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1. Current I SOC Initial SOC Figure 14 Conceptual Diagram of Battery Capacitor Model 2 Drive Unit The Drive Unit is responsible for the consideration of the driving resistance the transmission including friction losses and the clutch Therefore the output will be the vehicle speed and the engine and gearbox speeds The vehicle power train system model consists of the running resistance model the transmission vehicle model and the clutch for electric motor model This not only calculates the running resistance but also gives and receives the torque between the engine model and the electric motor model generating the vehicle speed March 2012 B 12012 THE JAPANESE HILS METHOD Page 24 e Running resistance model This model calculates the running resistance from the vehicles speed using the following formula R u m g m g sind u AV2g R Running resistance N Hr Rolling resistance coef kg kg m Vehicle mass at time of test kg V Vehicle speed km h g Acceleration of gravity m sZ 0 Longitudinal gradient rad wA Airresistance coefficient x frontal projected area kg km h 2 Here the acceleration of gravity is assumed to be 9 80665 m s2 e Transmission vehicle model This model calculates the torque transmitted to the vehicle from the engine torque electric motor torque reduction ratio at each speed final reduction ratio gear efficiency and inertia moment of each component From this torqu
2. Motor mode setting 0 OFF i Fixed 1 Power running 2 x value 2 Regeneration 3 Revolution control 0 signed Fixed 1 unsigned value 0 Regeneration switch signal effective 2 ei Fixed 1 Automatic svvitching 1 value to motor torque command value Demanded motor revolution Motor revolution Control Not MotorRev ref rpm rpm speed command value set Motor torque demanded Motor torque Control MotorTqRef Nm value commanded value value Parallel Output March 2012 m et Idle speed adjustment set x Motor_cont_mode Motor mode Motor torque command value Command_change code selecting switch Reduction_switch Regeneration switch P B 12012 TASKS FOR THE NEXT VALIDATION PHASE Page 60 Symbol name Designation Power train model Speed Out Calculated vehicle speed Counter shaft revolution Nc_rpm_Out speed Output shaft revolution No_rpm speed Vehicle acceleration Input shaft revolution speed Turbine shaft revolution Ni_rpm speed Engine model Ne_rpm_Out Engine revolution speed Fuel Fuel injection amount L DemandTaDrive 1 Driver demand torque rate rpm rpm rpm 0 1 t Q DRV DEM amount EaFrictionTq 1 rriction torquerate Eng Tqeff 1 Engine torque rate a Electric motor model Motor_tq_Out Motor torque Current_Out Current value A Motor_tq_Nm Motor torque Nm Motor maximum drive Nm MotorDrive TqMax t
3. method This suggestion is an expansion of the Japanese HILS method The Extended HILS method uses the advantages of the Hardware in the Loop System by recognising another real hardware component in addition to the ECU This suggestion will be described in more detail in the upcoming chapter 2 2 5 March 2012 B 12012 THE JAPANESE HILS METHOD Page 36 2 2 4 HILS MODEL VERIFICATION 2 2 4 1 JAPANESE METHOD As shown in Figure 5 simulation model has to be verified to provide the reproducibility for the behaviour of the actual vehicle chassis dynamometer or system system test bench Therefore following two verifications methods were used 1 Verification of correlation within a short period vehicle operation Within this first verification test the first 120 seconds of Japanese 5 test cycle are taken for a small trip Within this short period start acceleration gearshift deceleration stop operations are recognised Real HEV Test on Chassis HEV Systems Test on Bench Confirm Consistency JE05 0 120sec Comparison of x F 1 vehicle speed or engine rpm 1 2 torque and power of the electric motor 1 L d a 8 torque and power of the engine 4 power of RESS Vehicle Spaed Imh Figure 21 1st Step of HILS Verification Test This verification clarifies whether the model reproduces the behaviour of each hybrid segment by using the actual accelerating braking pedal
4. Real HEV Test on Chassis Dyno HEV Systems Test on Bench Confirm Consistency JE05 Var Spel inh 1 total engine work 2 fuel consumption Driver model out acceleration amp braking signal Figure 23 2nd Step of HILS Verification Test If these aforementioned verifications steps are passed and results are within tolerances Table 3 the simulation model is used for an entire HILS run Step 6 in Figure 5 Table 3 Table of tolerances for 2 Step of HILS Verification Test 2 Vehicle speed or Engine Engine rev Torque Positive work Fuel Economy Verification item Determination Determination Veng uiis coefficient coefficient Weng vehicle Spring mass model Rigid model Example Engine Torque Actua FEuis FEvenicle Spring mass model Rigid model na Engine torque Nm LIMA Time sec Figure 24 Comparison for 2nd Step of HILS Verification Test 5 March 2012 B 12012 THE JAPANESE HILS METHOD Page 39 2 2 4 1 ASSESSMENT AND OUTLOOK FOR GLOBAL REGULATION The Japanese verification test as described in regulations 2 is separated in two steps The first step is used to confirm the accuracy behaviour of each hybrid segment Therefore vehicle speed or engine rpm torque and power of the electric motor torque and power of the engine and power of RESS are compared to those of real measured
5. B 12012 March 2012 Page 58 TASKS FOR THE NEXT VALIDATION PHASE one JeoD yip co co o N 0 c99vc 0 S8S91 9821 9 0978 G GELG 03286 0146 6 0 ervc 01312 D x Byggtz peo wnwixew 5580 adyan AAdwa ssew 1591 suosiad jo jequinu ssew ayan Adue MAS 510 Bygg x suosiad jo 1equinu peo RA wunw xew ssew olu9A MAS yon N N Ole uoissiusueJ snipes SIWIBU P oun 191 jle ano ssew ao yan 159 ssew YA nyxew Adwa 1025 97191 m 1025787191 1915 718 m 19159718 195 8719 m 185 97167 19359196 H BMAD ON 6 MOD MAD abue bu A10Bajeo ssew M A ssew JOIU A snq Joyan yyon se isneux 101 IA Aq uonesiaads sjo yaa puepuels 9L SL vL el el HL ON 12012 2012 TASKS FOR THE NEXT VALIDATION PHASE Page 59 Definition of Signals Parallel Input Model Symbol name Designation Unit Application Sample Electric storage device 0 Battery model Fixed HEV model Top RESS change A A selecting svvitch 1 Capacitor model value HEV model Top 22 0 No Fixed Cluch_position Motor clutch Power train model 1 Yes value 0 No Fixed Power train model F_coup_ON Fluid coupling 1 Yes val
6. Hardware ECU vehicle model engine model powertrain model ress model Interface signal processing Figure 8 Schematic Model Topology The whole system is based on a so called Hardware in the Loop simulation In order to close the open loop of System components which are represented by a software model real hardware is used Within The Japanese HILS concept only the ECU is represented by real hardware All other components are recognised by software model The present simulation model consists of two main parts e Interface Model e Powertrain Model March 2012 B 12012 THE JAPANESE HILS METHOD Page 19 Interface Model The Interface Model is mainly responsible for the data shifting between real hardware and simulated hardware software components A part of its tasks is to provide time dependant values as inputs or outputs These values are allocated by external Hardware in case of certification a real hardware ECU In order to do some pre checks for simulation possibility of using software modelled ECU is also given Therefore the so called HILS SILS switch is used and responsible for defining whether real hardware or software should close the loop for simulation In order to make an assessment of the Japanese HILS certification method a simplified software ECU is used The interface model also serves the purpose of converting physical quantities of ECU electric signals in order to feed the open source model
7. representing each component In order to a global regulation future components have to be added A promising concept will be a component library This makes it possible to choose the right component out of a list and only characteristic data have to be inserted as maps Certification with hot and cold start The Japanese HILS certification is only done in warm condition Due to the European certification cold start also has to be recognised Durability The Japanese HILS model only recognises healthy components This means that there is no durability of the components recognised within the simulation model The implementation of aging models has therefore to be discussed Thermal modelling The hybrid electric powertrain is the combination of two propulsion systems in order to achieve either better fuel economy than a conventional vehicle or better performance In the present case a conventional internal combustion engine ICE propulsion system cooperates with an electric propulsion system In order to use right operation strategy pure electric driving load point shifting the hybrid ECU needs specific data from certain components According to manufacturers opinion temperature signals have to be provided and recognised within the simulation model in order to feed the ECU with data The Japanese HILS model does not cover temperature signals and has therefore be enhanced ECU needed temperature signals are shown in Ta
8. system verification has to be done otherwise go to step 6 Verification is done either using a system test bench or on a chassis dynamometer If the model represents the real vehicle go to step 6 otherwise investigation on causes has to be done If verification process is passed model parameters are used for running a full HIL simulation Step 6 includes an entire HIL simulation run Check if vehicle follows the reference speed predefined driving cycle If yes go to step 8 otherwise adjust vehicle driver and redo HIL simulation Check if energy level is within tolerances If yes go to step 9 otherwise adjust initial value of SOC and redo HILS simulation Fuel consumption is calculated from fuel consumption map In order to do exhaust emission test the engine load and speed profile obtained from the simulation are used on engine dynamometer March 2012 B 12012 THE JAPANESE HILS METHOD Page 14 In other words the main idea of this method is to validate the system performance of the model against real data Therefore the same acceleration and braking command signals are for real vehicle and simulation model test If the performance is close enough to a previously validated system the powertrain system is assumed to be valid and type approval of the vehicle can be performed If the powertrain performance differs from a previously validated system the complete system needs to be validated against chassis dynamometer
