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12011 GT-SUITE European Conference

Integrated Powertrain Simulationfor Energy Management

of Hybrid Electric Vehicles

October 24th

, 2011

Kentaro WatanabeNissan Motor Co., Ltd.


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1. Motivation

2. Simulation technology

3. Recent achievements with this technology

4. Future direction5. Summary

Outline


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Outline

1. Motivation

2. Simulation technology

3. Recent achievements with this technology



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Strong demand for better fuel economyHEV is an effective and practical solution.

Motivation

Higher design flexibilityHybrid system and its control are complexand thus must be flexible in design.

To t a l v e h i c l e s y s t e m s im u l a t i o n !

Better F.E. and development work efficiencySystem concept should be determined in the

early stage of development


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Outline

1. Motivation

2. Simulation technology3. Recent achievements with this technology



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Key technologies

Vehicle energy managementEffective use of electric/fuel energy

Cooling of high-voltage system

Making the most of the electric drive potential.


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Flows of energy considered

Trans-mission

Trans-mission

High-voltagebattery

High-voltagebattery

ICEICE

InverterInverter

E-motor/generator

E-motor/generator

Clutch

Kinetic energy

Electric energy

Hybridcontroller

Hybridcontroller

Control signals

Thermal energy

Clutch

Vehiclebody

Vehiclebody

Kinetic, electric and thermal energiesKinetic, electric and thermal energies

are considered.are considered.

Radiator Oil cooler

Radiator


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AllAll the basicthe basic modelsmodels werewere prepared on GTprepared on GT--SUITE.SUITE.

- Battery EV- Power split- Series- Parallel- Series-Paralle

Vehicle Topologies

Cooling system of- Engine- Transmission- High-Voltage

Cooling Systems

-Battery SOC-Regenerative Braking-Hybrid mode switch

Controllers

Fundamental HEV models


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Online GT-SUITE Model Library- All the models, together with vehicle specifications,

are available online.- Easy to build a vehicle model by combining models

from the library.

Topologies(GT models)

Vehicle

Components

Controllers

(GT models)

- Vehicle mass

- Vehicle Cd*A

- Motor efficiency

- Engine BSFC

- TM efficiency

- Auxiliaries loadsetc.

- SOC management

- Regenerative braking

- Series/parallel switch

etc.

- Series

- Parallel

- Power split

etc.

In-house Database


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Cooling of high-voltage system

Converter

Waterpump

Radiator

Hybridcontroller

Hybridcontroller

Thermal loss from the components is defined as aThermal loss from the components is defined as a

function of the operating commands issued by thefunction of the operating commands issued by thehybrid controller.hybrid controller.

Inverter E-motor

Coolant circuit

Atmosphere

Modeling

control signals

heat flow

coolant flow

heat source


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E-motor thermal model

CopperLoss

Housing

EE--motor is discretized into several thermal masses tomotor is discretized into several thermal masses to

describe the temperature of each part.describe the temperature of each part.

Modeling

Insulator

Stator core

Coil

IronLoss

thermal mass

thermal conductance


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E-motor and cooling system modelEE--motor thermal model and component cooling modelsmotor thermal model and component cooling models

are integrated. Heat from adjacent components isare integrated. Heat from adjacent components isapplied.applied.

RadiatorRadiator

InverterInverter

EE--motormotorWater PumpWater Pump

Transmission CaseTransmission Case

CoilCoilInsulatorInsulatorStator CoreStator Core

Heat fromTransmission


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Outline

1. Motivation

2. Simulation technology3. Recent achievements with this technology



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HEV mode when

high performanceis required.

HEV mode when

battery is empty.

Short weekday trips: EVShort weekday trips: EV

Long holidary trips:

HEV

Long holidary trips:

HEV

(1) 2 drive modes(1) 2 drive modes

-- EV for short tripsEV for short trips

-- HEV for long tripsHEV for long trips

(2)2/3 of annual(2)2/3 of annual

mileage is coveredmileage is covered

by EV mode.by EV mode.

Plug-in Hybrid ConceptZEV & HEV in one car.ZEV & HEV in one car.

Charge every dayCharge every day


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Specifications of hybrid components

E-motor max. power 60 kW

ICE max. power 100 kW

Battery capacity 10 kWh

Hybrid topology Parallel

Parallel HEV

E-motor

TransmissionICE

ClutchBattery


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Outline

1. Motivation

2. Simulation technology3. Recent Achievements with this Technology

- E-motor temp. control in high-load driving

- Engine warm-up for improving cold start F.E.

