Home

Final report of the Research Program (VTP1) on an

1. TNO report TNO 2013 R11480 Final report 7 October 2013 90 90 8 Signature Delft 7 October 2013 el Paul Tilanus Henk Dekker Projectleider Auteur IFAo gt lt a No ee institut f r Fahrzeugantriebe amp Automobiltechnik T TNO innovation Graze for life CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix A 1 20 A A 1 A 1 1 A 1 2 A 2 Component models Appendices A and B reflect the status of the model library at the time the report was compiled Updated information can be found in the new version of the library The component models are categorized into different categories The models are categorized into the following categories e Auxiliary system e Chassis e Driver e Electrical components e Energy converters e Mechanical components e Rechargeable energy storage systems Each category contains component models related to that specific category Auxiliary systems Electric Auxiliary System The electrical auxiliary system is modelled using a constant electrical power loss Parau The current that is discharging the electrical energy storage laux iS determined as LD i tour of Pel atin Lt A 1 where x is an on off control signal for turning the auxiliary load on or off and u is the energy storage voltage Mechanical Auxiliary System The mechanical auxiliary system is modeled in the same way as the electrical auxiliary system u
2. Power k 0 500 1000 1500 2000 2500 3000 3500 D a WTVC slope 100 i 0 500 1000 1500 2000 2500 3000 3500 0 500 1000 1500 2000 2500 3000 3500 rot Speed rpm rot Speed rpm Figure 4 16 ICE operation points for a 248 HP engine running a WHTC propelling a 13 ton delivery truck at a WTVC on plane road and propelling a 13 ton delivery truck at a WTVC with applied road gradients IFA gt TU TINO Brace Institut fiir Fahrzeugantriebe amp Automobiltechnik a V 339 Oe CHALMERS UNIVERSITY OF TECHNOLOGY TNO report TNO 2013 R11480 Final report 7 October 2013 73 90 Figure 4 16 illustrates the resulting ICE operation pattern for the test vehicle running a WTVC Considering that the WHTC was generated using an 8 speed generic gearbox and the specific vehicle used for the study was equipped with a 12 speed gearbox the ICE operation pattern looks quite similar The operation points which occur at full load and high revs are caused by the implemented gear shift strategy where the gear change was locked for 4 seconds after a gear shift event in order to prevent multiple shift events at certain thresholds When the vehicle accelerates from standstill in gear 1 of 12 the time limit of 4 seconds Is too high and the engine revs up too fast Since the operation point on full load and high revs only appears during acceleration from standstill the gear shift strategy was not further development at this time
3. TNO innovation for life EE TNO report TNO 2013 R11480 Final report 7 October 2013 42 90 The second simulation can be used for HILS setup approval similar to Kokujikan No 281 section 8 page 11 Operation Check of HEV Model for Approval Instead of using the first 120s of the JEO5 driving cycle it is proposed here to use the first 140 seconds of the WTVC driving cycle without slope The simulation results can be used for comparison with HILS setup simulation results later to verify that the HILS system numerically produce the same results The same criterion as proposed in Kokujikan No 281 can be used The simulation results from this simulation are available in the SimResults folder for the series hybrid vehicle saved as a MATLAB mat file The simulation results are presented in Figure 3 8 mps ElecMac_tqAct_Nm Chassis_vvehAct_m 1200 1000 ps ElecMac_nAct_rad ReESs_iAct_A 0 565 o wn mm o o wn gt in gt wn ww ono an an an o an an ReES5_socAct_At o an w teti 20 40 60 60 100 120 140 see 20 40 60 60 100 120 140 Time 5 Time 5 Figure 3 8 Simulation results for the first 140 s of the WTVC driving cycle The engine torque and speed is omitted due to that the engine is either off or working at a constant operating point GEA WS et gt CEN FAD ETU TNO oaio A BY a i H ae Institut f r Fahrzeugantriebe Graze for life GNALMRRS amp Automobiltechnik H UNIVERSIT
4. 0 1 Physical interfaces Fluid interface Node Variable name Name Description Unit fluid out Pa p phys pressure Pa pressure Pa fluid fb in m3 s Q phys_flow_m8ps volume flow m s
5. G Silberholz A Kies H Dekker TNO 2012 R10679 Report of the Research Program on an Emissions and CO Test Procedure for Heavy Duty Hybrids HDH 27 September 2012 3 Working Paper No HDH 11 05e 11th HDH meeting 10 October 2012 4 Lino Guzzella and Antonio Sciarretta Vehicle propulsion systems Springer Verlag 2007 5 Autosar org Automotive open system architecture htto www autosar org 2013 6 Working Paper No HDH 03 03e 03rd HDH meeting 25 October 2010 7 Working Paper No HDH 07 03e 07 HDH meeting 12 October 2011 8 Development of a Worldwide Harmonised Heavy duty Engine Emission Test Cycle Final Report TRANS WP29 GRPE 2001 2 April 2001 9 Global technical regulation No 4 Amendment 1 ECE TRANS 180 Add 4 Amend 1 5 March 2010 10 TU Vienna Final report of investigations on Heavy Duty Hybrids HDH Working Paper No HDH 09 15 09th HDH meeting 21 March 2012 11 J Fredriksson E Gelso M Asbogard M Hygrell O Sponton and N G V gstedt On emission certification of heavy duty hybrid electric vehicles using hardware in the loop simulation 2010 12 Transmission and Gear Shift calculation in VECTO Working Paper No HDH 13 04e 13th HDH meeting 21 March 2013 13 JASIC Basic examination of WHDHC Working Paper No HDH 13 06e 13 HDH meeting 21 March 2013 Institut f r pae Sada ik GF A Ni E3 FA gt TNO ation aor TU TNO life EA CHALM ERS
6. and u is the control signal between 0 and 1 where 0 means disengaged or open and 1 means engaged or closed When the clutch is closed the Tn Tout TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix A 12 20 A 6 2 A 6 3 A 6 4 Continuous Variable Transmission CVT A conventional mechanical transmission can usually take a finite number of different numbers of gear ratios In contrast a CVT is a mechanical transmission that can take an infinite number of gear ratios The block structure is the same as used in transmission model and the same as used in Kokujikan No 281 Given the definition of a fixed gear ratio the output torque of a gear can be calculated as lat Noverlimtiovr A 32 where Toutis the output torque from the transmission Ney ris the gear ratio Tj is the input torque and ncv ris the efficiency of the CVT The efficiency is dependent on input torque speed and gear ratio ne m f Nery P f in imna A 33 where Wou is the output speed or the feedback speed If only torque losses are assumed in the CVT the transmission speed can be determined as Litre NOV T A 34 These equations are actually valid for all types of gears the main difference between a fixed gear and a CVT is the fact that the gear ratio can be changed continuously instead of in steps at discrete time instances This means that the gear ratio Ncv r can be controlled both in timing and in magnitude The act
7. be copied from Kokujikan No 281 yet that it should be allowed to apply already available data from the OEMs and their Tiers for correctly calibration the models Nevertheless the question how the reliability of this data could than be granted remains unsolved An important item within the test procedure is the definition of the test cycle In the current GTR and regulations all Heavy Duty engines are subject to test on the WHTC engine test cycle normalized engine speed and load to determine emission performance For HD Hybrid vehicles the WVTC cycle vehicle speed and normalized power seems appropriate yet the transformation through HILS towards engine or powertrain test cycle does require some additional measures The investigation is still on going At the same time the cycle work for calculation of the specific test results is subject in discussions Kokujikan No 281 refers to vehicle drive shaft work for both CO and pollutant emissions Especially the latter may more reliably be based on actual engine work as currently applicable and defined in GTR No 4 gt moan IFA gt ETU TNO mats amp Automobiltech CHALM ERS TNO report TNO 2013 R11480 Final report 7 October 2013 88 90 6 2 Recommendations Although many parts of the Kokujikan No 281 are suitable for adoption in a Global Technical Regulation it is clearly identified that many details need further discussion before a Heavy Duty Hybrid test procedure can be c
8. one direction The internal combustion engine is modeled in a similar way as the electric machine see Figure A 3 response model torge engine friction Figure A 3 Block scheme for internal combustion engine component model TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix A 10 20 A 5 4 The torque build up of the internal combustion engine is modeled in a similar way as the electric machine as a first order system l Tice J ice des A 27 fee ie where Tice is the engine s torque Tice is the internal combustion engine s time constant and Ticedes IS the demanded engine torque The demanded torque is the input signal to the system The model uses the same dynamics independent of engine speed The model also includes engine friction Trio and exhaust braking Tex These are modeled as function of engine speed and are implemented as maps The exhaust brake can be controlled i e on or off The model is also complemented with a simple thermodynamic model A thermodynamic model for the combustion engine is important to include if cold start is to be included in the test procedure and especially if different control strategies are used during cold operation and normal operation As the engine is equipped with its own cooling system the thermodynamical model for the engine is only covering the heating of the engine When the engine reaches it s normal operating temperature the c
9. sensor Tis Eng_taqCrkSftAct_Nm Tis Te Ts Eng_talndAct_Nm Wire Eng_nAct_radps Dice ng_tOi IAct_K Physical interfaces Chemical interface Appendix B 12 26 Description Crankshaft torque Indicated torque Actual motor speed Oil temperature Variable Node name Name Description chem fb out kg s phys_massflow_kgps fuel flow Mechanical interface Variable Node name Name Description mech out Nm Tice phys_torque_Nm torque Joo phys_inertia_kgm2 inertia mech fb in rad s Wice phys _speed_radps rotational speed B 9 Clutch Parameters and constants Parameter name J J eee Unit kgm kgm Description Inertia Inertia max torque transmitted Unit Nm Nm rad s Unit kg s Unit kgm rad s Name in Simulink model dat in inertia value dat out inertia value dat maxtorque value TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix B 13 26 Signal interfaces When using this component model the following control signals must be sent to the component model in a signal bus Node Variable name Name Description Unit cmd u Clu_ratReq_Rt requested clutch pedal position ratio 0 1 The following measurement signals are available from the component model Variable Node name Name Description Unit sensor Clu_flgConnected_B Disengaged or not Boolean Physical interfaces Mechanical interface Variable Node name Name Description Unit mech in Nm Tn phys_to
10. 1 covering the work packages in Task 1 and Task 2 are bundled in section 3 1 2 5 Task 1 5 Additional powertrain components library 2 5 1 Planetary gear set in old model structure According to the project time schedule task 1 5 started before the first OEM meeting could be held During the offering process it was assumed that a planetary gearbox model will be needed and therefore modelling was started To avoid several switches for each mounting condition in which the planetary gearbox could be operated vehicles propeller shaft connected to the sun gear the ring gear or the planetary gear carrier in general three different models have been developed for each condition The respective remaining two gears shafts can be connected freely to any rotating machine or can be locked Since the models have been developed from the white scratch different complex models are available A very simple planetary gear set for each mounting condition which does not consider efficiencies and inertias is available in the library Although there will be no demand if a gear set should be modeled accurately it can be used to check the principal function of a vehicle model with a planetary gear set A more developed model considers inertias of all rotating sections but still does not take efficiencies into account Modelling a gear set which considers inertias and efficiencies as well was started and one sub model where the propeller shaft is connected to the planet
11. 2 4 Warm up behaviour of engine coolant 110 90 80 60 50 Temperature oil C 40 20 y 0 00000000000002662037x 0 00000001260912698412x 0 00176891534391516000x 18 96825396825950000000 E Generic ETC StatP WHTC Constant temperature Poly Generic 20000 40000 60000 80000 100000 120000 140000 160000 heat loss power accumulated kJ Figure 2 5 Warm up behaviour of engine lubricant D innovation IFAo gt aU TNO for life EA amp Automobiltechnik TNO report TNO 2013 R11480 Final report 7 October 2013 20 90 The corresponding simulation model is shown in Figure 2 6 engine speed cooling fluid switch temperature Lookup table mechanical coolant engine power engine torque total heat loss heatloss power 1 heatloss energy power gt to coolant and oil to coolant and oil S D calorific power compare to fixed value cooling fluid temperature engine oil switch Lookup table temperature fuel consumption compare to fixed value engine oil temperature oil temperature Figure 2 6 Block scheme for engine coolant and oil thermal model In order to generate generic lookup tables for the warm up behaviour the values of the accumulated heat loss to coolant and oil are normalized to engine capacity The engine capacity is one input parameter in the engine parameter file and used to denormalize the engine warm up lookup tables for a specific eng
12. 5 Fig 3 but with altered amperage The highest charge i and discharge pulse amplitudes lhaa shall be the maximum pulse amplitudes of the in vehicle use of the storage The smaller pulses shall be calculated from this maximum values by successively dividing it by a factor of three for three times e g lrag 27A gives a sequence for the charge current pulses of 1 3 9 and 27A Chapter 5 paragraph 5 1 5 Calculation of direct current internal resistance and open voltage from Kokujikan No 281 is replaced with the GS 1 FA gt DATU TNO aion WES institut f r Fahrz uga ntriebe TU TNO life HEA amp Automobiltech CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 50 90 following procedure For each pulse with the pulse current Ipuise measure the idle voltage before the pulse Vetar in Figure 4 1 and the voltage at 1 5 and 9 seconds after the pulse has started V1 V5 and V9 3 345 3 34 3 335 3 33 star t 3 329 cell voltage oo ree ND 3 315 3 31 3 305 496 498 500 502 504 506 508 510 time Figure 4 1 Example for a single voltage pulse during a discharge pulse From this calculate Vi Vo V2 4 2 FS a o a Vi 2 Vs V In 1 Vg Vs Voo Vs additionally for a charge pulse V K T In 1 Ran Vo Vaa 1 pe or a discharge pulse V a vo Vo Tm Vso C Now the values for Ro puise Rpuise and Cpuise for a single
13. Fahrzeugantriebe TU for life ER ge zz ee amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 36 90 3 2 4 ription Unit Electrical elec in V phys_voltage_V voltage BOSS anin pyar A EWE Mechanical mech in Nm phys torque Nm e phys_inertia_kem2 inertia kom mech fb in rad s physspeed_radps speed rad s Mechanical mech in N phys_force_N N phys_mass_k e mech fb in m s phys_velocity_mps chem in J kg phys_specenergy_Ipkg specific energy J kg een fom m in g s nas fo fluid in Pa phys_pressure_Pa pressure J kg fuid fb in m3 s volume flow As forwarding is used feedback signals that go in to a block comes from the block in front of the current component block This means that from an energy perspective the energy that goes into a component block is given as the product of the input signal and the feedback output signal Similarly the energy that goes out from a component block is given as the product of the output signal and the feedback input signal As an illustrative example consider the model in Figure 3 3 The incoming energy energy flow power is determined aS Pjn elec in V X elec fb out A and the outgoing energy is given as Pout elec out V X elec fb in A Vehicle top level model structure The top level for all vehicle topologies looks the same It includes a driver model an ECU model block and its corresponding input output interfa
14. GTR No 4 For the moment COs emissions will be covered by local regulations Harmonization of the different local regulations into a GIR would require further development of and gaining experience with all newly introduced methodologies and tools This report specifically discusses the technical work on and results for procedures to measure pollutant and CO emissions by investigating 1 Defined HILS model library its verification and user manual 2 Proposed test procedure based on the Japanese HILS procedure and indication of required modifications and discussion points with regard to adaption for a Global Technical Regulation ih RR i 2 Sa IFA TU TNO innovation TAN E DANG Institut f r Fahrzeugantriebe Graze for life EE iiiz amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 3 90 3 Continued investigation into the test cycles and issues originating from use of a e vehicle cycle speed and normalized power profile leading to more vehicle specific test conditions e engine cycle normalized speed and torque profile HILS model library Based on the Japanese HILS models discussions with OEMs and stakeholders an extensive HILS library has been defined in Matlab Simulink a commonly used development engineering product by The Mathworks This library covers all current and near future expected hardware components for conventional and hybrid vehicles HILS models for all currently fo
15. However it can be seen that the percentage of full load is higher for the WHTC and the engine is burdened with lower load for that specific vehicle than at the WHTC This is also reflected by the amount of positive work delivered during the test run See Figure 4 15 Out of the deviation between positive WHTC and WTVC work road gradients were calculated as it is described in the previous section and another test run was made The WHTC work time curve could be tracked rather well for the first iteration Figure 4 15 and the ICE operation pattern was shifted to higher loads Figure 4 16 Even though the gear shift strategy did not perfectly match the WHTC strategy it could be shown that the engine load is adapted by the application of road gradients to adapt the road load to better match the WHTC load Finally the impact on emissions was investigated by using an emission simulation tool developed at TUG The results are illustrated in Figure 4 17 Even though simulating emissions includes reasonable uncertainties and the deviations between the investigated test cycles seem rather small when the pollutants are referenced to the delivered respective cycle work the approach looked promising Based on that it was decided to further investigate the described approach in VTP2 Emission simulation results kWh g kWh g kWh mg kWh mg kWh 50 40 30 20 10 cycle work NOx_RAW CO_TP HC_TP PM_TP E WTVC slopes m WHTC E WTVC F
16. TNO report TNO 2013 R11480 Final report 7 October 2013 39 90 La re E er T es Ga Mose Figure 3 5 3 3 2 3 4 DCT ee l paa STEET oa rT a rw Parallel hybrid vehicle model Ay ECU Switch Hardware Software wa T_T eye Parallel hybrid vehicle in Simulink The following control strategy has been implemented The control strategy is to use the electric machine below a certain vehicle speed and the combustion engine above that If the energy level stored in the accumulator is lower than a certain value the electric machine is used as generator and is then driven either by the engine or purely by the kinetic energy of the vehicle The electric machine is used for braking the vehicle when possible if the brake torque is not sufficient then the mechanical brakes are used as well The electric machine is also used for power assist when the desired torque interpreted from the accelerator pedal position is larger than the combustion engine can deliver The open source model can be simulated using the above presented control strategy New restructured model The same control strategy has been implemented also in the new restructured model and produces similar results as for the open source model Simulation results will be provided in the next subsection Task 2 4 Simulation
17. W phys speed_radps speed rad s TNO report TNO 2013 R11480 Final report 7 October 2013 B 3 Chassis Parameters and constants Parameter name m vehicle Ng r wheel ies Signal interfaces Unit kg kgm m kgm Description Vehicle mass Final gear ratio Final gear efficiency Final gear inertia Vehicle front area Drag coefficient Wheel radius Wheel inertia Rolling resistance coefficient Appendix B 3 26 Name in Simulink model dat vehicle mass value dat fg ratio value dat fg efficiency value dat fg inertia value dat aero af value dat aero cd value dat wheel radius value dat wheel inertia value dat wheel rollingres value When using this component model the following control signals must be sent to the component model in a signal bus Node cmd Variable name Name Chassis_tqBrakeReq_Nm Description Unit Requested brake torque Nm The following measurement signals are available from the component model Node sensor Variable name Vehicle wW wheel Met a Name Chassis_vVehAct_mps Chassis _nWheelAct_radps Chassis_massVehAct_kg Chassis_slopRoad_rad Description Unit Actual vehicle velocity m s Actual wheel speed rad s Vehicle mass kg Road slope rad TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix B 4 26 B 4 Physical interfaces Mechanical interface Node Variable name mech in Nm ee ree mech fb ou
18. and torque respectively see Figure A 6 le El Cop bri rt Joan vl or epee Ia 4 ae que i ati Bs a i A eien Da a a SC a Sar ties He e 7 Ath J Lt l ee La H IMI reo i Tork i f j w ean pet a Hla F ill Be d WE x pi ati abe a T ES ae oe FF re 7 a SF 2 s E y woah was apioa Tr ies a rerl eeku pity A A a c pith Lepus Brai i pel AE Baise a Ag ar r gor ys g cl AE A A J i i 1 Li a 4 es a i peat T A H ert uz Trg fi f F pi aoa 5 3 i a oo ns HS stg 3 i Ep aif eae l 3 i 1 af JE T gja e ale oc oral a a ai m Fe a 4 i E a Ea aa heil Tee pe 4 p a E F oe RT es ye ea ee a Pat ai 7 ee HAN T i ir p fari 4 9 r HE omer i ane Z i dat a b at a ys ae 7 TA fe y Si FA EEP iit us e A oe stiis ph fis aga Bere ee Z ef Eq 1 wy E a rag it 1 f a a ales Gallia of 1 ee Fi E J A r a S Tae ee ee E re ee E e e a ro 0 ee d a ara aae AES IE a a N G aa A Taas a8 OF ie a g 1 l p f D W Uza n o 04 0 5 5 Ey k gal PES SPEED aoe Ey E l 7 ed ee TE O i ce Joere or g Tiie cas on ee eee od eee Se aaa ENN rque Cony erter pa a pA r Fis Ga phn B Nag Fu cain Fluid well ming a _ pe r a kiima p Figure A 6 Torque converter characteristics example The speed ratio w and the torque ratio 7 is defined as wp Wout Win pe a des A 42 ip Tout Tin
19. becomes Froli fn vehicle gSign Vyeh Lee COS a A 10 where a is the road slope The gravitational force is F gra Thyehicle gsin a A 11 Caia The gravitational load can be position or time based Driver The driver model was prepared by following a modular approach and therefore contains different sub modules The model illuminated in Figure A 3 is capable of running a vehicle equipped with either a manual gearbox with accelerator brake and clutch pedal or a vehicle equipped with an automated gearbox where only accelerator and brake pedal are used For the manual transmission vehicle the decisions for gear shift maneuvers are taken by the gear selector sub module For automated gearboxes this is bypassed but can be engaged also if needed The present driver model contains a a Sub module controlling the vehicle speed PID controller TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix A 4 20 b Sub module taking decisions of gear change based on the VECTO gearshift algorithm see b c Sub module actuating the clutch pedal d Sub module switching signals either a manual or an automated gearbox is used For specific demands single sub modules can be easily removed or be planted in OEM specific driver models e g VECTO gear shift module for OEM specific driver model a The sub module controlling the vehicle speed is modeled using a simple PID controller It takes the reference speed from
20. control strategy m gt Input generic data and strategy D Verify model using SILS NGC gt OK Y HILS verification required YES Y Input verification vehicle data Verification vehicle component data i Run HILS Compare HILS NG gt D 11 90 Model functionality verification Investigate error causes Model accuracy verification NO Investigate causes and adjust model with measurement Test components t Component data gt Input component data Run HILS Verify reference SOC verification Driver model verification Adjust driver model PID controller Adjust initial SOC speed following NCP OK Verify ASOC within bounds gt NG gt OK t Calculation of fuel economy End Flow chart of certification process with the Japanese HILS method IFAD Institut f r Fahrzeugantriebe amp Automobiltechnik NS CHALMERS TY OF TECHNOL aA Exhaust emissions test 11 TNO innovation for life EE TNO report TNO 2013 R11480 Final report 7 October 2013 12 90 2 Task 1 Adaptation of the Japanese HILS Simulator for serial hybrid Task 1 as defined by the UNECE HDH informal working group consists of the following activities 1 1 Set up a serial HDH in the Simulator with the ECU as software in the loop as basis for further programming and software
21. defined Cycle transformation from HILS model output to engine test cycle see 4 3 2 3 and 4 1 2 4 paragraph 8 1 3 e A conversion method has to be defined from the HILS model output in high frequency to the lower frequency of the reference points of the VTP2 engine test cycle e g 100 Hz to 10Hz A high frequency at least 10Hz model output is necessary to depict torque interruption during gear shifts Consideration of traction force interruption and impact on emissions e The impact of traction force interruption during gear shifts on emissions like included in the WHTC has to be investigated VTP e Decision if the gear shift dynamics should be included in the resulting engine test cycle has to be made see 4 1 2 4 paragraph 8 1 3 E Should operation check of HEV model and HILS hardware using a software ECU be performed in advance to the HILS test HDH e Would require HILS dummy data see 4 1 2 1 item 7 and 4 1 2 4 item group 3 8 o gt innovation IFAo gt aeeTU TNO for life ZZ g l amp Automobiltechnik CHALMERS OF TNO report TNO 2013 R11480 Final report 7 October 2013 83 90 Table 5 4 OIL HILS model input parameters p ssue Cs Status How to define the vehicle test mass see 4 3 1 2 and 4 3 2 4 1 Vehicle classes 2 Specific vehicle half payload 3 Asa function of powertrain power representative for HD and HDH or differentiation necessary ae effect on drive cycle and dependent on cert
22. development 1 2 Add a software tool driver model which allows to run the Simulator with test cycles consisting of power and rom at the wheel hub and at the powertrain shaft as basis for the GTR HILS 1 3 Extend the Simulator with a library for non electric components 1 4 Meetings with OEM s and stakeholders to discuss relevant components to be included in a first version of the GTR HILS models as basis for tasks 1 5 and 1 6 1 5 Extend the GTR HILS Simulator with a library for powertrain components not yet included in the Japanese HILS model e g planetary gear box and power split others if relevant and possible 1 6 Extend the GTR HILS Simulator with thermal models for exhaust gas aftertreatment components coolant lube oil battery and electric motor where relevant according to task 1 4 1 7 Simulation runs and validation of basic functions The results of these activities are reported in the subsections of this chapter The reporting in this chapter is under complete responsibility of Chalmers University TU Vienna and TU Graz since this is the report of the earlier OICA sponsored project 2 1 Task 1 1 Serial HDH with ECU as SIL Since it turned out later in the project that there is a need to restructure the available Japanese vehicle models and the restructuring was confirmed within the HDH group the work processed with the Japanese models will since it is mostly no longer relevant for a GTR adopti
23. focus was laid on running the HILS method and using the WHDHC test cycle with stipulated power demand Since the Japanese HILS approach is a vehicle based test methodology using a speed cycle as input the rotational speed at the wheels is already defined implicitly Speed from WTVC and power from WHDHC defines the load point at the wheel hub entirely The so generated test cycle consists of a vehicle speed time curve and simultaneously defines the power to be delivered by the powertrain which would have been usually derived from the vehicle parameters vehicle mass rolling and drag resistance Depending on the specific test vehicle it will occur that there is a deviation between the power demand of the vehicle to run a certain speed on flat D ti IFA aU TNO na amp Automobiltech CHALM ERS TNO report TNO 2013 R11480 Final report 7 October 2013 62 90 WTVC and the power which is demanded by the new generated test cycle This power gap can be closed by adapting additional loads to the system Road gradients have been representatively chosen to increase decrease the road load to the vehicle Also headwind or a varying vehicle mass could have been chosen but a constantly varying mass during vehicle operation was supposed to force problems in the vehicles software In the end it does not matter since all actions are only intended to regulate the road load on the vehicle and therefore define how much work has to be delivered
24. for parallel hybrids as well as for serial ones even not thinking about alternative concepts were not satisfactory when using the known WHTC denormailization methods an alternative more practical method was developed Since currently insufficient data from HDH driving tests is available to generate an adapted method for HDH powertrains a reference cycle which is in general a WHTC should be denormalized by just using the rated power of a powertrain This would make the need of a full load curve and characteristic soeeds unnecessary at all Since the WHTC was derived from the WTVC and a normalized power time curve Is also part of the WIVC definition the most obvious assumption would be to LA A AN 22 IF AD TNO oration eg A TU TNO life EE Institut f r Fahrzeugantriebe amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 70 90 use that normalized power time cure to define the cycle work to be achieved by the WTVC with applied road gradients Figure 4 13 illustrates the normalized positive cycle work for WHTCs of 15 different combustion engines for the normalized power of the WTVC and for the average of these 15 specific engines For each engine the specific WHTC was calculated due to the shape of its full load and its characteristic speeds and then normalized by its rated power Depending on the shape of the full load curve the cycle work is different even if the rated power of two engine
25. get a power time curve which is identical to the WHTC on the positive side and representative for the amount of available recuperation energy on the negative side This test cycle should be used to test hybrid systems either on an engine test bed powertrain test or using the HILS method by following the test cycle and derive the specific ICE emission test cycle with a HILS model Powertrain test For the positive side of the WHDHC power time curve it would be possible to depict the rotational speed and torque time curves derived from the WHTC even though this is not really suitable for HDH full load curves see 4 3 1 3 Since gearshift events are already included in the power time curve this would be Suitable for pre transmission powertrain tests without a gearbox identical to the engine test But for the negative side only the power time curve derived from the vehicle dynamics is available Specific torque and rotational speed are not derivable nor are gearshift maneuvers included A generic tire radius a generic final drive ratio and a generic gearbox including the gearshift strategy would have been needed to generate a fully valid test cycle consisting of rotational soeed and torque which could be run on a pre transmission powertrain test bed Beside that also a redevelopment of the WHTC denormalization method for hybrid powertrains would have been needed So the WHDHC test cycle using a pre transmission powertrain test was rejected and the
