Outline Vehicle Propulsion Systems Lecture 2

Fuel Consupmtion Estimation & ICE Powertrains Repetition Energy demand cont. Energy demand and recuperation Sensitivity Analysis Forward and Inverse (QSS) Models IC Engine Models Normalized Engine Variables Engine Eciency Gear-Box and Clutch Models Selection of Gear Ratio Gear-Box Eciency Clutches and Torque Converters Analysis of IC Powertrains Average Operating Point Quasistatic Analysis Software tools
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Lars Eriksson Associate Professor (Docent)

Vehicular Systems Linkping University o

October 30, 2012

W2M Energy Paths

Energy System Overview

Primary sources

Dierent options for onboard energy storage Powertrain energy conversion during driving Cut at the wheel!

Driving mission has a minimum energy requirement.

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Mechanical Energy Demand of a Cycle

Evaluating the integral

Tractive force from The Vehicle Motion Equation 1 Ftrac = a Af cd v 2 (t) + mv g cr + mv a(t) 2

Only the demand from the cycle The mean tractive force during a cycle 1 Ftrac = xtot where xtot = Only traction. Idling not a demand from the cycle.
xtot

max(F (x), 0) dx =
0 tmax 0

1 xtot
ttrac

Ftrac = Ftrac,a + Ftrac,r + Ftrac,m F (t)v (t)dt Resulting in these sums 1 1 Ftrac,a = a Af cd xtot 2 1 Ftrac,r = m v g cr xtot 1 Ftrac,m = mv xtot
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v (t)dt.

vi3 h
itrac

Note t trac in denition.

vi h
itrac

i vi h a
itrac

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Values for cycles

Outline
Repetition Energy demand cont. Energy demand and recuperation Sensitivity Analysis Forward and Inverse (QSS) Models IC Engine Models Normalized Engine Variables Engine Eciency Gear-Box and Clutch Models Selection of Gear Ratio Gear-Box Eciency Clutches and Torque Converters Analysis of IC Powertrains Average Operating Point Quasistatic Analysis Software tools
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Numerical values for the cycles:

Xtrac,a = 1 xtot
itrac

{MVEG-95, ECE, EUDC}

{319, 82.9, 455} {0.856, 0.81, 0.88} {0.101, 0.126, 0.086}

vi3

h=

1 Xtrac,r = xtot 1 Xtrac,m = xtot

vi h =
itrac

i vi h = a
itrac

EMVEG-95 Af cd 1.9 104 + mv cr 8.4 102 + mv 10 Tasks in Hand-in assignment

kJ/100km

Energy demand again Recuperation

Perfect recuperation

Previously: Considered energy demand from the cycle. Now: The cycle can give energy to the vehicle.

Mean required force F = Fa + Fr Sum over all points 1 1 a Af cd Fa = xtot 2 1 Fr = m v g cr xtot

N

vi3 h
i=1 N

vi h
i=1

Recover the vehicles kinetic energy during driving.

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Perfect recuperation Numerical values for cycles

Comparison of numerical values for cycles

Without recuperation.
1 Xtrac,a = xtot 1 Xtrac,r = xtot vi3 h =
itrac

{319, 82.9, 455} {0.856, 0.81, 0.88} {0.101, 0.126, 0.086}

vi h =
itrac

Numerical values for MVEG-95, ECE, EUDC Xa = Xr = 1 xtot 1 xtot

i i

1 Xtrac,m = xtot

i vi h = a
itrac

vi3 h

{363, 100, 515} {1, 1, 1}

With perfect recuperation 1 Xa = xtot 1 Xr = xtot

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vi h =

vi3 h =
i

{363, 100, 515} {1, 1, 1}

EMVEG-95 Af cd 2.2 104 + mv cr 9.81 102

kJ/100km

vi h =
i

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Perfect and no recuperation

Sensitivity Analysis
Cycle energy reqirement (no recuperation) EMVEG-95 Af cd 1.9104 +mv cr 8.4102 +mv 10 Sensitivity analysis Sp = lim EMVEG-95 (p + p) EMVEG-95 (p) /EMVEG-95 (p) p/p EMVEG-95 (p + p) EMVEG-95 (p) p p EMVEG-95 (p) kJ/100km

p0

Sp = lim

p0

Vehicle parameters: Mean force represented as liter Diesel / 100 km.

