Professional Documents
Culture Documents
2012-01-1762
Published 09/10/2012
Copyright 2012 SAE International
doi:10.4271/2012-01-1762
saefuel.saejournals.org
INTRODUCTION
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VDP Deviations
VDP Implementation
The key to the OSU implementation of the design process
is that it explicitly combines the three swim lanes of
development into a unified diagram for electrical,
mechanical, and controls efforts. On the way down the Vdiagram, component design tasks form the critical path. Once
a design decision is made, software design tasks then occur in
the yellow area in the diagram. For instance, once the vehicle
architecture is defined, it is possible to start the design tasks
related to the vehicle control software. As subsystems and
eventually components are defined on the critical path, the
associated work on controls can begin.
On the implementation path, the right side of the diagram,
controls realization is the critical path. It is usually not
possible to fully validate a powertrain component or system
until controls are available, thus the controls must be realized
prior to full validation of the hardware. Because the control
design and development was already started (in the yellow
area), control hardware, software, and calibrations should be
ready by the time hardware is actually realized. This
approach accelerates the pace of vehicle development and is
heavily reliant upon the use of SIL and HIL techniques to
allow controls development without availability of hardware.
In terms of the specifics of the implementation, the OSU
team maintains several documents that allow the team to
track progress. The first document the team has developed is
a Test Plan and Procedures (TP&P) document which tracks
the propagation of design and control requirements as they
cascade through the various subsystems in the vehicle. The
TP&P document is structured from the high-level
requirements of the vehicle. By way of example, the vehicle
has a 0-60 mph time target and references the competition
The team did not have any major deviations in the VDP
process in Year 1. In a few cases, nearly completed
subsystem designs have required extensive rework due to
design objective conflicts between subsystems. In particular,
the design of subsystems within the rear powertrain proved to
be a challenge. The rear electric motor system, the energy
storage system, and the cargo capacity aspect of consumer
acceptability were all in competition for vehicle space. This
was compounded by the fact that there are waiver issues
involved due to structural modifications of the vehicle. In the
end, the competition objectives of these three subsystems
were managed by adhering to OSU's VDP process to make
the best trade-off possible. This is discussed in greater detail
in the Packaging and System Integration section of this
report.
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POWERTRAIN CONFIGURATION
The OSU architecture selection and process is broken into
four major phases: Problem Definition, Specification
Development, Concept Development, and Concept Selection.
Within each phase are more specific steps created to ensure
thorough background research and yield the best possible
architecture for the OSU team. The process is illustrated in
Appendix D.
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its battery pack. This led the team to select the largest battery
pack A123 was willing to donate to the team, which was an
18.9 kW-hr battery pack.
Concept Development
With the fuel, engine, and ESS system already defined,
the team was able to focus on developing concepts in a
manageable design space. As shown in Appendix D, this is a
multistep process. In the Internal Concept Search phase of
this process, the team started developing concept
architectures over the summer of 2011, using a collaborative
and private wiki website hosted by OSU to capture ideas
from the returning team members who were at various
locations on internships. The External Concept Search
involved conducting a thorough literature review of relevant
topics containing more than 60 references and a review of the
publications and performance of top EcoCAR and ChallengeX team designs. The team used these results in the Search
Result Synthesis section to understand what attributes and
systems would deliver the best possible design.
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Simulation Results
The acceleration and fuel economy results from the
Autonomie simulations of the hybrid vehicles and the
conventional Malibu are listed in Table 2. All four hybrid
vehicle architectures had significantly better fuel economy
than the conventional Malibu. These fuel economy numbers
ranged from 63.5 mpgge for the pre-transmission PHEV to
72.3 mpgge for the parallel-series PHEV vehicle. All the
hybrid vehicles also had all-electric ranges greater than 44
miles which gave then utility factors of 0.654 or greater. The
parallel-series PHEV had the longest all-electric range of 50
miles.
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Decision Matrix
The results of the vehicle simulations were used with the
results of the packaging studies to determine which of the
four possible hybrid vehicle architectures best meet the team's
goals and specifications found the previous section of this
report. The decision matrix used to evaluate each of the four
architectures is shown in Appendix E. The reference vehicles
used in the decision matrix are the conventional Chevrolet
Malibu vehicle and the twin-clutch E-REV vehicle built by
Ohio State in the EcoCAR 1 competition. The conventional
Chevrolet Malibu was used as the reference for the
performance and consumer acceptability metrics while the
twin-clutch E-REV was used as the reference for the risk,
education, and Ohio focus metrics.
