2005-01-3831

Launch and driveability performance enhancement for a parallel hybrid with a torque controlled IVT
Enrico Cacciatori, Baptiste Bonnet, Nicholas D. Vaughan
Cranfield University

Matthew Burke, David Price

Torotrak (Development) Ltd

Krzysztof Wejrzanowski
Newage AVK SEG
Copyright 2005 SAE International

ABSTRACT
A mild hybrid powertrain with crankshaft mounted integrated motor generator (IMG) and torque controlled infinitely variable transmission (IVT) has shown clear potential for fuel economy (FE) enhancement. It also makes significant driveability and performance improvements possible which are a condition for customer satisfaction and subsequent marketability. The hybrid powertrain supervisory control strategy presented here uses the energy recovered during braking events for power assist, hence improving FE and driveability compromises. This is achieved by operating the engine at its best brake specific fuel consumption (BSFC) point during steady state conditions without deteriorating the transient response as a result of the comparatively fast IMG torque response. This paper demonstrates the launch manoeuvre and general driveability improvements achieved in simulation with validated models.

device (clutch or torque converter) [1]. The latter is a synchronous electrical machine in a topology particularly suited to automotive applications since it allows installation in between the engine and the transmission without any particular packaging problems. A design study for system sizing [2] has shown the FE improvements potentially achievable with this configuration. The focus in this paper is on performance and driveability. The term driveability is often used to describe powertrain unacceptable behaviors such as surge, hesitation, stretchiness, stumble, sag, etc., occurring during transient maneuvers. All of these terms refer to lack or instability of power mostly caused, in conventional powertrains, by calibration related engine problems. In the context of continuously variable transmissions and of powertrain supervisory control, instead, the term driveability is principally associated with the drivers expectation when demanding a vehicle acceleration. This expectation may not be fulfilled because for many steady state situations the engine produces its most fuel efficient power from a low speed and high torque combination. From such a starting point the engine has very little margin of additional torque that can be provided by opening the throttle. Therefore the drivers demand for more power can only be met by increasing the engine speed in advance of the vehicle speed and this can introduce an unacceptable vehicle response delay whilst the engine accelerates. The flexibility offered by an IVT allows the development of a control strategy targeting FE and/or driveability to different extents depending on the applied calibration. The FE potentially achievable is usually partially sacrificed in order to ensure acceptable driveability characteristics. In a hybrid powertrain configuration, the

INTRODUCTION
In December 2003, a project named EASIVT (Electrically ASsisted Infinitely Variable Transmission) was initiated as part of the Foresight Vehicle Programme. This project has the aim of applying hybridisation concepts to an existing sport utility vehicle (SUV) powertrain with IVT in order to further improve FE and enhance driveability. The driveline under investigation includes a full toroidal IVT and an axial flux permanent magnet IMG in a hybrid parallel configuration. The former is a torque controlled, twin regime, split power system with geared neutral capability; as such, it eliminates the need for any starting

presence of a dual power source allows moving the boundaries of this tradeoff towards better FE without compromising driveability, or even improved driveability. Furthermore, as a result of the increased flexibility in control thus guaranteed, it is possible to meet the requirements of different vehicle manufacturers with the same plant inasmuch as they can obtain desired brand characteristics through software modifications alone. This paper first reviews the transmission working principles; then the control strategy concepts currently under development are discussed; a comparison between hybrid and non-hybrid powertrain behavior in a selected range of driving maneuvers is finally presented.

The IMG is air cooled with forced air flow. A separate blower (not represented in Figure 1) provides the necessary air flow. The IMG winding temperature is monitored and the blower controlled by the IMG control unit. The battery is water cooled with external pump and radiator (not represented in Figure 1). The battery management system monitors and controls the battery modules. The IVT is connected to the IMG via a flexible coupling. Engine crank is provided by a starter motor via a flex plate connected between engine and IMG. The different control units communicate via CAN (Controller Area Network) protocol.

DRIVELINE LAYOUT THE TORQUE CONTROLLED IVT

Figure 1 shows a schematic of the driveline layout. The primary power source is a 5.4 L single over head camshaft V8 petrol engine capable of 433 Nm at 2300 rpm maximum available torque and 164 kW at 4300 rpm maximum power. The Torotrak Series III transmission layout is illustrated in Figure 2. In low regime, the transmission operates in shunt mode with power flow recirculation through the variator (Figure 3); the vehicle can be driven forward, backward or remain stationary (geared neutral). In high regime the epicyclic gearset is bypassed and power flows through the variator directly to the final drive (Figure 4); this corresponds to a range of transmission ratios from an equivalent 2nd gear in an automatic transmission (AT) to deep overdrive. The regime change takes place in synchronous conditions (i.e. without change of transmission speed ratio) and is realized via multi-plate wet clutches [3, 4].

