Co-sponsored by TACOM and NAVISTAR Vehicle Integration...

Vehicle IntegrationVehicle Integration

Dennis Assanis and Jeffrey Stein

May 25-26, 1999

Fifth Annual ARC Conference

Co-sponsored by TACOM and NAVISTAR

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

arc OutlineOutline

¥ Introduction

¥ Vehicle/Engine SIMulation (VESIM)

¥ Simulation Results- Model Validation

- Component Design

¥ Summary/Conclusions

¥ Future Work

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

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

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

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

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.

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.

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

InterCooler

Air Exhaust Gas

VEHICLE DYNAMICS

DIESELENGINE

DRIVELINE

Vehicle Systemð IntegrationVehicle Systemð Integration

arc Integration ofIntegration ofVariable Complexity ModelsVariable Complexity Models

MULTI-CYLINDERDIESEL ENGINE

EXHAUSTMANIFOLD

INTAKEMANIFOLD

INTER-COOLER

COMPRESSOR TURBINE

FUELSYSTEM

FuelExhaustgas

EMPIRICAL POINT-MASS

THERMODYNAMIC

MULTI-BODY

SIMPLIFIED

HIGH-FIDELITY

VEHICLE DYNAMICSENGINE

arc Non-Linear, TransientNon-Linear, TransientDiesel Engine ModelDiesel Engine Model

CYLINDERCONTROLVOLUME

Convective heat transfer;based on turbulent flow in

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)

arcExternal Component ModelsExternal Component Models

InterCooler

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

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

arc Vehicle Dynamics ModelVehicle Dynamics Model

Longitudinal

¥Wheel Inertia¥Wheel Slip¥Rolling Resistance

¥Total Vehicle Mass¥Aerodynamic Drag

Road ExcitationFlexible Tire

SprungMass

UnsprungMass

Suspension

Coupling

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

Road Profile

WheelSpeed

VEHICLE DYNAMICS

time_fast

Road Profile

Driver demand

EngineSpeed

Driver Demand

WheelSpeed

EngineTorque

WheelTorque

DRIVELINE

Load Torque

Driver command

EngineSpeed

DIESEL ENGINE

Brake Table

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

arc Case StudiesCase Studies

¥Launch Performance-Validation

-DesignÈFueling strategy

ÈTorque converter

¥Driveability- Shift Quality

ÈClutch design

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

arc Model Validation (0-60 MPH)Model Validation (0-60 MPH)

0 5 10 15 20 25 30 350

Time [sec]

TestVESIM

Time [sec]

TestVESIM

1st 2nd 3rd 4th Gear

0 1 2 3 4 5 60

Model Validation (Stall Test):Model Validation (Stall Test):Engine/Torque Converter InteractionEngine/Torque Converter Interaction

Time [sec]

TestVESIM

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

1.21.4

1.61.8

Boost pressure

Fueling map - boost correction

Percent rated speed

-1 0 1 2 3 4 5 60

Fuelling Strategy:Fuelling Strategy:

Engine ResponseEngine Response

Standard Fuel MapModified Fuel MapE

Time [sec]

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 50

Standard Fuel MapModified Fuel Map

Time [sec]

Vehicle ResponseVehicle Response

0 0.2 0.4 0.6 0.8 1 1.20

Time [sec]

Vehicle JerkVehicle Jerk

0 1 2 3 4 5 60

Time [sec]

In-Cylinder Mixture CompositionIn-Cylinder Mixture Composition

0 1 2 3 4 5 6 70

Time [sec]

Combustion, Premixed Combustion, Premixed vsvs Diffusion Diffusion

arc Torque Converter DesignTorque Converter Design

0 1 2 3 4 5 60

Time [sec]

StockAlternate

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

arc Clutch TimingClutch Timing

Speed Ratio

Torque Ratio

Shift Duration

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

Time [sec]

0.4 sec shift0.8 sec shift1.2 sec shift

arc Shift Quality - Wheel SlipShift Quality - Wheel Slip

Decrease in shift duration increases tire wear

4 4.2 4.4 4.6 4.8 5 5.2 5.4 5.6 5.8 6-0.2

Time [sec]

0.4 sec shift0.8 sec shift1.2 sec shift

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.

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.

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.

Co-sponsored by TACOM and NAVISTAR Vehicle Integration...

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