Simulation Environment for Evaluation of Micro Hybrid ... · * Legal structure Hella India Electronics Private Limited ... 48V for high power loads ... Extended Engine off time Engine

THE INTERNATIONAL EXPERTS FOR E/E-SOLUTIONS

Simulation Environment for

Evaluation of Micro Hybrid

Architectures and Strategies

Sebastian Kahnt

24.04.2013, Bamberg

2© Intedis GmbH & Co. KG. All rights reserved.

Content

Micro hybrid architectures and strategies

Intedis simulation environment approach

Generic models & simulation configuration

Use cases & simulation example


Key Facts Intedis

Intedis GmbH & Co. KG

Independent Engineering and Consulting company

focusing on the automotive E/E Architecture

Employees

67

Turnover

6 m.€ (2012)

Locations

Würzburg, Germany (Headquarter)

Erlangen (Germany), Shanghai (China),

Pune (India)*, Toulouse (France)**

* Legal structure Hella India Electronics Private Limited

** Legal structure Hella Engineering France S.A.S.Headquarter Würzburg


Services

E/E-Architecture

Design

Function modeling and definition

EM architecture simulation

Concept development

Technical validation und optimization

Requirement definitions

Project management

Tool based analysis

Benchmarking

Redesign to Cost

E/E-Architecture

Validation

Mechatronic

ConceptsComponents development

until A-sample

T

T

T

TT

T T

T

T

T

T

T

T

T

TT

T T

T

T

T

T


12V architecture with sec. battery for stabilization12V architecture with DCDC for stabilization

12V architecture with Ultracap for stabilization

Floating alternator with Ultracap for recup.

48V for high power loads

48V for boosting, recup. &high power loads

Examples of Micro Hybrid EM Architectures

G S

12V 12VDC

DC

Charge

SG

12V

DC

DC

G S

12V

G S

12V

12V'25V

DC

DC

G S

12V

48V DC

DC

ISG

12V

48V

S

DC

DC


Main Strategies to Save Fuel and CO2with Voltages < 60V

Switch off engine and save fuel

because of no fuel injection

Save el. Extra Energy while deceleration and use it

later by deactivation of alternator

Direct fuel saving Indirect fuel saving

Switch off

Generator while

acceleration and if

S0C = High

Forced recup. with

>16V while

braking /

deceleration

Modified Alternator

Stop

start

Engine

off time

Sa

ve

Fu

el b

y

Enhanced

Stop start

(<10

Km/h)

Extended Engine off time

Engine

stop while

driving

(>10 Km/h)

Add. Ultra Cap

Add. Li Battery

DC/DC

Forced recup. 48V

while braking /

deceleration

ISG up to 15kW

Drive electric:

Boosting,

Creeping, Sailing,

Add. Li Battery

DC/DC

Use

d

by

Sa

ve

E

by

Passive el.

recup. <=16V

braking

adv. Alternator

Control

Switch off

Generator while

Acceleration

AGM Battery

Sto

red

by


Switch off engine and save fuel

because of no fuel injection

Save el. Extra Energy while deceleration and use it

later by deactivation of alternator

Direct fuel saving Indirect fuel saving

Switch off

Generator while

acceleration and if

S0C = High

Forced recup. with

>16V while

braking /

deceleration

Modified Alternator

Stop

start

Engine

off time

Sa

ve

Fu

el b

y

Enhanced

Stop start

(<10

Km/h)

Extended Engine off time

Engine

stop while

driving

(>10 Km/h)

Add. Ultra Cap

Add. Li Battery

DC/DC

Forced recup. 48V

while braking /

deceleration

ISG up to 15kW

Drive electric:

Boosting,

Creeping, Sailing,

Add. Li Battery

DC/DC

Use

d

by

Sa

ve

E

by

Passive el.

recup. <=16V

braking

adv. Alternator

Control

Switch off

Generator while

Acceleration

AGM Battery

Sto

red

by

Intelligent Battery Sensor

Components Involved in Main Strategies

12V/48V DC/DC <=3kW Power Converter

Battery Management Electronics

<1kW Storage Module

DC/DC stabilizer <500W


Multitude of Possible Realizations

Fast identification of optimized realization necessary

done with special Simulation environment

Strategies

Architectures

Components

Topologies


Simulation Environment

Requirements

Combination of SW algorithm, state charts

and physical systems

Showing the general behavior of the system

and components

Easy changes of models to new realizations

and integration of new technologies

Fast simulations

Usage of Generic Models with Matlab©/Simulink© &

Toolbox Simscape©

Challenges

Several EM strategies/architectures and

component performance classes are

possible

Future components are not existing

today

Time pressure for decisions

Electrical, mechanical and thermal systemsState charts and SW algorithm


Intedis Approach – from EM Library to Scenarios

+

Tech

no

log

ies &

Vari

an

tsSystem Elements

Combination of component models to the specific architectures and solutions

Parameters

G S

Stabilizer

DC

DC

12V12V

G S

Stabilizer

DC

DC

12V12V

G S

12V

G S

12V

Charge

DC

DCSG

12V

Charge

DC

DCSG

12V

S

DC

DC

12V12V'25V

G S

DC

DC

12V12V'25V

G

ISG

DC

DC

12V48V

SISG

DC

DC

12V48V

S


Development of Generic Models

Battery

capacityTemp[°C]

