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SAE TECHNICAL

PAPER SERIES 2003-01-2301

Full Vehicle Simulation for

Series Hybrid Vehicles

John A. MacBainDelphi - Energenix Center

Joseph J. ConoverEDS, Delphi - Energenix Center

Aaron D. BrookerNational Renewable Energy Laboratory

Reprinted From: Hybrid Vehicle and Energy Storage Technologies(SP-1789)

Future Transportation Technology ConferenceCosta Mesa, California

June 23-25, 2003

Downloaded from SAE International by Brought to by the J. Robert Van Pelt Library / Michigan Technological Univ. , Sunday, October 19, 2014

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ISSN 0148-7191

Positions and opinions advanced in this paper are those of the author(s) and not necessarily those of SAE. The author is solely

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2003-01-2301

Full Vehicle Simulation for Series Hybrid Vehicles

John A. MacBainDelphi - Energenix Cente

Joseph J. ConoverEDS, Delphi - Energenix Cente

Aaron D. BrookerNational Renewable Energy Laboratory

ABSTRACT

Delphi and the National Renewable Energy Laboratory(NREL) collaborated to develop a simulation code tomodel the mechanical and electrical architectures of aseries hybrid vehicle simultaneously. This co-simulation

code is part of the larger ADVISORproduct created byNREL and diverse partners.

Simulation of the macro power flow in a series hybridvehicle requires both the mechanical drivetrain and theentire electrical architecture. It is desirable to solve theelectrical network equations in an environment designedto comprehend such a network and solve the equationsin terms of current and voltage. The electrical

architecture for the series hybrid vehicle has beenmodeled in Saber to achieve these goals. Thiselectrical architecture includes not only the high-voltagebattery, generator, and traction motor, but also thenormal low-voltage bus (14V) with loads common to allvehicles.

The co-simulation version of the series hybrid modelretains some of ADVISORs standard series vehiclemodel elements such as the mechanical drivetrain, thefuel converter, and the series hybrid control strategy.The electrical architecture is simulated in Saber, which iscontrolled via ADVISORs menu structure. ADVISOR

communicates with Saber through a co-simulationarrangement, allowing a system-level solution toprogress. The open code permits the end user toimplement vehicle-specific series hybrid controlstrategies.

This paper covers technical materials including:

A brief overview of the co-simulation concept The electrical component and system models in

Saber necessary for the series hybrid vehiclearchitecture

The series hybrid control strategy used for cosimulation and its integration into ADVISOR

Discussion of sample results from the co-simulationof ADVISORs baseline series hybrid vehicle

Demonstration of the ability to co-simulate thepropulsion and electrical systems for ADVISORsdefault series hybrid vehicle

INTRODUCTION

Simulation and analysis are commonly performed duringthe early stages of new vehicle development. Systemsand components can be optimized individually, but ahigher-level system analysis tool is needed to study thevehicle-level interaction of the individual components

ADVISOR is very well suited for this purpose. ADVISORis a well-established vehicle-level simulation programcreated by the U.S. Department of Energys NationaRenewable Energy Laboratory (NREL). It analyzes thepropulsion systems of conventional and hybrid vehiclesat the macro power flow level.

ADVISOR performs a mix of backward/forward vehiclepower flow modeling and analysis [1,2]. The macropower required and available for each component iscalculated and returned via a feedback loop. Typicamechanical powertrain components such as wheelsbody dynamics, transmission, and engine are well suited

for this type of power flow analysis.

However, using macro power flow to analyze electricacomponents in detail is not adequate for one majoreason: the electrical component or electrical subsystemis not allowed to solve in terms of voltage, current, anddirectly the laws of physics (Kirchoffs node networkequations). This can be rectified by adequatelyrepresenting the electrical system as a model in anelectrical simulation package such as Saber.


