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2011 GT-SUITE European Conference

Integrated Powertrain Simulation
for Energy Management
of Hybrid Electric Vehicles
October 24
th
, 2011
Kentaro Watanabe
Nissan Motor Co., Ltd.
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2011 GT-SUITE European Conference
1. Motivation
2. Simulation technology
3. Recent achievements with this technology
4. Future direction
5. Summary
Outline
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2011 GT-SUITE European Conference
Outline
1. Motivation
2. Simulation technology
3. Recent achievements with this technology
4. Future direction
5. Summary
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2011 GT-SUITE European Conference

Strong demand for better fuel economy

HEV is an effective and practical solution.
Motivation

Higher design flexibility

Hybrid system and its control are complex
and thus must be flexible in design.
Total vehicle system simulation!

Better F.E. and development work efficiency

System concept should be determined in the
early stage of development
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2011 GT-SUITE European Conference
Outline
1. Motivation
2. Simulation technology
3. Recent achievements with this technology
4. Future direction
5. Summary
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2011 GT-SUITE European Conference
Key technologies

Vehicle energy management

Effective use of electric/fuel energy

Cooling of high-voltage system

Making the most of the electric drive potential.
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2011 GT-SUITE European Conference
Flows of energy considered
Trans-
mission
Trans-
mission
High-voltage
battery
High-voltage
battery
ICE
ICE
Inverter
Inverter
E-motor/
generator
E-motor/
generator
Clutch
Kinetic energy
Electric energy
Hybrid
controller
Hybrid
controller
Control signals
Thermal energy
Clutch
Vehicle
body
Vehicle
body
Kinetic, electric and thermal energies
Kinetic, electric and thermal energies
are considered.
are considered.
Radiator Oil cooler
Radiator
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2011 GT-SUITE European Conference
All
All
the basic
the basic
models
models
were
were
prepared on GT
prepared on GT
-
-
SUITE.
SUITE.
- Battery EV
- Power split
- Series
- Parallel
- Series-Paralle
Vehicle Topologies
Cooling system of
- Engine
- Transmission
- High-Voltage
Cooling Systems
-Battery SOC
-Regenerative Braking
-Hybrid mode switch
Controllers
Fundamental HEV models
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2011 GT-SUITE European Conference
Online GT-SUITE Model Library
- All the models, together with vehicle specifications,
are available online.
- Easy to build a vehicle model by combining models
from the library.
Topologies
(GT models)
Vehicle
Components
Controllers
(GT models)
- Vehicle mass
- Vehicle Cd*A
- Motor efficiency
- Engine BSFC
- TM efficiency
- Auxiliaries loads
etc.
- SOC management
- Regenerative braking
- Series/parallel switch
etc.
- Series
- Parallel
- Power split
etc.
In-house Database
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2011 GT-SUITE European Conference
Cooling of high-voltage system
Converter
Water
pump
Radiator
Hybrid
controller
Hybrid
controller
Thermal loss from the components is defined as a
Thermal loss from the components is defined as a
function of the operating commands issued by the
function of the operating commands issued by the
hybrid controller.
hybrid controller.
Inverter E-motor
Coolant circuit
Atmosphere
Modeling
control signals
heat flow
coolant flow
heat source
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2011 GT-SUITE European Conference
E-motor thermal model
Copper
Loss
Housing
E
E
-
-
motor is discretized into several thermal masses to
motor is discretized into several thermal masses to
describe the temperature of each part.
describe the temperature of each part.
Modeling
Insulator
Stator core
Coil
Iron
Loss
thermal mass
thermal conductance
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2011 GT-SUITE European Conference
E-motor and cooling system model
E
E
-
-
motor thermal model and component cooling models
motor thermal model and component cooling models
are integrated. Heat from adjacent components is
are integrated. Heat from adjacent components is
applied.
applied.
Radiator Radiator
I nverter I nverter
E E- -motor motor
Water Pump Water Pump
Transmission Case Transmission Case
Coil Coil
Insulator Insulator
Stator Core Stator Core
Heat from
Transmission
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2011 GT-SUITE European Conference
Outline
1. Motivation
2. Simulation technology
3. Recent achievements with this technology
4. Future direction
5. Summary
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2011 GT-SUITE European Conference
HEV mode when
high performance
is required.
HEV mode when
battery is empty.
Short weekday trips: EV
Short weekday trips: EV
Long holidary trips:
HEV
Long holidary trips:
HEV
(1) 2 drive modes
(1) 2 drive modes
-
-
EV for short trips
EV for short trips
-
-
HEV for long trips
HEV for long trips
(2)2/3 of annual
(2)2/3 of annual
mileage is covered
mileage is covered
by EV mode.
by EV mode.
Plug-in Hybrid Concept
ZEV & HEV in one car.
ZEV & HEV in one car.
Charge every day Charge every day
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2011 GT-SUITE European Conference
Specifications of hybrid components
E-motor max. power 60 kW
ICE max. power 100 kW
Battery capacity 10 kWh
Hybrid topology Parallel
Parallel HEV
E-motor
Transmission
ICE
Clutch
Battery
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2011 GT-SUITE European Conference
Outline
1. Motivation
2. Simulation technology
3. Recent Achievements with this Technology
- E-motor temp. control in high-load driving
- Engine warm-up for improving cold start F.E.
4. Future direction
5. Summary
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E-motor temperature increases markedly in high-load
driving cycles.
E-motor temp. in all-electric drive
NEDC x 2 cycles Artemis Road x 2 cycles
0 500 1000 1500 2000 2500 0 500 1000 1500 2000 2500
V
e
h
i
c
l
e

s
p
e
e
d
[
k
m
/
h
]
P
o
w
e
r
[
k
W
]
C
o
i
l

t
e
m
p
.
[
d
e
g
.

