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Elysé Botellé, Michel Lebrun

Kurzfassung

Wissenschaftsbasierte Berechnungsmethoden (FEM und CFD) haben sich historisch

gesehen ausgehend vom Geometrie orientierten CAD entwickelt. Diese Methoden

basieren auf der Geometrie des Materials und dessen Eigenschaften und eignen sich

gut zur Beschreibung lokaler Phänomene. Allerdings gestatten sie nicht die

Untersuchung des dynamischen Verhaltens eines aus mehreren verschiedenen

Disziplinen zusammengesetzten Gesamtsystems. Die Weiterentwicklung zu

automatisierten multi-disziplinären Systemen erfordert einen auf einer globalen

Sichtweise beruhenden Entwicklungsprozess. Diese Vorgabe führte zur Spezifikation

und Entwicklung von speziellen Simulationswerkzeugen als Ergänzung zu rein lokale

Effekte betrachtenden Lösungen. Inzwischen spielen diese Werkzeuge eine immer

bedeutendere Rolle in der Systemauslegung. Im vorliegenden Artikel wird die

AMESim-Umgebung mit der zugrunde liegenden Konzeption vorgestellt. Anhand

eines Beispiels wird gezeigt, wie die AMESim-Plattform an die Anforderungen bei der

Entwicklung moderner Motorräder angepasst werden kann.

Abstract

Scientific computation (FEM and CFD) has historically developed running on from

geometric CAD. These computations are based on materials geometry and

properties, they are well suited for describing local phenomena, however they don’t

allow to study dynamic behavior of multi-disciplinary systems as a whole. The

evolution of automated multi-disciplinary systems requires a design process based

on a global vision. This constraint leads to the specification and development of

adapted simulation tools, being complements to local approach. These tools more

and more play a critical role in systems design. The AMESim environment with its

underlying concepts are introduced in this article. An application example illustrates

how the AMESim platform can adjust to design issues raised by modern motorcycles.

1. Introduction

In the last three decades, mechanical engineering has experimented an

exponentially in-creasing integration of electronics and information technology [1].

This fact has allowed it to evolve considerably by displaying improved even new

functionality. The systems with such characteristics are usually referred to as

mechatronic systems. These systems are characterized by the integration and

interaction of different physical domains (automatic, mechanical, power fluid,

electronic, electromechanical, optic, thermal, thermodynamic…) and miscellaneous

engineering disciplines, such as control, software, mechanical and electrical

engineering.

Due to the diversity of tasks and miscellaneous teams involved, designing and

producing such systems is not easy. This difficulty is accentuated by the high

competition, and important time-to market, cost and quality constraints. The problems

of designing such mechatronic system can be represented by the well-known V-cycle

model [2][3][4] shown in Figure 1.

Marketing Customer

specifications requirements

Operational RS

Products tests

functions

GTS Functions

ON

Integration tests

system

AT I

D ES

Sub-system

EG R

IG N

INT

MANUFACTURING

RS= Requirements & Specification DTS= Detailed Technical Specification

GTS= Global Technical Specification CFS=Components Fabrication Specification

Figure 1: V-cycle for the design process of mechatronic systems

development) and bottom-up (validation and test) processes oriented to meet the

customer requirements, while reducing time-to-market and cost. This V-cycle model

covers the whole life cycle of a product, from the early stages until the serial

production. During the design process represented in Figure 1, the different concepts

will be developed depending on the stage of the design cycle of the system, the

intermediary tests are then necessary to evaluate possible alternatives and finally

take design decisions by means of the physical prototypes. In general, before a

design can be validated, several recursions are inevitable, during which the design is

tested and modified until the requirement specifications are met. However, for a

mechatronic system depicted above, the extensive physical prototyping which results

from this approach is no longer feasible for the reasons of quality, cost and time-to-

market. Consequently, the extensive use of modeling and simulation within a virtual

prototyping environment is essential [5]. Especially on the early phase of the design

process, simulation models are strongly required for the verification of alternative

designs and parameterization because the recursions in the virtual prototyping

environment are fast and cheap. Once models fulfill the requirements specifications,

the first physical prototypes can be done with many fewer errors than in a classical

design process since most of errors have been corrected during the early phase.

In most of the cases, it is not possible to answer all the questions which arise during

the design process of mechatronic systems by means of one single model. Therefore,

different kinds of models are essential to fulfill the different design tasks and thus,

their corresponding CAE (Computer Aided Engineering) tools can be considered

independently from each other. As a consequence, it is indispensable to merge them

into an integrated design environment [6] [7], which is characterized by the following

fundamental specifications.

