System Level Vehicle Model Development of Light Heavy Duty ... · Santhosh Pasupathi, Model Based...
Transcript of System Level Vehicle Model Development of Light Heavy Duty ... · Santhosh Pasupathi, Model Based...
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System Level Vehicle Model Development of Light Heavy Duty Battery Electric Vehicle
in GT-SUITE
North American GT-SUITE Conference – 2018
Isuzu Technical Center of America, Inc.
Santhosh Pasupathi, Model Based Development Engineer, ITCASmruti Rathod, Model Based Development Engineering Intern, ITCA
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Table of Contents
Introduction
Deliverables
Project Scope
BEV Model Setup in GT-Suite – Architecture, Modifications & Powertrain Specifications
Simulation Results
Conclusion & Next Steps
References & Acknowledgements
1
2
3
4
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6
7
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Introduction
1D – MAP Based Model
Can be built in very short time
Requires less data for validation
Faster than real time
Low fidelity model
This approach can be used for basicperformance and range estimationstudy with less input data fordifferent powertrain architectures
Important applications includebattery and motor componentsizing
1D map based EV model [1]
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Build a basic map-based Light Duty BEV model withMaster controller
Strategize control logic to implement:
Regenerative and friction braking combination
Regenerative pedal mapping for different regenmodes
Perform component sizing for motor power
Perform component sizing for battery capacity basedon vehicle architecture
Validate model against field data [GPS data] for rangeestimation and performance evaluation
Deliverables
Predicting Range & Performance
Component Sizing & Optimization[3]
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Project Scope
Modeling approach is map based – onlyestimated numbers can be obtained
Battery has been modelled on pack level,not cell level
Battery thermal characteristics areassumed to be constant
Traction/Inverter motor model is nottemperature dependent
Control system and strategy developmentfor individual components is not theprimary focus
1D map based EV model [1]
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[Start] [End]
[Energized, not active]
700 V
: Charging : Discharging
[Start]
[End] 700 V
: Charging : Discharging
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Mode 1: Key Start
Mode 2: Driving
Mode 3: Regen
EV power flow diagram[1]
Model is setup with three main operating modes of a BEV:
Key start – Power flow starts from 12 V battery whichenergizes motor and auxiliary system
Driving mode – 700 V main battery pack powers theTraction/Inverter motor, that propels the vehicle
Regen mode – Braking energy from vehicle is recoveredas useful energy and stored in main battery pack
EV Model Setup in GT-Suite: Architecture
: Charging : Discharging
[Start]
[End] [End] [End]
700 V
Charging: Battery in charging conditionDischarging: Battery in discharging condition
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Model Setup:
Traction/Inverter Motor: Brake torque &Electromechanical Efficiency maps*
Main Battery pack: Open Circuit Voltage &Resistance maps for charging & discharging*
Regen mode: Implemented using 3 variablelookup map
- Regen Motor Torque[Nm]
- Vehicle speed [mph]
- Battery SOC [%]
* Data source: Supplier, Nordresa
EV Model Setup in GT-Suite: Architecture
1D map based EV model [1]
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Model Setup:
Traction/Inverter Motor: Brake torque &Electromechanical Efficiency maps*
* Data source: Supplier, Nordresa
EV Model Setup in GT-Suite: Architecture
1D map based EV model [1]
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Model Setup:
Main Battery pack: Open Circuit Voltage &Resistance maps for charging & discharging*
* Data source: Supplier, Nordresa
EV Model Setup in GT-Suite: Architecture
1D map based EV model [1]
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Vehicle Speed [mph] Battery SOC [Fraction] Motor torque [Nm]x x xx x xx x xx x x
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EV Model Setup in GT-Suite: Architecture
Model Setup:
Regen mode: Implemented using 3 variablelookup map*
- Regen Motor Torque [Nm]
- Vehicle speed [mph]
- Battery SOC [Fraction]
Sample regen map:Mapped during field test for different regen modes,for different vehicle speed and battery SOC ranges:
* Data source: Field test
1D map based EV model [1]
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Regen mode Regen natureD1 Heaviest regenD2 Medium-II regenD4 Medium-I regenD6 Lowest regen
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EV Model Setup in GT-Suite: Modifications
Modifications to the motor controller model include:
