A Test Bench for Hybrid Propulsion Train
Research and Development
Mattia Morandin, Davide Da Ril, Silverio Bolognani and Mose Castiello
Department of Industrial Engineering, University of Padova,
via Gradenigo 6/A, 35131 PO (ITALY) - edlab@diLunipd.it
Abstract-This paper presents a versatile laboratory test
bench built up for carrying out researches and experimental
tests about hybrid propulsion trains, without the availability
of a real vehicle and an automotive test track. The test bench
is realized by using a relatively low-power engine that can be
combined with one or more electrical machines for emulating
different hybrid architectures. In addition to the test bench
structure, some examples of usage are also described in the
paper.
Index Terms-Hybrid Electric Vehicle; Test Bench; PM
Motors; Integrated Starter/Alternator; Sensorless Drives.
I. INTRODUCTION
N the recent years the interest to Hybrid Electric Vehi­
I cles (HEVs) is growing up. Nevertheless the concept of
this kind of vehicle is almost as old as the automobile itself
[1], [2]. Formerly, the electric machine assisted the Internal
Combustion Engine (ICE) to provide an acceptable level of
performance, because the dawn of ICE technologies was
less advanced than Electric Machine (EM). So the lower of
fuel consumption was not considered as primary purpose
of this technologies.
The first HEV was a Pieper vehicle presented at the
Paris Salon of 1899 [1]; it was realized by the Pieper
establishments of Lige, Belgium in collaboration with the
Vendovelli and Priestly Electric Carriage Company, France.
The Pieper vehicle hybridization scheme was a parallel
type; it was composed by a small air-cooled gasoline
ICE assisted by an electric motor supplied from lead-acid
batteries. The tasks of the EM were the engine startup and
the support of the ICE when driving power required was
greater than that of the latter. The batteries were charged
by the ICE when the vehicle was standstill.
Another HEV introduced at the Paris Salon of 1899, but
with series hybridization philosophy, was derived by an
EV commercially built by the French firm Vendovelli and
Priestly [1]. It was a three-wheel vehicle, where each of
the two rear wheels was connected to its own independent
EM. The gasoline ICE was used to extend the vehicle range
by recharging the batteries. Despite the great creativity, the
early HEVs could no compete with the greatly improved
gasoline ICEs in terms of power density and efficiency
after the World War I. So the supplementary cost of EM,
the low reliability lead acid batteries, and the difficulty of
controlling EM were key factors in the disappearance of
HEVs from the market [1], [2].
In the recent years of the post-power electronics age,
the Japanese car-makers (Toyota and Honda) have given
the most significant effort in the development and com­
mercialization of HEVs. In 1997, Toyota released the Prius
978-1-4799-6075-0/14/$31.00 ©2014 IEEE
sedan and Honda released its Insight and Civic Hybrid in
Japan. These HEVs have historical value in that they are the
first hybrid vehicles commercialized that responded to the
problem of fuel consumption and gas emission reduction
[1], [2]. They have also the merit to have triggered a lively
activity of R&D on the topic of the Hybrid Propulsion
Trains in a variety of academic and industrial laboratories
in which high performance and automotive dedicated elec­
trical motors, power converters, energy storage systems and
advanced control strategies are deeply investigated. The
most of the laboratories cannot exploit a real vehicle and an
automotive test track and therefore the studies are validated
experimentally by appropriate test benches [3]-[6] like that
presented in this paper that emulate real situations in the
Laboratory of the authors.
II. TEST BENCH OV ERVIEW
The Electric Drives Laboratory (EDLab) at the Univer­
sity of Padova is equipped with the Hybrid test bench,
shown in Fig. 1 in one of its most used configurations.
During the Ph.D. course of one of the authors (M.M.), the
Hybrid test bench has been designed and realized as part
of the Ph.D. activities [7]. The core of the test bench is
a single cylinder Diesel ICE (recovered from a previous
project), whose data are shown in Table I.
TABLE I: ICE data.
Parameter Value
Type combustion cycle Diesel
Number of cylinders Single
Piston displacement 280 cm3
Maximum power 4 kW
Maximum speed 4000 rpm
Minimum speed 900 rpm
Start torque 18 Nm
The ICE throttle is controlled by a DC motor as can be
seen in Fig. 2. On the same common shaft different electric
machines can be connected to ICE, according to the power
train configuration to be experimented. Among the EM one
of them is operated as a brake to emulate the vehicle load
in different running conditions: acceleration/deceleration,
velocity and rolling resistance, and so on, and even the
gearbox change of transmission ratio. A connection to a
battery pack is foreseen for the next future. In the meantime
energy flow to and from battery is represented by controlled
energy exchange to the grid.
In order to reduce the noise, the whole system is placed
inside a soundproof box, where all the components are
 A. Brake electric machine

