& I 2018 M RDE-C P S - IPG Automotive GmbH · 2018-09-18 · Source: Worldwide Emission Standards,...

© APL Automobil-Prüftechnik Landau GmbH 2017. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as for the case of industrial property rights

Dipl.- Ing. Michael Friedmann

Co-Writers:

Dipl.-Ing. C. Lensch-Franzen, Dr.-Ing. M. Gohl, Dipl.-Ing. R. Wulff, Dipl.-Ing. T. Mink, Dipl.-Ing. M. Schäfer,

IPG APPLY & INNOVATE 2018DEVELOPMENT METHOD FOR RDE-COMPLIANT PROPULSION SYSTEMS

September 2018


APL GROUP | CHALLENGES | DEVELOPMENT CONCEPT | OPTIMISATION POTENTIAL | CONCLUSION

INTRODUCTION

DEVELOPMENT METHOD FOR RDE-COMPLIANT PROPULSION SYSTEMS

2



APL - Group and Locations

• 7 locations

• About 1.400 employees

• About 240 test stands

Wolfsburg

Landau

Stuttgart

Karlsruhe

Haldenwang

3



APL GROUP - Fields of activity

• Test Development• Engine Testing• Analysis

• Engine / Concepts /Detailed Design

• 0D / 1D, FEM / MBS / EHD /CFD / CSD

• Virtual drivetrain• Road-to-Rig-simulation

Mechanical Engineering

• Components• Functional integration• Emissionrelevant function• Full powertrain

Powertrain calibration

• Thermodynamics /Combustion Process

• Function development• Application• Exhaust aftertreatment• RDE• E-Drive / Hybrid• Operating strategy

Powertrain / Vehicle Testing

• Full vehicle• Powertrain• Engines• E-Drive

Lubricants / Fuels Testing Material / Tribology

• Tribology• Component and Failure

Analysis

Counselling ( Strategy, Technology, Processes, Mergers & Acquisitions )

Virtual Powertrain

4



METHODS FOR THE DEVELOPMENT OF A RDE-CAPABLE POWERTRAIN

GLOBAL CHALLENGES FOR MOBILITY

Minimal Emissions

Energy Efficiency

Mobility

Region

Europe

US

China

:

ProductionVehicle Concept

Powertrain Concept

Energy Carrier

Electricity

Fuel

Boundary Conditions

5



Source: Worldwide Emission Standards, Passenger Cars and Light Duty Vehicles, DELPHI (2017)

EMISSION LEGISLATION Worldwide – light duty

6



Engine Speed [rpm]Syste

m T

orq

ue (

norm

alized)

[%]

Shift in Load Points

Power Gradient (normalized) [%]

Torq

ue G

radie

nt

(norm

alized)

[%]

Gradient

Time [h]

System Robustness

Em

issio

n [

%]

EnvironmentBoundary Conditions

Topography

Traffic Climate

Validation over

Lifetime

500 1000

Time [h]

Influence of Operating Fluids

Lubricating Oil 2

LubricatingOil 1

Time [h]

Em

issio

n [

%]

0

7

RDE – CHALLENGES FOR MOBILITY



EMISSION SENSITIVITY – RDE AND LAB CYCLES

WLTC

NEDC

RDE

Fre

quency

[%]

HC-E

mis

sio

n

[%]

Part

icle

Num

ber

[%]

Load Range [%]

Engin

e L

oad [

%]

Engine Speed [rpm]

8



RDE - DEVELOPMENT PROCESS

Roller Test Bench

Office Real Driving

Powertrain Test Bench

EnduranceTest Bench

Complex Engine Test Bench

System MiL

Subsystem MiL

ComponentMiL

RequirementsSociety / Legislation

RDE-capablePowertrain

ComponentTest Bench

Syste

m

covera

ge

Simulation Hardware

9



RDE – OPTIMISATION PROCESS

Prototype Phase

REAL DRIVING

Determination of the Main Factors (DoE)

HARDWARE, OPERATION STRATEGY & CALIBRATION

Determination of the Main Factors (DoE)