Af cd cr mv
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Sensitivity Analysis

Vehicle mass and fuel consumption

Vehicle mass is the most important parameter.

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Realistic Recuperation Devices

Vehicle Mass and Cycle-Avearged Eciency

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Outline
Repetition Energy demand cont. Energy demand and recuperation Sensitivity Analysis Forward and Inverse (QSS) Models IC Engine Models Normalized Engine Variables Engine Eciency Gear-Box and Clutch Models Selection of Gear Ratio Gear-Box Eciency Clutches and Torque Converters Analysis of IC Powertrains Average Operating Point Quasistatic Analysis Software tools
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Two Approaches for Powertrain Simulation

Dynamic simulation (forward simulation)
Cycle Driver Engine Transm. Wheel Vehicle

Normal system modeling direction Requires driver model Quasistatic simulation (inverse simulation)
Cycle Vehicle Wheel Transm. Engine

Reverse system modeling direction Follows driving cycle exactly Model causality

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Dynamic approach

Quasistatic approach

Backward simulation Drivers input u propagates to the vehicle and the cycle Drivers input . . . Driving force Losses Vehicle velocity Feedback to driver model Available tools (= Standard simulation) can deal with arbitrary powertrain complexity. Driving cycle Losses Driving force Wheel torque Engine (powertrain) torque . . . Fuel consumtion. Available tools are limited with respect to the powertrain components that they can handle. Considering new tools such as Modelica opens up new possibilities. See also: Ecient Drive Cycle Simulation, Anders Frberg o and Lars Nielsen (2008) . . .

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Outline
Repetition Energy demand cont. Energy demand and recuperation Sensitivity Analysis Forward and Inverse (QSS) Models IC Engine Models Normalized Engine Variables Engine Eciency Gear-Box and Clutch Models Selection of Gear Ratio Gear-Box Eciency Clutches and Torque Converters Analysis of IC Powertrains Average Operating Point Quasistatic Analysis Software tools
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Causality and Basic Equations

High level modeling Inputs and outputs Causalities for Engine Models
Quasistatic Approach e Pc Pc

Dynamic Approach
e

ICE

Te

ICE

Te

Engine eciency e = e Te Pc

Enthalpy ow of fuel (Power Hfuel = Pc ) Pc = mf qLHV

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Engine Eciency Maps

Measured engine eciency map Used very often

Engine Geometry Denitions

Vc
Engine efficiency map

350

TDC

300

Cylinder, Piston, Connecting rod, Crank shaft Bore, B Stroke, S = 2 a Number of cylinders z

250 Engine Torque [Nm]

BDC
200

150

Cylinder swept volume, Vd = Engine swept volume, Vd =

theta

100

50

Compression ratio rc =

Vmax Vmin

B2 S 4 2 z B S 4 +V = VdVc c

a
0 1000 2000 3000 4000 Engine Speed [rpm] 5000 6000

What to do when map-data isnt available?

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Denition of MEP

Normalized Engine Variables

Mean Piston Speed (Sp = mps = cm ): cm = e S

Mean Eective Pressure (MEP=pme (N = nr 2)): See whiteboard. pme = Used to:
Compare performance for engines of dierent size Design rules for engine sizing. At max engine power: cm 17 m/s, pme 1e6 Pa (no turbo) engine size Connection: 2 Pe = z B pme cm 16
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N Te Vd

Torque modeling through Willans Line

Measurement data: x: pmf y: pme = BMEP

Engine Eciency Map Representation

Torque and fuel connection (=1) 15

Engine BMEP [bar]

