Powerpack evaluation for HD hybrid powertrains · 2011. 5. 24. · Torque Speed Environment...
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Powerpack evaluation for HD hybrid powertrains Morgan Andreae Morgan Andreae Cummins Inc. March 16, 2011 1 3/29/2011
Transcript of Powerpack evaluation for HD hybrid powertrains · 2011. 5. 24. · Torque Speed Environment...
Powerpack evaluation for HD hybrid powertrains
Morgan AndreaeMorgan Andreae
Cummins Inc.
March 16, 2011
13/29/2011
hanstei
Schreibmaschinentext
Working Paper N° HDH-05-12 5th HDH meeting, 16 to 18 March 2011
hanstei
Schreibmaschinentext
AgendaAgenda
• IntroductionIntroduction
• Role of simulation in development
i i k d• Pre‐transmission powerpack procedures
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Introduction
• Objectives of this material:Di d / h ll f f– Discuss advantages/challenges for use of simulation in hybrid evaluation
R i k t– Review powerpack concept
– Review pre‐transmission procedures
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Background• Cummins is working with industry partners and EPA to help define hybrid evaluation
d f th CO2 lprocedures for the new CO2 rule• Work has included providing hardware for testing at EPAtesting at EPA– Engine for powertrain evaluation with Eaton hybrid systemP h b id f i i– Prototype hybrid system for pre‐transmission powerpack testing
• Current status– Hardware installed in test cell– Testing to demonstrate procedures beginning
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Systems Simulation
Route/Drive Cycle
Vehicle MODEL
Hybrid Components
Engine
ECM
HARDWARE
ECM
Vehicleon Road
Vehiclein Loop
PureSim
Enginein Loop
HPSin Loop
ECMin Loop
$$ $ $ $$ $ $
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Simulation allows for highly repeatable evaluation
Field Population
Choose Reference Harder toResolveImprovements
Easier toResolve
Road Test
Chassis Teston Si l i hi hl
Engine in theLoop Testel
Calibratio • Simulation highly
repeatableLoop Test
Pure Simulation
Mod
e
• Accuracy depends on model validation
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Analysis Led Design Engine lDevelopment
Hardware In the Loop
DriverDriver Drive CycleDrive CycleThrottle TargetSpeed
EngineControlsEngineControls
DriverDriver Drive CycleDrive CycleThrottle TargetSpeed
DrivelineDriveline VehicleVehicle
DrivelineControl
Torque
Speed
Torque
Speed
EnvironmentConditions
VehiclePosition
DrivelineControl
Engine ControlCommands
Engine SensorSignals
T T
VehiclePosition
•Engine Parameter Studies•Coupled Torque, Flow, Temperature
•Real Engine and AftertreatmentControls Interactions
•Real Engine Performance and
DrivelineDriveline VehicleVehicleEngineEngine Torque
Speed
Torque
Speed
•Steady State and Transient •Real Engine Performance and Emissions
•Drive Cycle Transients
Simulation is an ideal environment for certain workSimulation is not a low cost solution for all workSome work is best done in hardware 73/29/2011
Use of simulation
• When should simulation be used?– When models are accurate
– When model development is lower cost than hardware testing
– When hardware testing would be impracticalg p
• When should simulation be avoided?– Hardware test is lower cost
– Models are not accurate
– Models are difficult to validate
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Hybrid Evaluation OptionshChassis Dyno
Simulated HardwareRoad Load Vehicle
PE BatteryVehicle
Trans
Motor
Engine
Clutch
HCM ECM
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k
Hybrid Evaluation OptionsPost‐Transmission Powerpack
Simulated Chassis Dyno
SimulatedRoad LoadVehicle
HardwarePowertrain
PE BatteryVehicle
Trans
Motor
Engine
Clutch
HCM ECM
10
* System could instead be a series, 2 mode, or other hybrid powertrain3/29/2011
Hybrid Evaluation OptionsPre‐Transmission Powerpack
Hybrid Engine DynoSimulatedRoad LoadVehicleT i i
HardwareEngineHybrid componentsC t ll
PE BatteryVehicle
Transmission Controllers
Trans
Motor
Engine
Clutch
HCM ECM
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Hybrid Evaluation OptionsEIL
Simulated HardwareRoad LoadVehicleTransmissionHybrid components
EngineControllers
PE BatteryVehicle
Hybrid components
Trans
Motor
Engine
Clutch
HCM ECM
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Hybrid Evaluation OptionsHILS
Simulated HardwareRoad LoadVehicleTransmissionHybrid components
Controllers
PE BatteryVehicle
Hybrid componentsEngine
Trans
Motor
Engine
Clutch
HCM ECM
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Hybrid Evaluation OptionsPure Simulation
SimulatedRoad LoadVehicleTransmissionHybrid componentsEngine
PE BatteryVehicle
EngineControllers
Trans
Motor
Engine
Clutch
HCM ECM
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NPRM for CO2: Hybrid Certification Options
NPRM id fl ibili f fi h f CO2 lNPRM provides flexibility for first phase of CO2 rule3 options for evaluation
Allows for learningg
Recognizes diversity of commercial market
Initial options include hybrid components in hardware
Post-Trans Powerpack
Pre-Trans Powerpack
ChassisDyno
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Hybrid Evaluation Should Build on Existing Engine Certification
Existing transient engine dyno test accurately describes vehicle power i f id f i l li irequirements for a wide range of vocational applications
Significant industry experience with engine test procedures and protocols
Conventional Certification
Dyno• Use the normalized engine form of the cycle
• Engine torque curve defines actual speed and torque for
Emissions
Work
EngineFuel
p qcertification test
• Emissions: g/hp‐hr• Integrate only positive work (motoring work not included)
Work
Motor
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Hybrid Evaluation of Pre‐Transmission HybridsPre‐transmission powerpack could utilize existing procedures and protocols with minor modifications
For many hybrid systems this approach would allow hardware evaluation of engine, motor, battery, etc.