9. a forward simulation controlling the torque by activation of the gas pedal to meet the given rpm course The driver models will be applied in a way that the user can switch between the models for comparison and validation purposes Task 1 2 will be processed mainly by IFA with input on driver functionalities by TUG and Chalmers Task 1 3 Extend the Simulator with a library for non electric components as defined in part one of the project In phase one of the project a number of non electric components for energy storages and energy converters for non electric hybrid powertrains were developed The models are simple representative mathematical models March 2012 B 12012 TASKS FOR THE NEXT VALIDATION PHASE Page 49 The models will be adapted and implemented in the HILS simulator software The result is a set of simulation models of non electric powertrain components which are suitable to use in a HILS setup Task 1 2 will be processed mainly by Chalmers Task 1 4 Meetings with OEM s and stakeholders to discuss relevant components to be included in a first version of the GTR HILS model as basis for tasks 1 5 and 1 6 Phase one of the project most likely will not provide a final list on signals demanded by the HDH ECU systems to run properly in a HILS In this task the existing interface list from the Japanese HILS method will be further discussed with industry and extended accordingly to consider actual demands and to allow als
10. from the engine torque command value throttle valve opening angle or injection amount command value and the torque map in relation to the revolution speed The torque generated by the engine the starter torque and the torque loaded on the engine from outside are combined The revolution speed is determined from the combined torque and the inertia moment of the engine s rotating sections If the actual ECU requires a revolution control or revolution limit the PID control function inside the engine model controls the engine revolution speed In addition the idle revolution speed can be adjusted by the input for adjustment Figure 12 Engine Rotational Loading Integration Frequency Torque Torque Engine Command Torque from Hybrid ECU Figure 12 Conceptual Diagram of Engine Model 2 March 2012 B 12012 THE JAPANESE HILS METHOD Page 22 Motor Generator Unit The Motor Generator Unit is responsible for the consideration of Motor Generator torque limits ASR functionality Motor Generator losses Motor Generator dynamic behaviour and the Motor Generator electric energy conversion The resulting value is the electric current The electric motor model has the voltage as its parameter It has the torque map and the electric power consumption map in relation to the electric motor torque command value and the revolution speed While driving or controlling the vehicle based on the electric motor command value inputted from t
11. performance and ensure accuracy and a level playing field In part one of the project the existing Japanese HILS method is analysed and necessary adaptations and extensions of the Japanese HILS method to provide test conditions for Heavy Duty Hybrid HDH power packs comparable to the existing EURO VI regulation for conventional ICE s are identified The actual quote covers Part two of the project which includes the work necessary to produce a HILS simulation tool which meets the demands identified in part one of the project In a final step this adapted HILS certification model shall be applied in a demonstration validation phase in cooperation with industrial partners the work necessary in a pilot phase is not included here The work is offered by Vienna University of Technology Institute for Powertrains amp Automotive Technology in following IFA Prof Dr Bernhard Geringer Prof Peter Hofmann Michael Planer MSc The work will be supported by the Institute for Internal Combustion Engines and Thermodynamics at TU Graz in following TUG and the Department of Signals and Systems at Chalmers University of Technology in following CHAL March 2012 B 12012 TASKS FOR THE NEXT VALIDATION PHASE Page 46 The Institutes shall cover all relevant fields of expertise necessary to fulfil the offered tasks and shall provide sufficient manpower to handle the work in the short period 4 2 OVERVIEW ON THE QUOTED WORK According to t
12. signals as input into HILS The correlation between the HILS calculation results and the actual vehicle or system operation are examined for the following items 1 Vehicle speed or engine rpm 2 Torque and power of the electric motor 3 Torque and power of the engine 4 Power of RESS March 2012 B 12012 THE JAPANESE HILS METHOD Page 37 Good correlation is demonstrated by confirmation of tolerances The table below shows an example of maximum allowed tolerances within the short term verification test Table 2 Table of tolerances for 1 Step of HILS Verification Test 2 speed or Example Engine Torque HILS value measured value Figure 22 Comparison for 1st Step of HILS Verification Test Correlation coefficients for each variable e g MG Torque or RESS power are calculated and have to be larger than the specific tolerance value If these conditions are fulfilled next verification step will be done Otherwise the simulation model has to be improved March 2012 B 12012 THE JAPANESE HILS METHOD Page 38 2 Verification of correlation for the load and fuel efficiency of whole test cycle In order to check whether the HILS calculation reproduces the actual vehicle or system throughout the long period operation cycle total engine work and fuel consumption including several patterns of acceleration deceleration are verified Test bed Measured acceleration amp braking signal
13. simulation model are validated by available measurement data If the performance is close enough to a previously validated system the powertrain system is assumed to be valid and type approval of the vehicle can be performed If the powertrain performance differs from a previously validated system the complete system needs to be validated against chassis dynamometer tests or power pack tests Generally the Japanese HILS certification is very promising method for certification of heavy duty hybrids In order to set up a global regulation by using the Japanese method as a basis modifications enhancements have to be done March 2012 B 12012 SUMMARY AND SUGGESTIONS Page 44 According to IFA TU Vienna and OEMs more powertrain topologies have to be implemented Therefore the model including verification has to be improved Any powertrain simulation model should be allowed A simplification of the modelling process would be the availability of an official component library in which the well suited Japanese sub models are the basis According to manufacturers new hybrid concepts including non electrical concepts are planned These concepts have to be implemented within the simulation model In addition temperature signals have to be provided within the simulation model This includes an increase of effort in component test procedures In cases of too high effort an Extended HILS Method which is an expansion of the Japanese HILS method can
14. software structure The model input data will be provided as generic values which can be used as default settings in the HILS model In the case a manufacturer needs vehicle specific temperature data the generic data can later be exchanged against measured vehicle specific data Following components will be included 1 6 1 Exhaust gas aftertreatment systems based on a generic engine map on exhaust gas mass flow and temperature the heat transfer from and to the exhaust gas components will be simulated according to heat transfer and radiation functions Three exhaust gas components will be simulated DOC DPF SCR The temperature signals from the sensors will be simulated considering the thermal inertness of thermo elements 1 6 2 Engine coolant The exhaust gas enthalpy and the effective engine work will be subtracted from the energy content of the actual fuel consumed These remaining losses will be applied in an energy balance to heat up engine coolant and lube oil 1 6 3 Electric components The temperatures will be calculated by the energy losses defined from the voltage and current and from the efficiency maps included in the HILS simulation with generic data for heat capacity and for heat transfer coefficients and for surface areas Task 1 6 will be processed mainly by TUG with input from IFA and Chalmers Task 1 7 Simulation runs and validation of basic functions The software package with the simple ECU functions as software S
15. vehicle data To avoid a cumulative error comparison is done for a short period of the Japanese speed cycle If results are within tolerances the second test long term verification test is done by comparison of simulated data with real measure data due to Table 3 If all results are within tolerances the simulation model is suitable for HILS certification run This Japanese simulation model verification process is a promising method for comparison but has to be modified slightly in a first step Therefore the driving cycle has to be changed to a specific and later to a worldwide cycle Japanese tolerances can be used but have to be discussed in detail to be appropriate for global regulation by GTR March 2012 B 12012 THE JAPANESE HILS METHOD Page 40 2 2 5 ALTERNATIVES TO JAPANESE HILS METHOD 2 2 5 1 PROPOSAL OF AN EXTENDED HILS METHOD The Japanese HILS method is based on a combination of hardware ECU and software modelled heavy duty hybrid powertrain In order to provide characteristic data for software modelled components specific component test procedures are used see 2 2 3 According to OEM s additional signals have to be recognised within the model This would result in an increased effort in component testing procedure A promising enhancement of the Japanese HILS model is the proposal of an Extended HILS Method which uses the advantages of the Hardware in the Loop System by implementing another real
16. FOR THE NEXT VALIDATION PHASE Page 48 include the monitoring of the battery SOC and a resulting on off function of the ICE for generation of electricity with at least three load points for the ICE e g heat up best be and maximum power The functions will be connected to the other model components such as the battery model and the thermal models The existing Japanese HILS components will then be connected to simulate a serial hybrid power pack system The resulting software of task 1 1 shall be in the position to run any vehicle velocity cycle as input Task 1 1 will be processed mainly by IFA with input on ECU functionalities by TUG and Chalmers Task 1 2 Elaborate a driver model which allows running the Simulator with test cycles consisting on power and rpm at the wheel hub and at the power pack shaft In phase one of the project the replacement of a vehicle speed cycle as input by a WHTC based torque rpm cycle at the wheel hubs or alternatively at the shaft of the HDH power pack is recommended to provide similar load conditions for hybrid propulsion systems and for conventional ICE s To handle torque and rpm control instead of vehicle speed control an alternative driver model has to be elaborated The model needs to be developed according to the final decisions from phase one of the project Two options will be tested one is a simple backwards calculation to provide the gas pedal position signal for the ECU the second is