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Delphi and NREL developed a link for ADVISOR to co-simulate with Saber. Co-simulation has beendemonstrated for conventional (traditional) vehicles.Several papers have been written on ADVISORs co-simulation of conventional vehicles, which have single-and dual-voltage electrical architecture, and thevalidation of the associated electrical models [3-5]. Itwas shown that a co-simulation solution providedADVISORs conventional vehicle model with full dynamicrepresentation of the electrical system and its impact onthe propulsion system.

Several recent initiatives (Partnership for a NewGeneration of Vehicles, Future Truck Challenge, andFreedomCAR) have encouraged engineers andscientists from academia, industry, and government tocollaborate and develop future vehicle technologies [6-8]. It is hoped that these efforts will lead to increased fuelefficiency and improved air quality while reducingdependence on fossil fuels. These programs havespurred tremendous growth and advancement in hybridvehicle technologies. Several colleges regularly useADVISOR to analyze their designs for these hybrid

vehicle programs [9].

Hybrid vehicles, such as the Toyota Prius and HondaInsight, are on the road today. The New York TransitAuthority, in collaboration with the U.S. Department ofEnergy, recently completed a trial in which theperformance of 10 series hybrid diesel buses werecompared with standard diesel-powered buses over twoyears of operation on New York city streets [10]. Severalpackage delivery companies are investigating the benefitof hybrid vehicles.

System level analysis of hybrid vehicles is a vital step in

the design process. The co-simulation of ADVISOR andSaber for the series hybrid electrical/propulsionconfiguration will help optimize series hybrid vehiclearchitectures.

CO-SIMULATION

A detailed explanation of co-simulation and how the S-function communicates has been presented in earlierliterature [5]. A simple explanation is presented here toallow a fundamental understanding of the concept.

The ADVISOR side of the co-simulation builds upon the

historical ADVISOR implementation inMATLAB/SIMULINK. The equations underlying theADVISOR simulation are solved using the fixed timestep Euler (ode1) ordinary differential equation solver inMATLAB. According to the on-line MATLAB help:

These solvers compute a model's continuousstates at equally spaced time steps from thesimulation start time to the simulation stop time.The solvers use numerical integration to computethe continuous states of a system from the statederivatives specified by the model.

Thus, the Simulink model calculates macro power flowaccording to a fixed size time step (usually one secondfor drive cycle simulation).

Co-simulation relies on the fixed time step solvermethodology. A special S-function Simulink block isinserted into the Simulink vehicle block diagram. This Sfunction block calls, controls, and exchanges informationwith Saber during the ADVISOR drive cycle simulation.

When the S-function is triggered in the Simulink blockdiagram order of execution, a communication file iscreated that contains information to characterize acomponent model in Saber. The Saber/ADVISOR co-simulation assumes that Saber reads thischaracterization file and maintains these values for theentire fixed time step segment. However, because Sabeuses a variable time step solver for the electricaequations, the electrical solution will capture all of thefast dynamics associated with the electrical componenmodel. The exchange of information is analogous to aping-pong game.

In the series hybrid, for example, ADVISOR wildetermine the power required to propel the vehicle andmeet the drive cycle trace. ADVISOR pauses while thispower requirement is sent to Saber via the S-functionSaber then assumes a steady-state value for the powerrequirement during the fixed time step interval andreports back to ADVISOR the torque and speed that theelectric motor can achieve. ADVISOR senses that Sabehas finished a calculation and proceeds to advanceanother fixed time step. ADVISOR repeats the powerrequirement calculation and S-function call to sendanother request to Saber. The ping-pong matchcontinues until completion of the simulation.

SERIES HYBRID ELECTRICAL ARCHITECTURE

The electrical architecture in a series hybrid vehicle istypically a dual-voltage system. The high-voltage systemprovides the bus for power generation and electrictraction power. The low-voltage system provides the busfor typical automotive electrical loads, which run at 14VFigure 1 displays the electrical architecture for the serieshybrid vehicle as it has been modeled. The high-voltagebus and the 14V bus are connected by a DC/DCconverter, which acts as the DC power source for the14V bus.

