PSIM Tutorial

HEV Design Suite

January 2015

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 Tutorial on HEV Design Suite

The HEV Design Suite provides a one-stop solution from system specifications to a completely
designed HEV powertrain system. Using predefined templates, the HEV Design Suite automatically
defines the power circuits and designs all the controllers with proper stability margins, and produces
a complete system that is operational and ready to simulate.
With the capability to quickly put together a HEV system with detailed circuit models, the HEV
Design Suite offers significant benefit and advantages to engineers in the following way:
- It can help system engineers evaluate system requirements and understand the
interactions among major subsystems such as batteries, DC/DC converters, traction
motor and controller, generator and controller, engine, and vehicle load.
- It can help subsystem engineers derive detailed hardware and software specifications of
subsystems, and gain a better insight of the operations of the subsystems.
- It can help hardware engineer carry out hardware component selection and design, and
help software/control engineers develop control algorithms and DSP control software.
- It can help system integration engineers integrate and test the system based on system
and subsystem requirements.
The HEV Design Suite provides a very quick design solution to the development of HEV
powertrain systems, and helps speed up the development process substantially.
Eight design templates are provided in the HEV Design Suite:
HEV: Series/parallel HEV powertrain system with linear PMSM
HEV (nonlinear): Series/parallel HEV powertrain system with nonlinear PMSM
PHEV: Plug-in HEV (PHEV) powertrain system with linear PMSM
PHEV (nonlinear): PHEV powertrain system with nonlinear PMSM
Traction Motor: Traction motor drive system with linear PMSM
Traction Motor (nonlinear): Traction motor drive system with nonlinear PMSM
Generator: Generator system with linear PMSM
Generator (nonlinear): Generator system with nonlinear PMSM
In a nonlinear PMSM, the motor inductances and back EMF constant are a function of the motor
currents.
The Design Suite supports internal permanent magnet (IPM) motors where the d-axis and q-axis
inductances are different. It does not support surface-mounted permanent magnet (SPM) motors
where the d-axis and q-axis inductances are the same. In this case, one needs to make these two
inductances slightly different.

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 Tutorial on HEV Design Suite

The structures of the four design templates with linear PMSM are shown below:
Series/Parallel HEV Plug-In HEV

Traction Motor Generator

The structures of the design templates with nonlinear PMSM are the same as these with the linear
PMSM, except that they are labelled with "nonlinear PMSM".
In a series/parallel HEV powertrain system, the vehicle load torque is supplied from both the engine
and the traction motor, and it contains a bi-directional dc-dc converter. In a plug-in HEV powertrain
system, on the other hand, the vehicle load torque is supplied from the traction motor only, and
there is no dc-dc converter.
A traction motor drive template and generator drive template are provided so that each subsystem
can be studied individually.
This tutorial describes the procedure of how to use the HEV Design Suite, and explains the
functions of major building blocks.

1. Running HEV Design Suite

To run the HEV Design Suite, follow the steps below:
- In PSIM, go to Design Suites >> HEV Design Suite, and select the specific design
template. In the Select folder dialog window, select the folder for the schematic files,
and the schematic with the Parameter Panel will appear.
- Enter all the parameters in the Parameter Panel, and click on the button Update
Parameter File to update the parameter file. The schematic file is ready for simulation.

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 Tutorial on HEV Design Suite

To illustrate this process, we will use the series/parallel HEV powertrain design template (with
nonlinear PMSM). The complete procedure is described below:
- In PSIM, go to Design Suites >> HEV Design Suite, and select HEV (nonlinear). The
Select folder dialog window will appear as follows to specify the folder for the
schematic files:

- In this example, the files will be placed in “c:\temp”. Navigate into this folder, and click
on the button Select folder. The schematic file and parameter file, with the default
values, will be generated and placed in this folder. The schematic file will be loaded into
PSIM automatically, as shown below.