Openness:

Within an industrial context, the required design environment must not only allow the

performance of the different design tasks within a single company, it must also allow

the model exchange with customers and suppliers. therefore, in such a context, it is

essential to use commercially available tools and standards for model description

and exchange. In this sense, it is worth to mention the examples of different

standardization efforts, such as VHDL-AMS IEEE 1076.1 (1997), which is a standard

description language for digital and analogue electronics. Furthermore, the use of

standard facilitates the process of including new tools into design environment and

the CAE tools considered in such an environment must provide interfaces to allow

the coupling with other kind of tools, enabling the possibility to expand their

capacities or to exploit the results.

Interdisciplinarity:

The design of mechatronic systems requires an environment which supports the

modeling of components from different physical domains and their integration into an

overall system model.

Scalability:

It is important that the design environment supports not only modeling at different

levels of abstraction, but also the combination of models from different levels.

Reusability:

The use of well structured and modular libraries allows the reuse of models resulting

in a very considerable reduction of time and effort for the designers.

Portability:

The design of complex products is very often distributed among teams working at

different sites, in different countries. For this reason, the design environment should

be accessible via the intra- or internet. Furthermore, it should work on different

computer platforms (e.g. UNIX, Linux and Windows).

3. Models at different levels of abstraction

Since the different kinds of CAE tools are required to produce and run the

corresponding models in the above mentioned integrated design environment, it is

necessary to classify these models and simulations tools according to their roles

during the design process described by the V-cycle model. Because the design

process is a combination of top-down and bottom-up process, models and CAE tools

can be abstracted at different levels corresponding the different phase of design

process, as shown in Figure 2. In general terms, an abstract description of a system

provides few details about its components, but it covers a large scope and provides a

systemview at the corresponding levels, whereas the detailed models which are

capable of describing physical phenomena with great precision are abstracted to

single parts. In the four levels of abstraction shown in Figure 2, there is not always a

one-to-one correspondence between the modeling and design levels, the overlap can

be often found such as both network and geometry level models are used for the

design of components.

Figure 2: Modeling levels associated to the different stages of the design process

Functional level:

Modeling is used for specification, particularly in the area of electronics and controller

design. This task is usually carried out by the customers, together with the suppliers.

The description of the model occurs typically by means of so-called finite state

machines consisting of discrete states that evolve when a certain event is produced.

Commercial tools used for this modeling level are e.g. Statemate (I-Logix Inc. 2001),

Stateflow (Mathworks Inc, 1997).

System level:

Modeling describes the dynamic behavior of the overall system (controller and plant).

At this level, models are usually represented by block diagrams containing behavioral

parameters like gains, tables, maps, curves, time delays, etc. Signal flow

communication (input/output) among the blocks is supported (i.e. no energy

conservation is required.), this input/output form is the purely mathematical

representation usually with the “black boxes” or “gray boxes” as shown in Figure 3, a

electrohydraulic system modeled at this level, it includes a hydraulic pump, a

servovalve and a hydraulic cylinder. These models of different parts are described by

the blocks with some inputs on a side and some outputs on the other side. Models at

this level are mathematically described by means of ODEs (Ordinary Differential

Equations).

The principal editor software at this level is the Mathworks Inc which develops and

commercializes the software Matlab and Simulink. Another example of tools at this

level is ASCET developed and commercialized by ETAS GmbH, which concentrates

on the automobile applications such as engine controller, ABS system, trajectory

control etc. This software assures a continuity during the design process with his

real-time code generation capacity. Some others examples are Scilab (Inria), Octave

etc. Some of these tools support also the functional level modeling described in the

previous level, which in combination with the above mentioned continuous models

results in the so-called hybrid modeling.

QP pP

P1

QA

P2

Q1

QB

Q2

Network level:

Models at this level concerns a macroscopic or lumped parameters modeling

oriented to describing the overall dynamic behavior of particular components. They

consist of a network of elements (lumped parameters) containing physical

parameters (e.g. spring constant, mass, resistance, etc.) interconnected by means of

energy-conserving interfaces, which are named ports, the connection of these ports

highlights the energy exchange between a subsystem and its environment. The

property of the energy conservation is well known in the different physical domains,

e.g. Kirchhoff’s Law in the electrical domain or Newton’s Third Law in mechanics.