Power generation for a series hybrid occurs in adedicated generator driven by a power source, mosoften an internal combustion engine (ICE). The ICE andgenerator are paired to run at a preset rpm, which placesthe ICE in a high-efficiency operating point. The electricgenerator model is an empirical model that can simulatemost classes of generators. The generator is providedwith two lookup tables. The first is the maximummechanical torque the machine can use for the givenrpm. The second is the efficiency as a function of rpmand torque. The information for these tables is contained


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in the standard ADVISOR m-files for generators, and thetables are built automatically. Although the presentimplementation assumes a constant ICE rpm, thegenerality of the lookup tables is available to addressfuture control strategies.

The high-voltage battery model is an internal resistancegeneric battery model, which can be calibrated to anychemistry. The battery depends on lookup tables for itsdynamic behavior. The lookup tables include chargeresistance, discharge resistance, Coulombic efficiency,and open circuit voltage. The information for these tablesis contained in the standard ADVISOR m-files forbatteries, and the lookup tables are built automatically.

The battery lookup tables are temperature dependent.The model itself has many calibration parameters, suchas the number of cells, which allows the user toconstruct a battery for any application.

The traction motor/generator is the third significantcomponent on the high-voltage bus. The tractionmotor/generator can operate as a source of tractionpower or as a generator. The traction motor/generator isconnected to the drivetrain of the vehicle and receives itscommands via the torque requirements of the drivetrain.When propulsion is required, the torque command is the

positive amount of torque required for the vehicle tomeet the trace. When drivetrain braking is required, anegative torque command is issued. Themotor/generator then generates as much power as thebattery and loads are able to absorb; the power will notexceed the high-voltage set point. The tractionmotor/generator is built upon lookup tables, which givethe flexibility to calibrate the model to any motor classThe first table is the maximum torque for motoring at agiven rpm. The second table is the maximum torque forgenerating at a given rpm. The third table is theefficiency as a function of rpm and torque. These tablesare built automatically from information in the ADVISORm-file for motors.

There are several loads on the high-voltage busincluding loads where current is a function of voltage, aload which is speed dependent, a constant power loadand a starter. Although no high-voltage loads have beencalibrated, the flexibility is present to add or modify thedefault high-voltage loads.

The low-voltage bus includes all the 14V loads found ontypical vehicles. Beyond those loads, there are also aconstant power load, a 14V starter, and composite

mc_v

mc_trq_feedback

Brake

Lights

loadcontrol:0

vehicletype:1

p

m

Combo

Loads

loadcontrol:0

vehicletype:1

loadchoice:1

m

p

Engine

Running

loadcontrol:1

vehicletype:1

p

m

External

Lights

loadcontrol:0

vehicletype:1

loadchoice:1

m

p

Front

Wiper

loadcontrol:0

vehicletype:1

p

m

Heated

Seat

loadcontrol:0

vehicletype:1

loadchoice:1

p

m

Misc.