C
]
Exceeds criterion
e-motor will be damaged.
Exceeds criterion
e-motor will be damaged.
Lower than criterion
OK
Lower than criterion
OK
Max. allowable temp. Max. allowable temp.
Time [s] Time [s]
0
50
100
150
-40
-20
0
20
40
60
0
50
100
150
-40
-20
0
20
40
60
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0 500 1000 1500 2000
Hybrid drive under high coil temp.
Using the hybrid mode can reduce the maximum coil
temperature, but CO2 emissions increase.
C
o
i
l

t
e
m
p
.

[
d
e
g
.

C
]
C
O
2

e
m
i
s
s
i
o
n
s

[
k
g
]
+13%
All electric Hybrid
Electricity
Fuel
Artemis Road x 2 cycles
Max. allowable temp. Max. allowable temp.
Coil temp.
unacceptable
Coil temp.
OK
P
o
w
e
r
[
k
W
]
E-motor
-40
-20
0
20
40
60
1000 1500
ICE
Time [s]
Hybrid Hybrid Hybrid
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Outline
1. Motivation
2. Simulation technology
3. Recent Achievements with this Technology
- E-motor temp. control in high-load driving
- Engine warm-up for improving cold start F.E.
4. Future direction
5. Summary
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Calculation Conditions (1/2)
5 cycles of UDDS, Start driving at 95% SOC
1)For cases without engine warm-up operation,
Start in EV mode, switch to hybrid when SOC hits 25%.
2)For cases with engine warm-up operation,
Start in hybrid mode until coolant temp. hits 80 deg. C.
1st 2nd 3rd 4th 5th
25%
95%
Time
E
n
g
i
n
e

f
u
e
l
c
o
n
s
u
m
p
t
i
o
n
EV mode
Hybrid mode
Vehicle speed
SOC
Hybrid
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Calculation Conditions (2/2)
3)For cases with exhaust heat recovery,
20% of exhaust gas internal energy at the catalyst
outlet is applied to the engine coolant.
Case A1 A2 A3 B1 B2 B3
Ambient
temp.
-20 deg. C 0 deg. C
Engine
warm-up

Exhaust heat
recovery

ICE
coolant
T/M
oil
Catalyst
20% of internal energy
Effect of exhaust heat recovery on warm-up speed and F.E.?
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Warm-up speed
Exhaust heat recovery shortens the warm-up time. This
also quickens the start of cabin heating.
-40
-20
0
20
40
60
80
100
0 1372 2744 4116 5488 6860
ICE warm-up operation
Exhaust heat recovery
4.4 min shorter
(ambient temp.=-20deg. C)
Time [s]
E
n
g
i
n
e

c
o
o
l
a
n
t

t
e
m
p
.
[
d
e
g
.

C
]
V
e
h
i
c
l
e

s
p
e
e
d
[
k
m
/
h
]
0
30
60
90
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2011 GT-SUITE European Conference
Reduction of CO2 emissions
Exhaust heat recovery reduces CO2 emissions because
of the reduction of engine/transmission mechanical
losses.
w/o EHR
w/ EHR
Ambient temp.
-20 deg. C
Ambient temp.
0 deg. C
-1.5%
-0.1%
C
O
2

e
m
i
s
s
i
o
n
s

f
o
r
5

c
y
c
l
e
s

o
f

U
D
D
S

[
k
g
]
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2011 GT-SUITE European Conference
Outline
1. Motivation
2. Simulation technology
3. Recent Achievements with this Technology
4. Future direction
5. Summary
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2011 GT-SUITE European Conference
Sophisticated hybrid control Sophisticated hybrid control
Emissions and after Emissions and after- -treatment treatment
High High- -voltage system voltage system
cooling circuit cooling circuit
Air conditioning Air conditioning
- - Battery thermal management Battery thermal management
- - Battery deterioration Battery deterioration
Extension of physical models for comprehensive
optimization of vehicle systems
Future direction
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Future direction
Target Definition
Fleet Tests
In-vehicle Test Concept
System Design Powertrain Test
Component Design Component Test
Development/Implementation
SILS
Calibration/Validation
Planning/Design
HILS
V
i
r
t
u
a
l

P
h
a
s
e
P
h
y
s
i
c
a
l

P
h
a
s
e
- Real-time simulation in HILS
- As a tool to enhance collaboration between OEM and
suppliers in powertrain system design
OEM
Collaboration
with
Suppliers
Collaboration
with
Suppliers
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2011 GT-SUITE European Conference
Outline
1. Motivation
2. Simulation technology
3. Recent Achievements with this Technology
4. Future direction
5. Summary
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2011 GT-SUITE European Conference
Summary

Developed a simulation model for total energy

management, including thermal energy in HEVs.

Presented applications for e-motor temperature

control and powertrain warm-up strategy.

These achievements showed that GT-SUITE is a

powerful tool for HEV system design.

Extension of physical models and speeding-up of

simulations are both important.

Use of common simulation platforms will be

important for close teamwork between OEMs and
suppliers in the auto industry.