資料教程案例ing technologies

CONTENT

INTRODUCTION

EXAMPLEFORIMPROVEMENTOFMECHANICALLOSSES/THEMODEL

THESOFTWARETOOLSINVOLVED

THEMODEL(OVERVIEWANDSUB-SYSTEMS)

CALCULATIONOFCRANKTRAINFRICTIONMAPS(ENGINECYCLESIMULATION)ANDINPUTPREPARATIONFORCRUISE

DRIVECYCLEANALYSIS/IMPACTONFUELEFFICIENCY

UPCOMINGTECHNOLOGIES

HEVANDEVDEVELOPMENT

TRANSMISSIONCONCEPTS

HYBRIDAPPLICATIONSMULTI-BODYDYNAMICENGINECYCLESIMULATION

QUESTIONSANDDISCUSSION

POWERUNITSYSTEMSOVERVIEW

→Step-wiseimprovementofexistingsystems

POWERUNITSYSTEMSTYPESANDDEFINITIONS

ConventionalSystems

Dieselorgasoline

Alcohol/biofuels

Naturalgasandflex-fuel

(HydrogenH2)

HybridSystems(HEV)

Drivelinesystemswith>=2differentenginetypesand>=2differentenergyreservoirs

Chemical(→fueltank)

Electrical(→battery;capacitor)

Mechanical(hydraulicpressure-reservoir,inertiawheel)

Micro(start-stop);2-10kWe-motorpower;torquee-motor<90Nm;voltage14-42V;=parallelhybridorsimplyabiggerstarterandnotarealhybrid

Mild(e.g.beltdrivenstartergeneratororstartergeneratoratflywheel(HondaInsight));4-20kWe-motorpower;torquee-motor<500Nm;voltage

>42V;+recuperation+boosting;=parallelhybrid

Full(canrunfullyelectrical,atleastforsomewhile);>20kWe-motorpower;torquee-motor<500Nm;voltage100-650V

HybridSystems(HEV)

Fullhybridconfigurations

Serialhybrid:Rangeextender,runsalwayselectrically,butwithcombustionenginetoprovidetheenergywhenbatteriesareempty

Parallelhybrid;summationofbothengines(combustionandelectric)ispossible;needstransmission

Powersplit;combustiontorqueissplitinmechanicalandelectricalpart;needsatleast2e-motors;needssummation-transmission

Plug-in(canuseelectricityfromplugindevice;notonlygeneratedon-board)

Full-electricSystems(EV)

Plug-in

→E-motoristypicallyanasynchronous-motor(ASM)orpermanentmagneticsynchronous-motor(PSM;e.g.ToyotaPrius)

(Fuelcell→longterm)

→energybalanceinvestigationforHEVandEVvehicleshastoconsideralsotheelectricalpowergenerationfrompowerplantsaswellasduringvehicleoperationand/orfrompowerplants(plug-insystems)

“fromwelltowheel”

HEVDEVELOPMENT=ENTIRESYSTEMOPTIMIZATION

INCREASEDSYSTEMCOMPLEXITYOFNEWTECHNOLOGIES

IncreasedComplexitydueto…

Electrification

Sub-SystemInteractions

ControlSystemComplexity

Durability,NVH

Packaging

Steering/Safety

EntireSystemOptimization

E-CONCEPTEXAMPLES:

POWERSPLITHYBRID

PUREELECTRICVEHICLES(PLUG-IN)

SERIESHYBRID(RANGEEXTENDER)

E-CONCEPTEXAMPLES:

E-VEHICLEWITHFUELCELL

el.Netto-WirkungsgradBZSystem

0,7

0,6

el.Wirkungsgrad[-]

0,5

0,4

0,3 1470kgFuelCellVehicle

0,2

0,1

0

0 25 50

Leistung[kW]

100

90

80

70

75 100

1

0,9

0,8

0,7

FuelCellCurrent[A]

CockpitLoadSignal[-]

60 0,6

50 0,5

40 0,4

30 0,3

20 0,2

10 0,1

0 0

0 200 400 600 800 1000 1200

Time[s]

CHALLENGE

Goodbalancebetweencostandfueleconomy

EspeciallyforEUmarket:Alowcostadvantagecomplementsdieselpowertrains

FRONTLOADINGANDPARALLELIZATIONOFPROCESSES

Target Definition FFleleeetTTeessts

Concept InVehicleTeTsetst

SystemDesign PowertrainTest

Component Design ComponentTestTest

ModelRe-Use

Realisation /Implementation

TestingMethods

EfficiencyEnhancementWorkshop2009 DevelopmentTime 13

ADVANTAGES/CHALLANGESOFVIRTUALMETHODS

Advantagesduetothe“Virtualization”

Evaluationofconceptswithoutphysicalcomponents

Highnumberofvariationspossible

Lessexpenseswithrespecttoresources

Parallelizationindevelopmentprocess

Challenges

Rightlevelofdetailnecessary

Highrequirementsforthesolvertechnology

Continuousdevelopmentoftheexistingsimulationplatform

SYSTENDESIGN:

Hybrid(City-)Bus

ConceptStudy

REAL-WORLDFUELECONOMYCYCLE–HYBRIDCITYBUS

Hybrid(City-)BusConceptStudy-RealLifeCycleSimulation

NOx-Emission[g/h]

