a hardware in the loop simulation system for fuel cell
TRANSCRIPT
A Hardware In the Loop Simulation System for Fuel Cell Vehicle ControlCell Vehicle Control
Dr. Roydon Fraser Erik J WilhelmErik J. WilhelmDr. M. Fowler
1
Alternative Fuels Team
• UWAFT formed in 1996
– Propane Vehicle Challenge
– Ethanol Vehicle Challenge
– Tour de Sol
– Challenge X
• ~140 members– Primarily engineering
t d tstudents– ~30 core members– 6 graduate students
2
Fuel Cell Hybrid PowertrainDevice Make/Model Specifications
Fuel Cell Hydrogenics/HYPMax Power: 65kWVoltage Range: 190-300VFuel Cell
StackHydrogenics/HYPM 65kW
Voltage Range: 190 300V Current Range: 0-300AMass: 415kg
Hydrogen D t k/ZM180*
Max Pressure: 5000 psiTank Capacity: 4.31kg H2Hydrogen
Storage Dynetek/ZM180* Tank Capacity: 4.31kg H2Tank Weight: 92kgTank Volume: 178L
DC/DC Custom UWAFT Input Voltage Range: 190-310VOutput Voltage Range: 300-385VDC/DC
Converter Design and Construction
Output Voltage Range: 300 385VConverter Type: BoostMass: 30 kg
Motors B ll d/312V67
Peak Power: 67kWContinuous Power: 32kWMotors
(2 units) Ballard/312V67 Continuous Power: 32kWMax Torque: 190NmMass: 84kg
Motor Controller Ballard/312V67
Continuous Power: 67kWInput Voltage: 260-385V
(2 units)p g
Output Current: 280A RMS
Battery Pack
Cobasys/NiMHax288-60
Voltage Range: 220-360VCapacity: 8.5AhEnergy: 2.4kWhMass: 88kg
3
Integration Overview
4
Control Development V‐cyclep y
Off-lineController Modeling
(SIL)
VehicleTesting
Rapid CIL{ }RapidController
Prototyping
HILTestingControls
Designers (OEM)
CILTesting{ }
Target
(OEM) Code Generation (3rd part ) Target
Controller Development
(3rd party)
5
Mototron Control Development
Off liOff-lineController Modeling
(SIL)
VehicleTesting
(SIL)
CILControls { }RapidController
Prototyping
HILTesting
CILTesting
Controls Designers (OEM)
{ }MotoHawk™ Auto Code Generation
6
Software In the Loopp
• SIL implementation:SIL implementation:
Vehicle model Vehicle control algorithms
Virtual
7
Hardware In the Loop
• HIL implementation:
Vehicle model on Actual vehicleActual vehicleVehicle model on real-time processor
Actual vehicle controller
Actual vehicle wiring harness
Virtual Real-world
8
Vehicle Testing
The InuksH2uk
9
SIL Model
4wdTraction motorsFuel Cell Power Module
10
SIL ValidationSIL Validation
Validation of model predicted bus voltages versus vehicle acceleration data
11
SIL Regen FaultSIL Regen Fault
100
120
3000
3500
4000
60
80
ph]/T
orqu
e [N
-m]
2000
2500
3000
spee
d [R
PM]
0
20
40
Spee
d [k
p
500
1000
1500
Whe
el
-20
00 2 4 6 8 10 12 14
Time (s)-500
0
speed Front Torque Req RPM
Regenerative braking control strategy not functioning as intended
12
SIL Regen Fault FixedSIL Regen Fault Fixed
100
120
140
7000
8000
60
80
100
h]/T
orqu
e [N
-m]
4000
5000
6000
spee
d [r
pm]
0
20
40
0 5 10 15 20 25 30 35 40
Spee
d [k
ph
2000
3000 Whe
el
-40
-20
Time (s)0
1000
speed Front Torque Req RPM
Regenerative braking control strategy functioning as intended
13
HIL Methodologygy
Supervisory Controller
Analog/Digital Out signalsVehicle
Plant Model
MPC-565128 Analog/Digital In signals
CAN 1 CAN 2
FCPM
SecondaryControllerMPC-555
80
CAN 1, CAN 2
Visual Data Stream
Data
Battery
MotorsData Motors
User interface
Data logging
14
HIL Test Stand
15
HIL GoalsCommunication Bus Testing
Phase 1I/O L CAN
Hybrid Control Development
I/O Lag
Code Efficiency
performance
Signal Robustness
Power module
Safety System Validation
Phase 2a
Phase 2b
Power module control
optimization
Hybrid control strategy tuning