Creep torque for initial 10 kph vehicle speedrange
Regenerative braking mode implementationusing selective regen mode lookup maps[D1/D2/D4/D6]
Different regenerative braking modes used in themodel:
Motor controls architecture setup in GT-Suite[1]
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Parameters BEV - Map based model
GVW [lbs.] 14500
Battery Model 700V, 80 kWh, 122 Ah Capacity
Battery Data
# Open Circuit Voltage # Internal Resistance
[as function of Temperature [K] and battery SOC]
Motor Model 150 kW Power Capacity
Motor Data
# Electromechanical efficiency # Maximum & minimum Brake torque
[as function of Motor speed [RPM] & Torque [Nm]
Final Drive Ratio [FDR] 4.3
Tire Specs 225/70 R19.5
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EV Model Setup in GT-Suite: Powertrain Specifications
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Results - D1 (Heaviest) Regen mode selected
Results - D4 (Medium-I) Regen mode selected
Results
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Simulation Results
Results - D1 (Heaviest) Regen mode selected
Result plots
Energy Efficiency, Range & MPGe results
*[4]
*[5]
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Results plots
*Regen mode used: D1 - Heaviest Regen*Target vehicle speed: GPS data from field test
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Results plots
Motor torque for regenerative braking part
*Regen mode used: D1 - Heaviest Regen*Target vehicle speed: GPS data from field test
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Combined (Driving + Regen) Combined (Driving + Regen) Combined (Driving + Regen)
Energy efficiency [Wh/mile] x x x
Range [miles] x x x
MPGe x x x
Field Result Simulation Result % Difference from field result
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Results & Validation : Energy Efficiency, Range & MPGe
Energy Efficiency Whmile
= ∑ Power consumed over entire drive cycle∑ Vehicle speed over entire drive cycle
𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅 (𝑚𝑚𝑚𝑚𝑚𝑚𝑅𝑅𝑚𝑚) = Battery efficiency ∗BatteryWh rating
Energy efficiency ( Whmile)
𝑀𝑀𝑀𝑀𝑀𝑀𝑅𝑅 = Total miles driven ∗Energy equivalent for 1 Gasoline gallonTotal energy from all fuels consumed
1 Gasoline gallon = 33.7 kWh electrical energy [6]
Regen mode used: D1 - Heaviest regen
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Combined (Driving + Regen) Combined (Driving + Regen) Combined (Driving + Regen)
Energy efficiency 100.0 99.7 -0.3
Range 100.0 100.3 0.3
MPGe 100.0 100.2 0.2
Field Result - Normalized *Simulation Result -
Normalized * % Difference from field result
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Results & Validation : Energy Efficiency, Range & MPGe
*Field Result: Field test data*Simulation Result: Field test GPS data used as target to the model
Energy Efficiency Whmile
= ∑ Power consumed over entire drive cycle∑ Vehicle speed over entire drive cycle
𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅 (𝑚𝑚𝑚𝑚𝑚𝑚𝑅𝑅𝑚𝑚) = Battery efficiency ∗BatteryWh rating
Energy efficiency ( Whmile)
𝑀𝑀𝑀𝑀𝑀𝑀𝑅𝑅 = Total miles driven ∗Energy equivalent for 1 Gasoline gallonTotal energy from all fuels consumed
1 Gasoline gallon = 33.7 kWh electrical energy [6]
Regen mode used: D1 - Heaviest regen
* Numbers have been normalized
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Simulation Results
Results - D4 (Medium-I) Regen mode selected
Result plots
Energy Efficiency, Range & MPGe results
*[4]
*[5]
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Results plots
*Regen mode used: D4 – Medium I Regen*Target vehicle speed: Vehicle speed data from field test used,
due to unavailability of GPS field data
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*Regen mode used: D4 – Medium I Regen*Target vehicle speed: Vehicle speed data from field test used,
due to unavailability of GPS field data
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Results plots
Motor torque for regenerative braking part
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*Regen mode D1 – Heaviest Regen*Regen mode D4 – Medium I Regen
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D1 & D4 Regen Mode Comparison plots
Motor torque for regenerative braking part
Regen mode Regen natureD1 Heaviest regenD2 Medium-II regenD4 Medium-I regenD6 Lowest regen
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Combined (Driving + Regen) Combined (Driving + Regen) Combined (Driving + Regen)
Energy efficiency [Wh/mile] x x x
Range [miles] x x x
MPGe x x x
Field Result Simulation Result % Difference from field result
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Results & Validation : Energy Efficiency, Range & MPGe
Energy Efficiency Whmile
= ∑ Power consumed over entire drive cycle∑ Vehicle speed over entire drive cycle
𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅 (𝑚𝑚𝑚𝑚𝑚𝑚𝑅𝑅𝑚𝑚) = Battery efficiency ∗BatteryWh rating