17. ILS will be tested with different input data Input data will be generic values and existing measurements at TUG IFA and Chalmers Where possible manufacturers can also provide existing measurement data as model input for a first validation by simulating existing HDH systems Task 1 7 will be processed mainly by IFA with input from TUG and Chalmers March 2012 B 12012 TASKS FOR THE NEXT VALIDATION PHASE Page 51 Task 2 Adaptation of the HILS simulator for parallel hybrid The resulting simulation tool from task 1 will be extended to be also capable of handling parallel hybrids Task 2 1 Set up a data bus system in the model to allow various combinations of engines gear boxes and storage systems To set up a simulation tool which allows a well defined selection and combination of the components included in the library tasks 1 5 and 1 6 in the HILS simulator the structure of data flow shall be adapted The structure shall follow a bus system or similar with defined interactions of each module of the library The design shall simplify adaptations of the HILS simulator to different hybrid systems in the future type approval applications Task 2 1 will be processed mainly by Chalmers with input from IFA and TUG Task 2 2 Adapt the Software to simulate a parallel HDH The software package with ECU functions as software SILS shall be tested also for parallel hybrid systems For this work software for ECU functions of a parallel hy
18. LS set up will be described in a report as basis for the text of the GTR and a user manual for the HILS software will be written Work lead by IFA with input from TUG Chalmers Additional travel cost will be charged separately Travel costs not spent at the end of the project can be used for other work or will not be charged Table 4 Time schedule 04 2012 05 2012 06 2012 07 2012 08 2012 09 2012 10 2012 11 2012 12 2012 01 2013 02 2013 03 2013 04 2013 05 2013 06 2013 07 2013 08 2013 09 2013 1 SILS for serial hybrid 1 1 Setup a serial HDHas SILS 1 2 Adapt driver model 1 3 Llibrary for non electric com 1 4 Meetings with OEM s and stakeholders 1 5 Library for new power pack components 1 6 Thermal models 1 7 Simulation runs and validation 2 adaptation o SILS for parallel hybrid a a 2 1 Set up a data bus system in the model 2 2 Adapt the Software to parallel HDH 2 3 Simualtion runs and validation 2 4 Provide the interface system for real ECU s 2 5 Adaptations and improvements of methods 3 Report and user manual for software March 2012 B 12012 TASKS FOR THE NEXT VALIDATION PHASE Page 53 TABLE OF FIGURES Figure 1 HILS Certification 5 r 3 Figure 2 WTVC to WHTC transformation pro
19. NAKA Takeshi YAMASAKI HIL Simulator CRAMAS for ITS Application Fujitsu Ten Technical Journal No 36 2011 PowerPoint presentation at JARI July 2011 Michael Planer Felix Zahradnik Engine in the Loop Integration von Verbrennungsmotor und HiL Simulation ETAS Real Times Magazin No 02 2012 Schneeweiss B Teiner Ph Hardware in the Loop Simulation am Motorenpr fstand f r realit tsnahe Emissions und Verbrauchsanalysen im Fahrzyklus ATZ MTZ Engineering Partners April 2010 March 2012 B 12012 TASKS FOR THE NEXT VALIDATION PHASE Page 56 APPENDIX Vehicle Specification List standard vehicle specification genaral bus by MLIT for fuel consumption city bus category number o persons vehicle mass range category mass NO GVW kg kg 114240 13815 0 15985 5 tire dynamic radius real vehicle data of the most close to average v1000 bus GVW empty vehicle mass number of persons x55kg test vehicle mass empty vehicle mass number of persons x55 2kg transmission gear ratio real vehicle data standard vehicle specification city bus by MLIT for heavy duty motor vehicle fuel economy city bus category number of persons vehicle mass range category mass tire dynamic radius overall hight overall width transmission gear ratio rate of inter city mode diff gear ratio real
20. NESE METHOD stent a 30 2 2 3 1 ASSESSMENT AND OUTLOOK FOR GLOBAL REGULATION 35 2 2 4 HILS MODEL 2222 2222 36 2 2 4 1 JAPANESE METHOD ee 36 2 2 4 1 ASSESSMENT AND OUTLOOK FOR GLOBAL REGULATION 39 2 2 5 ALTERNATIVES TO JAPANESE HILS 22 40 2 2 5 1 PROPOSAL OF AN EXTENDED HILS METHOD 40 SUMMARY AND 5 22 43 TASKS FOR THE NEXT VALIDATION 2 2 45 4 14 PREAMBLE TO WORK een RM A 45 4 2 OVERVIEW ON THE QUOTED WORK 46 4 33 DESCRIPTION OF THE TASKS nun 47 TRENES NET 53 REFERENCE sU DA 55 APPENDIX 56 March 2012 B 12012 INTRODUCTION Page 2 1 INTRODUCTION Due to current regulations engine emission certification is done independent of vehicle use and application in given engine test cycles speed load tables In order of a global usage the new WHDC test cycles have been created covering typical driving conditions in the EU USA Japan and Australia The WHVC World Harmonised Vehicle Cycle has been transformed by means of vehicle models and powertrain simulation into the WHTC World Harmonised Transient Cycle and WHSC World Harmonised Stationary Cycle The WHTC test is a transient engine dynamometer schedule defined by the proposed global technical regulation GTR developed by the UN ECE GRPE group The GTR is covering a world wide harmonized heavy duty certification WHDC procedure for
21. Simulator for parallel hybrid Task 2 1 Setup a data bus system in the model to allow various combinations of engines gear boxes and storage systems Task 2 2 Adapt the Software to simulate a parallel HDH Task 2 3 Simulation runs and validation of basic functions including the functions from task 1 Task 2 4 Provide the interface system for real ECU s Task 2 5 Adaptations and improvements on the methods for component testing test cycle definition and simulation method according to demands of industry and Commission Task 3 Reporting on test procedure and writing a user manual for software 4 3 DESCRIPTION OF THE TASKS In the following the content of each task as well as the responsible institutes are described Task 1 Adaptation of the Japanese HILS Simulator for serial hybrid Target of task one is to develop a software meeting all demands identified in phase one of the project for serial hybrid HDV as SILS system Task 1 1 Set up a serial HDH in the simulator with the ECU as software in the loop as basis for further programming and software development The existing version of the Japanese HILS model will be extended with a simple module which simulates the ECU of a serial Hybrid This module allows to run the software in all future software development phases without a hardware ECU and to test the functionality of the software by systematic settings of the software ECU The functions March 2012 B 12012 TASKS
22. Speed S HEV Vehicle E PTO Use Type with FC LC MG Engine Direct Connecting Type Vehicle C Vehicle D Figure 10 Hybrid Vehicles in Japanese Market 5 The investigated open source model represents a heavy duty vehicle with parallel hybrid topology The Japanese standard powertrain model combines four main components e Combustion Engine Unit Motor Generator Unit e Energy Storage Unit e Drive Unit Figure 11 shows the arrangement and integration of the aforementioned Units within the Simulink model March 2012 B 12012 THE JAPANESE HILS METHOD Page 21 wu parallel vehicle model verl Standard parallel HEV modeli EF Ele Edt yew Smdston Format 1006 DI S trels S so Noma MauBe p uame v 25 m Drive Unit e 20 Ej ORO ann Combustion Engine Unit w o ECU jj ig T of okt EEEH Fr rrrrryrr YA LI k x 4 bleke DR 3333333 Pa L si b 191 5 M Go mee Motor Generator gt II R1 Unit Energy Storage Unit Figure 11 Simulink Submodel Arrangement Combustion Engine Unit The Combustion Engine Unit considers the engine torque limits ASR functionality engine torque losses and the engine dynamic behaviour The engine model calculates the generated torque of the engine
23. TIFICATION OF HEAVY DUTY VEHICLES Emission certification from conventional heavy duty vehicles is normally done by operating the engine on a test bench In this case the engine is operated under predefined load and speed conditions In order to recognise real vehicle operation for certification a new certification procedure was developed by using a vehicle test cycle instead of an engine test cycle This vehicle test cycle is resistant against an exchange of the powertrain technology like the introduction of hybrid technology while an engine test cycle therefore has to be changed This new test cycle called Worldwide Transient Vehicle Cycle WTVC covers several different powertrains from 3 5 up to 40 tonnes and is derived from real vehicle use in Europe Japan and the US In order to use the WTVC cycle for certification a transformation into an engine test cycle called Worldwide Harmonised Transient Cycle WHTC is necessary The WHTC cycle is defined in terms of normalized engine speed and load and is created by using a generic powertrain model This normalized engine speed and load points are then scaled according to the characteristics of the engine that has to be certified Figure 2 Transient Vehicle haracteristic engine Gearbox model Cycle speed values gear ratios final v t Pnorm t engine full load transmission ratio power 565 Transformation algoritm computer program Transient Engine Test Cycle M t
24. Working Paper No HDH 09 15 9th HDH Meeting 21 to 23 March 2012 TECHNISCHE Institute for Powertrains and UNIVERSIT T WIEN I FAD Automotive Technology Vienna University of Technology s Institute for Powertrains Getreidemarkt 9 amp Automotive Technology A 1060 Wien http www ifa tuwien ac at Univ Prof Dipl Ing Dr Bernhard GERINGER Director tel 43 1 58801 31500 fax 43 1 58801 31599 bernhard geringer tuwien ac at GRPE INFORMAL GROUP ON HEAVY DUTY HYBRIDS REPORT OF INVESTIGATIONS Prof Dr B Geringer Dr Peter Hofmann M Sc Michael Planer This report consists of 62 pages March 2012 B 12012 INTRODUCTION Page 1 Directory 1 NTEL 116 0 ra une 2 te BACKGROUND 3 12 PREAMBLE TO THE WORK see 3 1 3 GLOBAL TASK OVERVIEW ae ddmd ieee tenet Rees 4 1 4 DETAILED TASK OVERVIEW OF IFA TU VIENNA cts 6 2 The JAPANESE HILS METHOD unsere 9 2 1 CERTIFICATION OF HEAVY DUTY VEHICLES ees 9 2 2 JAPANESE HILS CERTIFICATION 2 2222 10 2271 HILS HARDE uu SU EE REN ERU ES S eR 15 2 2 1 1 JAPANESE METHOD nassen 15 2 2 1 2 ASSESSMENT AND OUTLOOK FOR GLOBAL REGULATION 16 222 HILS OPEN SOURCE SIMULATION MODEL a 18 22 24 JAPANESE METHOD n A 18 2 2 2 1 ASSESSMENT AND OUTLOOK FOR GLOBAL REGULATION 25 2 2 3 HILS COMPONENT TESTING ettet 30 2 2 3 1 JAPA
25. able of the HILS component testing e A detailed review of the Japanese test procedure for obtaining HIL input parameter e An analysis of possible improvements and relevant gaps of the component testing e Improvements for future technological development Task 3 Extension of HILS to non electrical hybrids which are currently not considered covered by Kokujikan No 281 e Overview of possible other types of hybrids of interests and issues for HILS testing will be investigated March 2012 B 12012 INTRODUCTION Page 5 e Evaluation by using software models and simulation of the possibilities for using HILS for assessment of quality factors of these hybrids Task 4 Inclusion of PTO Power Take Off operation which normally takes place outside the test cycle e Elaboration of options to simulate PTO power demand in conventional HDV and in HDH according to different vehicle categories and mission profiles e Elaborate options to transfer the PTO related differences in engine work between conventional HDV and HDH into a benefit system within a HDH test procedure Task 5 Development of WHVC weighting scaling factors to represent real world vehicle operation e Analysis of typical profiles for vehicle speed and propulsion power demand as well as of the corresponding engine load courses for representative driving cycles for conventional HDV according to different vehicle categories and mission profiles data wil
