HYBRID AND ELECTRIC SYSTEM DL AM22 - De Lorenzo Group

Autotronic Laboratory

HYBRID AND ELECTRIC SYSTEMDL AM22

This Training Software, dedicated to the hybrid and electric automobile, is structured as follows:

DL AM22: Hybrid and Electric System

HYBRID SYSTEM

The hybrid automobile: principles of operation S2201E

The operating modes of the parallel coupling in hybrid systems S2202E

Analysis of the operating variables S2203E

Analysis of malfunctions and troubleshooting S2204E

ELECTRIC CARS

Structure of the Electric Vehicle S2205E

Battery Pack and recharging S2206E

Electric Motor and Inverter S2207E

The Simulator mod. DL AM22 allows the study, experimentation and troubleshooting relative to the devices developed for hybrid power (petrol - electrical energy) or electric power of the modern vehicles.

The subsystems which make up the hybrid solution and which are analyzed with the simulator and represented on the synoptic are the following:

� Gasoline Unit, including: � Gasoline Engine with 4 in line cylinders and sequential multipoint injection

� Intelligent Double Sequential Ignition (i-DSI)

� Intelligent Variable-valve Timing and Electronic-lift Control (i-VTEC)

� Engine ECU, electronic control unit for management of the thermal engine

� Electric Unit, including: � Synchronous, three phase permanent magnet electric motor/generator

� Ecological driving assist system (Eco Assist System)

In the simulator there are N.2 distinct parts, one for the Hybrid System and the other for the Electric System, that can be selected with the HYBRID/ELECTRIC switch as shown in the figure.

The two systems must be selected while the IGNITION SWITCH is in the '0' position.

Copyright (C) 2010 De Lorenzo S.p.A.permission to copy, distribute and/or modify this document is guaranteed following the terms andconditions of the license for Free Documentation GNU version 1.3 or any subsequent versionpublished by the Free Software Foundation: without Non Modifiable Sections, no Cover Text, noRear Cover Text.

� Continuously Variable Transmission (CVT)

� Dual-Scroll Hybrid A/C Compressor

� Intelligent Power Unit, including: � Battery Module made up of Ni-MH cells

� ECU battery, electronic control unit for management and control of the state of charge (SOC) of the Module battery

� Cooling Fan to cool the batteries module

� Motor Control Module for synchronisation of the electric motor with the petrol engine

� Electric Power Unit with inverter to power the electric motor and convert AC/DC for the current provided by the electric motor working as generator

� DC Unit, regulates the quantity of 12V continuous current from the DC-DC converter

� A/C Driver, to manage the Dual-Scroll Hybrid A/C Compressor

The subsystems which make up the electric solution and which are analyzed with the simulator are the following:

� The Battery Pack and the recharging system

� The Three Phases Asynchronous Electric Motor and its inverter

� The Electronic Control System.

The behaviour of components and circuits can be simulated based on operational conditions which students and teachers can manage directly on the panel or through a personal computer.The latter keeps the simulation in progress under constant monitoring, displaying the progress through analogue and digital signals and indicators. This way the student, through appropriate measurements and tests, can proceed with troubleshooting.The software included is organised into lessons which are appropriately balanced between theory, experimental practice, troubleshooting and tests.

It can be utilised by the Instructor for explanation to the students.Its size and the wealth of the synoptic panel make it an effective teaching tool.

It can be utilised by students for individual and group study. The software included and the documentation guide the student through the study and performance of simulation exercises. The Instructor can also insert faults into the system and have the student perform 'Troubleshooting' exercises which is particularly important for training maintenance engineers.

A copy of the license is included in the section entitled "License for Free Documentation GNU".

The Hybrid System simulator Mod. DL AM22 reproduces the characteristics and operations of a hybrid drive vehicle which utilises a pre-transmission parallel combination between an internal combustion unit (petrol) and a three phase electric motor. This is a Mild Hybrid System which allows the following types of drives:

� Exclusively electric drive (for trips shorter than 10 km)

� Combined electric - heat drive

� Exclusively heat (petrol) drive without recharging the battery module

� Exclusively heat (petrol) drive with simultaneous recharging the battery module

� No type of drive in deceleration (release) and braking phases with simultaneous recharging of the battery module

The control electronics allow continuous passage from one type of the above drives to another based on numerous operational parameters, such as:

� operation of the accelerator pedal

� operation of the brake pedal

� position of the automatic transmission lever

� number of engine rpm

� speed of the vehicle

� engine cooling fluid temperature

� battery module charge level

� road slope

� selection of the ECO MODE fuel savings function

� operation of the hybrid conditioner

Another function the simulator has, in order to contain consumption and CO2, production, is the

Stop & Go function which activates when the vehicle is stopped as long as a series of favourable conditions occur.

1.3 Characteristics of the DL AM22 simulator

Description of the sub-systems and operational sections represented on the synoptic panel of the simulator and simulated by the management software:

Heat Engine (Gasoline Unit) including:

� heat engine with 4 inline cylinders and sequential multipoint injection (1300 cc, 65 kW of power at 5800 rpm, 120 Nm of torque at 4500 rpm)

� Intelligent Double Sequential Ignition (i-DSI )

� distribution system with Intelligent Variable-valve Timing and Electronic-lift Control (i-VTEC )

� electronic control unit for management of the heat engine (Engine ECU )

Figure 6 - The Hybrid System DL AM22 simulator

Figure 7 - i-DSI / i-VTEC Gasoline Engine

The heat engine, characterised mainly by low fuel consumption and high torque at mid-low running, presents a first peculiarity in the i-DSI intelligent double sequential ignition system. In this system the heat engine electronic control unit efficiently adjusts the ignition of each spark plug (two per cylinder) based on the motor charging situation, the opening of the butterfly valve and the signal of the detonation sensor. At the end of igniting the greatest possible quantity of mix, the spark plugs are placed in such a way that, in certain circumstances, ignition occurs in a sequential way, in fact, in perfect synchronisation with the action of the intake and exhaust valves. This way propagation of the flame is abbreviated, guaranteeing better combustion and consequently low consumption, reduced emissions and increased power.

