virtual driveability & nvh development of hev impulse

VIRTUAL DRIVEABILITY & NVH

DEVELOPMENT OF HEV IMPULSE

START FROM CONCEPT TO SOP

PDiM, Chalmers University, Göteborg, SwedenDr. Stephen Jones [email protected] +43 664 8509172Hannes Boehm, Nicola Zandalasini,Dr. Bernd Klima, Erik Bogner, Patrick Weingerl

mailto:[email protected]

Jones, Stephen John | DS | 30 November 2017 | 3Public

▪ Introduction / Background

▪ Aim: Virtual Driveability & NVH Development

▪ 3D Co-Simulation Toolchain

▪ Driveability Evaluation of Impulse Start

▪ Validation of Methodology

▪ Simulation Examples

▪ Summary

OVERVIEW








▪ Summary

OVERVIEW


What is HEV Impulse or Bump Start:

▪ Refers to ICE Start with HV E-Motor in P2 Hybrid e.g. from Electric Driving.

▪ Impulse Start via E-Motor (EM) supported by kinetic energy of EM rotor etc.

▪ Very critical with w.r.t. comfort & performance.

▪ Critical interaction of ICE, Separation Clutch CL0, EM, Transmission Clutch CLX.

▪ Highly coordinated control & calibration essential to balance comfort & performance.

INTRODUCTION & BACKGROUND


Performance & Comfort Challenges:

▪ Drop in propulsion power

resulting from cranking ICE

via same EM’s power.

▪ High propulsion power

demand in electric driving

reduces available EM power

for impulse start Critical

w.r.t. comfort & performance.

▪ Trade-off between

performance, comfort &

operation strategy.

INTRODUCTION & BACKGROUND

AVL Solution:

▪ Frontloaded virtual drive-

ability & NVH development

of hybrid impulse start.

▪ Model Based Development

of critical HW/SW interactions

& virtual driveability

evaluation.

▪ Addressing all aspects:

Control function & SW,

powertrain complexity, 3D

vehicle, driveability.








▪ Summary

OVERVIEW


NOVEL DRIVEABILITY DRIVEN POWERTRAIN DEVELOPMENT

WITH NEW 3D CO-SIMULATION TOOLCHAIN:

AIM: VIRTUAL DRIVEABILITY& NVH DEVELOPMENT

Detailed Model of

Powertrain HW

Detailed Model

Powertrain SW

& Calibration

3D Vehicle Model Powertrain Mounts & Wheel

Suspension

Elastic Driveline

Virtual

Driveability

Evaluation

Driveability

Targets,

Maneuvers








▪ Summary

OVERVIEW


TSS

AVL-DRIVE™AVL VSM™

AVL TSS*

Co-Simulation via AVL Model.CONNECT™ & Driveability Assessment:

3D CO-SIMULATION TOOLCHAIN

AVL TSS* – PT/Driveline, Function & SW

▪Mechatronic Powertrain/Driveline Model withcrank angle resolved accuracy.

▪ Concept to SOP level Impulse Start ControlFunction, SW & Calibration.

AVL VSMTM – 3D Vehicle

▪ Simulates Chassis & Powertrain Block Motions.

▪ Export of Driveability relevant signals for VirtualAssessment of (P)HEV Impulse Start.

AVL-DRIVETM – Driveability Evaluation

▪ Simulates Chassis & Powertrain Block Motions.

▪ Export of Driveability relevant signals for VirtualAssessment of (P)HEV Impulse Start.

TSS

* TSS = Torsional System Simulation


AVL TSS* for Non-Linear Physical Simulation of Mechatronic Powertrain & its Torsional Response:

▪ Gasoline or Diesel ICE: fast with crank angle

resolved torque.

▪ ECU Functions (e.g. State Control, Idle, OBD-Misfire).

▪ Torsional Vibration Damper e.g. DMF (MBS).

▪ Separation Clutch CL0 incl. Controller.

▪ E-Motor Model incl. Controller.

▪ Detailed TM: PGS, Clutches & Brakes

including TCU Model.

▪ Elastic Driveline, Differential, Suspension,

Elastic Tire incl. Interface to AVL VSM™.

▪ Powertrain Block Support Torque.

3D CO-SIMULATION TOOLCHAIN - AVL TSS

TSS Model

Engine

DMF

Sep. CL

E-Motor

TM & DL

Vehicle

Impulse Start Controller

Results Output

* TSS = Torsional System Simulation

TSS


AVL VSM for Precise Non-Linear PhysicalSimulation of 3D Vehicle Dynamics:

▪ Tire Slip Model e.g. Pacejka (1).

▪ Wheel Suspension.

▪ Powertrain Block Suspension with 6 DoF (2).

▪ 3D Vehicle Chassis Motion.

▪ Realistic simulation of signals required for

Driveability Evaluation with AVL-DRIVE™.

AVL Model.Connect as Co-Sim. Platform:

▪ Signal interfacing between TSS & VSM (3).

▪ Align very different sample rates of TSS & VSM.

