SAE TECHNICAL

PAPER SERIES

2002-01-0523

Cold Starting Performance of a 42-Volt Integrated

Starter Generator System
Gerald T. Fattic, James E. Walters and Fani S. Gunawan
Delphi Automotive Systems, Energenix Center

Reprinted From: 42 Volt Technology 2002

(SP1661)

SAE 2002 World Congress

Detroit, Michigan
March 4-7, 2002
400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A.

Tel: (724) 776-4841 Fax: (724) 776-5760

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Printed in USA

2002-01-0523

Cold Starting Performance of a 42-Volt Integrated Starter

Generator System
Gerald T. Fattic, James E. Walters and Fani S. Gunawan
Delphi Automotive Systems, Energenix Center

Copyright 2002 Society of Automotive Engineers, Inc.

ABSTRACT
Over the next several years, vehicle manufacturers will
begin to use a 42 volt based system to integrate the
starter and generator into one unit known as an
integrated starter-generator (ISG). The ISG and its
associated electronics and battery pack form a system
that has the ability to perform torque smoothing of the
driveline, electrical launch assist, regenerative braking,
high power generation, engine stop/start, and other
features. One of the important tasks to be performed by
the ISG is starting the internal combustion engine under
extremely low temperature conditions. Traditionally, the
12-volt cranking motor has performed this solitary task
over the last sixty years. The ISG system is capable of
incorporating the cranking motor task and must be
designed to perform this function over the full automotive
temperature range. The cold starting requirements have
a great influence on the design of any ISG system.
This paper will examine how the cold starting
requirements affected the design of the Delphi
Energen10 ISG system. Test results performed at 29
degrees centigrade for the cranking of a gasoline 4.0
liter, V-6 powertrain are presented. A discussion of the
electric motor control strategy used during the cold
starting events with an ISG system is also included.

across the operating temperature range to enable the

engine the opportunity to start. As new demands for
electrical power continue to increase the amount of
required generator power, the industry is moving to a
higher voltage system in order to reduce current levels.
A 42 volt system has been specified to provide the
opportunity to supply more power to various electrical
loads on the vehicle. The 42 volt system provides
sufficient voltage for one ISG machine to provide the
starting and the generating functions. Delphi Automotive
Systems has developed an ISG system, which was
incorporated into a Ford Explorer. The installation is
shown in figure 1.

Trans

ISG

Engine

INTRODUCTION
The cranking motor is specifically designed to start the
internal combustion engine. It must produce sufficient
torque to turn the engine to a specified minimum speed

Figure 1 The ISG System Installation.

ENGINE AND TRANSMISSION SELECTED FOR

THE SYSTEM DESIGN

250
200

In order to understand the requirements for engine

cranking, an understanding of the load characteristics of
the engine-transmission combination was required.

DETERMING DYNAMIC FRICTION TORQUE

To determine the dynamic friction torque of the engine
and transmission, the engine and transmission
combination was mounted with an ISG and soaked in a
thermal chamber. The chamber was cooled to -29
degrees centigrade. The spark plugs were removed
from the engine. This was done to release any pressure
from the cylinders when the crankshaft was rotated. The
torque required for turning the crankshaft several
rotations was recorded. The average value of 55 Nm
was recorded and used as the dynamic friction torque
value for low speed and low temperature operation. The
process was repeated at 25 degrees centigrade to
record the dynamic friction torque. The average value of
40 Nm was recorded as the dynamic friction torque at
room temperature.

150

Torque Nm

The engine and transmission selected for the system

was the Ford 4.0-liter V-6 gasoline engine and five
speed 5R55E automatic transmission. The engine
specifications are as follows:
Bore:
100.4 mm
Stroke:
84.4 mm
Compression Ratio:
9.7
The Transmission specifications are as follows:
1st gear ratio:
2.47
2nd gear ratio:
1.86
3rd gear ratio:
1.47
4th gear ratio:
1.00
5th gear ratio:
0.75

100
50

Peak Torque
for the First
Compression
Stroke

Peak Torque
for the Second
Compression
Stroke

-50
-100
-150
0

60

120

180

240

300

Crankshaft angle (Degrees)

Figure 2 Crankshaft Torque During Rotation.

The first compression stroke results in an increase in the
crankshaft torque, which is followed by a decrease
during the power stroke. The second compression stroke
is the first full compression stroke. This results in a peak
torque higher than the first compression stroke. The
following compression strokes have lower peak torque
values because the other cylinders are finishing their
power stroke when the compression stroke is occurring
and the intake manifold pressure has been reduced by
the earlier compression strokes.