26. input for determining the emission of a vehicle It was concluded that the results delivered would not always be comparable with conventional vehicles which are tested based on a pure engine cycle For that purpose a method was developed to adjust the power to be delivered during the run of a certain speed cycle equal to the power which would have to be delivered for a conventional engine at a test on the engine test bench Road gradients have been chosen to represent additional and lower loads to adjust the actual power demand for the vehicle Investigations on the exact determination of applied road gradients affected also by the final HDH certification methods are still on going but a vehicle speed cycle with defined power demand seems to be a Suitable solution for the needs of future hybrid drivetrain emission classification Based on the work carried out a large number of topics that currently remain unresolved are included in the Open Issue List A number of these topics are investigated in Validation Test Program 2 VTP2 Other items may still need to be discussed or added D ti IFA gt iiU TNO na amp Automobiltech CHALM ERS TNO report TNO 2013 R11480 Final report 7 October 2013 4 90 1 1 1 2 1 3 2 1 2 2 2 3 2 4 2 5 2 6 2 2 8 3 1 3 2 3 3 3 4 3 5 4 1 4 2 4 3 6 1 6 2 Contents SUNG EN E E E E EE E A A OT 2 ATO dUC ON ersan E e AEE arera 5 Reading guideline ascincieiccccnscniecenaessdnce
27. is very similar to the operating principle of a hydraulic system so introducing hydraulic systems also covers pneumatic systems The second important part of a hybrid system is the energy converter This is the part that converts the stored energy into mechanical kinetic energy for propelling the vehicle It is of course preferable if the same component can be used for converting mechanical kinetic energy to energy that can be stored in the energy storage system i e the reverse operation For a flywheel system either the kinetic energy is transferred directly via a mechanical transmission or transferred via an electrical transmission An electrical transmission requires conversion of kinetic energy to electric energy and back to kinetic energy and is usually done using an electric generator motor configuration For hydraulic and pneumatic systems the potential energy needs to be converted to kinetic energy this is usually done using a hydraulic pneumatic motor In reverse operation the motor is called a hydraulic pneumatic pump The components in a hybrid vehicle can be arranged in several different ways The ways the components are arranged are often referred to topology or vehicle topology For hybrid electric vehicles three different topologies are usually used series parallel and split see e g 4 In the series powertrain topology there is no mechanical connection between the combustion engine and the propelling wheels The p
28. necessary if an even worse vehicle is introduced in the market V1000 Front area GVW re km h m 10 kg certification necessary However in any case the negotiation with NTSEL might be necessary for OEMs since no regulation describes this proceedings Interestingly the gear change pattern is currently not considered for defining the worst case vehicle This in fact means that an OEM could certify a vehicle e g city bus with specific vehicle data and one specific gearbox ECU logic and he would be allowed to change the gearbox ECU s software without the need of recertification even though this could affect emissions Since defining the worst case vehicle for a hybrid HDV is quite difficult because there are more degrees of freedom influencing the ICE operation pattern and the resulting emissions practical solutions have to be found to minimize the full test effort see OIL C1 An example for a solution to reduce test effort could look like e Validation of a HILS model with one vehicle on the chassis dyno automatic gear changes by the gearbox ECU because no manual switching is possible e Use the validated HILS model and set standardized vehicle parameters gear ratios to run the HILS model Also Use standardized gear changes e g VECTO there and have the ICE certified for each bus in this vehicle class having the gearbox ECU on the HILS test rig for model verification and then change vehicle parameters and swit
29. needed so the common opinion was to avoid multiple ECUs at the test rig in order to reduce effort costs and complexity One approach is to define a representative hardware ECU which should be chosen for the test The surrounding ECUs should be represented as SILS solution in the interface model Regardless how multiple ECUs are handled finally a pure SILS solution is clearly preferred by the automotive manufacturers see also section 4 1 2 5 ECU and multi ECUs Discussions about actual ECUs at the test rig also raised the question of how to deal with dummy signals needed in order to avoid failure modes in the ECUs This can be handled either by the interface model or specific test modes are foreseen in the ECUs Of course it is than questionable if the software is still representative for the in vehicle behaviour see also section 4 3 2 5 Discussing the cold start issue at 20 C it was reported that the performance of several hybrid components battery inverter motor will not be temperature dependent at this temperature level This is convenient since then there is no need for costly temperature dependent component tests Issues mentioned above in this section are also stated in the OIL in chapter 5 Regarding the real world behaviour it was stimulated that auxiliaries are disabled in the HILS certification test run although they affect the control strategy of a hybrid system Since the WHTC for conventional vehicles does not consider a
30. only deliver reasonable values for the temperatures of the aftertreatment system during a cold start operation of the hybrid system as input for the hybrid control units to perform temperature dependent operating strategies If the generic parameters and maps are used the only required input parameters are engine rated power engine rated speed and engine idle speed The exhaust system is defined by five different modules numbered from 0 to 4 and are presented in the following sections Module 0 Turbocharger and multifold Module 1 First pipe section Module 2 First after treatment Module 3 Second pipe section Module 4 Second after treatment The model calculates the following output values where X value from O to 4 corresponds to the respective module i e component of the exhaust system t_m_X_out mass temperature of module X K t_exh_X_out exhaust gas temperature of module X K t tc X out thermocouple temperature of module X K D innovation IFAo gt meu TNO for life ZZ amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 22 90 2 6 3 This output values are available on the data bus inside the vehicle model and can be used as inputs for the respective control units of the hybrid vehicle Electric components The temperatures of the electric storage and the electric motor are calculated by an energy balance of the energy losses heating up the respective component
31. phase one of the project it was concluded that HDHs will have to undergo a cold start test similar to conventional internal combustion engines in the GTR No 4 9 The ECUs of HDHs will need plausible information on the temperature levels of all relevant components to select the correct running strategies To provide reasonable temperature signals relatively simple thermal models were developed and integrated into the HILS simulator 2 6 1 Engine coolant and lube oil As a first step an EURO V engine with SCR system was measured on the engine test bench at the Institute for Internal Combustion Engines and Thermodynamics at TU Graz to gather data for the temperature behaviour during warm up of the engine The temperatures of the engine lube oil as well as temperatures of engine coolant at inlet and outlet of the inner cooling circuit were measured during three different warm up cycles WHTC ETC stationary operation point In order to generate a simple model for the engine warm up and keep the effort to generate input data to a minimum the following method was used to calculate the oil and coolant temperatures during warm up by usage of lookup tables 1 From the measured instantaneous fuel consumption and the net calorific value of the fuel the introduced energy to the combustion chamber per time unit i e calorific power is calculated 2 From this introduced calorific power the mechanical power delivered by the engine is subtracted giving th
32. procedure It was agreed that the model validations in VTP2 will be performed according to the provisions in Kokujikan No 281 as long as they are valid for the new proposed model structure The main purpose is to gain knowledge and identify gaps for a GTR implementation Since the model validations have not been finished yet it cannot be reported fully but expertise so far which was gathered during tests and ANNA i i Bee FA TU TNO innovation N k re a H IE Institut fiir Fahrzeugantriebe Graze for life ER ex amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 54 90 discussions with our Japanese colleagues with very special thanks to Mr Nobuya Osaki will be outlined The following numbering does not correspond to the numbering of chapter 5 Kokujikan No 281 1 ECU and multi ECUs In chapter 1 of Kokujikan No 281 the hybrid ECU is defined as one part of the HILS system to be tested For the addendum to the GTR a definition which control units of the real vehicle have to be used in the HILS system is necessary A Japanese study referenced in 7 concerning the usage of multiple ECUs in the HILS procedure concludes that some functionalities will have to be included as software part in the OEM specific unique interface model in order to minimize the effort for the certification process In this case just the control units with major hybrid control functionalities would be included as ha
33. program Validation Test Program 1 VTP1 on an emissions and CO test procedure for Heavy Duty Hybrids HDH The work is performed according to Specific contract SI2 631381 The project team structure and the relations with the contractors outside the scope of the contract are displayed in the figure below Contracting party European Commission DG Enterprise Bernardo Martinez de Miguel TNO consortium TNO Framework Manager Project Manager Nina Waldhauer Paul Tilan s TNO TUG TU Vienna IFA Chalmers Technical Lead Technical Lead Technical lead Technical lead Henk Dekker Stefan Hausberger Christoph Six Jonas Fredriksson TNO TUG IFA Chalmers researchers researchers researchers researchers Legend _ Parties inside the scope of this contract _ Parties subcontracted by the consortium Figure 1 Project team structure Pau Tilanus replaced Martijn van Ras on 15 06 2013 The overall HDH research program is executed by the Institute for Powertrains and Automotive Technology of the Vienna University of Technology The Institute for Internal Combustion Engines and Thermodynamics of the Graz University of Technology and The Department of Signals and Systems of the Chalmers University of Technology and the department for Sustainable Transport amp Logistics and Powertrains of TNO in The Netherlands The project is sponsored by the European Commission A Sy PRG A S E Ng Nod d aN Institut f r Fahrzeugantriebe Graze
34. really fit for hybrid powertrains Figure 4 12 gives an example IWHTC accumulated pos work kWh ii AF i gai brs Cah 1S 31450 5ra TAHI Cycle time ICE Electric Drive Motor iCE Parallel Hybrid WHTC ICE Electric Drive Motor WHTC Parallel Hybrid WHTC Electric Drive Motor Parallel Hybrid Figure 4 12 Comparison of cycle work and operating points for a 200kW ICE a 200kW parallel hybrid powertrain and a 200kW electric machine using the WHTC denormalization method Denormalizing a WHTC with a parallel hybrid powertrain full load curve will lead to a shift of rotating speeds to lower speeds This is caused by the idle speed of the powertrain which is zero for hybrids in general Caused by this shift of rotating speeds and the shape of the full load curve the positive cycle work using the hybrid powertrain full load to denormalize the WHTC is here 17 lower than for the conventional vehicles propulsion engine with same rated power A fair comparison would not be possible between conventional HD and HDH vehicles since there would already be a difference in the demanded cycle work For serial hybrids it is even worse because the engine which is compared to the conventional vehicle can only be the one which is responsible for propelling the vehicle directly This would be one or more electric machines and their full load characteristics are completely different to common ICEs Because the results
35. storage systems Each category contains component models related to that specific category The model library is part of a toolbox The toolbox is organized as shown below HILS_GIR eb hea eee wee cae eee eeu rs The main folder gt Documentation Model documentation is located here Pa Derren gC 168s icc cheese ccna Data of the different driving cycles gt LIBPATY 2 cae escines errerrrr Ts The model library is located here gt ParameterFiles Template parameter files for all models copy if used PHS PGi cece acensecncecees es bene All additional files for the HILS model library are stored here le Pe ee ee ee ee Vehicle models are stored here wet oT re ee Models for parallel hybrid vehicles gt PostTransmission Post transmission hybrids powertrains gt ParameterData Data of the different component models gt SimResults Simulation results gt PreTransmission Pre transmission hybrid powertrains gt ParameterData Data of the different component models gt SimResults Simulation results pee Se ee ee ree ee ee series hybrid powertrains gt ParameterData Data of the different component models gt SimResults Simulation results The different directories contain files important for the toolbox and library to work The library is developed for MATLAB 2012a Documentation A directory containing the documentation of the different com
36. the HILS tool to derive the ICE operation pattern has still some open tasks to be solved In fact a HILS model run would be needed for each derivate of a vehicle e g with spoiler without spoiler to depict its CO value This seems not feasible Different approaches e g comparative factors need to be found It cannot be reported here in detail because the investigations are still on going 3 1 6 Summary Identified comments issues that needed to be addressed based on OEM feedback are e Changes allowed in interface model e Consideration of traction force interruption at the HILS model run e Test cycle command frequency for an engine emission test e Possibility of certifying HDHs using a WHTC engine test e Multiple ECU handling e Dummy signal handling ECU test modes All issues are also Summarized in the OIL in chapter 5 3 2 Task 2 2 Set up a data bus system in the model To set up a simulation tool which allows a well defined selection and combination of the components included in the library in the HILS simulator the structure of a data flow shall be adapted The structure shall follow a bus system or similar with defined interactions of each module of the library The design shall simplify adaptations of the HILS simulator to different hybrid systems in the future type approval applications This task has partly changed from the original description with as the main reasons e Components are represented in differ
37. the gas A simple assumption is that the gas pressure is approximately equal to the fluid pressure p pg this means that there are no pressure losses Furthermore if no heat transfer to the surrounding is assumed the hydraulic pressure in the accumulator is given as MaRi pP Vy A 57 As mentioned this assumption means that there are no losses in the accumulator A simple heat transfer model can rather easily be introduced to handle the case if the model is not accurate enough TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix A 20 20 Moly t I ane L hAlba Pw A 58 where c is the charge gas specific volume h is the heat transfer coefficient of the accumulator A is the accumulator s wall area and 3 is the accumulator wall temperature The accumulator model has then two dynamic states the volume and the temperature The pressure p is still determined through A 57 This model describes the accumulator dynamics with a simple loss model A reservoir can be modeled in the same way TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix B 1 26 B Interface signals This appendix shows how the Simulink implementation structure the parameter data and the model equations are related between each other B 1 Electrical Auxiliary Systems Parameters and constants Parameter name Unit Description Name in Simulink model Pisa W Auxiliary system load _ dat auxiliaryload value S
38. there are many kinds of HD vehicles with the same engine and in premise of keeping the sameness of exhaust gaseous emission and performance it is also allowed to use standard vehicle specifications described in Kokujikan No 155 see tables below Basically an OEM can decide freely if he uses real or standardized vehicle specifications for a certification e Incase of using standardized vehicle specifications An OEM is able to introduce a new vehicle with an already certified ICE in a certified category without a new certification like it is handled for the WHTC But this in fact means that the gearbox is not part of the certified powertrain standardized gear ratios and a standardized gear changes provided by a conversion program have to be used So practically only a pre transmission powertrain test like the Japanese system bench test can be run to certify the engine The combination of internal combustion engine and electric motor can be sold with any number of different gearboxes and gear shift strategies If the gearbox would be part of the certification which can be done as well the current Japanese legislation would require to have the same gearbox as well as the same gear shift logics in each vehicle the powertrain is mounted and sold One additional thing to be noted is in case of using standardized vehicle specifications a bus and a truck are handled in the same specification which means the air resistance is also the same
39. this approach would limit the emissions per unit vehicle propulsion work done to the same level as for conventional vehicles That means a hybrid powertrain is allowed to generate as much emissions per unit vehicle propulsion work done as a conventional combustion engine From an engine point of view this approach would allow a combustion engine in a hybrid powertrain to generate more emissions per unit engine work done than a conventional combustion engine due to the recuperation of work performed by a HDH For this approach also a method for taking into account the deviations between simulated reference work and actual measured work of the combustion engine similar to the method proposed in Kokujikan No 281 has to be defined b Refer to the delivered work of the combustion engine in the test cycle In this case the reference value would be the integrated combustion engine power measured in the emission test run on the engine test bench From an engine point of view this approach would limit the emissions of a combustion engine in a hybrid powertrain to the same level of emissions per unit engine work done as a conventional combustion engine From a complete vehicle point of view this approach could limit the emissions per unit vehicle propulsion work done to a lower level as for conventional vehicles as it would not account for possible additional EM work available due to brake energy recuperation 4 1 2 5 Chapter 5 HILS verification test
40. 0 1400 1600 1800 Time s Figure 4 11 possible sections of negative road gradients for a balanced altitude For a vehicle with a high power to mass ratio which would deliver too few cycle work during a WIVC and would therefore have to run uphill when applying road gradients the approach of balanced altitude seems reasonable because it is supposed that the amount of available energy for recuperation is underrepresented for that vehicle also braking during positive road gradients but for a vehicle with a very low power to mass ratio the WTVC with road gradients would anyway go downhill during the entire test cycle to track the positive WHTC cycle work There would be no possibility to gain altitude again during sections of deceleration which also means that the vehicle would have an advantage by recuperating energy downhill To solve that problem road gradients at deceleration sections see Figure 4 11 could at least be removed set to zero This would not balance the altitude which is In fact only an imaginary one but would make high and low powered vehicles comparable Only setting negative road gradients for high power to mass vehicles and zero road gradients for low power to mass vehicles at sections of deceleration in the WTVC will not result in a fair comparison even though the positive cycle work is identical with the respective WHTC for both methods Probably setting the road gradients to zero for all vehicles during sections of dec
41. 1 Operation Check of HEV Model for Approval Instead of using the first 120s of the JEO5 driving cycle it is proposed here to use the first 140 seconds of the WTVC driving cycle without slope The simulation results can be used for comparison with HILS setup simulation results later to verify that the HILS system numerically produce the same results The same criterion as proposed in Kokujikan No 281 can be used The simulation results from this simulation are available in the SimResults folder for the series hybrid vehicle saved as a MATLAB mat file The simulation results are presented in Figure 3 11 ps mE eee ee ee Chassis_vVehAct_m 0 200 400 600 800 1000 1200 1400 1600 1600 _Fadps Cee ee ee ElecMac_nAct_rad pes 0 200 400 600 800 1000 1200 1400 1600 1600 EEE ce ee 1 EERS EERI EEEE Peery Cierra ee re eed CoCo 2 eee eG eae 2 ee 0 200 400 600 800 1000 1200 1400 1600 1600 285 hm oO o Mo j n ReESS uAct Y Mo mo an Mo bezi 200 400 600 800 1000 1200 1400 1600 1600 Time s i an ElecMac_tqAct_Nm an o 200 400 600 800 1000 1200 1400 1600 1800 Eng_tqAct_Nm 200 400 600 800 1000 1200 1400 1600 1600 ReESS_iAct_A 0 200 400 600 800 1000 1200 1400 1600 1800 0 7 r O S 0 i oO ti 0 D T g2 i i i 9 200 400 600 600 1000 1200 1400 1600 1800 Time 5 Figure 3 10 Simulation results from simu
42. 1 2 Adaptations and remarks to Kokujikan No 281 In this section the execution of the Kokujikan No 281 which includes the procedures for component testing and the validation of the HILS setup is reviewed and comments are given on respective sections according to the practical knowledge gained during the validation test programs yet For a better traceability the numbering of the following subsections corresponds to the numbering in Kokujikan No 281 Sections paragraphs and items of Kokujikan No 281 not mentioned in section 4 1 2 are considered as valid also for a GTR adoption and are therefore not explicitly mentioned 4 1 2 1 Chapter 1 HILS system definition 2 Software to be used According to the new structured HEV models it will not be possible to define the respective HEV model for approval prior to the test Only the components and the guideline how to use them can be specified Furthermore there is no need for a fuel efficiency calculation assisting program since the GTR aims to regulate emissions and not fuel consumption for HEVs at first The Hermite interpolation program as it was kindly provided by JARI remains valid o gt innovation IFAo gt aeeTU TNO for life ZZ g l amp Automobiltechnik CHALMERS OF TNO report TNO 2013 R11480 Final report 7 October 2013 47 90 6 HEV model for approval Since the models have been changed for a GTR adoption this section need adaptation Appendix A describes the new component mode
43. 1 4 TONE handling disabled How to avoid ECU failure modes due to missing signals on the HILS test rig see 4 3 2 5 e Dummy signals generated in OEM specific interface e Software switch in ECU ECU test mode simplified software failure group Where is the borderline between HILS and SILS Kokujikan No 281 have to be checked depending on VTP2 outcome see Tolerances between measurement test run chassis dyno or system bench and simulation run for HILS model verification specified in VTP 4 1 2 5 A ANE se IFAo gt TNO ation aly Ly Institut fiir Fa es TU TNO life amp Automobiltec CHALM ERS TNO report TNO 2013 R11480 Final report 7 October 2013 84 90 pe ssue i Status Priority Validation criteria for model verification according to Kokujikan No 281 chapter 5 paragraph 6 do not include the rotational speed of the combustion engine as separate criterion vehicle speed for chassis dyno test or engine rev for system bench test validation Should rotational speed of the combustion engine be included as separate permanent criterion see 4 1 2 5 Table 5 6 OIL cold start Status Priority Cold temperatures 20 C are no issue for component performance BUT Is there a need to represent overheating in the HILS model or is it possible VTP2 to assume normal operation see 3 1 4 and OIL D7 Engine mapping at warm and cold temperatures necessary Hermite interpolation for fricti
44. 13 R11480 Final report 7 October 2013 Appendix B 9 26 B 7 Hydraulic pump motor Parameters and constants Parameter name Unit Description Name in Simulink model Jpm kgm Inertia dat inertia value T Time constant dat timeconstant value D m Displacement volume dat displacement value n volumetric efficiency dat volefficiency Nm mechanical efficiency dat mechefficiency PI controller dat ctrl Signal interfaces When using this component model the following control signals must be sent to the component model in a signal bus Variable Node name Name Description Unit cmd Hpm_nReq_radps Requested speed rad s Hpm_flgReqSwitch_B Switch speed torque Boolean Hpm_tqReq_Nm Requested torque Nm The following measurement signals are available from the component model Variable Node name Name Description Unit sensor Fez Hpm_taActAct_V Actual machine torque Nm Wom Hpm_nAct_radps Actual machine speed rad s Qin Hpm_flowAct m3ps Actual volumetric flow m s Dace Hpm_plnAct_Pa Accumulator pressure Pa Dies Hopm_pOutAct_Pa Reservoir pressure Pa TNO report TNO 2013 R11480 Final report 7 October 2013 Physical interfaces Fluid interface Node Variable name Name fluid in 1 Pa Dix phys pressure Pa fluid in 2 Pa Dies phys pressure Pa fluid fb out m3 s Qm phys_flow_m3ps Mechanical interface Variable Node name Name mech out Nm ie phys _torque_Nm Jpm phys_inertia_kgm2 mech fb in rad s Wom phys speed_radp
45. As the ingoing torque Tn and the outgoing speed or feedback speed Wout are known together with A 41 and A 42 the outgoing torque Tout can be determined In Figure A 7 a schematic picture of the torque converter model is presented TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix A 15 20 gt torque in speed speed ratio torque rahe P 7 map d i h O i feechack speed Torque aut Figure A 7 Torque converter block scheme model A 6 8 Transmission The transmission is modeled as two gears in contact with a ratio Of lgear Wout Win l genr A 43 Losses for the gearbox is considered to be torque losses meaning that Tout is actually calculated as Tout Vint geartigear tin S10 A 44 lin gear Neear Lin gt 0 Losses are given for each gear The total gearbox inertia depends on the active gear Jot Jin sear Jyearbor A 45 The model also includes a clutch in order to get a torque interrupt The number of gears is set by a parameter TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix A 16 20 A 7 Rechargeable energy storage systems A 7 1 Battery Resistor model The battery is modeled using a resistor model see Figure A 8 R WAM gt H Figure A 8 Simple battery model The battery voltage can be determined from Kirchhoff s law as u e Ry A 46 The open circuit voltage e and the internal resistance R are depending of ener
46. D paR U TNO Meky ge WAN ife EE keea A Institut f r Fahrzeugantriebe Graze for life amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 53 90 8 2 Replacement of test torque value at time of motoring This paragraph shall be valid For hybrid vehicle testing different than for conventional engines in GTR No 4 paragraph 7 4 7 sub item b only the values from the engine friction torque curve shall be used if the torque of exhaust gas measurement cycle obtained according to paragraph 8 1 3 becomes negative 11 Calculation of Integrated System Shaft Output The usage and hence the underlying definition of the integrated shaft output of the hybrid system for calculating the emission mass of exhaust gas per unit work done in the test cycle has been discussed in the GRPE Informal HDH Working Group But it still has to be decided what should be the reference value for calculating specific emissions This is still an open issue and marked in the OIL in chapter 5 see OIL C5 Basically there are two options for the reference value for calculating specific emissions i e emissions per unit work done a Refer to the total delivered work needed for vehicle propulsion in the test cycle In this case the reference value would be the integrated system shaft power i e the sum of power delivered by combustion engine and electric motor according to Kokujikan No 281 From a complete vehicle point of view
47. Developing the Methodology for Certifying Heavy Duty Hybrids based on HILS and sponsored by the European Commission The work in VTP1 targets the identification of issues and possible improvements for applying HILS methodology specifically based on the Japanese Kokujikan No 281 regulation towards implementation in a Global Technical Regulation more specifically towards GTR No 4 6 1 Conclusions The main objectives of Task 1 are e The preparation of a serial hybrid model using SIL simulation e Providing additional powertrain components models in order to meet stakeholder demands and ensure the establishment of a comprehensive model library e Providing different driver models in order to be able to perform model test runs investigate the model behaviour and the impacts of different test cycles With regard to the previous bullet points the achievements can be summarized as follows e A basic serial hybrid model provided by our Japanese colleagues could be extended and model test runs could successfully be performed with new components different driver models and different vehicle parameters e New powertrain components have been developed and already transferred into the later introduced new model structure except planetary gear set e The implementation of a driver model capable of running a test cycle referenced to a certain power time curve could be successfully tested but faced some serious weak points related to the test cyc
48. G IFA TNO Provide the interface system for real ECU s IFA TUG Adaptations and improvements on the methods for component testing CH TUG IFA TNO test cycle definition and simulation method according to demands of industry and Commission Task 1 of the UNECE HDH informal working group Adaptation of the Japanese HILS Simulator for serial hybrid is not part of the contract This work is carried out by IFA TUG and Chalmers in a project sponsored by OICA In this final report focus is given to technical investigation of issues and evaluation of results WP1 from this project is therefore not explicitly included in this report directly though indirectly covered in the other WPs The results of Task 1 of the UNECE HDH informal working group though not part of this project are however on request of the EC and OICA included in this final report ay AQ Be iN PRS NBN EN G IFA o gt ETU TNO innovation Si PUN is r TAS SAE Institut f r Fahrzeugantriebe Graze for life f a amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 7 90 1 1 Reading guideline This report is structured according to the project tasks as defined in the table on the previous page indicating the high level activities for Validation Test Program 1 VTP1 Since the relations between the described issues mentioned in the different sections of the report are rather complex and not alway
49. O mete amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 85 90 Table 5 8 OIL COs interface Status Priority Different approaches to be investigated for HDH CO determination direct speed and torque interface if vehicle dependent CO2 declaration would require a HILS test run for each vehicle vehicle speed and power represented by road gradient mini cycle or moving average as input to match VECTO power VECTO vehicle parameter and drive cycle used for HILS model Vehicle family concept with one FC bonus factor others Partly investi gated in VTP2 Handling over power demand for auxiliaries from conv HDV CO calculation program e g VECTO will not be desirable conv HDV calc program would need to be able to represent all HDH accessories and their actuation even no decision made yet in European CO group for conv vehicles how to handle auxiliaries for FC D innovation IFAo gt aeeTU TNO for life ZZ amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 86 90 6 Conclusions and recommendations This report is the final report of the work of TUG IFA Chalmers and TNO performed within the research program on an emissions and COs test procedure for Heavy Duty Hybrids HDH This report specifically refers to Validation Test Program 1 VTP1 The work is performed according to specific contract 12 631381 titled