One certification, many applications• Uses same simplifying assumptions as conventional certifications
Allow comparative performance evaluation with conventional engine
EmissionsHybrid Evaluation: Pre-Transmission Hybrid These are actual components
p p g
Motor /Engine
Fuel
Dyno
Work
Pre-Transmission Hybrid ese a e actua co po e ts(not simulated)
• Use the normalized engine form of the cycle(s)
• Pre‐transmission system torque curve defines actual speed and
GenEngine
Clutch
PowerMotor
(Regen)
ptorque for certification test
• Emissions: g/hp‐hr• Allow capture of energy during “motoring” portions of engine cycle
• Count only positive work (as with BatteryPowerElec.
(Regen)• Count only positive work (as with conventional engines)
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Post‐Transmission Power Pack EvaluationPre‐transmission powerpack certification not viable for all hybrid architecturesp p y
Post‐transmission powerpack certification would work for series and other transmission integrated hybrid systems
Cycle based on engine test cycle would allow comparative evaluation with
Hybrid Evaluation: Post-Transmission Option
conventional and pre‐trans hybrid
Emissions
Hybrid Evaluation: Post-Transmission Option
These are actual components
• Use normalized post‐transmission test cycle(s)
Motor /Engine
Fuel
Dyno
Work
ese a e actua co po e ts(not simulated)
Trans
• Post‐transmission system torque curve defines actual speed and torque for certification test
• Emissions: g/hp‐hrGen
Engine
Clutch
PowerMotor
(Regen)
TransEmissions: g/hp hr• Allow capture of energy during braking portions of cycle
• Count only positive work ( i h i l Battery
PowerElec.
(Regen)(as with conventional engines)
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Post‐Transmission Power Pack EvaluationPre‐transmission powerpack certification not viable for all hybrid architecturesp p y
Post‐transmission powerpack certification would work for series and other transmission integrated hybrid systems
Cycle based on engine test cycle would allow comparative evaluation with
Hybrid Evaluation: Post-Transmission Option
conventional and pre‐trans hybrid
Emissions
Hybrid Evaluation: Post-Transmission Option
These are actual components
• Use normalized post‐transmission test cycle(s)
GEngineFuel
Dyno
Work
ese a e actua co po e ts(not simulated)
M t
• Post‐transmission system torque curve defines actual speed and torque for certification test
• Emissions: g/hp‐hr GenEngine
BatteryPowerEl
Motor
(Regen)
MotorEmissions: g/hp hr• Allow capture of energy during braking portions of cycle
• Count only positive work ( i h i l Battery Elec. (Regen)(as with conventional engines)
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Pre‐Transmission Powerpack Procedures:Modifications of existing engine test proceduresg g p
• Definition of torque curveb l d f– Use system transient torque capability to define torque curve
• Energy storage management – Follow same procedures as other test methods– SAE J2711 describes requirements for energy storage management
• Allow energy capture during motoring portions– Define upper limit on regen capture:Define upper limit on regen capture:
• Motoring torque curve as 40% of positive torque curve per 40 CFR 1065.510
– Define vehicle cycle and use to calculate available regen energy capture (upper limit).
• Allow zero speed during idle portions• Count only positive work
Same as conventional engine– Same as conventional engine
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Summary
• Simulation will play a role in any evaluation method– Simulation can reduce cost
– Challenges for great use of simulation include:• How are models validated?
• How broadly can validated models be applied?
• Who owns and maintains models?
• In near term, building on existing test procedures simplifies introduction of new hybrid evaluation methods– Powerpack procedures can be implemented quickly
• Flexibility is needed for commercial market• Flexibility is needed for commercial market– Wide range of applications and architectures
– Outside of Europe, vertical integration is less common
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