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Dr. Stephen Jones
+43 664 850 9172
AVL List GmbH (Headquarters)
Public
Virtual Driveability &
NVH Development of
HEV Impulse StartFrom Concept to SOP
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 3Public
OVERVIEW
▪ Introduction / Background
▪ 3D Co-Simulation Toolchain
▪ Driveability Evaluation of Impulse Start
▪ Validation of Methodology
▪ Simulation Examples
▪ Summary
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 4Public
OVERVIEW
▪ Introduction / Background
▪ 3D Co-Simulation Toolchain
▪ Driveability Evaluation of Impulse Start
▪ Validation of Methodology
▪ Simulation Examples
▪ Summary
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 5Public
INTRODUCTION & BACKGROUND
What is HEV Impulse or Bump Start:
Refers to ICE Start with HV E-Motor in P2 Hybrid e.g. from Electric Driving.
Impulse Start via E-Motor (EM) supported by kinetic energy of EM rotor etc.
Very critical with w.r.t. comfort & performance.
Critical interaction of ICE, Separation Clutch CL0, EM, Transmission Clutch CLX.
Highly coordinated control & calibration essential to balance comfort & performance.
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 6Public
TSS
AVL-DRIVE™AVL VSM™
AVL TSS Mdl
Performance & Comfort Challenges:
Drop in propulsion power
resulting from cranking ICE
via EM power.
High propulsion power
demand in electric driving
reduces available EM power
for impulse start Critical
w.r.t. comfort &
performance.
Trade-off between
performance, comfort &
operation strategy.
INTRODUCTION & BACKGROUND
AVL Solution:
Frontloaded virtual drive-
ability & NVH
development of hybrid
impulse start.
Model Based Development
of critical HW/SW
interactions & virtual
driveability evaluation.
Addressing all aspects:
Control function & SW,
powertrain complexity, 3D
vehicle, driveability.
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 8Public
OVERVIEW
▪ Introduction / Background
▪ 3D Co-Simulation Toolchain
▪ Driveability Evaluation of Impulse Start
▪ Validation of Methodology
▪ Simulation Examples
▪ Summary
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 9Public
TSS
AVL-DRIVE™AVL VSM™
AVL TSS*
Co-Simulation via AVL Model.CONNECT™ with Driveability Assessment:
3D CO-SIMULATION TOOLCHAIN
AVL TSS* – PT/Driveline, Function & SW
Mechatronic Powertrain/Driveline Model withcrank angle resolved accuracy.
Concept to SOP level Impulse Start ControlFunction, SW & Calibration.
AVL VSMTM – 3D Vehicle
Simulates Chassis & Powertrain Block Motions.
Export of Driveability relevant signals for VirtualAssessment of (P)HEV Impulse Start.
AVL-DRIVETM – Driveability Evaluation
Simulates Chassis & Powertrain Block Motions.
Export of Driveability relevant signals for VirtualAssessment of (P)HEV Impulse Start.
TSS
* TSS = Torsional System Simulation
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 10Public
AVL TSS* for Non-Linear Physical Simulation of Mechatronic Powertrain & its Torsional Response:
Gasoline or Diesel ICE: fast with crank angle
resolved torque.
ECU Functions (e.g. State Control, Idle, OBD-Misfire).
Torsional Vibration Damper e.g. DMF (MBS).
Separation Clutch CL0 incl. Controller.
E-Motor Model incl. Controller.
Detailed TM: PGS, Clutches & Brakes
including TCU Model.
Elastic Driveline, Differential, Suspension,
Elastic Tire incl. Interface to AVL VSM™.
Powertrain Block Support Torque.
3D CO-SIMULATION TOOLCHAIN - AVL TSS
TSS Model
Engine
DMF
Sep. CL
E-Motor
TM & DL
Vehicle
Impulse Start Controller
Results Output
* TSS = Torsional System Simulation
TSS
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 11Public
AVL VSM - Precise Non-Linear Physical Simulation of 3D Vehicle Dynamics:
Tire Slip Model e.g. Pacejka (1).
Wheel Suspension.
Powertrain Block Suspension with 6 DoF (2).
3D Vehicle Chassis Motion.
Realistic simulation of signals required for
Driveability Evaluation with AVL-DRIVE™.
AVL Model.Connect - Co-Sim. Platform:
Signal interfacing between TSS & VSM (3).
Align very different sample rates of TSS & VSM.