50. TNO ation TNO life m ys TU Mobility Van Mourik Broekmanweg 6 2628 XE Delft F GE s Ave uN wd ees Ni CN A N CE oP ey WON y A Institut f r Fahrzeugantriebe CHALMERS amp Automobiltechnik P O Box 49 TNO report 2600 AA Delft The Netherlands TNO 2013 R11430 Final report www tno nl Final report of the Research Program VTP1 T 31 88 866 30 00 i F 31 88 866 30 10 on an Emissions and CO2 Test Procedure for infodesk tno nl Heavy Duty Hybrids HDH Date 7 October 2013 Author s Christoph Six Vienna University of Technology IFA Gerard Silberholz Graz University of Technology Jonas Fredriksson Chalmers University of Technology Stefan Hausberger Graz University of Technology Henk Dekker TNO Sustainable Transport amp Logistics Paul Tilanus TNO Sustainable Transport amp Logistics Erik van den Tillaart TNO PowerTrains Example number TNO 060 DTM 2013 02474 Number of pages 136 incl appendices Number of 2 appendices Sponsor European Commission DG Enterprise and Industry Directorate D Industrial Innovation and Mobility Industries Project name Developing the Methodology for Certifying Heavy Duty Hybrids based on HILS Specific Contract Sl2 631381 implementing Framework Service Contract No ENTR 2009 030 1 Lot 4 Eco Innovation Techniques in the field of the Automotive Safety Project number 033 22988 All rights reserved No part of this publication may be rep
51. Y OF TECHNOLOGY TNO report TNO 2013 R11480 Final report 7 October 2013 43 90 3 4 2 From Driver ToEngine a Engine ver2 l i Teminator Clutch Parallel hybrid vehicle A parallel pre transmission hybrid powertrain model is built using the component models in the library The vehicle modeled corresponds to a 6 tonnes vehicle powered by a 192kW engine and 52 kW electric machine and a small 2kWh electrical energy storage The Simulink model of the vehicle is shown in Figure 3 9 it is also available as one of the example model in the model library hilsmodel parallel pretrans example mdl gt r FromEngine gt gt Pirom model FromRes gt gt WS_out FomCutch gt gt ii D C FromEimoto gt gt To Girt From Ctri tomGearboxr a ctri in ns FromChasisl gt gt Se FromAux _ gt p FromChass eo FromEngine C Fromchasssl A ToCliutch gt lt _ FromCiutch ToGearbox gt gt a G 2 gt ToEngine gt gt Cont Pt oa t Battery Resstor model Mechanical gearing FromResq N fiama FromEImoto 7 gt J Tou gt gt Figure 3 9 Parallel hybrid powertrain in Simulink 3 4 2 1 3 4 2 2 Reference ECU model for SILS A simple control strategy has been developed and implemented in order to be able to simulate the vehicle it is the same as mentioned in th
52. _ brake torque Nm Physical interfaces Mechanical interface Variable Node name Name Description Unit mech in Nm Tn phys_torque_Nm torque Nm phys_inertia_kgm2 inertia kgm mech out Nm Ta phys_torque_Nm torque Nm phys_inertia_kgm2 inertia kgm mech fb in rad s phys speed _ radps rotational speed rad s mech fb out rad s phys speed _radps rotational speed rad s B 14 Spur gear Parameters and constants Parameter name Unit Description Name in Simulink model TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix B 19 26 dloni kgm inertia dat in inertia value or gear ratio dat in ratio value Nsput efficiency dat in efficiency value Signal interfaces When using this component model the following control signals must be sent to the component model in a signal bus Node Variable name Name Description Unit cmd no ctrl signal The following measurement signals are available from the component model Node Variable name Name Description Unit sensor no signal Physical interfaces Mechanical interface Variable Node name Name Description Unit mech in Nm Tn phys_torque_ Nm torque Nm phys_inertia_kgm2 inertia kgm mech out Nm Toy phys_torque_Nm torque Nm Jou phys_inertia_kgm2 inertia kgm mech fb in rad s Wout phys_speed_radps rotational speed rad s mech fb out rad s Win phys _speed_radps rotational speed rad s B 15 Torque converter Parameters and constants Parameter name Unit Description Name
53. a start SOC where the SOC is balanced over the entire test run e Chassis dyno powertrain run with identified start SOC from HILS model tests e Model re verification in order to fulfill the criteria for the range of electricity balance For the calculation of the energy conversion value in paragraph 6 2 3 chapter 5 the formulas specified in paragraph 8 1 4 chapter 4 are used 5 Re certification Re Verification Derived from the current Japanese regulation several questions raised internally and during the OEM meetings regarding the need of a re certification re verification of a vehicle vehicle model This section should summarize the insights so far A model re verification is necessary if e The HILS system is used the first time e The hybrid system layout of a verified HILS model is changed even though the same components are used e Changes are made on the component models e g structural change increase of input parameters e The application of components changes e g transmission is set from automatic to manual e Delay time or time constants of engine or electric motor models are changed e Cases of other reasons appear D ti IFA iiU TNO na amp Automobiltech CHALM ERS TNO report TNO 2013 R11480 Final report 7 October 2013 58 90 Cases of other reasons protects against the occurrence of unexpected failure of a HILS accuracy verification due to a free change of any specification where an example ca
54. ain models modeled using the model library It contains one series hybrid powertrain model and two parallel hybrid powertrain models one pre transmission parallel hybrid powertrain model and one post transmission parallel powertrain model 3 2 12 Summary In order to fulfill the task a new model structure has been proposed and implemented Also a new model library has been developed based on the model structure Component models build up the model library Using a component based modeling philosophy offers flexibility for different hybrid systems and makes it easy to include new or future hybrid systems The component models in the library are based on the Japanese component models presented in Kokujikan No 281 with modifications to fit the proposed model structure 3 3 Task 2 3 Adapt the software to simulate a parallel HDH The software package with ECU functions implemented as software SILS shall be tested also for parallel hybrid systems For this work software for ECU functions of a parallel hybrid has to be developed adapted 3 3 1 Open source models The open source parallel hybrid model that was provided by JARI has been complemented with an ECU control strategy and a driver model see Figure 3 5 The driver model is the same as developed in Task 1 out of scope of this contract k AA N i i 2 IFAD ETU TNO ation Wha ASA oY es f Ey Institut f r Fahrzeugantriebe G raz for life iiiz H amp Automobiltechnik CHALMERS
55. also still under investigation This provision was once established in Kokujikan No 281 because concerns raised that a high transient speed and torque operation could not be covered by the engine test bed and mainly because conventional vehicles are allowed to do the data manipulation due to the functioning of the conversion program for vehicle speed to ICE speed torque for conv HD vehicles Based on the outcome of VTP2 this provisions shall be adapted see OIL H3 and H4 The allowable errors in speed and time during the simulated running of the HILS model can be valid also for the adaption of the GTR 8 1 4 Range of electricity balance for HILS system simulated running Basically this subchapter shall stay valid The initial state of charge is adjusted by limiting the ratio of the energy conversion value of the electricity balance to the integrated shaft output of the engine Both values are obtained by simulated running of the HILS system The value of the fixed limit for comparison depends on the outcome of VTP2 There seems to be an error in the units used in the calculation formula The energy conversion value of the electricity balance AE is stated in kWh but the formula results in Wh by multiplying Ah and V Also a definition of the integrated shaft output of the engine is missing It has to be defined somewhere in this chapter simply by adapting the formula given in chapter 9 3 2 Kokujikan No 281 F Ys HAGE T i i i Bee l FA
56. and energy dissipated by a liquid cooling flow The equations used for calculating the component temperatures are the same for both components the calculation of the power losses is explained below in separate sections For the calculation of the heating of a component a simple point mass system combined with a liquid cooling is used The heat flow from the point mass to the cooling liquid is calculated as ti iii T sit F cooling R h For numerical reasons Peooing depends only on Tow and not on Tin else unreasonable values would occur when the mass flow of the liquid Miuig becomes zero Due to the supplied heat the cooling liquid is heated as Paoetine lout Lin ms Cfluid M fluid Combining the last two equations leads to T Tin Rin Cfluid Mt fluid sn L Rep Cfluid M fluid This equation simplifies to Tou T in case the cooling is switched off mpyig 0 The temperature of the point mass is calculated as li T C Prosa Fesat dt with T temperature of the point mass K Tes Tow cooling fluid inlet and outlet temperature K ices power loss of the system W P saing heat flow from the point mass to the cooling liquid W C heat capacity of the system Cruid specific heat capacity of the cooling liquid fe Maid mass flow of the cooling liquid Rih absolute thermal resistance The estimation of the cooling parameters for the component C and Rn is given in the following
57. are two different methods used depending on the test procedure for the vehicle measurement testing In both methods torque values are calculated at least partially out of the respective stationary torque map for the component obtained according to the component test procedures in chapter 2 of Kokujikan No 281 by the use of torque command values recorded from the CAN bus a System bench test according to Kokujikan No 281 chapter 5 paragraph 4 1 sub item 1 System bench test is defined in the Kokujikan No 281 as testing the hybrid system consisting of combustion engine electric motor and energy storage and their control unit but without the transmission If the electric motor is integrated to the transmission the system to be tested has to be run in a fixed gear and gear shifting is not allowed during the test In case of a powertrain test bench it is easy to measure the total powertrain torque since the powertrain is mechanically connected to the dynamometer The electric motor torque is calculated by using torque command values from the CAN bus out of the electric motor torque characteristic map according to the component test procedure ref HDH 03 03 With the measured rotational speed of the electric D ti IFA aU TNO na amp Automobiltech CHALM ERS TNO report TNO 2013 R11480 Final report 7 October 2013 55 90 motor and the torque command values from the CAN bus as input the delivered torque is calculated out of
58. ary gear carrier was already finished All mentioned models are well validated with a different software from Gamma Technologies Inc GT Suite Due to the upcoming workload regarding the development of a HDH drive cycle the need of restructuring the vehicle models for the GTR and since there was no demand yet for a planetary gear set the models have not been further developed and the manpower was used according to the contract to manage the resulting tight planning The implementation of the new structured vehicle models for later GTR adoption made the developed models for planetary gear boxes incompatible for operation An adjaptation represents a significant effort and was not performed yet D ti IFA ETU TNO na amp Automobiltech CHALM ERS TNO report TNO 2013 R11480 Final report 7 October 2013 18 90 2 5 2 Components in new model structure A detailed description of additionally modeled components available in the model library can be found in Appendix A Component models Specific component test procedures for the new developed models which were not considered in the original Japanese model are not available yet nor required for all models The enumeration below gives an overview e Mechanical connection summation gearbox e Electric Auxiliary System e Mechanical Auxiliary System e DCDC converter e Retarder e Torque converter e Battery RC model 2 6 Task 1 6 OEM stakeholder requested simulator extensions In
59. ative for conventional vehicles anymore subsequently fitted gear shift events partly different amplitudes indicated in Figure 4 14 Because of that the average WHTC was used to calculate the positive cycle work for the tests in VTP2 although it is a very practical solution Final decisions how to define the reference work have to be discussed in the HDH investigating group and have not been made until now see OIL D5 D innovation IFAo gt aU TNO for life EE amp Automobiltechnik CHALMERS UNIVERSITY OF TECHNOLOGY normlized power TNO report TNO 2013 R11480 Final report 7 October 2013 71 90 800 1000 1200 Time s Figure 4 14 normalized power time curve of WHTC and WTVC the shape of the WHTC power pattern will always be identical only amplitudes are changed due to different ICE full load Although the definition of the reference power pattern and cycle work seems quite manageable defining how the rated power of a hybrid powertrain has to be specified is an open issue since the electric machines can partially deliver peak powers much higher than their rated continuous power see OIL D6 4 3 1 4 Emission simulation for a conventional HDV at WTVC with road gradients The basic aim of the new developed test cycle is to keep hybrids and conventional vehicles comparable even though the emission test methods are different In order to proof if the new developed method containing a speed dependent test cycle wi
60. behaviour yet This is a scheduled task for VTP2 and mentioned in the OIL in chapter 5 see OIL P2 10 6 Inertia moment of rotating sections Pursuant to 1 Settings for inertia moment of rotating sections refers to Kokujikan No 280 which was actually established for conventional vehicles Since the acting inertias affect the work to be delivered by the propulsion system during the test cycle a mandatory calculation method for the cycle work considering the inertias is specified in Kokujikan No 280 for chassis dyno measurements For HDH vehicles this calculation method is not necessary since Kokujikan No 281 allows to use CAN signals from the vehicles control system to calculate the work delivered Pursuant to 2 7 of the vehicle kerb mass should be set as inertia moment for all rotating sections of the vehicle representing sections from the driven side of the transmission to the tire This approach is reasonable but the wording should be changed from may become 7 to become 7 However the value of 7 should be discussed and proofed by random samples of real vehicles and available hybrid vehicles which could be different to conventional ones see OIL P3 10 8 Torsional stiffness and attenuation coefficient This section can be rejected since these are no model parameters any longer see Working Paper No HDH 03 03e 6 GF A A AP JA De ah i i i 2 IFAD btu TNOM Wh PAN Se j aL AF institut f r Fahrzeugantriebe G raz fo
61. ble The battery is modeled using a resistor and an RC circuit see Figure A 10 i Figure A 10 RC circuit battery model The battery voltage can be determined from Kirchhoff s law as u e Hpt URC A 50 where Upc Is the voltage over the RC circuit The voltage Ugc can be determined using Kirchhoff s law Ohm s law and the relation for a capacitor as g F A 51 URC Zu RE t de ot RE Cf ia The open circuit voltage e the resistances Rp and R and the capacitance C are depending on state of charge SOC The dependency is modeled using tabulated values in maps The battery is scalable via the number of cells used TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix A 18 20 A 7 3 torguc Flywheel A flywheel is basically a rotating mass which can store kinetic energy as r E fly J fly Fly A 52 where Ep is the energy stored in the flywheel Jy is the inertia of the flywheel and Wry is the rotating speed of the flywheel The block describing the model structure for the flywheel is presented in Figure A 11 The block takes a torque as input and the output is the rotational speed of the flywheel Figure A 11 Flywheel A 7 4 i UO E speed The model of flywheels can be derived using Newton s second law cl a J fly dp fy f i fi loss W Fly A 53 where Tj is the input torque and Tioss Wry is the loss torque The loss torque is dependent on the s
62. by the vehicles propulsion system during the entire test run However head winds have been rejected in the HDH group during discussions and because of their applicability and conceivability road gradients have been chosen as most likely implementation for road load correction When the balanced altitude is discussed in the following section one has to keep in mind that the road gradient is only a tool to add road loads and consider that there is no physical need of balancing the altitude even if a positive road loads gradient is applied 4 3 1 2 Representative road gradients to adapt road loads The basic idea was to adapt the road gradients in a way that the resulting powertrain power output exactly meets the power demand of the WHDHC test cycle Closer feasibility investigations have been made which resulted in a rejection of that approach The background will be declared in this section and a promising feasible solution will be explicated In order to be able to adjust the power output of the hybrid powertrain to the power demand of the test cycle second by second there is the need of every second changing road loads road gradients This is in general possible and even no problem for constant driving conditions but as soon as there occur abrupt changes in the power time curves very high load changes road gradients can occur Gear shift events which are included in the WHTC test cycle to represent the gear shift behaviour for a conventional engine ha
63. cated by the fact that their work time curve is nearly congruent Therefore the emission behaviour is also supposed to be comparable see OIL D2 positive cycle work Altitude 20 15 WHTC WHVE with minicyele road gradients measured WHC data 15 F 10 2 f ge D 5 410 i 5 mT a z m a 5 aie g i F l f 0 500 1000 1500 2000 0 S00 1000 1500 2000 Time 5 Time 5 Figure 4 10 example of positive cycle work for a Volvo 7700 Hybrid Bus with applied road gradients at WT VC Figure 4 10 indicates another issue when adapting road gradients to a velocity dependent test cycle Depending on the respective test vehicle mass and propulsion power road gradients can occur which force the vehicle to run uphill during the test cycle In the illustrated case there is a minor impact but if the power to mass ratio of a vehicle is higher the altitude can be seriously increased Considering the positive cycle work this would be no problem but since a HDH vehicle would have to recuperate energy during braking at positive road slopes this would be a clear handicap for hybrid powertrains because less energy is available for recuperation Different vehicle data could also lead to negative road gradients during the whole cycle which would be a benefit for a hybrid powertrain since then more energy is available for recuperation Using the altitude here is just a tool for a better imagination Basically the altitude profile i
64. cation of a vehicle variant the input data has to be checked somehow see OIL T1 and T2 The modified component library requires adaptations of the described component test methods In this section it will be checked whether the described component test procedures fit to the new models in the component library 3 Test procedure for engine Since the HILS method for HDH vehicles will be attached to GTR No 4 the measurement procedures for internal combustion engines in the GTR No 4 are supposed to be taken as long as they fit for the HILS method Definitions from paragraph 1 to 3 5 1 chapter 2 Kokujikan No 281 are supposed to do so Because the provisions in GTR No 4 only describe the engine mapping procedure for engine full load additional provisions for HDH vehicles have to define the mapping of the entire engine torque characteristics the engine friction loss the auxiliary brake and the fuel economy map Paragraphs 3 5 2 3 6 2 3 7 2 chapter 2 Kokujikan No 281 are in principle valid to do so A remaining issue is the handling of a cold start requirement for the HILS method A temperature dependent mapping of the maps mentioned above is due to the high test effort not feasible It is supposed that there is only a minor impact on the torque characteristics of the engine For the friction and the fuel consumption map the engine could be mapped at a different than warm condition and the values for different temperatures could be generated by
65. ccseeeeeeeeeeeeeeees 38 Task 2 4 Simulation runs and validation of basic fUNCTIONS cccseeeeeeeeeeeeeeees 39 STEE EE E E ee IEE A EAE A INAT E ONA E EN EE OA E E 45 Task 3 Report on test procedure and adaptations ccccssssecsseeseeeeeenseeeeens 46 Task 3 1 Report on test procedure and user manual for software 0 cc08 46 Task 3 2 Provide the interface system for real ECU S c cccccseceseeeeeeeeseneetenes 59 Task 3 3 Adaptations and improvements ccccsesccccesseceeceeceeceeeeeeeseeeeeseaeeeeeas 60 Open issue list for a GTR adoption cccceeeeeeeseeeeeeesnseeeeeeeeneeeeseoenseeeseoeneees 80 Conclusions and recOMMendatiOn cccceceessseeeeeeeesseeeeeeensseeesecenseeeeseenes 86 CONCIMSIONS cenre eniai orie n E traacanaoacsteannstednnpnstachsadadeditonuentnendstsdteniatecieedetecheanas 86 FC COMMITS WIA 1S oare A E as 88 BOTT COS ore ecstatic oes ees ee sere este EE 89 SON Ie Saas etree reece cence E case E E EES 90 Appendices A Component models B Interface signals ih RR 2 Sa IFA TU TNO innovation TAN E BANG Institut f r Fahrzeugantriebe Graze for life EE iiiz amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 5 90 1 Introduction This report is the final report of the work by the Universities of Technology in Chalmers Graz and Vienna and research institute TNO performed within the research
66. ce block for converting ECU signals into the proposed signal interface and the powertrain block see Figure 3 4 input interface certification model output interface certification model HILS model Vehicle driver Figure 3 4 Vehicle top level model The ECU block is replaced by the real ECU when performing a HILS simulation The input interface block is modified in order to convert HILS model signals into desired needed ECU signals in order to be able to run the ECU The output IFAD eT U U TINO mvztion Institut f r Fahrzeugantriebe TNO 3 life EE amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 37 90 3 2 5 3 2 6 3 2 7 interface block is modified in order to convert the ECU signals into signals required by the HILS model in order to be able to run See Appendix B for signals available from the HILS model and signals required for the HILS model Model library Based on the new proposed model structure which offers flexibility and exchangeability the open source models are remodeled as separate component models and implemented into a model library the documentation of the component models is available in Appendix A The component models are categorized into different categories The models are categorized into the following categories Auxiliary system Chassis Driver Electrical components Energy converters Mechanical components Rechargeable energy
67. ch to prescribed gear shift maneuvers VECTO could be problematic because it affects CAN bus simulation and may requires changes in interface model the ECU software ti I FAo gt ETU TU TNO i amp Automobiltech CHALM ERS TNO report TNO 2013 R11480 Final report 7 October 2013 77 90 Another example could be e Validation of a HILS model with one vehicle on the chassis dyno automatic gear changes by the gearbox ECU because no manual switching is possible e ICE operation pattern for certification will be derived using HILS test weight derived from rated power actual final gear and gearbox ratios used actual gear shift ECU logics used e Powertrain allowed to be used in other vehicles at same class as long as emissions are not higher there OEM is in charge to ensure this to certify the worst case vehicle in order to reduce certification effort Whether these examples are feasible or not different solutions have to be discussed in the HDH investigation group Because this issue is very much related with the question of a family concept the need of re certification re verification and the implementation of the gearbox in the certification process it cannot be solved without a comprehensive consideration 4 3 2 5 Prevention against ECU failure mode When running a HILS system consisting of a vehicle simulation model linked with control units of the real vehicle as hardware parts it is essential to provide all se
68. chapters The corresponding simulation model is shown in Figure 2 8 G A Sp n FIINA D T j i Ea 7 l FAD paR U TNO ie ea WAN ife EE keea A Institut f r Fahrzeugantriebe G rari for life amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 massflow cooling fluid function 23 90 temperature cooling fluid outlet temperature cooling fluid inlet power loss of component Figure 2 8 calculation of i i ling fluid cooling fluid _ coo calculation of outlet to component i a cooling power of fluid AT Pooling A calorific power AT of calculation of component mass AT of component mass temperature of component temperature of component Block scheme for component coolant model 2 6 3 1 The input signal of the cooling fluid mass flow itmpyig has to be provided by the OEM specific interface model since there has to be some logics implemented depending on several actual temperatures e g component temperature cooling fluid temperature etc For the input signal of the cooling fluid inlet temperature Tin it is suggested in a first stage to set it to a constant value since modeling of a heat exchanger to the ambient air would be a vehicle specific solution and require a lot of effort to parameterize the model This would correspond to operating the hybrid system on a test bench with an external conditioning unit for the cooling fluid Also the ap
69. chnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 25 90 C P3 Prai At O ee For the determination of the thermal resistance the cooling system has to be turned on nominal flow rate and after sufficient time so that the system is settled the storage temperature Tstorage at a representative location for a temperature sensor and fluid outlet temperature Tout is measured leading to R Laong ii Loi A zat Fri 2 6 3 2 Electric motor For the electric motor the losses are calculated as the absolute value of the difference between mechanical power and electrical power Pj ss Fecnanical electrical In order to simplify further calculations it is assumed that the complete power loss is dissipated via the liquid cooling circuit In order to get a more accurate estimation of the power loss the accuracy of the measurement devices has to be higher than specified in Kokujikan No 281 The torque measurement shall be better than 0 5 of the actual reading the measuring of the revolution speed beiter than 0 1 of the actual reading The measurement of the input voltage of the controller shall have an accuracy better than 0 1 of the displayed reading and the input current shall be measured with an accuracy better than 0 3 of the displayed reading The resolution of the thermometer shall be better than 0 1 K to be able to measure a small warming To measure the heat capacity of the electric machine t
70. cle as well as the entire cycle method which compares data for the overall test cycle ZA 7 GF Aa in FAINA D i i C IFAD gaTU 3TNOMt HNG ON 2 a TA SER AP Institut f r Fahrzeugantriebe Graze for life ER tS 29 oes lt a amp Automobiltechnik CHALMERS Abe as G TNO report TNO 2013 R11480 Final report 7 October 2013 56 90 The term output in Kokujikan No 281 chapter 5 could be misinterpreted especially in the context of chapter 5 In other chapters it is defined by formulas or in the text that output means the delivered power by the respective component and negative values are not considered in the calculations Whereas for the values calculated for the comparison with the validation criteria in chapter 5 except where explicitly defined differently not only delivered power but also absorbed power is considered For the amendment of the GTR the term output should therefore be exchanged for power or something similar which is a neutral wording and considers energy flow from and to the component In Kokujikan No 281 chapter 5 paragraph 6 1 Table 1 and paragraph 6 2 1 Table 2 one of the validation criteria is defined as vehicle speed or engine revolution speed In the application of the Japanese regulation the criterion is selected according to the vehicle measurement procedure used for model verification a If the system bench test is used the selected criterion should be th
71. ction 4 3 1 will report in detail representatives are enumerated below e How to denormalize a WHTC for a hybrid powertrain e How to deal with stipulated gear shift patterns included in the WHTC e How to deal with different powertrain layouts pre post transmission e Since the WHTC is a pure engine cycle how can rotational speeds be defined if post transmission powertrains are tested oD innovation IFAo gt aU TNO for life EA amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 14 90 Nevertheless the operation principles of a driver model able to run power test cycles will be explained in this section If you want to track a desired vehicle speed a common driver model can be used to actuate accelerator and brake pedal The rotational speed of the engine w which corresponds to the vehicle speed is basically a function of generated powertrain torque Tpp and acting load torque derived from the actual road load T The inertia represents the vehicle mass as well as the inertia from the rotating sections of the vehicle o 2 0 If you neglect deviations of the rotating inertia caused by different gear ratios the inertia can be considered as a constant value which means that the rotational speed is a pure function of resulting torque on the drivetrain A conventional driver model is requesting a certain amount of torque to track the desired vehicle speed Torque is your co
72. d from basic WHTC This chapter describes how the reference cycle is generated that consists of representative propulsion power demand for a similar conventional vehicle The WHTC for a conventional vehicle is a normalized engine test cycle consisting of torque and rotational speed over time This test cycle was very basically derived from a speed cycle called WTVC 8 To denormalize the WHTC for a specific engine the full load torque curve of the engine and characteristic engine speeds are used 9 As the WHTC is an engine cycle it only consists of negative torques down to the motoring curve of the engine But if a WHTC based test cycle should be used for HDHs sections of engine motoring have to be enriched with respective negative power i e mechanical braking of the vehicle in order to allow the HDH to recuperate energy Therefore the equations of vehicle longitudinal dynamics were used to calculate the power at the wheel hub Thinking about different hybrid drivetrain topologies the wheel hub was chosen as the most common reference point for considerations of the propulsion power Therefore the positive WHTC power had to be reduced by a simplified differential gear 0 95 and gearbox 0 95 efficiency chosen with respect to Kokujikan No 281 1 During sections of deceleration at the WTVC the respective negative power is calculated and used to replace the corresponding WHTC power at the same time for additional information see 2 As a result you
73. d s B 11 Flywheel Parameters and constants Parameter name Unit Description Name in Simulink model we Inertia dat inertia value Toss loss map dat loss Signal interfaces When using this component model the following control signals must be sent to the component model in a signal bus Node Variable name Name Description Unit cmd no ctrl signal The following measurement signals are available from the component model Node Variable name Name Description Unit sensor Nevr Flywheel_ nAct_radps speed rad s TNO report TNO 2013 R11480 Final report 7 October 2013 Physical interfaces Mechanical interface Node mech in Nm mech fb out rad s B 12 Mechanical connection Variable name T Wry Parameters and constants Parameter name J lint n in 1 line n in 2 Jo r out n out Signal interfaces Unit kgm Name phys torque _Nm phys_inertia_kgm2 phys speed_radps Description inertia gear ratio efficiency inertia gear ratio efficiency inertia gear ratio efficiency Appendix B 16 26 Description Unit torque Nm inertia kgm rotational speed rad s Name in Simulink model dat in1 inertia value dat in1 ratio value dat in1 efficiency value dat in2 inertia value dat in2 ratio value dat in2 efficiency value dat out inertia value dat out ratio value dat out efficiency value When using this component model the following contro