26. ance Output 5 lotor revolution speed Output otor drive torque 3 Output i Output 9 Motor maximum drive torque Output 10 Motor maximum regenerative torque Output 11 lotor torque command value RESS Input 1 ESS selector switch model Input 2 ccessory 1SW Input 3 ccessory 2 SW Output 1 tate of charge SOC Output 2 RESS Voltage RESS voltage Output 3 RESS Power RESS power Output 4 RESS Current RESS current Engine Input 1 Torque command value Nm Also 96 mm st etc generator Input 2 ACCkaido Throttle valve opening angle model Input 3 Torque command switching Input 4 ignition Input 5 S Fuel_cut EXHB_In Exhaust brake Rev_demand Demanded revolution speed Input 9 Revolution control demand Input 10 Rev_limit_demand Revolution limit demand Input 11 rque limit demand Input 12 orque limit rate Input 13 orque limit SW Input 14 dle speed adjustment input Input 15 nerator output command Input 16 Input 17 Input 18 do Output 7 lotor electric power consumption gt r z z Plz jz z 8 Fi m olo ojojo 2 OFF N OFF ON OFF ON OFF o ojoje ON OFF ON OFF N OFF afa N OFF tarter torque ngine start active switch nerator revolution speed command m 9 E Input 19 Eng_start_flag ngine start flag Input 20 Eng_stop_flag ngine stop flag Output 1 ngine revolution speed Output 2 Fuel Consumption uel consumption rate Output 3 EgD
27. be used In summary the Japanese model is evaluated to be a good basis but need to be refined for a global regulation Therefore further investigation named by working tasks in the upcoming chapter is needed and will be done in following Verification Test Program 1 May 2012 according to GRPE HDH road map March 2012 B 12012 TASKS FOR THE NEXT VALIDATION PHASE Page 45 4 TASKS FOR THE NEXT VALIDATION PHASE Following topics are seen as a draft of the upcoming working packages for the next validation phase 1 4 1 PREAMBLE TO WORK The main goal of the project is to develop an emissions and CO test procedure for Heavy Duty Hybrids HDH which should serve as Global Technical Regulation The test procedure should be based on the HILS Hardware In the Loop Simulation method to produce a test cycle for the internal combustion engine ICE The test procedure and evaluation method for the ICE can then follow the specifications of GTR Global Technical Regulation n 4 under the 1998 Global Agreement According to the informal document No GRPE 60 11 the final procedure shall result in outputs that are quantifiable verifiable and reproducible and that provide a method for assessing real world compliance broadly and on a case by case basis shall be capable of incorporating updated information and new data to produce the most accurate outputs and shall be appropriately transparent as to allow governmental entities to easily assess its
28. ble 1 in 2 2 1 2 Auxiliaries The hybrid powertrain provides the possibility of using some auxiliaries more efficiently by electrification of some components or even electrified control Due to actual certification methods no auxiliaries are recognised for emission certification but for a global regulation discussion on this topic has to be made March 2012 B 12012 THE JAPANESE HILS METHOD Page 27 Centralised ECU The Japanese HILS model uses a centralised hybrid engine control unit According to European manufacturers several different control units are used The control units are divided the functionality into several units while Japanese control units are dedicated to one task In order to a global regulation HILS certification model has to be able to handle more than one control unit To adapt the Japanese method for European needs the ability of using a decentralised more than one ECU control unit has to be included Interface Model Within the Japanese HILS method manufacturers build up their own Interface Models Figure 15 Therefore each manufacturer has its own ECU Input Output signal specifications CAN Bus configuration codes and is able to use its own control unit environment because all these signals are usually non disclosed In a worldwide regulation it is expected that the Interface Models will be developed by the manufacturers due to confidentiality In accordance to manufacturers opinion several signal
29. brid has to be developed adapted Task 2 2 will be processed mainly by Chalmers with input from IFA and TUG Task 2 3 Simulation runs and validation of basic functions including the functions from task 1 As in task 1 7 the input data can be generic values and existing measurements at TUG IFA and Chalmers Where possible manufacturers can also provide existing measurement data as model input for a first validation of simulation of existing HDH systems Task 2 3 will be processed mainly by Chalmers and IFA with input from TUG March 2012 B 12012 TASKS FOR THE NEXT VALIDATION PHASE Page 52 Task 2 4 Provide the interface system for real ECU s This task covers the preparation work on the interface system to provide signal ports including information on specific units in order to use real hardware ECU Task 2 4 will be processed mainly by IFA with input from TUG Task 2 5 Adaptations and improvements on the methods for component testing test cycle definition and simulation method according to demands of industry and Commission For eventual adaptation and improvement of methods suggested by the HDH group in the course of the project two weeks of work is reserved The budget will be allocated on ad hoc basis to the institute in charge of the relevant topics Task 3 Report on test procedure and user manual for software The procedures for component testing for application of the HILS simulator and for validation of the HI
30. calculations In order to prevent vehicle fail dummy data or signals are generated within the interface model IFA didn t have access to a real interface model due to confidentiality Therefore the assessment of interface model is only done on open source model Within the Japanese open source model the SILS option is used This makes IFA s investigations without using real hardware possible The highlighted Simulink blocks in Figure 9 represent the interface model The SILS ECU and the aforementioned HILS SILS switch is also reflected within this figure open source parallel vehide mod Be Edt View Semudation Format Jods Help X so f few WOH D Ses nume EV Model sr Ret ECU M d R xi nterface model inputs Povvertrain model Interface model outputs SILS ECU SILS HILS switch Ready ae ide Figure 9 Simulink amp Model Topology March 2012 B 12012 THE JAPANESE HILS METHOD Page 20 Powertrain Model The second main part is the powertrain model The yellow marked block in Figure 9 represents the powertrain topology of the HEV and includes all remaining powertrain components see upcomming topics In Japan five different types of powertrains four parallel and one serial soncept exist and each one has its own model Figure 10 Parallel Hybrid Serial Hybrid G TM Direct Connecting Type PTO Use Type Vehicle A Vehicle B Single
31. cedure 1 9 Figure 3 Outline of HILS System for Heavy Duty Hybrid Electric Vehicle 2 10 Figure 4 Japanese HILS method for Heavy Duty Hybrid Vehicle Certification 5 11 Figure 5 Flow chart of HILS 1 12 Figure 6 5 r 15 Figure 7 SILS Testing 51 16 Figure 8 Schematic Model Topology iii ian 18 Figure 9 Simulink amp Model 19 Figure 10 Hybrid Vehicles in Japanese Market 5 20 Figure 11 Simulink Submodel Arrangement 21 Figure 12 Conceptual Diagram of Engine Model 2 21 Figure 13 Conceptual Diagram of Electric Motor Model 2 22 Figure 14 Conceptual Diagram of Battery Capacitor Model 2 23 Figure 15 Interface Model Bla 28 Figure 16 Engine Test Procedure Panel 30 Figure 17 Electric Motor Test Procedure 2 31 Figure 18 Battery Test Procedure Pisa 32 Figure 19 Test Procedure for Fuel Consumption Rate 2 33 Figure 20 Verification Test Procedur
32. clutch The connection is established by measuring the torque at the torque sensing flange on the test bed and feeding this signal into the simulation s virtual engine flange At the same time the calculated speed of the virtual engine flange is transmitted as a command input to the test bed dynamometer Acceleration amp Braking Hybrid ECU virtual engine flange HEV Model 777771 Mmeasured m w s s torque sensor 1251 Exhaust Emission Measuring Figure 26 Extended HILS Method March 2012 B 12012 THE JAPANESE HILS METHOD Page 42 Control Principle 1 With a given throttle position the engine provides a certain torque which is measured by means of the torque sensing flange Mmeasured and transferred to the simulation model where it acts on the virtual engine flange This acting torque in the vehicle works against the driving resistances In the steady state case the torque exactly equals the driving resistances so the vehicle is driving at a constant speed This vehicle speed is translated to an actual desired engine speed ndesired considering the present gearbox ratio The desired engine speed is transmitted to the dynamometer in order to make the real engine work at the same speed as it would do in the vehicle With the driver increasing throttle position a higher torque value wi
33. d a simplified control strategy is used as SILS ECU 1 March 2012 Due to that the model only represents one of the five topologies In order to make a more detailed assessment dummy data have to be replaced by real data and further investigations have to be done The future working tasks for the next verification phase are named in chapter no 4 The aforementioned driver model chapter 2 2 is not recognised within open source SILS model Generally the driver model is responsible for the HEV model in order to achieve the reference vehicle speed torque demand by generating accelerator brake and shift signals This can be done by using PID control or by replacing the driver model by data of accelerator brake shift signals or torque demand in certain cases inside the interface model IFA TU Vienna made investigations on setting up a power dependant certification cycle with the WHTC as basis instead of the WHTC speed cycle Detailed information on these investigations will be reported by TU Graz Regardless of detailed information on the suggestion of replacing the speed dependant cycle with a power dependant one the driver model has to be enhanced upon its targets B 12012 THE JAPANESE HILS METHOD Page 29 4 March 2012 As mentioned in 2 2 1 2 additional signals have to be provided in hardware and software Therefore the present open source model outputs have to be modified as well as the hardware control unit output