3D CO-SIMULATION TOOLCHAIN - AVL TSS& MODEL.CONNECT

(3)

(1)

(2)


AVL-DRIVE for Evaluation of Driveability:

3D CO-SIMULATION TOOLCHAIN - AVL-DRIVEVIRTUAL DRIVEABILITY EVALUATION








▪ Summary

OVERVIEW


Main Impulse Start Driveability Evaluation Criteria:

Evaluation of Dynamics

1) Acceleration Build-Up Delay

2) Acceleration Increase Delay

3) Impulse Torque Build-Up

Evaluation of Comfort

4) Acceleration Build-Up Delay

5) Acceleration Increase Delay

6) Impulse Torque Build-Up

DRIVEABILITY EVALUATION IMPULSE STARTCRITERIA & ASSESSMENT SCALE

Driveability Assessment Scale:

Critical Simulated Signals evaluated with AVL-DRIVETM

w.r.t. listed evaluation criteria & rated vs.Driveability Assessment Scale:‘DR’ = Driveability Rating from 1 to 10

Note calibration of rating function for Impulse Start ongoing.


Dynamics Criteria:

(1) Acceleration (Ax) Build-Up Delay

Duration until 50% of Final LongitudinalVehicle Acceleration reached.

(2) Acceleration (Ax) Increase Delay

Duration until 90% of Final LongitudinalVehicle Acceleration reached.

(3) Impulse Torque Build-Up

Ratio between Surface Areas under Normalized Pedal Value & Longitudinal Acceleration Curves (i.e. green positive area minus red negative area, divided by area below black curve).

IMPULSE START DRIVEABILITY EVALUATION CRITERIA 1/2

Pe

da

l [%

] Trigge

r

100% Final Accel

0% Accel

Acce

l. [%

]

Normalized

Pedal Value

zero level

Time [s]

Pe

da

l [%

]

Normalized long. Acceleration

Normalized

Pedal Value

Zero Level

@Trigger of Imp.Start

Normalized long. Acceleration

Normalized

Pedal Value

Zero Level

@Trigger of Imp.Start Acce

l[%

]

Pe

da

l [%

]

Acce

l[%

]

Time [s]

(1)

(2)

(3) Poor

(3) Good


Comfort Criteria:

(4) Traction Reduction

Magnitude of drop in longitudinal acceleration signal; integration of acceleration over time where acceleration drops.

(5) Jerks (Standard Criterion)

Modulation of longitudinal acceleration up to 10Hz (not shown).

(6) Surge, & Surge Lateral:

Acceleration Vibration Dose Value (VDV) functions (10 to 50Hz, not shown).

IMPULSE START DRIVEABILITY EVALUATION CRITERIA 2/2

Trigge

r

Accel. [%

]

Peda

l [%

]

Time [s]

(4)








▪ Summary

OVERVIEW


Impulse Start – Measurement (4th Gear):

METHODOLOGY VALIDATIONCORRELATION 1/3

(1) Transmission

Pre-Control

(3) E-Motor

Speed Phase

Tri

gg

er

Imp

uls

e S

tart

(4) ICE Acceleration

via CL0

(2)CL0 Filling Phase

(1) Transmission Pre-Control:

Slip in Brake B

(2) Separation Clutch CL0:

Filling Phase

(3) E-Motor Speed Phase

(Kinetic Energy rise)

(4) Ramp up CL0:

Acceleration ICE Crankshaft

(5) ICE Firing & CL0 Opening

(6) Torque Handover:

EM ICE

(7) Brake B closing

(5) ICE Firing &

CL0 Opening

(7) Brk B

closing

(6) Trq Handover

EMICE


Impulse Start – Measurement vs. Simulation (4th Gear):


(1) Transmission

Pre-Control

(3) E-Motor

Speed Phase

(4) ICE Acceleration

via CL0

(5) ICE Firing &

CL0 Opening

(7) Brk B

closing

(6) Trq Handover

EMICE

(1) Transmission Pre-Control:

Slip in Brake B

(2) Separation Clutch CL0:

Filling Phase

(3) E-Motor Speed Phase

(Kinetic Energy rise)

(4) Ramp up CL0:

Acceleration ICE Crankshaft

(5) ICE Firing & CL0 Opening

(6) Torque Handover:

EM ICE

(7) Brake B closing

Tri

gg

er

Imp

uls

e S

tart

(2)CL0 Filling Phase


Impulse Start Driveability Evaluation – Measurement vs. Simulation (4th Gear):


SimMeas

DDR = 0.1

DDR = -0.3

DDR = 0.1

DDR = 0.9

DDR = 0.3

(3)

MeasSim

DDR = 0.0

DDR = -0.6

DDR = -0.1

DDR = 0.0

DDR = 0.0

(2)








Example #1 – Control Functions & Driveability

Example #2 – Robustness & Driveability

Example #3 – E-Motor Sizing & Driveability

▪ Summary

OVERVIEW


Proven methodology now applied to:

PHEV SUV with 1.8L TGDI & much more powerful E-Motor 90kW, AT8, 4WD, north/south configuration.

PHEV impulse starts at significantly higher initial propulsion power demand & driving speeds vs. earlier HEV validation vehicle.

