Fifth Annual ARC Conference

Vehicle Integration

Dennis Assanis and Jeffrey Stein

May 25-26, 1999

Co-sponsored by TACOM and NAVISTAR

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Project Team

¥ Jeff Stein, Professor UM

¥ Dennis Assanis, Professor UM
¥ Zoran Filipi, Research Scientist UM
¥ Loucas Louca, Research Fellow UM
¥ Geoff Rideout, Graduate Student UM
¥ Yongsheng Wang, Visiting Researcher UM
¥ Pranab Das, Engine Technology Manager NAVISTAR
¥ Xinqun Gui, Product Engineer NAVISTAR
¥ Dan Grohnke, Senior Development Engineer NAVISTAR
¥ Steve Gravante, Development Engineer NAVISTAR

Automotive Research Center Vehicle Integration

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Outline

¥ Introduction
¥ Vehicle/Engine SIMulation (VESIM)
¥ Simulation Results
- Model Validation
- Component Design

¥ Summary/Conclusions
¥ Future Work

Automotive Research Center Vehicle Integration

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Motivation

¥Integrated Ground Vehicle Simulation:

- Critical for concurrent engineering: Vehicle
design for Mobility
ÈPerformance evaluation of alternative vehicle sub-
systems.
ÈDesign and optimization studies:
¥ Driveability
¥ Fuel economy
¥ Emissions
¥ NVH

Automotive Research Center Vehicle Integration

 arc Vehicle/Engine Simulation
to Improve Driveability
¥ Manage Engine Torque ¥ Compensate Driveline
- Engine start Surge & Jerk
- Low idle - Driver comfort
- Tip-in control - Driveline protection
- Low/High speed acceleration - PTO applications
- Part load cruise - Specialty applications
- Vehicle brake ¥ Manage Engine/Chassis
- Steering control Interactions
- Load disturbances - Coordinated traction control
¥ Optimize Shift Quality - Transaxle management
- Vehicle launch behavior - Vehicle brake management
- Vehicle acceleration - Compression brake
- Up-shift and down-shift - Exhaust brake control
- Coast down
- Climbing hills
Automotive Research Center Vehicle Integration
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State-of-the-Art

¥ Models of Engines, Drivelines and Vehicle ÒDynamicsÓ are

widely available.
- Not easily integrated
- Inappropriate model complexity

¥ Integrated models of these components are:

- Not widely available
- Overly simple component models
- Fixed structure models
- Empirical models
- Steady-state models

Automotive Research Center Vehicle Integration

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NATO Reference Mobility Model

ÒNRMM is a computer-based collection

of equations and algorithms designed
to predict the steady-state operating
capability of a given vehicle operating
in a prescribed terrain.Ó

¥Transient effects cannot be evaluated

¥Models have fixed structure
Automotive Research Center Vehicle Integration
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Key Issues

¥ Definitions of vehicle mobility

- Driveability
- Gradeability
- etc.

¥ Flexible integrated software environment.

¥ Variable complexity engine, driveline and vehicle models.
¥ Transient engine system models.
¥ Measurements of complete vehicle response.
¥ Validation of integrated models.

Automotive Research Center Vehicle Integration

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Objectives for Vehicle Mobility

¥ Develop and verify a virtual simulation

environment.

¥ Develop and validate physical-based models of

system components (engine/driveline/vehicle).

¥ Develop evaluation metrics for driveability.

¥ Design and evaluate components.

Automotive Research Center Vehicle Integration

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Simulation Goals

¥ Predictions of engine-driveline-vehicle interactions under

highly dynamic conditions:
- Start from stand still
- Gear shifts

¥ Studies and evaluation of different system configurations

and design options:
- Engine fueling strategy, EGR management
- Engine/turbocharger matching
- Torque converter design
- Transmission design: Clutch and gear ratios
- Tire/suspension tuning

Automotive Research Center Vehicle Integration

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Vehicle Systemð Integration
Air Exhaust Gas

C T

InterCooler

DIESEL
ENGINE
IM EM

VEHICLE DYNAMICS
TC

Trns

DRIVELINE

D-R

Automotive Research Center Vehicle Integration

 arc Integration of
Variable Complexity Models
ENGINE VEHICLE DYNAMICS

EMPIRICAL POINT-MASS
SIMPLIFIED
t

RPM

THERMODYNAMIC
Air MULTI-BODY
COMPRESSOR TURBINE
WASTEGATE

INTER- FUEL
COOLER SYSTEM
Exhaust
Fuel gas

INTAKE MULTI-CYLINDER
DIESEL
EXHAUST
HIGH-FIDELITY
MANIFOLD MANIFOLD
ENGINE

.
W

Automotive Research Center Vehicle Integration

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Non-Linear, Transient
Diesel Engine Model
Parent simulation: Assanis and Heywood (1986)
Global turbulence
model based on the energy
cascade concept