Parameter
Panel

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 Tutorial on HEV Design Suite

At the left of the schematic is the Parameter Panel. The panel defines the system
parameters (such as dc bus voltage, inverter frequency, motor parameters) and control
design parameters (such as current and speed loop bandwidth).
This HEV powertrain system consists of vehicle load, engine, PMSM-based generator,
PMSM-based traction motor, bi-directional dc/dc converter, lithium-ion battery bank,
and mode control. Enter the parameter values under each section. The explanation of the
parameters is given below. Note that all resistances are in Ohm, inductances in H,
capacitances in F, frequencies in Hz, voltages in V, currents in A, power in W, and
torques in N*m.
For Mode Control:
Mode Selector (H_Mode_Selector): Operation mode selector. It can be one of the
following:
0: battery charge mode
1: battery drive mode
2: engine and motor drive mode
3: engine drive & battery charge mode
4: engine & motor drive, and battery
charge mode
5: full power mode (engine, motor, and
battery drive)
6: regeneration mode
For Vehicle Load with Clutch:
Load Torque (T_load1): Vehicle load torque
Vehicle Moment of Inertia (J_vehicle): Vehicle moment of inertia, in kg*m2
The vehicle load may be modified depending on the mode of operation. For example,
in the battery drive mode, the load torque will be limited by the dc-dc converter
power rating.
For Engine:
Engine Speed (nm_eng1): Engine speed, in rpm
Engine Torque Limit to Vehicle (T_engine_lmt): Limit of the engine torque to
vehicle
The engine is modelled as a constant-speed source. Depending on the system
controller, part of the engine torque is delivered to the vehicle directly, and the rest is
delivered to the generator. The torque delivered to the vehicle directly is limited by
T_engine_lmt.
For Generator:
Stator Resistance (Rs_g): Stator resistance
Stator Leakage Inductance (Lls_g): Stator leakage inductance
d-axis Inductance Ld (Ld_g): d-axis inductance Ld at rated conditions
q-axis Inductance Lq (Lq_g): q-axis inductance Lq at rated conditions
Back EMF Constant (Vpk/krpm) (Ke_g): Line-to-line back emf constant, in V/krpm
Number of Poles (P_g): Number of poles
Moment of Inertia (J_g): Moment of inertia, in kg*m2
Shaft Time Constant (T_shaft_g): Shaft time constant, in sec.

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 Tutorial on HEV Design Suite

Maximum Torque (T_max_g): Maximum machine torque

Maximum Power (P_max_g): Maximum machine power
Maximum Speed (Nm_max_g): Maximum machine speed, in rpm
Maximum Inverter Current (Ismax_g): Maximum inverter output peak current
Base Voltage Value (Vb): Base voltage value for per unit system
Base Current Value (Ib): Base current value for per unit system
Base Mechanical Speed (Wmb): Base mechanical speed for per unit system,
in rad/sec.
Base Torque Value (Tb): Base torque value for per unit system
PWM Carrier Amplitude (Vtri_g): PWM carrier peak amplitude
Switching Frequency (fsw_g): Inverter switching frequency
Current Loop Sampling Frequency (fsam_g): Inner current loop sampling frequency
Voltage Loop Sampling Frequency (fsam_g): Outer voltage loop sampling
frequency
Current Loop Crossover Frequency (fcr_i_g): Current loop crossover frequency
Voltage Loop Crossover Frequency (fcr_v_g): Voltage loop crossover frequency
Ld Lookup Table (file_Ld_Idq_m): Ld lookup table file name
Lq Lookup Table (file_Lq_Idq_m): Lq lookup table file name
Lambda Lookup Table (file_Lambda_Idq_m): Lambda lookup table file name
The same base values are used for the traction motor. When base values Vb, Ib,
Wmb, and Tb are all set to 1, all quantities are in real value.
The recommended value of the voltage loop crossover frequency is between 1/10
and 1/3 of the current loop crossover frequency.
For Traction Motor:
Stator Resistance (Rs_m): Stator resistance
Stator Leakage Inductance (Lls_m): Stator leakage inductance
d-axis Inductance Ld (Ld_m): d-axis inductance Ld at rated conditions
q-axis Inductance Lq (Lq_m): q-axis inductance Lq at rated conditions
Back EMF Constant (Ke_m): Line-to-line back emf constant, in V/krpm
Number of Poles (P_m): Number of poles
Moment of Inertia (J_m): Moment of inertia, in kg*m2
Shaft Time Constant (T_shaft_m): Shaft time constant, in sec.
Maximum Torque (T_max_m): Maximum machine torque
Maximum Power (P_max_m): Maximum machine power
Maximum speed (Nm_max_m): Maximum machine speed, in rpm
Maximum Inverter Current (Ismax_m): Maximum inverter output current (peak)
PWM Carrier Amplitude (Vtri_m): PWM carrier peak amplitude
Switching Frequency (fsw_m): Inverter switching frequency
Current Loop Sampling Frequency (fsam_m): Inner current loop sampling frequency
Speed Loop Sampling Frequency (fsam_w_m): Outer speed/torque loop sampling
frequency
Current Loop Crossover Frequency (fcr_i_m): Current loop crossover frequency
Speed Loop Crossover Frequency (fcr_w_m): Speed loop crossover frequency
Torque Loop Crossover Frequency (fcr_w_m): Speed loop crossover frequency
Motor Speed Reference (nm_ref1_m): Motor speed reference, in rpm
Ld Lookup Table (file_Ld_Idq_m): Ld lookup table file name

