Hybrid Electric Vehicles: Development Processes & Challenges

Excellence in Automotive R&D
Hybrid Electric Vehicles

Development Processes & Challenges
Dr. Olivier Imberdis, IAV France
12
th
SIA CNAM Conferences Serie, March 8
th
2011
IAV GmbH 03/2011 IAV-France IAV_SIA_Presentation.ppt
2
Content
Driving forces for alternative drive trains
Classification & Potentials of HEV
Impact on development processes
Outlook
Simulation as a continuous development tool
3
Content
Outlook
4
Availability of Oil
world wide oil production 1900 - 2050
Quelle: BGR 2004
accumulated
oil
convent.
Oil
Projection
non conventional
oil resources (oil
shale, fat oil...)
1900 1925 1950 1975 2000 2025 2050 2075 2100 2125 2150
0
1
2
3
4
G
t
5
Estimated Vehicles Count
vehicles on the road world wide until 2050
Africa
Latin America
Middle East
India
other asian states
China
East Europe
GUS
OECD Pacifik
OECD Europa
OECD Nord Amerika
source: VDA/WBCSD
0
0,5
1
1,5
2
M
i
l
l
i
a
r
d
e
n
2000 2010 2020 2030 2040 2050
6
CO
2
Emission Goals Manufacturers penalties
between 5 and 25 from 1 to 3 g/km
95 per excess gramm over 3g/km
Manufacturer penalties
CO2 emissions with NEDC
80
100
120
140
160
180
200
1
9
9
5
1
9
9
6
1
9
9
7
1
9
9
8
1
9
9
9
2
0
0
0
2
0
0
1
2
0
0
2
2
0
0
3
2
0
0
4
2
0
0
5
2
0
0
6
2
0
0
7
2
0
0
8
2
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0
9
2
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0
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4
2
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1
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[
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0
20
40
60
80
100
120
1995 2000 2005 2010 2015 2020
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[
%
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CO2 ACEA target [g/km] Gasoline [g/km] Diesel [g/km]
source: ACEA
7
Content
Outlook
8
Classification & Potentials
Hybrid Systems Introduction
Classification
Potentials of HEV
... According to Topology
... Gasoline and Diesel
... Fuel Efficiency
... According to Powertrain Functionality
9
Classification
Potentials of HEV
... Fuel Efficiency
10
Parallel Hybrid
pure mechanical power transfer
modification of operating point dependent on electric
power
numerous technical designs (Mild / Full Hybrid) possible
Power Split Hybrid
power transfer both mechanical and electrical
strong modification of operating point possible
biggest fleet based on hybrid electric vehicles from
Toyota
Series Hybrid
pure electrical power transfer
complete modification of engine operating point possible
application in electric vehicles as range extender
Classification based on Topology
11
Parallel Hybrid
pure mechanical power transfer
1 electric machine is sufficient
transmission needed
several technical configurations
Mild / Full hybrid
torque addition
single- / double-shaft
Advantages:
+ scaleable system regarding the
electrical power
+ good efficiency chain
Disadvantages:
- regenerative braking depending on the
technical configuration
- limited modification of ICE operating
point
- limited power assist and regenerative
braking by low power of the electric
motor
Examples:
Honda Civic Hybrid
VW Touareg Hybrid
12
Power Split Hybrid
power transfer both mechanical
and electrical
minimum 2 electric machines
eCVT function possible with
planetary gear set installation
Advantages:
+ wide range of operating point
adjustment
+ high regenerative braking rate
Disadvantages:
- partially unfavourable efficiency chain
- by eCVT an ICE power support through
the electric motor required
- High costs
Examples:
biggest fleet based on hybrid electric
vehicles from Toyota (in total 1 million
hybrid vehicles sold)
Toyota Hybrid Synergy Drive (Prius)
Lexus Hybrid Drive (LS 600h)
13
Series Hybrid
pure electrical power transfer
minimum 2 electric machines
no transmission
Advantages:
+ complete variable engine operating point
+ optimal operative strategy for fuel
efficiency and exhaust emissions
possible
+ maximum regenerative braking
Disadvantages:
- efficiency chain with high losses
(ICE, generator, EM)
- approx. 3x installed power needed for
permanent full load
- high weight
- high costs
- package
Examples:
Renault Kangoo Electroad (electric vehicle
Kangoo Electricite w/ Range Extender)
PML Flightlink Mini QED (4x 120kW wheel-
hub motors)
In application by ships (Pod-engine)
14
Power Split
(front)
Parallel Hybrid
(front)
conventional
Fuel efficiency 0 + +
Acceleration 0 + +
Comfort 0 +
++
Electric power 0 100% Approx. 300%
Costs 0 - - -
Source: according to M.Lehna (AUDI)
Comparison Full Hybrid Systems
15
Classification
Potentials of HEV
... Fuel Efficiency
16
Hybrid Powertrain Functionality
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F
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H
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H
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H
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Full regenerative braking
Power assist (boost)
Stall protection
Torque smoothing
High speed cranking
Comfort cranking
Minimal regenerative braking
Electric accessory drives
Full power assist / electric drive
Operating point modification
17
Hybrid Systems
Potentials of HEV
... Fuel Efficiency
18
Comfort / Safety
Potentials
Extended Dynamics
Environment
Increase in driving dynamics through boost function
Torque Vectoring / enhanced heavy terrain drivability
Fuel efficiency, reduced CO
2
emissions
Improved NVH behaviour
Zero-emission and driving in congested areas
Increase of HVAC comfort (A/C by standstill)
Reduced NVH emissions
Off-board-supply of electrical devices
Active support of vehicle stability control systems (electric
braking, torque vectoring)
19
Potentials
Development and integration of new components and
technologies for the automobile industry
Electric motors, batteries, power electronics, etc.
Innovative cross-linked powertrain control strategies
Further development of the conventional gasoline and diesel ICE
(downsizing, selective operating points)
Energy management
On-demand control of the accessory drives through electrification
Efficiency improvement of the electric power generation for the
electric loads
Realisation of 4WD without transfer gear, differential, drive shafts
(e4WD)
Technology / Innovation
20
City traffic
(congested)
City traffic
(flowing)
Overland/
Highway
Gasoline vs. Diesel Hybrids
Increase in fuel efficiency in comparison to conventional gasoline powertrain
Source: GM
b
e
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r
Diesel Hybrid
Diesel
conventional
Mild-Hybrid
with gasoline ICE
V
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Time
Time
Time
Full-Hybrid with
gasoline
ICE
Power Split-
Full-Hybrid with
optimised ICE
Parallel Mild Hybrid
without optimised
ICE
Depending on hybrid
concept, ICE
optimisation and
driving cycle
Parallel Full-/ Mild-
Hybrid with
optimised ICE
21
Content
Outlook
22
Selection of Architecture
Simplified Proceeding
IAV analysis
Architecture Topology Selection
customer requirement e.g.
power
distance of operation
noise
cost
identification of possible powertrain
configurations (of the shelf)
decision matrix setup considering boundary
conditions
e.g. serial, parallel,
identify effort of modification
e-cvt 1-mode, two-mode, combined parts
Performance
Topology
Functionality
Analysis
% fuel saving
functions

