A Case Study of Starting Power Requirement for Visteon Integrated

Starter-Alternator System
Gurinder S. Kahlon
Robert Mohan
Ning Liu
Visteon Automotive Systems 15001 N.
16630 Southfield, Allen Park, MI 48120
Habib ur Rehman
Ecostar Electric Drive Systems
Commerce Drive
Dearborn. MI 48120
Abstract: Recently, Visteon has developed an
Integrated Starter-Alternator (V-ISA) system.
A prototype vehicle was built to gain the initial
data on the starting power needed for a rapid
and frequent engine start-stops, the feature
that that does not deter divers comfort yet
enables substantial fuel saving and emission
reduction. The test results are presented in this
paper.
Keywords: Hybrid electric vehicle, starter-
alternator, drive system, induction motor.
1. Introduction
New environmental emission standards
initiated and motivated research in the area of
pure electric(EV), fuel cell, and hybrid electric
vehicles (HEV). Because the feasibility of the
pure EV is still challenged by the development of
electrical charging infrastructure and battery
technology[ I], hybrid electrical vehicle is one of
the potential solutions[2-51 for the near future. In
particular, an ultra-low energy storage type hybrid
electrical vehicle, integrated starter-alternator
system, is gaining more and more industrial
attention for its potential emission reduction and
fuel economy improvement[I]. At Visteon, an
integrated starter-alternator system has been
developed and the engine starting profiles and the
starting power requirement were studied.
The detailed description of the Visteon
Integrated StartedAlternator (V-ISA) system is
presented in [6]. An induction motor is used as an
engine starter and then as an alternator after the
engine has started. The rotor of the induction
motor is directly mounted to the engine crank
shaft and the stator is mounted between the engine
block and transmissions bell housing. The motor
stator housing was inserted with minimum
modifications to the engine and transmission.
In starter mode, the electrical motor
reduces emission by instantly cranking the engine
beyond its least efficient region (between 0 to 600
rpm). The engine is allowed to shut down at zero
vehicle speed reducing fuel consumption and
minimizing idle speed emissions. The frequent
engine start-stop is to be instantaneously and
smoothly without deterring driving comfort. In the
alternator mode, the batteries are recharged and
the motor shall be able to supply the ever-
increasing electrical load of the entire vehicle.
2. System Configuration
The V-ISA system, shown in Figure 1, includes
induction motor, inverter, DCDC converters
(boost and buck), ultracapacitors on high voltage
side and a 42 volt battery. The boost converter
powered by the 42 volt battery can charge the
capacitors to up to 300 volts in a few seconds
even during cold start. Fully charged capacitors
can start the engine consecutively before next
recharge. Depending on batterys state of charge,
the regenerative action charges the 42 volt battery,
12 volt battery and capacitors respectively. The
main energy source during the start is from high
voltage ultracapacitors. Adding ultracapacitors to
the system significantly reduces weight and space
by eliminating high voltage batteries and also it
makes braking regeneration possible since
capacitors are ideal for absorbing high inrush
current.
0-7803-5749-3/99/$10.00 0 1999 IEEE 8.B.4-1
4. Induction motors have high performance at
lowest possible cost.
r
Transnksion
Figure 1: V-ISA System Configuration
The V-ISA system is implemented on
Ford Mondeo with 1.8 L, IDI, turbo-charged
diesel engine and manual transmission. No major
modifications are made to the wiring harnesses,
except for necessary engine control links and
throttle, bake, gear position signal tapping.
3. Starter-Alternator Drive System
Three candidate motors for the VISA
application are investigated: The induction motor,
the switch reluctance motor and the permanent
magnet motor. The motor selection has to be
evaluated based on the cost of the power silicon,
motor material and the performance advantages.
An induction motor is selected primarily due to
the following four reasons:
Y
Induction motors have a wide speed range
which better match the specifications.
Induction motors can be completely de-
energized and hence have a better failure
mode and are more reliable in the case of
short circuit winding failure.
Induction motors have advantages of
ruggedness, low maintenance requirements,
low cost and ability to operate in hostile
environment.
The motor design is a compromise
between the start-up and the running requirements
including speed regulation and efficiency. A high
rotor resistance is desirable for high starting
torque where as a lower rotor resistance is more
feasible for better running characteristics. The
motor is designed for high starting torque for
quick acceleration. Another motor design
objective is to extend the constant power region
and minimize the constant torque region because
the motor is operating in generation mode most of
the time. The desired torque speed characteristic
of the induction motor for this application is
shown in Figure 2.
