore vehicle gross mass
were investigated in this material for each hybrid electric topology. The results regarding vehicle
gross mass are depicted in Figure 79. The lightest 9‐kWh battery pack PHEV is the Parallel topology
(blue), whilst the heaviest are the Power‐Split topology (yellow) and the series/Parallel topology
(red/blue). Mass values were discussed previously in each respective part related to each topology.
1300 EB0‐powered Peugeot 208
1250 EB2DT‐powered Peugeot 208
1200 EB0‐powered Peugeot 208
Gross Mass [kg]
1150 (Stop&Start)
EB2DT‐powered Peugeot 208
1100 (Stop&Start)
EB0‐powered Parallel
1050
EB0‐powered Series
1000
EB0‐powered Power‐Split
950
EB0‐powered Series/Parallel
900

Figure 79: Vehicle Gross Mass Assessment
Note that all the vehicle gross masses considered for simulation purposes were overestimated by
adding 75kg of cargo as required by the European legislation.
5.2 Energy Consumptions
5.2.1 Electric Mode (Charge Depleting Mode)
As discussed in the Battery Strategy Managements, the main advantage of a PHEV and a Range
Extender is to be able to use cheap energy from the electricity grid. Thereby, the first mode of driving
is called the “electric mode” or the “charge depleting mode”. Energy consumptions are here given in
Wh/km or also in kilometers to reflect the full‐electric range capability. Here a useful SOC of 85% was
assumed, which involves a reference SOC value for battery charge sustaining operation equal to 15%.
This value of 15% corresponds to 1.35kWh, which corresponds to the magnitude with specific margin
due to other battery technology differences of the current battery pack content implemented in
most of the full‐hybrid vehicles. Note here that basically the full hybrid vehicles are operated in
battery charge sustaining mode. Electric ranges for each hybrid electric powertrain are depicted in
‐58‐

Figure 80. Slightly differences between powertrains regarding their respective electric ranges are
mainly caused by vehicle gross mass differences.
120,0
100,0
Electric Range [km]
80,0 EB0‐powered Parallel
60,0
EB0‐powered Power Split
40,0 EB0‐powered Parallel/Series
20,0
0,0
WLTC WLTC WLTC WLTC Road WLTC
Urban 1 Urban 2 Highway

Figure 80: Electric Range in Charge Depleting Mode over the WLTP Cycle
Note that the respective range in full‐electric mode of each designed PHEV is included between the
two limits derived from the Vehicle Specifications.
5.2.2 Hybrid Mode (Charge Sustaining Mode)
As discussed in the Battery Strategy Managements, the battery charge has to be maintained around
a specific SOC value called the reference SOC value and here equal to 15%. This battery mode is
called the charge sustaining mode and is nicknamed in this material as the hybrid mode. To keep the
battery charge level, the engine has to be turned on. Thereby, energy consumptions are here given in
gasoline liter per 100km. Note that all the fuel consumptions given later on are all corrected as a
function of the difference between the reference SOC value and the final SOC value. Fuel
consumptions over the WLTP cycle according to the Active Strategy Control are depicted in Figure 81.
7,00
EB0‐powered Poeugeot 208
6,00
EB2DT‐powered Poeugeot 208
5,00
EB0‐powered Peugeot 208 (Stop&Start)
4,00 EB2DT‐powered Peugeot 208 (Stop&Start)
2,00
1,00
0,00
WLTC WLTC WLTC WLTC WLTC
Urban 1 Urban 2 Road Highway

Figure 81: Energy Consumptions in Charge Sustaining Mode (Active Strategy Control) over WLTP Cycle
In addition, asymptotic corrected fuel consumptions are given in Figure 82 and correspond to the
lowest fuel consumptions computed for each driving cycle. Note that here the fuel consumptions
‐59‐

over the entire WLTP cycle were computed by taking into consideration each fuel consumption over
each segment in conjunction with their respective distance.
7,00
6,00
5,00
EB0‐powered Peugeot 208 (Stop&Start)
4,00 EB2DT‐powered Peugeot 208 (Stop&Start)
2,00
1,00 EB0‐powered Series/Parallel
0,00
WLTC WLTC WLTC WLTC WLTC
Urban 1 Urban 2 Road Highway

Figure 82: Lowest Computed Energy Consumptions in Charge Sustaining Mode over the WLTP Cycle
Note that the respective range in hybrid mode (charge sustaining mode) of each designed PHEV is
relatively close to a range of 500km for a 30‐liter gasoline tank i.e. included between the two edges
derived from the Vehicle Specifications.
Fuel consumptions in battery charge sustaining mode are lower for the Series, the Power‐Split and
the Series/Parallel (operating in Series mode) topologies over urban driving conditions since the
engine can be operated at high efficiency along its OOL as depicted in Figure 83 for Series topology
while mechanical‐electrical energy conversion are restricted. Operating points of the engine
implemented in the Parallel topology are depicted in Figure 84 for comparison purposes. Energy
conversions are basically the key parameter regarding powertrain efficiency since this latter allows
the engine to be operated along its OOL. However more the road power requirements are rising,
more energy conversions is required, which leads to reduce the overall efficiency performance of the
drivetrain. Two case studies over two separate driving conditions are discussed more in details in
Appendix 3 for explanation purposes.
ICE Operating Points ICE Operating Points

0. 3
2
0. 3
90 90
0. 3
257
0.35
0. 35
0.3
002..2
0.
2
0.32 0.3
0. 2
80 .2 80 257
0.15 0 00.2.
22
0.1
0.2
0.3
0.
0.3
0.15
0.3 5
5
70 70
3
0.
2
0.3
32
0.1
60 60 0.
0.32
0.32
Torque [Nm]
Torque [Nm]
0.25
0.27
50 50
0.22
3
0.
0.
0.2
0.25
0.27
0.15
0.22
2
40 0.3 40 0. 32
0.3
0.2
0.1
0.3
0.15
0.3 0.3
30 7 30 7 0
0. 2 0.2
0.27
0.25
0 0.27 0.25 0.
0.1
20 0.25 20 0. 25 0
0.22 0. 22 0.22 0.222
0.2 0.2 0.1 0.2 0.
10 10 0.15
0.15 0.15 0. 0.15 0.15
0.1 0.1 0.1 0.1
0 0
0 100 200 300 400 500 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
Speed [rad/s] Speed [rpm]

Figure 83: ICE Operating Points over WLTP Urban 1 for Figure 84: ICE Operating Points over WLTP Urban 1 for
the Series Topology the Parallel Topology
‐60‐

5.2.3 Unavailable Battery Mode
Energy consumptions in “Unavailable Battery” mode will not be discussed since they are not required
for emission certification calculation and this specific mode is considered more accidental than
relevant for comparison purposes. Note however that the energy consumptions related to gasoline
consumptions were controlled for each hybrid electric drivetrain regarding the expected range
derived from the Vehicle Specifications (except for the Power‐Split topology).
5.2.4 Emission Certifications
Emission certifications based on full‐electric range and CO2 emissions in battery charge sustaining
mode are going to be discussed in this part. Today the European calculation rule depicted in Equation
( 31 ) is used for emission certification of PHEVs by assuming a common range in charge sustaining
mode of 25kg. Note that in Equation ( 31 ) the symbol e stands for CO2 emissions given in gCO2/km
while the symbol r stands for range given in kilometers. The emission values are computed from the
fuel consumption values according to Equation ( 32 ) for gasoline four‐stroke spark‐ignition engine.
The value of 23.2 is derived from the combustion process in the internal combustion engine which
occurs at stoichiometric mixture for gasoline four‐stroke spark‐ignition engine. This value is equal to
26.5 for diesel four‐stroke compressed‐ignition engine.
. . 25
( 31 )
25