23
Selection of Architecture
Simplified Proceeding
IAV analysis
Database
Simulation /
Velodyn
Process
technology / supplier choice based on database
proof of selected concept through simulation
(performance targets, ... )
iteration step if needed
modification of chosen off the shelf system by
combining certain solutions, e.g. asynchron instead
of synchron e-motor etc...
24
Hybrid Specific Demands
Safety
Standards and regu-
lations also applicable
for Hybrid Electric
Vehicle
ISO 26262
EN 61508
R100
High Voltage
isolation monitoring
active discharge
touch protection design
Torque
securisation of all driver demands vs. actual
torque
Functional
X - by wire etc
auto startup for battery charge
25
Content
Outlook
26
Simulation benefits
Early prediction of the dynamic behavior
Large modeling know-how for specific fields
of application
Covers almost every domain
Decreases the needs of physical prototypes
Shortens the overall development time
Motivation
Simulation in the development process
Source: IAV
Challenges related to Hybrid technology
Increases the powertrain complexity
New opportunities for powertrain architecture
Advanced control functions for energy
management and traction optimization
Objective: develop a cross-operating numerical
solution to investigate the entire vehicle performance
offered by complex hybrid strategies
27
Continuous Use of Simulation
Integration into the product development
process
Support of the project decision phases
Functions validation and testing
CiL and HiL simulation
Debugging support
Concept selection
Requirements
specifications
Design
specifications
Realization
Testing phase
Prototypes
Phases of the development process
Requirements on the simulation concept
Be fully configurable and standardized
All the components or modules
developed should be easy to combine
Clear separation between physical
models and control units models
Possibility to simulate the function of
each component on its own as well as in
the overall vehicle
28
Missions of the Simulation Approach
Concept studies of E-machine, converter, battery
Reduction of losses of the mechanical components
Demand controlled auxiliaries (Thermal
management, X-by-Wire)
Operating strategy
Synchronization of ICE and electric drive
operation
Energy management and energy recovery
Topology studies
Engine concept
Torque investigations
Fuel consumption, Emissions
Powertrain Concept
Electrical Concept & Auxilliaries
Powertrain & Energy Management
ANALYSE
DESIGN
TEST
EARLY
OPTIMISE
29
Modular & Flexible Simulation Strategy
Model Based design
Possible Cooperation work in components modelling
Modularity and potential of reuse
High reactivity to updates
Easy maintenance of complex systems
VeLoDyn - Vehicle Longitudinal Dynamics
Increased Complexity
Modelling of any type of powertrain
Any powertrain architecture can be modelled (front wheel
drive, 4x4, serial hybrid, parallel hybrid, )
Variable modelling level
Level of components details Trade off between
simulation / development speed and accuracy of results
Direct hardware integration
Direct C compilation possible (i.e. for HiL tests)
30
Description of a Simulation-Based Decision Process
Backward Backward simulation simulation
Customer Customer
needs needs
Mission profiles Mission profiles
Powertrain Powertrain design design
Powertrain Powertrain first first sizing sizing
Forward Forward simulation simulation
31
Distributed Simulation for System Investigations
Distributed Simulation Concept
Linking domains of chassis and
powertrain control
Consideration of lateral dynamics in
HEV powertrain development
Use of non-local SW-licenses
Reduction of computation time by
distributed simulation
Use of each simulation tool's native
environment
Function development for global
chassis control
Integration of electrical components
into HEV powertrains
Functional validation
Powertrain model
detailed Powertrain model
representing hybrid
architecture and contains
operational strategy
detailed vehicle chassis
model
detailed environmental
description including a
maneuver controller for
longitudinal/lateral maneuver
setup
veDYNA
Vehicle model
detailed vehicle chassis
model
detailed environmental
description including a
maneuver controller for
longitudinal/lateral maneuver
setup
veDYNA veDYNA
Vehicle model
Use of EXITE-ACE as co-simulation tool to connect IAV-powertrain model VeLoDyn and
common handling simulation tool veDyna
Integration tool
Tool adapter for MATLAB,
Simulink, Real-Time
Workshop; TargetLink,
ASCET, Dymola, Rhapsody
in C, Rapsody in C++,
C/C++
Integration tool
Integration tool
Tool adapter for MATLAB,
Simulink, Real-Time