Figure 1: Driveline layout

The IMG is rigidly connected to the crankshaft and replaces the flywheel. It is a three-phase dual stage cascaded synchronous motor generator with surface mounted permanent magnets that generate flux in axial direction. Energy is stored in a nickel metal-hydride (NiMH) battery with 8.5 Ah nominal capacity, 288 V open circuit voltage at 10% state of charge (SOC) and 60 kW maximum power. A DC/DC bidirectional converter (buck and boost) regulates the DC link voltage at nominal 400 V. An inverter/active rectifier drives the three-phase currents to produce the required torque.

Figure 2: Torotrak Series III IVT layout (output gearset omitted for clarity)

Output Carrier Input Annulus

R1

R3

R13
Sun Low clutch

R4

Recirculating power

High clutch

R2

Rv

Figure 3: Low regime forward drive power flow

Output Carrier Input Annulus

R1

R3

R13
Sun Low clutch

R4

High clutch

R2

Rv

Figure 4: High regime power flow

The core component of Torotrak IVT is the full toroidal variator, shown in Figure 5 [5, 6]. The variator is composed of three discs forming two toroidal cavities (only one toroidal cavity is represented in Figure 5 for simplicity); within each of them three rollers (only one roller is represented in Figure 5 for simplicity) are responsible for transmitting power through an elasto-hydrodynamic fluid film (traction fluid [7]). On application of a differential pressure to the pistons supporting the rollers, a tangential force is transmitted to the discs generating a reaction torque that acts on the inertias connected to the discs themselves. Hence the concept of torque control: the differential pressure generates a torque reaction which establishes the fraction of input torque which is transmitted to the wheels; the residual torque is responsible for accelerating the inertias connected to the transmission input shaft. Speed changes across the variator discs are automatically tracked by the tilting movement of the rollers which, as a result of the castor angle, move rapidly to the new operating ratio.

Figure 5: Full toroidal variator geometry

POWERTRAIN CONTROL
The base powertrain control structure is explained in [4]. The steady-state part is maintained as a component of the present hybrid powertrain controller; the transient part, instead, has been developed independently and is the main subject of this paper. STEADY-STATE CONTROL The driver input to the powertrain, represented by the accelerator pedal position, is translated via look-up tables into a requested engine speed and torque at the wheels; these are both vehicle speed dependent. In steady-state conditions, the wheel torque balances the road load at the current vehicle speed. A powertrain model calculates the transmission input torque corresponding to the required wheel torque at the

requested engine speed; an engine operating point is therefore identified. At medium-low throttle this operating point is shifted to an equivalent one with the same output power but located on the best BSFC line. Finally, an inverse transmission model calculates the hydraulic pressure necessary to react the calculated engine torque. In steady-state conditions the IMG could be controlled to produce a steady state torque, therefore allowing the engine to operate on the best BSFC line in areas of lower fuel consumption (the powertrain configuration under investigation does not allow for electric propulsion only, since engine, IMG and transmission input shaft are always connected). This torque assist would be controlled to account for the battery SOC and might be optimized to maximize engine operation in its most efficient conditions with reference to specific drive cycles. This type of control strategy is not considered here and in steady-state conditions the IMG is not commanded to generate any torque as this paper focuses on transient performance and driveability enhancements offered by the mild hybrid IVT configuration. The IVT itself already allows operation of the engine at best BSFC conditions and therefore the overall FE achievable is better than equivalent drivelines with ATs [8]. In addition, FE improvement are still attained because the engine is relieved from providing part of the torque necessary during transients to accelerate system inertias as shown in the next section. TRANSIENT CONTROL The overall vehicle/powertrain response to an action of the driver on the accelerator pedal is crucial in determining driveability of the IVT and subsequent customer acceptance [9]. Starting from an initial steady-state condition with the engine operating along the best BSFC line, an increment of pedal input is associated with the driver expectation of a corresponding wheel torque and vehicle acceleration change. Since typically the best BSFC line is close to the wide open throttle (WOT) curve, or maximum engine torque curve, the available torque margin is very low and driver expectations cannot be fulfilled unless the engine speed is changed. Additionally, an engine speed variation is also part of the psychological expectations corresponding to a vehicle speed variation. With particular regard to the IVT steady-state controller structure, a pedal input variation determines a change in the requested engine speed and wheel torque. This demand cannot be satisfied instantaneously; the way it is achieved must obviously account for the dynamic characteristics of the plant because engine and transmission input torque must be balanced in order to guarantee control of the system dynamic response. For this reason accurate and validated models of the engine