loadcontrol:0

vehicletype:1

p

m

Radiator

Fan

loadcontrol:0

vehicletype:1

loadchoice:1

p

m

Turn

Signal

loadcontrol:0

vehicletype:1

p

m

Rear

Wiper

loadcontrol:0

vehicletype:1

p

m

Rear

HVAC

loadcontrol:0

vehicletype:1

loadchoice:1

p

m

Radio

loadcontrol:0

vehicletype:1

p

m

Front

HVAC

loadcontrol:0

vehicletype:1

loadchoice:1

p

m

Rear

Defrost

loadcontrol:0

vehicletype:1

p

m

LEAD-ACID

BATTERY

ref:battery_2

sg0:1.303

DC

DC out

com

in

VoltageRegulator

Curve

ref:regulator_hiv_usa1

vehicletype:5

vset

Power

Load

power_load:50

loadcontrol:0

ref:user_power1_hiv

m

p

i

v

UserDefined

42VLoad

ref:load_user_defined_hiv

loadcontrol:0

p

m

Power

Load

power_load:37 0

loadcontrol:0

ref:user_power3_hiv

primitive:power_load

m

p

Power

Loadpower_load:370

loadcontrol:0

ref:extra_14v

m

p

Power

Load

power_load:100

loadcontrol:0

ref:user_power2_hiv

m

p

mult

c_pwl

ref:engine_rpm

gc_trq_feedback

Induction

Generator

torquereq

p

torq_max_gen

m

eff

speed

vset

Generator

Look-upTable

MaxGen Trq

X

Y

Generator

spd max_trq

Efficiency

X

Z

Generator

Y

Look-upTablespd

trq

eff

X

Z

Efficiency

Y

Look-upTable

Traction Motor

eff

spd

trq

Traction

Motor

Y

MaxRegenTrq

X

Look-upTable

Traction Motor

max_trqspd

X

Traction Motor

Y

MaxMotoring Trq

Look-upTablespd max_trq

Traction

Motor

maxtorqmotor

p

torquereq

m

speed

maxtorqgen

eff

vset

maxtorqueavail

mult

c_pwl

ref:mc_rpm

Power

ref:gen

power_meter

pm

gen_v

Power

ref:14v_sys

power_meter

p m

Power

ref:motor

power_meter

p m

Power

ref:loads_hiv

power_meter

pm

Power

ref:pm_battery_2

power_meter

p mbattery_2_voltage

Power

ref:loads_trad

power_meter

p m

Power

ref:pm_battery_1

power_meter

p m

c_pwl

pwl:[0,0,.1,1]

mult

c_pwl

ref:maxtorqueavail

maxtorqueavail

from ADVISOR

mc_spd_req (rpm)

from ADVISOR

gc_spd_req

from ADVISOR fc

primitive:load_speed_42v

ref:load_speed_hiv

m

shaft_rpm

p

Starter

Motor

m

engspeed

p

Starter

Motor

m

engspeed

p

NREL's

Empirical- Internal

Resistance Battery

Model

p m

soc

max_ess_chg_pwr

1000000

1000000

Figure 1. Saber Electrical Architecture for Series Hybrid Vehicle Co-simulation


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climatic load values as a function of voltage. Detaileddescriptions of the 14V bus are available [3-5].

SERIES HYBRID CONTROL ADVISORIMPLEMENTATION

The Saber/ADVISOR series hybrid co-simulation isdesigned based upon ADVISORs existing series hybridmodel. The same battery SOC (state of charge)

thermostat control strategy has been implemented. Tothe degree possible, the Simulink model implementationis the same and the method of specifying the vehicle andcontrol parameters to the simulation code is the same.

THERMOSTAT CONTROL STRATEGY

The Saber/ADVISOR series hybrid co-simulation ismodeled after a thermostat control strategy. The fuelconverter powers a generator at a specified torque andspeed. The fuel converter turns on and off based on twobattery SOC set points. The fuel converter remains offuntil the batterys lower SOC set point is reached. The

fuel converter then turns on and charges the battery untilthe batterys upper SOC set point is reached. Once theupper SOC set point is reached, the fuel converter turnsoff again.

Although these rules governing the fuel converterson/off state are generally followed, there is an exception.The fuel converter torque goes to zero during brakingregeneration events. The amount of regeneration energycaptured by the battery is often limited by the power thatthe battery can absorb. By eliminating the torque fromthe fuel converter, it eliminates the amount of power thebattery already has to absorb. Then it is left with morecapacity to absorb regeneration power. This is the majorexception to the pure thermostat control strategy.

MODEL IMPLEMENTATION

The Saber/ADVISOR series hybrid co-simulation isbased on ADVISORs default series hybrid model, withtwo major differences. First, , all the electric models fromthe series hybrid configuration were replaced with a linkto Saber (Figure 2). Second, the control strategyimplementation was modified.

