VEHICLE SYSTEMS

PROGRAMS

VEHICLE SYSTEMSPROGRAMS

2000ANNUALPROGRESSREPORT

U.S.DepartmentofEnergy

EnergyEfficiencyandRenewableEnergy

OfficeofTransportationTechnologies

OFFICEOFTRANSPORTATIONTECHNOLOGIES

SERIESOF

2000ANNUALPROGRESSREPORTS

•VehiclePropulsionandAncillarySubsystems

•AutomotiveLightweightMaterials

•AutomotivePropulsionMaterials

•FuelsforAdvancedCIDIEnginesandFuelCells

•SIDIEngineR&D

•CombustionandEmissionControlforAdvancedCIDI

Engines

•TransportationFuelCellPowerSystems

•VehiclePowerElectronicsandElectricMachines

•AdvancedTechnologyDevelopment

(High-PowerBattery)

•ExploratoryTechnologyResearch

(High-PowerBattery)

•VehicleHigh-PowerEnergyStorage

•ElectricVehicleBatteriesR&D

andOfficeofAdvancedAutomotiveTechnologies

FY2000ProgramHighlights

www.ott.doe.gov/oaat

CleanEnergy

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Vehicle Systems Programs FY 2000 Progress Report 

1 

II. NATIONAL RENEWABLE ENERGY LABORATORY SUPPORT 

IIA. Vehicle Auxiliary Load Reduction 

Dr. Rob Farrington 

National Renewable Energy Laboratory 

1617 Cole Boulevard 

Golden, CO 80401-3393 

(303) 275-4448, e-mail; rob_farrington@nrel.gov 

DOE Program Manager: Roland Gravel 

(202) 586-9263, e-mail; Roland.Gravel@ee.doe.gov 

Objectives 

• Develop innovative techniques and technologies that will reduce the energy used for vehicle 

auxiliary loads, manage peak loads, and optimize climate control systems and strategies. The 

short-term goal is to reduce the amount of fuel use for vehicle air-conditioning by 50% 

compared with today’s vehicles by developing cost-effective solutions in partnership with 

industry. The long-term goal is to work with industry to achieve a 75% reduction in airconditioning fuel use through long-term R&D on technologies such as heat-generated 

cooling and component miniaturization 

Approach 

• Work with industry to research and develop innovative climate control strategies that will 

cost-effectively reduce the amount of fuel use for vehicle air-conditioning by 50% compared 

with today’s vehicles 

• Optimize vehicle climate control system using ADVISOR and SINDA/FLUINT to cosimulate system in an industry project 

• Develop a sweating thermal comfort manikin that will simulate complex heat and mass 

transfer from vehicle occupants to predict occupant physiological and psychological 

responses to environmental conditions created by new cabin thermal comfort technologies 

and control systems 

Accomplishments 

• Completed infrared reflective glazing tests on DaimlerChrysler minivans and Ford Explorers 

and completed the ESX3 steady-state A/C model, which demonstrated the first stage of the 

vehicle integrated systems analysis process 

• Experimentally and numerically evaluated the benefits of solar reflective glazing for sedans, 

minivans, and sport utility vehicles and demonstrated the value of a systems approach using 

integrated modeling to analyze technical options and synergistic benefits to OEM advanced 

engineering teams and platform groups 

• Developed an overall design for the thermal manikin and experimentally demonstrated 

various skin heating and sweating concepts 
Vehicle Systems Programs FY 2000 Progress Report 

2 

• Developed a SINDA/FLUINT air-conditioning model with an integrated lump-capacitance 

cabin model to predict cabin cooldown including evaluation of heat-pipe instrument panel 

thermal rejection system 

Future Directions 

• Initiate a project with OEMs showing 50% reduction in fuel use for auxiliary loads 

• Build a limb for the thermal comfort manikin 

• Expand thermal comfort model for realistic geometry and variable subject dimensions 

• Link SINDA/FLUINT transient A/C model with ADVISOR 

Introduction 

NREL has the lead responsibility with 

DOE’s Office of Transportation 

Technologies (OTT) to research, assess, and 

develop vehicle auxiliary load reduction 

strategies. 

The vehicles of today and tomorrow are in 

need of systems that reduce vehicle auxiliary 

load demands. For mid-sized vehicles, airconditioning systems can increase NOx 

emissions by 80% and increase CO 

emissions by 70% while reducing fuel 

economy by 22%. Smaller and lighter 

climate control systems will not only reduce 

emissions but also reduce fuel consumption. 

Each 20-lb. reduction in weight leads to a 

0.1-mpg increase in fuel economy. 

Vehicles of the future, such as hybrid 

electric vehicles, will require advanced 

climate control technologies because they 

will have smaller sized engines that will not 

be able to handle peak air-conditioning loads 

or cabin heating requirements without 

serious fuel economy impacts. 

Approach 

NREL is conducting research and 

development with several industry partners 

including DaimlerChrysler, Ford Motor 

Company, Johnson Controls, Delphi, 

Visteon, 3M, Southwall, Denso, Valeo, and 

PPG. 

NREL has developed a SINDA/FLUINT 

air-conditioning model with an integrated 

lump-capacitance cabin model to predict 

cabin cooldown. NREL is in the process of 

validating and improving a transient A/C 

code, which is linked to ADVISOR and will 

enable fuel economy and tailpipe emission 

predictions. 

In addition, NREL experimentally and 

numerically evaluated the benefits of solar 

reflective glazing for sedans, minivans, and 

sport utility vehicles and demonstrated the 

value of a systems approach using integrated 

modeling to analyze technical options and 

synergistic benefits to OEM advanced 

NREL’s Cool Car and Auxiliary 

Load Reduction Project Manager, 

Rob Farrington 
Vehicle Systems Programs FY 2000 Progress Report 

3 

engineering teams and platform groups. As 

part of this effort, NREL worked to 

complete infrared reflective glazing tests on 

DaimlerChrysler minivans and Ford 

Explorers and completed the ESX3 steadystate A/C model, which demonstrated the 

first stage of the vehicle integrated systems 

analysis process. 

Since industry has indicated a need for a 

sweating thermal manikin, NREL completed 

the design and experimentally demonstrated 

various skin heating and sweating concepts 

for this one-of-a-kind manikin. A 

competitive solicitation for manikin 

construction has been issued. This thermal 

comfort manikin is a breakthrough 

technology that simulates complex heat and 

mass transfer from vehicle occupants to 

predict occupant physiological and 

psychological responses to environmental 

conditions created by new cabin thermal 

comfort technologies and control systems. It 

is needed to evaluate new concepts such as 

ventilated/cooled/heated seats, zonal 

conditioning, moisture removal from the 

occupant, solar reflective interior materials 

and glazing, radiant heating, and parked car 

ventilation techniques. 

Results 

The Auxiliary Loads Team successfully 

tested three pairs of vehicles, including 

minivans and SUVs, with a team of U.S. 

OEMs and U.S. glazing suppliers. The 

results demonstrated the benefits of 

advanced glazing systems by reducing 

vehicle soak temperature by as much as 7 

degrees C and cool-down time by several 

minutes. NREL staff modeled the impact of 

the reduced load of vehicle fuel 

consumption and tailpipe emissions. 

Industry experts gathered at NREL to 

discuss the state-of-the-art of advanced 

vehicle glazings and recommend future 

R&D needs. They identified modeling and 

analysis of advanced glazing systems as a 

critical need. 

NREL worked with DaimlerChrysler and 

their suppliers to use integrated modeling 

that demonstrated the benefits of advanced 

climate control in DaimlerChrysler’s ESX3 

Hybrid Electric Vehicle. Various solar 

angles were modeled at different vehicle 

Industry Collaborative Vehicle Testing of 

Advanced Climate Control Technologies 

Thernal Manakin Used to Simulate 

Human Responses to Complex 

Environmental Conditions 

Computer Prediction of Occupant 

Temperatures Showing Benefits 

of Advanced Glazing 
Vehicle Systems Programs FY 2000 Progress Report 

4 

speeds to show the temperature and velocity 

fields in the vehicle. Advanced glazings 

significantly reduced the thermal asymmetry 

in the vehicle cabin from 31 degrees C to 

about 8 degrees C. 

NREL completed the preliminary design and 

began construction of a thermal comfort 

manikin to measure the impact of advanced 

climate control strategies in conventional 

and advanced vehicles on occupant comfort. 

The state-of-the-art manikin will mimic 

human physiological responses to 

environmental conditions including 

temperature, air speed, and solar radiation. 

A computer model will control the manikin 

and predict occupant psychological response 

to the environment. 

NREL completed construction of a heat pipe 

test loop to test advanced concepts to reduce 

vehicle soak temperatures using 

technologies that industry has identified as 

promising. Initial test results show that heat 

pipes can cool the instrument panel by 

nearly 20 degrees C. 

Conclusions 

NREL plans to initiate a project with OEMs 

showing 50% reduction in fuel use for 

auxiliary loads. NREL will also continue 

the effort to build the thermal comfort 

manikin and expand thermal comfort model 

for realistic geometry and variable subject 

dimensions. 

In addition, linking SINDA/FLUINT 

transient A/C model with ADVISOR will be 

of high importance in FY2001. This will 

help optimize vehicle climate control system 

by using ADVISOR and SINDA/FLUINT to 

co-simulate system project in an industry 

project. 

Work will also continue related to the 

evaluation of the miniaturization of 

components, porous media heat exchangers, 

heat-generated cooling concepts such as 

metal hydride heat pumps, and cabin heat 

pipe thermal rejection systems. 

Presentations/Publications 

“Opportunities to Reduce Air-Conditioning 

Loads Through Lower Cabin Soak 

Temperatures.” Technical Paper at EVS16. 

R. Farrington, M. Cuddy, M. Keyser, and J. 

Rugh (Oct. 1999). 

“Opportunities to Reduce Air-conditioning 

DaimlerChrysler’s ESX3 HEV with Advanced 

Cabin Heating and Cooling Systems 

Number of Skin Temperature Receptors

Head: 21%

Hands: 5%

Trunk: 38%

Upper Legs: 15%

Skin Temperature Receptors

Percent Total Receptors

Lower Legs: 8%

Arms: 13%

Distribution of Hot and Cold 

Receptors in a Human Body 

Heat Pipe Used to Efficiently 

Transport Heat 
Vehicle Systems Programs FY 2000 Progress Report 

5 

Loads Through Lower Cabin Soak 

Temperatures.” Published by the Technical 

Association of Automobiles in Italy. 

(October issue, Vol. 52, number 10). R. 

Farrington, M. Cuddy, M. Keyser, and J. 

Rugh (Oct. 1999). 

“Innovative Techniques for Decreasing 

Advanced Vehicle Auxiliary Loads.” 

Technical Paper prepared for FutureCar 

2000. John P. Rugh, René S. Howard, 

Robert B. Farrington, Matthew R. Cuddy, 

Daniel M. Blake (April 2000). 

“Effect of Solar-Reflective Glazing on Fuel 

Economy, Tailpipe Emissions, and Thermal 

Comfort.” Technical Paper prepared for 

IBEC 2000. J. Rugh, R. Farrington, and G. 

Barber (Oct. 2000). 