Figure 9 shows how the two spark plugs and two valves for each cylinder in the i-DSI engine are positioned.

A second peculiarity of the heat engine is in the variable timing system i-VTEC.

Figure 8 - The Double Sequential Ignition system i-DSI

Figure 9

The i-DSI enginehas two valves and a double

sequential ignitionper cylinder

This device provides three different modes of operation, adapting the timing and the valve lifting to the same operating conditions.At low rotation speeds a standard calibration of the engine is utilised (diagram of intake for low and medium situations of the engine rotation: VTEC LOW).At high rotations, or when more immediate acceleration is requested, lifting of the valves is further increased (intake diagram for high situations of rotation: VTEC HIGH).A third mode provides the closing of the valves (idle diagram: CYLINDER IDLE) when the accelerator pedal is released, with consequent switching off of the engine, elimination of consumption and CO

2, emissions, reduction of energy loss due to pumping with consequent increase

of the percent of mechanical energy recovered in the form of electrical energy. The three operating modes of the i-VTEC variable timing system are selected through a convenient hydraulic command.

Figure 11 highlights the views of the DL AM22 simulator relative to the two systems, i-DSI and i-VTEC.When the heat engine is in motion, at each simulated revolution there will be a sequential lighting of the BDC (Bottom Dead Center) LED and the TDC (Top Dead Center) LED; if the heat petrol drive is utilised at the same time, the double sequential ignition of the DSI LED will also be noted which simulates the ignition of the two spark plugs.Three also LEDs indicate which intake diagram is in operation (LOW, HIGH or IDLE)

Figure 10 The different lifting of the i-DSI system

Figure 11 From the DL AM22 panel

Figure 12 describes the hydraulic command of the i-VTEC, managed through the opening and closing of two solenoid valves.

Electric motor (Electric Unit) including:

� Three phase electric motor/generator with permanent magnet (15 kW of power at 2000 rpm, 100 Nm of torque at 1000 rpm)

� Eco Assist System

Figure 12 - The hydraulic command of the i-VTEC system

Figure 13 - Electric Motor

As can be noted in figure 13, the electric motor represented on the DL AM22 synoptic panel is equipped with a series of blue LEDs which activate when the electric motor supplies power to the hybrid transmission, while a second series of green LEDs activate when, in deceleration (release) and/or braking phase, the electric motor acts as a generator, transforming mechanical energy into electrical energy which is stored in the battery module.This electric motor is utilised for multiple tasks:

� auxiliary motor working alongside the petrol engine to increase performance

� main motor when there are conditions to operate exclusively with the use of the electric motor

� generator (alternator) to convert the mechanical energy into electrical recharge energy of the battery module both in the recharge phase operated by the heat engine and the energy recovery phase during releases and braking

� starter motor (in any case the traditional starter motor is present)

� active flywheel, applying antagonist torque to the engine in order to minimise the vibrations which are typical of the four stroke.

This is made up of a stator and three phase winding fixed on the casingand a rotor, connected directly to the drive shaft of the petrol engine, surrounded externally by twelve permanent magnets. Inside the casing there are three switching sensor which have the function of detecting the rotor phase (Figure 14).

Figure 15 highlights the positioning of the ultra-thin electric motor between the heat unit and the CVT transmission. Basically an end of the rotor is bolted to the crank shaft of the heat engine while the opposite part remains flanged to the flywheel. Since the rotor itself adds a contribution at the moment of overall inertia, the mass of the flywheel can consequently be reduced.

Figure 14 - The switching sensors to detect the rotor phase

In figure 16 we can see the components into which the ultra-thin electric motor is sub-divided.The rotor is made up entirely of rare-earth element sintered magnets (neodymium, iron and boron), while the windings which occupy the stator spaces utilise a rectangular section (figure 17) in order to obtain an increase in the density of the coils and therefore an increase in power and torque. This means that it is possible to cool them through forced convection without needing to do as much with the mobile part, which can be conveniently sealed, thus avoiding being dirtied with the polluting elements in the air.

A further advantage provided by the permanent magnets is constituted by the absence of brushes to conduct external excitation current to the motor, reducing electrical losses due to contact resistance and mechanical losses due to wear.

Figure 15 - Positioning of the electric motor

Figure 16 - Components of the electric motor

Therefore there are no rubbing contacts between rotor and stator, while the activation of this electric motor takes place through a synchronised guide alternating current with voltage of 158 V.

It should be noted that the supply of the electric motor occurs mostly at low rpm. In fact, the torque supplied by the electric motor stays high and sufficiently constant at low rpm to then decrease gradually as the motor revolutions increase. On the contrary, the torque provided by the heat engine reaches acceptable and sufficiently constant values only above a certain engine revolution. Combining the action of the two motors we therefore have an excellent solution (Figure 18).

