Integrated Powertrain Development and the Role of Simulation

Rajendra Petkar
Head - Power Systems Engineering
Tata Motors Engineering Research Centre

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Slide 1

Index

S.No

Topic

About Tata Motors

Drivers for Vehicle Technology

Integrated power train development

Diesel Technology drivers & trends

Gasoline Technology drivers & trends

Simulation- A key Enabler

Current Simulation Domains & New Focus Areas

10

Ricardo Software Few examples & TML experience

11

Way forward

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Slide 2

About Tata Motors

Tata Motors is the countrys market leader in commercial vehicles and among the top
in passenger vehicles
Over 8 million vehicles on Indian roads since inception

4th largest Manufacturer of buses globally

5th largest Truck Manufacturer in the world
62,000 + consolidated workforce

Tata cars, buses and trucks are being marketed in several countries in Europe,
Africa, the Middle East, South Asia, South East Asia, South America, CIS and Russia
12 R & D centers across the globe
Jaguar Land Rover, acquired in 2008, an industrial joint venture with Fiat in India
Consolidated total Revenue in 2012 13 Rs. 1,89,629 cr. (($ 35 billion)
Operations in the UK, South Korea, Thailand, Spain, South Africa and Indonesia.
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Slide 3

Product Range

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Slide 4

Recent Launches

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Slide 5

TATA Motors Leadership in Powertrain Engineering

Rich Legacy of Powertrain Design & Development
Decades of Constantly Evolving Design & Engineering
Experience
Widest Range of Engines & Applications
Best-in-class Performance, Refinement & Economy
Pioneers in Diesel & CNG Engine Technology
State-of-the-art R&D Facilities Comprising of Chassis
Dynamometers, Transient Test Beds & Emission
Systems

Millions of Engine Produced and Sold Across the Board

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Slide 6

Drivers for Vehicle Technology

ERC Engines

Legislative
Emissions

Customer
Manufacturers

Fuel Economy

Performance

must address

Low Cost

Noise

both demands

Good NVH

Safety

Performance

Recyclability

Reliability

CO2 / Fuel Efficiency

Durability

( Future )
Others ..

Product Configuration

Comfort

Manufacturing

Serviceability

After Sales Support

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Slide 7

Integrated Powertrain Optimization Approach

Down sizing the engine
SCR
Smart thermal management & Auxiliary control
Waste heat recovery
Variable fuel, air and EGR management
Friction Optimization
Low Viscosity oils

Low rolling resistance tires

Radials with low hysteresis tyre profile
Low friction hub bearing

Gear drive optimization

Six speed Gearbox
Automated Manual transmission
Continuously variable transmission (CVT)

Constant velocity
joints

Weight reduction of 100kg on vehicle leads to 2-5% improvement in Cycle Co2

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Final drive optimization

Lower Gear hypoid offsets.
Lower rotational inertia
Slide 8

Integrated Powertrain Development

In view of more and more stringent requirements on pollutants, CO2 emission and
drivability, it becomes increasingly important to optimize the performance of the
entire Powertrain.
Synergy between engine, driveline and after treatment system has to be maximally
exploited, during all operating conditions.
Therefore, a system approach is required for Integrated Powertrain Development.

Regulatory
Targets

Vehicle
Level
Targets

System
Level
Targets

Assembly
Level
Targets

Component
Level
Targets

Target Cascade Outside in approach to integrated Powertrain development

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Slide 9

Diesel Technology Drivers & Trends

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Slide 10

Drivers for Diesel Technology

Further reduction of emission near to zero impact levels

Cycle CO2 targets and Corporate fleet average

Increased durability targets for emission compliance and
requirement of robustness of control systems to
compensate the deterioration of components
On board diagnostics-In vehicle monitoring of emissions

Stricter Pass by noise regulations on the anvil

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Slide 11

CO2 Emission Reduction: Passenger Cars - Diesel

Note: 100 units are taken as base in Uncontrolled era

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Slide 12

Improvements in Diesel Engine Performance

80
Engine Power (PS / lt)

Engine Power:
Passenger Car Diesel

70
60
50
40
30
20
10
Old Engines

Current Engines

Projected

Pass-by Noise
Reduction:
Passenger Car Diesel

Pass-by Noise (dbA)

90
85
80
75
70
65
Uncontrolled
era
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1998