and transmission are embedded in the controller code [4, 10] to estimate the plant dynamics. During an engine acceleration phase, the torque necessary to provide the required acceleration of the inertias connected to the crankshaft is not reacted by the transmission and therefore is not transferred to the wheels. If the sum of the torque to be reacted and transferred to the wheels and of the inertial torque exceeds the maximum engine torque, the first is reduced with consequent penalty on performance and driveability. A second power source, represented by the IMG, can contribute in this case to significantly improve the system dynamic response. Additional driveability improvements can be achieved when the IMG is used to reduce the lag which typically characterizes the torque response of internal combustion engines (ICEs). With regard to this specific application, the ICE presents a lag in response mainly due to manifold filling effects. Its dynamics are also affected by the delay in electronic throttle actuation, the characteristics of the air flow around the throttle plate and the fuelling delay [4]. A control strategy that considers the factors previously described has been developed, in which the overall amount of power assist provided by the IMG is the sum of three components: the torque necessary to accelerate the crankshaft connected inertias following an engine speed change demand from the driver; the transmission input torque, requested by the driver in the form of wheel torque, which cannot be produced by the ICE because of its power limitations; the transmission input torque, requested by the driver in the form of wheel torque, which cannot be produced by the ICE because of its response lag.

These three components are analyzed separately in the following sections. For each of them the controller considers the IMG power capability and the available stored energy in the battery and modifies the base request correspondingly. Inertial power assist The requested engine acceleration is calculated as function of the difference between driver demanded engine speed and estimated engine speed [4]. Figure 6 shows the engine requested and estimated speed in a launch maneuver with 100% accelerator input for the Figure 7 shows the non-hybrid powertrain; corresponding engine requested acceleration. Following the input from the driver, a difference between requested and actual speed is created because the system cannot respond instantaneously. As the engine speed approaches the demanded speed, the acceleration request is progressively reduced to zero.

Engine lag power assist Figure 8 shows the requested and the actual engine torque in a launch maneuver with 100% accelerator input for the non-hybrid powertrain. The difference between the two values is used, in the hybrid powertrain, to build a torque demand for the IMG.

Figure 6: Requested and estimated engine speed. Launch with 100% accelerator input. Non-hybrid powertrain

Figure 8: Requested and estimated engine torque. Launch with 100% accelerator input. Non-hybrid powertrain

IMG and driveline limitations The prototype IMG topology used in this application does not allow the use of flux weakening techniques. This limits the speed range in which the machine can be used because the back-emf at 2500 rpm raises to a value that inhibits its use. Three contactors in the power electronics box disconnect the three-phase windings from the inverter when this speed is reached.
Figure 7: Requested engine acceleration. Launch with 100% accelerator input. Non-hybrid powertrain

The controller calculates the inertial torque necessary to accelerate the crankshaft connected inertias in correspondence of the transmission input and output speed and speed change rate. This torque, which must be provided by the ICE in the non-hybrid powertrain, is instead delivered by the IMG. Maximum power assist In some conditions, typically during WOT accelerations, the engine torque required to provide the driver requested wheel torque exceeds the maximum torque capabilities of the ICE itself. In these cases the IMG can be used to improve vehicle acceleration performances by providing an amount of torque equal to the difference between requested and available engine torque.

The consequent limitation lies in the fact that any power assist strategy is applicable only when the initial engine speed is below 2500 rpm. This does not represent a significant constraint given the fact that deep overdrive ratios are used in steady state conditions. The control strategy accounts for this speed limitation by progressively reducing the torque demand on the IMG, as the maximum speed is approached, and by controlling the torque reaction correspondingly so that sudden lack of power should not be felt by the driver. Battery SOC and IMG windings temperature are also limiting factors which are treated with the same approach used for the speed. Details are not given in this paper. The IMG dynamic response is fast when compared to the engine and transmission hydraulic response. Hence particular care must be taken to avoid shocks in the transmission input torque in order to prevent driveability and durability problems as well as poor engine speed control. This is achieved by applying a second order

over-damped transfer function to the base torque request components previously described. The first pole corresponds to the simplified first order hydraulic response pole; the second pole can be calibrated to modify the system dynamic behavior. Figure 9 shows the IMG base torque request and the final torque request after applying this filter with an aggressive calibration. Once again the maneuver of reference is a launch with 100% accelerator pedal input. It must be observed that the base torque request does not account for IMG maximum torque (300 Nm) and speed limitations; both these factors are considered when formulating the final torque demand. For this reason the base torque request presents a high initial peak and is different from zero after the final torque request is driven to zero.