The representation called multiport of these elements, can be described in Figure 4,

an example of the hydraulic system. In each connection port, there are the power

variables, when two ports are connected, the relevant variables are imposed to be

equal.

The network level is distinguished from the system level by the modeling methods

which base on the structuring of elementary models in order to assure an interface

with the energy conservation. This structuring capacity is associated to the fact that

the construction of the system network takes into account only the just necessary

elementary models which take an real energetic role in the system [8].

The basic theory is the bond-graph [9][10], which provides a unified description of the

energetic, and thereby dynamic, behavior of mechatronic system. In the most general

case, these models are mathematically described by a set of DAEs (Differential

Algebraic Equations). Figure 5 describes the modeling at this level highlighting the

energy exchange between the different scientific and technical domains. Three

classes can be distinguished: electronic domain, multibody and the actuators and

fluid systems, the latest has more scientific and technical diversity, including

electronic power, electromechanical, electro-technique, power fluid, thermal, thermal-

dynamic and mechanical. In each of these three categories, there exist specialized

modeling methods which have their numerical features.

S yste m le ve l

C o n t ro l La w

--------------------

« F l u id P ow er »:

MULTICORPS SYSTEMS

E l ectro mag n eti c

ELECTRONIC DOMAIN

F l ui d (l i qu i d, g as,

POWER ELECTRONIC

mi xtu re… )

Actu ato rs

T h ermal

C O D E G EN ER A TIO N

M ech an i cal

C O D E G EN ER A TIO N

A C TU AT O R S & FL UI D S Y ST E M

NE TWORK LEVE L

D A TA EXC H A N G E

GE OME TR Y LE V E L ( F E M-CF D)

Electronic:

The modeling of the electronic system is on the basis of the nodal and modified nodal

method [11][12]. His principal application concerns the discrete state problem. The

standard language adopted is VHDL who evolves towards VHDL-AMS (VHDL-AMS

IEEE 1076.1 1997) in order to take into account the time-continuous phenomena.

The simulation softwares in this domain are:

• SABER (Avant!Corp.,Analogy,Inc., 1999)

• ADVanceMS (/Mentor Graphics/Anacad, 2000)

• Simplorer (ANSOFT)

Actuators and fluid systems:

The idea is to find the methods which can generate the model mathematical

equations from the system topologic description. This description is at the beginning

in the form of programmed language and then evolves towards the graphic

description. For these software, the connections between the elements are realized

with the notions near to “multiport”. Some examples of these software are:

• AMESim® (Multiport multi-domains)

The emergence of Bond-Graph gives a new light to the modeling at the network level.

Based on graphics, the technique offers the unique capacity of explicitly describing

both energy transfer between the structural units of a system, and the calculation

framework that is contained within the causal information. Bond Graphs are not only

graphic representations of mathematical expressions, but a conceptual framework

offering a highly-structured language and based on considerations derived from

physics. The software based on the Bond-Graph concepts and with the most largely

extended models classified in the form of libraries is AMESim® (IMAGINE). This

software provides a editor permitting the users to easily extend the existent libraries

to their specific component models and develop their new models. Actually,

AMESim® covers the domain defined between the electronic and the mechanical

multicorps of Figure 5.

Multibody:

Since 1975, the multibody method is of growing importance in computational

mechanics, this method applies to the modeling of mechanical articulated structures,

which include the robots and the ground vehicles to some extend. Today, the later

represent the principal users as well as the aeronautic industry. The principal

multibody’ tools are:

• ADAMS® (MSC)

• SIMPACK® (INTEC)

• DADS® (LMS)

Geometry level:

At this level, models contain parameters describing the 3-D or 2-D geometry and

material properties of the simulated part. Problems are defined by PDEs (Partial

Differential Equations), which are solved using a discretization or meshing of the

geometry such as solid modeling FEA (Finite Element Analysis), and computational

fluid dynamics (CFD). This kind of modeling is well suited to analyse in detail the

distribution of a particular physical property in a continuous medium. However, its

scope is usually restricted to de detailed analysis of single parts or subcomponents,

and multi-domain dynamic interactions can not be time-efficiently simulated yet.

Examples tools at this level are:

• Ansys® (Ansys Inc, 2001)

• Maxwell® (Ansoft Corp. 2001 )

• FIRE® (AVL List GmbH, 2001)

• FLUX 2D® (CEDRAT)

Figure 6. gives an example representing the technical scheme of an electrovalve as

well the magnetic circuit meshing in FLUX 2D.

