ABSTRACT A. personal computer-based vehicle powertair simulation (VPS) is developed to predict fuel economy and erformince. This paper summarizes the governing equations used in the wodel. ‘Thea the diffeweat simulation techniqees are described with empbatis on the more jicated time-dependent simulation. The simalaion is ‘validated against constant speed and vanable eycle test track ata obtained for aS ton army truck. Then he simulation is ‘sed w compare the ‘f the 5 ton tuck whet, Powered by a cooled end natualy aspirated engine, «cooled and turbocharged engine, and an uncooled and tucbosbargeé engine. Studies of te effect of payload, te efficiency. and rag coefficient on vehiss performance are also condacted, as well as 2 performance comparison between manual and fuiomatic transmissions. Itt concladed that the VPS cove an provide good predictions of vehicle fuel ezonomy, and thus'is a useful tool in designing and evaluating vehicle powering. ‘THE LOW-HEAT-REJECTION (LHR) DIESEL ENGINE as boon extensively tude fer applicators in he eaiitary ani heavy-duty tuck makeover the past fer yeas. Te expected advantages of fanlding 2 reiclearouné such an ‘engine were (1) reduction inpaasiiceagin Tosvs due tothe ligunaton of he coolant water porn are cooling fan.) ‘eductoninvebiclemans dus tothe elimination ef the coolant, lator and fan, (3) reduetion of velctedragcocticentdae to the elimination of the radar an () the mproved efficiency of the engine itself [1]. Diesel engines, unlike ‘Spur: gion engines, generally become more eee 2 thei operating temperatures increase. In 1975, the Us. Army Tank-Auiomoive Command (TACOMYan Cammins Engine Company began developing ulabaiz (Onceoed) diesel engine wechnology. ull-sole lesngot ie LR erie esr n 181, wie in 35 cain G0 Her) ahaa trtodice [2] was insaled nan Army 1MB13 6x6 5ton wuck. ‘This tuck was driven 9982 cules (e000 mj on the highway in ceder to demonstrate the "Numbers in brackets designate references atend of paper. 198 00619 Development and Use of a Vehicle Powertrain Simulation for Fuel Economy and Performance Studies Accen Wi. Philie and Denis N. Assis ‘amie orator ‘enn tin a ent Utara Parcs Badgey concep'sfexsiiiy and dhe uel economy was monkored ver Sa les S380 ks) A389 improvement over he Srdand waterscoied ntualyaspince engine wes pone. However tas at sbvionshov maheachfacerhad stanged the fuel economy, For how other changes might affect the truck's performance. For fincing te answers © those cuectines dn accame. computer simulation of the vehice and its powetain would bea faster less expensive tmatod then tte force testing of tanysorsplete stems Te i981, de. Neto Hipney Trac. Sater, Adminisestion’ NHTSA), develo Vehicle Simalason Progzom (HEVSIN) [3]. This program ‘as capable of modeling ‘a wide ninge of vehi, Anvetens and diving schadules, Honcvetitvasalso quits cenrpicaed and sinceitranin batch mode wasnotery User inendly._ tn addon, HEVSIM requivd the we oft Specie. mainframe computer and 30 was U0! ely iSestbe Forthesercasons, in 1988 an BMPC:based smaation progam was ceveloped by Ansrew Philip athe Universi Bt iol ‘he ft vereon ofthe gods was developed and ised io sintlte the performance ofthe Sion tucks Since empleron of this work, VPS hes been farer developed, fe has evolved ino a gexeal purpose viele powertsin Himolato. Coreatiy Sn version’ 30, x 48-snoractiv, ‘reru-criven prompt the ser fr aay royied input an provides context sense help wherever needed. The VPS Eee ean moce! either sendystat or time saying diver Schision for. vehier” with anal or automate *ansmicons, Simulation outputs cosiavously updated on