Co-sponsored by TACOM and NAVISTAR Vehicle Integration...
Transcript of Co-sponsored by TACOM and NAVISTAR Vehicle Integration...
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Vehicle IntegrationVehicle Integration
Dennis Assanis and Jeffrey Stein
May 25-26, 1999
Fifth Annual ARC Conference
Co-sponsored by TACOM and NAVISTAR
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Vehicle IntegrationAutomotive Research Center
arc Project TeamProject Team
¥ Jeff Stein, Professor UM
¥ Dennis Assanis, Professor UM
¥ Zoran Filipi, Research Scientist UM
¥ Loucas Louca, Research Fellow UM
¥ Geoff Rideout, Graduate Student UM
¥ Yongsheng Wang, Visiting Researcher UM
¥ Pranab Das, Engine Technology Manager NAVISTAR
¥ Xinqun Gui, Product Engineer NAVISTAR
¥ Dan Grohnke, Senior Development Engineer NAVISTAR
¥ Steve Gravante, Development Engineer NAVISTAR
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Vehicle IntegrationAutomotive Research Center
arc OutlineOutline
¥ Introduction
¥ Vehicle/Engine SIMulation (VESIM)
¥ Simulation Results- Model Validation
- Component Design
¥ Summary/Conclusions
¥ Future Work
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Vehicle IntegrationAutomotive Research Center
arc MotivationMotivation
¥Integrated Ground Vehicle Simulation:-Critical for concurrent engineering: Vehicledesign for MobilityÈPerformance evaluation of alternative vehicle sub-
systems.
ÈDesign and optimization studies:¥ Driveability
¥ Fuel economy
¥ Emissions
¥ NVH
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Vehicle IntegrationAutomotive Research Center
arc Vehicle/Engine Simulation Vehicle/Engine Simulationto Improve Driveabilityto Improve Driveability
¥ Manage Engine Torque- Engine start
- Low idle
- Tip-in control
- Low/High speed acceleration
- Part load cruise
- Vehicle brake
- Steering control
- Load disturbances
¥ Optimize Shift Quality- Vehicle launch behavior
- Vehicle acceleration
- Up-shift and down-shift
- Coast down
- Climbing hills
¥ Compensate DrivelineSurge & Jerk- Driver comfort
- Driveline protection
- PTO applications
- Specialty applications
¥ Manage Engine/ChassisInteractions- Coordinated traction control
- Transaxle management
- Vehicle brake management
- Compression brake
- Exhaust brake control
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Vehicle IntegrationAutomotive Research Center
arc State-of-the-ArtState-of-the-Art
¥ Models of Engines, Drivelines and Vehicle ÒDynamicsÓ arewidely available.- Not easily integrated
- Inappropriate model complexity
¥ Integrated models of these components are:- Not widely available
- Overly simple component models
- Fixed structure models
- Empirical models
- Steady-state models
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Vehicle IntegrationAutomotive Research Center
arc
ÒNRMM is a computer-based collectionof equations and algorithms designedto predict the steady-state operating
capability of a given vehicle operating in a prescribed terrain.Ó
NATO Reference Mobility ModelNATO Reference Mobility Model
¥Transient effects cannot be evaluated¥Models have fixed structure
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Vehicle IntegrationAutomotive Research Center
arc Key IssuesKey Issues
¥ Definitions of vehicle mobility- Driveability
- Gradeability
- etc.
¥ Flexible integrated software environment.
¥ Variable complexity engine, driveline and vehicle models.
¥ Transient engine system models.
¥ Measurements of complete vehicle response.
¥ Validation of integrated models.
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Vehicle IntegrationAutomotive Research Center
arc Objectives for Vehicle MobilityObjectives for Vehicle Mobility
¥Develop and verify a virtual simulationenvironment.
¥Develop and validate physical-based models ofsystem components (engine/driveline/vehicle).
¥Develop evaluation metrics for driveability.
¥Design and evaluate components.
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Vehicle IntegrationAutomotive Research Center
arc Simulation GoalsSimulation Goals
¥ Predictions of engine-driveline-vehicle interactions underhighly dynamic conditions:- Start from stand still
- Gear shifts
¥ Studies and evaluation of different system configurationsand design options:- Engine fueling strategy, EGR management
- Engine/turbocharger matching
- Torque converter design
- Transmission design: Clutch and gear ratios
- Tire/suspension tuning
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Vehicle IntegrationAutomotive Research Center
arc
IM
InterCooler
Air Exhaust Gas
Trns
D-R
T C
C
EM
T
VEHICLE DYNAMICS
DIESELENGINE
DRIVELINE
Vehicle Systemð IntegrationVehicle Systemð Integration
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Vehicle IntegrationAutomotive Research Center
arc Integration ofIntegration ofVariable Complexity ModelsVariable Complexity Models
t
RPM
MULTI-CYLINDERDIESEL ENGINE
EXHAUSTMANIFOLD
INTAKEMANIFOLD
INTER-COOLER
COMPRESSOR TURBINE
WA
ST
EG
AT
E
FUELSYSTEM
Air
FuelExhaustgas
W.