Figure 6: (a) Scheme for a electrovalve. (b) Magnetic circuit meshing in FLUX 2D.

4. Polymorphism and modeling

The design cycle process requires a significant amount of degrees of freedom, even

more so in the early stages of the project. As a result, it appears difficult, impossible

even, to foresee the models required for the design process. The development of a

limited number of basic models, from which a large number of scenarios can be built,

leads to the polymorphism concept [13]. The power of this approach mainly lies in the

relevance of the basic splitting. We realize that this choice expresses the state-of-

the-art for the associated domain and represents not only a powerful design support

tool but also a learning tool related to associated technologies and physical concepts.

Figure 7 provides an example which involves the domain of fluid energy control. It

appears that from few basic elements derived from hydraulic technologies, a very

large number of situations can be represented [14] and [15]. This diversity is even

more amplified by the fact that several levels of models can be associated to each

icon. These models can be combined to increasingly complex hypotheses up to

considering thermo-dynamic fluid properties with the intention of simulating the

thermal hydraulic behaviour of the studied system.

The choice of basic elements lies on the state-of-the-art in each domain, fluid energy

control in this instance. As a result, we have the different valve technologies (spool,

poppet, balls…), with other items such as elements for constructing jacks (piston,

end stops), mass elements with or without bearings… Taking friction into account, all

these elements can be used either with absolute or relative movement. The

consideration of the fluid compressibility property is included in the 4-port chamber

element “ch”. As Figure 7 briefly demonstrates, the combination of these basic

elements guarantees the construction of several hydraulic component models

ranging from a basic jack up to complex servo-valves modeling while including

engines and hydraulic pumps.

5. Application of the approach to a Motorbike :

This chapter explains how the approach presented in the previous chapters can be

applied to motorcycles. The main idea is to show how to gather basic elements in

order to build components like: transmission, brakes, engine, injection system etc.

Once we have the component models the assembly of this components leads to

system simulation: the motorbike model. This chapter is divided in two parts: the first

one presents models of components, the second part shows the full model of a

motorbike. Six components are described in the first part of this paragraph, they

correspond to :

- fuel injection system [30, 31, 32],

- the engine,

- the transmission,

- the tire mode,

- the braking system,

- the motorbike represented by a one dimension inertia.

The models presented below have been used and validated for automotive

applications. Only motorcycle injection systems have been extensively modeled in

AMESim. The main idea of this example is to present how a system simulation

platform like AMESim can be used for motorbike application.

A - Fuel system

We assume for this example a low pressure injection system and injectors for the

engine fuel delivery. The fuel injection model presented on Figure 8 takes into

account all the components from the fuel tank to the injector. Starting from the

reservoir we have a pump represented by a sinusoidal flow source. A pressure

regulator at the outlet of the pump is used to maintain a constant pressure in the

circuit.

The connection from the pump/regulator to the injectors is done using hydraulic line

models. Some of these lines are rigid others are flexible. The rigid line models are

very well known and AMESim includes a collection of lines models from the basic

one that is represented by a single volume to more complex line models that include

wave effects. For flexible lines the volumetric expansion is required. When correlation

with measurement shows some problems with damping, we have the capability to

take into account the visco-elastic effects of the hose.

Injectors are usually characterized by static flow at a given pressure. In this example

the injectors are modeled with a variable orifice. Its dynamic behavior is represented

by a first order lag and a delay to take into account the dynamic between the electric

input signal and the injector opening. The injector actuation is achieved with a ECU

control block that set’s the pulse width modulation according to the engine speed

signal. Finally the output of this model is the injected volume of each injector. This

information is then send to the combustion chamber model described in the next

paragraph.

Once the model is created, we have the possibility to analyze the system in the time

domain or frequency domain. It is strongly recommended to first start in the

frequency domain using the linear analysis tool. Linear analysis is very well adapted

to hydraulic networks, it gives a good representation of the dynamics with very short

simulation time. Moreover this type of analysis are independent of the inputs.

Different tools are available in AMESim to understand the dynamic behavior of the

system :

• eigen-values calculation,

• modal shape tools,

• transfer function using Bode plots,

• root locus.

Once we have a good knowledge in the frequency domain the analysis in the time

domain is drastically reduced. The model is then ready to be used to sensitivity

parameter analysis, optimization etc..