74. delivered torque values are the reference data used for comparison to the simulation output For this interpolation of delivered torque values via the stationary component map the torque command signal used as input has to be chosen in a way that the dynamic characteristic of the component is represented best e g fuel injection amount for combustion engines Electric storage current voltage and power values in HILS verification The time sequential data for current and voltage of the electric storage can be obtained by actual measurement or recording CAN bus values according to Kokujikan No 281 The time sequential data of the electric storage current and voltage are then used to calculate the electric storage charging and discharging power over time by multiplication of current and voltage These reference values for electric storage power are then directly compared to the respective values from the simulation output General issues in HILS verification The calculation of the reference data for comparison by interpolation via the Stationary component map with a CAN bus command signal used as input as explained in chapter 4 1 2 5 under sub item 3 is done for the entire recorded data of the complete test cycle This reference data from the actual measurements is then used for both methods of comparison listed in Kokujikan No 281 chapter 5 paragraph 5 2 the one heap method which compares data only for a first short part of the test cy
75. e actual measured data of engine revolution speed and torque can be performed in relation to the reference data of the exhaust gas measurement cycle obtained according to paragraph 8 1 3 o 9 3 2 Calculation of integrated engine shaft output etc Definitions could be amended by the formulas to calculate the integrated engine shaft output during measurement driving as well as the integrated reference engine output during the exhaust gas measurement cycle e 10 Measurement of Emission Mass of CO CO and so on as well as PM 3 Test Method for Exhaust Emissions from Heavy Duty Hybrid Electric Motor Vehicles The JE05 mode test cycle has to be replaced by the respective test cycle that is used for the GTR and still needs to be defined in validation test program 2 VTP2 8 Creation of Exhaust Gas Measurement Cycle 8 1 1 Operation check of HILS system The operation check of the HILS system by means of a SILS reference ECU and reference parameters cannot be applied due to the new more flexible model structure where there is no basic hybrid model with defined output values available for comparison also see 4 1 2 1 sub item 7 Nevertheless it is possible to define a new dataset for operation check purposes see OIL H5 Abe A A D OF A Sip Ae Saal R e gt gt aN MW GAN fae D innovation IFAD pitu TNO Mc EF nw 1829 N Sana amp Automobiltechnik CHALMERS as G 1 i y A TNO report TNO 2013 R11480 Fina
76. e rotational speed of the hybrid component that is connected to the dynamometer This has not necessarily to be the combustion engine Depending on the hybrid powertrain layout the rotational speed of the combustion engine and the rotational speed of the vehicle propulsion component are not necessarily linked together In this case the term engine revolution speed has to be exchanged for the amendment of the GTR and should define the rotational speed of the driving part of the hybrid system b If the chassis dynamometer test is used the selected criterion should be the vehicle speed The Kokujikan regulation considers vehicle speed representative of the combustion engine rotational speed and allows to choose either of them But depending on the hybrid powertrain layout the rotational speed of the combustion engine and the vehicle speed are not necessarily linked together For the amendment of the GTR the definition should be that vehicle speed should be used as validation criterion in combination with chassis dynamometer tests 3 HILS verification run Additional information to the description of the driver model in chapter 1 5 Driver model Kokujikan No 281 should be provided with regard to the verification process The only purpose of the driver model is to track the reference vehicle speed from the chassis dyno test in the simulation It is regardless how this is ensured Either a PID or similar controller is used to do so or time histor
77. e 2 7 shows the basic structure of the thermal model for the exhaust gas aftertreatment system GF A 4 AEA A sh i j Bec so 3 l FAD paR U TNO ore Si Sg N Y a i ae Institut f r Fahrzeugantriebe Graze for life amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 21 90 maps for temperature exh out lambda massflow ial i 2 am et ee ee co md pn g c 18 g l s 3 i p E a bo i maps for emissions Calculations in MATLAB code maps for conversion rates of catalyst AE R I a b ia Fa I i i i I l i I I I L Figure 2 7 Structure of thermal model for the exhaust gas aftertreatment system The main calculation is done inside the embedded MATLAB function block exhaust temperatures which uses the values of lookup tables and some values of the current operating condition All the parameters and maps are set as generic and normalized values from existing average measurement data It is suggested to use the model with the existing generic settings since parameterizing would require a lot of measurement effort for temperatures in the exhaust system data evaluation and generation of maps as well as a defined standard operating procedure for parameterizing the model Exact simulation of the vehicle specific temperatures is not intended the model should
78. e ECU to provide signal ports including information on specific units The interface system model itself is an OEM specific MATLAB Simulink software part In this interface model level tuning of signals fail release correspondence generation of signals that are not provided by the simulation model but needed for the actual hardware ECU conversion of signals etc can be handled The new basic structure of the HILS model and the interface between hard and software is shown in Figure 4 2 in and output interface model yellow vehicle model light blue driver model purple hardware ECU grey output interface certification model input interface certification model HILS model Vehicle driver Figure 4 2 schematic of HILS setup For this software interface a list of signals should be defined and the properties of each signal should be described properly e g model component affiliation signal name clear characterization unit etc based on the signal list given in Chapter 9 of the Japanese regulation Kokujikan No 281 1 Thinking about multiple ECUs on a test rig and about the variety of manufacturers a standardized interface signal list meeting the demands of all manufacturers seems rather unlikely to be o gt innovation IFAo gt aU TNO for life EA amp Automobiltechnik 250 0 200 0 pes oS 100 0 Power kW LA 0 0 4 0 500 Figure 4 3 TNO repo
79. e behaviour e g during gear shifts cannot be represented by a simple longitudinal calculation slight deviations are assumed and a study of input parameters is needed first e g inertia of rotating sections see OIL P1 P2 and P3 Nevertheless this is currently also done in the Japanese legislation to determine the work delivered during a chassis dyno test for a conventional vehicle Ideas have been presented in order to again simplify this procedure and define one common slope profile which could be established if the vehicle test mass is linked to the propulsion system s power The vehicle test mass is representative of how much work is needed to run the given speed cycle The reference work to be delivered during the test run which is derived from the WHTC is depending on the power of the powertrain If powertrain power and vehicle test mass are linked like it was proposed by JASIC 3 a common slope profile which could be 30 sec mov avg mini cycle or different approach based could be established This approach is based on averaging different slope profiles for different vehicles It could help to simplify the whole procedure a test cycle consisting of speed and road gradient could be stipulated in the regulation but still needs further investigations regarding the deviation between the different vehicles and the deviations between demanded and delivered power patterns It can therefore not be reported yet Nevertheless the de
80. e pedal or by means of a driver model which was able to actuate accelerator and brake pedal in order to meet the given velocity cycle The actual SOC of the energy storage system was used to trigger the operation of the ICE Below a specified level the ICE was turned on to produce energy until a certain SOC level was reached again The driver model was designed using a common known PI controller whose output is dependent of the deviation between actual and desired vehicle speed Partially it could be transferred into the new model structure where it is described in Appendix A Component models A closer description of the model itself is not foreseen here since it was changed for a GTR adoption extensively see section 3 2 Nevertheless simulation test runs were performed and results are presented in section 2 7 for completeness 2 2 Task 1 2 Driver model tool In phase one of the project the replacement of a vehicle speed cycle as input by a WHTC based torque rom cycle at the wheel hubs or alternatively at the shaft of the HDH powertrain was recommended to provide similar load conditions for hybrid propulsion systems and for conventional ICE s To handle torque and rpm control instead of vehicle speed control an alternative driver model had to be elaborated The idea itself seemed to be smart in order to be able to compare conventional and hybrid vehicles in terms of emissions but during the implementation a lot of challenges were faced Se
81. e previous subsection i e The control strategy is to use the electric machine below a certain vehicle speed and the combustion engine above that If the energy level stored in the accumulator is lower than a certain value the electric machine is used as generator and is then driven either by the engine or purely by the kinetic energy of the vehicle The electric machine is used for braking the vehicle when possible if the brake torque is not sufficient then the mechanical brakes are used as well The electric machine is also used for power assist when the desired torque interpreted from the accelerator pedal position is larger than the combustion engine can deliver Simulation results Also for the parallel HDH model two simulations are presented in this report the first simulation is the complete WTVC driving cycle and the second simulation is a short simulation using the first 140s of the WTVC driving cycle D innovation IFAo gt aU TNO for life EE amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 44 90 The first simulation is to present the complete simulation over a complete driving cycle The aim of the simulation is as mentioned before to see that the models are numerically stable and produce realistic results The simulation results are presented in Figure 3 10 The second simulation can be used for HILS setup approval similar to Kokujikan No 281 section 8 page 1
82. e total heat loss power 3 This total heat loss power is multiplied by a constant factor of 0 5 giving an approximation of heat loss power that is warming up engine oil and coolant i e heat loss power to coolant and oil 4 The heat loss power to coolant and oil is accumulated and the respective temperatures of engine oil and coolant are plotted as a function of this accumulated heat loss power to engine block 5 These function plots look very similar for the different warm up cycles Thus a polynomial function that fits the three different warm up curves best is used to represent the warm up behaviour 6 These polynomial functions one for engine oil and one for coolant are then implemented as lookup tables in the simulation model Figure 2 6 E ANA N EA 4 F AD ppU TNO ato N ie AVRE Institut f r Fahrz TU TNO life E amp Automobiltech CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 19 90 90 80 60 Temperature coolant C 6 40 7 After reaching the normal operating temperature the temperature is set to a constant value i e the cooling system starts controlling the temperature and keeping it relatively constant y 0 000000019825073x 0 002404081632653x 20 000000000000100 E Generic ETC StatP WHTC e Constant temperature Poly Generic o 20000 40000 60000 80000 100000 120000 140000 160000 heat loss power accumulated kJ Figure
83. e work the modification slightly affected the load point distribution during the cycle The lower chart of D innovation IFAo gt aU TNO for life EE amp Automobiltechnik CHALMERS UNIVERSITY OF TECHNOLOGY TNO report TNO 2013 R11480 Final report 7 October 2013 64 90 Figure 4 7 indicates that certain full load points are removed by this smoothing method and the WHTC power is therefore not tracked accurately any more A slightly different method to remove the gear shift events from the test cycle was presented by JASIC 3 where the gaps with zero power were filled by replacing the data before and after the gear shift event This of course increases the overall cycle work but also lowers the resulting road gradients T WHTC rot speed 10000 d WHTC WHTC cothed 4 E 3 2 A See ee Cee 1 Ai ited pedi O s Aa EY a W 9 A l E 0 200 400 600 800 1000 time s WHTC torque 500 A OE T T A 0 r gt i 400 seoeeseoeeeod hn eseeeeseeese beccccccceccedeccoedboesces Lecccccecoeooes oTETTLLLe 8 1000 ooo 0 200 400 600 800 1000 1200 1400 1600 1800 time s Figure 4 7 Example for smoothing of torque and speed Regardless of the method used for removing the gear shift events the sections of clutch actuation still remained problematic The JASIC developed method to smooth the resulting road gradient pattern with a thirty second moving average mean value 13 is a ver
84. ed in the GTR together with the test cycle would be desirable though needs to be further investigated 4 3 2 Additional issues to be discussed for a GTR adoption of the Japanese HILS method 4 3 2 1 Provisions for a chassis dyno test run This addresses the descriptions of Kokujikan No 280 Measurement procedure for JE05 mode exhaust emissions by means of chassis dynamometer which have to be proofed for a GTR adoption Especially the method of setting the chassis dyno paragraph 6 measuring of mapping torque curve paragraph 9 and the driving procedure for test motor vehicle paragraph 10 have to be reviewed see OIL V1 4 3 2 2 Alternative HILS model verification test run On road measurements for validating the HILS model have been proposed to be an attractive alternative to chassis dyno test runs Especially for currently unconventional hybrid layouts several driven axles with wheel hub motor a verification run on a chassis dyno with one driven axle could be problematic An on road test without the need of manipulating the vehicles software would be more convenient if it is possible to reflect the road loads and the driving behaviour in the simulation Although there was a positive feedback on the feasibility from OEM side in general no test runs could be performed until now Investigation are planned for that reason in VIP2 Depending on the outcome a GTR adoption will be discussed see OIL V3 4 3 2 3 HILS model sample ti
85. ee Time dependent 3 55 A 0 0 5 1 15 2 2 5 time minutes cell voltage V Figure 2 9 Current voltage behaviour of different electric storage models The losses are calculated as resistive losses in the parts R and RO of the model If the thermal behaviour of the electric storage needs to be simulated this more complex model has to be used See chapter 4 1 2 2 sub item 4 for the necessary changes in component testing and appendix A7 2 for a detailed explanation of the extended component model To measure the heat capacity of the storage the temperature rise during the injection of a known heating power is measured The cooling system must be turned off for this measurement A possibility to inject the needed heating power is to drive the storage with a symmetric rectangular current signal period duration T at maximum allowed current amplitude Since it is symmetric the state of charge is not changed over time T ASOC bate U 0 But due to the conversion efficiency some amount of energy is converted to heat which can be directly calculated from the measurement values 1 Pioss V Idt Given two temperature measurements T and T at a representative location for a temperature sensor with time At in between the thermal capacity C of the electric storage can be calculated as oF A AN AS Cry N Ae AONA a IFAD piatu TNO Be Institut f r Fahrzeugantriebe G raza for life ER amp Automobilte
86. eleration would make the comparison fair but if this is reasonable and provides a representative amount of energy to recuperate for the vehicle is still part of the on going investigations see OIL D3 F A Nin AES m 3 i IFAD pE TNO s Bee Institut fiir Fahrzeugantriebe Graze for life amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 68 90 The procedure of calculating specific road gradients and therefore provide the test cycle for each specific test vehicle currently looks like this e Run the test cycle WTVC on plane road with a vehicle and record the work delivered however this can be done with a real vehicle or a verified vehicle model e Compare the positive work delivered with a positive reference work derived from the WHTC which is in fact not as easy to determine see section 4 3 1 3 e Calculate road gradients which result in same cycle work as the WHTC to get the test cycle used for your HILS ICE certification run This ultimately means that each powertrain system has its own test cycle same velocity but different road gradients and the cycle itself cannot be stipulated in a regulation only the determination To ease the procedure mentioned above the cycle work for the vehicle running a WTVC on a plane road could be also calculated by using the equations for vehicle longitudinal dynamics This would make the first bullet point needless but since the entire vehicl
87. engine operating points which cover the relevant areas of the engine map from part load to full load As a result emissions measured for conventional HD and for HDH might not be comparable Figure 4 3 shows a comparison of the resulting operating points in the engine map for a vehicle based speed cycle left and an engine cycle right ei 1000 1250 1500 1750 2000 2250 00 730 1000 1750 1500 1750 2000 22750 Rotational Speed rpm Rotational Speed rpm oe Fy Moad ICE Engine Power WHYC F lllad ICE Engine Power WHTC Comparison of engine load points for a conventional HD vehicle 14 ton 240 kW in a vehicle based speed cycle left and engine cycle right In order to make both methods comparable a test cycle called WHDHC for HDH was developed based on the WHTC in the previous project phase which leads to similar load points for hybrid powertrains as the WHTC for conventional engines 2 To run a HILS model with such a test cycle the driver model described in section 2 2 had to be developed Although the SILS model test runs for a serial hybrid model based on the Japanese structure were positive several problems related to the test cycle occurred and should be reported in detail here hae J TU TNO innovation Ne F H T 39 ade Institut f r Fahrzeugantriebe Graze for life EA SE y 1a saad See amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 61 90 4 3 1 1 WHDHC derive
88. ent ways in the two vehicle models the series and the parallel e Components are lumped in different ways in the two vehicle models the series and the parallel Consequently it is difficult in the open source models to set up a data bus there is a need to restructure the models Chalmers has started this work with finance from the Swedish Road Administration The work will focus on defining and standardizing model structures that can be proposed and or used in a GTR 3 2 1 Model structures and interface signals For complete vehicle simulation it is preferable when the component models can be connected together in a straightforward manner to form a complete vehicle model In Figure 3 1 an idea of a HILS SILS simulation model structure is presented k AA N i i IFAD pitu TNO Mc Wha ASA ae f Ey Institut f r Fahrzeugantriebe G raz for life iiiz H amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 33 90 Test cycle environment b HILS j F a lt gt a HILS HILS vehicle model lt gt Model Simulink software software interface ECU gt manufacturer Signal software specific interface SILS Signa interlace Signal Phys interface interface Figure 3 1 HILS certification model The modeling philosophy that is suitable for HILS SILS applications is called forwarding which means that the
89. ented in order to identify which components that need to be modelled and included in the library A hybrid vehicle is a vehicle that has two or more ways to propel the vehicle A hybrid system needs i e a secondary energy storage and a secondary energy converter that can propel the vehicle In a hybrid electric vehicle the conventional fuel tank and internal combustion engine is complemented with an electric energy storage system like a battery or a super capacitor and an electric machine to propel the vehicle There are several ways to store energy in a non electric way in a flywheel kinetic energy can be stored in a spring potential energy can be stored and potential energy can also be stored in an accumulator From a vehicle point of view storing energy in a spring is not such a good way since it requires a very large spring but using a flywheel or an accumulator are technical viable solutions On the market GF A Di RINA D EA gt FA gt Ce Tl J TNO innovation Sh STAN Yay Me Institut f r Fahrzeugantriebe Graze for life HEA amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 16 90 today two specific alternatives exist for storing non electric energy for hybrid vehicles namely hydraulic systems and flywheel systems Therefore these two different ways are identified as the most likely to incorporate in a simulation based method The operating principle for a pneumatic system
90. ere every user is allowed to add or remove signals needed to run the HILS model respectively the actual ECUs connected Default signals that are needed to run the provided component models from the model library are specified in Appendix B Interface signals If a component model is replaced by a manufacturer specific component model which fits to the proposed model structure the interface signals needed can easily be changed A second issue was the interface model itself which is placed between the interface of the vehicle model and the actual hardware ECU in order to allow signal level tuning etc see Figure 3 4 This interface model is once validated within the whole model validation process For certifying different vehicles with a validated model the need of an adaptation of the interface model will raise depending on the variety of used ECUs The Japanese legislation described in the Kokujikan papers specifies that minor changes e g additional signals for anti lock braking system which are not emission relevant are allowed but have to be agreed by the authorities For major changes in the interface model a new overall model verification would be needed Due to a different ECU topology between vehicles in the Japanese market o gt innovation IFAo gt meu TNO for life ZZ g l amp Automobiltechnik CHALMERS OF TNO report TNO 2013 R11480 Final report 7 October 2013 30 90 and European ones experience has to be gathered re
91. es including vehicle mass inertias transmissions and gear ratios are generated and input into the HILS model A R a AN e TF AD TNO oration eg A TU TNO life EE Institut f r Fahrzeugantriebe amp Automobiltechnik CHALME ERS TNO report TNO 2013 R11480 Final report 7 October 2013 10 90 6 A simulation run of the vehicle model is performed with the defined vehicle speed cycle as input 7 It is checked if the simulation properly follows reference speed defined vehicle speed cycle input If not the parameters of the driver model have to be adjusted and the HIL simulation has to be repeated 8 It is checked if the change in state of charge of the electric storage ASOC between cycle start and end is within the allowable limit If not the initial state of charge has to be adjusted and the HIL simulation has to be repeated 9 The engine operation points recorded during successful HIL simulation are used to calculate fuel consumption from a stationary fuel consumption map and to measure emissions on an engine test bench like it is done for conventional vehicles rap A AN FAINA D l 2 i IFA mtu TINO mic Ng oh i keea A Institut f r Fahrzeugantriebe Graze for life EE amp Automobiltechnik CHALMERS Figure 1 2 TNO report TNO 2013 R11480 Final report 7 October 2013 Start j Investigate hybrid drivetrain topology Create hybrid vehicle model Generic component data and f aa
92. f to bren Lbir A 1 3 Losses are considered to be current losses r i z a linNidede E lin 0 lout aay A 1 4 j i 5 ba fat Milede Lary where Nacac is the DC DC converter s efficiency TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix A 7 20 A 5 Energy converters A 5 1 Electric machine An electric machine can generally be divided into two parts the stator and the rotor The rotor is the rotating part of the machine The electric machine is modeled using maps see Figure A 2 The main reason is that these maps are rather easy to obtain the model representation becomes accurate and several different types of machines can be characterized such as DC motors PMSMs and induction machines Torque Torque demand drive drive power consumption map ieee teen B switch speed regenerative power current consumption map voltage Figure A 2 Block scheme for electric machine component model The electric machine dynamics is modeled as a first order system Lem lem em des A 15 Tl where Tem is the machine s torque Temaes is the desired torque and 7 is the electric machine s time constant The electric power needed to produce the torque at a certain speed is mapped as function of torque and speed el fem Tem Wem A 16 One map is used for positive torque and another map is used for negative torque The efficiency of the electric mach
93. finition of an average power to mass ratio representative for both conventional as well as hybrid vehicles appeared difficult Hybrids and especially serial ones turned out to have a power to mass ratio which is not comparable with conventional vehicles see OIL P1 4 3 1 3 Average WHTC Independent of the method used to define road gradients there is always the need of calculating the corresponding WHTC cycle work to be able to derive the road gradients for the certification difference of positive WTVC and corresponding WHTC cycle work see Figure 4 9 The corresponding WHTC for a HDH vehicle with a certain rated power would be a WHTC from a conventional ICE with the same power and the same shape of the full load curve In order to denormalize the WHTC stipulated in the GTR No 4 you need a full load torque curve and some D ti IFA aU TNO na amp Automobiltech CHALM ERS TNO report TNO 2013 R11480 Final report 7 October 2013 69 90 characteristic speeds of the ICE to derive the rotational speed and torque test pattern This can be used to calculate the cycle work then Since the HDH powertrain can only be considered as a virtual ICE and not really available and since there are no denormalization methods for HDH full load curves idle at zero rpm developed yet one has to use the known denormalization methods for conventional engines to derive the cycle work to be delivered during the test cycle Easily assumed they do not
94. for both using worst case data i e the truck resistance should be used for a bus also e Incase of using specific vehicle specifications An OEM basically needs to run a new certification if he wants to introduce a new vehicle e g if a VAN is introduced in addition to a certified truck with rear flat body in the same category the exhaust gas shall be newly certified because the front area of a VAN is wider than for a flat body But if a certified real vehicle specification can cover the new vehicle specifications e g a VAN is already certified and a new truck with rear flat body will be introduced a new certification is not necessary The worst case vehicle in terms of emission shall be chosen for the certification test The necessity of a new certification is judged case by case on different criteria which are not regulated but JAMA negotiated the basic concept with NTSEL First priority is to choose the lowest V1 000 second priority is to choose the widest front area and the third priority is to choose the heaviest GVW 2 V1000 means the vehicle speed at 1000 rpm ICE speed using the highest gear position e g the oth gear position of a 5 speed transmission gearbox E 1 FA gt DATU TNO aion WES institut f r Fahrz uga ntriebe TU TNO life HEA amp Automobiltech CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 76 90 V1000 Front area GVW certif km h m 102 kg y A re certification becomes
95. for life EE amp Automobiltechnik CHALMERS UNIVERSITY OF TECHNOLOGY TNO report TNO 2013 R11480 Final report 7 October 2013 34 90 3 2 2 Two types of interfaces are needed e The physical interface is related to how different components are connected together physically e The signal interface is related to control sensor signals needed to control the components for an ECU lt is important to define good interfaces capturing all necessary information shared by the different objects The idea is to use a port based modelling paradigm The communication signals between the different components are physical signals like electric wires mechanical joints etc The interfaces or connectors physical interfaces are based on energy flow to and from the component or through a port A port is characterized by an across and a through variable also known as flow and effort variables in Bond Graph modeling The interfaces are a key to exchangeability of component models For automotive powertrains four five different physical interfaces are necessary the interfaces are electrical mechanical rotational and translational chemical and fluid The table below shows a proposal for physical interface signals Electrical Mechanical Chemical Fluid rotational translational Current A Speed rad s Velocity m s Mass flow kg s Flow m s Voltage V Torque Nm Force N Specific energy J kg Pressure Pa Ef
96. for life EE i J amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 6 90 The project was structured in three work packages plus an optional one Work package 1 Joint review critical analysis and coordination Work package 2 Adaption of SILS for parallel HDH This corresponds to Task 2 of the UNECE HDH informal working group Work package 3 Report on test procedure and adaptations This corresponds to Task 3 of the UNECE HDH informal working group Option 1 Ad hoc support Responsibilities for Work packages within the contract are displayed in the table below Table 1 WP overview according contract Responsible party Project joint review critical analysis and coordination Vy yw 1 1 Framework and project management Joint review and critical analysis of tasks 1 2 and 3 in which task 1 consists out of the work carried out by IFA TUG and Chalmers in a project sponsored by OICA Adaptation of the GTR HILS simulator for parallel hybrid cae Meeting with OEM s and stakeholders CH TUG IFA Set up a data bus system in the model to allow various combinations of CH TUG IFA TNO engines gear boxes and storage systems Adapt the software to simulate a parallel HDH CH TUG IFA 2 4 Simulation run and validation of basic functions including the functions CH TUG IFA from task 1 Report on test procedure and adaptations oe Report on test procedure and user manual for software CH TU
97. fort The physical interface proposed is based on best practice from a number of vehicle powertrain simulation tools Autonomi ADVANCE Dymola Powertrain library CAPSim VSIM TruckSim The port based modelling paradigm is complemented with a signal interface for making it possible to control each component Naming convention The following naming convention for the physical interface signals are used e Physical interface phys description Unit Where phys is fixed to indicate that it is a physical signal description is a description of the signal e g torque torque voltage voltage and Unit is the unit of the signal in Sl units e g Nm V A etc An example phys torque Nm which is_the physical torque in a component model For the signal interface the naming convention follows the AUTOSAR 5 standard as far as possible e Signal interface Component description Unit where Component is the component short name e g Clu Engine ElecMac etc description is a description of the signal e g actual torque tqAct voltage u GF A A AP JA De ah i i i 2 IFAD btu TNOM Wh PAN Se j Taino Institut fiir Fahrzeugantriebe G raz for life HEB re amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 35 90 and Unit is the unit of the signal in Sl units e g Nm V A rad s etc An example ElecMac nAct radps which is the actual rotational speed of an electric machine the speed is i