EMPIRICAL POINT-MASS
THERMODYNAMIC
MULTI-BODY
SIMPLIFIED
HIGH-FIDELITY
VEHICLE DYNAMICSENGINE
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Vehicle IntegrationAutomotive Research Center
arc Non-Linear, TransientNon-Linear, TransientDiesel Engine ModelDiesel Engine Model
CYLINDERCONTROLVOLUME
Convective heat transfer;based on turbulent flow in
pipes
Global turbulencemodel based on the energy
cascade concept
Radiation (duringcombustion); Assanis-Heywood or Annand
Quasi-steady, one-Dflow equations for flow
past the valves
Engine dynamicsAnd Friction
Phenomenologicalcombustion model -
Watson
Ignition delay -Arrhenius
Parent simulation: Assanis and Heywood (1986)
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Vehicle IntegrationAutomotive Research Center
arcExternal Component ModelsExternal Component Models
IM
InterCooler
C
EM
T
ÒFilling and emptyingÓ ofmanifold control volumes
Empirical correlations formanifold heat transfer andpressure loss
Turbomachineryperformance defined
by maps
Turbocharger dynamicscontrolled by rotorinertia and damping
Intercoolerperformance defined
by intercoolereffectiveness
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Vehicle IntegrationAutomotive Research Center
arc
Trns
D-R
T C
Driveline ModelDriveline Model
Flexible Propshaft
Flexible Driveshaft
¥Quasi-Static¥Lookup Tables
¥Flexible Gears¥Gear Inertias¥Gear Ratios¥Blending Functions¥Clutches¥Shift Logic
Wheel Hub
¥Equal Torque¥Gear Inertias
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Vehicle IntegrationAutomotive Research Center
arc Vehicle Dynamics ModelVehicle Dynamics Model
Longitudinal
¥Wheel Inertia¥Wheel Slip¥Rolling Resistance
¥Total Vehicle Mass¥Aerodynamic Drag
Heave
Road ExcitationFlexible Tire
SprungMass
UnsprungMass
Suspension
Coupling
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Vehicle IntegrationAutomotive Research Center
arc VVehicleehicle E Enginengine SIMSIMulationulation
Double Click to Plot Engine
Double Click to load data
Double Click to Plot Powertrain
Double Click to Plot Vehicle
WheelTorque
Brake
Road Profile
WheelSpeed
VEHICLE DYNAMICS
time_fast
time
Road Profile
Driver demand
EngineSpeed
Driver Demand
WheelSpeed
EngineTorque
WheelTorque
DRIVELINE
Load Torque
Driver command
EngineSpeed
DIESEL ENGINE
Clock
Brake Table
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Vehicle IntegrationAutomotive Research Center
arc Vehicle SpecificationsVehicle Specifications
¥ V8 DI Diesel
¥ Turbocharged, Intercooled
¥ 7.3 liters
¥ Bore: 0.1044 m
¥ Stroke: 0.1062 m
¥ Compression Ratio: 17.4
¥ Rated Power: 210 HP@2400 rpm
¥ GVWR: 7950 Kg
¥ Wheelbase: 3.7 m
¥ CG Location: 2.2 m from front
¥ Frontal Area: 5 m2
¥ Air Drag Coefficient (CD): 0.8
¥ 4 Speed Automatic Transmission
¥ Rear Wheel Drive - 4x2
Vehicle/DrivelineEngine
NAVISTAR 4700 Series
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Vehicle IntegrationAutomotive Research Center
arc Case StudiesCase Studies
¥Launch Performance-Validation
-DesignÈFueling strategy
ÈTorque converter
¥Driveability- Shift Quality
ÈClutch design
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Vehicle IntegrationAutomotive Research Center
arc Launch PerformanceLaunch Performance
¥ Vehicle starting from standstill- Engine is idling
- Brakes are applied
¥ Launch vehicle by:- Releasing brakes
- Pressing the gas pedal all the way
¥ Experimental data are obtained:- Engine Speed
- Vehicle Speed
¥ Simulation results are generated under the same conditions
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Vehicle IntegrationAutomotive Research Center
arc Model Validation (0-60 MPH)Model Validation (0-60 MPH)
0 5 10 15 20 25 30 350
500
1000
1500
2000
2500
3000
0 5 10 15 20 25 30 350
10
20
30
40
50
60
Eng
ine
Spe
ed [r
pm]
Time [sec]
TestVESIM
Veh
icle
Spe
ed [m
ph]
Time [sec]
TestVESIM
1st 2nd 3rd 4th Gear
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Vehicle IntegrationAutomotive Research Center
arc
0 1 2 3 4 5 60
500
1000
1500
2000
2500
3000
3500
4000
Model Validation (Stall Test):Model Validation (Stall Test):Engine/Torque Converter InteractionEngine/Torque Converter Interaction
Eng
ine
Spe
ed [r
pm]
Time [sec]
TestVESIM
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Vehicle IntegrationAutomotive Research Center
arc
DriverDemand
Tip-inFunction
Fueling Map