Figure 17 - The rectangular section of the stator windings

Figura 18 - Engine and electric motor working in harmony

Continuously Variable Transmission (CVT).The continuously variable transmission is a type of automatic transmission for vehicles in which the gear ratio can vary without solutions of continuity between the two limit values.The type of continuously variable transmission usually utilised on hybrid vehicles is the type with pulleys connected by a particular transmission belt. The pulleys are made up of two facing cones for the lower base. Approaching or separating these cones the apparent diameter on which the belt winds is varied, forcing it to ascend or descend. This way the gear ratio is varied.

In figure 20 the CVT pulley principle diagram is shown.

Figure 21 summarises what has been said thus far regarding the CVT continuously variable transmission.

Figure 19The principle of the continuously variable

transmission

Figure 20 ALow gear

Figure 20 BHigh gear

Figure 21 - Pulley CVT

Figure 22 describes the construction characteristics of the metallic belt. A fundamental characteristic of the metallic belts utilised in this type of gearbox is the flexibility, obtained through the use of 10 very thin concentric steel rings. The thrust washers (the body in contact with the faces of the pulley) are mounted on the belt obtained this way, which have a level of freedom with respect to the belt which carries out the holding function.

Figure 23 describes the relationship between rpm and vehicles speed upon changing the gear-reduction ratio (or the inverse: multiplication ratio) which, in the CVT transmission, can change continuously. Therefore we go from a short ratio (high gear ratio, low multiplication ratio) which favours acceleration, to a long ratio (low gear ratio, high multiplication ratio) which favours fuel savings.

The active surfaces of the pulley can vary their distance in an axial sense by means of hydraulic actuators. This ability of movement allows the primitive range to vary.The oil pressure determines not only the gear ratio, but also the contact force, which the spit pulleys exchange with the belt. Control of this variable is of vital importance since the contact force, through the friction of the belt-pulley coupling, determines the transmission of the drive. If insufficient force were to allow slippage between the parts with a loss of efficiency and mechanical damage, excess force would cause high mechanical losses. Management of the CVT gearbox takes place electronically in order to always have the engine work at the speeds where it will provide the best performance and therefore the least consumption.

Figure 22Structure of the metallic belt for pulley CVT

Figure 23RPM - Spped for different gear ratios of the

CVT

Figure 24Further description of the pulley CVT

operational principle

Figure 26 shows an exploded view of the CVT simulated with the DL AM22 panel.

Figure 25 - Sectional view of the CVT simulated with the Hybrid System DL AM22

Figure 26 - Exploded view of the CVT simulated with the Hybrid System DL AM22

Finally, figure 27 describes the pulleys simulator (primary, connected to the motor and secondary, connected to the semi-axis). The LEDs shown on the pulleys simulate the diameter of activation of the pulleys themselves based on the variation of the gear ratio. Also, another four LEDs indicate whether the split pulleys themselves are far or close to one another.

Hybrid compressor (Dual-Scroll Hybrid A/C Compressor)Even the air conditioning compressor is a hybrid unit made upo f the combination of an electric system and a mechanical system. Its operation is coordinated by an electronic control unit based on three possible modes:

� electrical activation

� mechanical activation

� electric and mechanical activation simultaneously

In this way the hybrid system allows the flow of conditioned air inside the passenger compartment even when the vehicle is stopped with the heat engine switched off (Stop & Go function active).The Scroll is an orbiting spiral compressor, the operating principle of which is shown in figure 28. Its characteristics are the significant reduction of vibrations, silent operation, high volumetric output and reduction of wear. The Scroll compressor is made up of two spirals enclosed one inside the other. The first is fixed, while the second is mobile and turns in such a way as to allow intake, compression and output of the gaseous refrigeration liquid.

Figure 27

Drive pulley: pulley moved by the motorDriven pulley: pulley which transmits movement

to the semi-axis

In the Dual-Scroll Hybrid system there are two dual spirals: the first receives the motion of the drive shaft through a belt while the second is moved by a three phase, high voltage motor. In figure 29 the two LEDs are represented which, on the DL AM22 simulator, indicate the mechanical and/or electrical operation of the Dual-Scroll Hybrid A/C Compressor.

Intelligent Power Unit - Engine BayAs already mentioned previously, for the hybrid vehicle simulated here the battery pack (Battery Module) does not need any external charging source, unlike what happens for electric plug-in vehicles. The recharging unit, usually positioned behind the rear seat, is electronically managed and is part of the Intelligent Power Unit (figure 30) which includes the following element:

� Battery Module made up of 22 Ni-MH (metallic nickel-hydride) cells for a total voltage of 158 VDC which provides 5.5 Ah (the recharge state of the battery module can be measured through the appropriate Test Points).

Figure 28Operational principle of the Scroll compressor

Figure 29 - Positioning of the Dual-Scroll Hybrid A/C Compressor and LED indicator of the mechanical operation (yellow LED) and/or electrical operation (red LED)

� Battery ECU for management and control of the recharge state (SOC: State Of Charge) of the battery module as well as control of its operating temperature.

� Cooling Fan for forced cooling of the battery module when the operating temperature exceeds 50°C. Control of the fan is managed directly by the Battery ECU. The ON/OFF state of the Cooling Fan is displayed by means of a LED on the IPU (Intelligent Power Unit) panel.

� Electronic control module of the motor (MCM: Motor Control Module) for synchronization of the electric motor with the petrol engine through continuous dialogue with the Engine ECU placed in the Engine Bay and combined with the Electric Power Unit (EPU ).

� Electric Power Unit (EPU ) managed by the MCM module, equipped with an inverter to power the electric motor, and AC/DC converter for the current provided by the motor operating as a generator. The inverter has the task of transforming the voltage from bipolar (158 VDC) to alternating three phase, in such a way so as to adapt the electric motor rotation to that of the heat engine.