DoD

Ri

Factor = f(capacity) Factor = f(DoD, Termp, L)

xNominal

resistancex

Battery

capacityTemp[°C]

DoD

Ri

Factor = f(capacity) Factor = f(DoD, Termp, L)

xNominal

resistancex

1. Setup of data base with

Datasheets

Measurements

2. Extraction of general behaviors and

equations

3. Build up of generic Look-Up-Tables

4. Definition of standard interfaces

5. Adaption to other technologies or

variants

6. Validation of generic models by test

case simulations & measurements

0

0,05

0,1

0,15

0,2

0,25

0 20 40 60 80 100

Ri

[Oh

m]

SOC [%]

Ri Measurements

Internal Resistance Charge

Internal Resistance Discharge

0

0,05

0,1

0,15

0,2

0,25

0 20 40 60 80 100

Ri

[Oh

m]

SOC [%]

Ri Measurements

Internal Resistance Charge

Internal Resistance Discharge


Verification of Generic Models

0

0,5

1

1,5

2

2,5

3

3,5

4

0 0,2 0,4 0,6 0,8 1 1,2

Vo

lta

ge

[V

]

Capacity [Ah]

Battery validation

datasheet

simulation

0

0,5

1

1,5

2

2,5

3

3,5

4

0 0,2 0,4 0,6 0,8 1 1,2

Vo

lta

ge

[V

]

Capacity [Ah]

Battery validation

datasheet

simulation

0 5000 10000 150000

500

1000

1500

2000

2500

3000

3500

4000

4500

Alternator speed [rpm]

Po

we

r [W

]

mechanical losses (depending on speed squared)

Stator losses (depending on current squared)

Fe losses (depending on currentand speed squared)

Excitation losses (depending on current)

Diode losses (depending on current)

Electrical Power

0 5000 10000 150000

500

1000

1500

2000

2500

3000

3500

4000

4500

Alternator speed [rpm]

Po

we

r [W

]

mechanical losses (depending on speed squared)

Stator losses (depending on current squared)

Fe losses (depending on currentand speed squared)

Excitation losses (depending on current)

Diode losses (depending on current)

Electrical Power

0

20

40

60

80

100

120

140

0 200 400 600 800 1000

ve

loci

ty [

km

/h]

time [s]

Driving profile

velocity - measured

velocity - sim

0

20

40

60

80

100

120

140

0 200 400 600 800 1000

ve

loci

ty [

km

/h]

time [s]

Driving profile

velocity - measured

velocity - sim

-150,00

-100,00

-50,00

0,00

50,00

100,00

150,00

0 100 200 300 400 500 600 700 800 900 1000

Cu

rre

nts

[A

]

time [s]

Currents

Batt.Current[A]

Altern.Current sim

Load Current [A]

Batt.Current sim

Altern.Current[A]

Load Current sim

-150,00

-100,00

-50,00

0,00

50,00

100,00

150,00

0 100 200 300 400 500 600 700 800 900 1000

Cu

rre

nts

[A

]

time [s]

Currents

Batt.Current[A]

Altern.Current sim

Load Current [A]

Batt.Current sim

Altern.Current[A]

Load Current sim

10,00

11,00

12,00

13,00

14,00

15,00

16,00

0 100 200 300 400 500 600 700 800 900 1000

Cu

rre

nt

[A]

time [s]

Battery voltage

Batt.Voltage measured

Batt.Voltage sim

10,00

11,00

12,00

13,00

14,00

15,00

16,00

0 100 200 300 400 500 600 700 800 900 1000

Cu

rre

nt

[A]

time [s]

Battery voltage

Batt.Voltage measured

Batt.Voltage sim

Alternator validation

Verification of single components

Laboratory measurements

Verification of EM systems

Driving tests


Overview of Complete Vehicle Model

Electrical part

Alternator (Control)

Electrical Machines

Batteries

Loads

Cables

DCDC Converter

Mechanical part

Engine

Start/Stop Control

Transmission

Clutch

Brake

External forces

Additional

Calculations for

analysis

Simulation of complete vehicle or independent simulation of

electrical / mechanical subsystems possible

Easy exchange of subsystems


48V battery12V battery

DCDC

12V Loads

48V ISG

Cable

Electrical System Example

Easy build up of power distribution architectures

Cable Cable Cable

Easy exchange of different technologies and

variants


variants


variants


Mechanical Subsystem Example

Longitudinal vehicle model with basis chassis functionalities

Engine model integrated with mechanical parts and logic control

Torque

Map

Injection

Map

Friction

Map

Driver

(Control)

