NVH vs. Vehicle Fuel Economy Trade-off
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1 NVH vs. Vehicle Fuel Economy Trade-off Mario Felice, Jack Liu, Imad Khan Ford Motor Company Jonathan Zeman, Llorenc Gomez Gamma Technologies Wulong Sun MSC Software Michael Platten Romax Technology 2015 North American GT Conference, Nov. 9th
2 Introduction Study of the fuel economy vs. NVH (Noise Vibration and Harshness) trade-off of a 4 cylinder AWD vehicle with a 6 speed automatic transmission integrating technology from 3 partner software suppliers Gamma Technologies for Engine and Torsional Damper MSC Adams for 3D Driveline and Chassis RomaxDESIGNER for Transmission and PTU (Power Take-off Unit) Four main aims: Predictively quantify fuel economy penalty for slipping TCC (Torque Convertor Clutch) Predictively quantify transmission torsional vibration and seat track acceleration amplitudes for locked and slipping TCC Predictively quantify drivetrain lugging and rattle NVH responses under damper designs and slipping TCC Evaluate other damper technologies as an alternative to TCC slip Understand details and benefits of software co-simulation and model reduction
3 Software Usage Overview Adams full vehicle and driveline mode
4 Engine Behavior Predictive GT-POWER engine gives physically accurate engine torque and fuel consumption output as a function of engine rpm and load request
5 GT-Suite Damper Models Models of three common used damping technologies to reduce the oscillatory characteristic of the engine torque Conventional Damper Controlled slip from 0-60RPM in 10RPM increments Series Double Damper Centrifugal Pendulum Absorber (CPA) Modeled with 1D+2D planar components Conventional Damper Series Double Damper Pendulum Absorber
6 GT-Suite Damper Models Steady-state damper isolation performance curves
7 Dynamic FUSION Workflow Dynamic FUSION can export a native 3D Adams file, or generic XML file, which can be read by GT-SUITE to create a 1D torsional-only model 6F35 with PTU in RomaxDESIGNER Visualization of Adams format of Romax model Dynamic FUSION discretizes and exports a timedomain 1D/3D MBD model
8 Model Setup and Co-simulation Merged chassis, transmission and driveline models Dynamic engine speed sweep from RPM at full load with Rear Differential Unit (RDU) clutch locked GT-SUITE co-simulates with Adams, exchange transmission input shaft speed and torque data Adams Vehicle Model Romax Trans/PTU Model Romax/Adams Model GT Engine Model Adams Drivetrain Model Co-simulation
9 Co-Simulation Results: TCC Slip Transmission Output Shaft RMS Speed Amplitudes Conventional Damper with Slip Driveline resonance
10 Co-Simulation Results: Damper Types Driveline resonance
11 Co-Simulation Results: Resonance at damper mode Baseline Lugging Limit CPA Lugging Limit
12 Co-Simulation Results: Seat Track Vibration Seat Track Acceleration: TCC Slip with Conventional Damper Seat Track Acceleration: Damper Design
13 Co-Simulation Results: Seat Track Vibration 2 nd Order Cut 0RPM Slip 20RPM Slip 40RPM Slip 60RPM Slip Seat Track Acceleration: TCC Slip with Conventional Damper Seat Track Acceleration: Damper Design *Shift of 2 nd order response due to torque converter slip is due to increasing engine starting speed with increased amounts of slip
14 Co-Simulation Results: PTU Rattle Vehicle Model Setup RDU Open (7Nm constant drag) Gear Lash in Driveshaft: 2 Degree Full Throttle, 5 th gear position Various TCC Slip (0 60 rpm) Model Outputs PTU rattle torque Drivetrain torsional vibration Drivetrain torsional modes Seat track vibration Baseline (0 TC slip) Relative Gear Displacement Torque on Gear Rattle Rattle Rattle Rattle
15 Co-Simulation Results: PTU Rattle Baseline (0 TCC slip) Linear Mode Animation Driveshaft Torsional Mode at Rattle ~59Hz Frequency domain Time domain + FFT Rattle 59 Hz Rattle Peak
16 Co-Simulation Results: PTU Rattle TCC Slip reduces PTU rattle response Relative Gear Displacement 0 rpm 30 rpm 60 rpm Torque on Gear 0 rpm 30 rpm 60 rpm
17 Co-Simulation Results: PTU Rattle Comparison of damper design vs. TCC slip Relative Gear Displacement 0 rpm 40 rpm Double CPA Torque on Gear 0 rpm 40 rpm Double CPA
18 Co-Simulation Results: Fuel Economy TCC slip has negative impact on fuel economy Damper design has negligible effect on fuel economy
19 Conclusions This paper performs the FE evaluation based on special driving maneuvers Lugging results show a high fuel economy penalty for TCC slip However, a complete certification driving cycle will not exhibit the same penalty Compare baseline TCC slip map (40 rpm max) with a more aggressive lockup map, which could be realized with a different damper Fuel Economy Penalty vs. Driving Cycle FTP75 HFET US06 NEDC Modified Slip Map 1.5% 0.22% 1.4% 0.30%
20 Conclusions This paper demonstrates a powerful method in evaluating predictive tradeoff of fuel economy and NVH An optimal design best balancing fuel economy and NVH can be analytically determined before prototypes are built This method is also applicable for predicting tradeoff of cost vs. performance, and fuel economy
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