Figure 2. The Saber/ADVISOR Series Hybrid Co-simulation Evolves from ADVISORs Default SeriesHybrid Model

The link to Saber communicates once every time stepwith the Saber model. The Saber model includesequivalent components such as a generator, a motor, ahigh-voltage battery, and auxiliary loads. Two input linesgo into the link to Saber (Figure 3). The first line carriesthe requested speed of the generator. The inpugenerator speed is based on the user-defined set pointThe second line carries the speed and torque that thepowertrain needs from the motor. Saber also outputs twosignals. The first signal is the required generator torqueand speed to the fuel converter. The second signal is theachieved motor torque and speed for the powertrain.

Figure 3. Signals Sent to and from the Link to Saber

Unlike the Saber component models, ADVISORs default

series hybrid component models are called twice duringeach time step. There is a backward calculation flow anda forward calculation flow. The backward calculation flowstarts at the drive cycle block. It first calculates thetorque and speed required to accelerate the vehiclealong the drive cycle while overcoming aerodynamicdrag, rolling resistance, and ascent. It then passes thattorque and speed requirement to the wheel block. Thewheel block calculates the torque and speed requiredfrom the axle, accounting for friction, inertia, and tractionlimits of the wheel. Similarly, the torque and speedrequirements are passed through each component unti


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they reach the fuel converter. Here the forwardcalculation begins by calculating the achievable torqueand speed of the fuel converter. The torque and speedachieved is then passed back through all the drivetraincomponents to the vehicle block. At the vehicle block,the final speed achieved of the vehicle is calculated. Thismodel architecture requires the calculation flow to gothrough each component twice during each time step.

Because the components in the Saber model aredesigned to be called once and ADVISORs modelarchitecture is designed to perform calculations for eachcomponent twice, a custom control was created for theSaber/ADVISOR series hybrid. With the custom control,the user specifies the fuel converter speed. In the model,this speed is first limited by the maximum fuel converterspeed and then the maximum generator speed. Thiseliminates the need for both a required speed calculationand achieved speed calculation because the request islimited by what the components can achieve. Thegenerator and fuel converter torques are limitedsimilarly.

CONTROL PARAMETER SPECIFICATION

The control parameters are specified for theSaber/ADVISOR series hybrid co-simulation using thesame graphical user interface (GUI) as in ADVISORsdefault series hybrid. Selecting the powertrain controlbutton in the GUI opens a text file where the controlparameters are specified (Figure 4).

The control parameters include:

SOC limits Voltage regulator set point DC/DC converter values Fuel converter operating points

By default, the pulley (or gear) ratio between the fuelconverter and the generator is automatically determined.It is set to run the generator at its most efficientoperating point for the fuel converters specified power(Figure 5). However, the user may overwrite it in thedata file.

Figure 4. Utilization of the Same Control ParameterSpecification Strategy and Files


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0100

200300

400500

0

50

100

150

0

0.2

0.4

0.6

0.8

1

Speed (rad/s)Torque (N*m)

Eff: 87 % Trq: 60 N*m Spd: 314 rad/s

Ef

ficiency

GC Eff For FC Pwr SetptBest GC PtMax Trq

Figure 5. Automatic Optimization of the Pulley Ratio(FC = fuel converter, GC = generator)

SAMPLE RUN

The example chosen for this simulation is the defaultvehicle in the ADVISOR co-simulation for series hybrids.Thus, any ADVISOR user can recreate the resultsshown in this paper if questions arise concerningvariables that have not been displayed. The defaultvehicle has been simulated on an FTP-75 drive cyclewith ambient initial conditions (ADVISORs preset optionfor a cold engine start). The preset city-summer loadsuite has been chosen with its preset choices of 14Vloads and their cycling programs. Both batteries were

preset to 80% SOC. The maximum output current of theDC/DC converter was set at 80 amps.

As with traditional (non co-simulation) ADVISOR, all theplots are controlled by the ADVISOR results screen. Theformat looks just like that of traditional ADVISOR. All ofthe Saber traces of significant interest have been passedback to ADVISOR and can be plotted therein.