Energy efficiency ( Whmile)
𝑀𝑀𝑀𝑀𝑀𝑀𝑅𝑅 = Total miles driven ∗Energy equivalent for 1 Gasoline gallonTotal energy from all fuels consumed
1 Gasoline gallon = 33.7 kWh electrical energy [6]
Regen mode used: D4 – Medium-I regen
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Combined (Driving + Regen) Combined (Driving + Regen) Combined (Driving + Regen)
Energy efficiency 100.0 108.6 8.6
Range 100.0 92.1 -7.9
MPGe 100.0 92.1 -7.9
Field Result - Normalized *Simulation Result -
Normalized * % Difference from field result
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Results & Validation : Energy Efficiency, Range & MPGe
*Field Result: Field test data*Simulation Result: Due to unavailability of GPS field test data,
vehicle speed data used as target to the model
Energy Efficiency Whmile
= ∑ Power consumed over entire drive cycle∑ Vehicle speed over entire drive cycle
𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅 (𝑚𝑚𝑚𝑚𝑚𝑚𝑅𝑅𝑚𝑚) = Battery efficiency ∗BatteryWh rating
Energy efficiency ( Whmile)
𝑀𝑀𝑀𝑀𝑀𝑀𝑅𝑅 = Total miles driven ∗Energy equivalent for 1 Gasoline gallonTotal energy from all fuels consumed
1 Gasoline gallon = 33.7 kWh electrical energy [6]
Regen mode used: D4 – Medium-I regen
* Numbers have been normalized
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Combined (Driving + Regen) Combined (Driving + Regen) Combined (Driving + Regen)
Energy efficiency 100.0 108.6 8.6
Range 100.0 92.1 -7.9
MPGe 100.0 92.1 -7.9
Field Result - Normalized *Simulation Result -
Normalized * % Difference from field result
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Results & Validation : Energy Efficiency, Range & MPGe
Regen mode used: D4 – Medium-I regen
* Numbers have been normalized
Reasons for this difference are: Unavailability of GPS field test data to be used for validation of
the model Regen map for D4 mode can be improved to be more accurate,
currently we are limited by data availability Once field test data is obtained, we can achieve % difference
within 5%
Energy Efficiency Whmile
= ∑ Power consumed over entire drive cycle∑ Vehicle speed over entire drive cycle
𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅 (𝑚𝑚𝑚𝑚𝑚𝑚𝑅𝑅𝑚𝑚) = Battery efficiency ∗BatteryWh rating
Energy efficiency ( Whmile)
𝑀𝑀𝑀𝑀𝑀𝑀𝑅𝑅 = Total miles driven ∗Energy equivalent for 1 Gasoline gallonTotal energy from all fuels consumed
1 Gasoline gallon = 33.7 kWh electrical energy [6]
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Conclusion
1-D map based Light Duty BEV model with basic mastercontroller has been built and validated against field data
Powertrain architecture development with differentconfigurations is possible with map-based modeling
Model can be used for component sizing (motor andbattery)
Component optimization can be achieved by studyingmodel performance with different powertrainconfigurations
Based on performance study, final prototypearchitecture can be selected
Performance target setting for final prototype can beachieved through the model
Cost savings is a major outcome, without vehicleprototype development
Overall time and effort involved in product development& field test can be reduced by this approach
[1]
1D map based EV model [1]
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Next Steps
1D map based EV model [2]
Demonstrate accurate energy consumption of auxiliary system using system level model
Integrate detailed and predictive battery model with existing vehicle model
Implement HVAC system in the model for cabin heating/cooling
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References
GT-Suite Vehicle Modeling Software
https://www.gtisoft.com/blog-post/lithium-ion-battery-modeling-for-the-automotive-engineer/
https://www.am-today.com/article/nissan-la-2eme-vie-des-batteries-pour-ve
http://prozza.com/english/pecolo.html
https://wattev2buy.com/efficient-ev-ranking-efficiency-electric-vehicles-usa/
http://large.stanford.edu/courses/2016/ph240/kountz2/
[1]
[2]
[3]
[4]
[5]
[6]
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Gerald BergseikerSenior Manager, PVRDE, ITCA
Role: Mentor and Technical Advisor
Amruth HalemathaPVRDE Intern, ITCA
Role: Test Data Analysis & Support
Acknowledgement
Bruce VernhamTechnical Director, PVRDE, ITCA
Role: Mentor and Technical Advisor
Yasuo FukaiChief Engineer, PVRDE, ITCA
Role: Engineering Leadership & Guidance
Marc DaigneaultChief Technology Officer, Nordresa
Role: Supplier Data Support
Francois DubeMechanical Junior Engineer, Nordresa
Role: Supplier Data Support
Jonathan ZemanVehicle Applications Team Leader, Gamma Technologies
Role: Software Support
Dhaval LodayaProject Engineer - Electrified Vehicle Applications, Gamma Technologies
Role: Software Support
Joe Wimmer Senior Engineer, Gamma Technologies
Role: Software Support
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Thank You!