theseresn,aricanbe fonto ales wali tre wert denn Jnalon thease ean “Single Nop" ewoogh a smo, checking the daea a sach new iteration if mecssty. VPS ‘ses reel inpuces the aaforthe ein, wansisson. ‘ici body, et. aoa stored ferent Fes 0 tat hoy Can be swapped individually Tas allows easy comparisons between" stems wth two cferent tsmtins, for{In the following sections, the aralyses and simulation lgorithas of VPS will be outlined; the test system will be escribed, and whe simulation output will be compared 10 fsctual test data. ‘Then several sirtlation studies will be performed in order to demonstrate VPS" flexibility as a [Prediction tol. Finally, conclusions will drawn about the feat systom, the offects of using different components and ‘operating conditions and VPS itself. KINEMATIC MODEL VPS breaks down the diversi nto two pars ~ the componess Deven the engine and the clutch (or ore conte) tone eotnacigihectcho the ubesl The ‘ean fries atinearequtdens canbe eve elng cers cuantis at he endpots eth hal. The eqation Fork fontalfcaes Se engine ore ctchiapt ore, ‘penne eceleraton. Th eruaton eheearfal ees luck ouput torque, applied brake tongue and vehicle Seesleraion. ‘These egalon can be solved fray of he ‘Sc variables depenaingon what known cr specifica. For inunce, if the progam nosis to. sisty an acceleration requgement fort maral-ransrisionveicle ‘Seni sceclerton s conser (test forthe mee) known quanti. Ite acsieraon isposiv, sual te trates st off he applied bate forge i ro Crown) From the socoad equnton,terefor, he necesoy clutch arpa ore canbe found, Sine acsth tana aie clr, itch np targee equal to te cup one Ifthe catch i uly sngsged the engine scetereion cat be Ceicec rom the ence accelerate, snc he engine and ‘thet are cooneendigily through Lacwn gsr ao {he uct onyparally engage, tea te rogram his 0 ‘ake an assume bout the ese enioe acekraton this would depend on te ye of lation. Incite eae, nce engine acess hs bere he a equation lls ust calcul the equed ogi orue 'VPS has automatic provisions for “out-of bouns” sovwets inte stonton dosed ttre ome Sh nrc ould te aeatuined engine ong high fan te engine ‘Respite of peng scare sed. Inthis ease he pista conc ee engi tongs kann eae it Fokimum stivabs evel an works backwards rough be ponsrmin find the ober vases ASSUMPTIONS VPS assumes that weight ‘the engire and fs. aceeseres = tis 8 why the fuel fcenomy if poet. "At high speeds, however he wird ‘sistance becotes te dominating esp and 9 te effec of ional pepo decreases st igh sped ADIABATIC ENGINE VS. COOLED ENGINES Here we have aed VBS to esas some ofthe sranager of the aicbaie engine (one ‘which operaca_ without Significant cooling) over a conventional engine The thee tngines ued tigoruck all seylings 25a ne (140 ting) desels based on the Cummins Bie Cam Ni snare teres. The sandard engine ir the NHC3SD, © steal ‘pid Sel ic podurs 20 bap 794) a 2103 SB atandao bs Ne) 3 1SOORBML Thethindengine isturbocherged and prodaces 270 Bp (201 EW}. (One ofthe uneooled engine's princi advantages is shat water Purp o: cooling fan are reqaie and these are eaten wh draw et fone gh ee ‘peat aiuersted in Fig 13. No at sbove 2000 REN, He sdatac engine's acessories rogue 99 ox es of he ower thatthe cooled engine's accesories ned © So) m Since % | = steernaruu 8 0) SS aienaon i % i Bw ENGINE SPEED (RPWT00) Figere 13. Graphs of seadyatate power sbrorpionby four mn 7 querent accesories ” “The curves in Fig. 15 represent constant-speed plats of fuelesonomy egain velocity fr both the cooledand uncooled turbo engines. Notive that at high RPM in low gear the adiabatic engine goes about twice as far on