Finally the controller code for the non-hybrid vehicle is a simplified version of the code implemented in demonstrator vehicles in the sense that fault management routines are absent. The core of it is anyway the same. This code has been modified as described in the previous section in the non-hybrid vehicle controller. The comparison between hybrid and non-hybrid powertrain shows the improved performance and driveability achievable in correspondence of an aggressive calibration. LAUNCH Figures 10 to 14 show the simulation results of a launch maneuver with 25% pedal input. Figures 15 to 19 show the same variables for a launch maneuver with 100% pedal input. Figure 10 shows the increased overall transmission input torque following the command signal. The adopted calibration provides a smooth torque response characterized by a shorter time constant of the hybridpowertrain with respect to the non-hybrid one. The quality of the calibration in this case is evident given the absence of overshoots and torque oscillations. The consequent improved vehicle performance is clearly shown in Figure 11; vehicle acceleration reaches a higher peak in a shorter time with an improvement of the initial jerk, these factors being rated as extremely important in the driver perception of the vehicle behavior [9]. Additionally the torque oscillations following the first peak are removed. The dip in engine speed raise rate shown in Figure 12, and the corresponding stumble in vehicle acceleration visible in Figure 11 for the non-hybrid case, are due to simplified powertrain matching techniques which have been superseded by [4] and are not representative of a behavior difference. Both Figure 13 and Figure 14 show improved responsiveness with shorter initial delay and a corresponding reduction in the time necessary to travel the first meters. The same results can be observed also in the WOT launch simulation results. In this case the dips in transmission input torque (Figure 15) and vehicle acceleration (Figure 16) after the initial peak are caused by the IMG reaching its speed range upper limit and therefore not being able to produce torque. This issue needs further investigation and is to be removed after a calibration refinement. Nevertheless the same conclusions can be drawn in terms of shorter response time and higher acceleration peak.

Figure 9: Base and final IMG torque request

RESULTS
Simulation results for some standard maneuvers are presented in this section. These results have been obtained using a fully dynamic forward driveline model developed in Matlab/Simulink environment. The model of the non-hybrid plant (engine, transmission and vehicle) has been written and validated over the years by Torotrak as part of their transmission concept development process [4, 10]. The vehicle under investigation is a SUV, details on which are given in [11]. The driveline model has been modified as part of this project to incorporate battery and IMG models. The former has been developed by Cranfield University; it is based on a Thevenin equivalent electric network modified with look-up tables in order to include nonlinearities and has been tuned using technical sheets and test data provided by the battery manufacturer; the latter has been developed by Newage AVK SEG and is calibrated on data from machines of similar topology in their production range.

Figure 12: Engine speed

Figure 10: Engine and IMG torque

Figure 13: Vehicle speed

Figure 11: Vehicle acceleration

Figure 14: Traveled distance

As underlined in [8], the IVT guarantees an overall performance similar to an equivalent AT with a FE improvement of 20%. The only perceivable driveability difference is in the initial jerk and in the first seconds traveled distance, where the absence of the torque converter makes the vehicle response very smooth. This can be perceived as sluggish in case driver expectations lean towards sportiveness. Figure 13, Figure 14, Figure 18 and Figure 19 show that this issue is completely addressed by the hybrid configuration in which dramatic improvements are easily achievable.

Figure 17: Engine speed

Figure 15: Engine and IMG torque Figure 18: Vehicle speed

Figure 16: Vehicle acceleration Figure 19: Traveled distance

The comparison between hybrid and non-hybrid powertrain shows increased responsiveness and better performance for the hybrid. The engine speed follows promptly the driver request and the additional power source guarantees greater overall acceleration. TIP-IN AND BACK-OUT Figures from 20 to 23 show a tip-in maneuver to 50% pedal input from 40 kph followed by a back-out to 25% pedal input.