The adopted brake electric machine is a Surface Perma­

nent Magnet (SPM) synchronous machine with a through
shaft as reported in Fig. 3.

(a) Hybrid test bench power-train

(al Lamination sketch
Vehicle Elelric
Propulsion
(Electric Drive)

(b) Prototype

Fig. 3: SPM brake machine prototype.

(b) Power converters and control unit
Fig. 1: EDLab Hybrid test bench and typical experimental
setup overview.
Electric machine torque and power characteristics versus
speed are shown in Fig. 4. Solid line refers to the simulated
design curve, while circles refer to the measurements.
There is a good agreement between the simulated and the
measured results.

40
E30
� MTPA
� 201�nm�nm..������nw���nm��
E"
� 10
0
0 500 1000 1500 2000 2500 3000 4000

10

[ : MTPA
� 24
a.

Fig. 2: Detail of EDLab Hybrid test bench.

4000

Fig. 4: SPM brake machine torque and power characteris­

supported by an anti-vibration base. An air exhauster pulls
tics.
out the smoke and discharges gases outside the laboratory.

Table II summarizes the main parameters of the designed

III. TEST BENCH ELECTRIC DRI VES SPM electric machine used as brake to mimic the engine
shaft torque resistance due to vehicle dynamics.
The test bench is really very versatile and reconfigurable
The constant torque maps of the SPM machine are
as required to a Laboratory research tool. However a couple
shown Fig. 5, as obtained by the Finite Element (FE) anal­
of electrical motors are almost always connected to the
ysis. In particular, Maximum Torque per Ampere (MTPA)
shaft of the ICE, while a third motor (or other more)
d-q current trajectory is highlighted.
can be promptly connected according to the experiment
to be carried out. Hereafter the three motor drives usually
installed are described. They adopt the motor typology B. ISA Electric Machine

attracting more interest in the field of the automotive The Integrated Starter/Alternator (ISA) [S] machine used
electrical propulsion. in this work is shown in Fig. 6. It is a IS-pole and 27-slot
TABLE II: Parameters of the SPM brake electric machine. TABLE III: Parameters of the ISA machine.

Specification Value Specification Value

Pole number 8 Pole number 18

Stator slots 24 Stator slots 27
Rated stall torque 20 Nm Rated stall torque 10 Nm
Rated speed 3500 rpm Rated speed 3000 rpm
Rated phase stall current 22 Arms Rated phase current 7 Arms
Rated phase to phase voltage 230 Vrms Rated phase to phase voltage 230 Vrms
Phase resistance 0.08 \1 Phase resistance 1.22 \1
Phase inductance 1.08 mH Phase inductance 3.3 mH

20
10 @ ConstantTorqueLoci MTPA
8 f-t;------l---.....;j ..•.• MTPATrajectory
E15
�
6 �1
E!
� 4 0
I-
5
C
2
� 0
0 500 1000 1500 2000 2500
:::l
" 0
Vl
'x
ro -2 5
I
C" MTPA
-4 4
-6 [iii 3

-8 3: 2
0
C-
-10
-10 -5 o 5 10
d-axis current [A] O 500 1000 1500 2000 2500 3000 3500 4000
Mechanical speed [rpm]
Fig. 5: Constant torque maps of the SPM brake machine.
Fig. 7: ISA machine torque and power characteristics.