2003
Year

2005

2010
Slide 13

Diesel Technology Trends

Design for FEweight and friction
reduction

Intelligent cooling
and Lubrication

High pressure
(2000-2500 bar) fuel
injection system

VGT, Two stage

charging

High power
density and down
sizing

4V per cylinder

Smart and
Intelligent control
systems
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Advanced EGR
systems , HP,
HP + LP

Mild, medium, full

Hybridization

After treatment systems:SCR, DPF, POC Slide 14

Gasoline
Resurgence
Technology
of Gasoline
Drivers
Powertrains
& Trends

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Slide 15

Strategic Drivers for Gasoline Technology

Continuous evolving technologies for

gasoline engines to deliver Performance,
Refinement & Economy such as
downsizing, GDI, VVT etc.

Cost

Increasing cost of Diesel Fuel & Diesel

Emission Control technologies

Fuel Economy

Increasing attractiveness of Gasoline

engines in sub compact car segment due
to lighter weight & low cost

Variable fuel quality of Diesel in market

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Slide 16

Gasoline Engine Technology Trends

Design for FE weight and friction
reduction

High power
density and down
sizing, red. Cyl.
count

Electric / Mech
supercharger

GDI

Waste heat
recovery

Turbo Charging/
E-boosting

Smart and
Intelligent control
systems

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After treatment
TWC, LNT

Mild, medium, full

Hybridization

VVT
Slide 17

Simulation A key Enabler

Simulation has become a key enabling factor in the development of power train systems.
Simulation plays a vital role in evaluating and finalizing new power train concepts

Enables the implementation of optimal solutions to aggressively tight timescales.

Helps to achieve key product aspirations for weight package size and lifecycle cost.
It reduces development cost due to decreased dependence on testing.

Software in Loop testing helps to debug control problems in early stage of development.
Offline hardware-in-the-loop testing together with vehicle and transmission simulation on the
test bed helps to optimize vehicle fuel consumption, emissions and drivability.

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Slide 18

Current simulation domains

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Slide 19

Engine Design Simulation

Thermo mechanical
fatigue analysis

Gas side thermal

analysis

Gear train
analysis

Valve train analysis

High cycle fatigue

Coolant side CFD

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Crank train analysis

Slide 20

Development Simulation

Flow Simulation

Automated test cell

Combustion
Simulation

Challenge is to integrate
simulation software on same
time domain & simulate real
time behavior of engine in
vehicle environment

Vehicle Simulation

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Thermodynamic
Simulation

Slide 21

Driveline Simulation
Axle Housing
Mounting Deflection

Gear Shift Linkage parts

Vibration analysis

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Axle Carrier
Housing deflection

Clutch Housing Air

Flow Simulator

Casing deflection
analysis

Transmission Shaft & gear

deflection analysis

Slide 22

Role of simulation in ECU Software development process

First time right approach demands ECU software development to follow V Cycle methodology

V cycle methodology is used for rapid development and validation of new control strategies

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Slide 23

New Focus Areas for Simulation

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Slide 24

Advanced combustion technologies

Low Temperature Combustion methods
Premixed Charge Compression Ignition (PCCI)
Homogeneous Charged Compression Ignition (HCCI)
Reactivity Controlled Compression Ignition (RCCI)
Partially Premixed Compression Ignition (PPC/PPCI)
Lean Gasoline Direct Injection (LGDI)
Stoichiometric Gasoline Direct Injection (SGDI)
Stratified Charged Engines
Advantages:
Increased Efficiency/Reduced fuel combustion
Reduced NOx & PM emissions
Stratified Direct Injection leads to reduced throttling
losses.
Reduced thermal losses due to low temperature
Challenges:
Auto-ignition at wide operating ranges
Maintaining combustible mixture ratios
Sustenance & controlling the combustion
Higher tendency of HC residuals

Role of Simulation :
In cylinder combustion analysis using CFD
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Slide 25

Advanced boosting technology

Multistage supercharging/ turbocharger parallel/sequential
Supercharger-Turbocharge compounding
Gasoline supercharging/turbocharging
VGT turbines, engine/motor assisted
VGT compressors
Advantages:
Improved efficiency and reduced HC, CO emissions
Power/Weight ratio improvement
High EGR feasibility.
VGT reduces turbo-lag.
Improves performance over the operating range
Challenges
Advanced control mechanism
Combustion characteristics refinement
Durability/ PM clogging the vanes
Tendency of increased NOx emissions