98. garding the need and extent of adaptations for different European vehicles see also section 4 1 2 5 1 and OIL V2 3 1 2 HDH drive cycle During the meeting with Daimler a good contact could be established and especially the work on a valid drive cycle for HDHs was intensified In an earlier project phase the Japanese open source model was remodeled to roughly represent a conventional vehicle from Daimler A gearshift strategy was implemented in a way that the resulting engine operation pattern looks similar to the WHTC for the vehicle running at the WTVC The focus of investigations was laid on the modelling depth and the impact of traction force interruptions during gearshift events on emissions Therefore rotational soeed and torque patterns for the ICE were generated with and without modeled traction force interruptions during gearshifts to be proofed on the engine test bed The respective ICE operation patterns were provided in 1Hz 10Hz and 50Hz to proof also the impact of the cycle resolution on emissions Detailed results have not been presented yet but the institutes recommend a resolution of the ICE test cycle at 10Hz This would be in line with the recommendations for the command values of the WHTC in GTR No 4 A frequency of 50Hz has not been possible at all and should be discarded from the considerations see OIL H3 and H4 During the development process of a vehicle speed based drive cycle which has similar work demand than a respecti
99. gy level in the battery state of charge SOC The dependency is modeled using tabulated values in maps State of charge is defined as t 4 soc soc o dr 0 J 3600C Aa where C is the batter capacity The battery is scalable via the number of cells used Ns number of battery cells in series and ny number of cells in parallel In Figure A 9 a schematic picture of the battery model is presented Open circuit vo tage voltage Resistance Figure A 9 Battery model single cell The same model can be used to simulate a super capacitor Just set the open circuit voltage to to linearly increase with SOC The slope should correspond to the capacity of the super capacitor TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix A 17 20 A 7 2 The battery model also includes a thermodynamical model The thermodynamics is model in the same way as for the electric machine The losses in a battery cell are mainly resistive losses TF loss Rit A 48 The losses transforms into heat heating the battery cell The temperature for the battery system pan can be modelled as ha F Toas i bat Ponal J Rin A 49 That heat where Tpat heat IS the time constant for the thermal mass of the battery and soo1 is the battery s cooling media temperature Rp is the battery s thermal resistance Battery RC model An alternative model including some additional dynamics is also availa
100. he vehicle to follow the desired speed within the given limits The standard output value of the gearshift module when the vehicle stands still is the neutral gear After a gear is changed a subsequent gear change is suppressed for a parameterized time and as long as the drivetrain is not connected to all propulsion engines and not fully synchronized again The time limit is rejected and a next gear change is forced if rotational speed limits lower than ICE idle speed or greater than ICE rated speed multiplied by 1 2 are exceeded C The sub module actuating the clutch pedal was designed to actuate the pedal if a vehicle equipped with a manual transmission gearbox is used Excluding the function from the speed controller sub module enables the driver model to be used in a wider field of applications The clutch sub module is triggered by the gear selector module and actuates the pedal as soon as a gearshift manoeuvre is requested The clutch module simultaneously forces the speed controller to put the accelerator pedal to zero as long as the clutch is not closed and fully synchronized again after the gearshift manoeuvre The time of clutch actuation has to be specified in the driver parameter file The AT MT switch enables the driver model to be used either for a vehicle with a manual or an automated gearbox The output signals for the MT mode are the requested gear and the accelerator brake and clutch pedal ratios Using the AT mode the ou
101. he temperature rise during the injection of a Known heating power is measured The cooling system must be turned off for this measurement A possibility to inject the needed heating power is to drive the machine stator winding with a constant current signal lIstator at Maximum allowed current amplitude By additionally measuring the stator winding voltage drop V stator the power loss can be calculated as f e PA Vinia i F NSA a Given two temperature measurements T and T at a representative location for a temperature sensor with time At in between the thermal capacity C of the machine can be calculated as Jn F iia At em Be oR g Bon APA ASS EA FAD T innovation NN A for lif AS Institut f r Fahrzeugantriebe G fa7e or f l e DE amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 26 90 For the determination of the thermal resistance the cooling system has to be turned on nominal flow rate and after sufficient time so that the system is settled the machine temperature T machine at a representative location for a temperature sensor and fluid outlet temperature Tout is measured leading to R f SoS nese jane gt amma S 2 7 Task 1 7 Simulation runs and validation of basic functions This tasks main goal is to check the basic functionality of the developed models based on the Japanese model structure which means it is to show that they mainly run stab
102. ification approach C1 Drag and rolling resistance values derived from Kokujikan No281 should VTP2 be checked if they are representative for current vehicles see OIL P1 request e They are defined as function of vehicle mass gt used mass Agree on e g m f p_rated or specific kerb mass half payload 7 of kerb mass are foreseen as inertia of rotating sections for each HILS certification run because a validated HILS model is allowed to be used for different vehicles where rotating masses can not be checked request e check if representative for conv HDV and HDH see 4 3 1 2 e maybe set to at least 7 or since the HILS model topology is not allowed to be changed the value used for model verification HDH chassis dyno test procedure available see Kokujikan No 280 and 4 3 2 1 Drafting e Definition of test start key on or board system already alive or group oropulsion system running or Specify when a model re verification is necessary a are changes in the interface model allowed see 3 1 1 HDH b multiple ECUs and ECU functionalities in the interface model see group 4 1 2 5 1 OEMs vehicle mass exceeding the 12ton limit purposeful see 4 1 2 5 5 On road tests to be proofed as alternative for a model verification see VTP Which ECUs can be modeled as SILS solution in the interface model e define an actual ECU which has to be at least present in hardware a in the HILS test rig if possible see 3
103. ignal interfaces When using this component model the following control signals must be sent to the component model in a signal bus Node Variable name Name Description Unit cmd x Aux_flgOnOff_B Turn auxiliary system on off flag 0 1 The following measurement signals are available from the component model Variable Node name Name Description Unit sensor Ly Aux_iAct_A Auxiliary system current A Physical interfaces Electrical interface Node Variable name Name Description Unit elec in V u phys voltage _V_ voltage V elec fb out A lix phys_current_ A current A TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix B 2 26 B 2 Mechanical Auxiliary Systems Parameters and constants Parameter name Unit Description Name in Simulink model ee W Auxiliary system load dat auxiliaryload value Jax kgm Inertia dat inertia value Signal interfaces When using this component model the following control signals must be sent to the component model in a signal bus Node Variable name Name Description Unit cmd x Aux_flgOnOff_B Turn auxiliary system on off flag 0 1 The following measurement signals are available from the component model Node Variable name Name Description Unit sensor ie Aux_tqAct_A Auxiliary system torque Nm Physical interfaces Mechanical interface Variable Node name Name Description Unit mech in Nm Ts ohys_torque_Nm torque Nm Jeux pohys_inertia_kgm2 inertia kgm mech fb out rad s
104. igure 4 17 Simulation results of specific emissions from different test cycles IFAo gt Institut f r Fahrzeugantriebe amp Automobiltechnik innovation TU TNO for life ZZ CHALMERS UNIVERSITY OF TECHNOLOGY TNO report TNO 2013 R11480 Final report 7 October 2013 74 90 4 3 1 5 Drive cycle conclusions The mini cycle approach the 30 second moving average approach as well as combinations of them are currently under further investigation and the descriptions here are just an outline of insights so far Current investigations focus on a simplification of the procedure E g calculating the road gradient pattern by using the equations for vehicle longitudinal dynamics instead of using measured data from a chassis dyno test run or a HILS model run would allow a simplification and a better handling for a legislation The test cycle including the road gradient pattern could be calculated before any measurements are done and the HILS model could be verified by using the same cycle as for the ICE emission certification However a common valid vehicle test mass e g bij calculation this based on the vehicle s rated power which reference power pattern is used how to deal with the consideration of a balanced altitude which negative power provided is representative and how the rated power of a hybrid powertrain is defined have to be discussed in the HDH investigation group see OIL P1 D5 D3 and D6 A fixed slope which can be defin
105. in Simulink model Jimperer kgm inertia dat inertia value TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix B 20 26 torque ratio map dat torqueratiomap Signal interfaces When using this component model the following control signals must be sent to the component model in a signal bus Node Variable name Name Description Unit cmd TC_flgLockUp_ B Torque converter lock up Boolean The following measurement signals are available from the component model Node Variable name Name Description Unit sensor Wout TC_nTurbineAct_radps Turbine speed rad s Physical interfaces Mechanical interface Variable Node name Name Description Unit mech in Nm Tn phys_torque_Nm torque Nm Jn phys_inertia kgm2 inertia kgm mech out Nm Toj phys_torque_Nm torque Nm phys_inertia_kgm2 inertia kgm mech fb in rad s Wout phys_speed_radps rotational speed rad s mech fb out rad s Wn phys_speed_radps rotational speed rad s B 16 Transmission Parameters and constants Parameter name Unit Description Name in Simulink model S time to shift dat shifttime value TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix B 21 26 Nm maximum torque dat maxtorque value number of gears dat nofgear value gear number vector dat gear number value or gear ratio vector dat gear ratio value J pasos kgm inertia vector dat gear inertia value Ngear gear efficiency vector dat gear efficiency value Signal in
106. in power ratio is similar to those used for generating the WHTC the cycle work is quite similar at test end but in the time history plot it can be seen that the tracking is not very accurate This is caused by the way the WHTC was generated and at the same time means that the powertrain is operated in different ways operating regions during the test cycle and is therefore not supposed to be comparable with the WHTC in terms of emissions Figure 4 10 shows the impact of applied road gradients to the WTVC The work can be tracked precisely during the first 11 mini cycles only the 12 mini cycle can t follow accurately This is caused by the long duration of mini cycle 12 longer than 22 IFAD pitu 3TNO Mt Sige Institut fiir Fahrzeugantriebe rari amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 66 90 600 seconds and the fact that the WHTC has rather high fluctuating power demand during certain sections in that mini cycle even though the vehicle runs at constant speeds at the same time For a better behaviour the last mini cycle was divided in further sub cycles This modification was tested during the chassis dyno test runs of MAN at JRC and delivered promising results Even though this method will not make the power time curve of the WHTC and the power time curve of the actual test vehicle identical second by second they look very similar on a greater time scale e g 5 10 sec which is also indi
107. in the Japanese regulation and how it is handled practically during certification and verification Regarding chapter 4 paragraph 8 1 4 Kokujikan No 281 dealing with the test procedure for exhaust emission of HDH vehicles it is mandatory to achieve a balanced SOC during the HILS simulation run which generates the ICE operation pattern to be tested on the engine test bed in terms of emissions This is of course reasonable but to be able to run the HILS model for a certification a model verification is needed first The model verifications only purpose is to achieve the same vehicle behaviour as it was measured on the chassis dyno For the test runs on the chassis dyno there is basically no restriction for a balanced SOC during the test runs but there is a verification criteria defined in paragraph 6 2 3 chapter 5 Kokujikan No 281 which specifies the range of electricity balance Practically speaking this defines the allowable SOC tolerances between the chassis dyno test run and the HILS simulated run for the model verification In order to fulfill that criteria easily it is useful to have a mostly balanced SOC during the chassis dyno test as well To achieve this constraint a typical workflow was presented by Japanese experts e Chassis dyno powertrain test run with arbitrary start SOC to avoid multiple test runs for finding the correct start SOC to achieve a balanced SOC e HILS model verification with same conditions e HILS model test runs to find
108. in the Loop Simulation approach as basis for a future global regulation Following the existing Japanese HILS method the approach planned was to develop a procedure starting with a vehicle speed cycle as input By using a simulation model consisting of sub models for the driving resistances the different powertrain components and the driver and the real vehicle control units as hardware the vehicle speed cycle should be transformed into a specific load cycle for the combustion engine Due to two independently operated energy converters the load cycle of the combustion engine of a HDH depends highly on the control strategy For conventional vehicles which need to provide the required propulsion power only through the combustion engine the load cycle of the combustion engine is directly linked to the required propulsion power By including the real vehicle control units in the transformation process the distribution of the required propulsion power is handled by the actual operating strategy like in the real vehicle D ti IFAD iiU TNO na amp Automobiltech CHALM ERS TNO report TNO 2013 R11480 Final report 7 October 2013 8 90 The specific engine cycle generated out of the vehicle speed cycle by usage of the HILS system is then used for testing the pollutant emissions on the engine test bench in the same way as it is done for a conventional engine The final worldwide established HILS test method should be as far as reaso
109. inal report 7 October 2013 Appendix A 11 20 A 6 A 6 1 r E 1 i ice des i tice oe 29 i we i ipe des Wice where Tice Wice is the engine s time constant The time constant is dependent on engine speed Wice The demanded torque Tice ges iS divided into two parts one dynamic term Ticedesi Wice and one direct feed through term Tice des2o Wice It should be noted that the demanded torque is dependent of speed as well Furthermore if the demanded torque is less than the direct feed through term no dynamic term is needed to capture the engine torque response i e the engine torque is available instantaneously The time constant and the division of the two parts of the demanded torque are mapped as function of speed Mechanical components Clutch A simple model of a clutch The working principle behind the clutch is that if the clutch is closed then the input torque Tn is transferred to the output torque Tout If the clutch is open the input shaft spins freely and no torque is transferred Figure A 4 Simple clutch model The equations of motion for the clutch with notation according to Figure A 4 J i i POP A 30 The clutch is working in three different phases closed open or in between closed and open slipping When the clutch is open 7 0 and during slipping fi e f wl muartorque F607 tx WD w1 where T maxtorgue IS the maximum torque that is to be transferred through the clutch
110. ince the VECTO gear shift algorithm could not be implemented fully yet and though no model test runs for manual transmission vehicles actuated by the VECTO gearshift logics could be performed the model will not be documented in detail here before it is finished and tested TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix B 6 26 B 5 DCDC converter Parameters and constants Parameter name Unit Description Name in Simulink model Neca Efficiency dat efficiency value Signal interfaces When using this component model the following control signals must be sent to the component model in a signal bus Node Variable name Name Description Unit cmd Urea Dcdc_uReq_V Requested output voltage V The following measurement signals are available from the component model Node Variable name Name Description Unit sensor Usui Dcdc uAct V Actual output voltage V Physical interfaces Electrical interface Node Variable name Name Description Unit elec in V Un phys_voltage_V voltage V elec out V Usut phys_voltage_V voltage V elec fb in A ba phys _current_A current A elec fb out A lin ohys_current_A current A TNO report TNO 2013 R11480 Final report 7 October 2013 B 6 Electric machine Parameters and constants Parameter name Jem T Tem heat R Signal interfaces Unit kgm Nm Nm kg s J K K W Description Inertia Time constant maximum torque f speed minimum to
111. ine If the generic warm up behaviour should prove not to be accurate enough for some engines the generic data could easily be replaced by OEMs Therefore a few cold start measurements according to the described method and generation of a warm up lookup table for the specific engine out of the measured fuel consumption and temperature data are needed In addition also the parameter n eta can be used to adapt the generic warm up behaviour to one specific engine As standard setting n eta should have the dimensionless value 0 5 2 6 2 Exhaust gas aftertreatment systems The simulation of the temperatures of the exhaust system is based on a zero dimensional model of a series of heat capacities representing typical sections of the system such as pipes after treatments or the manifold and the turbocharger The simulation includes the convective heat transfer between the exhaust gas and the heat capacities as well as the convective heat transfer and radiation between the heat capacity and the environment The heat input from exothermic reactions in the after treatments and the thermal behaviour of the thermocouples are also included Heat conduction between the modules is neglected because its effect is smaller than the zero dimensional model accuracy Based on the current driving condition engine speed engine power and velocity of the vehicle the model calculates the temperatures for up to four different positions in the exhaust system Figur
112. ine can be calculated as TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix A 8 20 A 5 2 emitem Hem 5 A 17 el and the current needed can be calculated as A 18 where iis the current and u is the battery voltage The model is complemented with a simple thermodynamical model The losses in the electric machine can be determined as Pies el Z emiem A 19 The losses are transformed into heat heating the machine The temperature for the machine dem can be modelled as ei Pings Vem nee Ren A 20 Tem heal vr uy where Tem heat IS the time constant for the thermal mass of the machine and oq is the machine s cooling media temperature Aj is the machine s thermic resistance The electric machine can be torque or speed controlled The physical model is complemented with a local controller The speed controller is a Pl controller while the torque controller is an open loop feed forward controller Hydraulic Pump Motor A hydraulic pump motor is a device that converts the energy stored in the accumulator to mechanical energy The pump motor torque is in general given as Tpm t IH Pace Pres Winn A 21 where Tpm is the torque x is the control signal between 0 1 Dis the pump s displacement Pacc and Pres are the hydraulic pressure in the accumulator and the reservoir respectively and Nm is the mechanical efficiency The mechanical efficiency
113. ine which reasons define a re certification discussion depends on chosen approach in C1 see 4 3 2 4 HDH 3 Is a suitable GIR definition of a worst case vehicle like in Japan group possible see 4 3 2 4 How should gearboxes and shift algorithms be handled 4 3 2 4 e Should a gearbox in general be part of the certification HDH e If yes should it be a standardized gearbox and shift algorithm or the group individual gearbox and shift algorithm Should post itransmission powertrain test HILS with verification on chassis dyno and HILS with verification on system bench pre transmission powertrain test become alternative options for emission certification in the GTR e For HILS system test bench pre transmission powertrain a C4 conversion program from speed cycle to rotational speed and torque HDH powertrain cycle and therefore generic gearboxes and shift provisions group would be needed Alignment between post transmission powertrain testing and HILS chassis dyno testing is necessary HILS chassis dyno and post transmission powertrain test would be compatible Definition of reference base for calculation of specific emissions i e HDH 3 emissions per unit work see 4 1 2 4 11 group Electricity balance in HILS simulation run for generating ICE test cycle see 4 1 2 4 item 8 a Limit for delta SOC during simulation run specified in Kokujikan VTP2 No 281 has to be checked b Is the calculation with integrated curren
114. ions 4 3 1 2 and 3 1 2 The amount of negative cycle work i e potential regenerative energy available for a HDH has to be defined corresponds to the balanced 1 altitude approach see 4 3 1 2 Should the road gradient that is applied as additional driving resistance is fed as signal into the vehicle ECUs or not Clarify if a The road gradient should influence the gear shift decisions in the vehicle ECU b The road gradient should represent real road slopes or only additional road loads Should the average normalized WHTC or normalized WTVC power be HDH ED used to define the reference cycle work see 4 3 1 3 3 e Are other options available and possible In order to denormalize the test cycle and or to calculate vehicle parameters a definition for the rated power of a hybrid system needs to be established see 4 3 1 3 HDH 9 a How are peak powers of a hybrid powertrain measured or determined b For a parallel hybrid only ICE power or total powertrain power c Fora serial hybrid continuous or maximum power How to proceed with vehicles which are by design not able to follow a given speed cycle e g city bus max speed e Limit test cycle max speed to max vehicle speed e Nevertheless demand the power of the corresponding WHTC during that sections high road gradients which could lead to overheating since the vehicle is not built for such power demands or scale down the power demand to the lower speed limit Handling for a fi
115. iption Unit cmd no ctrl signal The following measurement signals are available from the component model Node Variable name sensor i u SOC Goat Physical interfaces Name Description Unit ReESS iAct_A Actual current A ReESS_uAct_V Actual output voltage V ReESS_socAct_Rt State of charge ratio 0 1 ReESS_tAct_K Battery temperature K TNO report TNO 2013 R11480 Final report 7 October 2013 Electrical interface Appendix B 25 26 Node Variable name Name Description Unit elec out V u phys_voltage_V voltage V elec fb in A phys_current_A current A B 19 Accumulator Parameters and constants Parameter name Unit Description Name in Simulink model 9 K gas temperature dat gas temperature value m kg mass of gas dat gas mass value R J kg gas constant dat gas constant value V m tank volume dat capacity volume value V m fluid volume dat capacity fluid value initial fluid volume dat capacity fluid init value Signal interfaces When using this component model the following control signals must be sent to the component model in a signal bus Node Variable name Name Description cmd no ctrl signal Unit TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix B 26 26 The following measurement signals are available from the component model Node Variable name Name Description Unit sensor p Acc_presAct_Pa Pressure Pa 3 Acc_tGasAct_K Gas temperature K V Acc_volGas_Rt Gas volume ratio
116. is j Tirri fom gt 0 im 4 1 T lt 0 A 22 Thn pm and consists of friction losses hydrodynamic losses and viscous losses thin Fie Pace Pres wpm A 23 J torque demand ctrl TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix A 9 20 A 5 3 where w is the pump motor s speed The efficiency can be determined by experiments The volumetric flow through the pump motor is given as J pn af Day rfl Th A 24 E where Qom is the volumetric flow and Ny is the volumetric efficiency The volumetric efficiency is any Tpm gt 0 mlw Tom 0 A 25 and consists of laminar losses turbulent losses and compressibility losses The efficiency can be determined from measurements and mapped as function of the control signal the pressure difference of the pump motor and the speed as Ho fiz Pace Pres Wp A 26 The control signal x is as mentioned before a signal between 0 and 1 In order to make it more general the model is complemented with a controller The pump motor can be torque or speed controlled The speed controller is a Pl controller while the torque controller is an open loop feed forward controller Internal combustion engine ver1 The internal combustion engine is also an energy converter as the electric machine For the combustion engine chemical energy is converted to mechanical energy Compared to the electric machine can combustion engines only convert energy in
117. isiedstandestanendenidcesdanasnondiednnestecdseentesidaessentshendeedecs 7 Type approval of HDH OVErVieW cc cccccceececeeeeeceeeeeeeeececesseeeessaeeesseeeseneeesaeeeees 7 Japanese HDH HILS test procedure ccccccecccccsesccecceesceeceeecesseeceeseeeseeseeeessaaees 8 Task 1 Adaptation of the Japanese HILS Simulator for serial hybrid 12 Task 1 1 Serial HDH with ECU as SIL oe cccc cc eecceeeeeeeeeeeeeeeeseeeeeesseeeeeeeaes 12 Task 1 2 Driver MOdEI1OON ci ucvsceieectiedstaecedeh cxxtdedhuceccenccusded cael otehecalekehuceicencceinccies 13 Task 1 3 Non electric components library cc eceeeeeecseeeeeeeeeeeeeeeeeeeeeseeeeesseeeeeeas 15 Task 1 4 Meetings with OEMs and stakeholders ccccsecccceeseeeeeseeeeeeeeeeeeeees 17 Task 1 5 Additional powertrain components library ccccccceseeeeeeeeeeeeeeeeeeeeees 17 Task 1 6 OEM stakeholder requested simulator ExteNnSiONS cccceseeeeeeeeeee 18 Task 1 7 Simulation runs and validation of basic fUNCTIONS cccseeeeeeeeeeeeee ees 26 CURTIN Sees eaten tnt E EE E tee 27 Task 2 Adaptation of the GTR HILS simulator for parallel hybrid 29 Task 2 1 Meetings with OEMs and stakeholders ccccseccceceeeeeeeeeeeeeeeaeeeeees 29 Task 2 2 Set up a data bus system in the model ccccceeeceeeeeeeeeteeeeeeeeeeeeeeees 32 Task 2 3 Adapt the software to simulate a parallel HDH c
118. l warm up behaviour are now available All models have been tested to run numerically correct and provide physically representative results Two example models are provided as part of the library more specifically a series and a parallel hybrid topology Complete vehicle model validation has not yet been performed work in VTP2 Task 3 focuses on the HILS procedure using Kokujikan No 281 as base document for adoption towards a Global Technical Regulation The aim of this task was to review the procedures for component testing application of the HIL simulator methodology and validation of the HILS set up For all sections of the procedure the technical issues are addressed and possible solutions may be indicated where suitable It is stated that Kokujikan No 281 provides a suitable base for drafting a GTR Due to various reasons a large number of Open Issues are defined and need further discussion and or research to reduce the lack of clarity ambiguities and surplus options prior to finalizing the GTR procedures As a result suggestions for a draft text may not be available in all sections An accepted change in comparison to Kokujikan No 281 involves the building of the HILS model as part of the procedure rather than using a predefined model This allows for higher flexibility and more dedicated representation of OEM s hybrid powertrain topologies With regard to the component test procedures it is identified that they can basically
119. l report 7 October 2013 52 90 8 1 2 Construction of HILS system and verification of compatibility This subchapter should just refer to the provisions of chapter 1 see 4 1 2 1 where the guidelines for the construction of the HILS system according to the layout of the vehicle to be tested are explained Chapter 1 should also explain that the HILS system consists out of actual ECU driver model unique interface model and vehicle model with input parameters and maps according to the provisions in chapter 2 see 4 1 2 2 In accordance with chapter 5 see 4 1 2 5 the correct operation and accuracy of the HILS model should be confirmed 8 1 3 Calculation of exhaust gas measurement cycle by means of HILS system simulated running The simulated running of the HILS system should be performed using the respective test cycle defined under sub item 3 of chapter 4 see 4 1 2 4 The effect of the command frequency used for the operation set points engine revolution speed and torque on the engine test bench on resulting engine emissions is still under investigation in VTP2 and may be defined with a higher value than 1Hz based on the outcome of the investigations 10Hz recommended According to GTR No 4 at least 5Hz have to be used for test bench command values 10Hz are also recommended here If the data during the gear change period i e the drop of torque due to clutch disengagement may be replaced by the values before the gear shift event is
120. l report 7 October 2013 Appendix B 23 26 Signal interfaces When using this component model the following control signals must be sent to the component model in a signal bus Node Variable name Name Description Unit cmd no ctrl signal The following measurement signals are available from the component model Node Variable name Name Description Unit sensor i ReESS_iAct_A Actual current A u ReESS_uAct_V Actual output voltage V SOC ReESS_socAct_Rt State of charge ratio 0 1 Frat ReESS tAct_K Battery temperature K Physical interfaces Electrical interface Node Variable name Name Description Unit elec out V u phys_voltage_V voltage V elec fb in A phys_current_A current A TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix B 24 26 B 18 Battery RC model Parameters and constants Parameter name Unit n n C Ah SOC 0 e V RO Q R Q C F Signal interfaces Name in Simulink Description model number of cells connected in series dat ns value number of cells connected in parallel dat np value cell capacity dat capacity value initial state of charge dat initialSOC value open circuit voltage f SOC dat ocv ocv cell resistance dat resistance RO number of cells in series dat resistance R number of cells in series dat restatnce C When using this component model the following control signals must be sent to the component model in a signal bus Node Variable name Name Descr
121. l signals must be sent to the component model in a signal bus Node Variable name Name cmd no ctrl signal Description Unit The following measurement signals are available from the component model Node Variable name sensor Physical interfaces Mechanical interface Variable Node name mech int Nm Ths mech in2 Nm Taz mech out Nm Ton mech fb in rad s mech fb out1 rad s mech fb out 2 rad s TNO report TNO 2013 R11430 Final report 7 October 2013 Appendix B 17 26 Name Description Unit no signal Name Description Unit phys_torque_Nm torque Nm phys_inertia_kgm2 inertia kgm phys torque _Nm torque Nm phys_inertia_kgm2 inertia kgm phys torque _Nm torque Nm phys _inertia_kgm2 inertia kgm phys _speed_radps rotational speed rad s phys _speed_radps rotational speed rad s phys speed_radps rotational speed rad s TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix B 18 26 B 13 Retarder Parameters and constants Parameter name Unit Description Name in Simulink model Tips brake torque map dat braketorque Signal interfaces When using this component model the following control signals must be sent to the component model in a signal bus Node Variable name Name Description Unit cmd u Ret_flgOnOff_B Retarder on off Boolean The following measurement signals are available from the component model Node Variable name Name Description Unit sensor Tos Ret_tqBrkAct_Nm_