CRANKSHAFT POSITION AT SHUTDOWN

When the engine comes to rest after running, the
crankshaft position settles in the area of minimum
crankshaft torque. The area where the crankshaft torque
is less than the friction torque is the position where the
engine will come to rest after running. Figure 3 shows
the crankshaft angles where the crankshaft torque is
less than the dynamic friction torque of 40 Nm.
200 Nm

Dynamic Friction Torque

55 Nm
40 Nm

GAS PRESSURE AND FRICTION TORQUE

A calculation was performed for the torque required to
turn the crankshaft at low speeds using a Delphi

developed MATLAB model. The friction torque value of

55 Nm was used for the 29 degrees centigrade
calculation. The speed was assumed to be constant so
there were no effects caused by inertia of the
components. The graph of the crankshaft torque is
displayed in figure 2.

These are the areas where the engine will stop when shutdown occurs
150 Nm

Crankshaft Torque

Temperature
-29 degrees centigrade
25 degrees centigrade

100 Nm

50 Nm

0 Nm

-50 Nm
240

300

360

420

480

540

600

660

720

Cranshaft angle (Degrees)

Figure 3 Predicted Crankshaft Stopping Positions

The position where the engine-starting event occurs is
the position that the engine stops on shutdown. This
position allows at least 30 degrees of crankshaft rotation
on the V-6 engine before reaching the maximum torque
of the first full compression stroke.

SPEED AND POSITION SENSOR FOR THE

ELECTRICAL MACHINE CONTROL
The sensor strategy that was chosen for the electric
machine control was the 58X sensor configuration.
Figure 4 displays the sensor pulse profile that appears
as 58 evenly spaced pulses with an open area. The
placement of the open space indicates a particular
position of the crankshaft.
58 consecutive pulses

The motor torque available at speeds over 100 rpm is

dependent upon the voltage available from the 42V
system. The motor torque decreases as the system
voltage decreases when the speed is above 100 rpm.
This effect will be observed when the system voltage
varies as the torque load of the system changes during
the cranking event.

ELECTRICAL DRIVE SYSTEM

In the application of ISG systems, the electrical drive
system consists of the electric machine, position sensor,
current sensors, inverter, and machine controller. Figure
6 shows a simplified electrical drive system.
Battery

Open space the

width of two pulses

Torque*
Machine
Controller

Inverter

Electric
Machine

Figure 4 Pulse-train of a 58X Sensor.

A digital sensing device was used to detect the
movement of the 58-tooth wheel. The digital sensor was
chosen so the system could operate at very low speeds.
The electric machine controller will utilize the initial
sensor pulses from the movement of the crankshaft for
speed information to be used in the control algorithm.
The 58X sensor system was chosen because it is a
common system used for engine controls for many
different engine models. The engine crankshaft sensor
can be used for the electric machine control, eliminating
the need for a separate sensor.

ELECTRIC MACHINE DESIGN

The electric machine of the ISG system is a three-phase
induction machine. The electric machine was designed
to produce 200 Nm of torque at 100 rpm at 29 degrees
centigrade. The electric machine torque characteristics
are shown in figure 5.

Ib

ROTOR
Ia

Figure 6 Simplified Electrical Drive System

The machine controller receives a torque command from
a vehicle level controller and applies the appropriate
voltage to the electric machine to create the desired
torque. The machine controller uses vector control
techniques in order to have good dynamic performance
and disturbance rejection capabilities across a wide
speed range. A simplified vector control strategy is
shown in figure 7.
Torque*

Iq
Table

Speed

Id

Vq
Current
Controller

Coordinate
Trans.

Vd

PWM
Generation

Electric
Machine

ROTOR

250

Ib

24 Volts

28 Volts

32 Volts

Coordinate
Trans.

200

Ia

SYNC

Temperature

Torque Nm

Inverter

150

Slip
Angle
Calculator

SLIP

ROTOR
Angle
Processing

Speed

100

Figure 7 Vector Control Strategy

50

0
0

50

100

150

200

250

300

RPM

Figure 5 Electric Machine Torque for Different System

Voltages at 29 Degrees Centigrade.

For this generation of Energen10 ISG systems, the

machine technology is an induction machine that is
operated with a wide field-weakened range. Since the
motor is an induction machine, an incremental position
sensor such as a 58X sensor can be used. Due to the
high pole number of the electric machine, the controllers
torque regulation capability becomes more sensitive to