“ICE3: Innovative Climate-controlled 

Cabin Environments.” Published in 

Automotive and Transportation Interiors 

December 1999 issue as well as on their 

Web site at 

http://www.autointeriors.com/dec99stor2.ht

m.
Vehicle Systems Programs FY 2000 Progress Report 

6 

IIB. Vehicle Systems Analysis 

Keith Wipke 

National Renewable Energy Laboratory 

1617 Cole Boulevard 

Golden, CO 80401-3393 

(303) 275-4451, e-mail; keith_wipke@nrel.gov

DOE Program Manager: Patrick Sutton 

(202) 586-8058, e-mail; Patrick.Sutton@ee.doe.gov 

Objectives 

• The goals of NREL’s Vehicle Systems Analysis activities are to: 

• further improve, validate and apply NREL’s advanced vehicle modeling capabilities in 

ADVISOR 

• improve vehicle optimization capabilities 

• establish co-simulation between ADVISOR and Saber 

• help industry weave improved fuel economy and emissions into future production 

components and vehicles through the Digital Functional Vehicle process 

Approach 

• Use specifications from a variety of component suppliers and original equipment 

manufacturers to expand ADVISOR and ensure that the information in the ADVISOR 

component and vehicle database is validated by industry, NREL, and ADVISOR users 

• Continuously keep ADVISOR users informed of changes and improvements to the tool 

through the Web site, user group discussions, and simulation modeling conferences 

Accomplishments 

• ADVISOR (versions 2.2.1 and 3.0) advanced vehicle simulator was released to the public 

through the NREL Web site. Over 2700 people from around the world have now downloaded 

at least one version of the ADVISOR software 

• Held the ADVISOR User’s conference on Aug. 24-25, 2000 with 65 attendees from around 

the world 

• Made significant progress on creating a common GUI to run both ADVISOR and PSAT 

• Completed phase 1 work on the Digital Functional Vehicle project with PTC; initiated 

contract with MDI and began the second phase of work: applications with industry 

• Conducted an analysis of the viability of “grid-connected” or wall-charge hybrid electric 

vehicles using ADVISOR as part of an industry-government consortium 

Future Directions 

• Further improve, validate, and apply ADVISOR to satisfy the needs of DOE, the auto 

industry, and the 2700 ADVISOR users 
Vehicle Systems Programs FY 2000 Progress Report 

7 

• Continue to push the envelope in the field of optimization while also focusing on 

application to hybrid vehicles and general applicability to multiple software codes 

• Complete co-simulation between ADVISOR and Saber for 42V conventional vehicles and 

apply to a real problem 

• Demonstrate success with MDI on 2-3 specific vehicle applications in the auto industry to 

demonstrate the Digital Functional Vehicle process 

Introduction 

In 1994, the National Renewable Energy 

Laboratory (NREL) created the ADvanced 

VehIcle SimulatOR (ADVISOR) through 

the DOE Office of Transportation 

Technologies (OTT). ADVISOR’s goal is to 

help the automotive industry model vehicle 

systems using computer tools to supplement 

building and testing the systems. NREL has 

expanded the tool’s capabilities over time, 

and now has an easy-to-use interface, pulldown menus, improved results screens, 

validated component information, and many 

vehicle system designs to choose from. 

ADVISOR can be downloaded free of 

charge from the Vehicle Systems Analysis 

Web site (www.ctts.nrel.gov/analysis). More 

than 2700 users from around the world have 

downloaded the software to evaluate vehicle 

systems and various vehicle configurations. 

In the past, vehicles were designed and 

tested using hundreds of hardware prototype 

vehicles. Complete vehicles were built early 

in the design process in order to gain initial 

data on the design, and this process was 

repeated multiple times. ADVISOR helps to 

solve this problem and provides an 

opportunity to reduce time to production. 

Approach 

Quickly gaining an understanding of an 

advanced vehicle design’s sensitivity to 

change is a major benefit of using a tool like 

ADVISOR early in the vehicle design 

process. Improving the time to production 

and saving money are both important 

benefits to using simulation tools. In 

addition, ADVISOR uses specifications 

from a variety of component suppliers and 

original equipment manufacturers. The 

information in the ADVISOR component 

and vehicle database is validated by 

industry, NREL, and ADVISOR users. 

Although auto manufacturers have similar 

in-house tools, ADVISOR provides an 

objective standard through which the 

companies can simulate vehicle performance 

and emissions benefits using components 

developed by many different suppliers. 

Results 

Since ADVISOR (versions 2.2.1 and 3.0) 

advanced vehicle simulator was released to 

the public through the NREL Web site, more 

than 2700 people from around the world 

have downloaded the software. This allows 

more people to have free access to state-ofthe-art hybrid vehicle data and an easy to 

use model to execute vehicle simulations. 

This has a significant impact on increasing 

the level of knowledge people have about 

Introduction screen for ADVISOR 3.0 
Vehicle Systems Programs FY 2000 Progress Report 

8 

hybrid vehicles in the auto industry OEMs, 

their suppliers, academia, and small 

businesses (that otherwise might not be able 

to afford to buy such a model). 

In addition, NREL conducted an analysis of 

the viability of “grid-connected” or wallcharge hybrid electric vehicles using 

ADVISOR as part of an industrygovernment consortium. From the analysis, 

we concluded that this HEV concept has 

benefits in terms of fuel economy and 

emissions over both conventional drive-train 

vehicles and the HEVs currently being 

produced. This analysis has increased the 

awareness of the hybrid configuration 

options possible to everybody involved, 

including EPRI, CARB, DOE, and the auto 

industry. The study also showed that battery 

cost is still the main issue, as it is for pure 

EVs, and that continued funding in this are 

is needed if these vehicles are to become 

viable. 

In order to benchmark HEVs, the 

ADVISOR team instrumented a Honda 

Insight HEV and tested it on a chassis 

dynamometer. NREL measured fuel 

economy, emissions, and battery 

performance. NREL will soon be able to 

validate its computer model of this vehicle, 

and then release it to the public in the 

ADVISOR Program. This vehicle model, 

along with the Toyota Prius model 

previously completed, allows the auto 

industry to benchmark the current state of 

the technology so that they know how to 

improve upon it. Another impact for DOE is 

that it gives them more technical data on 

what has been accomplished in these 

vehicles so that they can use it as a 

benchmark against the targets in their own 

R&D programs. 

Conclusions 

NREL will continue to further improve, 

validate, and apply ADVISOR to satisfy the 

needs of DOE, the auto industry, and the 

2700 ADVISOR users. This will involve 

continuing to push the envelope in the field 

of optimization while also focusing on 

application to hybrid vehicles and general 

applicability to multiple software codes. 

ADVISOR team leads panel discussion 

at the ADVISOR User Conference 

NREL’s Honda Insight undergoes

testing at ETC 

ADVISOR is available from

NREL’s web site as a free download 
Vehicle Systems Programs FY 2000 Progress Report 

9 

The co-simulation between ADVISOR and 

Saber for 42V conventional vehicles will be 

completed and applied to a real problem. 

Finally, to demonstrate the Digital 

Functional Vehicle process NREL will work 

with MDI on 4 specific vehicle applications 

in the auto industry and share results from 

the process publicly. 

Presentations/Publications 

“HEV Control Strategy for Real-Time 

Optimization of Fuel Economy and 

Emissions,” Johnson, V., Wipke, K., 

Rausen, D., DOE 2000 Future Car Congress. 

“Neural Network Based Battery Modeling 

for Hybrid Electric Vehicles,” Bhatikar, S., 

Mahajan, R., Wipke, K., Johnson, V., DOE 

2000 Future Car Congress. 

“Validation of ADVISOR as a Simulation 

Tool for a Hybrid Electric Fuel Cell 

Vehicle,” Ogburn, M., Nelson, D., Wipke, 

K., DOE 2000 Future Car Congress. 

“Progress on Seamless Integration of 

Modeling Tools for the Digital Functional 

Vehicle” Wipke, K., Brooker, B., Sprik, S., 

Markel, T., NREL Report, September 2000. 

“Expanding Breadth of Data/Models in 

ADVISOR,” Vehicle Systems Analysis 

Team. NREL Report, 

September 2000. 

“Increasing the Utilization of ADVISOR 

and Holding the First ADVISOR Users 

Conference,” Vehicle Systems Analysis 

Team. NREL Report, September 2000. 

“Benchmarking ADVSIOR Modeling 

Capability Against Four Available State-ofthe-Art Vehicles: Prius, Insight, Ford 

Hybrid, DaimlerChrysler Hybrid,” Vehicle 

Systems Analysis Team. NREL Reports, 

September 2000. 
Vehicle Systems Programs FY 2000 Progress Report 

10 

IIC. Battery Thermal Management 

Dr. Ahmad Pesaran 

National Renewable Energy Laboratory 

1617 Cole Boulevard 

Golden, CO 80401-3393 

(303) 275-4441, e-mail; ahmad_pesaran@nrel.gov 

DOE Program Manager: Patrick Sutton 

(202) 586-8058, e-mail; Patrick.Sutton@ee.doe.gov 

Objective 

• To improve the thermal management of battery packs for electric and hybrid electric 

vehicles and extend the life and improve the performance of the packs 

Approach 

• Assist the auto industry with the thermal design and management of battery packs

• Develop battery models for various types of vehicle simulation tools such as ADVISOR

• Use a unique calorimeter to measure heat generation of batteries. Infrared thermal imaging, 

flow visualization, and thermal analysis and computational fluid dynamics are all used to 

assess and evaluate batteries

• Evaluate a variety of batteries for benchmarking purposes

Accomplishments 

• Directed a subcontract with the University of Toledo to develop a working prototype 

“battery management system” for HEVs that could be packaged to achieve 75% less 

volume and mass, with better features and functions than existing HEV battery 

management

• Achieved higher quality results by improving the accuracy of the calorimeter to below +/- 

3% and reduced noise level on the calorimeter response to allow for measurement of selfdischarge of battery modules

• Evaluated thermal characteristics of Plastic Li-Ion cells from High Energy Technology, 

Nickel Zinc from Evercel, Ovonic NiMH EV and HEV modules. Measured self-discharge 

power loss of an Ovonic EV module 

• Developed ADVISOR temperature-dependent battery models for Ovonic NiMH EV, 

Evercel NiZn, Hawker lead-acid, and a capacitive model for SAFT high power lithium ion 

modules 

• Evaluated the battery pack thermal management systems of the Honda Insight and Toyota 

Prius 
Vehicle Systems Programs FY 2000 Progress Report 

11 

Future Directions 

• Continue to collaborate with industry to improve thermal management systems, develop 

battery models for vehicle simulations, and develop battery management systems 

• Characterize thermal properties (heat capacity, heat generation rate, and thermal images) of 

cells and battery modules. Collaborate with PNGV program participants in this area 

(SAFT, PolyStor, etc.) 

• Evaluate and test thermal behavior of HEV battery packs (Varta, Ovonic, Prius) 

• Improve the current ADVISOR battery model by including both capacitance and resistance 

features of the battery and to be PNGV-PSAT compatible 

Introduction 

The National Renewable Energy Laboratory 

(NREL) has the lead responsibility to 

evaluate and assess battery thermal 

management systems. This task is important 

because without proper battery thermal 

management, the temperature variation from 

one battery to another will affect battery 

electrical performance, and thus the vehicle 

performance. Understanding the thermal 

properties and behavior of batteries and 

packs will lead to improved battery 

performance. Developing validated battery 

models for use in the ADVISOR vehicle 

simulator leads to the identification of 

battery technologies that offer best 

performance in different hybrid vehicles. 

Approach 

As part of the U.S. Department of Energy’s 

Hybrid Electric Vehicle Program, the 

National Renewable Energy Laboratory 

(NREL) assists the auto industry with the 

thermal design and management of battery 

packs. NREL has also developed several 

battery models for various types of vehicle 

simulation tools such as ADVISOR. In 

addition, NREL uses a unique calorimeter to 

measure heat generation of batteries. 

Infrared thermal imaging, flow visualization, 

and thermal analysis and computational 

fluid dynamics are all used to assess and 

evaluate batteries. 

NREL uses its battery testing equipment to 

generate data and develop validated battery 

models. These models are then used in 

vehicle simulators to evaluate their impacts 

on vehicle performance. NREL continues to 

strengthen its relationship with auto 

manufacturers and suppliers by assisting 

with battery design needs and modeling. 

NREL’s Battery Thermal Management and 

Modeling Project works hand-in-hand with 

industry to evaluate batteries and offer 

design improvements for modules and 

packs. 

Results 

This year, with support from an industry 

review committee including 

DaimlerChrysler, NREL directed a 

subcontract with the University of Toledo to 

develop a working prototype “battery 

management system” for HEVs that could 

be packaged to achieve 75% less volume 

and mass, with better features and functions 

than existing HEV battery management. 

This modular battery management system 

can help auto manufacturers, battery 
Vehicle Systems Programs FY 2000 Progress Report 

12 

manufacturers, and battery pack integrators 

improve performance of HEV battery packs 

and achieve optimum energy efficiency in 

hybrid vehicles. NREL developed a 

prototype modular battery management 

system (Generation 2), which exceeded the 

initial project objectives. Compared to the 

first generation of the battery management 

system, the new prototype uses integrated 

circuitry and printed circuit board for 

volume, mass, and cost reduction. In 

addition, volume was reduced by 87% 

(exceeding the goal of 75% reduction) and 

mass was reduced by 70% (exceeding the 

goal of 50% reduction). The cost is 

expected to be 25% of the initial system, but 

could be reduced even more with its 

architecture. Several manufacturers have 

expressed interest in the next phase of the 

project, which is development toward 

eventual commercialization. 

In addition, NREL worked to improve the 

accuracy of the calorimeter to below +/-3%. 