20
machine able to deliver ION Tn of nominal torque and more
1"-__---1 :II--II @ constantTorqueLocili
18
than twice that as peak torque. Principal electric machine I ..•.• MTPATrajectory n
data are collected in Tab. III. 16 6 16 1&-

Fig. 7 reports the ISA electric machine torque and power 14 · ·-'1 4
-_ �4 -'- 1 4-'-
�
C 12 r----12
1 -
' -� __1 2
1 ' ----1 2--
�:::l
"
10
Vl
'x
ro
8 8 8
I
C"
6

22 2 2

-�o -15 -10 -5 o

(a) Lamination sketch d-axis current [A]

Fig. 8: Constant torque maps of the ISA machine.

A distinctive feature of the machine is its outer rotor

(b) Prototype
Fig. 6: ISA machine prototype.
characteristics versus speed.
The constant torque loci of the motor are shown in
Fig. 8; such a map has been obtained by a FE analysis. This
motor has been designed for low power hybrid vehicles
(as for instance two/three-wheel vehicles). In addition to
starter and generator functions, it can be also commanded
to increment ICE torque during short intervals when high
torque requirements occur (mild hybrid).
structure, that acts also as flywheel of ICE. A copper strip
is punched obtaining 18 hollows of identical dimensions of
the pole Permanent Magnet (PM) and it is laid around the
internal circumference of the rotor to ring each pole. The
PM tiles get out from each hollow of the strip remaining
surrounded by copper.
Such an arrangement of the rotor corresponds to set up
a rotor cage in the d-axis only, while the q-axis remains
unchanged. As already proved by similar electromagnetic
structure in an inner SPM motors [9], this configuration ex­
hibits a high frequency (hi) anisotropy that can be detected
by conventional hf signal injection sensorless techniques
for rotor position measurement [10], [11]. Induced hf
currents in rotor cage are very low; therefore additional
losses are negligible as well as hf parasitic torque [12].
Such a simple rotor modification is thus effective to make
the machine suited for sensorless drives operating at low
20
MTPA
and zero speed as proved in [11], [13]. E1�........
.. ..........
.. .....
�
� 10
C. Propulsion electric machine E"
� 5
As propulsion electric machine a synchronous Reluc­
0
tance (REL) machine has been installed. The REL machine 0 500 1000 1500 2000 2500 3000 3500 4000
is returning of high interest in the latest years [14], due to
the following key factors: the increasing cost of rare earth 2.5
MTPA
PM, its wide speed range operations, its high overload ca­ §' 2
pability, the increasing request of high efficiency machines, �1.5
and its fault-tolerance capability (being enforced by the �o 1
fact of the absence of the uncontrolled generator operation c.. 0.5

effect [15]). Therefore, the REL machines and the Ferrite o 500 1000 1500 2000 2500 3000 3500 4000
PM assisted REL (PMAREL) machines are becoming Mechanical speed [rpm]
competitors of both SPM machines and induction machines Fig. 10: Machine torque and power characteristics.
in many applications, in particular in the automotive field.
A sketch of the geometry of the REL machine is shown in 22
Fig. 9(a) and a picture of EM prototype is in Fig. 9(b).
20
18
16
� 14
C
� 12
::J
� 10
·x
'{l 8
rr

(a) Lamination sketch (b) Prototype

.'
o
o 2 4 6 8 10 12
Fig. 9: REL machine prototype. d-axis current [A]

Fig. 11: Constant torque maps of the REL machine.