the same ammount Df giesel fuel ~ a 100% increae in fuel mileage! Fig. 14 shows bo the instatanecus engine output power fhe power craw by the accessor ring oe jee ef thetwo-Sopr peril driving test Thetis graphreprsen's ths conventchal tubodiesel, with the required cooling seuipmeat. The second shows how Hele power is eqaied ‘when beets roconling systems engine Fas aE OnIy theatestair and stenng pur. Inthinease, parasitic loses duet driven accessories were reduced by 40-95%, ‘Asummary of te SAE sanded fueeficincis of all ves dnies(coledturbeteselcoced naturally aspirated ‘Bs ard ada ubaciest) found Fig. 16 and 17. ach colunn represents diferent enginfest combination.mE NO PAYL ail FUEL ECONOMY (NPG) g 240: 2 — evone out g (| = Accessories onne B 0 | Bm : 4 | ge Z 0 & eo 2} 80 “ite (s£c0N08) £20 & 2 | — evame oureut i IRSCESSORESORAG i 10 \ 8 g « 3 % % = Tine (secon0 3} Fier 14, Sinaianoms grap feo supa nd sceneries "Ehvorption rag oaly, to acclertion/Setierston) during Sreaterrecya 3 Eee ria wadanah tas. “ ge : 0 g 6 d+ Q 24f mnocean °o 20 40 80 eresoy BTaTE ope uP) — AIABATIC TURBO ‘CODLED TURBO ure 15, Constan-sped ue economy comparison berween ‘soled and themed taraecharged des. Fig, 18 compares full-throtle accelerations ever a ‘quutertile. The adiabatic engine beets the cooled diesel by Slit over a second and 2-M xs CONSTANT SPEED (MPH) gee 16, Case sped fa sconomy of 2 Calta pane tt ae ) Adtaictrvedsel 11 22,and 38 MPH OF Bc ad 563 kh). ‘SMILES ‘me NO PAYLOAD V4 PAYLOAD [AVERAGE FUEL ECONOMY (MPG) vr MiLE s2MLe DRIVING CYCLE igare 17, Driving-ycl fuel economy of i) Cond rb, 2) Cooled natralyarpraed ies, ad 5) hiisbatetartodiert (ve8 17 sie 1Vt-me ond Smid 236m 895.0, and BOE) ‘les. oe \VENICLE SPEED (MPH) ee ME SEO) — AbwaaTic TUREC “— COOLED TURBO igure 1, Stondag-sartquarter-merae between adiaaie Turbo and coked turbo enginesMANUAL TRANSMISSION VS. AUTOMATIC ‘TRANSMISSION The MB13 tuck useseither dhe Dana 6433, S-speed manual transmission or an Allison MT-654CR ‘Scapeed automatic taxsmission. The Allison automatic ‘wansmnissicn transters power in first gear through the torcue converter only, in sevond gear through ether the converter or ‘clutch, and in higher gears through a clutch only. Thus, it thas sx distinct operational modes. In this section VPS output shows how automatic {Fansmission fae in terms of performance anc fuel economy. “The torque converter, asexplaired carer, draws significant smsountof power when tin use, making the powertmin: ‘whole les efficient, ‘The effect on fuel economy can be seen in Fig. 19, ‘These graphs show the instanancous and average fuel economies daring the same test, the half-mile SAE cycle. [Note thatthe automatic transmission gives away very tein fuel economy during the acceleration phase, The main eason for this is that the driver of the autemmatc-equipped tuck ‘needn't take his Foot off the ges, while the other driver les ‘off the throtle during upshifts. This wide variation in tome ‘demand causes poor average economy. However, atthe end. ‘ofthe cycle the manval-equipped engine docsn'thave to keep ‘atorqueconverter spinning, soitsfusleconomy doesn’t suffer ‘ss much while idling. garry pot 5 ee é nies | fo z g i, Eo. i — musssunnn! e? g. 3 5 8 4 go : — owneesonmunt 4 patos a o zed ure 1. Comparigen of mane 2) tedasintou a) Average ful ecoaies ime daring San le les ne il nay 0 Soul Serer fs anm nee SE Ses eget glam Scoaiigmance Saltando et isang Caen: ‘transmission is only about 43 MPH (69 knv/h), Bia Baoan sega ty a SSMS Cay Se wa gar ioe es Ce ae CRS © gn go <= OANAGAES MANUAL = Assia aurousne ge Ba zo 8 Bo ee re Figure20, Power