NREL reduced the noise level on the 

calorimeter response to allow for 

measurement of self-discharge of battery 

modules. These accomplishments are 

important for achieving high quality results. 

NREL also evaluated the thermal 

characteristics of Plastic Li-Ion cells from 

High Energy Technology, Nickel Zinc from 

Evercel, Ovonic NiMH EV and HEV 

modules and measured self-discharge power 

loss of an Ovonic EV module. In addition, 

evaluated Li-Ion cells from CompactPower 

in collaboration with SMUD. 

Working to help improve ADVISOR, NREL 

developed ADVISOR temperaturedependent battery models for Ovonic NiMH 

EV, Evercel NiZn, Hawker lead-acid, and a 

capacitive model for SAFT high power 

lithium ion modules. 

Conclusions 

NREL will continue to collaborate with 

industry to improve thermal management 

systems, develop battery models for vehicle 

simulations, and develop battery 

management systems. 

This year, NREL will characterize the 

thermal properties (heat capacity, heat 

generation rate, and thermal images) of cells 

and battery modules. Collaboration with 

PNGV program participants will be 

important for this effort. 

NREL will also evaluate and test thermal 

behavior of HEV battery packs (Varta, 

Ovonic, Prius) and work to improve the 

current ADVISOR battery model by 

including both capacitance and resistance 

features of the battery and to be PNGVPSAT compatible.

In addition, NREL will continue to 

collaborate with University of Toledo and 

our industrial partners to test and improve 

the developed prototype modular battery 

management system for hybrid vehicles. 

Presentations/Publications 

“Charging Algorithms for Increasing Lead 

Acid Battery Life for Electric Vehicles,” M. 

Keyser, A. Pesaran, and Bob Nelson. The 

17th Electric Vehicle Symposium, Montreal, 

Canada, October 16-18, 2000. 

“Temperature-dependent Battery Models for 

High Power Li-Ion Batteries,” by V. 

Johnson, A. Pesaran, and T. Sack. The 17th

Dr. Pesaran uses advanced smoke 

tests to determine airflow distribution 

within battery packs/cells 
Vehicle Systems Programs FY 2000 Progress Report 

13 

Electric Vehicle Symposium, Montreal, 

Canada, October 16-18, 2000. 

“Developing Temperature-dependent 

Battery Models for ADVISOR,” V. Johnson, 

M. Keyser, M. Mihalic, M. Zolot, and A. 

Pesaran. NREL Report, September 2000. 

“Evaluating Battery Pack Thermal 

Management Systems from Four Hybrid 

Vehicles,” A. Pesaran, M. Keyser, M. Zolot, 

and M. Mihalic. NREL Report, September 

2000. 

“Thermal Characterization of Advanced 

Battery Technologies for EV and HEV 

Applications,” Matthew Keyser, Ahmad 

Pesaran, Mark Mihalic, Matthew Zolot. 

NREL Report, August 2000. 
Vehicle Systems Programs FY 2000 Progress Report 

14 

III. ARGONNE NATIONAL LABORATORY SUPPORT 

IIIA. Advanced Powertrain Test Facility (APTF) New Installations 

Henry Ng (primary contact), Robert P. Larsen 

Argonne National Laboratory 

9700 S. Cass Avenue 

Argonne, IL 60439 

(630) 252-3992, fax (630) 252-3443, e-mail; hng@anl.gov 

DOE Program Manager: Patrick Sutton 

(202) 586-8058, fax (202) 586-1600, e-mail; Patrick.Sutton@ee.doe.gov 

Objective 

• Conduct energy efficiency and emission tests on hybrid electric vehicles, sport utility 

vehicles, and future advanced- technology vehicles. These tests require a state-of-the-art 

electric four-wheel-drive chassis dynamometer with appropriate controls and instrumentation 

for highly accurate emissions and fuel measurements 

Approach 

• Obtain professional engineering/architectural services to assist with the preliminary design 

and construction documents for a world-class facility capable of benchmarking and 

developing the most advanced powertrains for future cars and trucks. The facility will be 

capable of hydrogen-fuel operation and will have the capability to add climate-controlled 

testing in the future 

• To have highly sensitive emissions measurement equipment capable of SULEV (super ultra 

low emission vehicle) standards and a full dilution tunnel for diesel particulate matter 

measurement to enable complete diesel emissions measurement capability 

Accomplishments 

• Excel/Pierburg fast-response fuel scale was cleaned, calibrated, installed, and tested for 

proper operation 

• Constant volume sampler (CVS) that will allow TLEV, LEV, ULEV, and SULEV vehicle 

testing was ordered from Pierburg and has been installed and calibrated in December 2000 

• Four-wheel-drive chassis dynamometer was procured from Burke-Porter Machine Company 

after an extensive competitive bidding process 

• Test cell design was completed and the building foundation finished in December 2000 
Vehicle Systems Programs FY 2000 Progress Report 

15 

Future Direction 

• Focus on the design, procurement, and commissioning of the equipment to complete the 

4WD facility to make it operational in the last half of 2001

Introduction 

Argonne National Laboratory (ANL) has a 

lead responsibility for a PNGV-related 

program with DOE’s Office of 

Transportation Technologies (OTT) to 

conduct emission and energy efficiency tests 

on hybrid-electric vehicles, sport utility 

vehicles, and future advanced-technology 

vehicles. These tests require a state-of-theart electric four-wheel-drive chassis 

dynamometer with appropriate controls and 

instrumentation for highly accurate 

emissions and fuel measurements. 

 

Approach 

Argonne’s APTF is an integrated test facility 

capable of testing powertrain components 

and vehicles by means of state-of-the-art 

measurement equipment and control 

hardware. Two component dynamometers, 

a 2WD chassis dynamometer, and a 4WD 

dynamometer (FY01) share extensive 

emissions and fuel consumption 

measurement equipment, including 

specialized equipment, to support advanced 

vehicle component testing. A 150-kW 

battery tester/emulator was installed to allow 

testing of hybrid-electric vehicle (HEV) 

battery packs and electric motors, as well as 

to allow simulating battery pack 

performance, thereby enabling repeatable 

tests of HEV powertrains. Argonne 

conducts vehicle and component-level 

testing of commercially available and 

OAAT-developed HEVs to characterize and 

enhance these technologies and to help 

evolve and validate the PSAT and 

ADVISOR simulation models. These 

components can then be configured as one 

or more complete powertrains and operated 

over standard or custom driving cycles. 

With the help of the APTF, better, more 

accurate models and more advanced control 

strategies will be developed. ANL’s Energy 

Systems/Center for Transportation Research 

staff obtained professional engineering 

/architectural services to assist with the 

preliminary design and construction 

documents for a world-class facility capable 

of benchmarking and developing the most 

advanced powertrains for future cars and 

trucks. To make this new facility useful, 

sensitive emissions measurement equipment 

for SULEVs (super ultra low emission 

vehicles) was included (along with a full 

dilution tunnel for particulate matter 

measurement), enabling complete diesel 

emissions testing capability. 

Results 

Argonne’s APTF underwent periods of 

construction for such items as upgraded 

electrical and lighting, warning beacons for 

unsafe entry, a gas monitoring safety system 

in the control room, and the building shell to 

house the 4-WD dynamometer. The 

Pierburg emissions bench and the Sierra 

Micro-dilution particulate-measuring minidilution tunnel were commissioned. The 

2WD dynamometer data acquisition and the 

driver speed trace display was integrated 

with all the emissions test systems to 

perform standard FTP tests with high-speed 

emissions data collection of the Toyota 

Prius, the Honda Insight, and the P2000. 
Vehicle Systems Programs FY 2000 Progress Report 

16 

Argonne’s APTF team wrote, revised, and 

received approval on safety and QA plans to 

ensure safe operation of facility and 

equipment. Two bids from major 

dynamometer manufacturers for the 4WD 

chassis dynamometer were received in 

December. ANL engineers, procurement 

specialists, and an external consultant 

evaluated the proposals. The 4WD contract 

was awarded to Burke-Porter. The 

fabrication of the chassis dynamometer was 

about half finished by the end of September. 

Preparations for both the commissioning at 

Burke-Porter and shipping of the 

dynamometer have begun. The 

dynamometer will be installed in the pit as 

soon as the test cell building is ready. 

Significant progress has been made in the 

construction of the 4WD chassis 

dynamometer. The concrete and I-beams 

for the dynamometer pit have been laid, and 

the building footings have been set. 

The Excel/Pierburg fast-response fuel scale 

was cleaned, calibrated, installed, and tested 

for proper operation. This system will 

provide faster response and more accurate 

data than the system it is replacing at the 

APTF test stand. 

A constant volume sampler (CVS) that will 

allow TLEV, LEV, ULEV, and SULEV 

vehicle testing was ordered from Pierburg. 

After evaluations by several engineers, it 

was deemed that the system will work with 

our existing Pierburg emissions 

measurement bench and a possible future 

second-generation Pierburg bench. The 

bench will be installed and calibrated in 

December. 

Conclusions 

Construction of the extension to the current 

APTF building to house the 4WD chassis 

dynamometer cell and a vehicle soak area 

will be completed this spring. The chassis 

dynamometer and emissions equipment to 

support the current facilities and the 4WD 

chassis dynamometer, including an SULEVcapable Pierburg Emissions Bench and CVS 

will be installed and commissioned. The 

nephelometer (real-time particulate 

measurement) system will be completed, 

capabilities validated, and installed. Cross 

facility validation will continue by 

comparing the results of tests performed at 

APTF with those of identical tests 

performed at established auto industry test 

facilities. Beyond FY01, construction 

projects will be undertaken to install and 

calibrate equipment for the 4WD chassis 

dynamometer including additional 

specialized exhaust emissions equipment 

and capabilities to compliment the APTF. 

ANL also plans to build a climate control 

chamber for the 4-wheel drive dynamometer 

facility, to extend its usefulness to DOE and 

industry. 

Dynamometer Pit Near Completion 

Underground Conduits Being Set 
Vehicle Systems Programs FY 2000 Progress Report 

17 

IIIB & IIIC. Engine and Component Mapping 

John Anderson (primary contact), Robert P. Larsen 

Argonne National Laboratory 

9700 S. Cass Avenue 

Argonne, IL 60439 

(630) 252-6245, fax (630) 252-3443, e-mail; jaanderson@anl.gov

DOE Program Manager: Patrick Sutton 

(202) 586-8058, fax (202) 586-1600, e-mail; Patrick.Sutton@ee.doe.gov

Objectives 

• Determine the potential of HEV powertrain technology to achieve the technical goals for 

improved energy efficiency and reduced exhaust emissions by testing powertrain components 

using state-of-the-art measurement equipment and control hardware 

• Investigate combinations and configurations of components that could lead to achieving the 

80-mpg PNGV and future DOE energy efficiency improvement goals 

Approach 

• Two component dynamometers are available for testing 

• Support equipment for the component dynamometers enable precise measurements for 

testing engines, transmissions, and advanced electric motors 

• All test cells in the building share extensive exhaust emissions, fuel consumption 

measurement equipment, and include a 150-kW battery tester-emulator 

Accomplishments 

• ES/CTR has conducted component-level testing of commercially available and OAATdeveloped HEVs to characterize and enhance these technologies. Components include a 45-

kW Unique Mobility motor, the Honda Insight NiMH battery, and an NGM axial flux 

electric motor 

• Test data have also helped to evolve and validate the DOE vehicle simulation models PSAT 

and ADVISOR 

• Data were incorporated in the systems models to simulate advanced vehicles operated over 

standard and custom driving cycles to study vehicle and powertrain efficiency and exhaust 

emissions characteristics

Future Directions 

• APTF plans to continue testing high-efficiency electric motors, engines, transmissions, and 

vehicles, paying particular attention to powertrain control strategy development for increased 

fuel economy and reduced emissions 
Vehicle Systems Programs FY 2000 Progress Report 

18 

Introduction 

The Advanced Powertrain Test Facility 

(APTF) in ES/CTR (Energy Sciences 

Division Center for Transportation 

Research) is an integrated test facility 

capable of testing powertrain components by 

using state-of-the-art measurement 

equipment and control hardware. The APTF 

is the main DOE facility for advanced and 

Hybrid-Electric Vehicle (HEV) technology 

assessment. 

Objective 

ANL’s objectives are to evaluate, test, map, 

and benchmark HEV components and 

powertrains; help develop, validate, and 

improve HEV component and system 

models; and demonstrate and validate HEV 

powertrain performance potential in a 

system context. 

Approach 

The two component dynamometers are 

available for testing. The support equipment 

for the component dynamometers enable 

precise measurements for testing engines, 

transmissions, and advanced electric motors. 