Quasi-steady, one-D Phenomenological

flow equations for flow combustion model -
past the valves Watson

Convective heat transfer;

Engine dynamics CYLINDER based on turbulent flow in
And Friction pipes
CONTROL
VOLUME
Radiation (during
Ignition delay - combustion); Assanis-
Arrhenius Heywood or Annand

Automotive Research Center Vehicle Integration

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External Component Models
Turbomachinery Turbocharger dynamics
performance defined controlled by rotor
by maps C T inertia and damping

Intercooler InterCooler
performance defined
by intercooler
effectiveness

IM EM

Empirical correlations for

ÒFilling and emptyingÓ of manifold heat transfer and
manifold control volumes pressure loss

Automotive Research Center Vehicle Integration

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Driveline Model
TC
¥Quasi-Static
¥Lookup Tables
Trns

¥Flexible Gears
¥Gear Inertias
¥Gear Ratios
Flexible Propshaft ¥Equal Torque ¥Blending Functions
¥Gear Inertias ¥Clutches
¥Shift Logic
Flexible Driveshaft

D-R
Wheel Hub

Automotive Research Center Vehicle Integration

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Vehicle Dynamics Model

Longitudinal Heave

¥Total Vehicle Mass

¥Aerodynamic Drag

Sprung
Mass
Suspension

Coupling Unsprung
Mass
¥Wheel Inertia
¥Wheel Slip
Flexible Tire Road Excitation
¥Rolling Resistance

Automotive Research Center Vehicle Integration

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Vehicle Engine SIMulation
Double Click
to load data

Load Torque
EngineSpeed EngineSpeed
Driver command EngineTorque
Driver Demand
Driver demand
DIESEL ENGINE WheelTorque
WheelSpeed WheelTorque

DRIVELINE Brake WheelSpeed

Brake Table
Road Profile

Road Profile
VEHICLE DYNAMICS

time

time_fast

Clock Double Click Double Click Double Click

to Plot Engine to Plot Powertrain to Plot Vehicle

Automotive Research Center Vehicle Integration

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Vehicle Specifications
Engine Vehicle/Driveline
¥ V8 DI Diesel ¥ GVWR: 7950 Kg
¥ Turbocharged, Intercooled ¥ Wheelbase: 3.7 m
¥ 7.3 liters ¥ CG Location: 2.2 m from front
¥ Bore: 0.1044 m ¥ Frontal Area: 5 m2
¥ Stroke: 0.1062 m ¥ Air Drag Coefficient (CD): 0.8
¥ Compression Ratio: 17.4 ¥ 4 Speed Automatic Transmission
¥ Rated Power: 210 HP@2400 rpm ¥ Rear Wheel Drive - 4x2

NAVISTAR 4700 Series

Automotive Research Center Vehicle Integration

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Case Studies

¥ Launch Performance
- Validation
- Design
È Fueling strategy
È Torque converter

¥ Driveability
- Shift Quality
È Clutch design

Automotive Research Center Vehicle Integration

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Launch Performance

¥ Vehicle starting from standstill

- Engine is idling
- Brakes are applied

¥ Launch vehicle by:

- Releasing brakes
- Pressing the gas pedal all the way

¥ Experimental data are obtained:

- Engine Speed
- Vehicle Speed

¥ Simulation results are generated under the same conditions

Automotive Research Center Vehicle Integration

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Model Validation (0-60 MPH)
1st 2nd 3rd 4th Gear
Engine Speed [rpm] 3000

2500

2000

1500 Test
1000 VESIM
500

0
0 5 10 15 20 25 30 35
Time [sec]
60
Vehicle Speed [mph]

50

40
Test
30
VESIM
20

10

0
0 5 10 15 20 25 30 35

Time [sec]

Automotive Research Center Vehicle Integration

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Model Validation (Stall Test):
Engine/Torque Converter Interaction
4000

3500 Test
VESIM
3000
Engine Speed [rpm]

2500

2000

1500

1000

500

0
0 1 2 3 4 5 6

Time [sec]