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 Tutorial on HEV Design Suite

Lq Lookup Table (file_Lq_Idq_m): Lq lookup table file name

Lambda Lookup Table (file_Lambda_Idq_m): Lambda lookup table file name
The recommended value of the speed loop crossover frequency is between 1/10 and
1/3 of the current loop crossover frequency.
The motor speed reference is defined in the subcircuit "block - motor.psimsch". To
change the speed reference profile, edit the source parameters.
For DC Bus:
Nominal DC Bus Voltage (Vdc): Nominal dc bus voltage
Minimum DC Bus Voltage (Vdc_min): Minimum dc bus voltage
Maximum DC Bus Voltage (Vdc_max): Maximum dc bus voltage
DC Capacitance (Cdc): DC bus capacitance
DC Capacitor ESR (Rc): DC bus capacitor ESR
For DC/DC Converter:
Battery Charging Power (P): Maximum power that can be applied to
charge the battery
Battery Discharging Power (P): Maximum power that can be used to
discharge the battery
Low-Voltage Side Rated Voltage (V_LV): Low-voltage battery side voltage rating
Low-Voltage Side Inductance (L_LV): Low-voltage battery side filter inductance
Low-Voltage Side Capacitance (C_LV): Low-voltage battery side capacitance
Switching Frequency (fsw): Converter switching frequency
Carrier Amplitude (V_ramp): Carrier peak amplitude
Normally the battery discharging power is larger than the charging power.
For Lithium-Ion Battery:
No. of Cells in Series (Ns): Number of cells in series
No. of Cells in Parallel (Np): Number of cells in parallel
Voltage Derating Factor (Ks): Voltage de-rating factor
Current Derating Factor (Kp): Capacity de-rating factor
Rated Voltage (E_rated0): Battery rated voltage
Discharge Cutoff Voltage (E_cut0): Discharge cut-off voltage
Rated Capacity (Q_rated0): Battery rated capacity, in A*h
Internal Resistance (R_batt0): Battery internal resistance
Full Battery Voltage (E_full0): Full battery voltage
Exponential Point Voltage (E_top0): Exponential point voltage
Nominal Voltage (E_nom0): Battery nominal voltage
Maximum Capacity (Q_max0): Battery maximum capacity, in A*h
Exponential Point Capacity (Q_top0): Exponential point capacity, in A*h

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 Tutorial on HEV Design Suite

A graphic description of the operation modes is shown below:

0: Battery Charge 1: Battery Drive 2: Engine/Motor Drive 3: Engine Drive & Charge