122. lation of the WTVC driving cycle for the parallel hybrid powertrain CHALMERS Institut f r Fahrzeugantriebe a Graze amp Automobiltechnik TNO innovation for life EE TNO report TNO 2013 R11480 Final report 7 October 2013 45 90 mps ElecMac_tqAct_Nm Chassis_vVehAct_m 1200 1000 _Faaps 400 ElecMac_nAct_rad Eng_tqAct_Nm 0 20 40 60 80 100 120 140 Eng_nAct_radps ReESS_iAct_A Al ReESS uAct v ReESS_SOCACI_A 0 4 a 0 20 40 60 80 100 120 140 0 20 40 60 80 100 120 140 Time s Time s Figure 3 11 Simulation results for the first 140 s of the WTVC driving cycle 3 5 Summary A new model library has been developed based on the open source models presented in Kokujikan No 281 and new models presented in this project or previous project by the same research consortium The model library offers a data bus structure component based models and the possibility to construct hybrid powertrain models both conventional of today like series and parallel hybrid powertrains and more futuristic like flywheel based hybrid powertrains The models run numerically stable and deliver physically reasonable results but complete vehicle model validation has not been performed future work o gt innovation IFAo gt aeeTU TNO for life ZZ amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 46 90 4 Task 3 Report on test procedure and adaptation
123. le This is at earliest possible when a final test cycle is agreed in the HDH group 7 Vehicle test weight In the current Japanese regulation the test vehicle weight of a truck is equal to its kerb weight 1 2 max payload 55kg driver and that of bus is equal to its kerb weight riding capacity 55kg 2 55kg driver However the test weight can also be derived from vehicle class specifications where the powertrain should be used example see tables at 4 3 2 4 The selection depends on the type of certification either vehicle specific or vehicle independent and is defining the reasons for a re certification of the powertrain Basically the kerb weight half payload riding Capacity approach seems reasonable and is also basis of the Japanese vehicle class table but could be discussed in the work group if demands from stakeholders arise Current on going investigations regarding a connection of powertrain rated power and vehicle test weight are also on that basis Defining the test weight is highly related to the way how the certification is done vehicle dependent independent and on the final definition of the drive cycle Investigations in that perspective are still on going 8 Calculation of engine cycle work For the entire test cycle there are verification criteria for positive engine work and fuel economy The omission of the data during gear change see above point 2 is not allowed when calculating the cycle work nor when calculati
124. le and deliver physically reasonable results The headline may indicate something else but this has nothing in common with the validation process mentioned in Kokujikan No 281 where simulation models are compared with actual measurement data in order to proof their validity Due to the model restructuring in a later project phase the simulation runs with the Japanese model structure based serial hybrid model which have been carried out have lost their importance For completeness of the report they are mentioned in an abbreviated form Several simulation runs were done to test the operational suitability and robustness of the developed Japanese structure based serial hybrid model containing e Thermal models for electric motor generator energy storage system ICE oil ICE coolant water and the ICE exhaust system e Aredesigned energy storage system e Driver models for vehicle speed and propulsion power As a key constraint the desired vehicle speed or the desired power demand always had to be tracked within the given limits for each test run Different generic vehicle data for a fixed final drive ratio was used to run the model with either the vehicle speed or the power cycle driver model Figure 2 10 illustrates the model output representative for the 10 4 ton vehicle for the first 500 seconds of the WHVC using the driver model to follow a given vehicle speed without any violation of the specified limits 2 km h 1 sec Although the temperat
125. le itself In contrast to the conventional driver model tracking the vehicle speed it was therefore not transferred into the new model structure until now The main objectives for Task 2 are e OEM and Stakeholders meetings to deliberate on HILS method e Enhancement of the HILS model library and specifically the parallel hybrid topology Responses from OEM on HILS methodology relate to e Changes allowed in the interface model e Consideration of traction force interruption at the HILS model run e Test cycle command frequency for an engine emission test e Possibility of certifying HDHs using a WHTC engine test e Multiple ECU handling e Dummy signal handling ECU test modes f R a AN Q C l FAD TNO atio SAS naiera TU TNO life ME ye tomo obilte ech CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 87 90 Starting from the Japanese component models presented in Kokujikan No 281 a new model structure has been proposed and implemented for the suggested GTR HILS methodology This includes the development of a new HILS library in which the component models with data bus structure are stored The new library consists of many component models as building blocks that offer flexibility for building different conventional and hybrid system models This also allows for easily adding new or future hybrid systems In addition to the Kokujikan No 281 component models several other components as well as basic therma
126. le since the losses covered by the component model and needed for temperature calculations are too inaccurate to describe realistic thermal behaviour So the component test procedure defined in Kokujikan No 281 is valid for this simple resistor based model b amore complex RC circuit based model If the thermal behaviour of the electric storage needs to be simulated this more complex model has to be used This model provides a better and more realistic description of the time dependent current voltage behaviour through the additional RC circuit Thus allowing a more accurate calculation of the power loss in the electric storage which is needed for temperature calculations The component test procedure is basically the same as defined in Kokujikan No 281 only the data analysis is different In the following section the differences to Kokujikan No 281 will be described The accuracy of the measurement devices has to be higher to obtain accurate values for the calculation of losses Hence the accuracy of the voltmeter shall be better than 0 1 of the displayed reading and the accuracy of the ammeter shall be better than 0 3 of the displayed reading Moreover the resolution of the voltmeter must be large enough to measure the impressed voltage during the smallest current pulse The resolution of the thermometer shall be better than 0 1 K to be able to measure a small warming The test sequence shall be performed similar to Kokujikan No 281 chapter
127. low various combinations of engines gear boxes and storage systems 2 3 Adapt the software to simulate a parallel HDH 2 4 Simulation run and validation of basic functions including the functions from task 1 The results of these activities are reported in the subsections of this chapter 3 1 Task 2 1 Meetings with OEMs and stakeholders During the entire project meetings with several OEMs by name Daimler Volvo scania MAN and DAF have been held and a close and fruitful cooperation could be established The meetings were primarily used to present the Japanese HDH certification procedure to HDH experts not familiar in detail with the HDH meeting documents and to discuss open issues bilaterally This section reports the most important outcomes of meetings and resulting phone conferences held and is therefore subdivided in different topics 3 1 1 HILS model interface and interface model An initial aim of this task was to define a standardized HILS model interface which fits for each manufacturer and allows to run the HILS model with actual hardware ECUs The discussions were based on the existing Japanese model interface where certain model in and output signals are specified Soon it turned out that defining a fixed interface suitable for each manufacturer and different vehicle concepts will probably not be feasible The need of restructuring the HILS models in consequence solved this task by the introduction of a flexible signal bus wh
128. ls entirely 7 Reference ECU model for SILS and 8 Operation check of HEV model The method described for the purpose to check the operability of the HEV model used for the approval is due to the changed models not feasible any longer In any case this provisions will and cannot be applied Although this is compatible with the existing Kokujikan provisions this tasks could be rejected Nevertheless a vehicle model which could be one of the example models already available in the library could be used to check if the simulation environment for the type approval test is configured correctly Model in and output data would have to be specified for that purpose see OIL H5 9 Construction of interface This provisions are in general valid but due to the established signal bus specific interface signals cannot be prescribed fix A list of all available signals for the generic models is bundled in Appendix B 10 Input parameters 10 5 Rolling and air resistance coefficient The values for rolling and air resistance are calculated by specified equations For route buses or general buses only the value obtained for the air resistance has to be multiplied by 0 68 The English translation of Kokujikan No 281 states the multiplication of air and rolling resistance by 0 68 which is not correct and caused by a translation error Nevertheless the obtained values using the specified equations have not been proofed to be representative for a real vehicle
129. me A conversion method for ICE speed and torque from the HILS model sample time to 10Hz or whatever is specified for the exhaust emission test later on has to be defined Especially sections of load change during gearshifts should not be filtered by inappropriate sampling or a too low resolution see OIL H3 see also section 4 1 2 4 paragraph 8 1 3 4 3 2 4 Vehicle independent certification method During meetings with OEMs the implementation of a vehicle independent powertrain certification similar to the WHTC method was discussed not exactly Knowing that there is something similar already available in the Japanese o gt innovation IFAo gt meu TNO for life ZZ g l amp Automobiltechnik CHALMERS OF TNO report TNO 2013 R11480 Final report 7 October 2013 75 90 legislation The general approach is of course to minimize test effort and avoid testing and certifying each specific vehicle Kokujikan No 155 therefore describes standardized vehicle specifications and how to handle them Unfortunately no English translation is known to be available but an outline was kindly provided by our Japanese colleagues For conventional HD vehicles i e GVW gt 3 5tons it is required to prepare the program for the conversion from JE05 vehicle speed cycle into a reference engine running cycle by using individual vehicle and engine specifications in order to realize the test method for the engine installed in the individual vehicle Because
130. mplete simulation over a complete driving cycle The aim of the simulation is as mentioned earlier to see that the models are numerically stable and produce realistic results The simulation results are presented in Figure 3 7 ps Chassis_vVehAct_m 1000 1200 1400 1600 2000 ps 1500 1000 H ElecMac_nAct_rad 0 200 400 600 600 1000 1200 1400 1600 1800 ps hm o eS eo a MEE E I E wie twee i EAA EEE A as leave Giese SUE wate E bere Sere earn 6 Sele sre E E ates nAct_rad _ o he ee ee er Eng_ ee ee ee ee re ee ee he 0 200 400 600 800 1000 1200 1400 1600 1600 200 400 600 800 1000 1200 1400 1600 1600 Time s ElecMac_tqAct_Nm 0 200 400 600 800 1000 1200 1400 1600 1600 mo ee ee ee ee ee ee Ce eee ee ee re ee ee a ct o i i ee ee i re i ii i ie i ee i Eng_tqAct_Nm 0 200 400 600 800 1000 1200 1400 1600 1600 See eee ee ee S ee ee eee eee 2 es ReESS_iAct_A 0 200 400 600 800 1000 1200 1400 1600 1600 eee ee ee ee ee ee ee ee a ct i oe ar Serer eee eee eee ee ee ee ee i ie ae ei i M ee ae ee ee a ee ee ee er n ReESS_socaAct_A o 200 400 600 800 1000 1200 1400 1600 1600 Time s o Figure 3 7 Simulation results from simulation of the WTVC driving cycle for the series hybrid powertrain pe NN CHALMERS institut f r Fahrzeugantriebe w Graze amp Automobiltechnik
131. n rad s The physical interface and the signal interface for all powertrain component models are available in Appendix B 3 2 3 Component model structure in Simulink The following model structure is proposed see Figure 3 3 The model structure has been presented at several HDH meetings and it has been accepted for use cmd sensor etn elec in V elec out V elec fb in A elec fb in A elec fb out A Converter This model level is fixed Place parameters in the system mask on the top level The parameter is a structure specified according to GTR No XXX Figure 3 3 Model structure example All component models except the driver use the proposed model structure The model structure is divided into two parts the physical model and the local controller Every model includes a local controller which converts the control signals from the control system if existing into local control signals the block also sends sensor signal values to the control system i e it handles the communication between the control system ECU and the physical model The physical model block should include the implementation of the model equations In the Simulink implementation of the physical interfaces for the mechanical components the inertia or the mass of the component is also transferred between the components in the torque interface see the table below rap A ok N fay FAo gt ETU TNO ation a DE institut f r
132. nable in agreement with the test procedure for conventional engines specified in GTR No 4 Therefore the WHVC Worldwide Harmonized Vehicle Cycle a representative vehicle speed cycle used as intermediate step in the generation of the WHTC Worldwide Harmonized Transient Cycle was chosen as promising basis of the test procedure 8 A vehicle speed cycle is a very stable reference basis and does not change much with evolution or new development of drivetrain technologies The following chapter 1 3 gives a more detailed insight to the existing Japanese HILS test method 1 3 Japanese HDH HILS test procedure This chapter describes the Japanese HILS Hardware in the Loop Simulation method defined in Kokujikan No 281 1 and gives an overview of the different steps of the certification process The main goal of the HILS procedure is to transfer a vehicle speed cycle into an engine test cycle that is representative for the specific hybrid control strategy With HILS it is possible to simulate a hybrid vehicle driving a transient vehicle speed cycle During this simulation engine operation is recorded thus creating a vehicle specific engine cycle This engine cycle can then be used to test the engine s emissions on a conventional engine dynamometer The operation of the engine in a hybrid vehicle is highly dependent on the manufacturers proprietary hybrid control strategies These strategies are encased in the hybrid electronic control uni
133. nese HILS method 10 In general the HILS method in use in Japan can be divided into several steps which are structured in the flowchart below Figure 1 2 and explained as follows 1 Investigation of the hybrid drivetrain topology of the vehicle to be tested 2 Creation of the vehicle model according to the topology defined in step 1 3 In order to test the hardware that runs the vehicle model a model verification with generic component data and a generic control strategy predefined operation strategy is done as a pre check 4 Before the certification method can be performed conformity between real vehicle and simulation model has to be ensured Therefore measured data of real vehicle operation either from chassis dynamometer or from a pre transmission powertrain test bench is compared to simulation results If the output from the simulation meets the defined tolerances the HILS model can be used for the certification process If the same powertrain topology has been certified before no new model verification is necessary and step 5 follows If a new model verification is necessary the component parameters of the verification vehicle are put into the simulation model determined according to the procedures in step 5 Then a HIL simulation run is performed and the simulation results are compared with measured data 5 Component specific data for engine electric machines and energy storage according to the defined test procedur
134. ng the fuel efficiency D ti IFA aU TNO na amp Automobiltech CHALM ERS TNO report TNO 2013 R11480 Final report 7 October 2013 59 90 4 1 3 Summary In general Kokujikan No 281 is considered as a good baseline for the GTR drafting Due to some links to the Japanese conventional vehicle testing procedure and the applicability on either a vehicle specific test or a vehicle independent test method and the resulting needs of a recertification of similar propulsion systems please see 4 3 2 4 for a comprehensive perspective some sections are suggested to be adapted for a GTR Identified issues and suggestions are reported in the text above for each issue Paragraphs not mentioned are considered as valid Since the final test method for the GTR need of re certification of powertrains family concept valid test methods is not decided yet proposing only one desired solution for each issue is not possible It is suggested that for a final GTR all provisions based on Kokujikan No 281 should be in line with the post transm powertrain test procedure proposed by the US EPA This addresses especially the vehicle dependent independent test method and the resulting needs of a recertification which are also not yet completely defined in the EPA proposal 4 2 Task 3 2 Provide the interface system for real ECU s This task was intended to cover the preparation work on the interface system between the simulation model and the hardwar
135. nnot be shown at this time So it is placed as a final guard Basically each change which affects the HILS verification result forces a new model verification but changing e Engine torque characteristics e Electric motor torque electricity characteristic e Battery internal resistance voltage characteristic e Vehicle specifications except changing GVW cross over 12ton this has to be discussed for a GIR adoption see OIL V2 is allowed and does not request a new model verification However a new certification run may be required For reasons of a re certification please refer to section 4 3 2 4 ECU software updates do not in principle force a new HILS certification as long as the update has no effect on the HILS verification results If there is an impact strictly speaking there would be also a need of a new model verification which would result in a high test effort and should be avoided This is also valid for changes necessary in the interface model and has to be discussed in the HDH investigating group 6 Test cycle definition The WVTC is like the WHTC exactly defined form second 1 to second 1800 This does not specify the conditions at second 0 when the measurement starts It is a slightly trivial matter but has effect on the calculation of the cycle work in terms of comparability of data sets An equation for the appropriate calculation of the cycle work should therefore be specified at the definitions of the resulting HDH test cyc
136. nsor signals that affect operation of the hybrid system to the control units This ensures that the simulated system operates equally to the real vehicle and keeps the control units from changing into a failure operation mode which is not representative for real life operation There are basically two ways to provide the respective sensor values to the control units a Using signals generated inside the OEM specific unique interface model which can be recorded values from previous in vehicle measurements artificially generated values or fixed constant values for switches flags or status signals b Implementation of an ECU test mode in the control unit where failure operation modes are not implemented and a reduced number of sensor signals is needed for a hybrid system operation Even though this is a common approach for conventional engine testing it has to be ensured that this has no impact on the hybrid system operation itself Signals used for the anti brake lock system certain OBD functions driver support systems etc could be removed for example to minimize the certification effort This issue is vital for the application of the HILS procedure since it can become very complex with several control units included in the certification process However if this issue has to be addressed in the addendum to the GTR or is handled by regional or local authorities shall be discussed inside the drafting group of the regulation see OIL V5 GTR N
137. ntrol parameter speed is your system result ie f L Figure 2 2 schematic vehicle and acting loads If you want to run a vehicle model following a desired power curve propulsion power vs time one single control signal like the driver torque request will not be sufficient To track the desired power you will have to track a specific torque and a specific speed This indicates that you will need one controller for the torque and one for the speed tracking Controlling the torque is more or less similar to a conventional driver model The torque controller is actuating the accelerator pedal to adjust the desired driving torque Tpp To control the resulting speed you need the second controller which controls the load torque on the system Tp in order to track the desired speed The chassis model which is usually representing the road load for the system is therefore replaced by a controller which controls the road load for this configuration Both controllers are designed as common known PID controllers The fact that they are influencing each other makes it harder to tune them accurately but at least for the serial hybrid model based on the Japanese structure the controller tuning could be handled well for both the wheel hub referenced and the powertrain output shaft referenced driver Figure 2 3 illustrates the principal structure containing demanded speed and torque as well as permitted tolerances a basic PID controller and a wa
138. o 4 is currently also not addressing how to deal with preventing failure operation mode of the engine control unit during engine test run on the test bench f c9 IFAo gt DATU TNO oration WAS institut f r Fahrz uga ntriebe TU for life EE amp Automobiltech CHALMERS 78 90 TNO report TNO 2013 R11480 Final report 7 October 2013 apow AyD J81UI Jo ael OOOLA SDEIBAR 0 asoj SOW al JO EJEp YA JES one Jeab yip 6yGG zZ peo Aed WNWIXBLU SSBLWW aIYsA AJAWA SSBW ayas 453 ByGs x SUOSJad Jo JAQUINU peo jaaym UIs peo Aed WNWIXBW SSeW Adwa peay JODNI AA9 Peay Joan _ oom OGF c 068 c aDeare 0 ES06E 0 asoj gep aJ2143A Jea SOW ay jo eyep o6r z dzo z 9PIUSA o ogszz z o00rZ Jea UIS Ul d OW MAD auel SNIpEJ SSEW suosia PEOMLd ssew ssew peayopny JiweuAp apiyeA z0 w apiyan aJ 153 aN nuwxew Adwa Koay opony upm qiy oe eab uolssiwsues ne ee UOIJAWNSUOD jan JO LITIN Ag oyyonsJUOHesyI0Eeds ajOIUaA Puepuels innovation for life EE piatu TNO Institut f r Fahrzeugantriebe amp Automobiltechnik IFAo gt dy SS ANR wo WE a ta OT 3 aiz 3d J he e l R K WA ay Le a AY Te Sagi O 79 90 TNO report TNO 2013 R11480 Final report 7 October 2013 bli ole Je ab pip ooo L L85 04E Jea6 uoiss IwWsueg zoso SnIpEeJ gweuwip aig EETA OGELE 680LL 91 OL ul Papas pue suosJad 40 Jagunu x Dy
139. odel in the model library hilsmodel_ series example mdl p lt ToEngine lt TroEimotort lt electncmactnet gt p lt TEmo lt TToEImotor2 L TaChamis a in 7 P lt FmomRaay gt lt T To or 7 P lt iFromEngne ji oElmotari gt Figure 3 6 Series hybrid powertrain in Simulink 3 4 1 1 Reference ECU model for SILS A simple control strategy has been developed and implemented in order to be able to simulate the vehicle The control strategy is an on off relay control strategy The electric machine is propelling the vehicle according to the driver s input accelerator and brake pedal positions using energy in the energy storage When the energy level in the energy storage drops below a certain level the combustion engine is turned on and operated at a constant operating point until the energy level reached another specified level When this level is reached the engine is turned off again E A FA TU TNO innovation Bi PUNY Se i aa institut fiir Fahrzeugantriebe Graze for life amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 41 90 3 4 1 2 Simulation results Two simulations are presented in this report the first simulation is the complete WTVC driving cycle and the second simulation is a short simulation using the first 140s of the WTVC driving cycle The first simulation is to present the co
140. on only be roughly outlined in this report Only the work on the Japanese models in task 1 which affects the new models for the GTR will be reported in detail A detailed description of the new GTR models which are also able to deal with the requirements of task 1 except the driver model for power cycles see section 2 2 will be bundled in section 3 2 The requirement of task 1 1 was to extend the existing version of the Japanese HILS model with a simple module which simulates the ECU of a serial hybrid This module should allow running the software without a hardware ECU The functions include the monitoring of the battery SOC and a resulting on off function of the ICE for generating electricity at three freely adjustable load points The aim was to run the serial hybrid model in any vehicle velocity cycle inputted Since the Japanese model did not contain a driver model this had to be developed in addition to the ECU model Figure 2 1 gives an overview of the serial hybrid model based on the Japanese structure o gt innovation IFAo gt aeeTU TNO for life ZZ g l amp Automobiltechnik CHALMERS OF TNO report TNO 2013 R11480 Final report 7 October 2013 13 90 Hardware ECU interface Software ECU Figure 2 1 Serial hybrid model base on the Japanese model structure The ECU model was designed in a way that the vehicle could be run either by providing time based signals for the accelerator and brak
141. on and fuel consumption could be used see 4 1 2 2 3 Cold start should be part of the model verification Certify real or generic vehicle behaviour during system heat up e Real behaviour Unproblematic for model verification since measured temperature signals can be used as model input Unproblematic for certifying vehicle where model was validated with Problematic for different vehicles using an already verified HILS model how to reflect real temperature behaviour here e Generic behaviour Unproblematic for model verification since measured temperature Signals can be used as model input Use generic temperature models for every certification run of HILS model could cause ECU errors error modes if temperatures differ from ECU models estimations could lead to different than in vehicle ICE heat up operation where emission regulations can not be passed SA Would cold start test of ICE certification cycle derived from HILS model at HOH Ts group warm conditions on the engine test bed be an option Table 5 7 OIL component test procedures p ssue CC Status Priority Are they just a guideline or are the procedures mandatory e just to use supplier data would be convenient NDAs could avoid publication but since the changes of component maps is allowed in a verified HILS model this data has to be proofed somehow see wae 4 1 2 2 ia Do they have to be proofed by authorities PES group d moan IFA pinu TIN
142. onfirmed final The Open Issue List in Section 5 targets to identify current items that have been addressed For several items Validation Test Program 2 has already been started to apply and further investigate the HILS procedure For a larger part of the items it is referred to the HDH Working Group to discuss need for additional investigations and where possible make justified choices based on technically valid rationales As the current GTR No 4 specifically targets the certification procedure for pollutant emissions it is also advised to carefully evaluate the HILS procedure with regard to pollutant regulation versus CO regulation In order to ensure correct environmental and societal impacts it may be necessary to define a procedure that incorporates Clearly distinct conditions for one or the other Other application field with similar technologies like light duty may turn out and are likely to have similar issues and potentional solutions in place already and should not be put aside without examination GF A ms HA NS j j IFAD pitu TNO Mc CTAA i Taine F institut f r Fahrzeugantriebe G raza for life re amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 89 90 7 References 1 Kokujikan No 281 Test procedure for fuel consumption rate and exhaust emissions of heavy duty hybrid electric vehicles using hardware in the loop simulator system March 16 2007 2 S Hausberger
143. ooling system starts controlling the temperature keeping it more or less constant The heating of the engine is modeled as a limited integrator i Vice oil max i one init F Vice oil cold Vive oil hat A 28 wf f where ice oii IS the engine s oil temperature Price iosg IS the engine s power loss n is the amount of the power loss that goes to heating the engine Dice coig is the engine s temperature at start of use and Bice oi hot IS the engine s normal operating temperature The model can be calibrated using the tunable parameter n The integral part of the model corresponds to engine heating due to usage the limit set bY Vice oil hots Corresponds to the case when the cooling system is controlling the temperature A similar model is also used for modeling the cooling fluid temperature The internal combustion engine can be torque or speed controlled The physical model is complemented with a local controller The speed controller is a PI controller while the torque controller is an open loop feed forward controller Internal combustion engine ver2 The internal combustion engine modeled is also available in a second version The only difference between version 1 and version 2 is the engine torque response model Because of the turbo dynamics a fixed first order linear system model might not be accurate enough Instead a simple speed dependent torque response model is proposed TNO report TNO 2013 R11480 F
144. ot exactly zero Values up to 40 and above occurred during the investigations VIVC drivecycle Sa Power time curve Vehicle speed km h ha h o WATE longitudinal vehicle dynamics a 390 J365 J0 JS 359 360 J365 J0 JS Time 5 Time 5 Figure 4 5 propulsion power demand with and without gear shift interruptions Beside that there are also sections of clutch actuation where vehicle speed is still zero but the engine of a conventional vehicle already delivers power to the system see Figure 4 6 These sections also cause high road gradients because delivering a certain power at zero speed would per definition give an infinite traction torque which would lead to an infinite road load gradient WTVC drivecycle Power time curve a 15 he ieee ee E p 7 z 5 ji sl 0 5 0 a O oan eae 655 656 657 555 656 657 Time 3 Time 3 Figure 4 6 Sections of clutch actuation from second 655 to 657 Both effects lead to problems when a WHDHC test cycle is applied with a real HILS model and with an actual hardware ECU It was shown by Japanese colleagues at JASIC that a high fluctuating road gradient pattern with high absolute values caused an ECU error during a HILS simulation run 3 One approach which lowers the absolute values of road gradients was to smooth the WHTC power pattern Although there was only a minor impact on the overall cycl