34. e 2 34 Figure 21 1st Step of HILS Verification Test 36 Figure 22 Comparison for 1st Step of HILS Verification Test 37 March 2012 B 12012 TASKS FOR THE NEXT VALIDATION PHASE Page 54 Figure 23 2nd Step of HILS Verification Test 38 Figure 24 Comparison for 2nd Step of HILS Verification Test 5 38 Figure 25 Proposal of an Extended HILS Method 40 Figure 26 Extended HILS Method 41 March 2012 B 12012 TASKS FOR THE NEXT VALIDATION PHASE Page 55 REFERENCES 1 2 3 4 5 6 7 UNECE Development of a worldwide harmonised heavy duty engine emission test cycle Tech report ECE GRPE WHDC Working Group 2001 JASIC Test procedure for fuel consumption rate and exhaust emissions of heavy duty hybrid electric vehicles using hardware in the loop simulator system Tech report Kokujikan No 281 2007 Kenji Morita Kazuki Shimamura Seiichi Yamaguchi Keiji Furumachi Nobuya Osaki Shuichi Nakamura Kazuyuki Narusawa Kwang Jae Myong and Terunao Kawai Development of a Fuel Economy and Exhaust Emissions Test Method with HILS for Heavy Duty HEVs SAE International Journal of Engines 1 no 1 873 887 2009 Akira MARUYAMA Seigo TA
35. e and the load torque consisting of the running resistance of the vehicle vehicle mass inertia moment of the tires and axles the acceleration of the vehicle can be determined The torque transmitted from the transmission input shaft to its output shaft is calculated from the clutch stroke and gear transmission efficiency and inertia moment is set for each speed e Clutch model This model simulates the clutch operation between the engine and transmission and calculates the transmission including the electric motor input shaft revolution speed and the load torque to the engine It adds the torque inputted from the electric motor and calculates the input shaft revolution speed from the inertia of the clutch section including the electric motor March 2012 B 12012 THE JAPANESE HILS METHOD Page 25 2 2 2 1 ASSESSMENT AND OUTLOOK FOR GLOBAL REGULATION In order to make an assessment to the simulation model without using real hardware JARI offered a so called open source model which can be operated in completely with software It is a kind of SILS model where the ECU is represented by a simplified predetermined control algorithm In general the open source model is divided into several blocks which makes it easier to set up such kind of comprehensive simulations Therefore all functions maps or data which represent one compound of the powertrain are combined to an extra block called submodel This kind of submodel programming
36. edure for HILS certification can be found in Japanese regulation 2 Within this testing procedure each component which is recognised within the simulation model has to run through specific tests in order to provide characteristic data March 2012 B 12012 THE JAPANESE HILS METHOD Page 35 2 2 3 1 ASSESSMENT AND OUTLOOK FOR GLOBAL REGULATION In general the used component test procedures are well defined in order to provide data for simulation model The aforementioned test procedures are common test procedures and seem to can be adapted to global regulation The simulation data have to be adequate accurate in order to fulfil the fixed tolerances Due to future components like non electric hybrids new test procedures have to be defined In other words any powertrain simulation model is allowed as long as the verification test is passed If the verification test cannot be passed obviously the component simulation model including its component test procedures has to be improved As already mentioned additional needed temperature signals have to be provided within the simulation model The testing effort in order to provide specific data for components is dependent on the need of accuracy for these signals If there is a demand of high accuracy on e g the combustion engine temperature data signals a high testing effort will to be expected In cases of too high testing effort IFA TU Vienna suggestion is to use an Extended HILS
37. engine exhaust emissions The proposed regulation is based on the world wide pattern of real heavy commercial vehicle use Two representative test cycles a transient test cycle WHTC with both cold and hot start requirements and a hot start steady state test cycle WHSC have been created covering typical driving conditions in the EU USA Japan and Australia For certification actually the engines cycles are fixed by regulation for all applications in Europe and USA whereas in Japan only the vehicle cycle represents a fixed basis All these evaluations are based on current and conventional powertrain systems In case of hybrid powertrain systems it can be expected that dependent of the type and layout of the hybrid the real engine cycle might deviate strongly from today s given engine test cycles In order to a global regulation for heavy duty hybrids an additional specific certification method has to be used Therefore a given already used Japanese certification method is taken in order to make an assessment of its possible basis for future global regulation March 2012 B 12012 INTRODUCTION Page 3 1 1 BACKGROUND In Japan the powertrain layout is taken into account for the definition of the engine cycle In accordance to that a new system has to be developed for hybrid powertrains Figure 1 Vehicle model i F C Map Vehicle fuel economy Vehicle cycle l f T Simulati povvertrain eycle system R E
38. esents the developed HIL simulator for the Electronic Control Unit ECU For software modelling MATLAB SIMULINK program language is used as for setting up the model CRAMAS hardware is able to handle several different signal types in order to set up an interaction between hardware and software Data shifting between the software model and the hardware ECU can be done in real time gan MATLAB SIMULINK Software Model CRAMAS Fujitsu Ten Figure 6 HILS Hardware The complete list of all used signals for HILS method is attached as an appendix The HILS method itself does not restrict the behaviour of DSP Digital Signal Processor hardware for HILS However it is necessary to verify whether the DSP is an appropriate hardware for the type approval test of HEV Therefore a testing method to verify the calculation performance within the DSP using the SILS model was developed In this test the calculation results by SILS of basic system are March 2012 B 12012 THE JAPANESE HILS METHOD Page 16 regarded as standard and compared the results of DSP to be used The calculation performance of the DSP hardware is sufficient for the type approval test and will therefore be checked Following Figure 7 shows an overview of SILS test Reference ECU models for SILS Actual Hybrid ECU Confirmation of Standard HEV model HILS system Environment Actual ECU Input terminal fro
39. estigation of the causes Step 3 Verification of the HILS NG system by SILS OK Input of type approval parameters Step 4 Yes No Input of validation parameters investigation of the causes Verification of the HILS system by comparison with actual measurement NG Step 5 P OK Change back to type approval parameters Confirmation of NG parameters OK Step 6 HILS driving test adjustment of PID constants of driver model Confirmation of following Stop 7 J R nitial SOC Step 9 Calculation of fuel economy Engine load and speed profile For exhaust emissions test Figure 5 Flow chart of HILS method March 2012 B 12012 THE JAPANESE HILS METHOD Page 13 The shown flow chart Figure 5 can be explained in short terms as follows Step 1 Step 2 Step 3 Step 4 Step 5 Step 6 Step 7 Step 8 Step 9 Start of the approval of test object Component specific data for engine electric machines and energy storage according to the test procedures including vehicle mass inertias transmissions and gear ratios are generated and implemented within the simulation models In order to ensure that the system and component models are working well pre check is done by using SILS Software in the Loop simulation SILS is a simplified predetermined control algorithm Check if powertrain topology including their parameters has been certified before and analyse if additional verification is needed If yes
40. hardware component in addition to the ECU The most required signals mentioned by OEM s are temperature signals of the combustion engine which have to be provided as inputs for ECU According to this the combustion engine is recognised as real hardware within following proposal Japanese HILS method is done in 3 main steps The Extended HILS Method is a kind of fusion of Step 2 and Step 3 Figure 25 Step 1 lt Vehicle Basis gt Step 2 lt Conversion with HILS gt Step 3 lt Engine Basis gt p 2805 Driving Cycles z E05 Driving Cycles H s eceleration 5 Brakli gt F 52 amp 2 3 Time Acceleration amp Braking asurin Japanese HILS Method Exhaust Emission Measuring Figure 25 Proposal of an Extended HILS Method March 2012 B 12012 THE JAPANESE HILS METHOD Page 41 Japanese HILS method uses the resulting engine speed and load profiles of step 2 as test bench inputs for step 3 whereas in Extended HILS Method the two aforementioned steps are done at once Function Principle Figure 26 The Interaction of the real engine with the virtual remaining powertrain takes place through defined interfaces This will be done through similar or same hardware interfaces as done in Japanese HILS On the mechanical level the separation is made between the crankshaft of the real engine and the virtual
41. he actual ECU it calculates electric power consumption The electric motor torque command value corresponds to the switching of power running regeneration Figure 13 Rotational Frequency Torque E Power Current Figure 13 Conceptual Diagram of Electric Motor Model 2 Energy Storage Unit Within this unit either a battery or a capacitor can be represented by using an internal switch It considers the internal resistance for charging and recharging The State of Charge will be the resulting value The charged discharged power and the state of a charge of the nickel metal hydride battery or lithium ion battery shall be calculated by using the following formulas In this case the state of charge shall be calculated by current integration assuming that the Coulomb efficiency is 100 Both the open voltage and internal resistance of the battery shall be calculated from the map in relation to the state of charge since they change according to the state of charge Figure 14 March 2012 B 12012 THE JAPANESE HILS METHOD Page 23 P V I V RI SOC SOC nitial dt 100 t u Cnominat 3600 P Charged discharged power W SOC State of charge Vs Terminal voltage V SOC nitial Initial state of charge I Electric current A Cnominal Rated capacity Ah Vo Open voltage V t Elapsed time s Ri Internal resistance 42 Battery Model Capacitor Model Current I Voltage Voltage
42. he assessment of the Japanese HILS certification method which has been made in previous working tasks by IFA and partner University Institutes following tasks will be covered Task 1 Task 1 1 Task 1 2 Task 1 3 Task 1 4 Task 1 5 Task 1 6 Task 1 7 Adaptation of the Japanese HILS Simulator for serial hybrid Set up a serial HDH in the Simulator with the ECU as software in the loop as basis for further programming and software development Add a software tool driver model which allows running the simulator with test cycles consisting of power and rpm at the wheel hub and at the power pack shaft as basis for the GTR HILS model Extend the Simulator with a library for non electric components as defined in part one of the project Meetings with OEM s and stakeholders to discuss relevant components to be included in a first version of the GTR HILS model as basis for tasks 1 5 and 1 6 Extend the GTR HILS Simulator with a library for power pack components not yet included in the Japanese HILS model planetary gear box and power split others if relevant and possible Extend the GTR HILS Simulator with thermal models for exhaust gas aftertreatment components coolant lube oil battery and electric motor where relevant according to task 1 4 Simulation runs and validation of basic functions March 2012 B 12012 TASKS FOR THE NEXT VALIDATION PHASE Page 47 Task 2 X Adaptation of the GTR HILS