� Electronic unit for continuous current (DC Unit): adjusts the quantity of continuous current at 12 VDC supplied by the DC/DC converter, utilized for recharging the conventional 12 VDC battery, located in the engine bay for powering of all the vehicle auxiliary devices which operate at this voltage (the recharge state of the battery can be measured through the appropriate Test Points). The 12 VDC battery guarantees operation of the internal combustion engine in case of breakdown of the electric motor.

� Electronic air conditioning unit (A/C Driver) for control, management and powering of the Dual-Scroll Hybrid A/C Compressor.

Figure 30Intelligent Power Unit

Engine Bay

Flow Of Energy panelThe Flow of Energy panel (figure 31) provides very intuitive information on the flow of energy between the endothermal engine, electric motor and battery module. More specifically, the following signalling occurs:

� the endothermal petrol engine pump yellow LEDs turn on when only this is in use;

� the electric motor battery module blue LEDs turn on when only this is in use;

� the yellow and blue LEDs turn on when the heat engine and the electric motor are simultaneously in operation;

� the yellow and green LEDs turn on when the endothermal engine is in operation while simultaneously recharging the battery module through the electric motor acting as a generator;

� the electric motor battery module green LEDs turn on when, in the deceleration (release) and braking phases, the kinetic energy, transformed into electrical energy through the electric motor used as a generator, is stored in the battery module.

Figure 31Flow Of Energy

In this page we will look at a very complete example of simulation with starting, acceleration, cruising speed, release, braking, electric drive, stops with and without activation of the Stop & Go function.Besides a complete and exhaustive description of the operations to be performed, various information will be given on the progress of many variables in play such as:

� speed of the vehicle

� number of engine rpm

� engine temperature

� state of charge of the battery pack (SOC)

� instantaneous fuel economy (IFE)

� average fuel economy (AFE)

� instantaneous production of CO2 (CO2)

� average production of CO2 (ACO2)

In order to analyze all of this data which is variable over time, usually in short times, the same simulation must be repeated several times. For this reason each simulation proposed will be described here step by step, highlighting:

� operations to be performed

� simulations to be observed: � behaviour of the LEDs

� variation of the voltage

� variations of the Cruising Display page variables

� variations of the Engine & CVT page variables

� variations of the Temperatures Display page variables

� notes and observations

2.3 Simulations: acceleration, cruising speed, deceleration,

braking, electric drive, Stop & Go.

Preliminary operations

Operations to be performed (steps)

Simulations to be observed Notes and observations

1 Ignition Switch = 0

All of the LEDs are off with the exception of one of the Road Gradient LEDs.Test Point Battery Module = 15.7 x 10 = 157 VDCTest Point Battery = 12.7 VDCCruising Display:

Ambient Meter = : |SOC = 90 %Car Speed = 0 km/hShift Lever Position = PActive Function = Stop

General reset

2 External Temperature = 20 °C

Engine & CVT Display:

Engine Temperature = 20 °CCO2 = 0 g/kmIFE = 0 l/100kmTemperatures Display:

External Temp. = 20 °CInternal Temp. = 20 °C

Varying the External Temperature (i.e. 5 °C), the Engine Temperature and the Internal Temperature also vary with the same value.CO

2 production and

instantaneous fuel economy are at 0 in that the engine is off.The corresponding average values, ACO2 and AFE, are also at 0.

3 Road Gradient = 0 %

The LED corresponding to the road gradient 0% is lit

Varying the Road Gradient (i.e. + 15%) the lit LED changes

4 Ignition Switch = I

Start of the transmission lever P LED.Test Point Battery Module = 15.7 x 10 = 157 VDCTest Point Battery = 12.6 VDCCruising Display:

like step 1Engine & CVT Display:

like step 2Temperatures Display:

External Temp. = 20 °CInternal Temp. = 20 °C in slight increase

The slight decrease of the Battery Test Point is due to the powering of the auxiliaries (i.e. instrument panel) highlighted by the lighting of the P indicator.The slight increase of the internal temperature is to be attributed to the presence (as a minimum) of the driver inside the vehicle.

Start-up and brief engine heating



5 Ignition Switch = II

Lighting of the central LED of the Drive Pulley and all of the Driven Pulley LEDs (short ratio)Test Point Battery Module = 15.7 x 10 = 157 VDCTest Point Battery = 12.6 VDCCruising Display:like step 1Engine & CVT Display:

like step 2IRT = 3.172Temperatures Display:

like Step 4

The initially short ratio of the CVT has been highlighted both by the lighting of the LED on the synoptic panel and with the IRT value on the Graphic Display.

6Check:Shift Lever Position = PAccelerator Pedal = 0Brake Pedal = 1/4

P LED (transmission lever) ON

Transmission in P, accelerator not activated, brake activated are the necessary conditions for engine start-up.Also, the brake must be activated in order to move the transmission lever out of P.

7ActivateEngine Start ON for a few seconds

For about 1 second:Flow Of Energy: blue LEDs ON, yellow LEDs ONElectric Motor: blue LEDs ONTest Point Battery Module = 13.9 x 10 = 139 VDCTest Point Battery = 12.3 VDC variableCruising Display:

ASST = 100 %Function Active = Starting RestartingSOC = 89 %Engine & CVT Display:RPM from 0 to 962Engine Temperature = 20 °CCO2 = 999 g/kmIFE = 99,9 l/100kmAFE = ---- l/100kmACO2 = ---- g/km

For about 1 second:The blue and yellow LEDs of the Flow of Energy highlight the use of the electrical energy of the battery pack and petrol for start-up. The blue LEDs of the electric motor highlight the use of the electric motor for start-up.The drop in voltage of the battery module indicates the withdrawal of current for the electric motor which starts the heat engine. The level of assistance of the electric motor is at 100% with a consequent drop of SOC of about 1%.The active function is the STARTING. The motor RPM increase from 0 to 962 (value which depends on the engine temperature). The IFE economy and the CO

2 produced have

values which cannot be calculated because no kilometres have been travelled.

