Renault Introduces Twingo with CO2 Emissions of 120 g/km
UK Testing VASIDs with Automatic Plate Recognition and Display

D2T Launches HyHIL Project to Develop Software Tools for Hybrid Powertrain Development

HyHIL will set up a series of real-time simulation and control tools coupled with a high-dynamic test bench to simulate hybrid powertrain.

D2T, an R&D center in France for powertrain research and testing, recently launched the HyHIL project to develop a suite of software tools that can be used to predict and optimize the performance of a hybrid powertrain and validate it in advance on a high-dynamic engine test bench before any vehicle testing is performed.

The HyHIL project is supported by the Fonds Unifié Interministériel (FUI) and the Mov’eo competitiveness cluster. D2T’s partners in the project are IFP, Renault, the Laboratoire de Génie Electrique de Grenoble (G2ELAB), and LMS-Imagine.

The HyHIL project is based on numerically modeling the powertrain components (electric motor, battery, transmission, etc.) in the LMS’ Imagine.Lab AMESim software environment and on D2T’s MORPHEE 2 test bench supervisor, which makes it possible to run these models in real time on the bench where the internal combustion engine is physically installed.

The components of the hybrid powertrain are modeled by LMS and the electrical elements by G2ELAB. The control and supervision methodologies are being developed by IFP. D2T is in charge of software integration and industrial development. Renault, as end user, is contributing its expertise in vehicle integration and will take part in approving each step of the development process.

When the project is completed, the tools developed will be marketed through the respective D2T’s (MORPHEE 2 test bench supervisor) and LMS’ (AMESim software design platform) software suites.

Separately, IFP has added a new test bench for traction batteries and supercapacitors. The new equipment allows IFP to cover a large range of research activities with energy storage systems, including experimental battery diagnosis, full scale testing, battery modelling and Battery Management System development.

The new equipment will support:

  • Power and thermal characterization of full-scale battery/supercapacitor pack in simulated operating conditions;

  • Long-term cycling under predefined profile to simulate ageing;

  • Data collection to define and validate models of energy storage systems;

  • Characterization of Battery Management Systems; and

  • Validation of new control strategies.



We may have 'VIRTUAL' hybrids soon.

Virtual hybrid vehicles may be fun to drive and would use a lot less energy. Taking 'fun drivers' off physical roads would help.

On a more serious note, one may wonder if this has not already been done at Toyota, Honda, Nissan, GM etc. Would re-doing it in EU help to accellerate vehicles electrification?


This is not EU but strictly France.

That program is typical French approach. Don't be at the bleeding hedge. Muddle around the hedges just to keep track with the technology. Wait for the smoke to settle a bit. Then jump in it with a coherent, heavily state-supported program to wipe the table.

They did it for nuclear, waiting for the US and UK to take the lumps and make all the mistake in the 50s and 60s on various reactor designs. Then the French gov figured out that PWR was the way to go. They scrapped their own (military derived) UNGG technology, bought the Westinghouse PWR license and built the entire industry from the ground-up. Now they are world leaders with a much smaller toxic legacy: some crap here and there but nothing like Hanford or Sellafield in France.

They did the same for telecoms in the 70s and again since the late 90s. Really retarded phone network way into the 60s, then boom, CGE bought ITT's digital PSTN technology, FT plonked a lot of cash and they built a first class all-digital network at home with huge exports all along. Same for internet. Completely retarded in the 90s and then a well-designed deregulation of the sector in the late 90s and now they have one of most advanced and most competitive Internet market in the world.



What you said also applied to their passenger railroads, too. SNCF in the mid 1950's pushed the limits of electric train technology (going around 330 km/h to set a world record), but it was obvious the technology at the time wasn't ready for passenger use. So SNCF let the Japanese build the first true high-speed electric trains and SNCF learned from what the Japanese did to develop the technologically superior TGV trains that now run over much of France.

It also applied to their aerospace industry--the Sud-Aviation Caravelle, the Europe's first truly successful shorter-range jet airliner, borrowed a lot of de Havilland Comet technology to reduce development costs.

What is interesting is the HyHIL project could turn Renault into a world leader in hybrid technology, and that could benefit even Nissan (which Renault owns a 49% share). It could mean by 2012-2013 time frame Nissan could be building its own advanced hybrid cars that can compare with Toyota's own technology.

Softweb Solutions

Thanks for the very helpful information.

Best Regards
Offshore Software Development


Very interesting comments.
Should this be described as a [hybrid simulation] analysis package for -hybrid electric- vehicles?

I would suggest two angles on this.
One is that the developers may not be the most able to further advance their technology beyond solving the original concept. This seems to apply across many industries and companies and is not meant as disparaging. Simply an observable trend that different design houses and Co's can often see new potential in others work.

Secondly, in this instance if the French team can develop the simulation software, then surely his will inform other software designers to apply the same logic as above, with some benefit of hindsight and apply a combination of understanding of the most relevant components and some other specific needs or specialist area of their own.

The announcement also illuminates the maturing of hybrid electric technology to sufficient levels to support this development.


Software management is important, however the hardware is the key.

I am more and more convince that standard approach to series hybrid and parallel hybrid have too many problems.
The series hybrid can have a lot of advantage if we can have high capacity high energy low cost battery.
Unfortunately for next 2-5 years we will not see such battery in production.
The parallel hybrid a-ka Toyota Prias position ICE and Electric motor behind transmission.
The problem with that arrangement is that any power on the acceleration go thru transmission.
The highest losses in most torque converters are at the initial acceleration.
I believe the best approach will be true parallel system where existing drive train will move the front whiles as it do today in most cars and the electric motor (or 2 motors)m will drive the real axle when needed.
In such case initial acceleration and brake recovery will be done by eclectic motor/generators, and once the speed is sufficient the ICE will take over what ever it needs. It could also act as gen set to charge batteries.
In such arrangement switching between parallel and series arrangement can be done on the fly. Such approach can take best advantage of both.

Another thing such approach could be sell as convention kit for existing cars.
In US alone there is more then 200 milions cars if I am correct, we need something that improve millage of existing cars.


MIK, an aftermarket kit with two front in-wheel motors, control electronics and a battery pack would be very popular with the millions of rwd pickups and suvs in the USA. Maybe the wheels would stick out a bit but that should not be a problem. If they could market that for $5k and home installation it would sell like hot bread.

The suvs and pickups are the ones that would benefit the most, and they usually use 15" wheels so lots of room for the in-wheel motors.

The comments to this entry are closed.