loses inchttorque converter daring ‘seostops per-mile tt. ‘The results of a quanter-mile race between the IO sytemt is chown in Fig 21. This ea very clowe race. Itis decided by two main factors, one of which is obvious from the graph - the automatic equipped ick hits redline in top gear at 43 MPH, and VPS wor't allow it to continue Aocelerating, The ether i that whea tacing, the rver ofthe ‘anval-equipped tmuckcan make quicker upehifs by sipping. tUecluich harder than the automatic docs, CONCLUSIONS The algwiny od arayies sed in 2 sew pan cease oe Sac ieee ropa Ave San ed Serrano cap a err olan aig amiyocn Set Breen dehy oy hove ean rely aoa gs orca pod ec egret, Seeing eninge, peer Squsecine mises Scene ip pasion te re cons epee ee, en REL a A uy ate eine pylon el con. Sears te ec ne a ety Sipe smu ee ee nal coon ee ee es Seeman suai po oe (i),_Use of an adiabatic engine offers significant fuel savings aver normally cooled engine. One main reason forthis is thatthe power drawa by the cooling accessories (ihe cooling fan and water pump) is a significant loss, which can be elirainated if the engine #8 designed to ‘operate without them. 906(Gi) The use of a manual transmission rather than an automatic improves the efficiency ofthe vehicle, fr two reasoas. The fist is thar the idling fuel rate of an autonnatie-equipped vehicle is very high — 2 torgue converter, unlike a cluch, cannot be disengaged, and so Js consiatly drawing torque. ‘The second Is that even when the vehicle is moving, the efficioney of a torgus converter is less than perfect duc t0 viscous losses. However, this oly applies when the vehicle is runing st Jowspeeds. Inlockup modes, ful ecoacmy appears quite seme t gearing reps of aramion pe sd ‘appears that optimization of gear ratios fora particular vehicle speed coald have @ significant effect on fuel economy at that speod. ‘The example studies also show that the described herein can be effective asa comperative fol and ‘aa be used 10 predict fuel economy effects for a variety of ‘owertain sysiem changes. REFERENCES 1. Kamo, R. and Bryzik, W... “Adiabatic Turhocompoand. Engine Performance Preditionsy SAE Peper 780068, 2. Coers, RB. etal, “Cummins Uncooled 20 Engine,” SAE PTR, p. 42S, 1984 3. Buck, Rickard E,, “A Compater Program (HEVSIND for “Heavy Duty Vshicle Fuel Eoonory and Performance ‘Simulation ~ Volume 2: Users" Manual," U.S. Dept af Transporation Document # DOT-HS.A5 61, 1981. A. Bruns, L, Bryzik, W. and Kamo, R "Performance “Assessmentof U.S. Anny Truck with Adiabatic Diesel Engine,” SAE Paper 890142, 1989, ACKNOWLEDGEMENTS Support for earlier evelopment of this work was providedthrough Adiabatics, Ine. ubcontractNo. AIS7-1401 Under U.S. Anmy-TACOM prime contact No. DAAEOT-86-C-R113, ‘The contributions of Professor Robert White of the University of Hinoisand Loren Bruns of Adlabatics are also acknowledged. NOMENCLATURE, ‘VARIABLES: ‘vehicle acceleration (FY?) dag coefficient power transmission efficiency force (lb) --acceleration due to gravity (£Us") ‘moment of inertia (siug-FP) aggregate of other variables jue converter input capacity facor torque (eb) amber (¢.,0 wheels) gearratio agius (ft) torgue converter speed ratio (outpuvinput) torgue converter torque ratio (outpatapur) y ‘velocity (tus) wad wl wight) 2c eer (0001) 2 “acti soe entice OCOD Ib/MPH’) % ~ wind yaw sensitivity (°) « angular acceleration (rad?) ° density (slug/ft’) o angular velocity (rad/s) sen Mia “ES sexo a Be ING é Te “Etkewrav comers mit assenbiy Beate aay Ge “Rial comene oapu seb OS Leehonpaaenhy ro eetine bo “fatten Boa 8 ee oie ee ywaio dco of ae We Soledad cdiclln oem! or