VEHICLE DRIVER ENVIRONMENT TRACKTRAFFIC

EMISSIONENERGY

EFFICIENCYDRIVABILITY

TARGET CONFIGURATION

SIMULATION

Vehicle ModelRaw Emission ModelAfter Treatment Model

VALIDATION

Roller Test BenchReal Driving

HARDWARE IN THE LOOP

Component Test BenchEngine Test BenchPowertrain Test Bench

Optimisation

Basis Development

Concept

Use ofrepresentative Data

NEW/ DERIVATE

DEVELOPMENT

SOPConceptPhase

DevelopmentphaseI & II

PreproductionSeries

Quality gate1st vehicleProduction

DURABILITY

10



APL TRACKKIT

11

Interurban

Urban

8

510

7

9

6

11

12

1

431 2

LD E2

LD E1

LD R3

LD R2

LD R1

LD R4

LD A3

LD A2

LD A1

R3

R5

R4

R2

R1

M1

R11

R6

R8

R9

R7

A1

R10

A2

M3

M2

R12

M5

M4

R13M

8M6

M7



SIMULATION ENVIRONMENT

Boundary Conditions Track Model

APL TrackKit- Modular Design

(currently 31 Modules)

Boundary Conditions for RDE-Cycle Modeling:- Topography- Stand Still Time/ Driving Time- Driving Speed

Average and Classification

Target Values:- Efficiency (CO2)- Limited Emissions (CO, HC, NOX, PM, PN)- Operation Strategy (Energy Balance)- Driveability

Driver Model (IPGDriver)- Characteristics- Dynamics

AccelerationDeceleration

- Prediction

Traffic Model (IPGTraffic)- Traffic Load- Traffic Lights & Signs- Roadworks

Environment- Temperature- Air Pressure- Humidity

Vehicle Model Weight Class

Load Condition Powertrain Concept

Engine & Gear BoxElectrification

Aerodynamics

12



SIMULATION ENVIRONMENT

13



14

TEST BENCH ENVIRONMENT

• Environment (Route)• Vehicle• Driver

Simulation



AIR/ FUEL MIXTURE

FUEL ENTRAINMENT

INTO LUBRICANT

DEPOSITS & WEAR

OPERATING FLUIDS

FUEL

distillation rangeadditives…

LUBRICANT

distillation rangeadditivesviscosity…

OPERATION STRATEGY

AIR MASS FLOW

robustnesscontrol…

INJECTION TIMING

number of injectionsinjection timingquantitative distribution…

CAMSHAFT TIMING

camshaft phasingcamshaft lift…

IGNITION TIMING

center of combustion…

PISTON & PISTON RINGS

designring package

…

CRANKCASE

cylinder distortioncooling concept

…

INJECTION SYSTEM

injector positionsystem pressure

…

TURBOCHARGER

controldynamic

…

HARDWARE

CYLINDER HEAD

cooling concept…

INFLUENCING FACTORS – PARTICLE & OIL EMISSION

15



RDE – OPERATING STRATEGY

16

0 50 100 150 200 250 300 350 400 450 500Time [s]

0

10

20

30

40

50

60

70

80

90

100

v [

km

/h]

Emission model: CO2, NOX, PM

0 50 100 150 200 250 300 350 400 450 500

Time [s]

0

100

CO

2[%

]

Calc

ula

ted

em

issio

ns

cu

mu

lati

ve

Electric driving

Boost

Recuperation

Combustion engine

48V-Hybrid 0 50 100 150 200 250 300 350 400 450 500Time [s]

0

100

CO

2[%

] Combustion engine

48V-Hybrid

0 50 100 150 200 250 300 350 400 450 500

Time [s]

0

100

NO

X[%

]

Combustion engine

48V-HybridO

pe

ratio

n s

trate

gy

Combustion engine

Electric motor

Battery

Model

Power electronic

Bo

un

dary

co

nd

ition

s

from

the

RD

E

cyc

le

Section of RDE cycle

Operating modeICE operation

-10,8 %

-23,3 %



HYBRID FUNCTIONALITIES AND POTENTIALS

17

Recuperation (ICE coupled)

Boost

Coasting (ICE decoupled)

Electric driving

Functionality P0 P1 P2 P3 P4

Reduction of consumption (CO2)

Reduction of emissions

spark ingnition engine (PM)

Reduction of emissions

diesel engine (NOX)

Performance

NVH

Potentials

Internal combustion

engine (ICE)

Gearbox

Electric motor

Clutch

Recuperation (ICE decoupled)

Coasting (active) Function applicable

Topologies



7

A_o_uv [m²]

6

A_o_v [m²]

5

SET_W [-]

4

epsilon_act [-]

3

s [m]

2

V_Zyl [m³]

1

A_f_L [m²]

s_gesamt

-C-

s_D [m]

-C-

s_D [m]

-C-

s_0 [m]

f(u)

s(phi)

up

u

lo

y

r_f_sat

f(u)

r_f_max

(u[1]-u[2])

h_4

(u[1]-u[2])

h_3

u[1]-u[2]

h_2

f(u)

h_1

2*u-1

f(u)

epsilon_act

f(u)

d_3

f(u)

d_0

atan

alpha_d

f(u)