43. ion information an open source model was provided by Japanese institute JARI in order to make assessment on simulation model For the Japanese HILS certification five types of hybrid electric vehicles are considered four parallel one serial hybrid within powertrain models The five topologies and parameters including battery type are inspired by actual vehicles on the Japanese Market The simulation model is realized with MATLAB SIMULINK a well established programming language which is based on physical models and lookup tables The model mainly consists of the powertrain and the interface model The powertrain model is representative for combustion engine unit motor generator unit energy storage unit and drive unit The interface model is responsible for time dependent input values of the hybrid control unit The purpose of the interface model is to convert physical quantities of ECU electric signals to fit on the open source model calculations to generate dummy signals if necessary to prevent vehicle fail and to convert ECU signals for calculations if needed In addition a driver model is used to create the necessary pedal position as an input to the ECU and the hybrid control unit For the HILS verification the test is separated in two steps The first step is used for confirmation of the consistency between the HEV system and each model and the second step to confirm the quality of the vehicle model Thereby the results of the
44. ivera Generatedenginetoque JJ m Output 4 tgosq rriciontoque Nm Output 5 EgMaxfq Enginemaximumtoque Nm Output6 tngTa fenginetorge JF m1 l Engine torque rate Engine torque rate 2 S jJ C Output 9 Loss rate Frictiontorqueratee JP Output 11 Driver demand_rate Driver demand torque rate Output 12 DRV demand Inj _ Driverdemandinjectionamount 0001010110 Output 13 Fuel injection amountforidle speedcontrol 1 Output 14 gDriveTq woLoss Engine torque except accessory loss Nm Output 15 Eg Tg map sirei Engine torque map command value 1 Electric Input 1 Tq_Ref motor Input 2 Ref Rev Commanded revolutionspeed mmn lv 1 Nm Motoronly Nm jMetoony r min Motoroniy A jpischarges charge 22775 1 METAN March 2012 B 12012 TASKS FOR THE NEXT VALIDATION PHASE Page 62 Interface Serial Input output Mode from model side Power Input 1 Mechanical brake force train Input 2 Command change Torque command method change model Input 3 egeneration switch Input 4 Input 5 CU command torque Designation Unit Remarks Tyre contact area 1 2 3 e iput koubai Transverse slope Output Motor_Current ectric current Output 2 z ic mizimiziz o 3 o ischarge charge 1 ehide speed Output 3 unning resistance Output 4 ravel dist
45. l be gained from the work performed together with ACEA on this topic in the actual process of developing a HDV CO certification procedure for DG Clima e Elaborate weighting factors for the different parts of the WHVC urban road motorway if necessary further splitting in sub cycles which result in similar profiles for vehicle speed and propulsion power as the representative driving cycles for each vehicle category and mission profile Vehicle categorisation will follow the approach in the HDV CO certification procedure to establish compatible systems to enable efficient certification procedures Elaborate option s to use the HILS method also in the HDV CO certification procedure for a possible future CO certification of hybrid HDVs A possible option shall result in CO values comparable to the results gained with the HDV CO certification procedure designed for conventional HDV Explanation both HILS and HDV COs certification are based on similar simulation methods In the HDV CO certification procedure however the data of the actual vehicle model to be certified shall be considered while HILS uses rather generic data for vehicle categories Since both procedures will result in specific CO values the overall effort for the certification of HDH engine and possibly in future also the CO March 2012 B 12012 INTRODUCTION Page 6 emissions for the entire vehicle can be minimised if both approaches are harmonised already d
46. ll be measured at the torque sensing flange This higher torque in the simulation model will cause vehicle acceleration and thus an increasing ndesired for the dynamometer and the real engine For the correct reproduction of the dynamic behavior of the combustion engine the speed of the dynamometer control and stability are essential Advantages Already available test bench is combined with simulation model Data of specific signals can directly be used by ECU gt no need of simulation with complex compound testing effort Model required signals and data are shifted to the simulation model via the hardware interface as done with ECU signals in Japanese Method Measurements of real consumption and exhaust emission rates are done at once No falsified hybrid strategy because of real ECU data input This proposal is also called Engine in the Loop System A very similar System to this proposal has been successfully applied at TU Vienna IFA 6 7 March 2012 B 12012 SUMMARY AND SUGGESTIONS Page 43 3 SUMMARY AND SUGGESTIONS In order to make certification on heavy duty hybrid vehicles actual used method for certification of conventional heavy duty vehicles has to be enhanced A certification method for heavy duty hybrid vehicles already exists in Japan The task of IFA TU Vienna in this project was to make an assessment of the used Japanese certification method in regard to a global regulation In addition to Japanese regulat
47. m actual ECU Reference accel and brake signal SILS Reference vehicle STD parallel HEV model da the calculation with SILS Figure 7 SILS Testing 5 2 2 1 2 ASSESSMENT AND OUTLOOK FOR GLOBAL REGULATION Generally Japanese hardware and software like presented is a promising configuration basis in order to a global regulation method Detailed information of the CRAMAS hardware is limited because of its high grade of novelty 4 Therefore assessment is done on available data A detailed specification of needed hardware has to be named in future tasks In general HILS hardware at least has to be able to handle with AD IO PULSE LVDS LAN and CAN signal types Sufficient for constructing the interface between the HILS hardware and the actual ECU are a certain number of provided channels Those channels have to be checked and calibrated in order to provide high accuracy Real time capability must be ensured This can be done by using the aforementioned SILS opportunity in order to test the DSP and its hardware components IFA s assessment to the software of the demonstrated HILS system is made in Chapter 2 2 2 March 2012 B 12012 THE JAPANESE HILS METHOD Page 17 IFA presented this Japanese HILS approach to manufacturers and OEMs in order to get information about their opinion According to the OEM s following signals also have to be recognized within the HILS method and have to be added to act
48. mission World transient World transient vehide cyde engine cyde Japanese JE 05 JE 05 engine cyde N Emissions Fuel cons In case of HEV HILS Figure 1 Conventional HILS Certification 5 Therefore JASIC and JARI developed a so called Hardware in the Loop HILS approach By using this HILS simulation in combination of real vehicle validation and Emissions models for the different powertrain elements as well as vehicle and hybrid ECU a new engine cycle is defined This HILS approach is fully described 3 A similar approach is in use for fuel economy and exhaust emission calculations and is described in Japanese regulation 2 1 2 PREAMBLE TO THE WORK Due to the Japanese certification method the main goal of the project is to develop an emissions and CO test procedure for Heavy Duty Hybrids HDH which should be worldwide established The test procedure should be based on the HILS Hardware in the Loop Simulation method As starting point the WHVC World Harmonized Vehicle Cycle the test cell environment data evaluation procedures and emissions calculations specified in GTR Global Technical Regulation n 4 under the 1998 Global Agreement will be used According to the informal document No GRPE 60 11 the final procedure shall result in outputs that are quantifiable verifiable and reproducible and that pr
49. motor bench Adjustment Electric motor test iu operation OK Adjustment of cooling system temperature Warm up operation according to need Measurement of room temperature Measurement of electric motor torque electric power consumption characteristics Source Kokujikan 281 Figure 17 Electric Motor Test Procedure 2 March 2012 B 12012 THE JAPANESE HILS METHOD Page 32 Test Procedure for Internal resistance Open Voltage of Ni MH Li ion Battery for HILS System Set test battery charging discharging test equipment as Test charging discharging OK Full charge at 25 2 C Adjustment of depth of discharge Soak at test temperature Measurement of current voltage characteristics Calculation of direct current internal resistance open Source Kokujikan 281 Figure 18 Battery Test Procedure 2 March 2012 B 12012 THE JAPANESE HILS METHOD Page 33 Test Procedure for Fuel Consumption Rate of Heavy Duty Hybrid Electric Vehicles 1 ral SO l ne OK Source Kokujikan 281 Figure 19 Test Procedure for Fuel Consumption Rate 2 March 2012 B 12012 THE JAPANESE HILS METHOD Page 34 Verification Test Procedure for HILS System for Heavy Duty Hybrid Electric Vehicles Source Kokujikan 281 Figure 20 Verification Test Procedure 2 The exact component test proc
50. n t Figure 2 WTVC to WHTC transformation procedure 1 March 2012 B 12012 THE JAPANESE HILS METHOD Page 10 This approach basically could also be used for hybrid vehicles but includes some problems The main challenge is extra degree of freedom that hybrid s offer The usage of an additional power source includes a higher dependency on the control system than conventional vehicles do In this case the energy management strategy needs to be included 2 2 JAPANESE HILS CERTIFICATION METHOD A possible test method for heavy duty hybrid electric vehicles HEVs is the usage of a Hardware in the Loop simulator HILS which is fully described in Japanese Regulation Kokujikan No 281 2 This Japanese method uses real hardware in case of the hybrid controller unit in combination with a generic powertrain model Figure 3 This method is similar to the aforementioned conventional method shown in Figure 2 The basic idea is to simulate the powertrain in combination with a real controller which is recognised by using the Hardware in the Loop approach HEV model Main parameters Engine Torque map MG Torque map Power consumption map RESS Internal resistance Open circuit voltage Vehicle mass Inertia Transmission efficiency Gear ratio i Host Digital signal Driver model Ethernet ee Interface Acceleration R bm 2 Simulation results I in Calculate fuel econom