Workshop; TargetLink,
ASCET, Dymola, Rhapsody
in C, Rapsody in C++,
C/C++
32
Content
Outlook
Hybridization & impact on stability
Enhanced driving dynamics
33
Content
Outlook
34
Powertrain Hybridization Impact on Stability
Torque distribution with E-machine integration
1. Propulsion mode
Applying / superimposing drive torque
2. Generator mode
Applying / superimposing drag torque
3. Combined operations with at least 2 E-machines
Power transfer between axles and wheels (directly or
battery buffered)
E-machine potential operating modes:
A non-adapted torque distribution can lead to a clear vehicle instability
35
Integration of E-machines in conventional powertrains
Fundamental system characteristics:
Maintain the speed / torque coupling between axles
(wheels)
The effect of the regeneration process is similar to an
additional drag torque
ASR/MSR brake interventions always act on both
axles
Remark:
AWD stability condition: traction tendency
36
Fundamental system characteristics:
No mechanical coupling between axles or wheels!
Possible superimposition of wheel individual
(failure-) regeneration torque
ASR/MSR brake interventions not automatically
distributed on both axles
Challenges:
Safety relevant aspects related to torque
distribution
Consideration of all potential failures and
associated failsafe modes
Integration on individual axles - Virtual AWD
37
Potential Hybrid strategy
Battery charging during normal driving
Basic Recuperation
(engine drag torque superposition)
Brake recuperation (system blending).
Transmission shift support (boost)
Driving with E-machine only
4WD-strategy and rear axle boost
Virtual AWD
Battery buffered
Safety strategy for:
Driving with E- machine in a fail-safe mode
Erroneous Torque set-point / sign
Slip intervention (ASR/MSR)
ESC and ABS intervention
Toyota Prius battery pack
38
Simulation settings for a real 3D track definition
3D-Two-Lane Alpe
dHuez road profile
Vehicle
parameterization
Advanced driver
settings and road
conditions
The representativity of the model
needs to be verified through
comparison with physical data
Validation process
Vehicle Model w/ lateral dynamics consideration
Detailled modelling of chassis kinematics, driver
reaction and road definition.
39
Validation process
Vehicle system tests & validation
Tests definition according to driving
manoeuvres for qualitative and
quantitative evaluation (standards,
customer specific, certification criteria)
Networking and diagnostics tests
Mechanical and parametrical
calibration
Data base management w/ self-
developed tools (IAV CalGuide)
Various high-end measuring systems
and robotics
Trained and experienced test &
calibration engineers
40
Validation process vehicle instrumentation
41
Simulation settings for a real 3D track definition
3D-Two-Lane Alpe
dHuez road profile
Front and rear E-Machine
scaled from longitudinal
optimization
Driver used form veDyna except
gear shifting
All hybrid functions enabled
SOC at start: 70 %
4WD torque split strategy:
1. As much as possible with
front axle, then add rear
axle
2. Permanent 4WD support
SOC dependent
ASR on
MSR on/off
Vehicle
parameterization
Advanced driver
settings and road
conditions
42
Vehicule behavior while regenerative braking
160 seconds on the road
MSR / ESC off
Up-hill drive with maximum recuperation torque at rear axle
43
Content
Outlook
44
Enhanced driving dynamics through Torque-Vectoring
Rear axle differential with active torque distribution
M
Rad
Understeering driving
behavior without active
torque distribution
Active longitudinal
and lateral torque
distribution
Positive effect on
Traction
Critical cornering speed
Self-steering response
Handling and cornering characteristics
Agility
Yaw damping / yaw boosting
Reducing brake intervention
45
Rear Axle differential with active torque distribution
Open
differential
Wheel-specific torque vectoring
Existing engine/transmission configurations
(MT, AMT, DCT, CVT, AT) can be carried over
Rear-axle module: supplier add-on
Utilization of wheel-specific coefficient of friction
Integration of two electric machines in the
differential casing
Control
Compact
electric
machines
Using a suitable storage system
Parallel hybrid
Improved longitudinal dynamics
Avoidance of traction interruption
Energy storage
Optional for hybrid
capability
46
Torque-Vectoring functionality
low
1000 N
350 Nm
350 Nm
i = 4
175 Nm
Moving off with -split
high
1000 N
Mechanical torque
transmission superimposed
by electrical power flow
when necessary
TV torque of 700 Nm for
optimizing traction
influencing transverse dynamics
independently of drive torque
350 Nm 350 Nm 350 Nm