23.2 ( 32 )
100

By using over the WLTP cycle even though this method is currently only applied over the NEDC cycle,
emission certifications can be computed for all the powertrains investigated in this material as
depicted in Figure 85. Note that only the Active Strategy Control was considered in charge sustaining
mode regarding fuel consumptions. Note here that the CO2 emissions over the WLTP cycle for each
designed PHEV are even slightly better than those derived from the Vehicle Specifications.
140
118 EB0‐powered Poeugeot 208
120 115
108 106
CO2 emissions [gCO2/km]
100 EB0‐powered Peugeot 208 (Stop&Start)
80 EB2DT‐powered Peugeot 208 (Stop&Start)
60
40 EB0‐powered Power‐Split
25 26 25 25
20 EB0‐powered Series/Parallel
0

Figure 85: Emission Certification over the WLTP Cycle
‐61‐

5.3 Performances
Performances of all the powertrains investigated in this material are gathered in Figure 86 regarding
top speed capabilities and in Figure 87 regarding acceleration performances. Performances of the
“Unavailable Battery” mode are not depicted since this mode is considered as accidental and is
therefore not relevant for comparison purposes. Note that those performances are dependent on
the driving mode i.e. either the full‐electric driving mode (battery charge depleting mode) or the
hybrid driving mode (battery charge sustaining mode). In addition, note that the performances of the
PHEVs (excluding the Series topology) are closer to those derived from the EB2DT‐powered Peugeot
208 than those from the EB0‐powered Peugeot 208. However, the top speeds of all the PHEVs are
closer to this derived from the EB0‐powered Peugeot 208. Those two statements were expected
since top speed capabilities are assessed without taking into consideration battery capacity in charge
sustaining mode and power addition between engine and electrical machine is enable for most of the
PHEVs. Note that the performances related to the vehicles equipped with a Stop&Start system were
not assessed and are assumed to be really close to those derived from the reference vehicles despite
the light mass increase. For more details regarding values, look at dedicated parts.
200
180
160
EB0‐powered Parallel (Electric Mode)
140
EB0‐powered Parallel (Hybrid Mode)
120
EB0‐powered Seriesl (Electric Mode)
100
EB0‐powered Series (Hybrid Mode)
80
60 EB0‐powered Power‐Split (Electric Mode)
40 EB0‐powered Power‐Split (Hybrid Mode)
20 EB0‐powered Series/Parallel (Electric Mode)
0 EB0‐powered Series/Parallel (Hybrid Mode)
Vmax (4% gradient) Vmax (0% gradient)

Figure 86: Top Speed Performances
14
12 EB2DT‐powered Poeugeot 208
EB0‐powered Parallel (Electric Mode)
10
EB0‐powered Parallel (Hybrid Mode)
Time [s]
8 EB0‐powered Seriesl (Electric Mode)
EB0‐powered Series (Hybrid Mode)
6
EB0‐powered Power‐Split (Electric Mode)
4 EB0‐powered Power‐Split (Hybrid Mode)
2 EB0‐powered Series/Parallel (Electric Mode)
EB0‐powered Series/Parallel (Hybrid Mode)
0
0‐>100 80‐>120

Figure 87: Acceleration Performances
‐62‐

5.4 Powertrain Manufacturing Cost Assessment
Powertrain Manufacturing costs were assessed for all the powertrains investigated in this material.
This assessment was carried out by taking into consideration relevant manufacturing unit costs
sometimes based on forecasts derived from values assessed by specialists at PSA Peugeot Citroën.
The work was to aggregate those unit costs and finally to compute the overall cost of such‐and‐such
powertrain. No detail especially regarding unit costs of this powertrain manufacturing cost
assessment will be depicted for confidentiality purposes. In addition, only relative differences given
in percentage compared with the powertrain of the EB0‐powered Peugeot 208 are depicted in Figure
88 for confidentiality purposes as well.
400%
350% EB2DT‐powered Peugeot 208
300% EB0‐powered Peugeot 208
(Stop&Start)
250% EB0‐powered Parallel
200%
150%
100%
50%
0%

Figure 88: Powertrain Manufacturing Cost Differences between Topologies with EB0‐powered Peugeot 208 as Reference

‐63‐

6 Conclusion & Discussion
The aim of this study was to compare energy conversion efficiencies, top speed and acceleration
performances, and cost between the four main hybrid electric vehicles (parallel, series, power‐split
and series/parallel topologies) according to reference vehicles regarding a plug‐in application. The
following statements summarize what it was pointed out along this material.
The Parallel topology is more suitable for road and highway driving conditions regarding energy
conversion efficiency (cf. Figure 81 for instance), whilst performances are enhanced significantly or at
least maintained in magnitude if compared with the EB2DT‐powered Peugeot 208 (cf. Figures 86 and
87). In addition, this topology is the most affordable PHEV solution, see Figure 88.
The Series topology is more suitable for urban driving conditions regarding energy conversion
efficiency (cf. Figure 81 for instance). In addition, performances are significantly reduced even in
battery charge sustaining mode 208 (cf. Figures 86 and 87). This specific topology is not the most
expensive but also not the most affordable, see Figure 88.
The Power‐Split topology is the most multipurpose hybrid electric drivetrain regarding energy
conversion efficiency (cf. Figure 81 for instance). In addition, performances are enhanced
significantly or at least maintained in magnitude if compared with the EB2DT‐powered Peugeot 208
208 (cf. Figures 86 and 87). However, this topology is also one of the least affordable, see Figure 88.
Finally, the Series/Parallel topology is also the most multipurpose hybrid electric drivetrain in term of
energy conversion efficiency (cf. Figure 81 for instance). Performances are enhanced significantly or
at least maintained in magnitude if compared with the EB2DT‐powered Peugeot 208 208 (cf. Figures
86 and 87). However, this PHEV solution is one of the least affordable as well, see Figure 88.
All the PHEV solutions have to be basically considered as premium vehicles since full‐electric driving
mode is possible over a relative long range while acceleration performances are significantly
enhanced (except for the Series topology). Thereby the most suitable reference vehicle in term of
both the specifications and the customer market could be the EB2DT‐powered Peugeot 208. Overall
comparison is depicted in Table 23 regarding various specifications by assuming the EB2DT‐powered
Peugeot 208 as the exclusive reference vehicle.
208 208 208 208

208
Criteria EB0 EB0 EB0 EB0 Comments
EB2DT
Parallel Series PS S/P
Acceleration ☺ ☺ ☺ Power addition capability
EM power limitation (Series) & Mass
Top Speed
increase
Manufacturing Less electronics components (Parallel)
Cost
CO2 Emission ☺ ☺ ☺ ☺
118g 25g 26g 25g 25g
Multipurpose ☺ ☺ ☺ Urban usage (Series)
Table 23: Chart Review of Hybrid Electric Drivetrains
‐64‐

The results of this study especially regarding energy consumptions are dependent on numerous
factors and parameters introduced as constant input data such as the efficiency maps for instance.
Thereby the ranking over the WLTP cycle regarding energy consumptions especially in battery charge
sustaining mode can be modified in a more and less extent. One way to understand this close
dependence would be to implement a new engine with another efficiency map. Or even better to
increase overall efficiency of the EB0 engine by making this latter operate according to an Atkinson
cycle instead of an Otto cycle. Aims and purposes of those two cycles dedicated for spark‐ignition
combustion engine are discussed in details in Appendix 4. The Otto‐cycle EB0 engine was replaced by
the Atkinson‐cycle (Miller‐cycle) EB0 engine. New results regarding energy consumption in charge
sustaining mode were basically reduced but in different magnitudes. Corrected lowest fuel
consumptions per driving conditions computed by Simulink are gathered in Figure 89. Only three
hybrid electric topologies are depicted here to ease understanding. Note that the fuel consumptions
over the entire WLTC were computed by taking into consideration each segment with their
respective distance and corrected fuel consumption. Lowest computed fuel consumptions over each
driving cycle derived from the Otto‐cycle EB0 engine are also illustrated in Figure 89 for comparison
purposes. Fuel consumption reduction is indeed not similar between the three topologies especially
over the entire cycle. The topologies which have the capability to make the engine operate along its
OOL (Series and Power‐Split topologies) are more advantageous regarding energy conversion
efficiency than the Parallel topology. The 3rd generation of Toyota Prius powered by an Atkinson‐
cycle gasoline engine confirms at least partially this statement.
6,00
EB0‐powered Peugeot 208
5,00
4,00 Atkinson‐cycle EB0‐powered
Parallel
3,00 EB0‐powered Series
2,00 Atkinson‐Cycle EB0‐powered
Series
1,00 EB0‐powered Power‐Split
0,00 Atkinson‐Cycle EB0‐powered
Power‐Split
WLTC WLTC WLTC WLTC road WLTC
urban 1 urban 2 highway