145. ower cycle which is mainly caused by gear shift events in the WHTC Section 4 3 1 will in detail deal with that issues Detailed simulation results for the new structured serial and parallel hybrid vehicle models will be bundled in section 3 4 2 8 Summary Main objectives of Task 1 have been e The preparation of a serial hybrid model using SIL simulation e Providing additional powertrain components models in order to meet stakeholder demands and ensure the establishment of a comprehensive model library e And providing different driver models in order to be able to perform model test runs investigate the model behaviour and the impacts of different test cycles With regard to the previous bullet points the achievements can be summarized as follows e A basic serial hybrid model provided by our Japanese colleagues could be extended and model test runs could successfully be performed with new components different driver models and different vehicle parameters D innovation IFAo gt aU TNO for life EA amp Automobiltechnik TNO report TNO 2013 R11480 Final report 7 October 2013 28 90 e New powertrain components have been developed and already transferred into the later introduced new model structure except planetary gear set e The implementation of a driver model capable of running a test cycle referenced to a certain power time curve could be successfully tested but faced some serious weak points related to the tes
146. ower gear see figure A 2 below Since the VECTO tool itself is still under development and not defined fully until now just a first draft version is implemented in the HILS model library A model including full functionality as well as a comprehensive description will be available when all open issues in the VECTO workgroup are solved and the tool can be transferred fully in the model library The input signals needed for the gear selector sub module to derive an actual gear request currently are e The actual gear engaged e The input torque and rotational input speed if this is transmission input torque or ICE output torque is still an open issue and has to be discussed in the HDH working group e Status of the drivetrain next gear engaged and all clutches closed and synchronized again 800 700 600 500 400 300 200 100 Torque Nm 100 200 300 upshift polygon TNO report TNO 2013 R11430 Final report 7 October 2013 Appendix A 5 20 50 VECTO gearshfit mechanism 3000 3500 4000 rot Speed rpm downshift polygon ICE full load torque ICE friction torque Figure A 2 example of up and down shift polygons to define the system operating range Internally also the test cycle and the time of clutch actuation during a shift manoeuvre are loaded in order to detect vehicle starts form standstill and engage the 1 gear on time before the desired speed is greater zero This allows t
147. peed of the flywheel The loss torque can be determined from measurement data Accumulator An accumulator is a pressure vessel that is used to store a medium fluid or gas in a high pressure portion of the system A hydraulic system consists of at least two accumulators one high pressure accumulator used for storing energy and one low pressure accumulator used as a reservoir When the accumulator is empty all fluid is in the reservoir As fluid flows in and out of the accumulator the charge gas acts as a spring storing potential energy The volume occupied by the fluid or the medium is i E di TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix A 19 20 where V is the volume of the fluid or the medium and Q is the volume flow to or from the accumulator Q is positive if the flow is into the accumulator The hydraulic accumulator is divided into two parts the fluid part and the charge gas part see Figure A 12 X e Vo DPs O Figure A 12 Hydraulic accumulator The parts are separated by a piston bladder or diaphragm If Vis the accumulator volume the volume occupied by the charge gas is V V V As the volume of the accumulator is fixed this means that the charge gas volume is given as Ty 0 A 55 Using the ideal gas law pV mR9 the gas pressure can be determined as MaRi Va Py A 56 where m is charge gas mass R is the gas constant and 2 is the temperature of
148. ponent models the modeling philosophy and examples Driving Cycles A directory containing different driving cycles that can be used in the toolbox The driving cycles are implemented as a vehicle velocity profile as function of time The driving cycles are saved as mat files and can be loaded into MATLAB s workspace using the load function oD T innovation IFAo gt aU TNO for life amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 38 90 3 2 8 Library The model library is located in this directory The component models are categorized into different categories as mention earlier In each category different component models are available The main reason for using a model library is that modifications can easily be broadcast to all powertrain models using the library this secures that all powertrain models are up to date 3 2 9 Parameter files For each component model in the library there is a corresponding parameter file associated to the model The parameter file contains all parameters that need to be inputted in order to simulate the model If a component model is included in a powertrain model it is a good idea to copy the corresponding parameter file and modify the parameters according to the component modeled 3 2 10 Misc This folder contains functions used for pre or post processing of data and or simulation results 3 2 11 Vehicles This folder contains example powertr
149. powertrain is described by models described by differential equations This makes it possible to take into account dynamic effects such as engine speed up and vehicle inertia etc The other alternative called back warding is usually based on quasi static models Such descriptions can be simulated much faster but the result does not describe transient effect Furthermore in back warding feedback control cannot be used Driving Chassis cycle Figure 3 2 Model structure for a powertrain model using forwarding Dynamic simulation or forwarding is outlined in Figure 3 2 this idea is also used more or less in the open source models The name forwarding comes from the fact that the current subsystem is using information determined in subsystems in front of the current subsystem The idea is to use a driving cycle to set the desired vehicle velocity for the driver The driver utilizes the desired velocity and the current velocity in order to command the vehicle by using the pedals very similar to what the driver does in a chassis dynamometer setup in reality The driver is usually represented with some sort of control system In turn the engine uses command signals from the driver and a control system and feedback signals from the driveline in order to calculate the current engine states and so on In order to achieve this the model interfaces between the powertrain components needs to be determined D innovation IFAo gt TU TNO
150. proach should be in line with the procedure for powertrain testing of the hybrid system according to the part of the GTR regulation drafted with the input of EPA The final solution will be decided based on the procedure for powertrain testing as well as on the outcome of the vehicle simulation according to the HILS procedure in VTP2 Electric storage For the electric storage the existing model had to be extended to a more complex model in order to get a more accurate temperature behaviour The extended model provides a better and more realistic description of a time dependent current voltage behaviour through the additional RC circuit In the original model according to Kokujikan No 281 consisting only of a resistive part a rectangular current signal leads to a rectangular voltage behaviour Whereas the extended model with additional RC circuit leads to a time dependent voltage behaviour with the same rectangular current signal as input See Figure 2 9 This time dependent current voltage behaviour allows a more accurate calculation of the power loss in the electric storage which is needed for temperature calculations GB Be PA AON Sy i j Bec so 3 l FAD paR U TNO ore Si Sg N wo i ae Institut f r Fahrzeugantriebe Graze for life amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 24 90 50 50 100 190 200 250 current A 3 8 3 75 3AT 3 65 3 Not time dependent 3 6 e
151. pulse can be calculated as Vo Vstart Lo ti C m T e Tae rr pulse R TAO mtse T T pulse pulse IFA gt pB TNO cea Institut f r Fahrzeugantriebe amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 51 90 Taking the mean values for all pulses leads to the desired values for Ro R and C for the actual state of charge The measurements shall be repeated for different values of the state of charge according to chapter 5 paragraph 5 1 4 sub item 1 Since the cold start operating temperatures are not below 20 C the performance of the electric storage is not affected see chapter 3 1 4 Thus no component tests at lower temperatures are needed 4 1 2 3 Chapter 3 Procedure for fuel consumption rate Since vehicle fuel consumption is not directly determined by the use of the HILS method the provisions in chapter 3 are not relevant for a GTR adoption of the HILS method 4 1 2 4 Chapter 4 Procedure for exhaust emissions The following sections should be replaced by the respective existing chapters in GTR No 4 e 4 Test engines e 5 Test fuel e 6 Measuring devices e 7 Test Room and Atmospheric Conditions Related to Test e 9 Test Procedure for Exhaust Emissions from Heavy Duty Hybrid Electric Vehicles with minor changes to o 9 3 1 Time correction of engine revolution speed and shaft torque It has to be added that for the HILS method a time correction for th
152. r life HEB re amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 48 90 10 9 Engine model response delay block To represent the transient engine behaviour different torque built up models are included in the engine models In the simple model just a time constant has to be specified which means the engine dynamics are independent of rotational speed This is probably sufficient for natural aspirated engines but unlikely for engines equipped with turbo systems Therefore a more accurate model represents the transient torque behaviour depending on the current rotational speed Parameters have to be set to represent the real engine behaviour 11 Gear change mode For HDH vehicles equipped with a manual transmission the gearshift provisions of the simultaneously developed European fuel consumption tool for conventional HD vehicles VECTO are basically planned to be applied 12 This was agreed in the 13 HDH meeting in March 2013 and is currently in process see OIL H2 4 1 2 2 Chapter 2 Component test procedures Basically treating the component test procedures as guideline would be desirable Available OEM and supplier data should be used as much as possible in order to avoid additional test effort For an initial HILS model the accuracy of the input data is anyway checked during the HILS verification run Note that for changes made in the component maps of a validated HILS model for the certifi
153. rdware parts Therefore a definition of certain functionalities instead of hardware parts that have to be included seems to be a viable approach since architecture of control units and distribution of hybrid operation strategy will be very OEM specific If some ECU algorithm is included as software part in the OEM specific unique interface model the interface model is a crucial part in the verification process where real life vehicle operation is compared to the simulated operation of the HILS model Therefore changes in the OEM specific unique interface model affecting hybrid control has to lead to a mandatory repetition of the model verification see OIL V2 2 Data measurement for HILS verification In the practical application of the original Japanese HILS regulation Kokujikan No 281 there are several additional definitions clarifications and amendments necessary which are available in additional Japanese documents but are not available in an English version This subsection lists these additional topics in the verification process identified so far in discussion with the Japanese representatives in the GRPE HILS informal working group For the amendment of the GTR these topics need to be included to describe the HILS verification procedure properly Torque values in HILS verification In order to get the actual measured torque values for comparison with the simulated values from the HILS model according to chapter 5 in Kokujikan No 281 there
154. reseeable vehicle topologies can be constructed from this library and used in simulation and HILS environment Within this project actual validation in the HILS environment as part of a complete test procedure including modeling verification validation towards a HDH vehicle has not been possible defined for the follow up project VTP2 Therefore completion of the HILS component model library cannot be confirmed until sufficient proof of valid HILS method results is generated and model changes are no longer required Proposed test procedure based on Japanese HILS regulation The HDH working group has decided the Japanese HILS procedure to be a good Starting point for defining a globally harmonized test procedure for Heavy Duty Hybrids All sections of the Japanese Kokujikan No 281 procedure have been reviewed and commented in order to identify required adaptations for adoption in a GTR The current GTR No 4 engine based testing specifically targets the definition and implementation of a testing procedure for criteria pollutants emissions for engine families whereas the Japanese HILS regulation describes a procedure for certification of an individual hybrid vehicle for fuel consumption calculated at charge sustaining condition followed by engine testing to quantify its emissions Test cycles and procedures When a vehicle cycle is selected only defining vehicle speed over time in combination with predefined road load conditions is used as base
155. roduced and or published by print photoprint microfilm or any other means without the previous written consent of TNO In case this report was drafted on instructions the rights and obligations of contracting parties are subject to either the General Terms and Conditions for commissions to TNO or the relevant agreement concluded between the contracting parties Submitting the report for inspection to parties who have a direct interest is permitted 2013 TNO TNO report TNO 2013 R11480 Final report 7 October 2013 2 90 Summary This report is the final report of the work by the Universities of Technology in Chalmers Graz and Vienna and research institute TNO performed within the research program on an emissions and COs test procedure for Heavy Duty Hybrids HDH This report specifically refers to Validation Test Program 1 VTP1 The work is performed according to specific contract SI2 631381 titled Developing the Methodology for Certifying Heavy Duty Hybrids based on HILS and sponsored by the European Commission It also includes the report on the first work package within VTP1 which was sponsored by OICA Reduction of pollutants and greenhouse gas emissions as well as increased fuel efficiency are becoming even more important in the view of increased local pollution in some urban spots global warming and higher fuel costs Hybrid vehicles are therefore becoming more important not only for light duty cars but also for heav
156. ropulsion is made by the electric motor and the combustion engine is primarily used to assure that there is enough energy in the energy storage In the parallel powertrain topology both the combustion engine and the electric motor can propel the vehicle The energy for propulsion can be added together before pre or after post the transmission the gearbox The split powertrain topology is a more or less a combination of the series topology and the post transmission parallel topology It is sometimes referred to as series parallel powertrain topology In Kokujikan No 281 1 at the moment only series and parallel powertrain topologies are considered 2 3 1 Flywheel system A flywheel hybrid system consists of as mentioned earlier a flywheel energy storage and a transmission mechanical or electrical For a flywheel system with a mechanical transmission often a Continuous Variable Transmission CVT is used Such a system can be categorized as either a series topology or a parallel topology depending on how the flywheel system is controlled An alternative approach is to connect the flywheel to an electric machine the device then works as a mechanical battery The mechanical battery can than be used in a the same way as a normal battery in a hybrid electric vehicle Flywheel systems are typically used in a series topology 2 3 2 Hydraulic Pneumatic system The most common non electric hybrid vehicle combination is to use a h
157. rque f speed Speed controller PI power map f speed torque mass flow cooling fluid Thermal capacity Thermal resistance Properties of the cooling fluid Appendix B 7 26 Name in Simulink model dat inertia value dat timeconstant value dat maxtorque dat mintorque dat ctrl dat elecpowmap dat mflFluid dat cm value dat Rth value dat coolingFluid When using this component model the following control signals must be sent to the component model in a signal bus Variable Node name cmd Name Description Unit ElecMac_nReq_radps Requested speed rad s ElecMac_flgReqSwitch_B Switch speed torque Boolean ElecMac_tqReq_Nm Requested torque Nm TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix B 8 26 The following measurement signals are available from the component model Node Variable name Name Description Unit sensor Tom ElecMac_tqActAct_V Actual machine torque Nm Wem ElecMac_nAct_radps Actual machine speed rad s i ElecMac_iAct_A Current A Bom ElecMac_tAct_K Machine temperature K Physical interfaces Electrical interface Node Variable name Name Description Unit elec in V u phys_voltage_V voltage V elec fb out A i phys_current_A current A Mechanical interface Variable Node name Name Description Unit mech out Nm To phys_torque_Nm torque Nm Jem phys_inertia_kgm2 inertia kgm mech fb in rad s Wem phys speed _radps rotational speed rad s TNO report TNO 20
158. rque_Nm torque Nm phys_inertia_kgm2 inertia kgm mech out Nm Tas phys torque _Nm torque Nm phys_inertia_kgm2 inertia kgm mech fb in rad s W phys_speed_radps rotational speed rad s mech fb out rad s W phys_speed_radps rotational speed rad s TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix B 14 26 B 10 Continuous variable transmission Parameters and constants Parameter name Unit Description Name in Simulink model Tovr time constant dat timeconstant value Nevr efficiency dat efficiency Signal interfaces When using this component model the following control signals must be sent to the component model in a signal bus Node Variable name Name Description Unit cmd Nees CVT_ratGearReq requested gear ratio ratio 0 1 The following measurement signals are available from the component model Variable Node name Name Description Unit sensor Nevr CVT_ratGearAct_Rt Actual gear ratio ratio Wout CVT_nOutAct_radps output speed rad s Win CVT_ninAct_radps input speed rad s TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix B 15 26 Physical interfaces Mechanical interface Variable Node name Name Description Unit mech in Nm Tn phys_torque_Nm torque Nm phys_inertia_kgm2 inertia kgm mech out Nm Ta phys_torque_Nm torque Nm phys_inertia_kgm2 inertia kgm mech fb in rad s Wout phys speed_radps rotational speed rad s mech fb out rad s Win phys speed_radps rotational speed ra
159. rt TNO 2013 R11480 Final report 7 October 2013 60 90 implemented Due to the restructuring of the models where a flexible signal bus was established a standardized interface signal list is even no longer required The flexible system bus allows the user to route each signal which is provided by the HILS model to the interface model Missing signals can be easily added to this bus A list of existing signals for each single component of the component library is available in Appendix B Interface signals 4 3 Task 3 3 Adaptations and improvements For eventual adaptation and improvement of methods suggested by the HDH group in the course of the project two weeks of work was reserved and by far consumed 4 3 1 Development of a HDH test cycle In the previous project phase it was indicated that there would be two different types of certifying HD vehicles when a HILS method for HDH is introduced based on the Japanese legislation Thus there is a need to make both methods comparable The Japanese HILS approach as vehicle based approach is based on a speed cycle over time The resulting engine load cycle will depend on the vehicle parameters when a vehicle speed cycle is used as input This may lead to engine operating points with no full load operation which is not representative for real world driving of a vehicle However the emission test cycles for conventional engines are defined as engine speed and torque over time and lead to
160. runs and validation of basic functions This tasks main goal is to check the basic functionality of the developed models based on the new proposed model structure which means it is to show that they mainly run stable and deliver physically reasonable results Validation in this context means a check on basic functionality and should not be confused with the validation process mentioned in Kokujikan No 281 where simulation models are compared with actual measurement data in order to proof their validity In this subsection a number of the component models that are presented are connected together with a control system for powertrain simulation The idea is to do a SIL simulation test in order to get more familiar with the new restructured B j AS G2 a a ee vee 4 institut f r Fahrzeugantriebe G faz amp Automobiltechnik TNO innovation for life EE CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 40 90 powertrain models and to verify that the proposed models work properly It should be noted that this case study is pure simulation and does not include any attempts for HILS 3 4 1 Series hybrid vehicle A series hybrid powertrain model is built using the component models in the library The vehicle modeled corresponds to a 10 tons vehicle powered by a 170kW electric motor and a 25kWh electrical energy storage The Simulink model of the vehicle is shown in Figure 3 6 it is also available as one of the example m
161. s Appendix B 10 26 Description pressure pressure volume flow Description torque inertia rotational speed Unit Pa Pa m s Unit kgm rad s TNO report TNO 2013 R11480 Final report 7 October 2013 B 8 Internal combustion engine Parameters and constants Parameter name Jie Tice Tro Fy Signal interfaces Unit kgm Nm Nm Nm kg s kJ kg kg m Description Inertia Time constant engine friction torque exhaust brake torque maximum torque PI controller speed fuel flow net calorific value of fuel fuel density power loss to cooling and oil Properties of oil Properties of the cooling fluid Appendix B 11 26 Name in Simulink model dat inertia value dat timeconstant value dat friction dat exhaustbrake dat maxtorque dat ctrl dat fuelmap dat ncv value dat rho value dat eta value dat oil dat cf When using this component model the following control signals must be sent to the component model in a signal bus Variable Node cmd Name Eng nReq_radps Eng_flgReqSwitch_B Eng_tqReq_Nm Eng_flgExhaustBrake_B Description Unit Requested speed rad s Switch speed torque Boolean Requested torque Nm Exhaust brake on off Boolean TNO report TNO 2013 R11480 Final report 7 October 2013 The following measurement signals are available from the component model Variable Node name Name
162. s Task 3 as defined by the UNECE HDH informal working group consists of the following activities 3 1 Report on test procedure and user manual for software 3 2 Provide the interface system for real ECU s 3 3 Adaptations and improvements on the methods for component testing test cycle definition and simulation method according to demands of Industry and Commission 4 1 Task 3 1 Report on test procedure and user manual for software The aim of this task was to review the procedures for component testing for application of the HILS simulator and for the validation of the HILS set up and additionally describe where necessary in a report as basis for the text of the GTR 4 1 1 HILS simulator application In contrast to the Japanese HILS procedure where basically four parallel and one serial HEV topology models are available the specific HEV model for approval should be created here based on the component models available in the component library and described in Appendix A in a way that the actual test vehicle is represented appropriately Examples for a serial and a parallel vehicle model are available in the library This opens a wide field of application and enables the usage also for future hybrid topologies Furthermore it is proposed that the available component models are exchangeable if they don t meet the demands of the respective user Exchanged models have to fit the modeling guidelines and structure described in section 3 2 4
163. s is equal accumulated positive cycle work specific WHTC 335kW specific WHTC 325kW specific WHTC 355kW specific WHTC 265kW specific WHTC 300kw i PRA specific WHTC 353kW specific WHTC 353kW specific WHTC 250kW specific WHTC 330kW fra 3 specific WHTC 294kW doce eee P e e cad A specific WHTC 324kW sa A specific WHTC 80kW ioeeneeneeeet e a enna ccccbeewenseennnenes TETEN PEA specific WHTC 105kw ee WTVC work normalized by rated power KWh KW x 100 1000 1200 1400 1600 1800 Time 5 Figure 4 13 positive WHTC cycle work of different combustion engines For the considered heavy duty engines the highest positive cycle work is 7 higher and the lowest is 11 lower than the positive average WTHC cycle work On the very lower end of the chart you will find a passenger car engine with 12 deviation from the average WHTC The low positive cycle work is caused by its low torque at low rotational speeds which is also the case for the 213kW HD ICE 2 lowest Due to the modifications made during the development process of the WHTC the unspoilt normalized power time curve of the WTVC which is on the very upper end of all engines investigated produces 7 more positive cycle work than the average WHTC This is caused by the normalized WTVC power time curve which is not comparable to the WHTC power time curve and therefore not represent
164. s presented in the most logical or convenient order a reading guideline is established to provide the reader a suggestion for easier reading of the related topics e Section 1 2 for an introduction to type approval for Heavy Duty hybrid vehicles e Section 1 3 for an overview on the Japanese HILS test procedure e Section 4 3 1 about test cycle related observations for HDH vehicles e Sections 4 1 4 2 and 4 3 2 on adjustments to Kokujikan No 281 based HILS methodology for adoption ina GIR e Sections 2 and 3 for more background on the HILS library development and application e Section 5 for an Open Issue List with indication to specific sections of the report e Appendix A and B for detailed descriptions of component models in the GTR HILS library 1 2 Type approval of HDH overview In the current type approval process for heavy duty vehicles only the combustion engine is certified for pollutant emissions Engine testing may be sufficient for conventional vehicles but is less representative for heavy duty hybrid operation since the hybrid powertrain influences the way the engine is loaded during operation Thus the aim of the HDH IG is to develop a type approval method that is more representative of HDH operation There are several potential ways to test the pollutant emissions of a HDH vehicle 2 but the mission of the research consortium in the HDH IWG was to investigate the existing Japanese test procedure based on a HILS Hardware
165. s representative of how much energy is additionally needed to match the positive WHTC cycle work with the respective vehicle during a WTVC test run But this also means that it defines how much energy is provided by the test cycle for a HDH s energy recuperation system Different ways of adjusting the available energy for recuperation are possible lf it turns out that a vehicle would have to run uphill during the test cycle negative road gradients could be applied during sections of deceleration in a way that the gained altitude is reduced again respectively a certain amount of energy is available for recuperation Since they are applied during sections of deceleration this would F YM AGNES e 2 IFAD mitu TNO Mtn RING N Yay H TAS ee Institut f r Fahrzeugantriebe Graze for life EE amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 67 90 have no impact on the positive cycle work Figure 4 11 illustrates sections where negative road gradients could be applied Sections of at least 12 seconds of deceleration were chosen for the first test runs Of course you will get a more chopped slope pattern but this was not a problem during the chassis dyno test runs in VTP2 WHVC drivecycle f WHVC possible neg slope sections for a balanced altitude ar vee E bo i i i a i 1 1 i ot TETET TEE EEEE CET ELELEE EE oe L L i Vehicle speed km h 0 200 400 600 800 1000 120
166. sg upeo UH aL wba BPIYSA JOJIE AAAS Uo UPL S53 S Peo Budnos joo M Hy ah oag J y2818S eys no aow Jo ugga si peo Buyjdnos aay m yyy auh JOE By oc gy peo Aed wnw wew ssew ayar Adu s ssewu ayaa 58 By goxi suossad jo saguwnu j ssew apar Adwa zMans sng Byggx suosied jo saqunu peo Aed wnw xew ssew ajaiyanAydwa M AS yang OZLZL ajaiyan qno cL i oo c cL z oO av sopra oa ag 7a cL A 0O O cL A qo cy i seb jsneyxe Jo W Ag uoiesyioeds aj21yaA plepueys a 107 8191 BLER DEPE BIMAS aues Ze Auobayes SSEW apas Moaea sng LEPI E EMOA ON auel abue peo Aed SSEW apa Moaea soyonyyony innovation for life Zz piatu TNO k 2 Q oO v L pej c go ez J w N L pa LL L J 3 a uv Cc amp Automobiltechnik CHALMERS UNIVERSITY OF TECHNOLOGY TNO report TNO 2013 R11480 Final report 7 October 2013 80 90 5 Open issue list for a GTR adoption Open issues mentioned in the report are bundled and grouped by sections as far as possible in the following tables Prioritization by using numerals 1 3 where 1 is the highest priority Table 5 1 OIL certification procedure posse is Status Priority Define which approach can be used for HDH certification see 4 3 2 4 e Standardized generic vehicle HDH e Worst case vehicle 1 e Actual vehicle JOP e Approaches as alternative option in parallel Def
167. sing a constant power loss Pmech aux The power loss is regarded as a torque loss current that is discharging the electrical energy storage J au IS determined as Lot Lin F mech aur W A 2 where Tn is the in going torque x is an on off control signal for turning the auxiliary load on or off w is the rotational speed and Tout is the out going torque If the mechanical component has an inertia Jaux it can be included in the model as well Chassis A basic model of the chassis the vehicle where the chassis Is represented as an inertia The model computes the vehicle speed given propeller shaft torque and TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix A 2 20 brake torque The model considers rolling and aerodynamic drag resistance and takes the road slope into account see Figure A 1 total mass incl inertia torque drive velocity e gt position torque tq2force CC brake wheel speed rolling resistance gravitational load Figure A 1 Block scheme for chassis component model The gravitational load can be switched between being position based and time based The basic principle is that the input torque Tn goes through a gear reduction final gear with ratio ryg drive fg Lint Tg A 3 where Ny is the final gear efficiency The drive torque Tarive is counteracted by the brake torque Tprake and the resulting torque turns into a drive force
168. t hybrid ECU It is undesirable to disclose the proprietary software inside the hybrid ECU To be able to include these control strategies in the simulation loop the hybrid ECU is kept as hardware and is connected to the simulation which is run in real time This process is called hardware in the loop simulation By the means of the simulation model consisting of sub models for the driving resistances the different powertrain components and the driver corresponding to the real vehicle and the real vehicle control units as hardware the vehicle speed cycle is transformed into a specific load cycle for the combustion engine Operating the HILS system reduces the effort for varying the vehicle parameters as well as the starting conditions compared to testing of the real vehicle Figure 1 1 shows the basic approach of the Japanese HILS method k AA N i i IFAD pitu TNO Mc Wha ASA ae f Ey Institut f r Fahrzeugantriebe G raz for life ec p amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 9 90 lt Vehicle Basis gt lt Conversion with HILS gt lt Engine Basis gt Vehicle Speed Figure 1 1 JEOS Driving Cycles JE05 Driving Cycles Engine Speed Acceleration amp Braking Engine Load Acceleration amp Braking Fuel Consumption I HEV Model Real HEV HIL Simulator rat re I ee I ee eee l Exhaust Emission Measuring Basic principle of the Japa