4. Future direction

5. Summary


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E-motor temperature increases markedly in high-load

driving cycles.

E-motor temp. in all-electric drive

NEDC x 2 cycles Artemis Road x 2 cycles

0 500 1000 1500 2000 2500 0 500 1000 1500 2000 2500

Vehicle

speed

[km/h]

Power

[kW]

Coiltemp.

[deg.

C]

Exceeds criterion e-motor will be damaged.

Exceeds criterion e-motor will be damaged.

Lower than criterion OK

Lower than criterion OK

Max. allowable temp.Max. allowable temp.

Time [s] Time [s]

0

50

100

150

-40

-20

0

2040

600

50

100

150

-40

-20

0

2040

60


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0 500 1000 1500 2000

Hybrid drive under high coil temp.Using the hybrid mode can reduce the maximum coil

temperature, but CO2 emissions increase.

C

oiltemp.

[d

eg.

C]

CO2emissions[kg]

+13%

All electric Hybrid

Electricity

Fuel

Artemis Road x 2 cycles

Max. allowable temp.Max. allowable temp.

Coil temp.unacceptable

Coil temp.OK

Power

[kW] E-motor

-40

-20

0

20

40

60

1000 1500

ICE

Time [s]

Hybrid HybridHybrid


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Outline

1. Motivation


- E-motor temp. control in high-load driving

- Engine warm-up for improving cold start F.E.

4. Future direction

5. Summary


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Calculation Conditions (1/2)5 cycles of UDDS, Start driving at 95% SOC

1)For cases without engine warm-up operation,Start in EV mode, switch to hybrid when SOC hits 25%.

2)For cases with engine warm-up operation,

Start in hybrid mode until coolant temp. hits 80 deg. C.

1st 2nd 3rd 4th 5th

25%

95%

TimeEnginefue

l

consumption

EV mode Hybrid mode

Vehicle speedSOC

Hybrid


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Calculation Conditions (2/2)3)For cases with exhaust heat recovery,

20% of exhaust gas internal energy at the catalystoutlet is applied to the engine coolant.

Case A1 A2 A3 B1 B2 B3

Ambienttemp.

-20 deg. C 0 deg. C

Enginewarm-up

Exhaust heatrecovery

ICEcoolant

T/Moil

Catalyst

20% of internal energy

Effect of exhaust heat recovery on warm-up speed and F.E.?


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Warm-up speedExhaust heat recovery shortens the warm-up time. This

also quickens the start of cabin heating.

-40

-20

020

40

60

80100

0 1372 2744 4116 5488 6860

ICE warm-up operation

Exhaust heat recovery

4.4 min shorter (ambient temp.=-20deg. C)

Time [s]

Enginecoolanttemp

.

[de

g.

C]

Vehicle

speed

[km/h]

0

30

60

90

d i f CO2 i i


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Reduction of CO2 emissionsExhaust heat recovery reduces CO2 emissions because

of the reduction of engine/transmission mechanicallosses.

w/o EHR

w/ EHR

Ambient temp.-20 deg. C

Ambient temp.0 deg. C

-1.5%

-0.1%

CO

2emissio

nsfor

5c

yclesofU

DDS[kg]

O tli


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Outline

1. Motivation



F t di ti


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Sophisticated hybrid controlSophisticated hybrid controlEmissions and afterEmissions and after--treatmenttreatment

HighHigh--voltage systemvoltage system

cooling circuitcooling circuit Air conditioningAir conditioning

-- Battery thermal managementBattery thermal management

-- Battery deteriorationBattery deterioration

Extension of physical models for comprehensive

optimization of vehicle systems

Future direction

F t di ti


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Future direction

Target Definition Fleet Tests

In-vehicle TestConcept

System Design Powertrain Test

Component Design Component Test

Development/ImplementationSILS

Calibration/ValidationPlanning/Design

HILS

Virtu

alPhase

Phy

sicalP

hase

- Real-time simulation in HILS

- As a tool to enhance collaboration between OEM andsuppliers in powertrain system design

OEM

Collaborationwith

Suppliers

Collaborationwith

Suppliers

O tline


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Outline

1. Motivation



Summary


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Summary

Developed a simulation model for total energymanagement, including thermal energy in HEVs.

Presented applications for e-motor temperature

control and powertrain warm-up strategy.

These achievements showed that GT-SUITE is apowerful tool for HEV system design.

Extension of physical models and speeding-up ofsimulations are both important.

Use of common simulation platforms will beimportant for close teamwork between OEMs andsuppliers in the auto industry.

Download - NissanHybrid Energy Management.2011

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