Demux
Controller / Stationary

[T',Iqs']
Iqs_err V q s

Vq

Vq_lim

PI

Vxs

Vd_lim

[T',Ids']

ange_cont
Ids_err V d s

Vxs

Vds_mot
Vd

Vqs_cont

Mux
IND_SFUNCII

Vys

Vys

ange_mot

Inverter Model

Vds_cont

Demux

IM Motor Model

Ids*
Sum1

Post-Processing

Stationary / Motor

Vqs_mot

Iqs*
Sum

Position Sensor
and

wb_flux_qs
wb_flux_ds

Mux1

PI1

theta_e
wr
theta_r
Iqs
Ids

Theta_r

Position

Iqs
Load Torque
Theta_r
Tload
wr

Saturation Model
Lm1

f lux*wb qs

Lls1

Motor / Stationary

Stationary / Controller
Ixs_current_sense

Ixs

Iqs_cont

Ixs

Iys
Ids_cont

Iqs*
Ids*
swe_sat
Llr
Lm

swe calculator

f lux*wb ds

Llr1

Iqs_mot
Ids_mot

Iys_current_sense
ange_cont

Iys

ange_mot

1
s
slip angle

Ang

Figure 8 Simulink Model for 58 Tooth Sensor Study

ELECTRICAL DRIVE SYSTEM MODELLING

TOOLS

An electrical drive model was created in the MATLAB

Simulink simulation environment to investigate the

effect of various sensor resolutions and control
strategies on the engine cranking performance and other
operating modes. Models were formed for the electric
machine, controller, inverter, position sensor and battery
that capture the dominant effects of the system. The
machine was modeled in a synchronous reference frame
to minimize simulation time.
Machine magnetic
saturation as well as inverter voltage saturation were
captured in the model due to the importance of these
effects. In addition, the effects of the sensor resolution
as well as controller and machine position error are
modeled. If required, the effect of digital controls and
sample delays can be included at the expense of
complexity and increased simulation time.

The Simulink based electrical drive system model for

the 58X position sensor is shown in figure 8.

From the electrical system model, the effect of operating

with a normal 58X sensor was evaluated. The low
sensor resolution was seen to make low speed operation
problematic due to large torque ripple and reduction in
the mean torque applied by the machine. The large
torque ripple can excite driveline resonance while the
reduction in the mean torque can, in the extreme, make
the cranking event performance unacceptable.
Delphi overcame these issues by developing and
implementing algorithms that provides for near ideal
performance by processing the information from the 58x
sensor. Figure 9 shows the predicted dynamic starting
torque, speed and the magnified mechanical position
(times 10) for the crank event using the new sensor and
sensor /control strategy.
250

Torque
200

Nm, RPM, 10*Degree

the angular error caused by encoder resolution. The

position sensor is normally selected based on the
desired performance of the drive. Due to the cost and
reliability challenges of this application and the desire
not to have a separate sensor for machine and engine
control, it was decided that the only acceptable sensor
was the engines 58X crank position sensor. A
simulation tool was used to examine and performance
tradeoffs for a design that utilizes a sensor with this
range of resolution,

150

RPM
100

Mech Angle x 10
50

0
0.29

0.3

0.31

0.32

0.33
Time (s)

0.34

0.35

0.36

0.37

Figure 9 Predicted Start Characteristic Using New

Sensor and Control Strategy

Commanded Motor Torque

250

200

200

150

150

100

100

COLD CRANKING PERFORMANCE WITH 58X

SENSOR AT 29 DEGREES CENTIGRADE

50

50

Crankshaft Angle
200

180

0.75

160

0.5

140

0.25

120

100

-0.25

80

-0.5

60

-0.75

40

-1

20

-1.25
0

50

100

150

200

250

0
300

Time (Milliseconds)

Figure 10 Phase Currents for the First 175 Degrees of

Rotation
Figure 10 displays the phase currents and crankshaft
position of a cold cranking event. The crankshaft begins
rotation at a time of 38 milliseconds. This is when the
electric machine torque exceeds the static torque of the
system. The engine then begins to increase in speed.
The engine speed will continue through a profile of
acceleration and de-acceleration as the crankshaft
position propagates through a series of compression and
power strokes. The values of commanded electric motor
torque and engine speed were recorded during the cold
cranking event. The maximum commanded torque
during cranking was 203 Nm. The acceleration is
uniform during the first few degrees of rotation indicating
a constant load torque. The electric machine is operated
in the field weakened region during the 150 to 225
millisecond time period. This is observed when the
phase current is reduced during this time period.