SIMULATION EXAMPLES –APPLICATION OF METHODOLOGY

PG

S1 P

GS

2

PG

S3

PG

S4

InputshaftOutputshaft

Autm. Transmission

Wheels

Front Prop-Shaft

Rear Prop-Shaft

Sideshaft

Sideshaft Wheels

CL0

CLC


Impulse Start - Initial Configuration

PHEV, 55 mph, 6th Gear, ~50kW Propulsion Power with Hot ICE Condition

EXAMPLE #1A –CONTROL FUNCTIONS & DRIVEABILITY

Trigger

Impuls

e S

tart

Partly lower

Driveability Ratings

(1) Flat CLC Torque

(2) Accel. Overshoot

(3) Slow Accel of EM

(4) Accel. Dip

(1-4) Decel/accel. of inertia in

AT affects acceleration signal

+ -

(1)

(3)

(4) (2)

Ax_B

uild

-Up

Dela

y

Ax_In

cre

ase

Dela

y

Imp

uls

e T

rq

Bu

ild

-Up

Tra

cti

on

Red

ucti

on

Je

rks

Su

rge

DR 9.8 7.0 7.7 6.0 8.6 9.2


Shaped Torque in Transmission Clutch CLC


EXAMPLE #1B –CONTROL FUNCTIONS & DRIVEABILITY

Trigger

Impuls

e S

tart

(1+4) Shaped CLC Torque

(2+6) Flat Accel.

(3+5) Steeper EM Accel./Deceleration

(7) Late CL0 Open

(8) Accel. Oscillation

+(1)

(3)

(2)

-(4)

(6)

(5)

(7)

(8)

Jerks/Surge

Driveability

Ratings improved

Ax

_B

uil

d-U

p

Dela

y

Ax

_In

cre

as

e

Dela

y

Imp

uls

e T

rq

Bu

ild

-Up

Tra

cti

on

Red

uc

tio

n

Jerk

s

Su

rge

DR 8.8 8.6 8.7 9.3 8.8 8.4

DDR vs.

Exmpl. #1a-1.0

+1.

6

+1.

0

+3.

3

+0.

2-0.8


Shaped Torque in CLC & Timely Opening of CL0


EXAMPLE #1C –CONTROL FUNCTIONS & DRIVEABILITY

+-

Trigger

Impuls

e S

tart

(1) Timely CL0 opening

(2) Acceleration now smooth

(1)

(2)

Driveability Ratings

high & balanced

Ax

_B

uil

d-U

p

Dela

y

Ax

_In

cre

as

e

Dela

y

Imp

uls

e T

rq

Bu

ild

-Up

Tra

cti

on

Red

uc

tio

n

Jerk

s

Su

rge

DR 8.5 8.6 8.6 9.2 9.0 9.4

DDR vs.

Exmpl. #1b-0.3 0.0 -0.1 -0.1

+0.

2

+1.

0


Impulse Start with very low EM Power Reserve

PHEV, 65 mph, 6th Gear, ~65kW Propulsion Power, Cold ICE as 1st start from eDrive

EXAMPLE #3A –E-MOTOR SIZE & DRIVEABILITY

Trigger

Impuls

e S

tart

(1) Reduced torque compensation

(2) Long EM accel-eration phase

(3) Low available CL0 torque for ICE accel.

(4) Very small slip speed

(5) Early firing required

(6) Strong acceleration fluctuations

(1)

(2)(4)

(5)

(3)

(6)


As before but +5% EM Power & Recalibration

PHEV, 65 mph, 6th Gear, ~65kW Propulsion Power, Cold ICE as 1st start from eDrive

EXAMPLE #3B –E-MOTOR SIZE & DRIVEABILITY

(1)

(3)

(4)

(5)

(2)(1) Stronger torque compensation

(2) Short EM acceler-ation phase

(3) Safer slip speed

(4) Early firing still required Jerks

(5) Smoother

(6) Faster

(6)








▪ Summary

OVERVIEW


Novel & validated Co-Simulation Toolchain allows:

▪ Model to Driveability Based Development (M2DBD) of Hybrid Topology, Mechanical HW & Control SW Requirements & Features.

▪ MiL, SiL development of Functions, SW & Calibration.

▪ Continuous monitoring of vehicle behavior through dvpt. process & informed refinement of detailed HW/SW design.

SUMMARY

TSS

AVL-DRIVE™AVL VSM™

AVL TSS Mdl


ABBREVATIONS

AT Automatic Transmission HW/SW Hardware/Software

BMEP Brake Mean Effective Pressure ICE Internal Combustion Engine

CA Crank Angle IL In Line

CL Clutch MiL Model-in-the-Loop

CPA Centrifugal Pendulum Absorber SiL Software-in-the-Loop

DCT Dual Clutch Transmission OBD On-Board Diagnostics

DMF Dual Mass Flywheel PT Powertrain

DR Drivability Rating p2p Peak to Peak

ECU Electronic Control Unit TSS Torsional System Simulation

EM Electric Motor w.r.t. with respect to

HV High Voltage w / wo with / without

www.avl.com

THANK YOU

virtual driveability & nvh development of hev impulse

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