Role of Simulation :
Advanced thermodynamic Simulation
SIL simulation integrated with engine plant model at design stage
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Slide 26

Friction Reducing Technology

About 10% of available mechanical energy is lost to overcome internal friction. Expected benefits are in the
order of 2 -5% improvement in BTE
Following advancements are happening to reduce the losses.
Advance lubricants and blending agents
Advancement materials for piston rings, liners, valve-train, bearings, belts and gears
Nano particle coatings
Downsizing turbocharged/supercharged
Down speeding
Free piston engines as HFPE (Hydraulic free piston engine)

Advanced engine architecture beyond slider-crank mechanism.

Role of Simulation :
Friction simulation tools ( like PISDYN & RINGPACK for Piston, Rings & Liner friction)
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Slide 27

Advanced Fuel Injection Technologies

Variable nozzle geometry Injectors: e.g. two row injectors:

one row of nozzles used for part load, two rows full load
Multistage, pulsating type Injectors
Variable lift injectors.
Individualized spray hole designs
Advanced common rail technologies operating at higher pressure ranges.
Advantages:
Controlled atomization
Improved Homogeneous mixing if desired
Improved stratification if desired
Proper combustion with reduced emissions
Reduced wall wetting
Improved fuel economy
Challenges
Complex Spray & Combustion characteristics.
Complex control mechanism
Cost of Injection system
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Role of Simulation :
CFD for Spray (targeting , interference,
pattern) and wall-impingement
optimization to improve mixing

Slide 28

Advanced EGR and after treatment systems

Emission reduction technologies

EGR ( HP, LP , LP + HP)

Cooled/ Super cooled EGR

SCR

DPF/DOC

LNT

Challenges

EGR technology configuration.

Diesel oxidising catalyst (DOC): Ageing.

Urea injection: NH3 uniformity index

SCR: Ageing and Efficiency

Long-term stability / thermal aging

Transient control of boost and EGR

Durability improvements for high EGR

SCR technology configuration.

Role of Simulation :
CFD for SCR mixing efficiency, urea consumption, Nox reduction, Pressure drop .
Virtual System optimization of engine with after treatment
EGR distribution using CFD
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Slide 29

Hybrid Powertrain technologies

Parallel Hybrid: Mild / Full hybrid, torque addition, single- / double-shaft
Power Split Hybrid
Series Hybrid

Advantages

Increase in driving dynamics through boost function

Torque Vectoring / enhanced heavy terrain drivability
Improved in fuel efficiency, NVH, reduced CO2 emissions
Active support in stability control systems (electric braking, torque vectoring)

Challenges
Increases the powertrain complexity
Complex control functions for energy management and traction optimization

Role of Simulation :
Simulation of vehicle with power plant model
to optimize complex control functions for energy
management
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Slide 30

Ricardo Simulation Software Few examples

& Tata Motors Experience

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Slide 31

ENGDYN and FEARCE

F E Analysis of cylinder Head &

Block compound

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Stress
Distortion
Head lift
Thermo Mechanical Fatigue

Slide 32

ENGDYN & FEARCE

Main Bearing Wall

Analysis

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Bore-Distortion
Factor-of-safety
Bearing Contact Pressure distribution

Slide 33

VECTIS

CFD Analysis of head and

block water jacket

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Flow Velocities & distribution

Pressure-drop across system
Heat-Transfer Coefficient &
Temperature distribution

Slide 34

WAVE and VECTIS Coupling

EGR Mixing

EGR Mixing
Balancing EGR flow in cylinders

1D engine simulation with CFD analysis of exhaust manifold

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Slide 35

VALDYN

Hertzian stress.
System resonances
Velocity, Accn. & Jerk

Valve train kinematics and dynamic analysis

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Slide 36

Way Forward

Simulation is going to play a central role as we move towards near zero impact
emission levels

An outside in approach ie coming from regulatory targets & market requirement

to vehicle system, assembly and components optimization will be required.

If the challenging CO2 requirements at 95 gms / km have to be achieved and

integrated approach to power train development will gain currency.

As simulation techniques improve, there will be an increasing trends towards

coupling multiple analysis tool to do multi physics simulation

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Slide 37

Thank You

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Slide 38