In the following seconds:Flow Of Energy: yellow LEDs ONTest Point Battery Module = 15.6 x 10 = 156 VDCTest Point Battery = 14.0 VDCBDC, TDC and DSI LEDs active.LED i-VTEC LOW ONCruising Display:ASST = 0 %Function Active = HeatingEngine & CVT Display:

RPM = 962 in decreaseEngine Temperature = 20 °C in continuous increasei-VTEC = Low

The corresponding average values have no significance.

In the following seconds:The yellow LEDs of the Flow of Energy highlight the use of petrol.The LEDs of the TDC, the BDC and the DSI (sequential ignition of the 2 spark plugs) are active in that the engine turns and burns petrol. The battery at 12 V is under load. The active function is the HEATING. The engine RPMs are at 962, dropping as the engine temperature increases.The calibration of the VTEC timing system is the Low for low and medium revolution running.

Average acceleration (AP = 1/2) and cruising speed



8Brake Pedal = 1/4Release Button ONShift Lever - ON

LED R (transmission lever) ONCruising Display:Shift Lever Position: RFunction Active = Heating

If we want to move the transmission lever to D, we must go through the reverse position R

9Brake Pedal = 1/4Shift Lever - ON

LED N (transmission lever) ONCruising Display:Shift Lever Position: NFunction Active = Heating

If we want to move the transmission lever to D, we must go through the neutral position N.

10Brake Pedal = 1/4Shift Lever - ON

LED D (transmission lever) ONCruising Display:

Shift Lever Position: DFunction Active = Heating

Automatic transmission lever in position D.This is usually the position used for normal driving.

Flow Of Energy: blue LEDs ON, yellow LEDs ONElectric Motor: blue LEDs ONBDC, TDC and DSI LEDs active.i-VTEC LOW LED ONTest Point Battery Module = 14.7 x 10 = 147 VDCTest Point Battery = 12.3 VDC variable

The release of the brake (Brake Pedal = 0) and the activation of the accelerator at half stroke (Accelerator Pedal = 1/2) must occur within 1 second otherwise the engine shuts off.This position of the accelerator corresponds with a cruising speed of slightly less than 90 km/h on a flat surface.

The activation of the accelerator at half stroke determines the combined action of the heat engine and the electric motor as

11Brake Pedal = 0Accelerator Pedal = 1/2

Widening LED ON on the Driven Pulley.Narrowing LED ON on the Drive Pulley.Cruising Display:

Car Speed in obvious increaseASST = 55 %Function Active = Medium Acceleration AssistSOC = 89 % in constant and obvious decreaseEngine & CVT Display:

RPM in continuous rapid increaseEngine Temperature in constant increaseCO2 = various hundreds of g/km in decreaseACO2 = very high values but in constant and continuous decreaseIFE = approx. 20.4 l/100km, in rapid decreaseAFE = very high values but in continuous decreaseIRT in continuous slow decrease Temperatures Display:

External Temp. = 20 °CInternal Temp. = 20 °C in slight increase

shown by the relative LEDs on the synoptic panel.The level of assistance from the electric motor is at 55% and determines a drop in voltage on the battery pack as well as a reduction of its charge level.The heat engine utilizes mapping typical of mid-low rpm (VTEC LOW).All of these characteristics described are typical of the active function: Medium Acceleration Assist.

Speed and engine rpm are in constant increase while the gear ratio is decreasing (increase of the multiplication ratio) as shown by the CVT transmission pulley activation LEDs.

The high values (instantaneous) of IFE and CO2 are due to the requested acceleration phase while the average AFE and ACO2 values are influenced by the consumption applied in the previous phases of Starting and Heating in which fuel was consumed without travelling even 1 centimetre.

The continuous increase in engine temperature is obvious.

12Continue as in 11 for about 13 seconds

Flow Of Energy: yellow LEDs ONBDC, TDC and DSI LEDs active.i-VTEC HIGH LED ONTest Point Battery Module = 15.5 x 10 = 155 VDCTest Point Battery = 14.0 VDC.Widening LED and 7 central LEDs ON on the Driven Pulley.Narrowing LED and 3 central LEDs ON on the Drive Pulley.Cruising Display:Car Speed over 30 km/h increases more quickly.ASST = 0 %Function Active = Low AccelerationSOC = approx. 85 %.

Once 3000 RPM have been reached propulsion takes place only with the heat engine, but with mapping for high RPM (VTEC HIGH ON).Since there is no further assistance from the heat engine (ASST = 0%) the battery pack voltage is around 155 V while the charge state has reached 85%.The conventional battery is

Engine & CVT Display:

RPM over 3000 increases more slowlyEngine Temperature over 24 °C in constant increaseCO2 = about 300 g/km in continuous decreaseACO2 = about 350 g/km in constant and continuous decreaseIFE = about 13.2 l/100km, in rapid decreaseAFE = about 15 l/100km in constant and continuous decreaseIRT decreases more quickly

being charged (14 V).Beyond 3000 RPM the gear ratio decreases more rapidly. The increase of the multiplication ratio is shown by the pulleys LEDs.The active function is Low AccelerationIFE and CO2 are still typical of an acceleration phase.