Automotive Research Center Vehicle Integration

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Fueling Strategy
Driver Tip-in
Demand Function

Base
Calibration

Fueling Map
Fueling map - boost correction
Min
100
Fuel to
Engine Speed
90

80
Cylinder
70

And 60

50

Boost Pressure 40
150

100
1.6
1.8
50 1.4
1.2 5
0 x 10
1
-50 0.8
Percent rated speed
Boost pressure

Modified Map: less restrictive correction at

low boost/low speed

Automotive Research Center Vehicle Integration

 arc Fuelling Strategy:
Engine Response
3000

2500

2000
Engine Speed [rpm]

1500

1000 Standard Fuel Map

Modified Fuel Map

500

0
-1 0 1 2 3 4 5 6

Time [sec]

Automotive Research Center Vehicle Integration

 arc Fuelling Strategy:
Vehicle Response
15

Standard Fuel Map

Vehicle Speed [mph]

10 Modified Fuel Map

0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5

Time [sec]

Automotive Research Center Vehicle Integration

 arc Fuelling Strategy:
Vehicle Jerk
4

3.5 Standard Fuel Map

Modified Fuel Map
3
Vehicle Jerk [m/s3]

2.5

1.5

0.5

0
0 0.2 0.4 0.6 0.8 1 1.2

Time [sec]

Automotive Research Center Vehicle Integration

 arc Fuelling Strategy:
In-Cylinder Mixture Composition
1

0.9

0.8 Standard Fuel Map

Modified Fuel Map
0.7
Fuel to Air Ratio

0.6

0.5

0.4

0.3

0.2

0.1

0
0 1 2 3 4 5 6

Time [sec]

Automotive Research Center Vehicle Integration

 arc Fuelling Strategy:
Combustion, Premixed vs Diffusion
0.4

0.35
Premixed/Diffusion Controlled Burning

Standard Fuel Map

0.3 Modified Fuel Map

0.25

0.2

0.15

0.1

0.05

0
0 1 2 3 4 5 6 7

Time [sec]

Automotive Research Center Vehicle Integration

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Torque Converter Design
4000

3500 Stock
Alternate
3000
Engine Speed [rpm]

2500

2000

1500

1000

500

0
0 1 2 3 4 5 6

Time [sec]

Automotive Research Center Vehicle Integration

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Shift Quality

¥ Study the effect of shifting on:

- Driveability
¥ Vary the duration of the shift event:
- Nominal design: 0.8 seconds
- New designs:
È 0.4 seconds
È 1.2 seconds

Automotive Research Center Vehicle Integration

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Clutch Timing

Speed Ratio

Torque Ratio

Time
Shift Duration

Automotive Research Center Vehicle Integration

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Shift Quality - Vehicle Jerk
8

6
0.4 sec shift
0.8 sec shift
4
1.2 sec shift
Forward Jerk [m/s3]

-2

-4

-6

-8
4 4.2 4.4 4.6 4.8 5 5.2 5.4 5.6 5.8 6

Time [sec]

Automotive Research Center Vehicle Integration

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Shift Quality - Wheel Slip
0

-0.02 0.4 sec shift

0.8 sec shift
-0.04
1.2 sec shift
-0.06
Wheel Slip

-0.08
Wheel Slip

-0.1

-0.12

-0.14

-0.16

-0.18

-0.2
4 4.2 4.4 4.6 4.8 5 5.2 5.4 5.6 5.8 6

Decrease in shift duration

Time [sec] increases tire wear

Automotive Research Center Vehicle Integration

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Summary

¥ Integrated virtual vehicle for mobility studies.

¥ Verification of integrated model response under selected
conditions.

¥ Studied the design of fueling strategy, torque converter

selection, shift duration on vehicle mobility.

¥ Demonstrated tradeoffs between driveline and engine

design.

Automotive Research Center Vehicle Integration

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Conclusions

¥ Higher fidelity vehicle/engine integration is possible.

¥ Engine/vehicle interactions are important to vehicle mobility
design and evaluation.

¥ Additional work on the definitions of mobility, models of

engines and drivelines is necessary.

Automotive Research Center Vehicle Integration

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Future Studies

¥ Measure complete response.

¥ Create a spectrum of component models.
¥ Determine appropriate use of component models.
¥ Define mobility metrics: driveability, gradeability, etc.

Automotive Research Center Vehicle Integration