Master’s in Hybrid Architectures Engineering — Energy Control and Calibration
Online master's programme of 1,900 hours in hybrid architectures engineering (energy control and calibration): 12 modules covering hybrid propulsion topologies, powertrain modelling, energy management strategies, predictive and connected control, combustion engine control, electric machines and inverters, battery and system thermal management, drivability, ECU calibration, type approval and consumption testing, and diagnostics and functional safety, with an assigned technical tutor.
Master’s in Hybrid Architectures Engineering — Energy Control and Calibration — studying from Australia
Australia holds significant critical mineral resources, including lithium, nickel and cobalt, which supports a growing interest in battery supply chains and processing. The government's hydrogen and battery strategies aim to build domestic capability in clean energy technologies. Electric vehicle adoption is increasing, and charging infrastructure is expanding across major cities and highways. Engineers contribute to battery design, electrical systems, hydrogen production and storage, and charging networks. Employers include mining companies, energy firms, research institutions and emerging battery and hydrogen developers.
Fees for Australia: A$14,200 (AUD), with instalments and employer sponsorship available.
Relevant bodies in Australia
Typical roles
Questions from Australia
Which Australian bodies cover batteries, electromobility and hydrogen engineering?
Engineers Australia is the main professional body, and Standards Australia develops relevant technical standards. Hydrogen and battery projects also fall under state and federal energy and safety regulators. SEIUM's private qualifications are not accredited by these bodies, so recognition depends on the employer or regulator.
What careers in Australia's batteries and hydrogen sectors could this support?
Australia has growing battery manufacturing and storage projects, hydrogen developments, and electric vehicle and charging infrastructure work. Employers typically value demonstrated technical competence and project experience. A SEIUM qualification may help, but acceptance is decided by each employer.
Can I manage this online alongside a job in Australia?
Yes, the programmes are fully online and taught in English, so you can study from Australia with no student visa required. Specialist courses are 300 hours, postgraduate diplomas 800 and master's 1,900, with an assigned technical tutor and final project. Fees are payable in instalments, and employer sponsorship may be possible.
Take the controls.
Run a real engineering trade-off from this field. Move the sliders, watch the model react in real time and beat the challenge.
What you will be able to do
Analyse hybrid propulsion topologies and their power flows.
Model the hybrid powertrain at different levels of detail.
Design heuristic and optimal energy management strategies.
Calibrate control units using design of experiments.
Assess consumption and emissions according to WLTP and RDE.
Integrate functional safety requirements into propulsion control.
Develop a complete hybrid energy control project.
Who it's for
- Powertrain calibration engineers working on hybrid ECUs.
- Hybrid vehicle control engineers developing supervisory strategies.
- Propulsion simulation engineers modelling hybrid powertrains.
- Emissions type-approval engineers handling WLTP and RDE testing.
- ECU software engineers implementing control functions.
- Propulsion integration managers coordinating engine, e-machine and battery.
- Engineering or science graduates aiming to join the automotive industry.
What you'll work with
- Regulation (EU) 2017/1151 (WLTP) (light-duty vehicle emissions type approval)
- Regulation (EU) 2019/631 (CO2 emission standards for passenger cars)
- UN ECE R101 (CO2 emissions and fuel consumption measurement)
- UN GTR 15 (worldwide harmonised light vehicles test procedure)
- ISO 26262 (road vehicle functional safety)
- ISO 23274-1 (hybrid vehicle exhaust emissions and fuel consumption)
- SAE J1711 (fuel economy measurement of hybrid vehicles)
- UN ECE R100 (electric powertrain and REESS safety)
- MATLAB/Simulink
- GT-SUITE
- AVL CRUISE M
- ETAS INCA
- Vector CANape
12 modules · 1900 h
1.1Series, parallel and series-parallel architectures1.2Electric machine positions P0 to P41.3Power-split systems with planetary gearing1.4Degree of hybridisation: mild, full and plug-in1.5Dedicated hybrid transmissions (DHT)1.6Mechanical coupling and disconnect clutches1.7Power flows by operating mode1.8Efficiency comparison by duty cycle1.9Commercial reference architectures1.10Case study: analysis of the Toyota THS system
2.1Quasi-static versus dynamic models2.2Combustion engine fuel consumption maps2.3Machine and inverter loss model2.4Equivalent battery model and state of charge2.5Longitudinal dynamics and road load2.6Transmission modelling and gear mesh losses2.7Backward and forward simulation approaches2.8Model validation with test bench data2.9Order reduction for embedded control2.10Lab: P2 model in Simulink
3.1Threshold-based heuristic rules3.2Fuzzy logic for torque split3.3Dynamic programming as the optimal benchmark3.4ECMS and the equivalence factor3.5Pontryagin's minimum principle3.6Charge sustaining versus charge depleting3.7Adapting the factor through route prediction3.8Comfort and emissions constraints3.9Comparison of strategies on the WLTC3.10Practical: implementation of adaptive ECMS