300
250
3 200
a
3 150
0 100
50
0
0 1000 2000 3000 4000 5000
Speed (RPM)
it Torque (N-rn)
Figure 2: Motor Design Characters
--t Stator (Volts) 1
The motor runs in motoring mode only to
start the engine to 800 rpm and the time is
typically less than 0.4 sec. Since most of the time
the motor is operating in generation mode, the
design objective would be to minimize the
constant torque region and extend the constant
power region. The motor is designed for 8 kW
rated power output whereas for starter-alternator
total estimated vehicle load is less than 4 kW. The
constant power region is a field weakening region
that helps to extend the operating speed of the
motor beyond its rated speed.
The V-ISA system controller integrates
the engine and motor controller, and also sets
various commands for the overall vehicle system.
Extensive detail of the drive system with the
experimental results are presented in [6].The V-
ISA system operates in one of the four modes: pre
0-7803-5749-3/99/$10.00 0 1999 IEEE 8.B.4-2
start mode, starting mode, generation mode, stop
mode or key off mode. The V-ISA system
controller checks the vehicle status and sets the
operation mode based upon the system status.
4. Starting Power Analysis
The V-ISA system controller interfaces
engine controller (PCMECM), processes all the
necessary vehicle signals and set the induction
motor either in motoring or generation mode. The
field oriented model rotating at synchronous speed
is used by V-ISA system.
The dynamic model of an induction motor
in an arbitrary synchronous frame is given in [6]
and the model can be significantly simplified if
the rotor flux vector is aligned with the d-axis,
resulting in the so called rotor flux orientation,
which forces
A, , =0
The developed motor torque and the
mechanical motion equations can be expressed as,
(3)
where,
w, is the rotor speed;
p is the differential operator;
iq, and ids are the q and d components of the
stator currents;
Aqr and Adr are the q and d components of the
rotor fluxes;
L, and & are the stator, rotor and
magnetizing inductance;
T, and T, are the developed motor and load
torque;
P is the number of pole pairs of the motor,
J is the rotor inertia and
coefficient.
is the friction
In practice, (2) can be further simplified
as [2]:
3P L;
T' =--
L, iqsids
(4)
If ids is maintained constant, then the
output torque would be a linear function of i,, .
Normally, the motor operating conditions, e.g.
speed and torque, are governed by the vehicle
operation, whereas the flux ih can be pre-selected
to let i,, achieve the proper level of speed and
torque output. The detailed discussion of how ih,
i , and related constant parameters are
characterized are given in [6].
Before the motor control system was
installed into the vehicle, proper calibrations has
been done in dyno lab to obtain most efficient id,
and iqs control relations. However, in the presence
of ultracapacitors, which only provide the limited
energy storage, and nonlinear loading characters
of engine, which differs greatly as temperatures
varies, critical and challenge task is to control and
deploy available energy efficiently and
effectively.
The tests conducted in this study is
intended to find the optimal ids and iqs which
allows the most efficient use of stored energy for
the quickest engine start. The iP is thought to be
directly for the torque generation and the ids is for
providing necessary field which is pre calibrated
in terms of iP. There are five pairs are selected for
the tests:
Test #1 #2 #3 #4 #5
iqs 80 89 100 115 160 amps
ids 20 18 16 14 10 amps
The engine starting profiles generated by
induction motor and ultracapacitors combination
have three unique characters:
Phase I: When ids and i,, were applied to
the motor, the induction current starts to build in
the rotor. Before enough induced field could be
0-7803-5749-3/99/$10.00 0 1999 IEEE 8.B.4-3
build up, the engine crank shaft remains still. The
time delay is noted as TI and it may take from 20
to 50 millisecond.
Phase 11: As induced magnetic field builds
up, the crank shaft begin to rotate at high
acceleration rate and the acceleration slows down
as one of pistons reaches its Top Dead Center
(TDC), and continue to accelerate after the
compression. The time duration is noted as TII.
Meanwhile, the bus voltage begin to drop due to
large mount of energy pumped into the motor.
Phase 111: As crank shaft reaches higher
rpm, usually between 500 to 600 rpm, the fuel
injection pump is activated and first combustion
starts. The diesel combustion can be noticed by
observing the steep accelerations between
adjacent compression strokes. Although the fuel
injection pump control signal is not shown. The
motor will remain on for a few compression
cycles to ensure the reliable combustions.
Under normal condition, as soon as
engine rpm is above 800 rpm, the starting process
is completed and the diagnostic logic will
determine whether the engine is in proper
operation mode.
After the motor and control system was
installed into the vehicle, a reliable measurement
of overall systems efficiency becomes difficult.