All test cells in the building share extensive 

exhaust emissions and fuel consumption 

measurement equipment and include a 150-

kW battery tester-emulator. 

Results 

Reports on Prius engine testing and a new 

Geo engine map were available, and the data 

were incorporated into PSAT and 

ADVISOR. A Toyota Prius Data Exchange 

Workshop hosted by ANL took place at 

USCAR in October 1999. The workshop 

was well received by the 42 government and 

industry participants. Argonne made 

presentations on the vehicle emissions, insitu engine mapping, and the HEV control 

system and strategy used. A paper entitled 

“In-Situ Mapping and Analysis of the 

Toyota Prius HEV Engine” was prepared for 

the SAE Future Transportation Technologies 

Conference in August. This paper described 

the novel in-vehicle engine testing work at 

ANL and showed transient emissions results 

that are particularly interesting to the test 

and measurement community, because the 

Prius engine shuts down fuel and stops 

spinning during the test cycles. 

In cooperation with ANL’s National Battery 

Test Laboratory, data from testing the 

battery pack from the Toyota Prius (NiMH) 

was obtained. Tests were performed for 

various other electric machines, including 

AC and DC traction motors, and generators 

of various sizes, including the New 

Generation Motors (axial flux motor), as 

well as other motors of interest to OAAT. 

ANL continues to work on a project to 

modify the controls of a Nissan Continually 

Variable Transmission (CVT) for HEV use 

and improve its efficiency by using an 

electrically driven oil pump. The 

component will be tested for performance 

and efficiency map data. Fabrication for 

mounting the CVT to a portable test bed was 

completed. The test bed was relocated 

adjacent to the APTF test stand, and then the 

supporting electrical and plumbing were 

completed. 

The 45-kW Unique Mobility Motor was 

tested at five distinct voltages and in both 

directions of rotation under power and 

regeneration (all four quadrants of 

operation). The data was post-processed, 

and a detailed test report was written and 

submitted. 

The P2000 will be used for validation of 

PSAT. Also, using the PSAT-PRO software 

the actual vehicle controller will be used as 

the controller for PSAT. This will further 
Vehicle Systems Programs FY 2000 Progress Report 

19 

help validate the PSAT-P2000 vehicle 

model. The Science Lab in Dearborn, 

Michigan, disassembled the Ford P2000 

powertrain, which has a damaged 

flywheel/rotor assembly of the 

starter/alternator system. Ford engineers are 

working to solve this design flaw. The 

DIATA engine was also disassembled at 

Ford. It was cleaned and inspected for wear 

during this downtime. The thrust bearings 

on the crankshaft were replaced as were 

critical gaskets. Modifications are also being 

made to the battery enclosure in the vehicle 

because of battery defects. The P2000 is 

expected to be back at ANL in December 

2000, and vehicle testing will begin. 

The Siemens electric motor will be tested to 

help populate PSAT with another electric 

motor model. This motor is also of interest 

for possible use in a high performance, post 

transmission, parallel hybrid. The Siemens 

Electric motor and accessories were 

mounted to a single cradle and then installed 

onto the bedplate of the new AC 

dynamometer located in test cell #2. Final 

alignment of the motor to the cradle was 

completed. The driveline adapters, 

coupling, and the driveline safety guarding 

were also completed. Work continues on 

the signal and control wiring. Ford staff will 

be visiting ANL in December 2000 to train 

operators on the operation of the drive. 

Testing will begin when (1) the schedule in 

the CIDI test cell allows and (2) the 

commissioning and personnel training of the 

dynamometer, control, and data acquisitions 

systems are complete. 

The Honda Insight NiMH battery data 

collected by CMT were provided to 

Argonne’s APTF group. The data collected 

by CMT will be used to validate the systems 

model that includes the Prius battery model. 

The data must remain proprietary and must 

not leave ANL without 

Panasonic/Matsushita's (PEVE) written 

permission. In addition, if battery 

characteristics can be estimated from the 

derived parameters, the data will remain 

proprietary. 

Preliminary testing continues with the NGM 

axial flux electric motor. Communications 

with NGM revealed several issues as to 

possible reasons why motor operation was 

sporadic. Initial concerns dealt with noise in 

the control signals. However, the fault in 

the system was traced to the current draw of 

the motor. During low-speed operation, the 

motor was drawing much greater 

instantaneous current than the 

documentation stated. The regulation of the 

voltage by the ABC-150 during these large 

current spikes caused a voltage fault in the 

controller that disabled the system. To 

finish testing the motor, a PbA battery pack 

operating at bus voltage was installed in the 

test cell. 

Conclusions 

The APTF plans to continue testing highefficiency electric motors, engines, 

transmissions, and vehicles paying particular 

attention to powertrain control strategy 

development for increased fuel economy 

and reduced emissions. 

Siemens Electric Drive Under Test 
Vehicle Systems Programs FY 2000 Progress Report 

20 

Publications/Presentations 

Duoba, M.J., et al., 2000, “In-Situ Mapping 

and Analysis of the Toyota Prius HEV 

Engine,” 2000 Society of Automotive 

Engineers International Future 

Transportation Technology Conference, 

Costa Mesa, CA, August 21−230
Vehicle Systems Programs FY 2000 Progress Report 

21 

IIID. Vehicle Testing 

Michael Duoba (primary contact), Robert P. Larsen 

Argonne National Laboratory 

9700 S. Cass Avenue 

Argonne, IL 60439 

(630) 252-6398, fax (630) 252-3443, e-mail; mduoba@anl.gov 

DOE Program Manager: Patrick Sutton 

(202) 586-8058, fax (202) 586-1600, e-mail; Patrick.Sutton@ee.doe.gov

Objective 

• Determine the potential of HEV powertrain technology to achieve the technical goals for 

improved energy efficiency and reduced exhaust emissions by testing vehicles using state-ofthe-art measurement equipment and control hardware

Approach 

• 2WD chassis dynamometer and a 4WD dynamometer (FY01) are available for vehicle 

testing 

• All test cells in the building share extensive exhaust emissions and fuel consumption 

measurement equipment

Accomplishments 

• ES/CTR has conducted vehicle testing of commercially available and OAAT-developed 

HEVs to characterize and enhance these technologies. Vehicles include the Toyota Prius, 

Mercedes 1.7 L, and the Honda Insight 

• Test data have also helped to evolve and validate the DOE vehicle simulation models PSAT 

and ADVISOR

Introduction 

The Advanced Powertrain Test Facility 

(APTF) in ES/CTR is an integrated test 

facility capable of testing vehicles by using 

state-of-the-art measurement equipment and 

control hardware. The APTF is the main 

DOE facility for advanced and HybridElectric Vehicle (HEV) technology 

assessment. 

Approach 

A 2WD chassis dynamometer and a 4WD 

dynamometer (FY01) are available for 

vehicle testing. The support equipment for 

the component dynamometers enable precise 

measurements for testing engines, 

transmissions, and advanced electric motors. 

All test cells in the building share extensive 

exhaust emissions and fuel consumption 

measurement equipment, including a 150-

kW battery tester-emulator. 
Vehicle Systems Programs FY 2000 Progress Report 

22 

Results 

ANL took delivery of two 1998 model-year 

Toyota Prius hybrid-electric vehicles for 

testing and assessment in ANL’s Advanced 

Powertrain Test Facility. The Prius had been 

tested earlier by EPA in its laboratory in 

Ann Arbor, Michigan, with some 

involvement with Toyota before the ANL 

effort began. The focus of the ANL testing 

was not to reproduce the EPA results or 

provide detailed fuel economy or 

performance data of the vehicle; it was to 

support DOE’s modeling efforts and to map 

the engine for efficiency and emissions. 

Moreover, the data from EPA was used as a 

benchmark to compare with data taken at 

ANL. ANL instrumented both Prius 

vehicles with up to 16 channels of signals 

monitoring each vehicle’s systems, such as 

speed and braking and the main powertrain 

components: the engine, battery, generator, 

and main electric motor. One of the Prius 

vehicles was modified to accept a shortlength torque sensor that allowed accurate 

torque and speed measurements to be taken 

while the vehicle is running on a chassis 

dynamometer. Several control laws were 

identified, and data streams from on-road 

and chassis dynamometer testing showed 

component speeds and relative power usage 

among the three mechanical power devices. 

The engine was mapped while in the vehicle 

by using a novel in-situ torque measurement 

approach that required installation of a 

short-length torque sensor and a significant 

reworking of the drivetrain and front frame 

rails. Prius engine peak thermodynamic 

efficiency was measured to be 36.4% at 

2763 RPM and 85 N-m. Engine efficiency 

never went below 25% during the steadystate mapping exercise. An interim test 

report was submitted to DOE that includes 

the data taken by using GM chassis 

dynamometers. A Toyota Prius Data 

Exchange Workshop hosted by ANL took 

place at USCAR headquarters in Southfield, 

MI, in October 1999. The Workshop was 

well received by the 42 Government and 

Industry participants. Mike Duoba of 

Argonne made a presentation on the vehicle 

emissions, in-situ engine mapping, and the 

HEV control system and strategy used. 

Honda Insight Testing Using ANL Chassis 

Dynamometer 

Test # Cycle Ph 1 MPG Ph 2 MPG Ph 3 MPG Comp MPG SOC-i SOC-f 

5898 CS FTP 58.33 59.84 66.39 61.20 71.4 71.9 

5900 2 x HWY 84.05 84.62 84.34 68.1 / 69.1 69.1 / 67.6 

5901 SC03 49.03 70.4 67.4 

5904 CS UDDS 59.18 59.78 59.49 64.3 66.2 

5905 Jap10-15 53.65 66.2 67.3 

5906 US06 59.08 67.2 61.5 

5907A Engine Mapping 62.45 -- -- 

5907B Engine Mapping 35.07 -- -- 

5907C Engine Mapping 21.11 -- -- 

5907D Engine Mapping 14.94 -- -- 

5907E Engine Mapping 17.33 -- -- 

5907F Transients 48.12 

5909 CS UDDS 54.06 55.40 54.75 36.5 55.8 

5910 HS 505 62.85 55.7 56.9 

5910 HS UDDS 65.92 50.70 59.97 56.9 57.9 

5911 HS 505 62.87 57.9 59.2 

5911 HS UDDS 65.49 49.80 59.42 59.2 60.7 

5912 EUDC 52.64 72.15 63.52 60.2 59.6 

5913 505 no Batt 61.10 -- -- 

5914B 55 MPH cruise 83.88 

5914A 35 MPH cruise 

5916A Speed Sweep 42.66 

5916B Speed Sweep 46.16 

6036 EUDC 52.61 76.58 69 67 

6037 EUDC 51.23 76.13 60.9 69.4 

6038 2 x HWY 87.26 87.52 67.4 / 67.4 67.4 / 66.9 

6039 FTP 57.06 58.78 66.04 66.8 66.8 

6041A Load sweep 57.36 -- -- 

6041B Load sweep 48.15 -- -- 

6041C Load sweep 30.17 -- -- 

6041D Load sweep 26.37 -- -- 

6041E 60 MPH 74.18 70.7 68.4 

6041F 30 MPH 92.58 68.4 70 

Honda Insight Test Results Using Automotive Testing 

Laboratory’s Dynamometer 
Vehicle Systems Programs FY 2000 Progress Report 

23 

The 1999 Mercedes-Benz A-Class, A170 is 

significant in that it utilizes one of the first 

mass-produced common rail diesel engines 

in the world. The vehicle was outfitted with 

basic test probes normally utilized in chassis 

dynamometer vehicle emissions testing to 

measure pre- and post-catalytic converter 

emissions on a modal basis. Additionally, 

particulate measurements were taken. In 

February 2000, the vehicle was taken to the 

GM Vehicle Emissions Laboratory (GMVEL) for emissions testing. The vehicle 

suffered equipment failure twice during 

earlier dynamometer testing. The front 

brakes failed during the first set of tests, and 

a front wheel bearing failed during the 

second set of tests. The cause of the failures 

was traced to the traction control/ABS 

system. This system was circumvented for 

the final test session. The vehicle underwent 

coastdown testing (both on road and on the 

chassis dynamometer) at GM-VEL to 

determine the horsepower setting to use 

during emissions testing. The vehicle was 

subjected to three each Federal Urban 

Dynamometer Driving cycle tests (FUDDS), 

Highway Fuel Economy tests (HWFET) and 

European EEC Type 1 tests. Testing is 

complete, and the final report was submitted 

to DOE. 