Generator
mode
E-machine
mode
350 Nm
+700 Nm
1000 N
+2000 N
175 Nm
+175 Nm
47
Simulations results of lateral dynamics ISO 4138
Steady-state skid-pad
driving R = 100 m
(test to ISO 4138)
E
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Lateral acceleration
area of optimizing control
linearization gain
approx. 30%
lateral acceleration
gain approx. 5%
2 x 350 Nm
2 x 230Nm
Self-steering
response impact
predictable driving
behavior also on upper
lateral acceleration
increase the speed of
cornering
possibility to
recuperate transversal
dynamics energy
possibility to realize a
lane keeping system
Steer. angle w/o el. hyb. Powertrain
Steer. angle w/ el. hyb. powertrain
Torque, left
Torque, right
48
Simulations results of lateral dynamics ISO 7401
Step steering-angle
change from
0 to 50(300/s at 80 km/h,
test to ISO 7401)
E
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Y
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r
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Time
steering angle
Steering angle
Overshoot reduced from
13% to approx. 2%
area of optimizing
control
peak response time reduced by approx. 30%
Driving dynamics
impact
low response time by
fast actuator speed
(~10 ms)
enhancement of
steering response
(yaw rate gain)
reduction of undesired
yaw rate response
(yaw rate damping)
reduction of body
motion
Yaw rate w/o el. hyb. powertrain
Yaw rate with el. hyb. powertrain
Torque, left
Torque, right
49
Simulations results of lateral dynamics FMVSS 126
Sine with dwell for
6.5xA
(test to FMVSS 126)
Driving stability
impact
impact of tracking
stability
vehicle stabilization
without braking
increase of driving
dynamics by pre
controlled intervention
T
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m
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Y
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Time
Oversteer criterion
Understeer criterion Steering input
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Time
Time
Yaw rate response
Yaw deflection
Yaw rate w/o el. hyb. powertrain
Yaw rate w/ el. hyb. powertrain
Torque, left
Torque, right
position w/o el. hyb. powertrain
position with el. hyb. powertrain
w/o el. hyb. powertrain
with el. hyb. powertrain
50
Combined system layout optimisation
Installed Total Torque in Nm
Y
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d
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(
a
b
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)
2 x 20kW
2 x 30kW
Consumption potential from
longitudinal dynamics
Influence of additional torques for stabilizing potential
Based on: FMVSS 126 at max. steering angle amplification
Simulated Vehicle category: SUV, (not fully verified)
51
Advantages of Simulation (Co-Simu)
supports every phase of the development process
covers all levels, from component to system
functional development support and testing
hybrid strategy verification (torque distribution,
regeneration)
influence of HY specific functions on vehicle stability
supports safety analysis and failsafe modes definition
P
i
x
e
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o
Simulation in the Development Process of Hybrid
Powertrains
Characteristics of the simulation concept
Fully configurable and standardized
Easy combination of all the components or modules
developed
Clear separation between physical models and control
units models
Possibility to simulate the function of each component
on its own as well as in the overall vehicle
Re-use of former models for spin-off projects
52
Content
Outlook
53
Perspectives in HEV Technologies
Ultimate Obejctive: Zero Emission
What kind of vehicle do I need?
PEV readiness report by
Roland Berger Consulting:
cities and other stakeholders
should educate and prepare
consumers to accelerate PEV
transition from niche toy of the
elite to mass market
Individual mobility perspective:
lease / rent by actual need
Driving Range?
54
Driving range distribution
Estimation of the daily average range
(source MTZ 10/2009 volume 70):
55
Driving Range?
Energy supply network?
Home-plug (AC) Fast charge (DC) Inductive Energy
56
Driving Range?
Energy supply network?
Costs of ownership?
How to support E-mobility expansion on the market?
By keeping advantages of E-traction and to get rid of inconvenient.
57
Status & IAVs vision
CO
2
emission
baseline
Conventional
Luxury & SUV
Class E, F
Compact & medium vehicles
Class B, C, D
Urban vehicles
Class A
100
0
Target Pure EV - Electric Vehicles
Requires significant changes in energy storage technologies (i.e. batteries)
and / or charging technology and infrastructures
Full electric
*