The rotor geometry of the REL machine have been
optimized in order to maximize the standstill torque and to
be able to generate at least 70 % of nominal power for all
D. Bench control
ICE speed range (from about 1000 rpm up to 4000 rpm)
[14]. The fI ux barriers have been designed as reported A block scheme of the Hybrid test bench is shown in
in [16], [17] with the aim of reducing torque harmonic Fig. 12. It highlights that each EM is fed by its own inverter
contents. Table IV summarizes the main parameters of the directly connected to the grid. It is worth noticing that
designed REL motor. all the components are controlled by a single supervisor
through a PC.
TABLE IV: Parameters of the REL machine. The control of this test bench has been specifically
designed for the fast test and tuning of advanced control
Specification Value
algorithms for electrical drives. The control is based on
Pole number 4 dSPACE® fast control prototyping boards combined with
Stator slots 36
Simulink® software. Each dSPACE® board is plugged
Rated stall torque 15 Nm
Rated speed 1300 rpm into a host PC and connected via a self-designed interface
Rated phase current 12 Arms to a dedicated voltage inverter supplied by the 400 V,
Rated phase to phase voltage 150 Vrms
3-phase grid. Novel current and speed control techniques
Phase resistance 1.5 !1
Direct inductance 500 mH are first simulated, then rapidly compiled and downloaded
Quadrature inductance 50 mH to the dSPACE® board, exploiting a user friendly PC
based human machine interface. The high quality software
The machine has been studied both analytically and by trace utility reduces the development time with respect to
means of FE simulations in order to predict its perfor­ the standard hardware prototype based solutions, which
mance. Electric machine torque and power characteristics also suffer of dependence to the adopted processor. The
versus speed are shown in Fig. 10 compared to measure­ dSPACE® board typical inputs are the torque sensor, for
ments. There is a good agreement between the simulated mechanical power measurements at the shaft, and position
and the measured results. Direct axis in Fig. 10 corresponds sensor, for synchronize and control the EM as well as
to the lower reluctance axis. current feedbacks for current loop control.
The constant torque loci of the REL machine and its By this Hybrid test bench different configurations emu­
MTPA trajectory are reported Fig. 11, as obtained by lating a variety of operating conditions of hybrid electric
experimental measurements. vehicle can be tested. Researches on nano-CHP systems
 I
...·-·-'-·-·-·-·-·i �· ....·-·-·-'-·-·-·-·-·-·-·�·i·�·-·-·-'-................................ -

I
I

'--....:.i'-"---l-........
.:c
I
-----------

EDLab Hybrid Test Bench

L,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,.,_,_,_,_,_,�

Fig. 12: Block scheme of EDLab Hybrid test bench.

[18] or ICE active torque damping [19] have been also the engine control and increase its efficiency because
carried out the engine operates at its optimum speed. In addition
the engine can be located anywhere in the vehicle.
IV. TESTING C A PA BILITIES This configuration is emulated by the test bench
by removing the torque meter and connecting the
Due to the dual power sources, in the HEVs there are
propulsion DC bus to the ISA DC bus.
several available power-train architectures to combine the
• Parallel hybrid: Fig. 13(b) reports the configuration
electric machine power with the ICE one and different con­
of a parallel hybrid power-train. The EM and ICE can
trol strategies to control each power sources. In Fig. 13 the
both deliver power in parallel to the wheels. The en­
principal power-train configurations that can be reproduced
gine and electric machine are coupled by mechanical
by the developed test bench are reported [2], [20]-[22].
mechanism as clutch or gears. Both power sources can
deliver power to the wheels in combined or separated
[ Fuel tank � ICE
mode. The EM can be used as generator to recover
the kinetic energy and as a motor during the engine
boost phase. A clutch is foreseen in the test bench
combined or in place of the torque meter to allow full
electric behaviour or during ICE start-up.
One of the more frequent and significant study in which
the test bench has been intensively used is the design and
(a) Series hybrid test of the train power flow, in particular in the parallel
configuration. In the parallel hybrid power-train, the power
[ Fuel tank � ICE
flow control can be summarized by four operating modes
that are reported in Fig. 14 [23], [24].
The parallel hybrid scheme needs only two propulsion
devices, the ICE and the EM, which can be used in the
following mode:
• Startup/acceleration: during the startup of engine the
EM provides the request high torque while the vehicle
(b) Parallel hybrid is mechanically decoupled. During the acceleration
both ICE and EM proportionally supply power to the
Fig. 13: Power-train classification of HEVs.
wheels. For mild HEVs typically the power is split as
80 % from engine and 20 % from electric machine.
The most used power-train architectures are: In both phases the EM is used as electric motor.
• Series hybrid: the series hybrid configuration is re­ • Normal driving and battery charging: during this
ported in Fig. 13(a), it is one of the first hybrid phase, in order to preserve the battery charge level,
topologies that was in commercial vehicles because normally the EM remains in the off mode and then
there is no mechanical coupling of the power sources. only the ICE supplies the necessary power to the
The ICE is commonly used to complement the energy vehicle. In parallel hybrid configuration the ICE and
shortage of batteries. Therefore, the EM can receive EM are coupled to the same transmission therefore
electricity directly from the ICE, or from the batteries, the battery can be charged during the driving when
or both. Decoupling between the engine and the the vehicle is at light load. So in this phase the EM
wheels allows to control the ICE speed independently is used as electric generator.
from the vehicle speed. This behavior can simplify • Deceleration/braking: in both phases the EM is used
 [ Fuel tank � ICE is braked by SPM electric machine fed by torque controlled
C¢ drive, and the ICE speed is controlled by the throttle
commanded by the DC motor. Fig. 16 shows experimental