Figure 89: Lowest Computed Fuel Consumption in Charge Sustaining Mode over the WLTP Cycle

‐65‐

Appendix 1: Driving Cycles
This part is dedicated to the three diving cycles used in order to assess energy efficiency of all the
relevant powertrains studied in this material. [11]
New European Driving Cycle (NEDC)
The NEDC cycle is an extended urban driving cycle with a short high speed part in the end. It was
devised to represent city driving conditions. It is characterized by low vehicle speed, low engine load,
and low exhaust gas temperature. The cycle is 11 km long and its average speed is 33.4 km/h, whilst
its total duration is 1180 s (cf. Figure 90). Table 24 summarizes the details related to this driving cycle
such as average speed and accelerations related to positive accelerations only (engine load
requirement). The NEDC cycle consists of two parts: ECE 15 cycle which is an urban driving cycle,
whilst the second part, the so‐called EUDC cycle, has been added after the fourth ECE 15 cycle to
account for more aggressive and high speed modes.
NEDC
100
Speed [km/h]
50
0
0 200 400 600 800 1000 1200
Time [s]
2
Acceleration [m/s 2]
-1
-2
0 200 400 600 800 1000 1200
Time [s]

Figure 90: Speed & Acceleration Diagrams of the NEDC Cycle
World Harmonized LightDuty Test Cycle (WLTC)
The WLTC cycle is derived from the WLTP (World Harmonized Light‐Duty Test Procedure) whose aims
are to establish a worldwide test procedure to measure light vehicle emissions and energy
consumption. The WLTC cycle presented in Figure 91 is derived from the point of view of PSA
Peugeot Citroën about this future certification driving cycle since no common agreement was yet
decided as this material was written. It is characterized by high speed vehicle up to 132 km/h and
higher engine load. This cycle is then 22.7 km long and its average speed is 45.4 km/h, whilst its total
duration is 1800 s. In addition, this cycle consists of four segments: Urban, Urban 2, Road, and
Highway as shown in the order from the left to the right in Figure 91 (dotted red lines). All the details
related to the WLTC cycle are gathered in Table 24.
‐66‐

WLTC
Speed [km/h]
100
50
0
0 200 400 600 800 1000 1200 1400 1600 1800
Time [s]
Acceleration [m/s 2]
-2
0 200 400 600 800 1000 1200 1400 1600 1800

Time [s]

Figure 91: Speed & Acceleration Diagrams of the WLTP Cycle with Segments (between dotted red lines)
INRETS UL1 Cycle
In addition to the two driving cycles depicted previously, one more cycle was used in order to assess
the capability and its related limits of the final gear ratio elongation in the cases of both the parallel
hybrid topology and the series/parallel hybrid topology. The INRETS UL1 cycle is characterized by
low‐speed driving conditions and congested traffic. This cycle is 800 m long and its average speed is
14.7 km/h, whilst its total duration is of 800 s. Speed point diagram and related accelerations are
depicted in Figure 92, whilst more details related to this cycle are presented in Table 24 for
comparison purposes.
INRETS UL1
20
15
Speed [km/h]
10
0
0 100 200 300 400 500 600 700 800
Time [s]
Acceleration [m/s2]
-2
0 100 200 300 400 500 600 700 800

Time [s]

Figure 92: Speed & Acceleration Diagrams of the INREST UL1 Cycle
‐67‐

NEDC WLTC INRETS UL1
Duration [s] 1180 1800 800
Distance [km] 22.7 11.0 0.9
Average Speed [km/h] 45.4 33.4 3.8
Top Speed [km/h] 132 120 14.7
Average Acceleration [m/s2] 0.15 0.28 0.2
Top Acceleration [m/s2] 1.06 2.11 1.9
Table 24: NEDC, WLTC & INRETS UL1 Details

‐68‐

Appendix 2: Optimum Operating Line
The Optimum Operating Line (OOL) is going to be discussed in details in this part. The OOL is a
significant parameter related to an internal combustion engine. In the operation of a vehicle, the
power requirements vary with the time according to the road power requirements through a speed
point diagram for instance. The power (P) is the product of speed (ω) and torque (T) as depicted in
Equation ( 33 ).
. ( 33 )

Thereby, a large number of combinations of speed and torque can give the same engine power
according to a specific related engine efficiency map. For each achievable power level, a specific
speed‐torque combination allows getting the highest engine efficiency. The OOL gathers all those
specific speed‐torque combinations equivalent for each one to a specific engine power. Basically, this
theoretical line corresponds also to the engine operating points in the case of the implementation of
an ideal continuous variable transmission with infinite gear ratios.
90 6000 0.4
80 0.35
5000
70
0.3
60 4000
Engine Torque [Nm]
Engine Speed [rpm]
Engine Efficiency
0.25
50
3000 0.2
40
0.15
30 2000
0.1
20
1000
10 0.05
0 0 0
0 50 0 50 0 50
Engine Power [kW] Engine Power [kW] Engine Power [kW]

Figure 93: Torque (left), Speed (middle) & Efficiency (left) as a function of engine power level related to the OOL of the
EB0 engine
In this material, only two gasoline engines are introduced: the EB0 three‐cylinder in‐line spark
ignition gasoline engine and the EB2DT turbocharged three‐cylinder in‐line spark ignition gasoline
engine. The related features of their respective OOL are depicted in Figures 93 and 94 through their
respective engine torques, speeds and efficiencies. Those two diagrams were computed through a
specific algorithm by browsing on the respective engine efficiency maps.
‐69‐

180 6000 0.4
160 0.35
5000
140
0.3
120 4000
Engine Torque [Nm]
Engine Speed [rpm]
Engine Efficiency
0.25
100
3000 0.2
80
0.15
60 2000
0.1
40
1000
20 0.05
0 0 0
0 50 100 0 50 100 0 50 100

Figure 94: Torque (left), Speed (middle) & Efficiency (left) as a function of engine power level related to the OOL of the
EB2DT engine

‐70‐

Appendix 3: Energy Consumptions: Case Studies
Two separate driving conditions are going to be discussed in term of energy consumptions for each
drivetrain studied in this material. The two driving conditions retained as the most relevant for
understanding purposes are Urban 1 and Highway both derived from the WLTP cycle. Note that here
only charge sustaining mode is discussed for the hybrid electric drivetrains.
Case Studies: Urban 1
High engine efficiency occurs for all the drivetrains whose their main capability is to follow the engine
OOL. Those drivetrains are basically here the Series, the Power‐Split, and the Series/Parallel
topologies (since operating in Series mode). In addition, mechanical‐electrical energy conversions are
restricted. Energy conversions between hybrid electric drivetrains were noticed to be similar
regarding their magnitude. In addition, battery efficiencies were noticed to be slightly higher for the
Parallel topology since this latter is run exclusively according to a battery strategy which restricts SOC
variation (“sustaining I” battery strategy). Efficiencies of each machine, losses, corrected fuel
consumptions, energy conversions, and so on are gathered in Table 25. Active Strategy Control
regarding battery management was only considered for the hybrid electric drivetrain. Note that here
the parameter ηpowertrain is defined by Equation ( 34 ) i.e. by not taking into consideration inertia
forces through acceleration requirements. Note also that EM1 and EM2 stand respectively for the
generator and the traction motor. Finally measurement regarding the reference EB2DT‐powered
Peugeot 208 is not depicted to ease overall understanding.
( 34 )

