nissanhybrid energy management.2011
TRANSCRIPT
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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
4. Future direction5. Summary
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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
4. Future direction5. Summary
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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
4. Future direction5. Summary
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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
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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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
2. Simulation technology3. Recent Achievements with this Technology
4. Future direction5. Summary
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
2. Simulation technology3. Recent Achievements with this Technology
4. Future direction5. Summary
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.