13Continue as in 11 for about another 13 seconds

Flow Of Energy: yellow LEDs ONBDC, TDC and DSI LEDs active.i-VTEC LOW LED ONTest Point Battery Module = 15.5 x 10 = 155 VDCTest Point Battery = 14.0 VDC.Widening LED and 5 central LEDs ON on the Driven Pulley.Narrowing LED and 5 central LEDs ON on the Drive Pulley.Cruising Display:

Car Speed over 70 km/h in constant increase.ASST = 0 %Function Active = Low/Medium CruisingSOC = approx. 85 %.Engine & CVT Display:

RPM over 3600 in continuous increase.Engine Temperature over 28°C in constant increaseCO2 = approx. 180 g/km in continuous decreaseACO2 = approx. 250 g/km in constant and continuous decreaseIFE = approx. 7.6 l/100kmin continuous decreaseAFE = approx. 10.7 l/100km in continuous decrease.IRT in continuous decrease

Once 3600 RPM have been reached and a speed of 70 km/h exceeded, the heat engine returns to a characteristic mapping for less involved power (VTEC LOW ON). In fact, the difference between the speed reached and that to be reached is less than 20 km/h.The state described corresponds with that of a cruising speed with slight acceleration (Low/Medium Cruising).The decrease of the gear ratio and the simultaneous increase of the multiplication ratio are shown by the pulley LEDs.

IFE and CO2 are still typical of an acceleration phase but with values which are decidedly less than the previous phase.

Within about the next 17 seconds, maintaining the Accelerator Pedal = 1/2, a

14Continue as in 11

cruising speed of about 87 km/h is reached at approx. 3870 RPM with approx. IFE = 6.8l/100km, CO2 = 160 g/km, IRT = 0.80.At this point the system recognizes that the acceleration phase has terminated and adapts the operating conditions to the cruising speed reached in order to reduce consumption to a minimum, maintaining at the same time a good motoring response.Within the next 5 or 6 seconds, keeping the cruising speed constant, the engine speed drops to about 3000 RPM while IRT drops to about 0.6, further lengthening the multiplication ratio.Now on the Driven Pulley only the central LED is lit while all of the Drive Pulley LEDs are lit.

In these cruising conditions:IFE = 4.7 l/100kmCO2 = 110 g/km

To reach the following instantaneous and average values, simply maintain this cruising speed for another minute and a half (90 seconds):IFE = 4.5 l/100kmAFE = 5.6 l/100kmCO2 = 106 g/kmACO2 = 131 g/km

It should be noted that the further improvement of IFE and CO2 (instantaneous values) is due in part to the fact that in the meantime the engine temperature arrived at about 64°C.

The improvement of the average AFE and ACO2 can continue only by applying a driving style characterized by very smooth acceleration and release/braking.

Deceleration (release) with final braking



15Accelerator Pedal = 0Brake Pedal = 0 (until RPM > 1000)

Flow Of Energy: greed LEDs ONBDC, TDC LEDs active; DSI LED OFF. CYLINDER IDLE LED ON.Electric motor green LEDs ONTest Point Battery Module = 16.5 x 10 = 165 VDC dropping.Test Point Battery = 12.3 VDC variable.Narrowing LED ON on the Driven Pulley.Widening LED ON on the Drive Pulley.Cruising Display:Car Speed in continuous decrease.CHRG = 50 % dropping continuously.Function Active = Regenerative Deceleration

In this step a release is activated with Accelerator Pedal = 0.The Regenerative Deceleration function activates, characterized by the closing of the heat engine valves, therefore petrol is no longer consumed (IFE = 0, CO2 = 0), while the electric motor, utilized as a generator, recovers electrical energy which is sent to and accumulated in the battery pack (charge voltage at 165 V).From the Cruising Display it can be noted that the speed is in continuous decrease while the instantaneous charge level starts from about 50% to then continuously drop.SOC in continuous increase.From the Engine and CVT Display it can be noted that

SOC = 85 % in continuous increase.Engine & CVT Display:RPM in continuous decrease.Engine Temperature over 64 °C in increaseCO2 = 0 g/km. and IFE = 0 l/100km.ACO2 and AFE maintain values similar to those reached in the previous step.IRT in continuous increase

RPM is in continuous decrease while IRT constantly increases as shown by the two pulley LEDs.

This situation, with Brake Pedal = 0, should be maintained until RPM > 1000 (Car Speed > 10), after which the brake should be activated at about 1/4 as specified in the next step.

16Accelerator Pedal = 0Brake Pedal = 1/4 (when RPM < 1000)

With Car Speed > 0.Flow Of Energy: all LEDs OFF.LEDs BDC, TDC active; DSI LED OFF. CYLINDER IDLE LED ON.Electric motor green LEDs OFFCHRG = 0.Narrowing LED ON on the Driven Pulley.Widening LED ON on the Drive Pulley.Function Active = Regenerative Brake.

With Car Speed = 0.RPM = approx. 880Function Active = HeatingSOC = approx. 88 %Engine Temperature = approx. 66 °C.IFE = 99.9 l/100kmCO2 = 999 g/kmAFE and ACO2 maintain values close to those previously reached (in our example AFE = 5.2 and ACO2 = 121).Test Point Battery Module = 15.6 x 10 = 156 VDC dropping.Test Point Battery = 14.0 VDC.IRT = 3.172.Drive Pulley: central LED ON;Driven Pulley: all LEDs ON.

During braking (when Car Speed is still > 0 while RPM < 1000), the Regenerative Brake function is activated which, when RPM < 1000, no longer activates energy recovery, therefore CHRG = 0.