The Honda Insight is the first HEV available 

in the United States. The vehicle is 

extremely lightweight because of the 

extensive use of aluminum and has a threecylinder engine with an integrated motor 

assist (IMA) that also acts as a 

starter/alternator. The Honda Insight was 

zero-mile-emission tested by Honda, North 

America, at its Torrance, California, facility 

and underwent mileage accumulation at its 

Mohave Desert Proving ground. Following 

that testing, Honda conducted 4,000-mile 

emissions testing in California and Michigan 

prior to shipment of the vehicle to the 

dealer. After some initial testing at ANL, the 

vehicle was taken to Automotive Testing 

Laboratory (ATL) in Ohio. Several 

different aspects of the Insight were studied 

during vehicle testing. The vehicle control 

strategy, engine operation, regenerative 

braking, energy management, efficiency, 

and emissions were targeted. To generate 

the necessary data, the vehicle was driven 

over U.S. and European test cycles. Also, 

specific cycles were created to examine 

different areas of vehicle operation. Testing 

was completed, and a wide range of 

parameters was collected with a data 

acquisition system while the vehicle was 

tested on a chassis dynamometer. Standard 

test cycles and some custom transient and 

steady-state test cycles were used to collect 

data over a variety of operating conditions. 

These data streams allowed ANL to 

understand the hybrid system, battery 

management, and engine efficiency. 

The Science Lab in Dearborn, Michigan, 

disassembled the Ford P2000 powertrain, 

which has a damaged flywheel/rotor 

assembly of the starter/alternator system. 

Ford engineers are working to solve this 

design flaw. The P2000 is expected to be 

back at ANL in November 2000, and vehicle 

testing will begin. 

A 2001 model year Toyota Prius was 

received at ANL in August 2000. Mileage 

accumulation to age the catalyst and breakin the engine began and the accumulation 

report follows. 
Vehicle Systems Programs FY 2000 Progress Report 

24 

Date 8/00 8/00 9/00 9/00 9/00 9/00 9/00 

Odometer 

(Miles) 928 1372 1827 2287 2357 2625 3075 

Fuel Added 

(Gallons) 10.36 9.10 9.82 10.1 N/A 1.90 9.61 

Fuel Economy 

(MPG) ? 48.9 46.3 45.5 N/A N/A 46.8 

Fuel Range 

(Miles) ? 444 455 460 N/A N/A 450 

Crankcase 

Oil Level Full Full Full Full Full Full Full 

Conclusions 

The APTF plans to continue testing of highefficiency electric motors, engines, 

transmissions, and vehicles, paying 

particular attention to powertrain control 

strategy development for increased fuel 

economy and reduced emissions. Testing 

will focus on vehicles, engines, and other 

HEV components (such as batteries, motors, 

and transmissions) of immediate interest to 

OAAT. The deliverable for each test is the 

raw and analyzed data with a summary 

report outlining the test methods and 

procedures. Performance figures and maps 

will be generated for incorporation into 

PSAT and ADVISOR component models. 

The vehicles will be tested by using the 

APTF chassis dynamometer facilities. Some 

vehicles may be sent to off-site electric 

chassis dynamometer facilities for baseline 

correlation and to perform tests that require 

an electric dynamometer. 

Publications/Presentations 

Duoba, M.J., et al., 2000, “Issues in 

Emissions Testing of Hybrid Electric 

Vehicles,” Global Powertrain Congress, 

Detroit, MI, May 6−8.
Vehicle Systems Programs FY 2000 Progress Report 

25 

IIIE. SIDI Development 

Henry Ng (primary contact), Robert P. Larsen 

Argonne National Laboratory 

9700 S. Cass Avenue 

Argonne, IL 60439 

(630) 252-3992, fax (630) 252-3443, e-mail; hng@anl.gov 

DOE Program Manager: Robert Kost 

(202) 586-2334, fax (202) 586-1600, e-mail; Robert.Kost@ee.doe.gov 

Objectives 

• Investigate and position spark ignition direct injection engines (SIDI) as a viable powerplant 

for HEV applications 

• Investigate the applicability of a laser-based polar nephelometer for measuring the extremely 

small particulates from SIDI engines 

• Perform testing of an SIDI single cylinder engine to gain insights into the effects of the 

combination of various bulk air flows, fuel injectors, and fuel properties on efficiency and 

transient emissions critical to HEV operation 

• Investigate the feasibility of the axially stratified CCFI engine 

Approach 

• Two identical Quad 4 research engines will be set up: one at ANL and the other at University 

of Texas (UT), Austin. Initially, the two engines will be tested using the same fuels and 

under identical operating conditions with identical RPECs (rapid prototyping engine control 

system). Once the two engines are well correlated, separate tests will be conducted to meet 

the different research objectives. ANL will concentrate on research in engine efficiency and 

transient emissions, and UT will continue fuel property studies 

Accomplishments 

• Advanced Engine Controls subcontract to UT continue. The second SwRI RPECS is being 

installed on UT’s Quad 4 engine to allow verification and provide a common research 

platform for future SIDI HEV investigations 

Future Direction 

• Funding for this project will be shifted to the SIDI program managed by Rogelio Sullivan in 

FY01 

 
Vehicle Systems Programs FY 2000 Progress Report 

26 

Introduction 

In FY98 and 99, the Toyota D4 engine, 

which represented state-of-the-art SIDI 

technology, was subjected to testing, 

mapping, and fuel studies. Six fuels with 

different volatility and hydrocarbon 

structure were tested, and several SAE 

papers were prepared regarding the 

comprehensive testing and effects of fuel 

composition on emissions and performance. 

ANL also awarded UT with an Advanced 

Engine Controls Subcontract to develop two 

modified engines with single cylinders 

converted to SIDI configuration. These 

engines allow investigation of the trade-offs 

between in-cylinder bulk airflow and fuel 

injector characteristics on transient 

emissions and SIDI engine efficiency. 

Approach 

The Advanced Engine Controls subcontract 

to UT continues. This development activity 

requires a powerful and flexible engine 

controller. The SwRI RPECS will be 

installed on a Quad 4 SIDI research engine 

(one cylinder converted to SIDI) built for 

ANL. The RPECS allows independent 

control of the fuel injection and timing, as 

well other key engine parameters. 

Results 

The second SwRI RPECS is being installed 

on UT’s Quad 4 engine to allow verification 

and provide a common research platform for 

future SIDI HEV investigations. ANL is 

assessing the potential benefits of using 

SIDI for hybrid-electric vehicles. The 

assessment is focused first on fuel economy 

and emissions, which requires 

comprehensive measurement of the 

particulate emission. Currently, there is no 

measurement technique available, therefore, 

ANL is investigating the applicability of a 

laser-based polar nephelometer for 

measuring the extremely small particulates 

from SIDI engines. UT has worked with 

laser diagnostics in the past and is working 

with ANL in commissioning the 

nephelometer. UT is obtaining data on 

particulates emitted from a steady-state 

acetylene burner, quantifying the system 

response to mass concentration of 

particulates, creating absolute particle mass 

calibration, quantifying the system response 

to particulate size variation, obtaining 

preliminary particulate emission data from a 

research direct-injection spark-ignition 

engine, designing and constructing a shortresidence-time sampling system to allow 

cycle-resolved particulate emission 

measurements in production direct injection 

engines, and providing a final report. The 

most recent research shows that preliminary 

particulate measurements collected by using 

the nephelometer system were attempted 

with exhaust from a single-cylinder research 

engine with a new direct-injection engine 

head. When the engine was running on 

propane, there was little signal obtained, 

probably because of the low particulate 

emissions. The data collected, however, 

showed very good correlation to the 

theoretical calculations of particulate 

density. When conventional gasoline was 

used, the particulate concentration was so 

high that the signals were saturated. 

Therefore, it appears necessary to 

incorporate a dilution system for the engine 

exhaust to keep it from swamping the digital 

camera. 

Conclusions 

The subcontract to UT will be completed 

early FY01. 
Vehicle Systems Programs FY 2000 Progress Report 

27 

Publications/Presentations 

Ng, H.K., et al., 2000, “Effect of Fuel 

Parameters on FTP Emissions of a 1998 

Toyota with a Direct Injection Spark 

Ignition Engine,” CEC/SAE Spring Fuels & 

Lubricants Meeting &Exposition, Paris, 

France, June 21. 

Ng, H.K., et al., 2000, “Effect of Fuel 

Parameters on Speciated Hydrocarbon 

Emissions from a Direct Injection Spark 

Ignition Engine,” CEC/SAE Spring Fuels & 

Lubricants Meeting & Exposition, Paris, 

France, June 21. 

Ng, H.K., et al., 2000, “Effect of Fuel 

Parameters on Emissions from a Direct 

Injection Spark Ignition Engine During 

Constant Speed, Variable Load Tests,” 

CEC/SAE Spring Fuels & Lubricants 

Meeting & Exposition, Paris, France, June 

21
Vehicle Systems Programs FY 2000 Progress Report 

28 

IIIF. Model Development Support 

Michael Duoba (primary contact), Robert P. Larsen 

Argonne National Laboratory 

9700 S. Cass Avenue 

Argonne, IL 60439 

(630) 252-6398, fax (630) 252-3443, e-mail; mduoba@anl.gov 

DOE Program Manager: Robert Kost 

(202) 586-2334, fax (202) 586-1600, e-mail; Robert.Kost@ee.doe.gov

Objectives 

• Develop advanced neural network- (NN-) based component models for more accurate 

vehicle simulations 

• Control strategy optimization routines with the application of neural networks 

• Explore fuzzy logic decision and control techniques 

Approach 

• Training a NN requires an engine to be run through a comprehensive learning profile by 

using actual test data. Model inputs and outputs required by the model are measured 

throughout the test. These inputs and outputs are fed into a neural network structure 

designed for engines, and a model is generated. Once the NN is established, we can feed 

new inputs into the NN model, and it will be able to accurately predict outputs. These 

outputs can be compared with actual test results for fine-tuning and validation of the model 

Accomplishments 

• A 1-Hz neural network model of the Prius engine was completed for engine outputs of 

power, torque, and the emissions of HC, CO, CO2, and NOx on the basis of GM Milford data

Future Directions 

• ANL will continue NN development projects and apply them to both PSAT and ADVISOR, 

as well as expand efforts to include engines of interest, such as a SIDI engine

• ANL will continue development of neural and fuzzy logic control and optimization 

techniques

• Beyond FY01, applications of NN in component and system-level control will be explored

Introduction 

Current engine modeling techniques are not 

as robust as they should be to predict 

emissions and fuel consumption, especially 

for transient and start-up operation. The 

application of neural networks to predict 

engine behavior may be the solution to the 
Vehicle Systems Programs FY 2000 Progress Report 

29 

limitations in current look-up table-based 

engine models. Training a NN requires an 

engine to be run through a comprehensive 

learning profile using actual test data. 

Model inputs and outputs required by the 

model are measured throughout the test. 

These inputs and outputs are fed into a 

neural network structure designed for 

engines, and a model is generated. Once the 

NN is established, we can feed new inputs 

into the NN model, and it will be able to 

accurately predict outputs. These outputs 

can be compared with actual test results for 

fine-tuning and validation of the model. 

Further, the NN control approach can be 

used to actively perform engine control in 

real time, minimizing emissions while 

maximizing efficiency. 

Approach 

ANL will acquire sufficient engine data sets, 

define NN structures, and train the models. 

The engines involved in FY00 are the 1.7 L 

common-rail CIDI engine provided by 

DOE/ANL, and the Prius 1.5 L port fuelinjected, spark-ignition engine. The NN 

model of the engine’s emissions and fuel 

economy will be able to substitute for 

current engine models in ADVISOR and 

PSAT. ANL will also investigate by using 

NN engine models to actively control 

various engine-operating parameters in realtime. Ultimately, the neural network can be 

expanded to encompass the control of an 

entire HEV powertrain, a much more 

difficult task, but one that has the potential 

of being able to actively optimize HEV 

system performance over a wide range of 

operating profiles. We will endeavor to 

implement both the modeling and engine 

control applications for neural net 

technology. 

ANL staff will also investigate another 

powerful tool to improve DOE’s ability to 

develop and model optimized HEV control 

strategies. There are various parameters 

used in controls of a HEV system that can 

be adjusted to yield an altered outcome. 