169. t rad s Whee Driver Parameters and constants Name Description Unit phys_torque_Nm torque Nm phys_inertia_kgm2 inertia kgm phys _speed_radps rotational speed rad s Parameter name Unit Description Name in Simulink model select gearbox mode MT 1 or AT 0 dat gearboxmode value dat gearselectionmode value VECTO gear selection model S clutch time dat clutchtime value Clutch is automatically actuated if speed is below dat clutchthreshold value m s this value Driver PID controller dat controller Signal interfaces When using this component model the following control signals must be sent to the component model in a signal bus Variable Node name Name driver cmd out Drv_AccPedl_rat Drv_BrkPedl_rat Drv_CluPedl_ Rat Drv_nrGearReq Description Unit Accelerator pedal position 0 1 Brake Pedal position 0 1 Clutch pedal position 0 1 Gear request TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix B 5 26 Drivecycle _RefSpeed_mps Reference speed m s The following signals are needed for making the model to work Node Name Description Unit sensor in Chassis_vVehAct_mps Chassis speed m s Transm_ninAct_radps Transmission speed in rad s Transm_tqlnAct_Nm Transmission torque in Nm Transm_grGearAct Actual gear ratio Is the transmission engaged or Transm_flgConnected_B disengaged Boolean Is the clutch engaged or Clu_flgConnected_B disengaged Boolean S
170. t cycle itself In contrast to the conventional driver model tracking the vehicle speed it was therefore not transferred into the new model structure until now actual motor torque Nm Wi desired motor torque Nm HEY lower torque limit Nm J e torque limit Nm Torque violation counter Torque violation counter sum torque violation time s sum torque violation time s 0 50 100 150 200 250 300 350 400 450 500 lt Time s gt actual motor revs rpm desired motor revs rpm lower revs limit rpm upper revs limit rpm 4 Tee eee eee eee eee ee fees ee eee 4 x10 Drag Manipulator N Revs violation counter sum revs violation time s 0 50 100 150 200 250 300 350 400 450 500 lt Time s gt Figure 2 11 operating conditions of a serial hybrid at the powertrain output shaft using the power driver model to run a WHDHC 10 4 tons 201kW IFAo gt Institut fiir Fahrzeugantriebe amp Automobiltechnik T TNO innovation Graze for life Es CHALMERS OF TECHNOL TNO report TNO 2013 R11480 Final report 7 October 2013 29 90 3 Task 2 Adaptation of the GIR HILS simulator for parallel hybrid Task 2 as defined by the UNECE HDH informal working group consists of the following activities 2 1 Meeting with OEMs and stakeholders 2 2 Set up a data bus system in the model to al
171. t multiplied by nominal voltage according to Kokujikan No 281 valid On what basis does the procedure define whether conventional or hybrid part should be used for certification e Should WHTC WHSC still stay valid as alternative or should HILS be mandatory for HDH see section 3 1 2 HDH 2 e Definition of various hybridization grades Pbat Pem Pice to group differentiate between HDH and conv HDV purposeful e g treatment of battery el vehicle stop amp go functionality Do other procedures applications like LD provide a potential solution for wR HDH issues and is carry over implementation possible group A ANE se IFAo gt TNO ation aly Ly Institut fiir Fa es TU TNO life EA amp Automobiltec CHALM ERS TNO report TNO 2013 R11480 Final report 7 October 2013 81 90 Pp tssue Stats C9 Will other topics that are not directly included in the current GTR No 4 a like OBD ISC and so on require specific changes for HDH Table 5 2 OIL drive cycle development lJ ssue Status Priority Matching of positive cycle work via additional road gradient see 4 3 1 Define the best solution for the application of road slopes out of a Mini cycle or Moving average calculation b Reference work analytically calculated or actual work from dyno test HILS model Comparability of developed method for HDH WTVC road gradients with conventional vehicles WHTC engine testing in terms of emissions see sect
172. tchdog system to detect deviations Abe n SN e Sh pie wa rg SS 9 ir NIANA S fae o gt innovation IFAD pitu TNO Mc EF nw 1829 N amp Automobiltechnik CHALMERS as G 1 i y A TNO report TNO 2013 R11480 Final report 7 October 2013 15 90 e amp ESS ve Speed controller D Ae Figure 2 3 schematic of driver model running power referenced input cycles A successful run of the Japanese structure based SILS vehicle model with power cycles consisting of torque and speed which were derived from the WHTC test cycle could be performed but faced some serious problems other than the developed driver model Section 4 3 1 will in detail report on these drive cycle related issues which make the usage of a driver model tracking torque and speed derived from the WHTC doubtful For that reason this driver model was in a first step not transferred into the new model structure but replaced by a model for a combined vehicle speed and road gradient cycle In this cycle the road gradient is variable and thus ensures a good correlation between WHTC cycle work and the cycle work from the combined vehicle speed and road gradient cycle see 4 3 1 2 2 3 Task 1 3 Non electric components library In this subsection an analysis on what kind of non electric hybrid systems components that are available or can be foreseen in the future on the market will be pres
173. terfaces When using this component model the following control signals must be sent to the component model in a signal bus Node Variable name Name Description Unit cmd Transm_nrGearReq requested gear number The following measurement signals are available from the component model Node Variable name Name Description Unit sensor Transm_nrGearAct Actual gear number Transm_flgConnected_B connected Boolean Wout Transm_nOutAct_radps output speed rad s Win Transm_ninAct_radps input speed rad s TNO report TNO 2013 R11480 Final report 7 October 2013 Physical interfaces Mechanical interface Variable Node name mech in Nm Tn Ji mech out Nm Fox Jo mech fb in rad s Wout mech fb out rad s Win B 17 Battery Resistor model Parameters and constants Parameter name Unit n n C Ah SOC 0 e V Name phys _torque_Nm phys_inertia_kgm2 phys torque_Nm phys_inertia_kgm2 phys speed_radps phys speed_radps Description Appendix B 22 26 Description Unit torque Nm inertia kgm torque Nm inertia kgm rotational speed rad s rotational speed rad s Name in Simulink model number of cells connected in series dat ns value number of cells connected in parallel cell capacity initial state of charge dat np value dat capacity value dat initialSOC value open circuit voltage f SOC dat ocv ocv cell resistance dat resistance RO TNO report TNO 2013 R11480 Fina
174. th adapted loads by applied road gradients produces similar emissions than a respective WHTC a simulation test study was made The only purpose in that early stage was to identify if the chosen approach is worth to be further investigated This could be clearly affirmed Actual measurements with a conventional HD vehicle could not be performed until now For the initial study a conventional 13 ton delivery truck equipped with a 248hp EUROS ICE and a 12 speed gearbox was chosen As emissions very much depend on the operation pattern of the ICE as well as on the transient behaviour the gearshift strategy for the vehicle was as good as possible set in a way that it is similar to the gearshifts included in the WHTC time curve IFAo gt Institut f r Fahrzeugantriebe amp Automobiltechnik innovation TU TNO for life ZZ CHALMERS UNIVERSITY OF TECHNOLOGY Work kWh Figure 4 15 Torque Nm Torque Nm Torque Nm TNO report TNO 2013 R11480 Final report 7 October 2013 72 90 comparison of pos cycle work WTVC WHTC WTVC slope 200 400 600 800 1000 1200 1400 1600 1800 2000 Time s positive ICE cycle work at different test cycles ICE operation Power Speed ICE operation Torque Speed 200 25 100 oO a ob pe l 0 500 1000 1500 2000 2500 3000 3500 0 500 1000 1500 2000 2500 3000 3500 rot Speed rpm rot Speed rpm ICE operation Power Speed
175. the driving cycle and compares it to the vehicles actual speed If the vehicle s speed is to low it uses the accelerator pedal to demand acceleration and vice versa if the vehicle s speed is too high the driver uses the brake pedal to demand a deceleration of the vehicle For vehicles not capable of running the desired speed e g their design speed is lower than the demanded speed during the test run the controller includes an anti wind up function of the integral part which can be also parameterized in the parameter file If vehicles equipped with a manual transmission gearbox are driven it is considered that the accelerator pedal is not actuated during a gearshift manoeuvre 3 As it was agreed by the HDH group the VECTO gearshift algorithms have been included in the driver model in order to provide a gearshift policy primarily for HDH vehicles equipped with a manual transmission gearbox VECTO stands for European Vehicle Energy Consumption Calculation Tool which is currently as well in a development phase planned until March 2014 It is intended to be used to calculate the CO emissions of conventional HD vehicles in Europe The implemented gearshift strategy is based on the definition of shift polygons for up and downshift maneuvers Together with a full load torque curve and a negative torque curve they describe the permitted operating range of the system Crossing the upper shift polygon forces a higher gear crossing the lower one a l
176. the electric motor torque characteristic map via an interpolation procedure The interpolation is done using the Japanese Hermite interpolation program listed as part of the HILS system in Kokujikan No 281 The combustion engine torque is then calculated as the difference between the total powertrain torque and the electric motor torque taking into account transmission efficiencies and transmission ratios between combustion engine electric motor and test bench dynamometer The use of CAN data for the System bench test may not be suitable for inclusion in the GTR b Chassis dynamometer test according to Kokujikan No 281 chapter 5 paragraph 4 1 sub item 2 Since accurate measurement of the torque delivered at the wheel hubs respectively at the hybrid system output shaft is difficult on the chassis dynamometer the delivered torque of both the combustion engine and the electric motor are calculated out of the torque characteristic map for the component as described in sub item a In case of the combustion engine measured rotational speed and torque command value recorded over CAN e g throttle valve opening angle fuel injection amount target torque in are used as inputs for the interpolation program In case of the electric motor measured rotational speed and torque command value are used With this method the recorded time sequential data of torque command values is converted into time sequential data of delivered torque values The
177. through the wheels with radius fwheel i d drive e T broke F drive oo A 4 wheel and acts on the road to drive the vehicle forward The force acts towards forces which models the aerodynamic drag rolling resistance and gravitational force Tital Veh idle F drive Faero gt Frail F grav A 5 TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix A 3 20 A 3 where Mio is the total mass of the vehicle and Venice is the vehicle speed The total mass of the vehicle Mio includes the inertial loads from the powertrain components 2 a iig Thaphielp F Fo Jprawertrain IT Fg T 2S wheel wheel A 6 where Mvenicie IS the mass of the vehicle J is the inertia of the final gear Upowertrain IS the sum of all powertrain inertias this is given via the physical interface and Jwheei is the wheel inertia The wheel speed can be determined from the vehicle speed as Wheel Vuehicle Puheel A 7 The aerodynamic drag force can be calculated as l i 2 Faero 5PCaA front Cnehiele A 8 where p is the air density Cy is the drag coefficient and Aron is the frontal area of the vehicle The rolling resistance is computed from the normal load as Frail I Myehicle GP VEN Upehicle A 9 where fis the fraction of the normal load that corresponds to rolling resistance The sign function is included in order to handle the case of zero speed If gravitational forces are considered then the rolling resistance
178. to be modeled which have been identified as a DC DC Converter to run electric components on different voltage levels a braking resistor to dissipate energy and control energy flows and an automatic transmission gearbox with torque converter Although only 3 weeks of modelling and validating new components was planned originally all components except the braking resistor could already be provided until now ti IFAo gt ETU TU TNO i amp Automobiltech CHALM ERS TNO report TNO 2013 R11480 Final report 7 October 2013 31 90 Different demands were identified regarding the capabilities and the exchangeability of the driver model The basic idea is to keep it as simple as possible Therefore a generic driver model is provided which should be sufficient for a general use Nevertheless replacing should be allowed otherwise the generic driver model will get very complex and will in fact never be able to meet all demands for future vehicles when thinking about e g actuating vehicle specific levers functions Flexibility is needed here but it might be considered that a specific driver model is then only valid for the certification of one specific vehicle or for a powertrain that enables the same possibilities regardless the vehicle it is mounted in 3 1 4 Test procedure Regarding the HILS test procedure it was intensively discussed how to handle multiple ECUs within a HILS test environment It is expected that at least 3 to 4 ECUs are
179. tput signals are only accelerator and brake pedal ratio No gearshift maneuvers are considered and therefore the accelerator pedal is also not set to zero even though a gear change is detected The standard values for the clutch pedal ration and for a desired gear are zero in AT mode Nevertheless if the gear selection of the actual TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix A 6 20 test vehicle should be overruled this can be done by enabling the desired gear output in the parameter file Accelerator pedal ratio Vehicle speed Brake pedal ratio PID controller Transmission status input speed torque actual gear Clutch pedal ratio Desired gear Gear selector AT MT switch Drivetrain status connected lutch actuator Figure A 3 Block scheme for driver model A 4 Electrical components A 4 1 DCDC converter The DC DC converter is a device that changes the voltage level to desired voltage level The converter model is general and captures the behaviour of several different converters such as Buck Boost and Buck Boost converters As DC DC converters are dynamically fast compared to other dynamics in a powertrain a simple static model is used where un and Uou are the input voltage and output voltage levels respectively x is the conversion ratio i e the control signal The DC DC converter is controlled via an open loop controller to the desired voltage Ureg as yi i
180. uator for controlling the gear ratio can be assumed to be represented by a first order system d Wam 1 d Sto Nev T T Ndes A 35 a F TOVT where Tcv ris the actuator time constant and Naes is the desired gear ratio Flywheel A flywheel is also a basic mechanical component that is needed to be included in some model to create rotational speed See Section A 7 3 for modeling details Mechanical connection This component is used to connect two input shafts Each shaft is connected through gears The output torque is calculated as mt Flout T oul Tin fin Lin 1 Hin ot minal A 36 where Tni 1 2 are the torques on the input shafts respectively rn is the input shaft gear ratio nin is the efficiency Tout is the output torque Fout is the output shaft gear ratio and Nout is the output gear efficiency Each shaft gear has its own inertia which is added to the total inertia TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix A 13 20 A 6 5 A 6 6 A 6 7 Retarder The retarder is a braking device used as a complement to the service brakes A retarder is usually a fluid dynamic device A simple torque loss model is proposed to capture the function of the retarder Furthermore it is soeed dependent as the effectiveness of the retarder decreases with speed tout Lin tTioss t A 37 where u is a control signal to turn the retarder on or off and Toss is the retarder brake torq
181. ue Spur gear The spur gear is modeled as two cogwheels in contact with a ratio of fepur Weoayt Win T spur A 38 LOSSES Nespur for the spur gear is considered to be torque losses meaning that Tout is actually calculated as T bod oH Lin apr apur Tin lt Tin spur amur fin 0 A 39 The total inertia depends on the gear ratio as r Jout Jin Papur Japur A 40 Torque converter A torque converter is a widely used powertrain component mainly in combination with automatic shift transmissions The basic function is torque multiplication The working principle is that power is transmitted from the impeller or pump to the turbine via the working fluid movement see Figure A 5 The torque multiplication is done by the stator which changes the angular momentum of the fluid between the turbine exit side and the impeller entrance side If no stator is used a torque converter works as a fluid coupling with no torque multiplication Design path 7 i A gr lmpeller KEA One way SAE element freew heel Figure A 5 Torque converter picture TNO report TNO 2013 R11480 Final report 7 October 2013 Appendix A 14 20 The torque converters ingoing speed can be determined by treating the ingoing shaft and the impeller as an inertia a o Jin T Jimpeller Win tin Tap A 41 Torque converter characteristics are usually expressed in terms of speed and torque ratios between ingoing and outgoing speed
182. ure behaviour looks very linear this is reasonable because the ICE is operated in stationary conditions The right upper chart describes the temperatures for the ICE The right lower chart illustrates the temperatures for one specific point in the exhaust system where a thermocouple is located ee Vehicle mass t Tire radius m Rated ee kW Vehiclet 82 8B Vehicle 2 Vehicle 3 Vehicle 4 IFA gt ETU FINO mats amp Automobiltech CHALM ERS TNO report TNO 2013 R11480 Final report 7 October 2013 27 90 oppak bemper ahus E cal emparats E imiia bempermure KP a bemperabure E lt shorage temperature K gt ech gas temp ThermoCouple Kf exh system wall temp KP lt Time a gt Tiere a Figure 2 10 Example of a Japanese structure based serial hybrid model output using the speed driver model 10 4 tons 201kW Results for the identical vehicle but using the driver model which is able to follow a given power time curve are plotted in Figure 2 11 The upper 4 charts belong to the torque controller the lower 4 charts to the speed controller It is shown that the driver model is able to follow the given rotational speed and the given torque within the tolerances The drag manipulator is the speed controllers control variable and additionally applies a road load in order to meet the given rotational speed at the respective load torque The high fluctuations indicate a high fluctuation of the p
183. using Hermite interpolation This is just a first draft idea and has to be discussed in the HDH investigation group first but the question in general is if this is needed at all see OIL S2 we P Diha E j FA gt TNO ation oe institut f r Fahrz TU for life E l ey nee r aly CHALM ERS TNO report TNO 2013 R11480 Final report 7 October 2013 49 90 4 Test procedure for electric motor Basically the test procedure for electric machines is considered as reasonable only two remarks will be outlined The current measurement accuracy in paragraph 4 2 3 must be changed from m s to or absolute current values The measurement of the coolant temperature in paragraph 4 4 2 6 seems to indicate that a kind of pre condition state before the test should be defined However no conditions are specified here and in terms of reproducibility of measurements it may be useful if they are stated like they are stated for example in ECE R85 paragraph 5 3 1 1 Since there are no restrictions regarding the performance of the electric machine for a cold start at 20 C the component test procedure for warm conditions should be sufficient 5 Test procedure for electric storage device With the extension of the HILS model with a model for thermal behaviour of the electric storage there are two model versions for the electric storage device a a simple resistor based model For this component model there is no thermal model availab
184. uxiliaries that approach was also followed for the HILS method and it was decided to reject PTOs for a GIR adoption This is reasonable because thinking of a constant additional power take off the ICE has to deliver the additional work in the end as the SOC for the certification run has to be balanced In fact the total mass of emissions would be increased but since they are divided by the work done there should be a minor impact The hybrid system would only allow to apply the power more flexible Just a remark to be mentioned is the fact that it is crucial to provide vehicle speed and to offer the possibility to estimate the vehicle s mass inertia when considering a complete vehicle independent certification approach This is important and needed for ECU logics e g gear shifting and indicates that also for the post transmission powertrain testing a vehicle model needs to be run in background where specific data has to be provided For a pre transmission powertrain testing a conversion program from WTVC to ICE operation pattern would be needed D ti IFA iiU TNO na amp Automobiltech CHALM ERS TNO report TNO 2013 R11480 Final report 7 October 2013 32 90 3 1 5 CO legislation Since CO is in the mandate this issue was also discussed with OEMs but is considered as problematic within the HILS process The first proposal where a power time curve from the CO tool for conventional vehicles VECTO 12 will be handed over to
185. ve WHTC several telephone conferences were held Currently a very insightful investigation is planned where a very accurate OEM intern conventional vehicle model should be used to run a WTVC with road gradients The resulting ICE operation pattern should be proofed on the engine test bed and the emissions should be compared to the emissions released during a WHTC for the same engine This will give more insights on the general comparability of the test method for conventional HD vehicles and the planned test method for HDHs see OIL D2 Especially for low volume and niche HDH vehicles there was the request of several OEMs that the WHTC should remain valid as alternative type approval test because the HILS method would be very high effort The HILS method would only be applied if the usage would be beneficial for the OEM in a certain way This of course has to be discussed in the HDH investigation group ERS HILS model and demands see OIL C7 When the first new structured models were lined up the feedback from involved parties was in general very positive Useful comments on general and specific needs were given and will be implemented in a new model release Especially for the need of different brake systems for different OEMs in the driver model a flexible solution has to be found It also turned out that the models will not be able to represent each vehicle tested in VT P2 with the existing components The MAN bus requires additional components
186. ve been identified as such sections Figure 4 4 illustrates the power pattern during three gearshift events at the WHTC In case of parallel hybrids the power demand drop down during a gear shift event in the test cycle would probably force the hybrid logic to also change gears However it will for sure not be representative for serial hybrids or vehicle concepts without a gearbox IC ro Speed E 4000 3 5 2000 a 4 o re ts 399 360 365 3 0 3 5 WHTC Torque time s5 torque Nm gt 00 355 360 365 370 375 time s Figure 4 4 Gear shift events and corresponding power pattern in the WHTC The right chart in Figure 4 5 illustrates a representative propulsion power demand for a vehicle without a gearbox green line during acceleration from zero to 40 km h at the WTVC To force the vehicles propulsion system to deliver the same power GF A wm AMON z j j y FAD innovation NA for life E ae Institut f r Fahrzeugantriebe Graze or l e amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 63 90 pattern as the WHTC blue line while keeping the desired WTVC speed you will need to adapt highly fluctuating road loads gradients which are calculated from the power difference between the blue and green curve In terms of points with zero power for one curve the respective road gradient will per definition get infinitely or at least very steep if the power value is n
187. vehicle gives similar results in terms of emissions when the resulting ICE test cycle derived from a WTVC with road gradients is compared with the corresponding WHTC see simulation study in 4 3 1 4 D innovation IFAo gt aU TNO for life EE amp Automobiltechnik CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 65 90 12 Speed imh WVHVC 1000 XC 14 2000 Tene s Figure 4 8 WTVC WHVC speed profile divided in 12 sub cycles For each sub section the corresponding positive WHTC cycle work is calculated and compared to the positive cycle work of the test motor vehicle running at the respective WTVC vehicle speeds The negative cycle work results from the speed profile and the respective vehicle data To adapt the positive cycle work for each mini cycle also road gradients are used An average road gradient for each mini cycle is calculated out of the difference between positive WHTC work and positive traction work of the vehicle at the respective mini cycle Figure 4 9 gives an example of positive WHTC and WTVC cycle work and resulting road gradients positive cycle work road gradients for WHVC WHTC measured WHC data minicycle road gradients pos work kY road gradient g 500 1000 1500 0 S00 1000 1500 Time s Time s Figure 4 9 example of positive cycle work for a Volvo 7700 Hybrid Bus at WTVC Due to the fact that the test vehicle mass to powertra
188. xed slope approach if this will be followed GF A a E IFAo gt TNO ation es i Institut fiir Fa es TU for life amp Automobiltec CHALM ERS TNO report TNO 2013 R11480 Final report 7 October 2013 82 90 Table 5 3 OIL HILS model general issues posse Status Priority Who will be the owner of responsible for the HILS model after HDH workgroup is terminated HDH a Model maintenance b developing and introducing new components group c error handling in model a Standardized gear shift model has to be developed adapted from European CO calculation tool VECTO see 4 3 2 4 e f transmission is included in certification process o Atleast for manual transmission a standardized gear shift logic is needed for certification o Depending on approach for automatized transmissions a standardized gear shift logic might be needed as well see open issues under OlL certification procedure e f transmission is not included in certification process not H2 proposed o standardized gear shift logic is needed for certification with standardized gear box Definition of generic shift parameters depending on powertrain characteristics torque curve for hybrid powertrains is needed Clarify if gearshift logic works for parallel hybrids since it is developed for conventional ICE Implement gear shift logic in Simulink model and perform test runs Reference to transmission input torque or ICE output torque has to be
189. y duty vehicles such as city buses distribution or refusal trucks A test methodology using Hardware In the Loop technology is applied in Japan to determine both CO and pollutant emissions of HD hybrid vehicles To support the Commission Services on the different activities of the emission legislation for heavy duty hybrid and electric vehicles and especially in connection to the work of the UNECE GRPE informal group on Heavy Duty Hybrid vehicles HDH the work described in this report covers specifically the research on following topics e Adaptation of the Japanese HILS simulator for serial hybrid e Adaptation of the GTR HILS simulator for parallel hybrid e Report on HILS test procedure and adaptations towards adoption in GIR These activities are defined as follow up on previous research projects with regard to the development of a globally harmonized methodology for certifying heavy duty hybrids based on HILS A number of reports from past and current projects are to be combined in order to get the bigger picture of research results in this field Currently the pollutant emissions of Heavy Duty vehicles are regulated through various regulations For Europe this specifically is ECE R49 which is based on Global Technical Regulation No 4 Although COs is measured as part of the regulation it is not included as a regulated component yet and this certainly requires some modifications when this would need to be included in future versions of
190. y CAN data e g accelerator and brake pedal positions is used This description is valid for the entire cycle test run where allowed time history data for automatic controlled transmission vehicles means gas pedal and brake pedal and for manual transmission vehicles gas and brake pedal and shift position are meant For the one heap validation you have to use the same signals in the simulation as they occurred during the chassis dyno test on the CAN bus e g gas and brake pedal position signals for automatic controlled transmissions or gas and brake pedal position and shift signals for manual controlled transmissions Additionally the description of the driver model in Kokujikan No 281 is for manual controlled transmission vehicles only In case of an automatic controlled transmission the accurate description would be The driver model makes the HEV model for approval to operate in such a way as to achieve the reference vehicle speed by generating accelerator and brake signals and is actuated by the PID D ti IFA aU TNO na amp Automobiltech CHALM ERS TNO report TNO 2013 R11480 Final report 7 October 2013 57 90 control etc In addition the driver model may be replaced by dot sequential data of accelerator and brake Shift signals are rejected from the original text 4 SOC balance This section should additionally describe how the achievement of a balanced SOC for a HILS exhaust gas emission run is described
191. y practical solution to avoid the appearance of unrealistically high road gradients but of course changes the propulsion power demand in a way that the WHTC power pattern is also not tracked accurately any longer and additionally is by design not able to match the overall WHTC cycle work at the end of the test run Considering the effort complexity and number of modifications needed for adapting road loads gradients to a second by second comparison of power time curves it was decided to shift the focus on an integral approach where the vehicle should be operated in way that it tracks the corresponding WHTC cycle work A first approach dealt with the application of one constant slope for the whole test cycle to get identical positive cycle work at test end Even though this works it could be shown that the behaviour in the time history plot of the work between WHTC and WHVC with constant road gradient is too different To adapt the behaviour of the work time curve the WTVC test cycle was divided into 12 sub sections called mini cycles highlighted in Figure 4 8 Sub section 4 and 6 can be ignored since they only contain minor speed heaps lower than 1 km h for just a few seconds Dividing the test cycle in 12 sub cycles is a reasonable approach since the WTVC was developed using different representative vehicles for different sections of the test cycle for additional information see 9 Recommendation It should be proofed if a conventional HD
192. ydraulic system Numerous examples of this type of solution exist on the market today for example Eaton s Hydraulic Launch Assist Bosch Rexroth s HRB system Parkers Runwise system and Poclain s ADDIDRIVE Assist All of these systems can be categorized into a series or a parallel topology There exist rR SABA Dh i E FAD ppU TNO ation INE NE ife ZZ be Ne les Institut f r Fahrz G y TNO life amp Automobiltech CHALMERS TNO report TNO 2013 R11480 Final report 7 October 2013 17 90 also variants that can be categorized as a split hybrid topology Pneumatic hybrid systems work in the same way and can solely be categorized in the same way as hydraulic hybrid powertrain systems 2 3 3 Summary Non electric hybrid powertrain topologies concepts fit well into the same categories as for electric hybrid powertrains Of the identified different powertrain concepts that are available or can be expected in the foreseeable future on the market the following non electric propulsion systems are considered interesting CVT and flywheel motor generator and flywheel and pump motor and accumulator hydraulic and pneumatic Models enabling the simulation of the identified non electric hybrid powertrains have been developed For details of all models see Appendix A Component models 2 4 Task 1 4 Meetings with OEMs and stakeholders Insights conclusions and demands from all OEM meetings during the entire validation test program

Final report of the Research Program (VTP1) on an

Contents

Download Pdf Manuals

Related Search

Related Contents