The braking leads in just a few seconds (2 or 3) to the stopping of the vehicle (Car Speed = 0) with RPM = approx. 880 (depending on the Engine Temperature which has reached approx. 66°C, so less than 80°C required for activation of the Stop & Go function).The Heating function is activated, therefore the engine remains on, consuming petrolIn fact:Flow Of Energy: yellow LEDs ONBDC, TDC and DSI LEDs active.i-VTEC LOW LED ON

Activation of the electric drive mode



For about 50 seconds:Flow Of Energy: yellow LEDs ONBDC, TDC and DSI LEDs


active.i-VTEC LOW LED ONTest Point Battery Module = 15.6 x 10 = 156 VDCTest Point Battery = 14.0 VDC.Widening LED ON on the Driven Pulley.Narrowing LED ON on the Drive Pulley.Cruising Display:

Car Speed in slow increase.Function Active = Low Acceleration.SOC = approx. 88 %.Engine & CVT Display:RPM in continuous slow increase.Engine Temperature over 66 °C in constant increaseIFE = approx. 17 l/100km, in continuous decreaseCO2 = approx. 400 g/km in continuous decreaseAFE and ACO2 maintain values close to those previously reached (in our example AFE = 5.2 and ACO2 = 121).IRT in continuous decrease

Subsequently:Flow Of Energy: blue LEDs ONBDC and TDC LEDs active.DSI LED OFF.CYLINDER IDLE LED ON.Test Point Battery Module = 15.6 x 10 = 156 VDCTest Point Battery = 12.3 VDC variableWidening LED ON on the Driven Pulley.Narrowing LED ON on the Drive Pulley.Cruising Display:

Car Speed in slow increase.Function Active = Full Electric.ASST = 30 %.SOC = approx. 87 % in continuous decrease.Engine & CVT Display:RPM in continuous slow increase.Engine Temperature over 74 °C in constant increase

The release of the brake (Brake Pedal = 0) and the activation of the accelerator at a quarter stroke (Accelerator Pedal = 1/4) must occur within 1 second otherwise the engine shuts off.This position of the accelerator corresponds with a cruising speed of about 40 km/h on a flat surface.

For about the first 50 seconds the Low Acceleration function is activated.The vehicle slowly arrives at a speed of about 25 km/h utilizing only heat engine drive.

After about the first 60 seconds, since the difference between the speed reached and that to be reached is less than 20 km/h, while the car speed is less than 50 km/h, the Full Electric mode is activated, characterized by:closing of the valves, electric propulsion, zero fuel consumption, zero CO

2

emissions.The Full Electric mode settles the speed of the vehicle in about another 50 seconds to 40 km/h with RPM = about 1800, SOC = 80% and IRT = 0.778 (which corresponds to three LEDs lit on the Driven Pulley and 5 LEDs lit on the Drive Pulley).Remaining in this mode with the assistance of the electric motor at 30% the AFE and ACO2 performance can be improved while SOC decreases by 1% every 5 seconds of operation.In our example, after 85 seconds of operation in the established conditions described above the following values are reached:SOC = 63 %AFE = 4.0 l/100kmACO2 = 93 g/km

IFE = approx. 0 l/100kmCO2 = 0 g/kmAFE and ACO2 maintain values close to those previously reached (in our example AFE = 5.7 and ACO2 = 132) but are now in decrease.IRT in continuous decrease

Engine at temperature and intervention of the cooling fan



18Brake Pedal = 0Accelerator Pedal = halfway between 1/4 and 1/2

The phases which activate in sequence are those already previously described:AM = Low AccelerationAM = Low/Medium Cruise

When the engine temperature reaches 96°C the radiator cooling fans activate until bringing the temperature to 90°C. At this point the fans are disengaged, therefore the engine temperature begins to rise again.Maintaining the conditions reached, over time, the continuous pendulation of the engine temperature can be noticed between 90 and 96°C. As mentioned, the pendulation is due to the intermittent operation of the cooling fan.

In normal operating conditions the engine temperature never exceeds 96°C. If it exceeds this limit there is a fault or a malfunction in the engine coolant temperature cooling system.

We exit the Full Electric mode with a new acceleration which takes us to a speed of about 65 km/h (remember that the electric mode is consented for speeds less than 50 km/h on a flat surface).

We stay in these operating conditions until the engine temperature reaches and exceeds 80°C.The normal temperature of the engine coolant fluid is between 80 and 98 °C.Temperatures between 99 and 108 °C are considered elevated temperatures, while temperatures of 109 and above °C are considered to be overheating of the engine coolant fluid.

The engine temperature is viewed on the Engine & CVT Display (at the top left).When the temperature value reaches and exceeds 99°C it begins to flash.

Stop & Go Mode



19Accelerator Pedal = 0Brake Pedal = 0 (until RPM > 1000)

Like Step 15 Like Step 15

With Car Speed > 0.Flow Of Energy: all LEDs OFF.LEDs BDC, TDC active; DSI During braking (when Car

20Accelerator Pedal = 0Brake Pedal = 1/4 (when RPM < 1000)

LED OFF. CYLINDER IDLE LED ON.Electric motor green LEDs OFFCHRG = 0.Narrowing LED ON on the Driven Pulley.Widening LED ON on the Drive Pulley.Function Active = Regenerative Brake.

With Car Speed = 0.RPM = 850Engine Temperature = Approx. 93 °C.Function Active = Stop & GoIFE = 0 l/100kmCO2 = 0 g/kmAFE and ACO2 maintain values close to those previously reache (in our example AFE = 4.1 and ACO2 = 96).IRT = 3.172.Drive Pulley: central LED ON;Driven Pulley: all LEDs ON.