Fuzzy logic and other advanced algorithms 

and models can be used to control the 

operation of the various components to 

provide improved performance. Trade-offs 

in emissions and efficiency are given 

various weighting ratios, and a smart 

controller can find the best path to achieving 

the prescribed goals. In FY01, these 

techniques will be applied to a working 

powertrain and computer models to predict 

performance of various new components 

and configurations. 

Results 

A 1-Hz neural network model of the Prius 

engine was completed for engine outputs of 

power, torque, and the emissions of HC, 

CO, CO2, and NOx on the basis of GM 

Milford data. This provided the basis for 

beginning the creation of a 10-Hz version 

using ANL fast data that is now in progress 

for engine out power, torque, and engine 

block coolant temperature. To assist with 

the overall Prius vehicle model, a 

preliminary NN model of the Prius engine 

controller was created. 

Work had begun on a NN structure 

specifically for turbo-charged CIDI engines. 

The data collection and training are 

optimized to provide accurate predictive 

engine torque outputs, fuel usage, and 

emissions. This development will be 

applied to the 1.7 L MB CIDI engine by 

using ANL’s low-inertia dynamometer. 

Conclusions 

ANL will continue NN development 

projects and possibly expand the work by 

incorporating NN-based adjustments to 

other component models. Applications of 

NN in component and system-level control 
Vehicle Systems Programs FY 2000 Progress Report 

30 

will be explored. ANL will also continue 

development on neural and fuzzy logic 

control and optimization techniques. 

ANL will continue NN development 

projects and apply them to both PSAT and 

ADVISOR as well as expand efforts to 

include engines of interest, such as a SIDI 

engine. ANL will continue development of 

neural and fuzzy logic control and 

optimization techniques. If the NN 

modeling is as successful as it appears it will 

be, we propose to possibly expand this 

leading-edge effort by incorporating NNbased adjustments to other component 

models. Beyond FY01, applications of NN 

in component and system-level control will 

be explored. 

Publications/Presentations 

SAE Congress 2000 paper, Feb. 2000. 

0 200 400 600 800 1000 1200 -0.02

0

0.02

0.04

0.06

0.08

0.1

0.12

HC prediction for ECE

Time

HC g/s

Predicted (solid) Versus Measured Results (dashed) of

Hydrocarbon Emissions from Prius 1.5 L 
Vehicle Systems Programs FY 2000 Progress Report 

31 

IIIG. PSAT PROTOTYPYING 

Maxime Pasquier (primary contact), Robert P. Larsen 

Argonne National Laboratory 

9700 S. Cass Avenue 

Argonne, IL 60439 

(630) 252-9717, fax (630) 252-3443, e-mail; mpasquier@anl.gov 

DOE Program Manager: Patrick Sutton 

(202) 586-8058, fax (202) 586-1600, e-mail; Patrick.Sutton@ee.doe.gov

Objectives 

• Develop a toolkit capable of going from modeling to prototyping by developing an integrated 

toolkit by using PSAT (PNGV System Analysis Toolkit), the modeling software, and PSATPRO, its companion prototyping software 

Approach 

• Develop the best control strategy by using PSAT and incorporate it into a vehicle controller 

by using PSAT-PRO. With PSAT-PRO, users are able to control their prototypes in real 

time by using their own control strategy developed in PSAT 

• PSAT-PRO has been designed to calibrate component models. In fact, our test methodology 

is based on difference analysis between simulation results and test data. Since we use an 

integrated toolkit, we can go back in simulation and modify the model until simulation 

results reach test data 

• With PSAT-PRO, we have the ability to control a dynamometer to simulate vehicle behavior. 

In this way, we can test only one component of the hybrid powertrain in the same 

configuration and conditions as if it were in a vehicle 

Accomplishments 

• The result of this project is a software highly linked to PSAT, while generic enough to go 

from modeling to prototyping for any kind of hybrid configuration. PSAT-PRO prototyping 

software gives the opportunity to analyze a hybrid system by different ways: Real Time 

Simulation, Hardware In the Loop (HIL), and Rapid Prototyping 

Future Directions 

• Control a hybrid configuration on a test stand composed by a motor, an engine, and a CVT 

by using PSAT-PRO 

• Using HIL principle, we plan to test an engine on a test stand controlling a low-inertia 

dynamometer to simulate a HEV’s behavior 

• Improve our post-processing tools and maximize the linkage with PSAT
Vehicle Systems Programs FY 2000 Progress Report 

32 

Introduction 

One of the goals of the Program for a New 

Generation of Vehicle (PNGV) is to develop 

a toolkit capable of going from modeling to 

prototyping. To reach this goal, ES/CTR 

developed an integrated toolkit by using 

PSAT (PNGV System Analysis Toolkit), the 

modeling software, and PSAT-PRO, its 

companion prototyping software. PSATPRO has been designed to be able to control 

any kind of HEV or hybrid powertrain on a 

test stand. PSAT-PRO enables hardware-inthe-loop (HIL) testing, as well as full 

systems control capability, and provides 

valuable data for PSAT validations and 

HEV control system development. 

Approach 

Argonne’s approach is to develop the best 

control strategy by using PSAT and to 

incorporate it into a vehicle controller by 

using PSAT-PRO. With PSAT-PRO, users 

are able to control their prototypes in real 

time by using their own control strategy 

developed in PSAT. 

PSAT-PRO has also been designed to 

calibrate component models. In fact, our test 

methodology is based on difference analysis 

between simulation results and test data. 

Since we use an integrated toolkit, we can 

go back in simulation and modify the model 

until simulation results reach test data. 

With PSAT-PRO, we have the ability to 

control a dynamometer to simulate vehicle 

behavior. In this way, we can test only one 

component of the hybrid powertrain in the 

same configuration and conditions as if it 

were in a vehicle. 

Results 

The result of this project is a software highly 

linked to PSAT, while generic enough to go 

from modeling to prototyping for any kind 

of hybrid configuration. PSAT-PRO 

prototyping software gives the opportunity 

to analyze a hybrid system by different 

ways: 

• Real Time Simulation: 

 The vehicle system controller and the 

HEV model are downloaded on two 

different electronic boards, 

communicating together. In this way, the 

vehicle model reacts in real time, exactly 

like the actual system. This phase can be 

very useful to tune the controller. 

• Hardware-In-the-Loop: 

 With PSAT-PRO, we have the 

possibility to test a hybrid powertrain 

component by component in the vehicle 

configuration by simulating the rest of 

the vehicle with the dynamometer. 

• Rapid prototyping: 

 Rapid prototyping is the capability to 

integrate the system control model in the 

vehicle’s control unit. So, we have the 

capability to perform a test, analyze the 

results, improve the controller, and 

perform the same test again. With 

PSAT-PRO, it is so easy to download 

the control scheme that it can be useful 

to fine-tune the controller by taking into 

account results that can only be provided 

by test data. For instance, we can 

optimize a HEV control strategy to 

reduce the vehicle’s emissions. 

Hybrid Powertrain on a Test Stand Controlled by 

PSAT-PRO 
Vehicle Systems Programs FY 2000 Progress Report 

33 

The Unique Mobility motor-only 

configuration was the first component tested 

in the prototyping development phase. ANL 

staff developed a generic structure for the 

control command system in order to reuse it 

for other configurations. In order to validate 

the control command system, we perform a 

simulation by using a test stand model. 

With PSAT-PRO, we have the capability to 

simulate the test procedure, which will be 

used to control the component on the bench. 

The test stand can be controlled by using the 

dynamometer speed regulation, but in order 

to simulate the vehicle behavior with the 

dynamometer, we also want to be able to 

control it in torque. In fact, we can control 

the system with a motor speed regulation, 

and we can evaluate the vehicle torque 

losses at this regulated speed to command 

the dynamometer. ANL staff set up the 

speed regulation to represent driver behavior 

by using the PSAT-PRO simulation 

capability. 

Work continues on the Prototyping 

drivetrain using a Mercedes 1.7 L CIDI 

engine, modified transaxle, clutch, a Unique 

Mobility 40-kW electric motor, and a Nissan 

CVT. Component adapters were fabricated, 

and mounting hardware was ordered. 

Design and fabrication of driveline 

couplings and mounting components for the 

powertrain continued. A driveline brake is 

being specified. Extensive machining to the 

Nissan CVT continued. The machining will 

eliminate the torque converter and 

accommodate an external oil pump and 

control of the CVT sheaves using a 

servomotor. An HBM torque sensor is 

being integrated into the bellhousing of the 

CVT. 

Conclusions 

ES/CTR plans to control a hybrid 

configuration on a test stand consisting of a 

motor, an engine, and a CVT in FY01 by 

using PSAT-PRO. Using the HIL principle, 

we plan to test an engine on a test stand 

controlling a low-inertia dynamometer to 

simulate a HEV’s behavior. We also want 

to improve our post-processing tools and 

maximize the linkage with PSAT. 
Vehicle Systems Programs FY 2000 Progress Report 

34 

IIIH. PSAT MODEL MAINTENANCE AND CUSTOMER SUPPORT 

Aymeric Rousseau (primary contact), Robert P. Larsen 

Argonne National Laboratory 

9700 S. Cass Avenue 

Argonne, IL 60439 

(630) 252-7261, fax (630) 252-3443, e-mail; arousseau@anl.gov 

DOE Program Manager: Patrick Sutton 

(202) 586-8058, fax (202) 586-1600, e-mail; Patrick.Sutton@ee.doe.gov 

Objectives 

• Support further simulation in vehicle development 

• Develop flexible simulation tools 

• Further develop the PNGV System Analysis Toolkit (PSAT) under the direction and 

contributions of Ford, GM, and DaimlerChrysler 

Approach 

• Model architecture is “forward-looking,” meaning the component interactions are “real 

world” 

• Method is computationally more intensive than “backward-looking” architecture; however, 

the result is a tool that will allow the advanced powertrain designer(s) to develop realistic 

control strategies and assess component behaviors in a system environment by using models 

closer to reality 

• Models are developed using Matlab v5.3 and Simulink v3 

Accomplishments 

• Refined, validated, and integrated PSAT to allow the users to simulate more than a hundred 

configurations, develop control strategies, implement directly and test at the bench scale or in 

a vehicle, and run several simulations in a row in a short amount of time 

• From PSAT V2.0 to PSAT V3.0 

• Reorganized PSAT to be generic and reusable by: 

• Building each drive train accordingly to user choices 

• Having the possibility to compare several control strategies within the same powertrain 

controller using switches 

• Having a generic component model format (3 ins/3 outs) 

• Consolidating and streamlining over 2500 variables and parameters 

• Parameterizing the software 

• Modifying PSAT to facilitate the integration of new data file and component models 

• Included a voltage bus (crucial for motors and batteries) 

• Increased the number of configurations (over one hundred) 

• Improved transient phase behavior (engine starting, clutch engagement / disengagement) by: 
Vehicle Systems Programs FY 2000 Progress Report 

35 

• Creation of new starter and clutch models 

• Modification of engine and transmission models 

• Creation of new control strategies to better handle transients 

• Creation of specific control strategies for performances purposes 

• Released PSAT V3.0 in May 2000 and held training in Detroit the same month 

• From PSAT V3.0 to PSAT V4.0 

• Created a new Graphical User Interface (GUI) by using the original GUI 

• Created 54 files, modified or wrote 28 files, kept 3 files 

• Incorporated main new features (most of them could be included in ADVISOR) 

• New initialization window (more component, versioning, type, etc.) 

• Possibility to run may simulations in a row (different cycles, parametric study, SOC 

equalization, etc.) as each simulation is saved 

• Possibility to access all the results from all the simulations 

• Sped up the simulation time by a factor >6 by using a compiled version (Use C code instead 

of Simulink) 

• Identified possibility to change a parameter or a cycle without recompiling 

• Added conventional 4WD configurations 

• Added new post-processing capabilities 

• 4 phases (acceleration/deceleration and charging/discharging) – initially only two 

• Information on energy, power, torque, speed, current, and voltage – initially only energy 

• Released PSAT V4.0 in October 2000 and a held training in Detroit in December 

• Validated the Japanese version of the Toyota Prius by using a new procedure dedicated to 

hybrid vehicles 

• Integrated a new engine model (MEEM) to better take emissions into account (multi-year, 

multi-million-dollar program that has been peer reviewed and has more than 300 engine 

maps available) 

• Provided ongoing user support and maintenance 

• Attended and presented PSAT information at the GPC 2000 in June in Detroit and at NREL’s 

User’s Meeting 

• Completed full integration of the GUI 

• Created a mission statement and identified PSAT customers 

• Developed and distributed a satisfaction survey, evaluating the results 

As a result, more than 30 people now use PSAT. DaimlerChrysler currently integrates its 

Durango model into PSAT, while General Motors is doing the same thing with the Precept. 