(a) Startup/acceleration

[ Fuel tank � ICE

III(>

............. , •.•.•. i",.,.,.,.,.,.,.,.,.,.,.,"I'-•.•.•,.,., •.•.•.• , •.• , •.•.•,

;

(b) Nonnal driving and battery charging

�----------.
'--__...I

[ Fuel tank � ICE F-

Fig. 15: Overview scheme block of efficiency measurement
setup.

setup of ICE efficiency measurement.

(c) Deceleration/braking

Fig. 14: Operating modes of parallel power-train in HEVs.

as electric generator. So the EM converts the kinetic

energy by regenerative braking into electric energy
which is stored in the battery by a power converter.
In principle, it is possible to run the engine as well to
provide additional current to charge the battery more
quickly.
Fig. 16: Experimental efficiency measurement setup.
There are other two operating modes that can be imple­
mented in parallel HEVs. The first one is electric motor­
In order to compute the ICE efficiency, the output and
alone mode i.e. when the battery has sufficient energy and
the input power must be known. The first one is obtained by
the vehicle power demand is low, then the ICE is turned
the product of the average values of the torque, (measured
off and the vehicle is powered by the EM and battery only.
by torque meter) and the rotor speed (measured by position
And the second is plug-in mode: the battery of the HEV
sensor). The input power is computed by the product of the
can be restored to full charge by connecting a plug to an
volume of fuel (measured by fuel sensor), diesel energy
external electric power source, even a normal electric wall
density (35.5 kJ/ crn3) and elapsed test time (measured by
socket. Typically the electric power is transferred from the
chronometer). Fig. 17 reports the experimental efficiency
grid to battery pack by an additional power converter.
maps of Diesel ICE in speed vs. torque plane.
Fig. 18 shows the fuel consumption measured during
V. EXPERIMENTAL RESULTS
experimental test compared with manufacturer data. At low
Hereafter some study cases, which highlight the Hybrid speed the difference between the two curves is mainly
test bench behaviours, are briefly illustrated. due to the high rotor speed ripple of ICE (40 %) instead
at high ICE rotor speed is due to the fuel measurement
uncertainties caused by fuel recirculation, that is featured
A. Diesel ICE Characterization
by this type of engine, i.e. the unburned fuel is pumped in
An effecting ICE model in order to study the problem
the fuel tank.
of the engine torque oscillation in simulation is reported
in [19]. However, in order to characterize the real ICE
performance in all working points an ICE efficiency mea­ B. Worldwide light vehicles test procedure

surement is carried out. A block scheme of the efficiency The aim of the Hybrid bench in this test is to emulate
measurement setup is reported in Fig. 15. As can be noted a vehicle running on a regulated cycle. With the rated
the fuel quantity is measured by a fuel sensor, the ICE shaft Diesel ICE power of the bench the chosen vehicle is a
 14
---- Nominal torque and the inertia of the vehicle.
In order to find the best Hybrid bench control perfor­
mance three ditlerent control schemes have been consid­
ered and tested, as reported in Fig. 20. Fig. 20(a) shows the

Throttle ICE control

(al Scheme 1
Throttle ICE control

Fig. 17: Experimental efficiency maps of Diesel ICE.