B - Engine model

The engine model presented on Figure 9 takes into account mechanical, pneumatic

and thermal effects. The inputs of this model are the injected fuel quantity coming

from the injectors (see model Figure 8), the intake and the exhaust air pressure, the

cylinder head temperature and the gear box shaft angular velocity. The output of this

model is the torque delivered by the engine to gear box and transmission.

Figure 9: Two cylinder engine model

The mechanical components are used to describe the camshafts on the top of the

engine and all the internal mechanical components on the bottom side. The camshaft

model is very basic, it calculates the engine valve displacement as a function of the

crankshaft angular position using a data file for the cam lift. The engine model has

been written as a basic element corresponding to a mono-cylinder. This mono-

cylinder model takes into account the inertia effects of the piston, the connecting-rod

and crankshaft. In that condition, it is very easy to extend the model to a N cylinder

engine model. In our example, a two cylinder engine is presented.

Engine breathing

The combustion in an internal engine requires two compounds: fresh air and fuel.

Thus, the quality of the engine filling is as important for performance as its total

capacity or as the amount of fuel injected. To simulate the first order behavior of the

intake and exhaust flows, simple valve models are used to calculate a mass flow rate

as a function of the pressure drop through the valve with the classical Barré de Saint

Venant equations. These equations are valid for subsonic and sonic flows (assuming

a perfect gas).

Combustion

The combustion is modeled using a Wiebe [22] single zone approach. The

combustion heat release is taken into account but no distinction is made between

burned / unburned gas. The combustion is rather evaluated as a first order lag on the

injected mass flow rate. However, the setting of the time constants for the

combustion process and for the auto-ignition delay are of great importance for

determination of the in-cylinder pressure shape and peak timing.

Heat exchange

To model convection phenomena between the in-cylinder gas and the walls, a

common formulae is used for the Nusselt number calculation as a function of the

Reynolds number. A special port on the combustion chamber allows to impose the

cylinder wall temperature. This temperature is assumed to remain constant.

Chamber thermodynamics

After calculating the heat exchanges in the cylinder, the pressure and temperature in

the chamber can be determined using mass and energy equations. The variation of

internal energy U can be expressed using the first law of thermodynamics applied to

an open system:

dU

dt

= W +Q ∑&

&+ H

C - Transmission model

The transmission model presented on Figure 10 takes into account a single disc

clutch, the gear box and the shaft from the gear box to the motorbike wheel. The

friction models used to represent the clutch are identical to the ones presented below

for the braking model. A combination of rotary friction models in series will lead to a

multi disc clutch.

The shaft inertias and stiffness correspond to standard elements of the mechanical

library of AMESim. Three specific components from the transmission library have

been used in the model: gears, universal joint and dog clutch elements. The

universal joint model takes into account a possible geometrical change between both

shafts connected. Concerning the dog clutch, the shape of the teeth is taken into

account (symmetric or non), the contact forces as well as the friction when bodies are

in contact.

Different gear models are available, the simplest one is a simple transformer, it takes

into account a gear radius. The second level model introduces losses by constant

efficiency. The third level takes into account contact and backlash in-between teeth’s

using a spring plus damper and hertz contact method.

D - Tire model

The tire model is presented on Figure 12. This model is connected to the

transmission by port number 1. The tire model receives a torque from the

transmission and gives the tire rotary velocity to the transmission. The second port of

the model is connected to the breaking system. The causality is the same as the

transmission port, the tire receives a braking torque and sends a rotary velocity. The

last port corresponds to the connection with the motorbike linear inertia. The model

provides a force to the motorbike inertia and this inertia sends back its linear velocity

to the tire.

Different models are available behind the tire icon. The first model is a hyperbolic

tangent model (with saturated slope). The user provides a force at 100% sliding. The

second model available is the well known Pacejka model [28] very often used in

vehicle dynamic. Only the longitudinal direction is taken into account in that model.

Two other models have been tested and will be in standard in a close future, they are

based on the Dahl and LuGre friction models. Compared to Pacejka model which is a

mathematical representation of the tire behavior, the Dahl and LuGre models are

more related to physics. The LuGre model in particular is a distributive model, it takes

into account the contact area of the tire on the ground. From a dynamic point of view

both methods have the capability to represent the first structural model of the tire.

The range of validity in term of velocity is more important with the Dahl/LuGre model

compared to Pacejka which is difficult to use for very low velocities.

E - Braking system

The braking model is a combination of hydraulic and mechanical components. A

variable source of pressure imposes the pressure in the caliper. This pressure is then

applied to the caliper piston. This piston takes into account the caliper piston inertia.