Discussions will be under way for the HEV Ford Escape. 

Future Directions 

• ES/CTR plans to not only extend PSAT capabilities by adding new drive train 

configurations (e.g., parallel 4WD), new control strategies, and new models, but also 

increase its flexibility and reusability, which are two key characteristics of PSAT 

• The number of users will be increased through use in universities and with key 

suppliers

• Public version of PSAT will be released on the Internet
Vehicle Systems Programs FY 2000 Progress Report 

36 

Introduction 

In a world of growing competitiveness, the 

role of simulation in vehicle development is 

constantly increasing. Because of the 

number of possible hybrid architectures, the 

development of a new generation of vehicles 

will require accurate, flexible simulation 

tools. Such a simulation program is 

necessary to quickly narrow the technology 

focus of the PNGV to those configurations 

and components that are best suited for 

achieving these goals. ES/CTR undertook a 

collaborative effort to further develop the 

PNGV System Analysis Toolkit (PSAT) 

under the direction and contributions of 

Ford, GM, and DaimlerChrysler. 

Approach 

The model architecture is “forwardlooking,” meaning that component interactions are “real world.” This method is 

computationally more intensive than 

“backward-looking” architecture; however, 

the result is a tool that will allow the 

advanced powertrain designer(s) to develop 

realistic control strategies and assess 

component behaviors in a system 

environment by using models closer to 

reality. These models are developed by 

using Matlab v5.3 and Simulink v3. 

Results 

PSAT allows the user to simulate more than 

a hundred configurations (conventional, 

series, parallel, and power split) while 

giving users the ability to choose appropriate 

configuration, depending on customer 

expectations. PSAT is well suited for 

development of control strategies, and by 

using accurate dynamics component models 

as its code, PSAT can be implemented 

directly and tested at the bench scale or in a 

vehicle by using its extension for 

prototyping PSAT-PRO. PSAT also allows 

users to run several simulations in a row in a 

short amount of time using a compiled 

version. Proprietary and non-proprietary 

versions PSAT 4.0 was distributed to PNGV 

research partners in November 2000. 

The PSAT forward-facing vehicle 

simulation software has been developed and 

refined over the last few years, with 

increasing functionality and user base. ANL 

is making the modifications necessary to 

allow the new common GUI (based upon 

ADVISOR’s GUI) to account for PSAT 

specificities. Additionally, more 

sophisticated analysis is required to satisfy 

the PSAT analysis and trade-off study 

requests. Simulation programs are 

ultimately a tool to better serve customers. 

A clear understanding of "who is the 

customer" is mandatory. Regular 

measurement of customer satisfaction is 

done to maintain proper program 

perspective and direction. Systems 

approach for meeting the Goal 3 objective 

for PNGV requires coordination of 

performance and cost targets of various 

component tech teams. PNGV systems 

analysis is critical to analyzing vehicleengineering trade-offs and to setting the 

performance and cost priorities of subsystem 

technologies. Effective design support to 
Vehicle Systems Programs FY 2000 Progress Report 

37 

the PNGV technical teams is provided 

through the creation of detailed, rigorous 

cost and design reliability models to support 

ongoing technology selection. These 

models are continuously upgraded as new 

information becomes available. 

Conclusions 

ANL will continue to support and improve 

PSAT for use by the expanding user base to 

various PNGV technical teams and national 

laboratories, with developmental support 

from industry and universities. ANL will 

identify potential PSAT customers and then 

how to serve the specific customers of the 

PSAT vehicle simulation programs best. 

ANL will also continue to work with 

Oakland University in the area of 

optimization and control. While much 

progress has been made in these areas, more 

work is needed to more fully integrate 

optimization into the analysis tools used by 

the systems analysis team. 

Publications/Presentations 

Pasquier, M., and Rousseau, A., “PSAT and 

PSAT-PRO: An Integrated and Validated 

Toolkit from Modeling to Prototyping”, 

SAE paper 01-P178. 

Rousseau, A., and Pasquier, M., “Validation 

Process of a HEV System Analysis Model: 

PSAT”, SAE paper 01-P183. 

An, F., and Rousseau, A., “Integration of a 

Modal Energy and Emission Model into a 

PNVG System Simulation Model: PSAT”, 

SAE paper 01. 

Rousseau, A., and Larsen, R., “Simulation 

and Validation of Hybrid Electric Vehicles 

using PSAT”, GPC conference, Detroit, 

June 6 - 8, 2000. 
Vehicle Systems Programs FY 2000 Progress Report 

38 

IIIi. COMMON OPTIMIZATION AND CONTROL TOOLS 

Aymeric Rousseau (primary contact), Robert P. Larsen 

Argonne National Laboratory 

9700 S. Cass Avenue 

Argonne, IL 60439 

(630) 252-7261, fax (630) 252-3443, e-mail; arousseau@anl.gov 

DOE Program Manager: Patrick Sutton 

(202) 586-8058, fax (202) 586-1600, e-mail; Patrick.Sutton@ee.doe.gov

Objectives 

• Investigate existing optimization algorithms, develop new robust and efficient optimization 

algorithms, and evaluate their effectiveness for both PSAT and ADVISOR 

• Continue investigating several control and energy management strategies, taking into the 

account the dynamic behavior of the subsystems 

Approach 

• Revisit the different optimization algorithms that have already been used and investigated for 

both PSAT and ADVISOR 

• Develop a survey of different optimization methods that have the greatest potential for robust 

and efficient search for the global optimum 

• Investigate and test global optimization algorithms in terms of efficient computation and 

robustness 

• Change the different available controllers in PSAT to digital controllers 

• Incorporate the effect of the transients in the components to help evaluate driveability issues 

Accomplishments 

• Evaluated previous optimization and control work and selected future algorithms 

• Formulated an optimization and control problem for a specific vehicle configuration 

• Integrated the optimization algorithms with PSAT for the parallel configuration 

• Developed and integrated the control system with PSAT 

Future Directions 

• Further investigate existing optimization algorithms and develop new robust and efficient 

optimization algorithms (as necessary) and evaluate their effectiveness for PSAT 

• Continue investigating several control and energy management strategies, taking into account 

the dynamic behavior of the subsystems
Vehicle Systems Programs FY 2000 Progress Report 

39 

Introduction 

Since 1996, the SATT has been working 

with U. of Michigan (UM) and Oakland 

University (OU) in the area of optimization 

and control, and over the past year, NREL 

has been working with Vanderplaats 

Research and Development (VR&D) in the 

area of optimization of control strategies and 

component sizing. While much progress has 

been made in these areas, more work is 

needed to more fully integrate optimization 

into the analysis tools used by the systems 

analysis team. 

Oakland University developed different 

energy management strategies for series and 

parallel hybrid vehicles. Those strategies 

were the basis for the energy management 

strategies that are currently in PSAT. The 

work at OU also helped in debugging and 

testing of the software. Phase II of the 

project is concentrating on using fuzzy 

control for the energy management 

strategies of parallel hybrid vehicles. The 

energy management strategies currently 

being developed are implemented as a 

discrete control system. In future work, we 

are looking to continue devising combined 

optimization of energy management and 

sizing of hybrid vehicles. The energy 

management and control strategies will also 

take into consideration the dynamic 

behavior of the components during control 

evaluation. Digital controllers will be 

designed and evaluated in the OU strategy to 

support hardware-in-the-loop activities. 

The objectives of this project are to 

investigate existing optimization algorithms, 

develop new robust and efficient 

optimization algorithms (as necessary), and 

evaluate their effectiveness for both PSAT 

and ADVISOR. Another objective of this 

task is to continue investigating several 

control and energy management strategies, 

taking into account the dynamic behavior of 

the subsystems. Discrete control systems 

that will support the hardware-in-the–loop 

activities will be emphasized. 

Approach 

In the technical approach, the different 

optimization algorithms that have already 

been used and investigated for both PSAT 

and ADVISOR will be revisited. The 

advantages and disadvantages of each 

approach will be discussed. A survey of 

different optimization methods that have the 

greatest potential for robust and efficient 

search for the global optimum will be 

developed. Global optimization algorithms, 

in particular, will be investigated and tested 

in terms of efficient computation and 

robustness. Candidates for global 

optimizations are DIRECT, generic 

algorithms, and simulated annealing. The 

optimization tool should allow the user to 

choose parameters for the several 

components and control. The user can also 

define a fuel economy objective function 

with emission and performance constraints. 

In the technical approach for the control and 

energy management strategies, the different 

available controllers in PSAT will be 

changed to digital controllers. This 

improvement will give more realistic 

performance and it will support the 

hardware-in-the loop activities. The 

controller’s evaluation, will also incorporate 

the effect of the transients in the components 

which will help in the evaluation of 

driveability issues. 

Results 

ANL and OU evaluated the previous 

optimization and control work and selected 

future algorithms, formulated an 

optimization and control problem for a 

specific vehicle configuration, integrated the 

optimization algorithms with PSAT for the 
Vehicle Systems Programs FY 2000 Progress Report 

40 

parallel configuration, developed and 

integrated the control system with PSAT, 

tested the optimization and control, and 

generated results 

Conclusions 

Oakland University developed a control 

strategy and incorporated it into PSAT on 

the basis of fuzzy logic to optimize the 

drivetrain, while the UM developed a 

generic global optimization algorithm that 

will be incorporated into PSAT and 

ADVISOR. Both of these universities will 

continue to enhance their control algorithm 

and optimization to improve drive train 

efficiency and decrease emissions. Tests at 

the ANL Advanced Powertrain Test Facility 

(APTF) using PSAT-PRO will allow UM to 

validate and improve their assumptions. 
Vehicle Systems Programs FY 2000 Progress Report 

41 

IIIJ. Variable Compression Ratio Engine Technology 

Roy Cuenca, Charles Roehm 

Argonne National Laboratory 

9700 S. Cass Avenue 

Argonne , IL 60439 

(630) 252 9175, fax (630) 252 3443, e-mail; rcuenca@anl.gov

(630) 252 9375, fax (630) 252 3443, e-mail; croehm@anl.gov

Charles Mendler 

Envera LLC 

3522 Northampton St NW 

Washington, DC 20015 

(202) 364-2373, fax (202) 364-2374, e-mail; mendler@earthlink.com 

DOE Program Manager: Roland Gravel 

(202) 586-9263, fax (202) 586-6109, e-mail; Roland.Gravel@ee.doe.gov

Objectives 

• Develop a VCR engine having comparable cost to today’s production engines, capable of 

achieving U.S. Tier 2 and California LEV-II emissions certifications, and an efficiency great 

enough for achieving a passenger car fuel economy of 80 mpg 

Approach 

• Use an exceptionally small displacement engine to achieve high energy conversion efficiency 

at low power levels 

• Supercharge and intercool the engine to achieve high specific power levels, and to attain 

PNGV performance targets 

• Use variable compression ratio to prevent engine knock at high power levels, and to 

substantially improve engine efficiency at low power levels 

Accomplishments 

• Computer modeling determined that the projected efficiencies for the VCR Engine would 

result in the attainment of the Partnership for a New Generation of Vehicles (PNGV) goal of 

80 miles per gallon in a PNGV-type vehicle. Dynamometer tests of the proof-of-concept 

VCR engine at AVL Powertrain validated efficiency predictions made by the computer 

model 

• Other findings from the AVL Powertrain tests include: 
Vehicle Systems Programs FY 2000 Progress Report 

42 

• VCR engine exhibited a very favorable burn rate and coefficient of variance allowing the 

application of lean burn and/or EGR dilution technology to further improve efficiency 

• Preliminary evaluation of hydrocarbon and nitrogen oxide emission levels yielded results 

favorable and consistent with expectations for a gasoline engine of similar power output 

Future Directions 

• Design, source, and build a fully functional VCR mechanism and test in a prototype engine 

• Test, calibrate, and refine the prototype VCR engine and associated emission control systems 

through dynamometer testing and in-vehicle simulation 

Introduction 

OAAT is sponsoring research on variablecompression-ratio (VCR) technology with 

supercharging to significantly improve 

spark-ignition engine efficiency while 

achieving low emissions using proven 3-

way catalyst emission control technology. 