350 ,------,-----
- c==========il
- Experimental Measurement
- - - Manufacturer Data (b) Scheme 2

:c
� 300
�
c
o
E.
E
=>
"'
c
o
U 250 (cl Scheme 3
0;
=>
u..
Fig. 20: Hybrid bench control schemes.

2��L
OO::----20::-: 0� 0::----::-:25�00::----30::-: �00::----::-::' 3500 bench control Scheme 1 configuration. The speed reference
Speed [rpm]
w;;:LTP is compared to the actual value Wm and the error
Fig. 18: Experimental fuel consumption of Diesel ICE. is the PI regulator input. Its output is the reference for the
throttle positione;�tottle given as opening percentage. The
result concerning Scheme 1 can be seen Fig. 21. During
light vehicle and its main characteristics and features are the speed ramp the error is almost constant and non-zero.
summarized in Table V. Therefore, for this application The first effort to improve the bench performances was
made by increasing Kpe and K1e' As a consequence of
TABLE V: Vehicle data. this, oscillations appeared in the speed shaft meaning that
the control system is getting near to its stability limit.
Specification Value
In order to have a null ramp error a second integrator has
Weight 400 kg been used after the PI regulator. This scheme is shown in
Width 1.5 m
Fig. 20(b). The speed curve related to Scheme 2 in Fig. 21
Height 1.5 m
Number of gear 4 highlights that the error during the ramp is actually zeroed.
Wheel radius 28 em However oscillations can be noticed after the first gear
changing. The maximum oscillation's amplitude reaches
the Worldwide harmonized Light vehicles Test Procedures 190 rpm.

(WLTP) - Class 1 has been considered. WLTP is used Looking at the relationship between the throttle position
for low power vehicle with its propulsion power lower and the rotating speed of the ICE, the next effort consisted
then 22 kW/ton. The WLTP-Class 1 is shown in Fig. 19. in adding at the PI regulator output (feed-forward) a
As indicated in Fig. 12 the ICE throttle is controlled, by quantity that depends on the speed reference. For this case,
Scheme 3, the control system configuration is reported
75 in Fig. 20(c). Fig. 21 shows the positive etlect of the
:E 60 feed-forward. During the speed ramp the error is zeroed
E
� 45 and after the first gearshift the reference is still precisely
Z­ followed.
'0
o

�
For these reasons Scheme 3 has been chosen as definitive
200 400 600 800 1000 bench configuration. Fig. 22 reports the first 60 s of the
Time [s]
WLTP - Class 1. In particular it is highlighted the rotor
Fig. 19: WLTP - Class 1. speed and the equivalent velocity of the simulated vehicle.

a DC motor, in order to follow the speed reference of

the WLTP - Class J cycle. The SPM electric machine, VI. CONCLUSION
described in Subsec. III-A, provides the torque to represent An etlective and very flexible Hybrid test bench for
the aerodynamic, the grading and the rolling resistances Research Laboratories has been illustrated. Some examples
 24oo ,-----�------�----_,--_r========� [6] Z. Hui, L. Cheng, and Z. Guojiang, "Design of a versatile test bench
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--Scheme 3 machines connected to internal combustion engines," Ph.D. disserta­
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i
i
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i
1800 i

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� 1600
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80 :-----�
% 10�----�1�
5 ------� 5------�----�25
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Fig. 21: Comparison of 3 control scheme techniques,
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Conference (IEMDC), May 20 13, pp. 448-455.
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