3D CO-SIMULATION TOOLCHAIN - AVL TSS & MODEL.CONNECT
(3)
(1)
(2)
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 12Public
AVL-DRIVETM for Evaluation of Driveability:
3D CO-SIMULATION WITH AVL-DRIVE BASED VIRTUAL DRIVEABILITY EVALUATION
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 13Public
OVERVIEW
▪ Introduction / Background
▪ 3D Co-Simulation Toolchain
▪ Driveability Evaluation of Impulse Start
▪ Validation of Methodology
▪ Simulation Examples
▪ Summary
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 14Public
Main Impulse Start Driveability Evaluation Criteria:
Evaluation of Dynamics
1) Acceleration Build-Up Delay
2) Acceleration Increase Delay
3) Impulse Torque Build-Up
Evaluation of Comfort
4) Acceleration Build-Up Delay
5) Acceleration Increase Delay
6) Impulse Torque Build-Up
DRIVEABILITY EVALUATION IMPULSE START:CRITERIA & ASSESSMENT SCALE
Driveability Assessment Scale:
Critical Simulated Signals evaluated with AVL-DRIVETM
w.r.t. listed evaluation criteria & rated vs.Driveability Assessment Scale:‘DR’ = Driveability Rating from 1 to 10
Note calibration of rating function for Impulse Starts not fully validated yet.
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 16Public
Dynamics Criteria:
(1) Acceleration (Ax) Build-Up Delay
Duration until 50% of Final LongitudinalVehicle Acceleration reached.
(2) Acceleration (Ax) Increase Delay
Duration until 90% of Final LongitudinalVehicle Acceleration reached.
(3) Impulse Torque Build-Up
Ratio between Surface Areas under Normalized Pedal Value & Longitudinal Acceleration Curves (i.e. green positive area minus red negative area, divided by area below black curve).
IMPULSE START DRIVEABILITY EVALUATION: CRITERIA 1/2
Pedal [%
]
Trigger
100% Final Accel
0% Accel
Accel. [
%]
Normalized Pedal Value
zero level
Time [s]
Pedal [%
]
Normalized long.
Acceleration
Normalized Pedal Value
Zero Level @Trigger of Imp.Start
Normalized long.
Acceleration
Normalized Pedal Value
Zero Level @Trigger of Imp.Start A
ccel[
%]
Pedal [%
]
Accel[
%]
Time [s]
(1)
(2)
(3)Poor
(3)Good
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 17Public
Comfort Criteria:
(4) Traction Reduction
Magnitude of drop in longitudinal acceleration signal; integration of acceleration over time where acceleration drops.
(5) Jerks (Standard Criterion)
Modulation of longitudinal acceleration up to 10Hz (not shown).
(6) Surge, & Surge Lateral:
Acceleration Vibration Dose Value (VDV) functions (10 to 50Hz, not shown).
IMPULSE START DRIVEABILITY EVALUATION: CRITERIA 2/2
Trigger
Accel. [
%]
Pedal [%
]
Time [s]
(4)
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 18Public
OVERVIEW
▪ Introduction / Background
▪ 3D Co-Simulation Toolchain
▪ Driveability Evaluation of Impulse Start
▪ Validation of Methodology
▪ Simulation Examples
▪ Summary
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 19Public
Simulation Methodology validated on:
HEV SUV with 2.0L Gasoline, AT, 4WD
Measured Signals on Validation Vehicle:
CAN Bus Signals.
High-Resolution Speed Signals on Crank-shaft, E-Motor, Transmission Output Shaft, Rear Differential, Wheel Hubs.
Torque Sensor in Rear Propshaft.
Transmission Clutch & Brake actuation pressure level to assess current torque capacities.
Powertrain Block motion.
Vehicle Chassis Accel. (& other signals required for Driveability Evaluation with AVL-DRIVETM).
VALIDATION OF METHODOLOGY
CL0… Sep. Clutch: Controlled Transfer of EM Torque to ICE during Impulse Start.
Brake B inside AT: Slipping Elements maintain Isolation of Speed Fluctuations from TM Output Shaft.