However, it is the charges in ultracapacitors
provides most of the energy during the starts, the
bus voltage and engine rpm can provide the
ultimate information about how motor control
system performs during the engine starts.
Because of the engines nonlinear loading
character, it was quickly found that minimum
energy consumption does not have to correlate
with the quickest or slowest engine starts. Instead,
as shown in Test I, a slowest field build in Phase
I and lower ranking torque provides moderate
engine start, T,,, =TI +TII <200 millisecond,
which is still is mostly preferred. For all the tests
we performed, the driver can hardly tell any
difference if the engine starts with 200
millisecond. More importantly, there is enough
energy preserved in ultracapacitors in Test I for
next start if desired. As higher iqs applied, which
was shown in Test 11 to Test 111, the Phase I time
TI is getting shorter, which results in quicker
engine starts. However, the acceleration rates
remained relatively the same regardless motor
current applied. Furthermore, as more energy
consumed in Phase I and Phase 11, there are may
not enough energy left for cranking engine to the
desired combustion speed, usually set between
500 to 600 rpm. The slow and incomplete
combustions can be seen in TEST V. The
cranking noise appearing in conventional starter
motors becomes noticeable.
0-7803-5749-3/99/$10.00 0 1999 IEEE 8.B.4-4
Test I, Ids =20, Iqs =80 amps
1000 -
900 --
800 -~
700 --
I \ t
: ; : I
400
300 --
200 ~-
Bus Voltage
100
0
-100
Ti me, Sec.
Test II, Ids =18, Iqs =89 amps
800 ~.
700
.-
600
500
- -
400 - -
--
300
200
100
0
-1 00
- -200 L---- __
Time, Sec.
0-7803-5749-3/99/$10.00 0 1999 IEEE 8.B.4-5
Test 111, Id-16, l qs=l OO amps
1000
900
800
700
600
500
400
300
200
100
0
-100
-200
J
Test VI, Ids =14, Iqs =114 amps
0-7803-5749-3/99/$10.00 0 1999 IEEE 8.B.4-6
Test V, Ids= 10, Iqs= 160 amps
1000
900
800
700
600
500
400
300
200
100
0
-100
-200
5. Conclusion
Visteon Integrated Starter-Alternator system has
been tested under different starting conditions.
The tests demonstrated different starting profiles
as results of various starting strategies. It was
found that optimal starting strategy can be
achieved by minimizing total energy consumption
without sacrifice starting time. From this study, a
multiple level ids and iqs starting strategy is
suggested that starts with high ids and i,for about
15 to 20 millisecond and then reduces ids and
iqs to the desired level.
References:
[ I] . J.M. Miller, A.R. Gale, P.J . McCleer, F.
Leonardi, J .H. Lang, Starter-Alternator for
Hybrid Electric Vehicle: Comparison of Induction
and Variable Reluctance Machines and Drives,
IEEE Industry Application Society Annual
Meeting, Oct. 1998.
[2] H. Kutkut, H. L. N. Wiegman, D. M. Divan
and D. W. Novonty, Design Considerations for
Charge Equalization of an Electric Vehicle
Time, Sec.
Battery System. IEEE Trans. Ind. Applicat., Vol.
35, pp 28-35, J an./Feb. 1999.
[3]. G. P. Stokes, M.A. Tamor, Ford Hybrid
Propulsion Systems Development Program, 1 5h
Electric Vehicle Symposium, Brussels, Belgium,
Sept. 29 - Oct. 3 1998.
[4]. W. Buschhaus, L.R. Brandenburg, R.M.
Stuntz, Hybrid Electric Vehicle Development at
Ford, 15h Electric Vehicle Symposium, Brussels,
Belgium, Sept. 29 - Oct. 3 1998.
[5]. A. J aura, M.B. Levin, Starter-Alternator
Evolution and Interface in Hybrid and
Conventional Vehicles, lSh Electric Vehicle
Symposium, Brussels, Belgium, Sept. 29 - Oct. 3
1998.
[6] H. Rehman, X. Xu, N. Liu, G. S. Kahlon and
R. Mohan, Development and Implementation of
Visteon Integrated Starter-Alternator System with
Ultracapacitors, 16h Electric Vehicle
Symposium, Beijing, China, Oct. 13-16, 1999
[7] H. Rehman, X. Xu, N. Liu, G. S. Kahlon and
R. Mohan, An Induction Motor Drive System for
the Visteon Integrated Starter, To be presented in
25h Industrial Electronics and Control
Conference, San J ose, California, Nov. 29 - Dec.
3, 1999.
0-7803-5749-3/99/$10.00 0 1999 IEEE 8.B.4-7