Powertrain Blockset™ includes a hybrid electric vehicle (HEV) input power-split reference application that you can use for design tradeoff analysis and component sizing, control parameter optimization, and hardware-in-the-loop (HIL) testing for vehicles like the Toyota® Prius®. For more information, see Explore the Hybrid Electric Vehicle Input Power-Split Reference Application.
In addition to the HEV input power-split reference application, the Powertrain Blockset includes an HEV multimode reference application. Prior to R2017b, the HEV multimode reference application was known as the HEV reference application. For more information, see Explore the Hybrid Electric Vehicle Multimode Reference Application.
Based on a desired maximum engine power and the number of cylinders, you can resize the compression-ignition (CI) engine and spark-ignition (SI) engine models and recalibrate the controllers.
To resize the engines, use the dynamometer reference applications. After you open the reference application, click Resize Engine and Recalibrate Controller. In the dialog box, enter values for:
Desired maximum power
Desired number of cylinders
After you apply the changes, the reference application:
Resizes the dynamic engine and engine calibration parameters. The Recalibrate Engine dialog box provides the updated engine performance characteristics based on the resized calibration parameters.
Recalibrates the controller and mapped engine model to match the resized dynamic engine.
You can use the variants in other applications, for example, in vehicle projects that require a larger engine model.
For resizing examples, see:
This table summarizes the blocks that are available with R2017b.
Block | Description |
---|---|
Split Torsional Compliance |
Implements parallel spring-damper coupling between shafts. Use the block to model the mechanical power transfer between common drivetrain elements such as motors, planetary gears, and clutches. |
Bidirectional DC-DC | Implements a DC-to-DC converter that supports bidirectional boost and buck (lower) operation. Depending on your battery system configuration, the voltage might not be at a potential that is required by electrical system components such has inverters and motors. You can use the block to boost or buck the voltage. |
Flux-Based PMSM |
Implements a flux-based, three-phase permanent magnet synchronous motor (PMSM) with a tabular-based electromotive force. |
Flux-Based PM Controller |
Implements a torque-based, field-oriented controller for a flux-based PMSM. |
You can configure these electric motor controller blocks to calculate electrical losses:
Previously, you could configure only the Mapped Motor block to calculate electrical loss.
To specify the electrical loss calculation, on the block Electrical Losses tab, for Parameterize losses by, select one of these options.
Setting | Block Implementation |
---|---|
Single efficiency
measurement |
Electrical loss calculated using a constant value for inverter efficiency |
Tabulated loss data |
Electrical loss calculated as a function of motor speeds and load torques |
Tabulated efficiency data |
Electrical loss calculated using inverter efficiency that is a function of motor speeds and load torques |
This version includes workflows that you can follow to generate parameters for the flux-based motor blocks. See Generate Parameters for Flux-Based Blocks.
The Longitudinal Wheel block includes these enhancements.
Enhancement | Implementation |
---|---|
Longitudinal force as a function of wheel slip relative to the road surface. Implemented using coefficients fit from experimental data or derived using Magic Formula equations 4.E9 through 4.E18 in Tire and Vehicle Dynamics. |
Set Longitudinal Force to
|
Vertical motion that depends on wheel mass stiffness, damping, and pressure. |
Set Vertical Motion to
To specify the ground displacement, on the Vertical pane, do either of the following:
|
Input tire pressure for Magic Formula, vertical motion, and rolling resistance calculations. |
To create the
|
Input scaling factor for longitudinal friction calculation. |
To create the |
[1] Pacejka, H. B. Tire and Vehicle Dynamics. 3rd ed. Oxford, United Kingdom: SAE and Butterworth-Heinemann, 2012.
To accommodate multiple fuel injection events during hardware-in-the-loop (HIL) simulation, you can provide the CI Core Engine block with these fuel-related input vectors:
FuelMass
— Fuel mass per injection
Soi
— Fuel injection timing
The CiEngineCore.slx
model includes the Fuel
System
subsystem and the updated CI Core Engine block.