51. o cold start simulation Task 1 4 will be shared between IFA 3 manufacturers TUG 2 manufacturers AVL and Chalmers Volvo and Scania Task 1 5 Extend the Simulator with a library for power pack components not yet included in the Japanese HILS model According to the results of task 1 4 missing components will be included into the HILS library Most likely a planetary gear box and power split has to be added In total 3 weeks for model development and programming are reserved for this task If not needed the manpower can be used for other tasks or the costs for tasks 1 5 will not be charged Task 1 5 will be processed mainly by TUG with input from IFA and Chalmers Task 1 6 Extend the Simulator with thermal models for exhaust gas aftertreatment components coolant lube oil battery and electric motor where relevant according to task 1 4 In phase one of the project it is concluded that HDH will have to undergo a cold start test similar to the conventional ICE s The ECU s of HDHs will need plausible information on the temperature levels of all relevant components to select the correct running strategies To provide reasonable temperature signals relatively simple thermal models will be developed and integrated into the HILS simulator March 2012 B 12012 TASKS FOR THE NEXT VALIDATION PHASE Page 50 Some of the models are already running in the vehicle simulation tool PHEM from TUG and need to be adapted for the HILS
52. orque Motor maximum MotorRegenTqMax regenerative torque Battery Modell Voltage Out Voltage value BATT SOC Percent SOC Electric power consumption BATT POWER W value March 2012 B 12012 TASKS FOR THE NEXT VALIDATION PHASE Page 61 Interface Parallel Input output Model from model side Designation Unit Remarks Power Input 1 BR re contact area train Input 2 CL q_1 Clutch stroke model Input 3 shift_p Gear position command Motor clutch Clutch motor position luid coupling SW Input 4 Input 5 Motor CL Clutch position N OFF 2 model Input 3 Input 4 Input 5 Output 1 Output 2 Output 3 Output 4 Output 5 Output 6 Output 7 Command change Reduction SW Reduction ON Motor Tq Motor Tq fb Motor Rev Motor Current Motor Power MotorDriveTqMax MotorRegenTqMax orque command method change egeneration switch otor mode nerated motor torque otor feedback torque otor revolution speed otor consumption current otor electric povver consumption otor maximum drive torque otor maximum regenerative torque Nm 2 3 tor only tor only otor only ischarge charge 3 N r min 3 scharge charge gt z 3 Inputa input2 gt ET Input3 shiftp M re Input MotorcL Input Clutch position De a 41 hes Output 1 Speed Out Vehide speed km h 1 pum k m Output 5 Nirpm __ inpu
53. overs Investigation and modification if applicable of the HILS component testing WP 2 1 Detailed review of the test procedure for obtaining HIL input parameter A detailed review of the test procedure for obtaining parameters of the engine electric motor and electric storage device of Heavy Duty Hybrid Electric Vehicles which are to be inputted in the HILS system Check of the plausibility of the Japanese method of obtaining input parameters concerning engine electric motor and electric storage device and the definition of their specific characteristic March 2012 B 12012 INTRODUCTION Page 8 WP 2 2 Analysis of improvements and relevant gaps concerning component testing It is to verify if the Japanese component testing could be adopted for worldwide and European requirements It is to determine if all for worldwide regulations necessary parameters will be obtained within the Japanese component testing procedure WP 2 3 Improvements for future technological development An analysis of necessary supplements for future hybrid related components Investigation if the list of tested components could cover the future technological developments March 2012 B 12012 THE JAPANESE HILS METHOD Page 9 2 THE JAPANESE HILS METHOD In the upcoming topics the general certification of heavy duty vehicles will be described The Japanese Method will be outlined in addition including IFA TU Vienna s assessment 2 1 CER
54. ovide a method for assessing real world compliance broadly and on a case by case basis shall be capable of incorporating updated information and new data to produce the most accurate outputs and shall March 2012 B 12012 INTRODUCTION Page 4 be appropriately transparent as to allow governmental entities the latitude to easily assess its performance and ensure accuracy and a level playing field In a first step the potential of HILS has to be investigated and described comprehensively to achieve a formalistic cheap and simple method which prevents manipulation and guarantees comparable result all over the world 1 3 GLOBAL TASK OVERVIEW The whole investigation work is separated into 5 main tasks including their working packages This topic gives a brief overview of all tasks including their covered topics Task 1 Investigation and modification if applicable of the HILS model and interface A detailed review of the Japanese HILS system and the open software e An analysis of possible improvements and relevant gaps for a global regulation e Workshops and or smaller meetings with OEM s and stakeholders to identify if all relevant input and output parameters from HDH ECU s are considered and if all hybrid architectures can be simulated Elaboration of options to fill gaps if relevant e Analysis of the necessary preparation work and efforts to run a HILS system Task 2 Investigation and modification if applic
55. provides good overview of complete simulation model and prevents from losing track Another advantage of using submodels is the ability to exchange full blocks if components should be replaced The Japanese open source HILS model is realised with Simulink a well established programming language and doesn t have to be changed in future The model depth of component characterisation depends on the given tolerances see 2 2 4 If the results are not accurate enough the submodel has to be enhanced by updating either the used specific functions and differential equations or the used characteristic maps For detailed information about providing characteristic maps please see 2 2 3 component tests Generally the simulation model assessment based on open source model provides a good basis for global regulation In order to a worldwide test procedure additional work has to be done and will be outlined in following topic Discussion about model and method enhancements Powertrain concepts According to the Japanese HILS certification method there are only five different types of powertrains available In order to include more types of powertrains including non electric hybrid concepts have to be implemented March 2012 B 12012 THE JAPANESE HILS METHOD Page 26 Component modelling In order to set up a hybrid powertrain model numerical solving of specific differential equations and maps are used within the Japanese method for
56. riveTq nerated engine torque z 3 Output 4 EgLossTq icti Qutput5 EgMaxTq ngine maximum torque Output 6 Eng Tq rate ngine torque rate Output 8 Loss Tq rate icti Output 9 Loss Tq rate2 icti Output 7 Eng Tq rate2 ngine torque rate 2 Output 10 Driver demand torque rate Output 11 DRV demand In i Output 12 uel injection amount for idle speed control Output 13 EgDriveTq woLoss Engine torque except accessory loss Output 14 Eg Tq map sirei Output 15 Gen Power Output 16 nerator torque 219 SIRITITIS II IOS S S 5 s z 12 2 ala 1919 9 3 3 olo o a la Is Is 3 m iz c Qa o o o 5 5 16 19 5 8 a u o jo 2 N o o 3 o 3 gt 3 m 5 gel 5 o o S E a o o o 3 3 3 a lt gt E 3 o E s v o 3 nerator current nerator revolution speed Output 17 Output 18 919 2012 12012
57. s to fit the signal requirements of the model and hardware inputs like temperature signals B 12012 THE JAPANESE HILS METHOD Page 30 2 2 3 HILS COMPONENT TESTING 2 2 3 1 JAPANESE METHOD The components of the heavy duty hybrid powertrain are recognised by physical models numerical solving of differential equations and lookup tables within the Japanese HILS simulation model In order to feed physical models with component specific data special test procedures are used These component characteristic data are combined to so called maps which are used in software models see aforementioned topics in 2 2 2 The specific test procedures are shown in the upcoming Figures Test Procedure for Engine Torque Characteristics Fuel Economy Map for HILS System Set engine bench Measurement of engine torque Adjustment characteristics and engine friction torque Engine test operation Measurement of atmospheric conditions etc OK Measurement of atmospheric Measurement of conditions etc engine fuel economy map 30 points or more idling Adjustment of intake and exhaust pressures and intercooler temperature Rated operation Warm up operation Source Kokujikan 281 Figure 16 Engine Test Procedure 2 March 2012 B 12012 THE JAPANESE HILS METHOD Page 31 Test Procedure for Electric Motor Torque Electric Power Consumption Characteristics for HILS System Set electric
58. s must be added or have to be provided within the Interface Model for the hybrid ECU In our research we did not have access to an interface model due to confidentiality But the information about input and output signals within the interface model is available in Japanese regulation 2 Each manufacturer has to be allowed to create his own interface model to connect the Control Units because it is not possible to use a standard interface for different control units The Interface Model has to be able to handle time dependent input signals from the ECU and output signals from the Powertrain Model It has to be modelled by the manufacturer because of recognising special signals temperature etc It is mandatory to verify the accuracy of HILS result by comparing with actual HEV test result for verifying the interface model So it is impossible to create illegally interface model In general modelling of specific abilities of real hardware is a very complex task and sometimes combined with high effort Due to that consequences for simulation results signal values OBD in cases of incorrect or inaccurate signals results have to be named including needed arrangements March 2012 B 12012 THE JAPANESE HILS METHOD Page 28 Figure 15 Interface Model 5 Discussion on open source HILS model JARI offered an open source model to make an assessment on the HILS model Therefore dummy data are used for component characteristics an