FC Losses Battery Energy ηpowertrain ηICE ηEM1 ηEM2 ηBattery

[l/100km] [kWh] Loss Conversion
[kWh] [kWh]
EB0‐powered 4.38 1.16 8.98% 25.18%
Peugeot 208
EB0‐powered 3.99 1.06 9.96% 25.35%
Peugeot 208
(stop&start)
EB0‐powered 2.52 0.55 0.00 0.34 17.52% 31.40% 71.61% 99.32%
Parallel
EB0‐powered 1.64 0.39 0.01 0.59 23.43% 34.48% 90.05% 75.04% 99.04%
Series
EB0‐powered 1.65 0.39 0.01 0.53 23.68% 34.47% 86.15% 75.18% 99.03%
Power‐Split
EB0‐powered 1.68 0.40 0.01 0.60 23.25% 34.49% 89.35% 75.11% 99.03%
Series/Parallel
Table 25: Measurement over WLTP Urban 1
Operating points of various machines derived from relevant drivetrains are depicted in Figures 95,
96, 97, and in 98 in order to ease understanding. In addition ICE operating points for the Series and
the Parallel topologies are pictured respectively in Figures 83 and 84 upstream in this material
‐71‐

0.3
2
0. 3
90 90
0. 3
257
0.35
0. 35
1
0. 3
002..2
0.
2
0.3 0.32
0. 2
80 257 .2
0.02. 80 0.15 0
22
0.2
0.1
0.3
0.
0.3
0.15 5 0.3
5
70 70
3
0.
2
0.3
32
0.1
60 0. 60
0.32
0.32
Torque [Nm]
Torque [Nm]
0.25
0.27
3
50 50
0.22
3
0.
0.
0.2
0.25
0.27
0.15
0.22
2
40 0.32 40 0.3
0.3
0.2
0.1
0.3
0.15
0.3 0.3
30 7 0 30 7
0.2 0.2
0.27
0.27 0.25 0. 0.25
0
0.1
20 0.25 20 0.25
0
0.22 0.222 0.22 0. 22
0.2 0. 0.2 0.2 0.1
10 0.15 10
0.15 0.15 0.15 0.15 0.
0.1 0.1 0.1 0.1
0 0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 0 100 200 300 400 500
Speed [rpm] Speed [rad/s]

Figure 95: ICE Operating Points for the EB0‐powered Figure 96: ICE Operating Points for the EB0‐powered
Peugeot 208 over WLTP Urban 1 Power‐Split over WLTP Urban 1
EM1 Operating Points EM2 Operating Points EM1 Operating Points EM2 Operating Points
600
0.9
0.85
0.9
180
0.8
0.9
0.9
0.9
250
0.9
0.7
0.9
0.9
0.9
0.9
0.6
0.9
0.5
0.9
0.85
0.9
0.4
0.8
0.85
0.9
0.7
0.6
0.5
0.4
0.9
0.8
0.8
200
0.7
0.6
0.5
0.7
0.4
160 500
0.9
0.6
0.5
0.4
0.9
0.9
0.9
0.9
200 140
0.9
0.9
0.9
0.9
0.9
0.9
0.9
0.9
0.9
400
0.9
0.9
150 120
0.9
Torque [Nm]
Torque [Nm]
Torque [Nm]
Torque [Nm]
0.85
150
100
300
0.9
0.9
0.9
0.85
0.9
0.9
0.9
0.9
0.9
0.85
0.9
0.9
0.9
0.8
0.85
0.9
0.9
0.9
0.8
0.7
0.9
0.6
0.5
0.8
0.4
0.8
100
0.7
0.6
80
0.5
0.7
0.4
0.6
0.5
0.7
0.4
0.6
0.5
0.9
0.9
0.4
0.
100
9
0.9
200
0.9
0.9
60
0.9
0.
0.9
0.9
0.9
9
0.9
0.9
0.9
0.9
0.9
0.9
0.9
0.9
0.9
0.9 50 0.9 40 0.9 0.9
50 2 2 2 2
0. 9
100
0.85
20
0.9
0.9
0.
0.9
0.9
0.
0. 9 92 0.92
0. 9 0. 0.9
92
0.8 2 85 0. 9
0.
45
00.7
0.8 0.85
0.8
0.7
0.5
0.6 0.8
0.7 0.85
0.8
0.7
0.5
0.6 0.8
00.7 0.85
0.8
0.7
0.5
0.6 00.7
0.8 0.85 0.6
0.8
0.7
0.5
85
0 0.65 0.4 0 0.5

0.6
0 4 0.4 0 0.5
0.64 0.4 0 0.6
4
5 0.4
0 500 1000 0 500 1000 0 500 1000 0 200 400
Speed [rad/s] Speed [rad/s] Speed [rad/s] Speed [rad/s]

Figure 97: EM1 and EM2 Operating Points for the EB0‐ Figure 98: EM1 and EM2 Operating Points for the
powered Series over WLTP Urban 1 Power‐Split over WLTP Urban 1
Case Studies: Highway
Engine efficiencies are overall similar between the hybrid electric drivetrains since at high road
power requirements in conjunction with the gearbox ratios implemented the ICE operating points
are located in high efficiency areas basically close to the full‐load line even for the conventional EB0‐
powered vehicle. In addition, energy conversions are higher over this driving condition and lead to
reduce overall powertrain efficiency. Note that here the Series/Parallel topology is operated most of
the time in Parallel mode. Active Strategy Control regarding battery management was only
considered for the hybrid electric drivetrain. Efficiencies of each machine, losses, corrected fuel
consumptions, energy conversions, and so on are gathered in Table 26. Note that energy conversions
are not rising similarly between hybrid electric vehicles. Indeed this latter is rising only a bit for the
Parallel topology since the electrical machine provides only a boost, while this is rising a lot for the
Series topology since all the power has to be converted. In addition, energy conversions are rising
less for the Power‐Split topology since a part of the engine torque can be conveyed to the wheels.
Note also that traction motor efficiencies of the Parallel and the Series/Parallel topologies are lower
compared with the two other hybrid electric powertrains since this latter provides only electric boost
and is therefore less used especially at high torque. Finally battery efficiencies are lower in this
driving condition since the battery has to assist more the engine regarding power to allow the vehicle
to be propelled properly. All those notices are presented by operating point diagrams of engine and
electrical machines (cf. Figures 99, 100, 101, 102, and 103).
‐72‐

FC Losses Battery Energy ηpowertrain ηICE ηEM1 ηEM2 ηBattery
[l/100km] [kWh] Loss Conversion
[kWh] [kWh]
EB0‐powered 5.62 3.85 24.42% 28.66%
Peugeot 208
EB0‐powered 5.62 3.86 24.45% 28.70%
Peugeot 208
(stop&start)
EB0‐powered 5.35 2.66 0.01 0.52 26.79% 32.66% 69.01% 98.35%
Parallel
EB0‐powered 6.05 3.16 0.03 2.65 23.62% 32.63% 91.57% 86.62% 97.53%
Series
EB0‐powered 5.58 2.84 0.03 1.24 25.75% 32.96% 82.21% 82.06% 97.56%
Power‐Split
EB0‐powered 5.56 2.81 0.03 0.81 25.91% 32.58% 85.03% 77.00% 97.57%
Series/Parallel
Table 26: Measurement over WLTP Highway
EM Operating Points
0.7
0.6
0.5
0.4
0.9
0.9
0.9
0.9
200
0.85
0.9
0.9
0.8
0.9
150
0.9
Torque [Nm]
0.7
0.6
0.5
0.4
0.9
0.9
0.9
0.9
100
0.9
0.9
0.85
0. 92
0.9
0.9
0.8
0.9
50
0.9
0. 92
0.7
0.6
0.5
0.4
0.92 0.92 0.9

0.85 0.9
0.7
0.6
0.8 0.4
0.5 0.8 0.9
0.85 0.7
0.6
0.4
0.5 0.85
0.8 0.4
0.6
0.5
0
0 200 400 600 800 1000 1200 1400
Speed [rad/s]

