CSME International Congress 2016

2016 CCToMM Symposium on Mechanisms, Machines,

and Mechatronics
June 26-29, 2016, Kelowna, BC, Canada

PERFORMANCE EVALUATION CRITERIA FOR THE

ANALYSIS OF CLASS-4 ELECTRIC TRUCK

Alexei Morozov, Kieran Humphries, Ting Zou, Jorge Angeles

Department of Mechanical Engineering

McGill University

C e
McGill
n t r e f o r

Intelligent Machines

Alexei Morozov Analysis of class-4 electric truck 1/ 20

Why is Quebec the right place for EV technology development?

Hydro Québec
the largest electricity generator
in Canada
the world’s largest
hydroelectric-energy producer

Alexei Morozov Analysis of class-4 electric truck 2/ 20

Québec & EV technology
“Over 97% of our electricity comes from a renewable source”
Ministère des Transports du Québec
(2015):
Plan d’action en électrification
des transports 2015 > 2020

Alexei Morozov Analysis of class-4 electric truck 3/ 20

Montreal & McGill University
Automotive Partnership Canada
McGill University Team
Six professors
40+ HQP (research engineers,
PDFs, Ph.D. and M.Eng.
students)
UG students (course and
summer projects, extracurricular
research)
Alexei Morozov
Electric Drivetrain Design Team at
McGill
Analysis of two- and multi-speed
transmissions for medium-duty
battery electrical commercial
vehicles
Design of a multi-speed
transmission for e-trucks
Why multi-speed transmission?
Why transmission at all?
Analysis of class-4 electric truck 4/ 20
Development and optimization of a multi-speed transmission for e-truck

Phase 1: Class-4 delivery van with Phase 2: Class-7 truck with

two-speed transmission multi-speed transmission
Prototype: 2004 GM Workhorse P32, Prototype: Super Duty Chassis Cab
GVWR: 14,100 lb/6396 kg Ford F750, GVWR:
33,000 lb/15000 kg

•: Class-4 Ford-450 delivery truck

•: Class-7 Ford-F750 beverage truck

Alexei Morozov Analysis of class-4 electric truck 5/ 20

Development and optimization of a multi-speed transmission for e-truck
(Cont’d)
Task definition
Goal: To minimize the overall energy consumption in different driving-cycle
test runs
Strategy:
optimization of the parameters of the one-speed gearbox and the
two-speed transmission, namely their gear ratios
comparison of the power train with a transmission to the current
direct-drive version
Method:
Conduct design and development work via simulation

Alexei Morozov Analysis of class-4 electric truck 6/ 20

Development and optimization of a multi-speed transmission for e-truck
(Cont’d)

EV Simulation

•: Electric vehicle simulation model in ADVISOR

ADVISOR = ADvanced Vehicle SimulatOR

Analysis (conventional, electric, hybrid electric, and fuel-cell vehicles):
performance
fuel economy
emissions

Alexei Morozov Analysis of class-4 electric truck 7/ 20

Development and optimization of a multi-speed transmission for e-truck
(Cont’d)
Driving Cycles: Step 1

•: Orange County Bus Cycle (OCC) •: Kinetic Intensity Graph by NREL

•: Purolator road test driving cycle

Note: National Renewable Energy Laboratory recommends OCC for

intercity delivery trucks
Alexei Morozov Analysis of class-4 electric truck 8/ 20
 Development and optimization of a multi-speed transmission for e-truck
(Cont’d)

Step 2

Low-speed driving cycles High-speed driving cycles

•: Urban dynamometer driving cycle •: High-way inter-city driving cycle REP05

(UDDS) for inner-city operation

Alexei Morozov Analysis of class-4 electric truck 9/ 20

Efficiency and Transmission in EV

Previous Research
Analysis: 5-15% efficiency
improvement in small BEV
with two-speed
transmissions
Two-speed vs single-speed
EV
acceleration time
top speed
gradeability
energy consumption
Goal: To analyze efficiency
and performance of
medium-duty electric
trucks with multi-speed
(2+) transmissions

Alexei Morozov Analysis of class-4 electric truck 10/ 20

Definition of Performance Parameters

Minimum acceleration time from 0 to 96.6 km/h (0–60 mph)

1st estimation:
From vehicle traction capacity,

Pm = Fd Vav , Fd = mv av (1)

where
Pm : power of the traction motor;
Vav : average speed while accelerating from 0 to 96.6 km/h;
Fd : vehicle traction force;
mv : vehicle mass;
av : vehicle acceleration;
one can readily find the acceleration:

av = Pm /(mv Vav ) (2)

Acceleration time ta is
ta = (Vmax − V0 )/av (3)
where V0 is zero, Vmax being 96.6 km/h