59. s of improvements and relevant gaps for a global regulation Analysis of the hybrid architectures necessary to cover the engine packages worldwide and especially in Europe Improving necessary HILS criteria to determine input data like driving resistance component temperature including of cold start tests in the simulation tool to cover the EURO VI test procedure and others Appoint needs of adaptation for regional differences in vehicle designs Analysis for a standard interface connecting the hardware HDH ECU with the HILS software Identifying the working parameters of the ECU to cover all necessary requirements of the different manufacturers now and in future WP 1 3 Meetings with OEM s and stakeholders Visiting Japan for a practical demonstration of the HILS measurement method if secure Investigation if all relevant input and output parameters of the hybrid architectures are considered which are necessary to cover all engine packages worldwide and especially in Europe This will be done in international Workshops and smaller informal meetings with the government authorities and heavy duty manufacturers WP 1 4 Analysis of the necessary preparation work run a HILS system Analysis of the necessary preparation work and efforts to run a HILS system at IFA and or TUG in a potential next phase of the project in the year 2012 to validate the approach suggested in the actual project with a HDH vehicle and its ECU Task 2 Task 2 c
60. tests or power pack tests A number of tests for validation on system level are proposed Japanese vehicles are specified in several categories see Appendix For each category the vehicle simulation model has to be validated A more thorough presentation can be found in 2 and 3 In order to make an assessment to this certification method Japanese Automobile Research Institute JARI offered an open source model which represents a specific Japanese HEV type model Within this model SILS is used to keep the model running and in addition dummy data is used for all components due to confidential reasons According to this open source model IFA makes its assessments March 2012 B 12012 THE JAPANESE HILS METHOD Page 15 2 2 1 HILS HARDWARE 2 2 1 1 JAPANESE METHOD As foreseen in a working package WP 1 3 IFA visited Japan for a practical demonstration of the HILS measurement method The investigation should point out if all relevant input and output parameters of the hybrid architectures are considered In addition necessary signals which have to be recognized according to the OEM s for European and worldwide regulation will be outlined The presented Japanese HILS system at Japanese Automobile Research Institute JARI in Karima Tsukuba Ibaraki uses CRAMAS hardware from Fujitsu Ten in combination with SimAct software from Ono Sokki to run the system Figure 6 CRAMAS stands for ComputeR Aided Multi Analyses System and repr
61. tshaftrevolutionspeed r mn _ Outpu 6 Nerpm Counter shaft revolution speed r mn 1 Output g No pm Dutput shaft revolution speed r mn Output g Ntrpm Turbine revolutionspeed rmn amp amp Output o shiftp Shiftpositin RSS Input i RESS change RESS selector switch sil model input 2 Acessoyt JA esoyisW ON OFF Input 3 Accessory2 JAcesoy2j w 00601 ON OFF Output 1 RESSSOC tate of chage so 3 Output 2 RESS Voltage RESSvolage PJ v l RESS current S hi Output 4 55 Power RESSpover JJ w 1 Engine model Input 2 ACCkado Throttle valve openinganglee 5 Input 3 ACC switch Torguecommandswithing 108 Inputa 161 ignition Jomo inputs sm Starter Jomo Inpt 6 Felcut Fuelce ovoF Input7 Exhaustbrae 00000 ON OFF Input8 Rev demand Demandedrevolutionspeed mm 3 nput 10 Rev limit demand Revolution limit demand Input ii limit demand Torque limitdemand oor input 12 limit rate Torquelimitrte Sooo Input 13 Talimitswtch Torquelimitsw Jovor Input 14 idli pm adjust idle speedadjustmentinpgt J P Engine revolution speed imn Fuel consumption rate p j 1 Output 3 EgDr
62. ual used signal list in chapter appendix page 60 Table 1 Manufacturer required signals Signal 3 Model Specification Designation RESS Temperature e Temperature data of power electronics Engine Generator Temperature e Temperature data of power electronics e Exhaust temperature at multiple locations Combustion e Coolant temperature Engine Temperature e Oil temperature e Intake temperature Environment Temperature e Air temperature The HILS hardware has to be able to handle the transfer of these mentioned signals between software model and ECU Possible signal types which are not covered at the moment and not mentioned by manufacturer during meetings have to be added in future Therefore the used system must provide capability of expansion with low effort March 2012 B 12012 THE JAPANESE HILS METHOD Page 18 2 2 2 HILS OPEN SOURCE SIMULATION MODEL 2 2 2 1 JAPANESE METHOD The Japanese simulation model is realized with MATLAB SIMULINK which based on physical models numerical solving of differential equations and lookup tables As mentioned the Japanese HILS System consists of real hardware in combination with software components Figure 8 shows the schematic topology of the Japanese simulation model Software Powertrain Model environment Interface Model ECU time i series signal generation Hardware data e g GBCU gt residual Bus simulation
63. ue 0 No Fixed Power train model Lock up 1 Yes value Slope information Inputting slope pattern Pattern Control nn Mad vala idco ido EPI value Disengagement engage Contro ment of clutch value Inputting shift pattern Pattern 1 Active value 1 Active value 0 Inactive Fixed 1 Active value 0 Yes Control 1 No value 0 No demand to cut Fixed 1 Demanded to cut value Accelerator command selection Fixed 0 value 1 mm st Torque limit demand setting 1 0 Non use value 1 Use A Control Not EgASR Ref pemanded revolation os en set Throttle valve opening angle Throttle valve opening Control command angle value Fuel injection amount CL p Percent Clutch stroke 96 shift p in Shift position Engine model Eng ST in Starter signal EXHB In Exhaust brake Revolution speed control EgASR ON demand Revoluti eed limit Rev limit demand NEBEN demand Tq_limit_demand Engine torque limit demand Accelerator input selector ACC switch switch is Engine torque limit demand Tq limit switch function selecting switch Acc_ref 2 8 Control Sireikaido mm st Injection amount command value arts Engine torque command R Engine torque limit Control Tq limit rate 6 value demanded value value Idle rpm adjust Idle speed adjustment input Disengagement Electric motor Fixed Motort CL In Motor clutch stroke engagement of motor model dutch value clutc
64. uel MM ME 4 S 5 o o o Time Acceleration amp Braking HEV Model Exhaust Emission Real HEV HIL Simulator Measuring Figure 4 Japanese HILS method for Heavy Duty Hybrid Vehicle Certification 5 Within the HEV simulation model components are recognised by data maps or differential equations If the resulting data from simulation is acceptable due to tolerances 2 2 4 HILS model results are used for certification Therefore calculated engine speed and load profiles are taken as inputs for certification on a test bench Figure 4 In order to confirm model quality prior to certification an opportunity to use full simulation is given The so called SILS Software in the Loop provides testing without using real hardware by using a simplified predetermined control algorithm reference ECU model instead of real hybrid ECU This control algorithm is also used to make an assessment if used hardware is appropriate or not Detailed information can be found in topic 2 2 1 1 The upcoming flow chart Figure 5 shows an overview how HILS certification is done and is explained step by step March 2012 B 12012 THE JAPANESE HILS METHOD Page 12 Step 1 d Confirmation of approval object Test of the HEV components Engine torque tuel consumption Step 2 57 torque povver consumption internal resistance opencircuit voltage Confirmation of HEV model data inv
65. uring the development phase These global tasks will be covered by following three Institutes e Institute for Powertrains and Automotive Technology in following IFA TU Vienna Vienna University of Technology Tasks 1 and 2 e Institute for Internal Combustion Engines and Thermodynamics University of Technology Graz in following TUG Tasks 4 and5 e Department of Signals and Systems Mechatronics Chalmers University of Technology Task 3 1 4 DETAILED TASK OVERVIEW OF IFA TU VIENNA The Institute for Powertrains and Automotive Technology is covering Tasks 1 and 2 Detailed information about the tasks and the included working packages are described in the upcoming topics Task 1 Task 1 covers Investigation and modification if applicable of the HILS model and Interface and should include a proposal for a verification method w o vehicle testing WP 1 1 Review of interface and software setup Initially it is to check the plausibility in form and content of the Japanese test procedure for exhaust emissions and consumption concerning different architectures of heavy duty electric hybrids as given in Kokujikan No 281 of March 16 2007 Verifying the compatibility of the ECU with the input output data structure in the Japanese HILS routine Assessment of the open source code depending on documentation and regarding accessibility and demand of extensibility March 2012 B 12012 INTRODUCTION Page 7 WP 1 2 Analysi
66. vehicle data of the most close to average v1000 rate of inter city mode diff gear ratio NO GVW kg kg BR4 8654 10771 5 BR5 9790 11962 5 m real vehicle data of the most close to average v1000 bus GVW empty vehicle mass number of persons x55kg test vehicle mass empty vehicle mass number of persons x55 2kg March 2012 real vehicle data real vehicle data ofthe most close to average v1000 B 12012 Page 57 TASKS FOR THE NEXT VALIDATION PHASE Bygg z peo Aed wnwxew SSBUI ayaa Adua sseui 1S Bygg x suosi d jo jequinu peo Aed wnwxew ssew ayan Ajdule MAS yon ree 0 98591 E FEL 6v0 S 782vl 1025 5991 011 Sv c 0 8E001 191 87171 6L 2292 pL 921 81 00014 12159101 11 00014 oDeJo e oDeJo e O 0 so 5 9SOJO 1souu BED y jea G29 7 sow y 8099 10129718 9L y JO ver 8962 1702 6602 4861 u B N m SSELS 185 85192 91 9806 vL ie gic 61 S sy lez 9218 eL LL w 64 MOD MAD ON ones eDueJ Ao l lul Jo li Jeo yip sn pel ssew Motes oILUBU P O3 u A a 1891 nwxew Ajdwe K obayeo yon yp m 19619 ones jeo uoissiuusuen I E4 AO uonduunsuo jan JO LIN Aq 6jona uoneoruioeds ajya p epuels
67. y with F C map or uv MEE 2 LA Measure exhaust emissions with m sec an engine unit Reference vehicle speed JE05 driving cycle Figure 3 Outline of HILS System for Heavy Duty Hybrid Electric Vehicle 2 The Japanese HILS system mainly consists of the HILS hardware the software recognised HEV powertrain model for approval and its input parameters the reference vehicle speed pattern the hybrid ECU of the test motor vehicle hereinafter referred to as the actual ECU and its power supply Figure 3 March 2012 B 12012 THE JAPANESE HILS METHOD Page 11 Energy management strategies are usually dependent on driving conditions Therefore a driver model which represents a real driver in order to command the vehicle according the vehicle test cycle is also used The results of the HIL system are the engine speed and loading conditions These conditions are taken for engine certification on an engine test bench Before this certification method can be used conformity between real vehicle and simulation model has to be ensured Therefore real vehicle data detailed information about specific data can be found in 2 2 4 is compared to simulation results lt Vehicle Basis gt lt Conversion with HILS gt lt Engine Basis gt JE05 Driving Cycles JE05 Driving Cycles Engine Speed Vehicle Speed Acceleration amp Braking Vehicle Speed Engine F

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