Figure 99: EM Operating points for the EB0‐powered Parallel over WLTP Highway

0.3
2
0. 3
90 90
0. 3
257
0.35
0. 35
1
0. 3
002..2
0.
2
0.3 0.32
0. 2
80 257 .2
0.02. 80 0.15 0
22
0.2
0.1
0.3
0.
0.3
0.15
5 0.3
5
70 70
3
0.
2
0.3
32
0.1
60 0. 60
0.32
0.32
Torque [Nm]
Torque [Nm]
0.25
0.27
50 50
0.22
3
0.
0.
0.2
0.25
0.27
0.15
0.22
2
40 0.32 40 0.3
0.3
0.2
0.1
0.3
0.15
0.3 0.3
30 7 0 30 7
0.2 0.2
0.27
0.27 0.25 0. 0.25
0
0.1
20 0.25 20 0.25
0
0.22 0.222 0.22 0. 22
0.2 0. 0.2 0.2 0.1
10 0.15 10
0.15 0.15 0.15 0.15 0.
0.1 0.1 0.1 0.1
0 0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 0 100 200 300 400 500
Speed [rpm] Speed [rad/s]

Figure 100: ICE Operating Points for the EB0‐powered Figure 101: ICE Operating Points for the EB0‐powered
Parallel over WLTP Highway Series over WLTP Highway
‐73‐

EM1 Operating Points EM2 Operating Points EM1 Operating Points EM2 Operating Points
600
0.9
0.85
0.9
180
0.8
0.9
0.9
0.9
250
0.9
0.7
0.9
0.9
0.9
0.9
0.6
0.9
0.5
0.9
0.85
0.9
0.4
0.8
0.85
0.9
0.7
0.6
0.5
0.4
0.9
0.8
0.8
200
0.7
0.6
0.5
0.7
0.4
160 500
0.9
0.6
0.5
0.4
0.9
0.9
0.9
0.9
140 200
0.9
0.9
0.9
0.9
0.9
0.9
0.9
0.9
0.9
400
0.9
0.9
120 150
0.9
Torque [Nm]
Torque [Nm]
Torque [Nm]
Torque [Nm]
0.85
150
100
300
0.9
0.9
0.9
0.85
0.9
0.9
0.9
0.9
0.9
0.85
0.9
0.9
0.9
0.8
0.85
0.9
0.9
0.9
0.8
0.7
0.9
0.6
0.5
0.8
0.4
0.8
100
0.7
0.6
80
0.5
0.7
0.4
0.6
0.5
0.7
0.4
0.6
0.5
0.9
0.9
0.4
0.
100
9
0.9
200
0.9
0.9
60
0.9
0.
0.9
0.9
0.9
0.9
0.9
0.9
0.9
0.9
0.9
0.9
0.9
0.9
40 0.9 0.9 0.9 50 0.9

2 2 50 2 2
0. 9
100
20 0.85
0.9
0.9
0.
0.9
0.9
0.
0.92 0. 9 92
0. 0.9 0. 9
92
85 0. 9 0.8 2
0.
0.8
00.7 0.85
0.8
0.7
0.5
0.6 00.7
0.8 0.85 0.6
0.8
0.7
0.5 45
00.7
0.8 0.85
0.8
0.7
0.5
0.6 0.8
0.7 0.85
0.8
0.7
0.5
0.6
85
0 0.5
0.64 0.4 0 0.6
4
5 0.4 0 0.65 0.4 0 0.5
0.6
0 4 0.4
0 500 1000 0 200 400 0 500 1000 0 500 1000
Speed [rad/s] Speed [rad/s] Speed [rad/s] Speed [rad/s]

Figure 102: EM1 and EM2 Operating Points for the EB0‐ Figure 103: EM1 and EM2 Operating Points for the EB0‐
powered Power‐Split over WLTP Highway powered Series over WLTP Highway

‐74‐

Appendix 4: Atkinson Cycle for SparkIgnition Internal Combustion
Engine
Ideal combustion cycle for reciprocating‐piston engines with internal combustion (ICE) is based on
the ideal thermodynamic combustion process called “constant‐volume process” depicted in Figure
104 [12]. This process consist of isentropic compression (1‐2), isochoric heat supply (2‐3), isentropic
expansion (3‐4) and finally isochoric reversion of the ideal working gas to its initial condition (4‐1).
Obviously, this cycle is ideal and is only possible if the following conditions are met:
‐ No heat or gas losses i.e. no residual exhaust gas
‐ Ideal gas with constant specific heats cp, cv such as K = cp/cv = 1.4
‐ Infinitely rapid heat supply and discharge
‐ No flow losses
1 1 1 ( 35 )
The efficiency of such ideal thermodynamic cycle is depicted in Equation ( 35 ) and is called thermal
efficiency where ε corresponds to the compression ratio defined as a function of the piston
displacement volume Vd and the compression volume Vc. In addition to this theoretical thermal
efficiency, efficiencies related to both the real high‐pressure working effects such as wall heat losses
and variable specific heat for instance, the real charge effects due to the 4‐stroke operation and the
mechanical losses have to be considered as well to determine the overall engine efficiency (efficiency
sequence) [12].
pr te
es m
3
su pr
re at
ur 3
2 e
W
4
2 4
5
1 5'
5'
Vc Vh 1 5
volume entropy

Figure 104: Ideal Constant‐Volume Combustion Cycle as shown in the p‐V diagram (left) and the T‐S diagram (right)
The so‐called Otto cycle based on a 4‐stroke process related to the common spark‐ignition engines
consists of this sequence of thermodynamic processes depicted in Figure 104 under the name of
compression and combustion with one more sequence for induction and exhaust. The stoichiometric
air to fuel ratio for the spark‐ignition engine is controlled by throttling the amount of air in the inlet
manifold, and leads therefore to an under pressure in the intake during induction.
‐75‐

According to Equation ( 35 ), one way to increase the combustion efficiency is to increase the
compression ratio. However, the compression ratio of spark‐ignition engines is limited to prevent the
uncontrolled combustion known as knocking, which leads to damage piston and cylinder head.
Another way to increase the thermal efficiency is to increase the surface cycle on the p‐V diagram i.e.
increase the available work. However as the crankshaft assembly restricts expansion to finite levels,
the 4‐5‐1 area in Figure 104 is not available as extra work.
The section 4‐5’‐1, lying above the atmospheric pressure line, is partially available when an exhaust‐
gas turbine is connected downstream [12]. Thereby, the combustion efficiency is higher since
basically the overall surface 1‐2‐3‐4‐5 corresponding to an available work is larger. Note that this
combustion performance enhancement is shown by the EB2DT engine equipped with an exhaust‐gas
turbocharger whose peak efficiencies are higher than those derived from the EB0 engine.
Another way to make this section 4‐5’‐1 reachable and therefore increase thermal efficiency is to
make the expansion ratio and the compression ratio differ. The Atkinson cycle applied on 4‐stroke
spark‐ignition engines differs from the Otto cycle through this specific feature. This capability is
achievable either by a basic clever arrangement of the crankshaft or by specific intake valve
opening/closing timing (Miller cycle) as implemented by Toyota in its hybrid vehicles [6]. The Toyota
hybrid vehicles are indeed powered by high‐expansion ratio cycle engine by reducing the volume of
combustion and by evacuating the chamber only after the explosion force have sufficiently fallen
through the so‐called VVT‐i system operated on the intake valves (Variable Valve Timing‐intelligent)
as depicted in Figure 105. This specific technical solution proposed by Toyota is to delay intake valve
opening during induction, which leads to reduce compression ratio since a part of the inducted
mixture is sent back to the manifold. Even though thermal efficiency is thereby enhanced, the
effective mean pressure of point 2 and 3 in a larger extent are lower, which leads to a reduction of
the mean working pressure and therefore to the full‐load capability. Note that this mean working
pressure reduction does not occur with an exhaust‐gas turbocharger since in parallel the pressure
related to the point 2 and then point 3 are higher [13].
va
lve
lift Angle of action
Exhaust Valve
Intake Valve

crank angle

Figure 105: Principle Diagram of the VVT‐i System [6]
The results of a study carried out by PSA Peugeot Citroën regarding the capability to make the 1.2‐
litre 3‐cylinder 4‐stroke spark‐ignition EB2 engine run according to a specific cycle closer to this
derived from the Atkinson cycle than this derived from the basic Otto cycle were used afterwards.
‐76‐