10

10

15

20 Fuel MEP [bar]

25

30

35

40

Linear (ane) relationship Willans line pme = e(e ) pmf pme,0 (e ) Engine eciency: e =
pme pmf
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Willans line parameters:

e(e )

pme,0 (e )
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Outline
Repetition Energy demand cont. Energy demand and recuperation Sensitivity Analysis Forward and Inverse (QSS) Models IC Engine Models Normalized Engine Variables Engine Eciency Gear-Box and Clutch Models Selection of Gear Ratio Gear-Box Eciency Clutches and Torque Converters Analysis of IC Powertrains Average Operating Point Quasistatic Analysis Software tools
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Causality and Basic Equations

Causalities for Gear-Box Models
Quasistatic Approach 1 T1 2 1

Dynamic Approach
2

GB

T2

GB
T1

T2

Power balance Loss free model 1 = 2 , T1 = T2

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Dierent Types of Gearboxes

Connections of Importance for Gear Ratio Selection

Vehicle motion equation: mv 1 d v (t) = Ft a Af cd v 2 (t) mv g cr mv g sin() dt 2
d dt v (t)

Manual Gear Box Automatic Gear Box, with torque converter Automatic Gear Box, with automated clutch Automatic Gear Box, with dual clutches (DCT) Continuously variable transmission

Constant speed

= 0:

1 Ft = a Af cd v 2 (t) + mv g cr + mv g sin() 2 A given speed v will require power Ft v from the powertrain. This translates to power at the engine Te e . Changing/selecting gears decouples e and v . Required tractive force increases with speed. For a xed gear ratio there is also an increase in required engine torque.
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Selection of Gear Ratio

Gear ratio selection connected to the engine map.

Selection of Gear Ratio

Optimizing gear ratio for a certain cycle. Potential to save fuel. Case study 8.1 (well look at it later).

Additionally: Also geometric ratio between gears. ig ,1 ig ,2 ig ,3 ig ,4 ig ,2 ig ,3 ig ,4 ig ,5

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Gear-box Eciency

Clutch and Torque Converter Eciency

In traction mode T2 w = egb T1 e P0,gb (e ), In engine braking mode (fuel cut) T1 e = egb T2 w P0,gb (e ), , T1 e < 0
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Friction clutch torque: T1 e > 0 T1,e (t) = T1,gb (t) = T1 (t) t Action and reaction torque in the clutch, no mass.

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Torque Characteristics of a Friction Clutch

Main parameters in a Torque Converter

Input torque at the converter:
5 2 T1,e (t) = ((t)) h dp e (t)

Converter output torque T1,gb (t) = ((t)) T1,e (t) Graph for the speed ratio (t) = gb , and e the experimentally determined ((t)) The eciency in traction mode becomes tc =
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Approximation of the maximum torque in a friction clutch T1,max = sign() Tb (Tb Ta ) e ||/0

gb T1,gb = () e T1,e
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Outline
Repetition Energy demand cont. Energy demand and recuperation Sensitivity Analysis Forward and Inverse (QSS) Models IC Engine Models Normalized Engine Variables Engine Eciency Gear-Box and Clutch Models Selection of Gear Ratio Gear-Box Eciency Clutches and Torque Converters Analysis of IC Powertrains Average Operating Point Quasistatic Analysis Software tools
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Average Operating Point Method

Average operating point method Good agreement for conventional powertrains. Hand-in assignment.

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Quasistatic analysis Layout

Quasistatic analysis IC Engine Structure

More details and better agreement (depends on model quality) Good agreement for general powertrains Hand-in assignment.

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Quasistatic analysis Engine Operating Points

Software tools

Dierent tools for studying energy consumption in vehicle propulsion systems Quasi static Dynamic QSS (ETH) X Advisor, AVL X (X) PSAT X CAPSim (VSim) X Inhouse tools (X) (X)

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PSAT
Argonne national laboratory

Advisor

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Advisor

Information from AVL: The U.S. Department of Energys National Renewable Energy Laboratory (NREL) rst developed ADVISOR in 1994. Between 1998 and 2003 it was downloaded by more than 7,000 individuals, corporations, and universities world-wide. In early 2003 NREL initiated the commercialisation of ADVISOR through a public solicitation. AVL responded and was awarded the exclusive rights to license and distribute ADVISOR world-wide.

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