4: Engine/Motor Drive & Charge 5: Full Power 6: Regeneration

- After all the parameters are entered in the Parameter Panel, click on the button Update
Parameter File to update the parameter file "parameters-main.txt" in the schematic.
This parameter file contains the parameters entered by the user and the ones calculated
by the Design Suite. The circuit is now ready to simulation.
One big advantage of the Design Suite is that parameters of the current loop controller
and the speed loop controller are calculated automatically, saving users the effort and
trouble of designing the controllers.
If any of the parameters in the Parameter Panel are changed, the parameter file in the
schematic needs to be updated.
To better understand how each operation mode works, one can display and observe the
following key waveforms for each basic building block. If a waveform is in a subcircuit, the
displayed name will have the subcircuit name as the prefix. For example, for Idc_LV, it will be
S24.Idc_LV.
- DC Bus:
Vdc: DC bus voltage
- DC/DC Converter (subcircuit S6) and Batteries:
Idc_LV, V_batt: DC converter low-voltage side current and battery voltage
SOC: Battery State-Of-Charge
- Generator (subcircuit S17):
Tem_S17.Generator: Generator developed torque
Idc_g: DC current of the generator converter
Isa_g: Phase A ac current of the generator converter
- Traction Motor (subcircuit S13):
Tem_S13.Motor: Traction motor developed torque
Isa_m: Phase A ac current of the tractor motor inverter
Wm_ref_m, Wm_m: Vehicle speed reference and the actual speed
- Vehicle Load (subcircuit S8):

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 Tutorial on HEV Design Suite

EngineTorque, MotorTorque, VehicleTorque: Engine torque, traction motor torque, and

vehicle load torque
When a specific building block is involved in an operation, the corresponding waveforms would
be selected and displayed.
The simulation results in different operation modes can be interpreted as follows:
- Mode 0 (Battery Charge Mode):
The waveforms show that a positive current (Idc_LV) is flowing into the batteries,
charging the batteries and causing the battery SOC to increase. The high-voltage side dc
bus voltage (Vdc_bus) is regulated by the generator controller. The generator converter
current (Idc_g) is positive, indicating that the power is flowing from the engine to the
dc/dc converter.
- Mode 1 (Battery Drive Mode):
The waveforms show that, after initial transient, the current (Idc_LV) becomes negative,
indicating that it is flowing out of the batteries, discharging the batteries and causing the
battery SOC to decrease. The high-voltage side dc bus voltage (Vdc_bus) is regulated by
the dc/dc converter. The vehicle speed (Wm_m) is regulated at the reference speed
(Wm_ref_m). The three torque waveforms (EngineTorque, MotorTorque, and
VehicleTorque) show that the vehicle load torque all comes from the traction motor.
- Mode 2 (Engine and Motor Drive Mode):
The three torque waveforms show that the engine will output the maximum output
torque to the vehicle load. The dc bus voltage is regulated by the generator controller,
and the vehicle speed is regulated by the traction motor controller.
- Mode 3 (Engine Drive and Battery Charge Mode):
The three torque waveforms show that the load torque only comes from the engine. The
dc current (Idc_LV) is flowing into the batteries, charging the batteries. The dc bus
voltage is regulated by the generator controller.
- Mode 4 (Engine and Motor Drive, and Battery Charge Mode):
The three torque waveforms show that, whenever needed, the engine will output the
maximum output torque to the vehicle load. The dc current (Idc_LV) is flowing into the
batteries, charging the batteries. The dc bus voltage is regulated by the generator
controller.
- Mode 5 (Full Power Mode):
The three torque waveforms show that the engine will output the maximum output
torque to the vehicle load. The dc current (Idc_LV) is flowing out of the batteries, also
providing power to the vehicle load. The dc bus voltage is regulated by the generator
controller.
- Mode 6 (Regeneration Mode):
Initially, the dc current (Idc_LV) is negative and the system operates in the Battery
Drive Mode. At some point, the vehicle deaccelerates, and during the deacceleration, the
dc current Idc_LV becomes positive, feeding the energy back to the batteries and
resulting in regeneration.

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 Tutorial on HEV Design Suite

2. System Description
Basic building blocks of the HEV powertrain system are described below.

Vehicle Load with Clutch:

The vehicle load with clutches is modelled as a piecewise linear constant torque load.
Depending on the Mode Selector, either the engine or motor, or both of them, can deliver the
torque to the load.

Engine:
The internal combustion engine is modelled as a constant speed source. Engine dynamics are
not considered. The torque that the engine can deliver to the vehicle directly can be limited.

Traction Motor (Linear PMSM):

The schematic diagram of the traction motor block, with a linear PMSM, is shown below.