Figure 6 shows some basic plots for this sample run.The vehicle traversed an FTP-75 EPA drive cycle. Bothbatteries initially had an 80% SOC. As the traces show,the high-voltage battery is depleted until the SOC is

75%, at which point the fuel converter runs the generatorto recharge the battery. Once an 80% SOC has againbeen achieved, the fuel converter and generator ceaseoperation. Regenerative braking also provides charge tothe high-voltage battery. The 14V battery dischargesslightly during the drive cycle. The motor speed isdirectly related to the drive cycle because the motor isthe source of propulsion torque for the vehicle. Therelationship is a 1-to-1 conversion because the motor isdirect drive without a transmission. Note that the FTP-75drive cycle has a significant rest period during which thevehicle and its loads are turned off.

0 500 1000 1500 2000 25000

20

40

60

mph

Vehicle Speed

0 500 1000 1500 2000 25000.74

0.76

0.78

0.8

0.82

0.84

Hi Voltage Battery SOC

0 500 1000 1500 2000 25000.77

0.78

0.79

0.8

14V Battery SOC

0 500 1000 1500 2000 25000

2

4

6

Time [seconds]

RPMx

1000

Motor speed

Figure 6. Basic Plots for the Sample Run

The set of traces shown in Figure 7 relate to the high-voltage electrical system of the vehicle. The plot of thetorque of the fuel converter is directly related to the useof the generator. The choppiness of the torque plooccurs because the generator is disabled duringregenerative braking events to enable the battery toabsorb the electric power being generated by the motorThe generator current is negative by convention(sources have negative current). The generator voltageplot shows the behavior of the high-voltage systemduring charging and discharging periods.


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0 500 1000 1500 2000 25000

20

40

60

Nm

FC trq out a

0 500 1000 1500 2000 25000.74

0.76

0.78

0.8

0.82

0.84

Hi Voltage Battery SOC

0 500 1000 1500 2000 2500-25

-20

-15

-10

-5

0

5

Amps

Generator Current

0 500 1000 1500 2000 2500300

310

320

330

Time [seconds]

Volts

Generator Volts

Figure 7. High-Voltage System Data for the SampleRun

Figure 8 shows traces related to the 14V electricalsystem. The load power follows the preset city-summerload profile while the vehicle is active but is zero duringthe rest period of the FTP-75 drive cycle. The DC/DCconverter is not active during the rest period. Theamperage out of the DC/DC converter is negativebecause the converter is acting as a power source to the14V bus. The 14V battery current is positive when thebattery is charging and negative when it is discharging.The 14V battery voltage is the open circuit voltageduring the rest period of the drive cycle.

0 500 1000 1500 2000 25000

20

40

60

80

Amps

14V Load Current

0 500 1000 1500 2000 2500-80

-60

-40

-20

0

Amps

Amps Out of DC/DC Converter

0 500 1000 1500 2000 2500-10

-5

0

5

Amps

14V Battery

0 500 1000 1500 2000 250012.6

12.65

12.7

12.75

12.8

Time [seconds]

Volts

14V Battery

Figure 8. 14-Volt System Data for the Sample Run

CONCLUSIONS

An improved series hybrid vehicle model now exists. Ittakes advantage of the most appropriate type ofmodeling environment for each component of the modelThe electrical components reside in Saber, a toodesigned for electrical analysis. The remainingcomponents reside in ADVISOR, a tool designed fosimulating power flow among vehicle components andcomputing vehicle fuel economy. The result is a morerealistic series hybrid simulation for predicting fueeconomy and performance.

The improvement is the refinement of the representationof the electrical system simulation. Placing the electricasimulation within Saber permits the highly detailedmodeling of each electrical component. The electricaarchitecture simulation is based on Kirchoffs laws, thuspermitting a solution in terms of voltage and currentthroughout the architecture. This representation of theelectrical architecture enables the user to view theperformance of all key electrical parameters in theelectrical architecture, thus gaining a thoroughunderstanding of the performance of each aspect of theelectrical architecture for the scenario under study.