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

Time (seconds)

Figure 11 Engine Speed and Commanded Electric Motor

Torque for Cold Cranking
The plots in figure 11 displays the engine speed and the
commanded electric machine torque for the cold
cranking event. The engine accelerates until the first
compression stroke results in a significant deceleration.
The minimum engine speed value is slightly less than 50
rpm for this compression stoke. This deceleration profile
is the result of the load torque being greater than the
motor torque. This corresponds with the calculated load
torque of 225 Nm for the first compression stroke. The
process repeats for the next compression stroke. The
deceleration for the second compression stroke is more
than the initial stroke. The peak load torque is slightly
greater than the initial compression stroke. The following
compression strokes will have lower peak load torque
values. This is due to two factors. The power stoke from
the previous compression stroke is contributing more
acceleration and the intake manifold pressure is
dropping due to the previous compression strokes. The
lower manifold pressure will lower the amount of torque
required for the next compression strokes.
Figure 12 shows that the power from the battery pack
will vary as the engine progresses though the
successive compression and power strokes. The battery
pack current and power was recorded during the cold
cranking event.
Motor_RPM

Battery Pack_Amps

Battery Power (watts)

400

11000

350

10000

300

9000

250

8000

200

7000

150

6000

100

5000

50

4000

Watts

Phase B

Crankshaft Angle (Degrees)

Per Unit Rated Current

Phase A
1.25

0
0.0

RPM or Battery Amps

The complete ISG system was tested at 29 degrees

centigrade. The engine, transmission, electric machine,
and batteries were soaked overnight in the cold
chamber. The electric machine was commanded to
rotate the engine and transmission to determine
cranking performance. The engine was not fueled
during these cranking tests. The engine is normally
fueled after the first complete crankshaft rotation. The
phase currents and crankshaft angle were recorded
during the cranking event. The control system tracks the
rotation of the crankshaft from the sensor position
pulses.

Commanded Torque (Nm)

Motor_RPM
250

RPM

Based on the engine thermal test data as well as the

electric drive simulations, a starting strategy was formed
that could be easily incorporated into a standard vector
controlled drive with minimal modification. The starting
algorithm was incorporated into Delphi Automotives
electric machine controller. Using the machine control
strategy developed from simulation, testing of the actual
engine crank events were performed over a range of
temperatures.

3000
0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

Time (seconds)

Figure 12 Engine Speed, Battery Current and Battery

Power During Cold Cranking.

The engine speed, battery current, and the battery

power during the cold cranking event is shown in figure
12. The battery pack power had a peak value of 9700
watts and the battery pack current had a peak value of
370 amperes.

ACKNOWLEDGMENT

Several cranking events were performed at 29 degrees

Centigrade. During one of those events, the calculation
error for the area of the two missing teeth was observed.
The sensor algorithm will project the rotor position
pulses for the area of the two missing teeth from the
acceleration profile of the two previous teeth. If the
speed profile does not change appreciably during the 18
mechanical degrees of rotation where the gap of the two
missing teeth reside, then the calculation error will be
undetected. This was the case in all but one of the cold
cranking events that were recorded.

CONTACT

Phase Current Per Unit

Phase B

Crankshaft Angle

Acceleration Error from Gap with Missing Teeth

46

0.75

44

0.5

42

0.25

40

38

-0.25

36

-0.5

34

-0.75

32

-1
150

160

170

180

190

Crankshaft Angle (Degrees)

Phase A

30
200

Time (Milliseconds)

Figure 13 Cold Cranking Event with Acceleration Error

The acceleration error shown in figure 13 caused the
crankshaft angle count to be held constant for 3.8
milliseconds. This caused some disturbance in the
phase current control. The disturbance was small and
brief enough that the torque production of the electric
machine did not affect the cranking event significantly.

CONCLUSION
The Energen10 ISG system was designed to perform
the cold cranking function at 29 degrees centigrade.
The test results verify that the system did perform the
cold cranking task and maintain control of the electrical
machine during operation. The ISG system has
demonstrated the ability to accelerate the engine, motor
and transmission to a sufficient speed to ensure the
engine combustion process for starting at very low
temperatures. The simulation results predicted that the
system would be able to perform the cold cranking
function. The electric machine control algorithm was
designed to use the 58X sensor that is widely used in
engine control applications which reduces the

Energen10 ISG system cost.

Rassem Henry of Delphi Research performed the

modeling of the gas pressure and the friction torque for
the 4.0 liter engine.

Gerald T. Fattic holds a BS degree in Electrical

Engineering from Purdue University. He has worked for
29 years in the automotive field. Gerald currently works
as a development engineer in the Advanced Systems
Control group at the Energenix Center of Delphi
Automotive Systems. He can be contacted at by e-mail:
gerald.t.fattic@delphiauto.com
James E. Walters holds a BSEE from Purdue University
and MSEE degree from the University of Wisconsin.
James is the group leader of Advanced Electric Machine
Controls at the Energenix Center of Delphi Automotive
Systems.
James can be contacted by e-mail:
jim.walters@delphiauto.com
Fani S. Gunawan holds BS and MS degrees in Electrical
Engineering from Ohio State University. He joined Delphi
Automotive Systems in 1998. Fani currently holds the
position of Project Engineer, developing control
algorithms and testing electric machines. Fani can be
contacted by e-mail: fani.gunawan@delphiauto.com