It consists of a 3-phase PWM inverter, a linear PMSM traction motor, and the traction motor
controller. The motor controller consists of space vector PWM, Current Control, Maximum
Torque-Per-Ampere (MTPA) Control, Field Weakening Control, Torque Control, Dynamic
Torque Limit Control, and Speed Control.
The traction motor operates in either speed control or torque control mode, depending on the
flag F_torque_m. A torque reference is established by either the speed control block or the
torque command directly. The Dynamic Torque Limit Control block determines the threshold
speed. Below the threshold speed, the motor operates in the constant torque region in MTPA
control, Beyond the threshold speed, the motor operates in the constant power region in field
weakening control, and the Dynamic Torque Limit Control block will limit the torque reference
accordingly.

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 Tutorial on HEV Design Suite

When the motor is in torque control, a torque controller is used to adjust the torque reference.
The torque reference is then converted to a current reference by the torque constant K_TA_m.
The current reference is used by the MTPA block and the field weakening control block to
generate the current references for id and iq.
The inner current loops and the outer speed/torque loops can operate at different sampling rates.
The functions of the key control blocks are described below. Note that all input and output
quantities are in per unit.
- Current Control:
Input: - Id, Iq: Currents id and iq feedback
- Idref, Iqref: id and iq current references from the MTPA Control block
- Idref_fw, Iqref_fw: id and iq current references from the Field Weakening
Control block
- F_fw: Flag from the Dynamic Torque Limit Control block (1
when in field weakening control; otherwise 0).
Output: Vd, Vq: d-axis and q-axis voltage references
Description: The current control contains two loops, one for id and another for iq, to
generate the voltage references. Both loops are based on digital PI
controllers, with the gain and time constant as K_d and T_d for the id
loop, and the gain and time constant K_q and T_q for the iq loop. When
the field weakening flag F_fw is 0, the current references Idref and Iqref
are used, and when the flag is 1, the current references Idref_fw and
Iqref_fw are used.
- Maximum-Torque-Per-Ampere Control:
Input: - Is: Inverter current amplitude reference
Output: - Id, Iq: d-axis and q-axis current references
Description: The block uses the motor parameters and the current reference Is to
calculate the d-axis and q-axis current reference values such that the
maximum torque output is achieved.
- Field Weakening Control:
Input: - Is: Inverter current amplitude reference
- Vdc: Measured dc bus voltage, in V
- Wm: Motor mechanical speed, in rad/sec.
Output: Id, Iq: d-axis and q-axis current references
Description: The block uses the motor parameters and the current reference Is to
calculate the d-axis and q-axis reference values to achieve the constant
power operation.
- Torque Control:
Input: - Id, Iq: d-axis and q-axis currents id and iq
- Tcmd: Torque command
Output: - Te: Torque reference
- Tes: Estimated motor developed torque

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Description: This block estimates the motor torque from the current feedback and the
motor parameters. A control loop based on a discrete integrator is used to
regulate the motor torque and generate the motor torque reference.
- Dynamic Torque Limit Control:
Input: - Id, Iq: d-axis and q-axis currents id and iq,
- Vdc: Measured dc bus voltage
- Wm: Motor mechanical speed
- Tcmd: Torque command
Output: - Te: Torque reference
- Wm_th: Calculated base speed of the constant torque region
- FW: Flag of field weakening (1: in field weakening region; 0:
not in the field weakening region)
Description: This block calculates the threshold speed of the constant torque region.
When the motor speed is less than this speed limit, the motor operates in
the constant torque region. Otherwise, it operates in the constant power
region with field weakening control.
- Speed Control:
Input: - Wm_ref, Wm: Motor mechanical speed reference and feedback
Output: - T_ref: Torque command
Description: This block uses a digital PI controller to regulate the motor speed. The PI
output is limited to the maximum torque T_max that the motor can
provide.

Generator (Linear PMSM):

The schematic diagram of the generator block, with a linear PMSM, is shown below.