Sa e y Sys e a da o
Dynamic Control DevelopmentFailure memory
Failure insertion
Implausibility recognition
Redundancy
OBD
Emergency Simulation Anti-lock
braking Torque control
strategy
Non Powertrain Control Development
Phase 4
gdevelopment
gydevelopment
Non-Powertrain Control Development Phase 3GUI
development
Bluetooth interface
Drive quality tuning
Start-time optimization
DC/DC control
16
I/O Lag Test Block
23
14 5
66
17
I/O Lag Quantified
6Falling Lag Rising Lag
Rising: 15ms Falling: 17ms 5
6
{ {
Lag causes:– Line inductance from
oversized pulldown 3
4ge
(V)
p– Relay actuation time– Code execution
(Processor overhead 2
3
volta
g
(and signal discretization)
0
1
00 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
Time (1/1000 s)impulse response
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HIL Results ‐ Charge Depleting Strategy
0.9
1
0.9
1
0 200 400 600 800 1000 1200 1400
0.6
0.7
0.8
harge [0,1]
0.6
0.7
0.8
0.4
0.5
ry State Of C
h
0.4
0.5
0.1
0.2
0.3
Batter
0.1
0.2
0.3
0
0 200 400 600 800 1000 1200 1400
Time (s)
0
19
( )
Voltage Spikes Revealed in HILg p
380
400
380
400
0 200 400 600 800 1000 1200 1400
320
340
360
ge (V)
320
340
360
280
300
320
attery Voltag
280
300
320
220
240
260Ba
220
240
260
200
0 200 400 600 800 1000 1200 1400
Time (s)
200
20
Time (s)
Vehicle Testing
The InuksH2uk
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Acknowledgments
SupervisorsDr. M.W. Fowler, Dr. R.A. Fraser
UWAFTMichael Whalstrom, Alain Boutros, Matthew Stevens, Christopher Lawrence, Sam Arsenault, Christopher Haliburton, Marty Long, Daniel Sellan, Vishal Singh, Thomas Geraghty, Joshua Bruce, James Goh, Will Williams, Greg Dong, Ryan Huizing, Adrian Kwan, Ramandeep Virk, Ian Tam, Brian Vandenboomen, Kuo-Feng Tong, Jennifer Bauman, Christopher Mendes, Josh Aziz, Curtis Knischewsky, Hinkel Yeung, Zarrar Ali, Devin Cass, Christin Strong Charles Hua Tim Horton and many more
Platinum SponsorsChristin Strong, Charles Hua, Tim Horton, and many more…
22
Thank you
Questions?Questions?
23
24
Safety System: OBD
25
ChallengeX‐Factor
• Changes to the team structure:– Six 2006 Graduates, Two “Retirees”, and Eleven fresh recruits
• Coverage Areas:Business Electrical Mechanical Controls Fuel Cell Criteria
Max 1 year competency 5 5 5 5 5 =5Max 2 year competency 5 5 5 5 5 =5
Summary
Max 3 year competency 5 5 5 5 5 =54 3 5 5 4 =5
Average 1 year competency 3.4 3.5 3.5 3.3 3.5 >3Average 2 year competency 3.3 3.3 3.5 3.3 3.5 >3
Max 4+ year competency
g y p yAverage 3 year competency 4.3 2.7 4.0 3.0 3.0 >3
3.9 2.1 3.7 3.3 2.5 >3Average 4+ year competency
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Hybrid Control SIL Results
20000
30000
40000
20000
30000
40000
M otorBatteryFuel Cell
20000
30000
40000
20000
30000
40000
10000
0
10000
270 275 280 285 290
Pow
er (W
)
10000
0
10000
-10000
0
10000
510 515 520 525 530 535 540 545 550Pow
er (W
)
-10000
0
10000
-30000
-20000
-10000
Sim ulation tim e (s)-30000
-20000
-10000
-30000
-20000
10000
Simulation Time (S)-30000
-20000
10000
MotorBatteryFuel Cell
( ) ( )
Cost FunctionLoad FollowingFuel Cell Efficiency 47.0%
DC/DC Effi i 90 4%
Fuel Cell Efficiency 54.1%
DC/DC Effi i 90 4%DC/DC Efficiency 90.4%
Battery Efficiency 97.0%
Mileage (mpge) 41.0
DC/DC Efficiency 90.4%
Battery Efficiency 94.8%
Mileage (mpge) 47.0
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Torque Control Strategy
Front Speed Sensor
Front Wheel Speed
Rear Speed Sensor
Sensor
Rear Wheel Speed
Traction Control
Wheel Slip?
