Get documents about "Controls Development for Hybrid Electric Vehicles
Document Sample
CAN Bus (standard)
Controls CAN Bus (expansion)
Development for Hybrid
DC/DC Converter Generator/Inverter
By
David J Howarth
Electric Vehicles
IC Engine Electric Motor Transmission
and Vivek Jaikamal,
ETAS A key means of achieving higher fuel economy Engine Transmission
Control Control
Module Module
Battery Pack
Hybrid electric vehicle (HEV) production is projected to reach upwards of two million
vehicles worldwide in the next few years. In the U.S., HEVs may account for 5-10 percent of Battery Hybrid Motor Brake
total vehicle sales by 2015. HEVs are not only seen as a key means to achieve higher fuel Control Control Control Control
economy, but also to reduce our dependence on fossil fuels as well as to reduce carbon emis- Unit Unit Unit Module
sions. However, in order to achieve these goals, HEVs have to rely on complex electronic
controls. In this article, we highlight some of the issues faced by U.S. OEMs during the develop-
ment of electronic controls and also make recommendations that can help in solving some
of those issues.
T ypical HEV controls develop- During this step the HEV components, Similarly, most of the software devel- As HEV development moves into the Recommendations The XETK ECU interface offers a Figure 1:
ment process including the IC engine, are sized and opment for the hybrid control unit mainstream powertrain development Several ETAS tools can help ease the unique way to instrument a cluster of Example of
The challenge of building an efficient, the layout of the transmission plane- (HCU), and the battery and motor con- process at most OEMs, these ECM transition from the first generation of ECUs and connect them to a PC over an HEV ECU
economical and attractive HEV is tary gears is determined, while key trol units (BCU, MCU) in the first gen- variants need to be integrated back HEVs to the next. See Figure 2 for a an Ethernet network. This is ideal for topology.
daunting. That explains why OEMs parameters like driving performance, eration of hybrid vehicles has been into the standard process. This requires process layout with ETAS tools. HEV applications and reduces the
that normally compete with each oth- fuel economy, and emissions are done manually. This was necessary converting the manually-coded HEV instrumentation hardware costs sig-
er are now working together to de- optimized. This process also delivers because of immense time pressure on strategies to graphical models so that INTECRIO offers a powerful solution nificantly.
velop hybrid powertrains. The key fac- important data about the battery these programs, and made possible automatic code generation techniques of desktop co-simulation between The XETK interface may be used for
tor in the rapid market success of HEVs charging and discharging cycles, brake because of availability of resources and may be used and models may be different modeling environments – calibration and rapid controls proto-
is that OEMs were able to add this new energy regeneration, and transmission prototype vehicles to quickly test and reused for future programs. Moreover, e.g., Simulink®, AMESim, GT-POWER, typing purposes, and is designed for
technology to existing powertrain gear changes, which is useful in the validate the concepts. Therefore, most HEVs can then also benefit from future CarSim, etc. It also provides a way to data capture rates typically needed in
products without major redesign or initial development of control systems OEMs did not follow the standard advancements in gasoline/diesel tech- easily validate the functionality of HEV development.
tear up. HEV development, however, for the HEV subsystems. Simultane- V-cycle for ECU development for the nology. manually developed C-code against
depends on the level of hybridization ously, OEMs select the ECU architec- first generation of HEVs. Model-based that of automatically generated code The ES910 prototyping hardware can
(i.e., micro, mild, or full hybrids) and ture for the HEV. In some cases, exist- development was not fully leveraged, Some of the other issues faced by HEV from RTW-eCoder, ASCET from ETAS, be used for in-vehicle development
the type of configuration (i.e., series, ing ECUs have to be updated in order rapid controls prototyping techniques engineers arise from the overall com- or third-party code generators. Finally, of advanced HEV strategies via the
parallel, or split). to accomplish additional HEV-related were not used as much and Hard- plexity of the HEV system architecture with our partner product INCODIO, INTECRIO environment using the by-
tasks, while in other cases a new ECU ware-in-the-Loop validation was used – with several ECUs added for control- HEV developers can bring their exist- pass methodology.
The development process typically may be needed to properly control sparingly. ling the electric motors, battery, and ing C-code into desktop and rapid
s
starts from a concept (level, configu- the entire system. A typical HEV ECU generator/inverter. Testing each ECU prototyping environments. INTECRIO,
ration) that is then simulated using architecture is shown in Figure 1. Issues faced by HEV controls in its real-world environment and test- therefore, offers a very flexible envi-
tools (e.g., PSAT, Simulink® models, developers ing the interaction of ECUs over the ronment to accomplish a variety of
GT-DRIVE, DYNA4 from TESIS, etc.) In most cases, HEV controls develop- Since the V-cycle was bypassed for CAN network is in itself a challenge. In Model-in-the-Loop (MiL), Software-in-
specifically designed for HEV develop- ment is synchronized with existing HEV software development, this left addition, HEV development is distrib- the-Loop (SiL), and prototyping tasks.
ment. gasoline/diesel ECU development. The engineers with a lot of “clean-up” uted over several groups – each with It is of tremendous advantage when
engine control module (ECM) for HEV tasks. As an example, HEV engineers their own expertise, toolsets, and moving towards integrating HEV-spe-
applications consists of approximately took ownership of the ECM code and processes. cific code into the standard develop-
80 percent base ECM code and 20 modified it themselves, bypassing the ment process.
percent hybrid-related code (e.g., to central software development process
handle features like start/stop, regen- and creating variants of ECM code
erative braking, power moding, etc.). that were outside the mainstream.
The additional hybrid features are
mostly hand-coded by a dedicated
group of HEV-knowledgable soft-
ware engineers.
08 09
RT 2.2008 2 0 0 8 .2 R T
Plant and/or Application Software Models Manual or 3rd Party Code
Simulink® ASCET C-Code
Configuration and Integration 3rd Party Plant Models
INTECRIO
MiL and SiL Rapid Prototyping XETK
ES910
Ethernet
ES600
Ethernet
Hub
FlexRay
CAN
Measurement and Calibration
Figure 2:
Using INTECRIO
and the ES910 in an
INCA
HEV topology.
The high computational power of the The INCA measurement and calibra- The seamless ETAS tool chain makes
ES910, combined with the variety of tion software allows not only the in- the transition to the next generation
ECU interfaces (ETK, CAN, FlexRay) vehicle calibration of ECU software via of HEV development straightforward.
and protocols (e.g., XCP-on-CAN) the ETK or CAN interfaces, but also the Worldwide ETAS support and engi-
supported a flexible platform for desktop calibration of ECU strategies neering services make integration
HEV development. Customers can ex- integrated with plant models using of the tools into customer processes
ecute HEV strategies developed in INTECRIO. Using INCA, HEV develop- even easier.
Simulink® directly on the ES910, while ers can seamlessly develop and cali-
communicating with the ECM or brate new strategies on the PC, on the
TCM via ETK or CAN. ES910 rapid prototyping hardware,
and then on the ECU.
10
RT 2.2008
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