A fuel economy of 81 mpg was projected for 

a PNGV-intent vehicle powered by a 

simulated spark-ignition gasoline VCR 

engine. A stoichiometric (λ = 1) air/fuel 

ratio was employed to provide high certainty 

of achieving U.S. Tier 2 and California 

LEV-II emissions certification. VCR 

technology offers the potential for attaining 

diesel-like fuel efficiency while achieving 

future federal and state emission regulations 

using proven emission-control technology, 

even with today’s sulfur-containing gasoline 

(ultra-low-sulfur gasoline not required). The 

VCR engine also shows potential for rapid 

commercialization at a competitive cost. 

How the Technology Works 

VCR and small engine displacement are 

used to achieve high energy conversion 

efficiency at low power levels. As 

illustrated in Figure 1, high efficiency at low 

power levels is important for achieving high 

vehicle mileage because automobile engines 

operate at low power levels most of the 

time. Supercharging and intercooling are 

used to achieve high power levels from the 

small engine. VCR is used to prevent knock 

at high power levels (with a low

compression ratio) and to improve 

efficiency at low power levels (with a high 

compression ratio). Stoichiometric threeway catalyst technology is used to achieve 

emission requirements, so ultra-low-sulfur 

fuel is not needed. The spark-ignition portfuel-injected VCR engine operates 

efficiently and cleanly on gasoline and a 

range of alternative fuels. 

Figure 1 – Variable compression ratio engine

promises high efficiency at low engine power levels 
Vehicle Systems Programs FY 2000 Progress Report 

43 

Approach 

Ricardo Inc. estimated the efficiency of the 

VCR engine using its WAVE gas-dynamic 

computer software and in-house data on 

engine friction levels. Using a second 

computer code, CYSIM, Ricardo then 

estimated vehicle mileage for a PNGVintent vehicle body equipped with the 

simulated VCR engine. The simulated 

vehicle included a 6-speed automated 

manual transmission. The vehicle was 

assumed to have an alternator that captures 

braking energy for powering accessory 

loads. In order to minimize projected 

vehicle cost, the vehicle, as simulated, was 

assumed not to have an electric only drive. 

A fuel economy of 81 mpg was projected for 

the vehicle. 

A single-cylinder development engine was 

designed and built to validated Ricardo’s 

engine efficiency projections, investigate 

combustion stability, and determine 

maximum compression ratio capacity at 

various engine loads. In the development 

engine, compression ratio was adjusted with 

shims of various thickness, which raised the 

height of the cylinder head. Computer 

Systems Management Inc. (CSMi) was 

responsible for overall project management, 

and the design and procurement of the 

engine’s cylinder head, pistons, and 

connecting rod. AVL Powertrain Inc. was 

responsible for the engines cranktrain and 

testing. The dynamometer tests at AVL 

validated Ricardo’s computer model 

projections of engine efficiency. State of the 

art combustion burn rates were achieved, 

and engine out emission levels were 

favorable. 

Results 

A combined EPA city/highway fuel 

consumption of 81 mpg was projected for a 

PNGV-intent vehicle with a small 

displacement port-fuel-injected VCR engine 

equipped with on-demand supercharging, an 

automated manual 6-speed transmission. 

The engine operates at stoichiometric 

air/fuel ratio throughout the FTP city and 

highway drive cycles, giving it a high 

probability for meeting current and future 

federal and state emission standards using 

three-way catalyst based aftertreatment 

systems (ultra-low sulfur fuel not needed). 

All vehicle gradeability, acceleration, and 

maximum speed targets can be met with the 

downsized supercharged VCR engine with 

no electric motor assist. 

Findings from the dynamometer tests 

include: 

• Engine efficiency goals were effectively 

achieved, 

• Engine volumetric efficiency and power 

are slightly higher than estimated by 

Ricardo, 

Figure 2 – Principal Investigator Charles Mendler 

and the VCR development engine at AVL 

Powertrain in Austria 
Vehicle Systems Programs FY 2000 Progress Report 

44 

• Knock-limited compression ratio is 

about 1.5 points higher than estimated 

by Ricardo at light torque levels, 

• Coefficient of variance (COV) values 

are ~1.0 to 1.5% at MBT, 

• Burn rates are between 25 and 30 crank 

angle degrees (2-90% burn), 

• HC and NOx emission levels appear 

favorable, and 

• Lean burn and/or EGR dilution 

performance is expected to be good due 

to the fast burn rate and low COV. 

(Lean burn tests have not been 

conducted.) 

Future Work 

In the next phase of work, a fully functional 

VCR engine will be designed, sourced, and 

built. To reduce costs and shorten 

development time, the engines will employ a 

commercially available cylinder head. The 

engine will have a structural capacity for 

operation at 150 horsepower per liter, 

however, the initial build and testing of the 

engine will not include supercharging. The 

associated emission control systems will 

also be installed and calibrated through 

dynamometer testing and in-vehicle 

simulation.
Vehicle Systems Programs FY 2000 Progress Report 

45 

IV. OAK RIDGE NATIONAL LABORATORY SUPPORT 

IVA. Automotive System Cost Modeling 

Sujit Das 

Oak Ridge National Laboratory 

P.O. Box 2008 

Oak Ridge, TN 37831-6205 

(865) 574-5182, fax (865) 574-8884, e-mail; dass@ornl.gov

DOE Program Manager: Robert Kost 

(202) 586-2334, fax (202) 586-1600, e-mail; Robert.Kost@hq.doe.gov

Objectives 

• Develop a stand-alone, system-level cost model of new generation vehicles to identify cost 

issues 

• Develop a repository of cost data about various component-level technologies being 

developed today for new generation vehicles 

Approach 

• Bottom-up approach considered for the vehicle definition as five major subsystems 

consisting of total 36 components 

• Performance and system interrelationships considered to estimate system and subsystem 

costs for calculating total vehicle cost 

• Spreadsheet-based structure to provide “open” design and allow for future expansion 

Future Directions 

• Extensive data collection of current and emerging PNGV technologies 

• Model validation through detailed comparisons of available concept vehicles and technologyrepresentative components and subsystems 

Introduction 

The automotive system cost model is being 

jointly developed in two phases by Oak 

Ridge National Laboratory and Ibis 

Associates, Inc., with work having been 

underway for more than a year. The first 

phase of model development has been 

completed and it focused on the 

development of a coherent framework for 

tracking and balancing the impacts of 

changes in designs and technologies of the 

major vehicle systems and subsystems. 

Approach 

Figure 1 shows a schematic block diagram 

of the cost model architecture, including its 

logic. The model estimates the total cost of 

ownership of new generation of vehicles 
Vehicle Systems Programs FY 2000 Progress Report 

46 

based on cost estimates made at the level of 

five major subsystems consisting of a total 

of 30+ components, where each component 

represents a specific design and/or 

manufacturing technology. Cost, mass, and 

performance interrelationships were 

characterized for conventional vehicles and 

select advanced technologies of advanced 

powertrains and body concepts. These 

features of the model allow cost estimation 

to occur at any level, from the individual 

component to the total vehicle and allow for 

the determination of the best combinations 

of materials and technologies to achieve the 

target fuel economy at the least cost. 

 

Calculated 

Secondary 

Weight 

Savings

Select Powertrain 

Select Data Source 

Select Battery Type

Select Data Source

Select Timeframe

 Veh. Power Density

Transmission

Clutch and Controls

Select Body 

Front/Rear Bumpers

Glass

Paint

Exterior Trim

Exterior Lighting

Driveshaft

Differential

Axles

Engine/Suspension 

Corner Suspension

Braking System

Wheels and Tires

Steering System

Fuel System

Fuel

Exhaust System

Oil and Grease

Sum of Interior Systems

Sum of Electronic Systems

Sum of Final Assembly

Powertrain 

Database

Battery 

Database

ICE/Electric 

Balance

ICE Power 

Density

Body Mass

Elec Power 

Density

Powertrain 

Power 

Requirement

ICE Power 

Requirement

Electric 

Motor Power 

Battery 

Requirement

BIW 

Database

ICE Mass

Electric 

Motor Mass

Battery 

Mass

Figure 1: Cost model logic and structural definition 
Vehicle Systems Programs FY 2000 Progress Report 

47 

Results 

Model logic and database structures were 

designed to allow the model to continue to 

grow and capture additional technology 

options and performance relationships as it 

is applied. Although the model is being 

developed as a stand-alone model that 

estimates costs based on the input 

performance parameters calculated by other 

models such as PSAT (PNGV Systems 

Analysis Toolkit) and Advanced Vehicle 

Simulator (ADVISOR) used by the PNGV 

system analysis technical teams for vehicle 

design, it can be included as a part of 

integration effort of these two performance 

models. 

The model is implemented in numerous 

worksheets, each devoted to certain types of 

inputs or calculations. The layout and 

dataflow between the different sections of 

the model are shown in Figure 2. The use of 

an Excel spreadsheet design framework 

allows the ease of navigation among various 

subsystems and options. A user can examine 

two scenarios at a time, using either userdefined inputs at each system level or inputs 

predefined by the model. Model outputs 

include both tabular and graphical formats 

indicating a breakdown of the total 

ownership costs beyond the system 

manufacturing cost such as financing, 

insurance, fuel, maintenance, repair, and 

disposal. The model can be used to examine 

the effect of various body-in-white designs 

on the total ownership cost and to determine 

how aggressive cost targets by different 

subsystems need to be to achieve the PNGV 

cost goal. 

The ongoing second phase of model 

development has been an intensive data 

collection effort to assemble and incorporate 

information characterizing advanced vehicle 

technologies from both demonstration- and 

conceptual-level programs. The data 

repository will provide a consistent and 

standard economic tracking of technology 

options and facilitate communication of 

system and vehicle strategies among 

development programs. Relative to 

conventional vehicle systems, this 

information is rather limited and more 

speculative, so efforts have been to identify 

the data points and relationships based on 

the published literature and on information 

obtained from participants currently engaged 

in this area of research. In a limited number 

of cases where technologies are at the precommercialization stage, actual cost 

estimates will be made using a separate 

simple modeling framework. 

Assembly

Summary

Inputs

Overrides

Electronics

Summary

Inputs

Overrides

Interior

Summary

Inputs

Overrides

Chassis

Summary

Inputs

Overrides

Intermediate

Calculaions Body

Summary

Inputs

Overrides

Intermediate

Calculations

Overall

Summary

Control

Panel

Detailed

Summary

Powertrain

Summary

Inputs

Overrides

Intermediate

Calculations

Overrides

Overhead

Summary

Inputs

Operations

Summary

Inputs

Intermediate

Calculations

Databases Help

Tables &

Graphs

Figure 2: Automotive system cost model layout
Vehicle Systems Programs FY 2000 Progress Report 

 48 

APPENDIX A: ACRONYMS, INITIALISMS, AND 

ABBREVIATIONS 

ADVISOR Advanced Vehicle Simulator 

ANL Argonne National Laboratory 

APTF Advanced Powertrain Test Facility 

ATL Automotive Testing Laboratory 

C celsius 

CARB California Air Resources Board 

CIDI compression ignition direct injection 

CO2 carbon dioxide 

CVS constant volume sampler 

CVT continually variable transmission 

DOE U.S. Department of Energy 

EPA Environmental Protection Agency 

EPRI Electric Power Research Institute 

ES/CTR Argonne National Laboratory’s Energy Systems/Center for 

Transportation Research 

EV electric vehicle 

FUDDS Federal Urban Dynamometer Driving Cycle Tests 

FY Fiscal Year 

GM General Motors 

GUI graphical user interface 

HC hydrocarbon 

HEV hybrid electric vehicle 

HIL hardware in the loop 

HWFET Highway Fuel Economy Tests 

kW kilowatt 

LEV low emission vehicle 

MPG miles per gallon 

NiMH nickel metal hydride 

NiZn nickel zinc 

NN Neural Network 

NOx oxides of nitrogen 

NREL National Renewable Energy Laboratory 

OAAT Office of Advanced Automotive Technologies (DOE) 

OEM Original Equipment Manufacturer 

ORNL Oak Ridge National Laboratory 

OTT Office of Transportation Technologies (DOE) 

OU Oakland University 

PbA lead acid 

PNGV Partnership for a New Generation of Vehicles 
Vehicle Systems Programs FY 2000 Progress Report 

 49 

PSAT PNGV System Analysis Toolkit 

QA quality assurance 

R&D research and development 

RPECs Rapid Prototyping Engine Control System 

SIDI spark ignition direct injection 

SULEV super ultra low emission vehicle 

SUV sports utility vehicle 

SwRI Southwest Research Institute 

TLEV transitional low emission vehicle 

ULEV ultra low emission vehicle 

UM University of Michigan 

USCAR United States Council for Automotive Research 

UT University of Texas