Front Motor Torque
Throttle Position Signal
TorqueRequest
Empirical TorqueSplitting TableTPS TR
Torque Arbitration Algorithm
Signal qAlgorithm Individual Motor Torque request Rear Motor Torque
Powertrain PD
• Efficient torque splitting algorithm• Allows for traction control strategy between
Powertrain data
gymotors
• Optimized for performance and efficiency
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Torque Control StrategyMotor Efficiency map and Maximumum Motor Efficiency wrt Speed
180
1
140
160
180
0.8
0.9
Torq
ue
100
120
140
0.6
0.7
Mot
or T
o
60
80
100
0 3
0.4
0.5
20
40
60
0 1
0.2
0.3
Motor Speed
0 2000 4000 6000 8000 10000 12000
0 0
0.1
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Cost Based Parasitic Control
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99% Buy‐off Featuresy
Electronic gear selector
TactilePolycarbonate tinted windows
Custom Paint
Visual
Touch screen GUICustom upholstery
Trim and finishEmergency lighting solution
On-board inverter
Custom PaintCustom fiber engine cover
Custom rockersFuel storage coverManifolded exhaust
F l t i t fOn board inverterAir conditioningCabin heating
Fuel port interface coverPAX™ Tires
Air delivery mufflingRecirculation pump isolation
Auditory
Drive quality tuningHard acceleration anticipation
Unperceivable
Recirculation pump isolationEntertainment center
On-starStart sequence audio cueEmergency state warning
pWATsafe system
Intelligent fuel use optimizationAnti-lock braking system
Traction controlZERO TAILPIPE EMISSIONSZERO TAILPIPE EMISSIONS
= Can I drive?= Can I drive?31
ChallengeXg
32
ChallengeX Goalsg
Metric Base VehicleWaterloo Y2
VTSWaterloo Y3
VTSVehicle
Performance
Fuel Economy - combined EPA [l/100km] ≤10.1 ≤6.96 ≤7.35 6.29-12.37
Mass [kg] ≤1818 ≤2227 ≤2000 2095[ g]
Acceleration: 0-100kph [s] ≤8.9 ≤9.9 ≤9.0 N/A
Acceleration: 80-110kph [s] ≤6.8 ≤9.4 ≤6.8 N/A
R hi h [k ] ≥512 ≥224 ≥220 270Range – highway [km] ≥512 ≥224 ≥220 270
Start Time [s] <2.0 ≤5.0 ≤5.0 4.03
Passenger Capacity 3.5 2.5 5 5
Emissions [Tier, bin] Tier 2, Bin 5 Tier 2, Bin 1 Tier 2, Bin 1 Tier 2, Bin 1
Trailering Grade-ability 7% gr. – 90kph – 0.4km [kg] 1591 1136 1136 N/Ag p [ g]
Trailering Grade-ability 4% gr. – 90kph – 10km [kg] 1591 1136 1136 N/A
33
SIL Validation Inputp
FU-50560
Consumer Report City
40
50
60
35
40
45
50
20
30
Spee
d (m
ph)
15
20
25
30
Spee
d (m
ph)
0
10
0 100 200 300 400 500 6000
5
10
15
0 200 400 600 800 1000 1200 1400
• Simulate drive speed request based on data
Time (s) Time (s)
p q
• AVL, FU505, Trip‐EPA, Consumer Report
34
SIL Validation Results
• Model rationality and hybrid control strategy validated
Vehicle Speed/Motor Current (mph/A)
Battery Current (A)
Battery SOC (%)Battery SOC (%)
FCPM current (A)
35
450
Battery Current with various power limits(WOT acceleration)
350
400
450
no Batterypower limit
250
300
350
nt [A
mps
]
55kw
150
200
250
Bat
tery
Cur
rent
40kw
55kwBatterylimit
50
100
50B 0Batterylimit
0 1 2 3 4 5 6 7 8 90
Time [Seconds]
The impact of differing battery power limits on a 0-100kph acceleration run using the two-stage torque control strategy
36
Powertrain Control RequirementsSupervisory controller Safety controller
Mototron ECU565- Mototron ECU555-
DC/DCF/C Module 1
A
CB
Controller: 128 80
Processor: Motorola MPC565 Motorola MPC555
Clock Frequency: 56 MHz 40 MHz
Internal Flash: 1M 448K
F/C Module 2Motor
D E
H
I
F
Internal Flash: 1M 448K
External Flash: NIL 2M (optional)
EEPROM8K serial/optional 64K x 8 (parallel)
8K serial/optional 128k (parallel)
F/C Module 2InverterA/C
Inverter
F
G
Internal SRAM: 36K 32K
Supply Voltage: 6-32VDC 8-16V
Analog In/Out Used 24 7
Digita In/Out Used 8 6Powertrain elements
• Two vehicle controllers (supervisory and safety)
Digita In/Out Used 8 6
PWM Used 8 16
CAN Used 2 2
• Two vehicle controllers (supervisory and safety)• Six powertrain component controllers• Three CAN (controller area network) communication bussesThree CAN (controller area network) communication busses
37