The aim of this investigation is to assess energy conversion efficiency enhancement by applying the
results of this study regarding engine efficiency enhancement and full‐load reduction to the EB0
engine. Initial parameters of the EB0 engine are depicted in Figure 106 and have to be compared
with those in Figure 107 derived from the Atkinson‐cycle adaptation. In addition, all the details of the
new OOL related to the Atkinson‐cycle EB0 engine are depicted in Figure 108.
0.10
2
90 0.1 50
0.2
80
0. 36
0.35
0.3
50
0.15
0. 32
0. 32
0.36
1 .32
80 0. 0 70
45
0.35
0.35
0.3
40
0.27
0.25
70 40
0.3
60 0. 35
0.25
35
0.2 0.22
0.27
0.32
60
0.22
0.2
50
Torque [Nm]
Torque [Nm]
0.15
Power [kW]
Power [kW]
32 30
30 0.
0.1
0.3
0.15
50
32
0.3
0.
0.1
40 25
0.32
40
27
20 20
0.
30 7
0.2
0. 3
30
5 0.3 15
0.2 0.25
0..2
00. 2
0.27 20
275
.252
20 0.22 0 10 0 10
0 0.22
10 0. .2 0. 15 10 0. 0.2 0. 15
1 1 5
0. 5 0.1 0.15 0.1
1
0 0 0 0
0 2000 4000 0 2000 4000 0 2000 4000 0 2000 4000
Speed [rpm] Speed [rpm] Speed [rpm] Speed [rpm]

Figure 106: Initial Efficiency Map, Full‐load Line (red Figure 107: Efficiency Map, Full‐load Line (red line), OOL
line), OOL (blue line) & Power (left) of the EB0 Engine (blue line) & Power (left) of the Atkinson‐cycle EB0
Engine
90 6000 0.4
80 0.35
5000
70
0.3
60 4000
Engine Torque [Nm]
Engine Speed [rpm]
Engine Efficiency
0.25
50
3000 0.2
40
0.15
30 2000
0.1
20
1000
10 0.05
0 0 0
0 50 0 50 0 50

Figure 108: Torque (left), Speed (middle) & Efficiency (left) as a function of Engine Power Level related to the OOL of the
Atkinson‐cycle EB0 Engine
The implementation of such Atkinson‐cycle engines over the hybrid electric powertrains makes
sense. Indeed, the full‐load reduction is offset by the electric boost capability, whilst the better
combustion efficiencies are useful to reduce fuel consumption and then emissions.

‐77‐

References

[1] Laboratory of Electrical Energy Conversion, Hybrid Vehicle Drives, Stockholm: KTH Electrical
Engineering, 2011.
[2] Green Car Congress, "Peugeot’s Diesel 3008 Hybrid4," 2010. [Online]. Available:
http://www.greencarcongress.com/2010/08/3008‐20100824.html. [Accessed 2012].
[3] M. Alaküla, Hybrid Drive Systems for Vehicles: System Design and Traction Concepts, Lund: Lund
University of Technology, 2006.
[4] M. Leksell, Electrical Machines and Drives, Stockholm: KTH, 2004.
[5] R. Ottersten, Hybrid Vehicle Drives: Power Electronics, Göteborg: Chalmers University of
Technology, 2004.
[6] Toyota Motor Corporation, "Toyota Hybrid System THS II," Tokyo, 2003.
[7] Peugeot, "208 hatchback: Prices, Equipment and Technical Specifications," 2012.
[8] Valeo, "Innovation: Stop‐Start System," [Online]. Available:
http://www.valeo.com/innovation/en/#/fiche2. [Accessed 2012].
[9] Toyota Motor Corporation, "Toyota Technical Training: Hybrid System Operation (Section 2),"
2005.
[10] A. Takasaki, T. Mizutani, K. Kitagawa, T. Yamahana, K. Odaka, T. Kuzuya, Y. Mizuno and Y.
Nishikawa, "Development of New Hybrid Transmission for 2009 Prius," EVS24 International
Battery, Stavanger, 2009.
[11] DieselNet, "Emission Test Cycles," [Online]. Available:
http://www.dieselnet.com/standards/cycles/. [Accessed 2012].
[12] BOSCH, Automotive Handbook, SAE, 2004.
[13] Animated Engines, "Atkinson Engine," [Online]. Available:
http://www.animatedengines.com/atkinson.html. [Accessed 2012].

‐78‐

Tables & Illustrations

Table 1: Energy Content, Power Density, Cycle Life & Cost Assessment of Main Battery Technologies
[3] .......................................................................................................................................................... 14
Table 2: Gear Ratios of the Gearbox & Final Gear Ratio for the EB0‐powered Peugeot 208 ............... 19
Table 3: Gear Ratios of the Gearbox & Final Gear Ratio for the EB2DT‐powered Peugeot 208 ........... 19
Table 4: Vehicle Specifications .............................................................................................................. 22
Table 5: Technical Parameters of the EB0‐powered Peugeot 208 and the EB2DT‐powered Peugeot
208 ......................................................................................................................................................... 23
Table 6: Fuel Consumptions of the EB0‐powered Peugeot 208 ............................................................ 29
Table 7: Fuel Consumptions of the EB2DT‐powered Peugeot 208 ....................................................... 29
Table 8: Performances of Reference Vehicles ....................................................................................... 30
Table 9: Preliminary Design of Power Requirements for the Various Hybrid Electric Powertrains ...... 31
Table 10: Gross Mass of the EB0‐powered Parallel Topology (left) and Gross Mass of the 2/3 EB0‐
powered Parallel Topology (right) ......................................................................................................... 32
Table 11: Energy Consumptions of the EB0‐powered Parallel Topology .............................................. 38
Table 12: Performances of the EB0‐powered Parallel Topology ........................................................... 38
Table 13: Power Design Scenarios for Series Topology ......................................................................... 41
Table 14: Energy Consumptions of the EB0‐powered Series Topology ................................................ 43
Table 15: Performances of the EB0‐powered Series Topology ............................................................. 44
Table 16: Power Design Scenarios for Power‐Split Topology................................................................ 47
Table 17: Energy Consumption of the EB0‐powered Power‐Split Topology ......................................... 49
Table 18: Performances of the EB0‐powered Power‐Split Topology .................................................... 49
Table 19: Switch Power Values for the Active Strategy Control ........................................................... 52
Table 20: Gross Mass Assessment of the EB0‐powered Series/Parallel Topology ............................... 54
Table 21: Energy Consumptions for the Series/Parallel Topology ........................................................ 56
Table 22: Performances of the Series/Parallel Topology ...................................................................... 57
Table 23: Chart Review of Hybrid Electric Drivetrains .......................................................................... 64
Table 24: NEDC, WLTC & INRETS UL1 Details ........................................................................................ 68
Table 25: Measurement over WLTP Urban 1 ........................................................................................ 71
Table 26: Measurement over WLTP Highway ....................................................................................... 73

Figure 1: Peugeot 208 (side view) ............................................................................................................ i
Figure 2: Peugeot 208 (rear view) ........................................................................................................... 1
Figure 3: Power‐Split Hybrid Electric Powertrain .................................................................................... 3
Figure 4: Parallel Hybrid Electric Powertrain........................................................................................... 3
Figure 5: Series Hybrid Electric Powertrain ............................................................................................. 4
Figure 6: Series/Parallel Hybrid Electric Powertrain ............................................................................... 4
Figure 7: Principle Diagram of Electric Hybridization Topologies ........................................................... 5
Figure 8: Hybridization Degree ................................................................................................................ 6
Figure 9: Efficiency Map, Full‐Load Line (left) & Maximum Power Diagram (right) of the EB0 Engine .. 8
Figure 10: Efficiency Map, Full‐Load Line & OOL of the EB0 Engine ....................................................... 9
‐79‐