Modified Map: less restrictive correction atlow boost/low speed
Fueling StrategyFueling Strategy
Engine SpeedAnd
Boost Pressure
MinFuel to
Cylinder
BaseCalibration
0.81
1.21.4
1.61.8
x 105
-50
0
50
100
15040
50
60
70
80
90
100
Boost pressure
Fueling map - boost correction
Percent rated speed
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Vehicle IntegrationAutomotive Research Center
arc
-1 0 1 2 3 4 5 60
500
1000
1500
2000
2500
3000
Fuelling Strategy:Fuelling Strategy:
Engine ResponseEngine Response
Standard Fuel MapModified Fuel MapE
ngin
e S
peed
[rpm
]
Time [sec]
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Vehicle IntegrationAutomotive Research Center
arc
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 50
5
10
15
Standard Fuel MapModified Fuel Map
Veh
icle
Spe
ed [m
ph]
Time [sec]
Fuelling Strategy:Fuelling Strategy:
Vehicle ResponseVehicle Response
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Vehicle IntegrationAutomotive Research Center
arc
0 0.2 0.4 0.6 0.8 1 1.20
0.5
1
1.5
2
2.5
3
3.5
4
Standard Fuel MapModified Fuel Map
Veh
icle
Jer
k [m
/s3 ]
Time [sec]
Fuelling Strategy:Fuelling Strategy:
Vehicle JerkVehicle Jerk
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Vehicle IntegrationAutomotive Research Center
arc
0 1 2 3 4 5 60
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1F
uel t
o A
ir R
atio
Time [sec]
Standard Fuel MapModified Fuel Map
Fuelling Strategy:Fuelling Strategy:
In-Cylinder Mixture CompositionIn-Cylinder Mixture Composition
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Vehicle IntegrationAutomotive Research Center
arc
0 1 2 3 4 5 6 70
0.05
0.1
0.15
0.2
0.25
0.3
0.35
0.4P
rem
ixed
/Diff
usio
n C
ontr
olle
d B
urni
ng
Time [sec]
Standard Fuel MapModified Fuel Map
Fuelling Strategy:Fuelling Strategy:
Combustion, Premixed Combustion, Premixed vsvs Diffusion Diffusion
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Vehicle IntegrationAutomotive Research Center
arc Torque Converter DesignTorque Converter Design
0 1 2 3 4 5 60
500
1000
1500
2000
2500
3000
3500
4000E
ngin
e S
peed
[rpm
]
Time [sec]
StockAlternate
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Vehicle IntegrationAutomotive Research Center
arc Shift QualityShift Quality
¥Study the effect of shifting on:-Driveability
¥Vary the duration of the shift event:-Nominal design: 0.8 seconds
-New designs:È0.4 seconds
È1.2 seconds
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Vehicle IntegrationAutomotive Research Center
arc Clutch TimingClutch Timing
Speed Ratio
Torque Ratio
Time
Shift Duration
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Vehicle IntegrationAutomotive Research Center
arc Shift Quality - Vehicle JerkShift Quality - Vehicle Jerk
4 4.2 4.4 4.6 4.8 5 5.2 5.4 5.6 5.8 6-8
-6
-4
-2
0
2
4
6
8F
orw
ard
Jerk
[m/s
3 ]
Time [sec]
0.4 sec shift0.8 sec shift1.2 sec shift
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Vehicle IntegrationAutomotive Research Center
arc Shift Quality - Wheel SlipShift Quality - Wheel Slip
Decrease in shift duration increases tire wear
Whe
el S
lip
4 4.2 4.4 4.6 4.8 5 5.2 5.4 5.6 5.8 6-0.2
-0.18
-0.16
-0.14
-0.12
-0.1
-0.08
-0.06
-0.04
-0.02
0W
heel
Slip
Time [sec]
0.4 sec shift0.8 sec shift1.2 sec shift
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Vehicle IntegrationAutomotive Research Center
arc SummarySummary
¥ Integrated virtual vehicle for mobility studies.
¥ Verification of integrated model response under selectedconditions.
¥ Studied the design of fueling strategy, torque converterselection, shift duration on vehicle mobility.
¥ Demonstrated tradeoffs between driveline and enginedesign.
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Vehicle IntegrationAutomotive Research Center
arc ConclusionsConclusions
¥ Higher fidelity vehicle/engine integration is possible.
¥ Engine/vehicle interactions are important to vehicle mobilitydesign and evaluation.
¥ Additional work on the definitions of mobility, models ofengines and drivelines is necessary.
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Vehicle IntegrationAutomotive Research Center
arc Future StudiesFuture Studies
¥ Measure complete response.
¥ Create a spectrum of component models.
¥ Determine appropriate use of component models.
¥ Define mobility metrics: driveability, gradeability, etc.