- Category Technical paper
- Related event International Congress : SIA Powertrain - Rouen 2014 - 21 & 22 May 2014
- Edition SIA
- Date 05/21/2014
- Author A. Ruggiero, I. Montalto, P. Poletto - Fiat Chrysler Automobiles | E. Pautasso, K. Mustafaj, E. Servetto - Powertech Engineering
- Language English
Type PDF file (625.78 Ko)
(Downloadable immediately on receipt of online payment)
- Number of pages 10
- Code R-2014-02-09
- Fee Free
Powertrain control systems testing requires to be performed as much as possible in advance to powertrain development. Virtual testing by means of Hardware-in-the-Loop (HiL) simulation is an effective means to fulfill this requirement. In this perspective, while map-based engine models have proven not to be flexible enough for modern control development and testing needs, physics-based modeling ensures this capability.
This paper presents the development of a fully-physical 0D Fast Running engine Model (FRM) and its deployment on a HiL system for ECU testing. The FRM was built starting from the detailed 1D engine model which was developed within design department for performance prediction. In this way, the best engine modeling capabilities within the company can be fully exploited to maximize productivity.
The detailed 1D GT-POWER® model was reduced to a 0D FRM, by lumping its volumes and simplifying the flow-path so that larger time-steps could be taken by the fluid-dynamics solver. This resulted in a dramatic reduction in computational requirements, which enabled Real-Time (RT) simulations. The FRM was then integrated into a Simulink-based architecture, comprehending a transmission, drive-train and vehicle model and all the I/O connections to the ECU. This MATLAB/Simulink® (M/S) model, encapsulating the engine FRM, was then deployed on a dSPACE® HiL machine for ECU testing.
The 0D FRM, being a physically-based model, retained the predictivity of a traditional 1D model and responded to changes in the ECU calibration parameters such as injection energizing time, mass flow rate set points, boost pressure levels. Moreover, it was possible to update at any time the FRM according to hardware (e.g. turbocharger maps, valve timings) or calibration changes that meanwhile occurred to the real engine in the course of the development process, unlike traditional map-based plant models in M/S, which required experimental data to be collected in order to populate again the look-up tables. The complete model was tested on several steady state operating conditions as well as on the NEDC driving cycle (including Start & Stop and NOx Trap regeneration logics), giving more than satisfactory results.