T
a
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k

t
o

w
h
e
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l
100%*
Micro-
hybrid
Mild-hybrid Full-hybrid
Double drive
Full-hybrid
Single shaft
Parallel HEV
4-10%
10-20%
20-50%
20-40%
Stop & Start
E-axle
Integrated
e-machine
BISG
Need an affordable alternative to compensate the actual technology gap, satisfy the
customers needs and environment policies
?
58
Status & IAVs vision
CO
2
emission
baseline
Full electric Conventional
*

T
a
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k

t
o

w
h
e
e
l
Luxury & SUV
Class E, F
Compact & medium vehicles
Class B, C, D
Compact vehicles
Class B, C
Urban vehicles
Class A
100
0
Micro-
hybrid
Mild-hybrid Full-hybrid
Double drive
Full-hybrid
Single shaft
100%*
Parallel HEV
Range Extender
Series HEV
50-90%*
Plug-in
Serial hybrid plug-in architecture:
Two mission profiles :
Long range application
Urban application
4-10%
10-20%
20-50%
20-40%
Stop & Start
E-axle
Integrated
e-machine
BISG
Excellence in Automotive R&D
Merci
Olivier Imberdis
IAV France
70-80 Rue des Champs Philippe - 92250 La Garenne-Colombes
4 Rue Guynemer - 78280 Guyancourt
olivier.imberdis@iav.de

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