Figure 22: Vehicle speed

Figure 20: Engine and IMG torque Figure 23: Vehicle acceleration

Also in this case transmission input torque oscillations after the initial peak (Figure 20) produce corresponding oscillation in the vehicle acceleration (Figure 23) which are to be removed through a refinement in calibration. Net improvements of the dynamic response are, anyway, attainable by the hybrid powertrain in terms of initial jerk and acceleration peak.

CONCLUSION
The potential for improved driveability and performance of a mild hybrid powertrain with IVT and crankshaft mounted motor generator has been investigated.
Figure 21: Engine speed

The working principle of the full-toroidal IVT and the concept of torque control are explained. The control strategy for power assist is then formulated and results

of simulations conducted using validated models are presented. The comparison between hybrid and nonhybrid powertrain in a range of maneuvers shows a net improvement in powertrain dynamic response. The potential of the IVT for improved FE without performance penalty has been widely shown in literature. This paper, together with [11], proves that the introduction of a second power source in the driveline makes possible to move the boundaries of the tradeoff between FE and driveability towards an improved vehicle dynamic behavior without compromises on fuel consumption. Further work will involve the installation of the hybrid powertrain in a vehicle and the development and calibration of the control strategy using a rapid prototyping controller.

9. Wicke V., Brace C. J., Vaughan N. D., James I. B., The characterisation of driveability of CVT powertrains during acceleration transients, VDIBerichte Nr. 1709 CVT2002, Munich, Germany, October 2002 10. Burtt D. J., James I. B., Use of System Design Techniques in the Optimization of Integrated Powertrains Incorporating an IVT, SAE 2004 World Congress and Exhibition, Detroit, Michigan, USA, March 2004, 2004-01-0352 11. Cacciatori E., Bonnet B., Vaughan N. D., Burke M. Price D., Wejrzanowski K., Regenerative braking strategies for a parallel hybrid powertrain with torque controlled IVT, SAE 2005 Powertrain and Fluid Systems Conference, San Antonio, Texas, October 2005

CONTACT
Questions or comments can be written to the following address: e.cacciatori@cranfield.ac.uk

REFERENCES
1. Brockbank C., Heumann H., Delivery of IVT for a 5 litre SUV: Addressing the concerns of Geared Neutral, IIR conference Innovative FahrzeugGetriebe, C1143, Bad Mergentheim, March 2002 2. Cacciatori E., Bonnet B., Vaughan N. D., Mebarki A., Price D., Burke M., Design Study on a Mild Hybrid Powertrain for a SUV, 2005 JSAE Annual Congress, Yokohama, Japan, May 2005, paper no. 20055420 3. Murray S., Integrated Control of the Torotrak Powertrain, 1st Ricardo International Conference, June 2000 4. Field M., Burke M., Powertrain Control of the Torotrak Infinitely Variable Transmission, SAE 2005 World Congress, Detroit, Michigan, USA, April 2005, 2005-01-1461 5. Fuchs R. D., Hasuda Y., James I. B., Full Toroidal IVT Variator Dynamics, SAE 2002 World Congress, Detroit, Michigan, USA, March 2002, 2002-01-0586 6. Fuchs R., Hasuda Y., James I. B., Dynamic Performance Analysis of a Full Toroidal IVT A Theoretical Approach, 2004 International Continuously Variable and Hybrid Transmission Congress, UC Davis, September 2004, paper no. 04CVT-30 7. Newall J. P., Nicolson D. M., Lee A. P., Evans S. P., Development and Assessment of Traction Fluids for Use in Toroidal IVT Transmissions, SAE 2002 World Congress, Detroit, Michigan, USA, March 2002, 2002-01-0588 8. Heumann H., Briffet G., Burke M., Field M., Fuller J., Lee A. P., Newall J. P., System Efficency Optimisation of the Torotrak Infinitley Variable Transmission (IVT), VDI-Berichte Nr. 1709 CVT2002, Munich, Germany, October 2002

ACRONYMS
IMG: integrated motor generator IVT: infinitely variable transmission FE: fuel economy BSFC: brake specific fuel consumption EASIVT: electrically transmission SUV: sport utility vehicle CVT: continuously variable transmission NiMH: nickel metal hydride SOC: state of charge DC: direct current CAN: controller area network AT: automatic transmission WOT: wide open throttle ICE: internal combustion engine emf: electro-motive force assisted infinitely variable