Figure 11: Efficiency Map, Full‐Load Line (left) & Maximum Power Diagram (right) of the EB2DT
Engine ...................................................................................................................................................... 9
Figure 12: Efficiency Map, Full‐Load Line (blue line) & OOL (red line) of the EB2DT Engine ................ 10
Figure 13: Efficiency Map & Full‐Load Curve (red line) of the EHA Electrical Machine ........................ 11
Figure 14: Ideal & Real Field Weakening Operations related to the EHA Electrical Machine .............. 12
Figure 15: Three‐phase ac‐dc Converter [5] .......................................................................................... 12
Figure 16: Circuit Symbols of Power MOSFET (left) & IGBT (right) [5] .................................................. 13
Figure 17: Schematic Model of the Battery used in this material ......................................................... 15
Figure 18: Battery Efficiency as a function of Battery Terminal Power ................................................ 16
Figure 19: Principle Chart of the Battery Charge Modes for a PHEV .................................................... 17
Figure 20: Principle Charts of “Sustaining I” mode (left) and “Sustaining II” mode (right) .................. 17
Figure 21: Principle Sketch of a Reduction Gear Set ............................................................................. 19
Figure 22: Gear Shifting Strategy related to Gearbox ........................................................................... 20
Figure 23: Planetary Gear Set and Basic Layout .................................................................................... 21
Figure 24: Road Power Requirement for the EB0‐powered Peugeot 208 ............................................ 24
Figure 25: Road Power Requirement for the EB2DT‐powered Peugeot 208 ........................................ 24
Figure 26: Top Speed Capability (Road Gradient of 4%) of the EB0‐powered Peugeot 208 ................. 24
Figure 27: Top Speed Capability (Road Gradient of 4%) of the EB2DT‐powered Peugeot 208 ............ 24
Figure 28: Wheel Torque Diagram for the EB0‐powered Peugeot 208 ................................................ 24
Figure 29: Wheel Torque Diagram for the EB2DT‐powered Peugeot 208 ............................................ 24
Figure 30: Simple Driver Model ............................................................................................................. 25
Figure 31: Simulink Model of the Driver Model .................................................................................... 26
Figure 32: ICE Operating Point Selection according to its OOL ............................................................. 27
Figure 33: Gear Ratio Selection Model .................................................................................................. 27
Figure 34: Road Model .......................................................................................................................... 28
Figure 35: Stop&Start Model ................................................................................................................. 28
Figure 36: Power Requirement in Electric & Hybrid Modes ................................................................. 30
Figure 37: Operating Principle of the Parallel Hybrid Electric Powertrain ............................................ 31
Figure 38: Road Power Requirements respectively for 2/3 EB0‐powered and EB0‐powered Parallel
Hybrid Electric Scenarios ....................................................................................................................... 33
Figure 39: Corrected Fuel Consumption (left) & Performances (right) as a function of Final Gear Ratio
in Hybrid mode ...................................................................................................................................... 34
Figure 40: Fuel Consumption (left) & Performances (right) as a function of Final Gear Ratio in
Unavailable Battery mode ..................................................................................................................... 34
Figure 41: Fuel Consumptions over INRETS UL1 cycle .......................................................................... 34
Figure 42: EM Operating Points over the INRETS UL1 Cycle with a Transaxle Gear Ratio of 3.5 .......... 35
Figure 43: Top Speed Capability (Road Gradient of 4%) for the EB0‐powered Parallel Topology with a
Transaxle Gear Ratio of 3 instead of 4.92 ............................................................................................. 35
Figure 44: Power Flow Control Block .................................................................................................... 36
Figure 45: Low‐pass Filter for Engine Dynamic Limitation .................................................................... 36
Figure 46: Battery Charge Controller .................................................................................................... 36
Figure 47: Engine Best Operating Point Selection & Engine Ignition Management ............................. 37
Figure 48: Battery Efficiency Model ...................................................................................................... 38
Figure 49: Top Speed Capability (Road Gradient of 0%) of the EB0‐powered Parallel Topology in
Hybrid Mode .......................................................................................................................................... 39
‐80‐

Figure 50: Top Speed Capability (Road Gradient of 4%) of the EB0‐powered Parallel Topology in
Hybrid Mode .......................................................................................................................................... 39
Figure 51: Top Speed Capability (Road Gradient of 4%) for the EB0‐powered Parallel Topology in
Electric Mode......................................................................................................................................... 39
Figure 52: Maximum Wheel Torque Diagram of the EB0‐powered Parallel Topology ......................... 39
Figure 53: Operating Principle of the Series Hybrid Electric Powertrain .............................................. 40
Figure 54: Road Power Requirements respectively for 2/3 EB0‐powered and EB0‐powered Series
Hybrid Electric Scenarios ....................................................................................................................... 41
Figure 55: Engine Operating Point Selection Block ............................................................................... 42
Figure 56: Series Topology Model over Simulink .................................................................................. 43
Figure 57: Top Speed Diagram (road gradient of 4%) for the EB0‐powered Series Topology in Electric
Mode ..................................................................................................................................................... 44
Figure 58: Maximum Available Wheel Torque for EB0‐powered Series Topology ............................... 44
Figure 59: Available Wheel Torque in “Unavailable Battery” Mode versus Ideal Wheel Torque derived
from the Full‐Load Line of the Traction Electrical Machine .................................................................. 44
Figure 60: Operating Principle of the Power‐Split Hybrid Electric Powertrain ..................................... 45
Figure 61: Planetary Gear Nomographs in Extreme Speed Range Operations ..................................... 46
Figure 62: Road Power Requirements over a Road Gradient of 4% for 2/3 EB0‐powered Power‐Split
Topology and EB0‐powered Power‐Split Topology. .............................................................................. 48
Figure 63: Power‐Split Topology Model over Simulink ......................................................................... 48
Figure 64: Top Speed Capability (road gradient of 4%) for the EB0‐powered Power‐Split Topology in
Electric Mode......................................................................................................................................... 50
Figure 65: Maximum Available Wheel Torque for EB0‐powered Power‐Split Topology ...................... 50
Figure 66: Constant Speed Experiments for the EB0‐powered Series Topology .................................. 51
Figure 67: Constant Speed Experiments for the EB0‐powered Power‐Split Topology ......................... 51
Figure 68: Constant Speed Experiments for the EB0‐powered Series/Parallel Topology ..................... 52
Figure 69: Active Control Strategy Block ............................................................................................... 52
Figure 70: Main Scope of the Active Strategy Control Block over the Urban 2 part of the WLTP Cycle
for the Power‐Split Topology ................................................................................................................ 53
Figure 71: Strategy Implemented by Active Strategy Control Block over the Urban 2 part of the WLTP
Cycle for the Power‐Split Topology ....................................................................................................... 53
Figure 72: Road Power Requirements for the EB0‐powered Series/Parallel Topology ........................ 54
Figure 73: Top Speed Capability (4% road gradient) of the Series/Parallel Topology with a Transaxle
Gear Ratio of 3.2 .................................................................................................................................... 55
Figure 74: Control of the Drivetrain over Simulink for the Series/Parallel model ................................ 55
Figure 75: Top Speed Capability (road gradient of 4%) for the Series/Parallel Topology in Hybrid Mode
............................................................................................................................................................... 56
Figure 76: Top Speed Capability (road gradient of 0%) for the Series/Parallel Topology in Hybrid Mode
............................................................................................................................................................... 56
Figure 77: Top Speed Capability (road gradient of 4%) for the Series/Parallel Topology in Electric
Mode ..................................................................................................................................................... 57
Figure 78: Maximum Available Wheel Torque of the EB0‐powered Series/Parallel Topology ............. 57
Figure 79: Vehicle Gross Mass Assessment ........................................................................................... 58
Figure 80: Electric Range in Charge Depleting Mode over the WLTP Cycle .......................................... 59
‐81‐