The results of the decision matrix in Appendix E show
that the parallel-series PHEV vehicle is the best hybrid
vehicle architecture choice for the Ohio State team. The
simulation results showed the parallel-series PHEV had the
best composite fuel economy out of all four vehicles along
with the longest all-electric range. Additionally, the parallelseries PHEV had better packaging attributes to it than the
series hybrid and post-transmission PHEV due to the
separation of the two motors into two locations.
It was also felt that there was additional performance to
be obtained for the parallel-series PHEV as the Autonomie
model developed did not take full advantage of all of the
operating modes available to the parallel-series PHEV. By
way of example, the model did not optimally balance the use
of the electric motors nor did it take advantage of the series
mode that is available to the vehicle. These extra elements of
functionality could not be developed in the short time
available for architecture selection - nor did they materially
select the decision as it would only strengthen the parallelseries performance.
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CONTROLS DEVELOPMENT
PROCESS
Control Development Process
The controls development process is illustrated by the
yellow area of the V-Diagram given in Appendix A. The
development of controls software has occurred in tandem
with the powertrain design throughout the entire vehicle
design process. First, requirements were defined for highlevel supervisory controls followed by subsystem controls
and low-level controls. Next, hardware and software designs
were developed for each level of controls. HIL validation and
testing is being performed on all of the vehicle controls
before in-vehicle implementation during Year 2.
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CONTROL SYSTEM
ARCHITECTURE
Control Architecture Design Process
The requirements for the vehicle's control system
architecture, supervisory control algorithm and hardware for
the supervisory, engine and transmission controllers are listed
in Table 8. These high-level qualitative requirements are used
to guide the selection process and eventually lead to
engineering specifications.
These requirements were derived from the needs/wants
the team had for each of the different controllers and the
team's previous experience in the EcoCAR competition. The
I/O requirements for the engine, supervisory and
transmission/general control module hardware were derived
from detailed the I/O lists based on plant hardware. The
requirements for each controller are used in the control
architecture section to select the vehicle architecture and
controller hardware for the Ohio State vehicle.
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Distributed hardware
development.
architecture
facilitates
parallel
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Other Controllers
The vehicle design also relies on a variety of controllers
that manage individual vehicle subsystems, such as the
inverters and DC/DC converter. All low-level controllers
report to the supervisory controller, which manages the
overall operation of the vehicle. Benefits of this approach
include the ability to develop low-level controls on a persystem basis as well as facilitating a flexible hardware
configuration to accommodate modifications. The controllers
used in the vehicle that are not developed by the OSU team
are:
Supervisory Control
The first team-developed controller is the supervisory
control. The following sections highlight key information
regarding this controller.
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shows the torque traces for the engine (ICE), Front Electric
Machine (FEM) and Rear Electric Machine (REM). The third
subplot shows the currently selected gear in the 6-speed
transmission and the vehicle mode. Vehicle Mode 4
represents charge sustaining parallel mode. Vehicle Mode 3
represents charge sustaining series mode and vehicle Mode 2
represents charge depleting mode. The vehicle's charge
sustaining fuel economy, charge depleting range and utility
factor weighted fuel economy that were calculated using data
from the US06 City, US06 Highway, 505 and HWFET drive
cycles are shown in Table 10.
Table 10. Fuel Economy and Acceleration Results
Engine Control
The second team-developed controller is the engine
control. The following sections highlight key information
regarding this controller.
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Component Summary
Key powertrain components have been summarized in
tables throughout this report:
Front Powertrain Component Summary - Table 3
Rear Powertrain Component Summary - Table 4
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the REM and rear gearbox. The two steps are connected by a
channel that allows HV and LV wires to pass between the
two groups of modules. The concept shown in Figure 10 was
selected as the final packaging concepts and is described in
much greater detail later in the Energy Storage section of the
report. The design was selected based on the key benefits
listed next:
Simplified pack assembly
Enclosure design reduced from 8.7 ft3 to 7.1 ft3 resulting in
an additional 1.6 ft3 of cargo space
Simplified battery installment and serviceability
Provides additional clearance for rear EM and transmission
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Key Tradeoffs
The front powertrain design featured a number of
tradeoffs due to tight packaging and difficulty in finding
components which would meet the original specifications.