The Fuel System
subsystem contains a fuel delivery command
subsystem. These reference applications and templates use
CiEngineCore.slx
:
Conventional Vehicle Reference Application
Hybrid Electric Vehicle Reference Application
CI Engine Dynamometer Reference Application
CI Engine Project Template
In previous releases, the CI Core Engine block calculated the
fuel mass flow rate using fuel injector pulse-width and fuel injection main
timing block input. In this release, the InjPw
and
FuelMainSoi
scalar input ports are replaced by
FuelMass
and Soi
vector input ports.
Models that have InjPw
or FuelMainSoi
signals input to the CI Core Engine block might have disconnected
line errors. Consider replacing the block with this version.
To facilitate hardware-in-the-loop (HIL) testing of actuator and sensor dynamics, you can use control actuator IO for these internal combustion engine reference applications:
Conventional Vehicle Reference Application
CI Engine Dynamometer Reference Application
SI Engine Dynamometer Reference Application
Specifically, the compression-ignition (CI) and spark-ignition (SI) engines available with the reference applications use low-pass filters to model these control actuators:
Variable compression ratio
Variable intake valve lift
Variable intake runner length
Intake manifold flap
Swirl valve
To simulate effects such as aging, you can configure these blocks to input rated capacity at nominal temperature:
Models saved in previous releases might have disconnected line errors. Reconnect the s or consider replacing the blocks with this version.
To simulate turbocharger lag with the mapped engine blocks, on the block parameter dialog box, select Include turbocharger lag effect. To model the lag, the blocks use a first-order system with a time constant.
Mapped CI Engine — At low torque, boost is not required to provide sufficient air flow. When the requested fuel mass requires boost, the block uses a time constant to determine the maximum fuel mass per injection.
Mapped SI Engine — During throttle control, the time constant models the manifold filling and emptying dynamics. When the torque request requires a turbocharger boost, the block uses a larger time constant to represent the turbocharger lag.
To simulate catalyst light-off before moving the vehicle with a pedal command, you
can idle the conventional and hybrid electric vehicle engines at the beginning of a
drive cycle. In the reference applications, the Longitudinal
Driver
subsystem includes an ignition switch signal profile,
IgSw
. The engine controller uses the ignition switch signal
to start both the engine and a catalyst light-off timer.
The catalyst light-off timer overrides the engine stop-start (ESS) stop function
control while the catalyst light-off timer is counting up. During the simulation,
after the IgSw
down-edge time reaches the catalyst light-off time
CatLightOffTime
, normal ESS operation resumes. If there is no
torque command before the simulation reaches the EngStopTime
, the
ESS shuts down the engine.
To control ESS and catalyst light-off, use these engine controller calibration parameters:
EngStopStartEnable
— Enables ESS. To disable ESS,
set the value to false.
CatLightOffTime
— Engine idle time from engine
start to catalyst light-off.
EngStopTime
— ESS engine run time after driver
model torque request cut-off.
IgSw
— Starts and idles the engine. Set ignition
switch profile to 'on
' inside driver model.
These parameters are in the engine controller model workspace.
The compression-ignition (CI) and spark-ignition (SI) torque structure calculation independently accounts for pumping and friction losses. Previously, the torque calculation combined the losses.
Combustion Engine | Description | Impacted Blocks |
Friction Loss |
Pumping Loss |
---|---|---|---|---|
CI |
Function of:
|
Function of:
| ||
SI |
Function of:
|
Function of:
|
Models saved in previous releases might have disconnected line errors. Reconnect the signals or consider replacing the blocks with this version.
For consistency and readability, the Powertrain Blockset includes these updates for the library blocks.
Update | Description |
---|---|
Input and Output port names |
Consistent Input and Output port names across all blocks. |
Output port |
Consistent |
Input and Output port units |
SI units for block Input and Output ports. To display the signal units in your model, select Display > Signals & Ports > Port Units. |
The block documentation includes the names and units for the Input
and Output ports and Info
bus signals.
Models saved in previous releases might have disconnected line errors. Reconnect the signals or consider replacing the blocks with this version.
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