4.1MPC for power split4.2eHorizon and navigation data4.3Speed and load profile prediction4.4Management of low-emission zones4.5Recharge optimisation in plug-in hybrids4.6Reinforcement learning for EMS4.7ECU computing requirements4.8Robustness to prediction errors4.9Fusion with traffic information4.10Workshop: predictive EMS with GPS data
5.1Frequent engine start-stop5.2Catalyst heating and thermal management5.3Torque control during mode transitions5.4Atkinson cycle and high compression ratio5.5Cooled EGR5.6Cold-start emissions5.7Idle and vibration control5.8Coordination with exhaust aftertreatment5.9Strategies for Euro 6e and Euro 75.10Case study: cold-start optimisation
6.1Permanent magnet synchronous machines6.2Vector control and field orientation6.3Field weakening at high speed6.4Silicon and silicon carbide inverters6.5Switching and conduction losses6.6Drive efficiency maps6.7Regenerative braking and hydraulic blending6.8Thermal limits and derating6.9Boost DC-DC converter6.10Lab: drive efficiency map
7.1Power versus energy requirements7.2NMC, LFP and LTO chemistries in hybrids7.3State of charge and health estimation7.4SOC windows and degradation7.5Air and liquid cooling7.6Engine-battery-cabin thermal integration7.7Heat pumps in plug-in hybrids7.8Battery heating at low temperatures7.9Ageing from micro-cycles7.10Practical: thermal model of a hybrid pack
8.1Engine start quality8.2Clutch synchronisation in P28.3Damping of driveline oscillations8.4Anti-jerk and anti-shuffle control8.5Gear shift management in DHT8.6Pedal response and torque maps8.7Noise, vibration and harshness in hybrids8.8Objective drivability metrics8.9Subjective assessment with test drivers8.10Case study: electric-to-hybrid transition
9.1ECU calibration process9.2XCP and CCP protocols9.3Label management and A2L files9.4Design of experiments for calibration9.5Model-based calibration9.6Multi-objective consumption-emissions optimisation9.7Chassis dynamometer calibration9.8Calibration at altitude and in extreme climates9.9Dataset version control9.10Workshop: calibration with INCA and DoE
10.1WLTP procedure and WLTC cycle10.2Charge-sustaining and charge-depleting tests10.3Utility factor in plug-in hybrids10.4RCB energy balance correction10.5RDE tests with PEMS10.6OBFCM real-world consumption monitoring10.7Fleet CO2 regulation10.8Consumption and electric range labelling10.9Differences between WLTP, EPA and China10.10Practical: weighted CO2 calculation for a PHEV
11.1OBD requirements for hybrid systems11.2High-voltage insulation diagnostics11.3Torque plausibility monitoring11.4HARA of propulsion control11.5ASIL allocation in torque split11.6Three-level safety monitors11.7Degraded modes and limp-home11.8Battery fault management11.9HIL validation of control software11.10Case study: position sensor failure
12.1Architecture and requirements definition12.2Powertrain component selection12.3Vehicle model development12.4Energy strategy design12.5Virtual and test bench calibration12.6Consumption and emissions assessment12.7Sensitivity and robustness analysis12.8Conclusions and future work12.9Master's Thesis report12.10Master's Thesis: defence before a panel
How you'll learn
100% online training on the SEIUM campus, with downloadable materials, recorded classes and an assigned technical tutor. There are no fixed timetables: you progress at your own pace within the intake, so the programme can be combined with full-time work.
Each module combines theory, guided reading of the original standard and applied exercises. The working software is MATLAB/Simulink, GT-SUITE, AVL CRUISE M, ETAS INCA and Vector CANape, in free, academic or evaluation versions. Practical work is based on real procedures: calibration on a chassis dynamometer with the WLTC cycle, RDE testing with PEMS equipment, and HIL validation of the energy strategy. Assessment is continuous for each module, plus the final Master's Thesis.
Standards covered: Regulation (EU) 2017/1151 (WLTP), Regulation (EU) 2019/631, UN ECE R101, UN GTR 15, ISO 26262, ISO 23274-1, SAE J1711, UN ECE R100.
Build it end to end
Your final project follows the real engineering workflow, step by step, reviewed by your tutor.
Where this takes you
Requirements
- A university degree in engineering, science or architecture, or equivalent demonstrable professional experience.
- An internet connection and a computer capable of running the programme software.
- English sufficient to read technical standards.
Ready to start?
Send your application today. Our admissions team replies within 72 hours with your study plan and funding options.
Frequently asked questions
The programme totals 1,900 hours over 12–14 months. You set your own pace within each intake, and your tutor helps you plan the workload around your job.
You work with MATLAB/Simulink, GT-SUITE, AVL CRUISE M, ETAS INCA and Vector CANape, using free, academic or evaluation versions. Your tutor indicates the free alternative wherever one exists.
A SEIUM Institute diploma, awarded on passing the continuous assessment and the Master's Thesis. It is SEIUM's own qualification, not an official state degree; its recognition depends on the programme completed and the regulations of each country.
Yes. Modules passed in a course or postgraduate diploma in the same area are recognised in the higher programme. Ask about the recognition policy when you enrol.
A university degree in engineering, science or architecture (or equivalent professional experience), a computer able to run the programme software and English sufficient to read technical standards.
Start dates are set by SEIUM's faculty for each intake. Our admissions team will confirm the next available date when you apply.
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