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 Tutorial on HEV Design Suite

It consists of a 3-phase PWM converter, PMSM generator, and the generator controller. The
generator controller in turn consists of space vector PWM, Current Control, Maximum Torque-
Per-Ampere (MTPA) Control, Field Weakening Control, Dynamic Torque Limit Control, and
Voltage Control.
The generator controller is similar to the traction motor controller, except that it does not have
the speed control and torque control. Instead, it has the voltage control that regulate the dc bus
voltage.
The functions of the Current Control, MTPA Control, Field Weakening Control, and Dynamic
Torque Limit Control are the same as in the traction motor controller.
Similar to the case in the traction motor controller, the torque reference is converted to a current
reference by the torque constant K_TA_g (highlighted in yellow). The torque constant value can
vary depending on the operating conditions, and for some motors, it can vary in a wide range. It
is found that, for series/parallel HEV powertrain systems tested, a fixed torque constant value
may not be sufficient and could not ensure stable operation. The torque constant needs to be
calculated dynamically based on the actual operating conditions, as shown in the series/parallel
HEV system (with linear PMSM).
Again, the inner current loops and the outer speed/torque loops can operate at different sampling
rates.
The functions of the voltage control block are described below. All input and output quantities
are in per unit.
- Voltage Control:
Input: - Vdc*, Vdc: DC bus voltage reference Vdc* and feedback voltage
- Idc: DC bus current
- Wm: Machine mechanical speed
Output: - Te: Torque reference
Description: This block uses a discrete PI controller to regulate the dc bus voltage.
Together with the dc bus current and the machine speed, it generates the
machine torque reference Te.

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 Tutorial on HEV Design Suite

Traction Motor (Nonlinear PMSM):

The schematic diagram of the traction motor block, with a nonlinear PMSM, is shown below.

It consists of a 3-phase PWM inverter, a nonlinear PMSM traction motor, and the traction motor
controller. The motor controller consists of space vector PWM, Current Control, MTPA
Control, Field Weakening Control, Torque Control, Dynamic Torque Limit Control, and Speed
Control.
The traction motor operates in either speed control or torque control mode, depending on the
flag F_torque_m. A torque reference is established by either the speed control block or the
torque command directly. The Dynamic Torque Limit Control block determines the threshold
speed. Below the threshold speed, the motor operates in the constant torque region in MTPA
control, Beyond the threshold speed, the motor operates in the constant power region in field
weakening control, and the Dynamic Torque Limit Control block will limit the torque reference
accordingly.
When the motor is in torque control, a torque controller is used to adjust the torque reference.
The torque reference is then converted to a current reference by the torque constant K_TA_m.
The current reference is used by the MTPA block and the field weakening control block to
generate the current references for id and iq.
The d-axis and q-axis inductances Ld and Lq and the back EMF constant of the nonlinear
PMSM are a function of the current id and iq, and are stored in 2-dimensional lookup tables.
The inner current loops and the outer speed/torque loops can operate at different sampling rates.
The functions of the Torque Control block and the Speed Control block are the same as in the
linear traction motor controller. The functions of the other control blocks are described below.
Note that all input and output quantities are in per unit, except otherwise stated.

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- Current Control:
Input: - Id, Iq: Currents id and iq feedback
- Idref, Iqref: id and iq current references from the Maximum-Torque-
Per-Ampere Control block
- Idref_fw, Iqref_fw: id and iq current references from the Field Weakening
Control block
- F_fw: Flag from the Dynamic Torque Limit Control block (1
when in field weakening control; otherwise 0).
- Ld, Lq: d-axis and q-axis inductances
Output: Vd, Vq: d-axis and q-axis voltage references
Description: The current control contains two loops, one for id and another for iq, to
generate the voltage references. Both loops are based on digital PI
controllers, with the gain and time constant as K_d and T_d for the id
loop, and the gain and time constant K_q and T_q for the iq loop. When
the field weakening flag F_fw is 0, the current references Idref and Iqref
are used, and when the flag is 1, the current references Idref_fw and
Iqref_fw are used.
- Maximum-Torque-Per-Ampere Control:
Input: - Is: Inverter current amplitude reference
- Ld, Lq: d-axis and q-axis inductances, in H
- Lambda: Peak stator phase flux linkage, in Weber
Output: Id, Iq: d-axis and q-axis current references
Description: The block uses the motor parameters and the current reference Is to
calculate the d-axis and q-axis current reference values such that the
maximum torque output is achieved.
- Field Weakening Control:
Input: - Is: Inverter current amplitude reference
- Ld, Lq: d-axis and q-axis inductances, in H
- Lambda: Peak stator phase flux linkage, in Weber
- Vdc: Measured dc bus voltage
- Wm: Motor mechanical speed
Output: Id, Iq: d-axis and q-axis current references
Description: The block uses the motor parameters and the current reference Is to
calculate the d-axis and q-axis reference values to achieve the constant
power operation.
- Dynamic Torque Limit Control:
Input: - Id, Iq: d-axis and q-axis currents id and iq
- Ld, Lq: d-axis and q-axis inductances, in H
- Lambda: Peak stator phase flux linkage, in Weber
- Vdc: Measured dc bus voltage
- Wm: Motor mechanical speed
- Tcmd: Torque command