Figure 81: Energy Consumptions in Charge Sustaining Mode (Active Strategy Control) over WLTP
Cycle ...................................................................................................................................................... 59
Figure 82: Lowest Computed Energy Consumptions in Charge Sustaining Mode over the WLTP Cycle
............................................................................................................................................................... 60
Figure 83: ICE Operating Points over WLTP Urban 1 for the Series Topology ...................................... 60
Figure 84: ICE Operating Points over WLTP Urban 1 for the Parallel Topology .................................... 60
Figure 85: Emission Certification over the WLTP Cycle ......................................................................... 61
Figure 86: Top Speed Performances ..................................................................................................... 62
Figure 87: Acceleration Performances .................................................................................................. 62
Figure 88: Powertrain Manufacturing Cost Differences between Topologies with EB0‐powered
Peugeot 208 as Reference ..................................................................................................................... 63
Figure 89: Lowest Computed Fuel Consumption in Charge Sustaining Mode over the WLTP Cycle .... 65
Figure 90: Speed & Acceleration Diagrams of the NEDC Cycle ............................................................. 66
Figure 91: Speed & Acceleration Diagrams of the WLTP Cycle with Segments (between dotted red
lines) ...................................................................................................................................................... 67
Figure 92: Speed & Acceleration Diagrams of the INREST UL1 Cycle.................................................... 67
Figure 93: Torque (left), Speed (middle) & Efficiency (left) as a function of engine power level related
to the OOL of the EB0 engine ................................................................................................................ 69
Figure 94: Torque (left), Speed (middle) & Efficiency (left) as a function of engine power level related
to the OOL of the EB2DT engine ........................................................................................................... 70
Figure 95: ICE Operating Points for the EB0‐powered Peugeot 208 over WLTP Urban 1 ..................... 72
Figure 96: ICE Operating Points for the EB0‐powered Power‐Split over WLTP Urban 1 ...................... 72
Figure 97: EM1 and EM2 Operating Points for the EB0‐powered Series over WLTP Urban 1 .............. 72
Figure 98: EM1 and EM2 Operating Points for the Power‐Split over WLTP Urban 1 ........................... 72
Figure 99: EM Operating points for the EB0‐powered Parallel over WLTP Highway ............................ 73
Figure 100: ICE Operating Points for the EB0‐powered Parallel over WLTP Highway .......................... 73
Figure 101: ICE Operating Points for the EB0‐powered Series over WLTP Highway ............................ 73
Figure 102: EM1 and EM2 Operating Points for the EB0‐powered Power‐Split over WLTP Highway .. 74
Figure 103: EM1 and EM2 Operating Points for the EB0‐powered Series over WLTP Highway ........... 74
Figure 104: Ideal Constant‐Volume Combustion Cycle as shown in the p‐V diagram (left) and the T‐S
diagram (right) ....................................................................................................................................... 75
Figure 105: Principle Diagram of the VVT‐i System [6] ......................................................................... 76
Figure 106: Initial Efficiency Map, Full‐load Line (red line), OOL (blue line) & Power (left) of the EB0
Engine .................................................................................................................................................... 77
Figure 107: Efficiency Map, Full‐load Line (red line), OOL (blue line) & Power (left) of the Atkinson‐
cycle EB0 Engine .................................................................................................................................... 77
Figure 108: Torque (left), Speed (middle) & Efficiency (left) as a function of Engine Power Level
related to the OOL of the Atkinson‐cycle EB0 Engine ........................................................................... 77

‐82‐

Nomenclature

BEV Battery Electric vehicle
CVT Continuous Variable Transmission
EHB Electronic Hydraulic Brake
EM Electrical Machine
EM1 Generator
EM2 Traction Motor
EUDC Extra Urban Driving Cycle
HEV Hybrid Electric Vehicle
ICE Internal Combustion Engine
ISG Integrated Starter Generator
HY Hybrid mode (battery charge sustaining mode)
NEDC New European Driving Cycle
OOL Optimum Operating Line
PWM Pulse Width Modulation
SOC State‐Of‐Charge
WLTC World harmonized Light‐duty Test Cycle
WLTP World harmonized Light‐duty Test Procedure
ZEV Zero Emission Vehicle

Rwheel Wheel radius
Iwheel Wheel involute
g Gravitational constant (9.81 m.s2)
MV Gross vehicle mass
α Road gradient
Cr Rolling resistance coefficient
‐83‐

S.Cx Drag surface (m2) & coefficient
v Vehicle velocity (m/s)
ω Rotational speed (rad/s)
ρair Air density (1.29 kg/m3)
hp Horsepower (1 horsepower (metric) = 735.9 W)
T Torque (Nm)
F Force (N)
P Power (W)
η Efficiency
W Work (J or Wh)
Q Heat (J or Wh)
cp Specific heat capacity at constant pressure (J/(kg.K))
cv Specific heat capacity at constant volume (J/(kg.K))
Vd Displacement volume (m3)
Vc Compression volume (m3)
kpl Planetary gear set ratio
gr Gear ratio
i Electric current (A)
R Electric resistance (Ω)
e Electric voltage (V) or CO2 emissions (gCO2/km)
Kv Static gain of the driver model
Ti Integration time constant of the driver model
ksoc Static gain of the battery charge controller
‐84‐

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Peugeot 208 Hev

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Note thaat engine sp

The secoond hybrid electric fam

Stop&Start Stop&Start Stop&Start Stop&Start

ideal ωT diagram ideal ωP diagram

real ωT diagram 0.9 real ωP diagram

Battery Energy Content Power Density Cycle Life Cost Assessment

ebatt Pcharge Pterm

0.90 ( 2 ) 0.10 ( 3 )

Battery Charge Efficiency

Gear Ratio Gear Ratio

Specifications Ideal Admissible

Vmax [km/h] (4% road gradient) 145 130

Vmax [km/h] (4% road gradient) 145 130

Range [km] based on WLTC 700 300

Vmax [km/h] (4% road gradient) 145 130

Engine EB0 EB2DT

Road Power [kW]

Wheel Torque [Nm]

sin atan Slope [%]

In addition, fuel consumption reduction of 5% according to the NEDC cycle was computed through

Engine EB0 EB0 (Stop&Start)

NEDC 4.37 4.15

WLTC 4.68 4.62

Engine EB2DT EB2DT (Stop&Start)

NEDC 5,02 4,64

WLTC 5,12 4,99

Engine EB0 EB2DT

Fuel Consumption [l/100km]

0.92 0.92 0.9

These blocks split the torque between the ICE and EM

The EM fills in what the ICE cannot in hybrid mode

In Charge depletion mode the ICE fills in when the EM cannot.

In NON-Hybrid mode the ICE is alone

0.9 ( 25 ) 1.1 ( 26 )

ICE always at high power

Driving Mode Electric Mode Hybrid Mode

Driving Mode Electric Mode Hybrid Mode Unavailable

2500 Maximum Wheel Torque

Thereby, 42kW is neeeded in firstt extent to reeach a top sp peed of at leaast 130km/h h over a road gradient

Control of FuelPower Performance

Driving Mode Electric Mode Hybrid Mode

Wheel Torque [Nm]

Driving Mode Electric Mode Hybrid Mode Unavailable

EM2 (ring gear) ICE (carrier gear) EM1 (sun gear) EM2 (ring gear) ICE (carrier gear) EM1 (sun gear)

Battery Losses [kWh] Froad v

Driving Mode Electric Mode Hybrid Mode

Driving Mode Electric Mode Hybrid Mode

Wheel Torque [Nm]

Fuel Consumption [l/100km]

Fuel Consumption [l/100km]

Topology Switch‐down Power [kW] Switch‐up Power [kW]

1 1/rw Mean value

Battery Charge Sustaining Strategy

Only one scenario regarding

Driving Mode Electric Mode Hybrid Mode

Wheel Torque [Nm]

Driving Mode Electric Mode Hybrid Mode Unavailable

ICE Operating Points ICE Operating Points

208 208 208 208

0 200 400 600 800 1000 1200 1400 1600 1800

0 100 200 300 400 500 600 700 800

Engine Speed [rpm]

Engine Speed [rpm]

FC Losses Battery Energy ηpowertrain ηICE ηEM1 ηEM2 ηBattery