Engine

Driveline

&

Chassis


Configuration of Vehicle

To build up EM Architectures

generic component models

are chosen and connected

Setting parameters with

calibration values:

- Global vehicle data (e.g. mass)

- Components configurations

(LuT, parameters)

(single architecture�)

(�various parameter sets)

Configuration of components

to a specific vehicle /

solution


Configuration of Mission Scenarios

Configuration of driving and

load profiles

Setting the commands of

the loads

Selecting the driving

cycles or alternator

speed

(�various parameter sets)

(various parameter sets mission profiles)

Setting the environmental

profile (outside temperature,

road properties / profile)


Field of applications

Energy Flow

Analysis

Estimation of

power losses

Fast validation and estimation of different EM architectures and

strategies

Complete VehicleElectric System

Mo

de

l C

om

ple

xity

Effects of

CrankingDimension of main

harness wires

Performance class of

EM components4,2

4,3

4,4

4,5

4,6

4,7

4,8

4,9

5

5,1

Reference

Architecture

Architecture

solution 1

Architecture

solution 2

Fuel Consumption

Fuel Consumption

4,2

4,3

4,4

4,5

4,6

4,7

4,8

4,9

5

5,1

Reference

Architecture

Architecture

solution 1

Architecture

solution 2

Fuel Consumption

Fuel Consumption

Fuel savings of EM

architectures and

strategies

0

10

20

30

40

50

60

0

20

40

60

80

100

120

140

0 200 400 600 800 1000 1200

volt

ag

e [

V]

ve

loci

ty [

km

/h]

time [s]

DCDC voltage stabilisation

vehicle velocity

BN12 voltage

BN48 voltage

0

10

20

30

40

50

60

0

20

40

60

80

100

120

140

0 200 400 600 800 1000 1200

volt

ag

e [

V]

ve

loci

ty [

km

/h]

time [s]

DCDC voltage stabilisation

vehicle velocity

BN12 voltage

BN48 voltage

Voltage stability

Recuperation

Energy


0 200 400 600 800 1000 12000

20

40

60

80

100

120

140

time [s]

vehic

le s

peed [km

/h]

Simulation Example

0 200 400 600 800 1000 1200 1400 1600 18000

20

40

60

80

100

120

140

time [s]

vehic

le s

peed [km

/h]

Use Case

Validation of fuel savings of alternator control strategy for different driving cycles

(braking = 16V, acceleration = 0V )

NEDC WLTP

Fuel savings are expected

bigger for WLTP

NEDC has less and weaker

braking phases


Simulation Example Results

NEDC - Battery SoC WLTP - Battery SoC

0 200 400 600 800 1000 120074

75

76

77

78

79

80

81

time [s]

SO

C [

%]

reference car, 1.3kW alternator

with advanced alternator control, 2.2 kW alterantor

For regaining balanced SoC the alternator performance class need

to be increased

0 200 400 600 800 1000 1200 1400 1600 180074

75

76

77

78

79

80

81

time [s]

SoC

[%

]

reference car, no alternator control 1.3kW alternator

with alternator control, 1.8kW alternator

Examination of energy balance


0 200 400 600 800 1000 1200time [s]

fue

l co

nsu

mptio

n


with advanced alternator control, 2.2kW alternator

0 200 400 600 800 1000 1200 1400 1600 1800time [s]

fue

l consum

ption


with alternator control, 1.8kW alternator

Simulation Example Results

WLTP shows bigger fuel savings with alternator control than NEDC

NEDC - Battery SoC WLTP - Battery SoC

2% fuel savings

~100ml/100km

Examination of fuel savings

0% fuel savings


G S

12V

G S

12V

Conclusion

Many possible micro hybrid architectures lead to the

necessity of an evaluation tool of the most promising

solution

Intedis Simulation environmentL

offers the ability to have fast validation results for

the decision & predevelopment phase

can be used to validate component realization in the

electrical system during series development

is capable for extensions and the integration of

specific component models

Charge

SG

12V

DC

DC

Charge

SG

12V

DC

DC

G S

12V

12V'25V

DC

DC

G S

12V

12V'25V

DC

DC

ISG

12V

48V

S

DC

DC

ISG

12V

48V

S

DC

DC


Sebastian Kahnt

E/E-Components

Intedis GmbH & Co. KG

Max-Mengeringhausen-Straße 5

97084 Wuerzburg - Germany

Tel.: +49 (0) 931 6602-35508

Fax: +49 (0) 931 6602-4735508

mailto: [email protected]

http://www.intedis.com

Thank you for your attention!

Documents

Simulation Environment for Evaluation of Micro Hybrid ... · * Legal structure Hella India Electronics Private Limited ... 48V for high power loads ... Extended Engine off time Engine