V_Zyl

Scope2

Scope1

In S/H

>=

>=

>=

<

f(u)

R

OR

-C-

L [m]

-C-

H [m]

[h_1]

[A_o_Zyl]

[d_3][r_f]

[V_Zyl]

[h_2]

[epsilon_act]

[SP_F2]

[h_4]

[SP_W2]

[R]

[SP_W]

[SP_F1]

[h_3]

[s_ges]

[d_0]

[r_f_max]

-K-

-K-

[r_f]

[d_3]

[r_f]

[R]

[r_f]

[V_Zyl]

[A_o_Zyl]

[V_Zyl]

[r_f]

[SP_F2]

[SP_F2]

[A_o_Zyl]

[h_4]

[r_f]

[r_f_max]

[SP_W2]

[r_f_max]

[r_f_max]

[s_ges]

[SP_W]

[V_Zyl]

[epsilon_act]

[r_f]

[A_o_Zyl]

[s_ges]

[r_f]

[SP_W]

[SP_F2]

[R]

[r_f]

[SP_F1]

[R]

[r_f]

[SP_W]

[h_3]

[r_f]

[SP_F1]

[h_2]

[h_1]

[r_f]

[s_ges]

[d_0]

[s_ges]

[r_f]

[r_f_max]

10.98

Display

K Ts

z-1

K Ts

z-1

K Ts

z-1

K Ts

z-1

K (z-1)Ts z

K (z-1)Ts z

K (z-1)Ts z

K (z-1)Ts z

K (z-1)Ts z

z-1

z

z-1

z

z-1

z

z-1

z

double

double

double

double

double

0.5

D/2

-C-

D [m]

-C-

D [m]

0

> 0

<= 2.5e-006

f(u)

A_ok

f(u)

A_o_v_2

f(u)

A_o_v_1

f(u)

A_o_v

f(u)

A_o_uv

f(u)

A_o_Zyl

f(u)

A_f_L_0

A_f

f(u)

A_W_k3

f(u)

A_W_k2

f(u)

A_W_k1

-C-

s_D [m]

5

CLOCK

4

V_uv [m³]

3

V_v [m³]

2

r_f [m]

1

SP_Z

CO2 MODEL

POWERTRAIN

MANAGEMENT UNIT

14

u' [m/s]

13

s_L [m/s]

12

dQ_b_norm [-]

11

A_f [m²]

10

X_b [-]

9

V_uv [m³]

8

V_v [m³]

7

r_f [m]

6

dm_B/dphi [kg/°KW]

5

m_KS [kg]

4

m_uv [kg]

3

m_v [kg]

2

dQ_B/dphi [W/°KW]

1

SP_Z [-]

f(u)

v

u'_ZZPf(u)

u'

tau

t

f(u)

s_L0

f(u)

s_L

rho_uv

rho_m_ZZP

rho_m

0.0006

r_f_0 [m]

K Ts

z-1xo

r_f

K Ts

z-1

mb

K Ts

z-1

m_e

m_B [kg]

f(u)

l_T0

0

0

0

f(u)

dphi_ZV

dmue/dt

K (z-1)Ts z

dmue/dphi

f(u)

dme/dt

dme/dphi1

dme/dphi

f(u)

dmb/dt

dmb/dphi1

dmb/dphi

dm_b/dphi

dQ_b/dphi_norm

dQ_b/dphi2

dQ_b/dphi

-C-

c_ZV

0.06

c_T1

0.35

c_L

f(u)

beta

f(u)

alpha

f(u)

Y_b

X_b

up

u

lo

y

up

u

lo

y

up

u

lo

y

In S/H

In S/H

In S/H

In S/H

In S/H

In S/H

S

R

Q

!Q

S

R

Q

!Q

<=R2D

Q_b_max

Q_b

-C-

Mult_Form

-C-

Mult_BD

NOT

OR

OR

OR

NOT

1

1

14.2

L_min 3

1

14.2

L_min 1

14.2

L_min

14.2

L_min

f(u)

L_i1

f(u)

L_i

L_ZZP

-C-

L_EV [m]1

-C-

L_EV [m]

42e7

Hu 3

42e7

Hu 2

42e7

Hu 1

4.2e7

Hu

4.2e7

Hu

f(u)

H_g

H_EV

H_AV4

H_AV3

H_AV2

H_AV1

H_AV

[L_i]

[u_str]

[s_L]