These tradeoffs are highlighted below:
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Key Constraints
Key constraints considered in this packaging study were:
1) location of the eGearDrive axle shafts with respect to the
stock vehicle in order to maintain clearance; 2) limitations in
the angle of the eGearDrive unit for proper lubrication; 3)
serviceability of the battery system; and 4) impact on cargo
capacity. The positioning requirements from (1) and (2)
above in particular caused interference with the rear cradle
cross members - these are requirements and thus could not be
avoided.
The largest issue in packaging the rear powertrain
components was the potential interference with structural
members of the stock vehicle. The packaging scheme was
based around the Borg Warner eGearDrive gearbox, which
allows power to be transferred from the rear Parker Hannifin
electric machine to the wheels. The gearbox was the largest
component in the rear of the vehicle, and is constrained to
having its output aligned with the rear axles. This only
allowed two degrees of freedom for the packaging: cross-car
translation and rotation about the rear axle. After an initial
packaging assessment, it was clear that interference with the
rear sub-frame was necessary.
Key Tradeoffs
The final rear powertrain configuration is an optimized
design balancing structural interference, cargo space, design
complexity, and ease of installation. Two initial designs
surfaced, the first of which housed the entire powertrain
under the vehicle to maximize cargo space at the cost of
significant structural interference. The second design housed
the output of the gearbox near the center of the rear cradle
with the top of both components rotated into the trunk. This
design minimized structural interference at the cost of cargo
space. The team determined that minimizing structural
interference was the highest priority, so the second design
was chosen. The team decided to directly link the motor and
gearbox, rejecting a proposed design utilizing a silent chain
drive. This decision was made to decrease the complexity of
the design and increase the ease of installation.
Another key tradeoff is the ESS design described earlier
in this section. There was a great deal of interconnection
between the electric motor system and the energy storage
system. The selected designs provided the best overall
solution to a difficult packaging scenario.
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Packaging Summary
Both the front and rear powertrain areas proved to be
packaging challenges. The team arrived at design
compromises that were able to accommodate the tight
package without having to relax the original VTS goals. This
was due to clever packaging design, but more importantly,
because of considering packaging in a meaningful way during
the architecture selection process. This resulted in a design
which could indeed be packaged. Although the vehicle design
adds weight, the majority of the weight increase is an
unavoidable attribute of the aggressive electric traction
system. This weight, of course, provides additional efficiency
to the system. Despite this, the team has proposed several
weight reduction strategies and other options to improve the
overall efficiency of the vehicle.
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CONTACT INFORMATION
For any questions regarding the work presented in this
paper, please contact Ohio State University EcoCAR Team
Co-Advisor Dr. Shawn Midlam-Mohler at midlam-mohler.
1@osu.edu or Ohio State University EcoCAR Team Leader
Katherine Bovee at bovee.1@osu.edu.
ACKNOWLEDGMENTS
The team would like to thank the many people and
entities that make EcoCAR 2 possible, including the headline
sponsors General Motors and the U.S. Department of Energy.
Without the support of the numerous sponsors this invaluable
learning experience would not be possible for the team.
Figure 13. ESS with Covers
SUMMARY/CONCLUSIONS
The OSU EcoCAR 2 vehicle has been designed according
to the rigorous design process described in this report. This
process started with identification of customer needs and
wants which in turn led to high-level vehicle specifications.
These specifications then trickled down through the
architecture selection process, subsystem design, component
design, and control development process. This cascade of
specifications and the resulting verification and validation
plan has been captured by the team for use as the design is
realized in hardware and software. The architecture that
emerged from this process features a number of unique
technical aspects, such as an in-house developed automated
manual transmission, sophisticated supervisory controls, and
team-developed engine controls. The overall design will meet
or exceed the team's VTS goals and result in an exceptional
learning experience for the team.
REFERENCES
1.
2.
3.
4.
5.
6.
Paganelli, G., Brahma, A., Rizzoni, G., Guezennec, Y., G.: Control
Development for a Hybrid-Electric Sport-Utility Vehicle: Strategy,
Implementation and Field Test Results, 2001 American Control
Conference, June 2001.
Paganelli, G., Ercole, G., Brahma, A., Guezennec, Y., and Rizzoni, G.,
General supervisory control policy for the energy optimization of
charge-sustaining hybrid electric vehicles, JSAE Review, vol. 22, no. 4,
pp. 511-518, 2001.