The contact between the piston and the braking disc is represented by a stiffness

with air gap. This air gap corresponds to the air gap between the brake pad and the

disc. The contact force generated is then sent to a rotary friction model as a signal.

Five models are available either for translation or rotary motions:

- Coulomb friction represented by a hyperbolic tangent model

- Coulomb friction represented by a reset integrator model

- Coulomb friction represented by Karnopp model

- Coulomb friction represented by Dahl model

- Coulomb friction represented by LuGre model

Except the Karnop model, all the other models are independent of the inertias

connected to the friction model. Concerning Karnopp model, it is included to the

inertia models.

The Dahl and Lugre models correspond to the last development for friction model in

AMESim. More detailed explanation about these two models is provided below.

Dahl :

Dahl proposed in [23] a differential expression for friction inspired from elasto-plastic

behavior of materials. It was introduced for the purpose of simulating systems with

friction. The model is also discussed in [24, 25]. The originality comes from an

expression function of relative angle displacement u instead of the rotary velocity

du/dt, this so called rate independence is an important property of the model.

LuGre :

With Dahl model, the LuGre (Lund - Grenoble) friction model is another dynamic

model presented by C. Canudas de Wit, H. Olsson, K.J. Astrom and P. Lichinsky

[26, 27]. Extensive analysis of the model and its application can be found in [29]. The

model uses bristles to represent friction . The friction force is modeled as the average

deflection torque of elastic springs. When a tangential effort is applied, the bristles

will deflect like springs. If the deflection is sufficiently large the bristles start to slip.

The average bristle deflection for a steady state motion is determined by the rotary

velocity. It is lower at low velocities, which implies that the steady state deflection

decreases with increasing velocity. This model permits to reproduce Stribeck effect.

The model also includes rate dependent friction phenomena such as varying break-

away torque and frictional lag.

F - Motorbike dynamic

The purpose of the model is to check the capability of the model to accelerate and

decelerate the motorbike body. In that condition a simple inertia is sufficient to

represent this phenomena. The mass model provides a velocity to the tire model and

receives a force from it. This model is presented by Figure 14.

Chapter 4 of this paper presents the general concept of basic element libraries. The

main interest of it is to re-use validated models to reduce the modeling time. The

validation time has been spent once by computer science and programming

engineers. The first part of this chapter shows how to re-use basic elements to build

components. At this level it is still necessary to validate and debug the models. The

difference compared to the previous validation is that the engineer is now

concentrated on his real technical problem. No sign convention problem to solve, not

C or Fortran syntax mistakes to figure out.

The motorbike model presented in Figure 15 has been obtained by assembling the

subsystems presented in the previous paragraph. Very often it is necessary to make

model simplification before building the full model or directly on the final model. This

is the case when the final model has to run for real time application and more

generally it is interesting to make simplification to reduce the CPU time consuming.

To help the user to do so it is possible to use linear analysis tools like the one

presented in point A of chapter 5.1. Another powerful tool very well adapted to model

simplification is the activity index feature. Activity index is based on the calculation of

the ratio of energy (potential, kinetic) spend in each component in comparison to the

total energy of the system. It is then very simple to visualize which component does

not spend energy and remove it from the model. From a design point of view this tool

can be used to track where the energy consumption is the most important and

improve the overall behavior.

Figure 15: Full model of a motorbike from the engine to the one DOF vehicle model

6. Conclusions

The constraints of time-to market, cost and quality result in an exigency of use of

modeling and simulation within a virtual prototyping environment. The complexity of

the mechatronic system requires the different modeling and simulation tools at the

different levels of the design process described by the V-cycle design process model,

the features of such an integrated design environment organized and merged by

these tools is introduced in this paper:

• Openness

• Interdisciplinarity

• Reusability

• Portability

At the same time, the different levels of abstraction, which correspond to the different

levels of V-cycle design process is elaborated.

• Functional level

• System level

• Network level

• Geometry level

An modeling and simulation example of the AT lock-up clutch slip control is clarified

at different levels of abstraction.

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Autor/ Author:

Prof. Michel LEBRUN

CLAUDE BERNARD University,

Lyon, France

e-mail : lebrun@amesim.com

Co-Autor/ Co-Author:

Elysé BOTELLE

IMAGINE Software Gmbh

Elsenheimerstr. 15-D-80 687 München, Deutschland

e-mail : botelle@amesim.com