Speed is still > 0 while RPM < 1000), the Regenerative Brake function is activated which, when RPM < 1000, no longer activates energy recovery, therefore CHRG = 0.

The braking leads in just a few seconds (2 or 3) to the stopping of the vehicle (Car Speed = 0) with RPM = approx. 850 and engine temperature = approx. 93°C (in our example), sufficient to activate the Stop & Go function.The engine is switched off with consequent elimination of consumption and CO2 produced.

To exit the Stop & Go function and restart the heat engine, simply release the brake as specified in the next point.


Subsequent to the release of the Brake Pedal the Start Restart function is activated with the characteristics already described in step 7.

Subsequent to the activation of the Accelerator Pedal the Low Acceleration function is activated with the characteristics already described in step 17.

The release of the brake (Brake Pedal = 0) and the activation of the accelerator at a quarter stroke (Accelerator Pedal = 1/4) must occur within 1 second otherwise the engine shuts off.

Keep the Accelerator Pedal at 1/4 until reaching the speed of 6 - 7 km/h. At this point the Accelerator Pedal is released and subsequently the Brake Pedal is pressed to 1/4 as specified in the next step.

22Accelerator Pedal = 0briefly (1 - 2 seconds)Brake Pedal = 1/4

Behaviour is very similar to that already described in step 20, but this time not having exceeded the threshold of 11 km/h, upon arrest of the vehicle the Stop & Go function does not activate (even though the engine is at temperature) but it passes directly to the Heating mode.

The conditions which activate the Stop & Go mode are:- Transmission lever in position D- RPM at idle- Accelerator Pedal = 0- 1/50 < Brake Pedal < 2/3 - having exceeded the threshold of 11 km/h after the last braking of the vehicle- SOC > 20- Engine Temperature > 80- Hybrid compressor deactivated

We recommend the following completion simulations:

� Develop adequate simulations to show that the "Full Electric" mode activates only in the following conditions:

� transmission lever in position D

� SOC > 20 %

� movement on a flat surface (RG = 0)

� after having exceeded the speed of 11 km/h after the last arrest of the vehicle

� for speed of the vehicle 50 km/h

� Develop adequate simulations to show that the "Stop & Go" mode activates only in the following conditions:

� transmission lever in position D

� SOC > 20 %

� RPM at idle

� after having exceeded the speed of 11 km/h after the last arrest of the vehicle

� Accelerator Pedal = 0

� Brake Pedal different than 0 but less than 2/3 (corresponding to abrupt braking)

� engine temperature > 80 °C

� hybrid compressor not active or in electric mode

� Develop adequate simulations to show that from the "Stop & Go" mode you can pass to the "Heating" mode but vice versa is not possible.

� Develop adequate simulations to show the battery pack drain time (from SOC = 80 % to SOC = 20 %) with "Full Electric" driving and the recharge time of the same (from SOC = 20 % a SOC = 80 %) maintaining driving at the same constant speed < 50 km/h.

or in electric mode

23Ignition Switch = I

Cruising Display:

Shift Lever Position: DFunction Active = Stop.Engine & CVT Display:

RPM = 0

The engine has been switched off. Take the transmission lever to the P position and turn the ignition switch to 0.

2.5 Questions

A What are the operations necessary to start the heat engine ?

1 Turn the Ignition Switch to position II, keep the transmission lever in position P, do not press the accelerator, do not press the brake, press the Engine Start button

2 Turn the Ignition Switch to position II, keep the transmission lever in position P, do not press the accelerator, keep the brake pressed, press the Engine Start button

3 Turn the Ignition Switch to position II, keep the transmission lever in position P, press the accelerator, do not press the brake, press the Engine Start button

B What are the operations necessary to move the transmission lever from the P position ?

1 The Ignition Switch must be in position II, the brake must be pressed, the Release Button and Shift Lever - must be pressed simultaneously

2 The Ignition Switch must be in position II, the brake must not be pressed, the Release Button and Shift Lever - must be pressed simultaneously

3 The Ignition Switch must be in position I or II, the brake must be pressed, the Release Button and Shift Lever - must be pressed simultaneously

C At what engine coolant liquid temperature value are the radiator fans activated and

deactivated ?

1 Activation above 95°C; deactivation below 90°C

2 Activation above 96 °C; deactivation below 90°C

3 Activation above 95°C; deactivation below 89 °C

D What are the conditions which determine activation of the Stop & Go function ?

1 Ignition Switch in position II; transmission lever in position D; engine at idle speed; battery module not under charge; having exceeded the threshold of 11 km/h after the last arrest of the vehicle; accelerator not pressed; brake pressed; having stopped the vehicle with a non-abrupt stop; heat engine in temperature (> 80°C); hybrid compressor not active or in electric mode.

2 Ignition Switch in position II; transmission lever in position D; engine at idle speed; battery module not under charge; having exceeded the threshold of 11 km/h after the last arrest of the vehicle; accelerator not pressed; brake pressed; heat engine in temperature (> 80°C); hybrid compressor not active or in electric mode.

3 Ignition Switch in position II; transmission lever in position D; engine at idle speed; battery module not under charge; having exceeded the threshold of 11 km/h after the last arrest of the vehicle; accelerator not pressed; brake pressed; heat engine in temperature (> 80°C); hybrid compressor not active.

HYBRID AND ELECTRIC SYSTEM DL AM22 - De Lorenzo Group

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