PG
S1 PG
S2
PG
S3
PG
S4
InputshaftOutputshaft
Autm. Transmission
Wheels
Front Prop-Shaft
Rear Prop-Shaft
Sideshaft
SideshaftWheels
CL0
Brake B
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 20Public
Impulse Start – Measurement (4th Gear):
METHODOLOGY VALIDATIONCORRELATION 1/3
(1) Transmission Pre-Control
(3) E-
Motor Speed Phase
Trig
ger I
mp
uls
e S
tart
(4) ICE
Acceleration via CL0
(2)CL0 Filling Phase
(1) Transmission Pre-Control: Slip Brake B
(2) Separation Clutch CL0: Filling Phase
(3) E-Motor Speed Phase (Kinetic Energy rise)
(4) Ramp up CL0:
Acceleration ICE Crankshaft
(5) ICE Firing & CL0 Opening
(6) Torque Handover: EM ICE
(7) Brake B Closing(5) ICE Firing
& CL0 Opening
(7) Brk B
closing
(6) Trq
HandoverEMICE
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 21Public
Impulse Start – Measurement vs. Simulation (4th Gear):
METHODOLOGY VALIDATIONCORRELATION 2/3
(1) Transmission Pre-Control
(3) E-
Motor Speed Phase
(4) ICE
Acceleration via CL0
(5) ICE Firing
& CL0 Opening
(7) Brk B
closing
(6) Trq
HandoverEMICE
Trig
ger I
mp
uls
e S
tart
(2)CL0 Filling Phase
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 22Public
Impulse Start Driveability Evaluation – Measurement vs. Simulation (4th Gear):
METHODOLOGY VALIDATIONCORRELATION 3/3
SimMeas
DDR = 0.1
DDR = -0.3
DDR = 0.1
DDR = 0.9
DDR = 0.3
(3)
MeasSim
DDR = 0.0
DDR = -0.6
DDR = -0.1
DDR = 0.0
DDR = 0.0
(2)
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 23Public
OVERVIEW
▪ Introduction / Background
▪ 3D Co-Simulation Toolchain
▪ Driveability Evaluation of Impulse Start
▪ Validation of Methodology
▪ Simulation Examples
Example #1 – Control Functions & Driveability
Example #2 – Robustness & Driveability
Example #3 – E-Motor Sizing & Driveability
▪ Summary
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 24Public
Proven methodology now applied to:
PHEV SUV with 1.8L TGDI & much more powerful E-Motor 90kW, AT8, 4WD, north/south configuration.
PHEV impulse starts at significantly higher initial propulsion power demand & driving speeds vs. earlier HEV validation vehicle.
SIMULATION EXAMPLES: APPLICATION OF METHODOLOGY
PG
S1 P
GS
2
PG
S3
PG
S4
InputshaftOutputshaft
Autm. Transmission
Wheels
Front Prop-Shaft
Rear Prop-Shaft
Sideshaft
Sideshaft Wheels
CL0
CLC
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 25Public
Impulse Start - Initial Configuration
PHEV, 55 mph, 6th Gear, ~50kW Propulsion Power with Hot ICE Condition
EXAMPLE #1a CONTROL FUNCTIONS & DRIVEABILITY
Trigger
Impuls
e S
tart
Partly lower Driveability Ratings
(1) Flat CLC Torque(2) Accel. Overshoot(3) Slow Accel of EM(4) Accel. Dip
(1-4) Decel/accel. of inertia in AT affects acceleration signal
+ -
(1)
(3)
(4) (2)
Ax_
Bu
ild
-U
p D
ela
y
Ax_
In
creas
e D
ela
yIm
pu
lse
Trq
Bu
ild
-U
pT
racti
on
R
ed
ucti
on
Jerks
Su
rg
e
DR 9.8 7.0 7.7 6.0 8.6 9.2
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 26Public
Shaped Torque in Transmission Clutch CLC
PHEV, 55 mph, 6th Gear, ~50kW Propulsion Power with Hot ICE Condition
EXAMPLE #1b CONTROL FUNCTIONS & DRIVEABILITY
Trigger
Impuls
e S
tart (1+4) Shaped CLC Torque
(2+6) Flat Accel.(3+5) Steeper EM Accel./Decel. (7) Late CL0 Opening(8) Accel. Oscillation
+(1)
(3)
(2)
-(4)
(6)
(5)
(7)
(8) Jerks/Surge
Driveability Ratings improved
Ax_
Bu
ild
-Up
D
ela
y
Ax_
In
creas
e D
ela
y
Im
pu
lse T
rq
B
uil
d-U
p
Tracti
on
R
ed
ucti
on
Jerks
Su
rg
e
DR 8.8 8.6 8.7 9.3 8.8 8.4
DDR vs. Exmpl.#1a