CumulatedNOx-Emission

[g/km]

Simulationvs.Measurement

1400

14

1200

12

1000

10

800

8

600

6

400

4

200

2

0

0

0

100

200

300

400

500

600

700

800

900

1000

1100

1200

Time[s]

Performance

VALIDATION:

TOYOTAPRIUSTHSII–CO2,PERFORMANCE

CO2Emission

105g

104g

11,6sec

11,8sec

SimulationMeasurement

VALIDATION:

TOYOTAPRIUSTHSII–FTP75

Comparison:BatterySOC

(StateofCharge)

CompleteCycle

Meas1Meas2Meas3

Cruise

TESTINGOFCOMPONENTSANDCONTROLSYSTEMS:E-MOTOR

AVLInMotion&AVLCRUISE:

Realtime-EnvironmentonTestbed

ClimateChamber

Battery

TESTINGOFCOMPONENTSANDCONTROLSYSTEMS:BATTERY

ComponentTest:BatteryTesting

TestCycles

ACSource DC

LoadSimulatorHardware

TESTINGOFCOMPONENTSANDCONTROLSYSTEMS:ENGINE

n-VKM[rpm]

Temperatur[°]

2000 500

1000 400

0 300

2000

NOx[ppm]

1000

0

2000

NOx[ppm]

1000

0

0 200 400 600 800 1000 1200

Zeit[sec]

SYSTEMSINTEGRATIONANDTESTING

JACRefineMicrohybrid(BSG) ContinentalTemicMildhybrid(ISG)

AVLMildhybrid(Transmissionintegrated) ManeuverSustainmentVehilce–MlldHybrid(ISG)

AVL“TURBO-HYBRID”–ANENGINEERINGEXAMPLE

TargetsandScopeofWorkfortheProject:

DownsizingandDownspeedingforReductionofFuelConsumptionandEmissions

LossinPerformanceandDriveability

TurbochargingandDoubleClutchTransmission(DCT)forthecompen-sationoftheLossinPerformance

IncreaseinPerformance,butlowDriveabilityatlowEngineSpeed(“Turbolag”)

Mild-Hybridization

eMotorincreasesDriveabilityatlowEngineSpeed

BatteryChargingviaRecuperationandOverboost

AVL“TURBO-HYBRID”–THECONCEPT

300

250

Torque[Nm]

200

150

100

50

Enginetransient

e-MotorBoost

e-MotorCharge

OOvveerr--bboooossttffoorrbbaattteerryycchhaarrggeedduurrininggaacccceelelerraattioionn

1.6LGDI-tc,Steady-State

1.6LGDI-tc,Over-Boost

1.6LTurbohybrideMotor(15kW)

eMotortorquedemand

0

1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000

Speed[rpm]

AVL“TURBO-HYBRID”–THEADVANTAGESOFUSINGVIRTUALMETHODS

ReductionofCostsduetothepartialVirtualizationoftheDevelopmentProcess

EarlyDefinitionofComponentsandStrategies

PassengerCars

HeavyDuty&(City-)Bus

OffroadVehicle

Racing

AVL’SEXPERIENCEINMODELLINGVEHICLECONCEPTS–

FROMSLOWTOFAST&LIGHTTOHEAVY

EfficiencyEnhancementWorkshop2009 25

WORLDWIDETRENDINTRANSMISSIONTECHNOLOGY

GEARSHIFTINGPROGRAMGENERATION

GSPGeneration

Calculationofthegearshiftmapsforagivenvehicle

Optimizationwithregardstodrivingstyleandroadgradient

Automaticshiftmapadaptationduringcomponentandparametervariation(e.g.gearratio,vehiclemass,enginedisplacement,…)

GSPOptimization

Calculationofoptimaltransmissionstatesforagiventestcycle

Optimizationintermsoftrade-offbetweenconsumptionandemissions

Calculationofoptimalgearselectionbasedonrequiredwheelpower

GSP–GEARSHIFTINGPROGRAM

GENERATIONANDOPTIMIZATIONOFSHIFTINGLINES

AutomatedTransmissions(AMT,DCT)/Gear

ShiftIndicator(MT)

GSP

(GearShiftingProgram)

AutomaticTransmissions(AT)

GSP,LUCP

(Lock-upClutchProgram)

ContinuousVariableTransmissions(CVT)

CVTVariogram

EfficiencyEnhancementWorkshop2009

Analysis(DOE)ofallpossiblevehicleoperationareasforgiven

Gears

Loadsignalrange

Roadgradient

Torqueconverterstates

…underconsiderationofoperatingconditions,likesshiftingthresholdsandhysteresis

1.SettingupavehiclemodelinCRUISE

GSPMETHOD–GEARSHIFTINGPROGRAMGENERATION

Automaticgenerationofgearshiftmaps,lock-upclutchmapsrespectivelyforvariousdrivingmodes

Economicaldriving

Sportydriving

Hilldrivingmodes

?…

29

Analysis(DOE)andmapgenerationofallpossiblevehicleoperationareasforgiven

Gears

Loadsignalrange

Torqueconverterstates

…underconsiderationof

Emissionregulations

Enginespeedlimits

Optimizationcon