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Output: - Te: Torque reference

- Wm_th: Calculated threshold speed of the constant torque region
- FW: Flag of field weakening (1: in field weakening region; 0:
not in the field weakening region)
Description: This block calculates the base speed of the constant torque region. When
the motor speed is less than this speed, the motor operates in the constant
torque region. Otherwise, it operates in the constant power region with
field weakening control.

Generator (Nonlinear PMSM):

The schematic diagram of the generator block, with a nonlinear PMSM, is shown below.

It consists of a 3-phase PWM converter, nonlinear PMSM generator, and the generator
controller. The generator controller in turn consists of space vector PWM, Current Control,
Maximum Torque-Per-Ampere (MTPA) Control, Field Weakening Control, Dynamic Torque
Limit Control, and Voltage Control.
The generator controller is similar to the nonlinear traction motor controller, except that it does
not have the speed and torque control. Instead, it has the voltage control to regulate the dc bus
voltage.
The functions of the Current Control, Maximum-Torque-Per-Ampere Control, Field Weakening
Control, and Dynamic Torque Limit Control are the same as in the nonlinear traction motor
controller, and the functions of the voltage control block is the same as in the linear generator
motor controller.

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 Tutorial on HEV Design Suite

Similar to the case of a linear PMSM the torque constant K_TA_g (highlighted in yellow). The
torque constant value can vary depending on the operating conditions, and for some motors, it
can vary in a wide range. It is found that, for series/parallel HEV powertrain systems tested, a
fixed torque constant value may not be sufficient and could not ensure stable operation. The
torque constant needs to be calculated dynamically based on the actual operating conditions, as
shown in the series/parallel HEV systems (with nonlinear PMSM).

DC/DC Converter:
The schematic diagram of the bi-directional dc/dc converter block is shown below.

It consists of a charge controller, discharge controller, and regeneration controller. Their

functions are described below. All input and output quantities are in real value.
- Charge Control:
Input: - Vbatt: Battery-side voltage
- Ibatt: Current flowing into the battery
Output: Vm: Modulation signal for PWM generator
Description: This block implements Constant-Voltage-Constant-Current battery
charging. When the battery voltage is less than the battery float voltage, it
is constant current charging. The outer voltage loop is disabled and the
inner current loop charges the batteries at a constant current rate. When the
battery voltage reaches the battery float voltage, it is constant voltage
charging. The outer voltage loop generates the current reference for the
inner current loop.

- 17 - Powersim Inc.
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 Tutorial on HEV Design Suite

- Discharge Control:
Input: - Vdc: DC bus voltage
- Ibatt: Current flowing into the battery
Output: Vm: Modulation signal for PWM generator
Description: This block implements constant-voltage or constant-current battery
discharging. When the dc/dc converter control mode is set to Voltage
Mode (V_I_mode = 1), the converter regulates the dc bus voltage, and the
outer voltage loop generates the reference for the inner current loop. When
the control mode is set to Current Mode (V_I_mode = 0), the converter
regulates the current injected to the dc bus according to the current
reference I_HV_REF.
- Regeneration Control:
Input: - Vdc: DC bus voltage feedback
- Tes: Estimated traction motor torque
- Wm: Vehicle speed
Output: - Rgn: Regeneration flag (1: regeneration; 0: no regeneration)
Description: This block generates the regeneration flag based on the motor power.
When the motor power is negative and it exceeds the regeneration power
threshold level, and if the dc bus voltage exceeds the maximum voltage,
the regeneration flag will be set.

- 18 - Powersim Inc.
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