[v]

[SP_LW]

[dphi_ZV]

[s_ZZP]

[m_KS]

[V_uv]

[V_v]

[dQ_b_norm]

[dm_AV_b]

[kin_energy]

[SP_INIT]

[dmue]

[SP_Z]

[Q_b]

[SP_EV]

[t]

[r_f]

[tau_w]

[V_Zyl]

[T_v]

[Y_b]

[m_uv]

[X_b]

[m_Zyl]

[dQ_b]

[dm_b]

[omega]

[mue]

[m_b]

[m_e]

[lamb]

[H_g]

[A_f]

[tau]

[l_T]

[SP_ZZP]

[rho_uv]

[SP_AV]

[s_L]

[v]

[SP_Z]

[L_i]

[u_str]

[s_L]

[tau_w]

[u_str]

[dQ_b_norm]

[tau]

[SP_Z]

[s_L]

[SP_Z]

[SP_Z]

[dm_b]

[dm_AV_b]

[s_ZZP][lamb]

[m_KS]

[omega]

[s_L]

[tau]

[dmue]

[m_e]

[m_e]

[m_Zyl]

[kin_energy]

[SP_Z]

[X_b]

[A_f]

[X_b]

[m_KS]

[V_uv]

[V_v]

[r_f]

[m_b]

[t]

[SP_AV]

[SP_EV]

[SP_Z]

[dm_b]

[Q_b]

[m_KS]

[tau]

[SP_EV]

[SP_ZZP]

[omega]

[t]

[V_v]

[V_Zyl]

[V_Zyl]

[Y_b]

[X_b]

[m_b]

[m_Zyl]

[m_Zyl]

[m_b]

[omega]

[u_str]

[lamb]

[omega]

[m_b]

[m_e]

[omega]

[s_L]

[mue]

[tau]

[t]

[m_uv]

[u_str]

[A_f]

[rho_uv]

[omega]

[s_L]

[u_str]

[A_f]

[rho_uv]

[lamb]

[rho_uv]

[m_b]

[SP_Z]

[dphi_ZV]

[l_T]

[rho_uv]

[mue]

[l_T]

[s_L]

[u_str]

[V_Zyl]

[v]

[dQ_b]

[m_Zyl]

f(u)

f(u)

Fcn3

f(u)

Fcn2

f(u)

Fcn1

74.65

0.04285

47.26

22.87

5.78e-005

899.6

358

sqrt(u^2*2)

D_EV_mean

-C-

D_EV [m]

-C-

D [m]

~= 0

> 0

~= 0

>= 0

>= 0

<= 0

== 1

<= 0

<= 0

50.26

Clock2

50.26

Clock1

50.26

Clock

u[4]

A_f

16

T_burn [K]1

15

T_v [K]

14

dm_AV [kg/°KW]

13

CLOCK

12

T_uv [K]

11

p_burn [Pa]

10

m_Zyl [kg]

9

lambda [-]

8

X_RG [-]

7

A_f_L [m²]

6

s [m]

5

V_Zyl [m³]

4

c_m [m/s]

3

omega [1/s]

2

SET_W

1

ZZP [°KW]

PN Model

DoE

Steady State

Dynamic

ENERGY CARRIER

BOUNDARY CONDITIONS

Topography ClimateOnline

Traffic Data

OPERATION STRATEGY

BOOST

ELECTRICITY

FUEL

QUANTIFIER CO2 / PN

City / RuralEnergy Carrier Split

SOC

fossil / renewable

fossil / renewable

(limited emissions)

components / fractions

APL POWERTRAIN CONTROL

18

Driver



APL DEVELOPMENT CONCEPT

APL TRACKKIT

APL POWERTRAIN CONCEPT CREATOR

APL POWERTRAIN CONTROL

19



CONCLUSION - BENEFITS AT A GLANCE

20

LESS EFFORT IN MEASUREMENT PREPARATION PER INVESTIGATION

HIGHLY INCREASED MEASUREMENT CAPACITY

HIGH REPEATABILITY

MORE VARIETY IN MEASUREMENT TECHNIQUES

VERY SHORT REACTION TIME FOR CALIBRATION VALIDATION

USABLE AT AN EARLY DEVELOPMENT STAGE



21

THANK YOU FOR YOUR ATTENTION!

& I 2018 M RDE-C P S - IPG Automotive GmbH · 2018-09-18 · Source: Worldwide Emission Standards,...

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Transcript of & I 2018 M RDE-C P S - IPG Automotive GmbH · 2018-09-18 · Source: Worldwide Emission Standards,...