Musardo, C., Rizzoni, G., Guezennec, Y., and Staccia, B., A-ECMS:
An Adaptive Algorithm for Hybrid Electric Vehicle Energy
Management, European Journal of Control, vol. 11, no. 4-5, pp.
509-524, 2005.
Gu, B. and Rizzoni, G., An adaptive algorithm for hybrid electric
vehicle energy management based on driving pattern recognition,
Proceedings of the 2006 ASME International Mechanical Engineering
Congress and Exposition, 2006.
Stockar, S, Marano, V, Canova, M, Rizzoni, G., A Control Study for the
Energy Management of Plug-in Hybrid Electric Vehicles with
Applications to Real-World Driving Cycles, IEEE Transactions on
Vehicular Technology, 2011.
Onori, Serrao S. Rizzoni, G., Equivalent Consumption Minimization
Strategy as a realization of Pontryagin's minimum principle for hybrid
electric vehicle control, submitted to 2009 American Control
Conference, St. Louis, Missouri, USA June 10 - 12, 2009.
DEFINITIONS/ABBREVIATIONS
ADC - Analog to Digital Conversion
AVTC - Advanced Vehicle Technology
AWD - All-Wheel Drive
AWG - American Wire Gauge
CAD - Computer Aided Design
CAN - Controller Area Network
CFD - Computational Fluid Dynamics
CNG - Compressed Natural Gas
CO - Carbone Monoxide
CSM - Current Sense Module
CVA - Competitive Vehicle Assessment
DAC - Digital to Analog Conversion
DFMEA - Design Failure Mode and Effects Analysis
DIVC - Delayed Intake Valve Closure
E&EC - Emissions and Energy Consumption
ECU - Electronic Control Unit
EDM - Electrical Distribution Module
EGO - Switching Exhaust Gas Oxygen Sensor
EGR - Exhaust Gas Recirculation
EM - Electric Machine
EMI - Electromagnetic Interference
E-REV - Extended-Range Electric Vehicle
ESS - Energy Storage System
EVAP - Evaporative Emissions Control
FEM - Front Electric Machine
FTA - Fault Tree Analysis
GCM - General Control Module
GHG - Greenhouse Gases
GM - General Motors Greenhouse Gases, Regulated
GREET - Emissions and Energy Use in Transportation
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APPENDIX
APPENDIX A: ECOCAR 2 DESIGN PROCESS V-DIAGRAM
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(1)
where
is the fuel mass flow rate (instantaneous fuel consumption), Qlhv is the lower heating value of the fuel (energy content per
the virtual
unit of mass), Pfuel is the fuel power, Press the electrical power exchange with the energy storage system, and
instantaneous fuel consumption corresponding to the use of electrical energy. s is called equivalency factor and is used to convert
electrical power into fuel power; it plays an important role in the ECMS, as will be shown later. RESS (rechargeable energy storage
system) is used instead of battery for more generality, since there are other electrical energy storage devices available (mainly
electrochemical capacitors, or supercapacitors).
The concept of equivalent fuel consumption is tied with the necessity of attributing a meaningful value to the equivalency
parameter s. This parameter is representative of future efficiency of the engine and the RESS, and its value affects both the charge
sustainability and the effectiveness of the strategy: if it is too high, an excessive cost is attributed to the use of electrical energy and
therefore the full hybridization potential is not realized; if it is too low, the opposite happens and the RESS is depleted too soon (loss
of charge sustainability). It has also been shown [3] that very good results, comparable with the optimal solution of the global problem
calculated off-line, are obtained by using two values of s, one for charging (Sch) and the other for discharging (Sdis), each of them
constant during a driving cycle. These values are different for different driving cycles and can be adapted during vehicle operation
using adaptive ECMS algorithms [3,4]. The concept of adaptive ECMS was demonstrated in the FutureTruck 2004 competition [3]
and at ChallengeX 2006 [4]. In the case of a plug-in HEV, however, charge-depleting behavior is desirable and therefore the
equivalence factor can be selected in such a way that it allows to discharge the battery to the lower acceptable limit while minimizing
the desired control objective. In [5] it is shown that it is possible to modify the ECMS algorithm to account for charge depletion.
Finally, it should be noted that it has also been formally shown that the ECMS algorithm, which was developed based on physical
reasoning, is in fact equivalent to the well-known optimal control solution known as Pontryagin's Minimum Principle, and is therefore
a theoretically optimal solution if properly implemented [6].
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