-1.0 +1.6 +1.0 +3.3 +0.2 -0.8
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 27Public
Shaped Torque in CLC & Timely Opening of CL0
PHEV, 55 mph, 6th Gear, ~50kW Propulsion Power with Hot ICE Condition
EXAMPLE #1cCONTROL FUNCTIONS & DRIVEABILITY
+-
Trigger
Impuls
e S
tart (1) Timely CL0 opening
(2) Acceleration now smooth
(1)
(2)
Driveability Ratings high& balanced
Ax_
Bu
ild
-U
p D
ela
y
Ax_
In
creas
e D
ela
y
Im
pu
lse T
rq
B
uil
d-U
p
Tracti
on
R
ed
ucti
on
Jerks
Su
rg
e
DR 8.5 8.6 8.6 9.2 9.0 9.4
DDR vs. Exmpl.#1b
-0.3 0.0 -0.1 -0.1 +0.2 +1.0
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 28Public
Torque Overshoot in Separation Clutch CL0 e.g. poor µ adaption
PHEV, 55 mph, 6th Gear, ~50kW Propulsion Power with Hot ICE Condition
EXAMPLE #2 ROBUSTNESS & DRIVEABILITY
Trigger
Impuls
e S
tart (1) CL0 Trq over-shoot
(2) Lock-Up CLC No vibration isolation
(3) Acceleration oscillation
(1)
(2)
(3)
Ax_
Bu
ild
-U
p D
ela
y
Ax_
In
creas
e D
ela
yIm
pu
lse
Trq
Bu
ild
-U
pTracti
on
R
ed
ucti
on
Jerks
Su
rg
e
DR 8.5 8.6 8.6 8.7 8.9 8.9
DDR vs. Exmpl.
#1c
0.0 0.0 0.0 -0.5 -0.1 -0.5
Various Driveability Ratings lower
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 29Public
Impulse Start with very low EM Power Reserve
PHEV, 65 mph, 6th Gear, ~65kW Propulsion Power, Cold ICE as 1st start from eDrive
EXAMPLE #3aE-MOTOR SIZE & DRIVEABILITY
Trigger
Impuls
e S
tart (1) Reduced torque compensation
(2) Long EM accel-eration phase(3) Low available CL0 torque for ICE accel.(4) Very small slip speed (5) Early firing required(6) Strong acceleration fluctuations
(1)
(2)
(4)(5)
(3)
(6)
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 30Public
As before but +5% EM Power & Recalibration
PHEV, 65 mph, 6th Gear, ~65kW Propulsion Power, Cold ICE as 1st start from eDrive
EXAMPLE #3bE-MOTOR SIZE & DRIVEABILITY
(1)
(3)
(4)
(5)
(2)(1) Stronger torque compensation(2) Short EM acceleration phase(3) Safer slip speed (4) Early firing still required Jerks
(5) Smoother (6) Faster
(6)
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 31Public
OVERVIEW
▪ Introduction / Background
▪ 3D Co-Simulation Toolchain
▪ Driveability Evaluation of Impulse Start
▪ Validation of Methodology
▪ Simulation Examples
▪ Summary
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 32Public
Novel & validated Co-Simulation Toolchain for:
Model to Driveability Based Development or M2DBDof Hybrid Topology, Requirements, Features & Control SW.
Early Concept Finding with simplified models (controllers, powertrain, vehicle), later upgraded with complex ones.
MiL, SiL development of Functions, SW & Calibration.
Robustness investigation including driveability.
Continuous monitoring of vehicle behavior through dvpt. process & informed refinement of detailed HW/SW design.
Driveability focused optimization.
SUMMARY
TSS
AVL-DRIVE™AVL VSM™
AVL TSS Mdl
Jones, Stephen John, Böhm, Hannes | DS | 28 June 2018 | 33Public
ABBREVATIONS
AT Automatic TransmissionHW/SW
Hardware/Software
BMEP
Brake Mean Effective Pressure ICE Internal Combustion Engine
CA Crank Angle IL In Line
CL Clutch MiL Model-in-the-Loop
CPA Centrifugal Pendulum Absorber SiL Software-in-the-Loop
DCT Dual Clutch Transmission OBD On-Board Diagnostics
DMF Dual Mass Flywheel PT Powertrain
DR Drivability Rating p2p Peak to Peak
ECU Electronic Control Unit TSS Torsional System Simulation
EM Electric Motor w.r.t. with respect to
HV High Voltage w / wo with / without