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CONTACT

John A. MacBain holds BS degrees in physics andmathematics from Case Institute of Technology (1971),M.S. and Ph.D. degrees in applied mathematics fromPurdue University (1974), and an MSEE degree from theUniversity of Dayton (1978). John served in the Air Forceas an Associate Professor of Applied Mathematics at theAir Force Institute of Technology. Since that time, John

has worked in industry spending eight years in advancedseismic and electromagnetic exploration development inthe oil industry. The balance of the time has been withGeneral Motors and Delphi Corporation withassignments ranging from the GM Research Laboratoryto managing the Low Observable program at Allison GasTurbine. John has chaired the Delphi Analysis GuidanceTeam from 1996 to 2001. John is a senior staff researchengineer at the Energenix Center where he hasresponsibilities for systems analysis. John can becontacted at [email protected].

Joseph J. Conover received BS and MS degrees inmechanical engineering from Southern Illinois Universityin 1991 and 1994. He joined Electronic Data Systems in1994 supporting advanced engineering projects atDelphi Corporation. Joe currently holds the position ofApplied Engineering Specialist, performing computersimulation and modeling. Joe may be contacted at

[email protected].

Aaron D. Brookerreceived a BS degree in mechanicalengineering from Michigan Technological University in1998 and an MS degree from the University of Coloradoat Boulder in 2000. He currently performs vehiclemodeling and analysis as a Research Engineer on thevehicle systems analysis team at the National

Renewable Energy Laboratory. Aaron can be contactedat [email protected].

REFERENCES

1. Markel, T. et. al., ADVISOR: A System Analysis Toolfor Advanced Vehicle Modeling, Journal of PowerSources, V110, pages 255-266, 2002(http://www.ctts.nrel.gov/analysis/).

2. Wipke, K.; Cuddy, M.; Burch, S. ADVISOR 2.1: AUser-Friendly Advanced Powertrain SimulationUsing a Combined Backward/Forward Approach,NREL Report No. JA-540-26839, Golden, CO:National Renewable Energy Laboratory, 1999(http://www.ctts.nrel.gov/analysis/).

3. MacBain, J., Conover, J., Dual Voltage ElectricalSystem Simulations, SAE Publication Transitioningto 42-Volt Electrical Systems, SAE SP-1556, August,2000, pages 9-18 (SAE paper number 2000-01-3051).

4. MacBain, J., Conover, J., Johnson, V., Co-Simulation of Electrical and Propulsion Systems,SAE paper number 2001-01-2533, August, 2001.

5. MacBain, J., Conover, J., Brooker, A., CompletePropulsion and Electrical System Analysis for 42VSingle and Dual Voltage Traditional Vehicles,published in: The New Automotive 42V PowernetBecomes Reality, proceedings of the 3

rdInternationa

42V PowerNet Congress, November 2003, pages168-187.

6. PNGV Partnership for a New Generation ofVehicles http://www.USCAR.org .

7. Future Truck Challengehttp://www.futuretruck.org/competition/index.html.

8. Advanced Technologies Fuel FreedomCARDevelopment Efforts, page 4http://www.cartech.doe.gov/pdfs/o/200.pdf.

9. Senger, R., Merkle, M., Nelson, D., "Validation ofADVISOR as a Simulation Tool for a Series HybridElectric Vehicle," SAE Technical Paper Number981133, 1998.

10. NYCT Diesel Hybrid-Electric Buses, Final Results,http://www.afdc.doe.gov/pdfs/nyct_diesel_hybrid_final.pdf.

________________________________________

ADVISORis a registered trademark of the United States Governmentand the National Renewable Energy Laboratory.

SABER!is a registered trademark of American Airlines, Inc., licensedto Synopsis Corporation. Information on the Saber electrical simulationpackage can be found at www.synopsis.com.

MATLABand SIMULINKare registered trademarks of The

MathWorks, Inc.


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