Alexei Morozov Analysis of class-4 electric truck 11/ 20

Definition of Performance Parameters (Cont’d)

Power losses:
traction motor: 10%
transmission/differential: 10%
inverter: 5%
average aerodynamic drag: 5% ⇒ Eo = 0.65
rolling resistance: 4%
vehicle inertia: 4%
accessories and parasitic losses: 3%

av = Pm Eo /(mv Vav ) (4)

2nd estimation: Online “0–60 mph Calculator for cars”

(http://www.060calculator.com/)
Adopted acceleration time: 25 s

Alexei Morozov Analysis of class-4 electric truck 12/ 20

Definition of Performance Parameters (Cont’d)
Gradeability

SAEJ227a: the maximum grade on which the vehicle can just move
forward
Merriam-Webster Dictionary: the steepness of grade that a motor
vehicle is capable of climbing at efficient speed
Small electric service trucks: 8–12%
Industrial & delivery trucks: 30–45%
Military trucks: up to 100%
Canadian commercial vehicle standards for heavy vehicles: min 20%

Alexei Morozov Analysis of class-4 electric truck 13/ 20

Definition of Performance Parameters (Cont’d)
Gradeability
Specific requirements:
At different velocities
starting and ascending a 25% at maximum payload
reaching 55mph (88.5 km/h) on a 3% grade (USPS)
45 mph (72.5 km/h)—on a 6% grade
10 mph (16 km/h)—on a 20% grade
Maximum starting grade from a stand-still (to ensure stopped car not
rolling back)
Gradeability in Montreal
Purolator truck
Highway, residential and downtown conditions
Inertial measurement unit (IMU) and hand-held angle finder

Alexei Morozov Analysis of class-4 electric truck 14/ 20

Definition of Performance Parameters (Cont’d)

Gradeability in Montreal
Test results

Majority of steepest streets—10–15%

In Westmount—streets up to 20% (11.3◦ )
Streets over 20% grade are rare in the city (Lachine—27% (15◦ ))
30% from stand-still while fully loaded was chosen for e-truck
simulation

Alexei Morozov Analysis of class-4 electric truck 15/ 20

Definition of Performance Parameters (Cont’d)

Maximum speed
Most trucks on the road: limited to 65–70 mph (104.6–112.6 km/h) for
fuel economy (can go up 100 mph–161 km/h)
Purolator fleet: First e-truck had a top speed of 100 km/h
Transport Canada Department report (2013): a speed limit of
105 km/h increases safety, with maximum safety at 90 km/h
Speed limit for simulation: 105 km/h
All performance parameters are used as constraints
•: Vehicle parameters
parameter symbol unit value
vehicle mass (GVWR) mF kg 6373
dynamic wheel radius rdyn m 0.383
rolling resistance coefficient fR — 0.007
coefficient of aerodynamic drag fD — 0.7
vehicle frontal area Sf m2 7.02
final drive gear ratio iE — 5.13
maximum vehicle speed vmax km/h 105
maximum climbing grade q — 30%
road incline angle at max grade αst deg 16.7
overall powertrain efficiency ηtot — 96%

Alexei Morozov Analysis of class-4 electric truck 16/ 20

Gear Ratio Optimization

Design Variables: Gear ratios

x1 and x2 of the two-speed transmission x = [x1 , x2 ]T
x1 for one-speed gearbox
a. Two-speed transmission:
First gear ratio (gradeability requirement)
rdyn mF g(fR cos αst + sin αst )
iA1 ≥ (7)
TM,max ηtot
where TM,max denotes the maximum motor torque
Second gear ratio (top speed requirement)
3.6πnrate rdyn 3.6πnmax rdyn
≤ iA2 ≤ (8)
30vmax 30vmax
nrate and nmax —the base speed and maximum speed of the traction
motor, respectively
b. Single-speed gearbox: combined requirements
rdyn mF g(fR cos αst + sin αst ) 3.6πnmax rdyn
≤ iA ≤ (9)
TM,max ηtot 30vmax

Alexei Morozov Analysis of class-4 electric truck 17/ 20

Conclusions

Further work
Optimization procedure:
definition of initial set of parameters
simulation and optimization in ADVISOR with
•criterion: minimization of the overall energy consumption
•constraints: vehicle performance parameters

Possible powertrain layouts for performance evaluation:

direct drive powertrain
powertrain with one-speed gearbox
powertrain with two-speed transmission

Alexei Morozov Analysis of class-4 electric truck 18/ 20

Conclusions

Further work (Cont’d)

Possible traction motors for performance evaluation:
TM4
MΦtive-B, 100 kW
SUMO MD, 200 kW
Dual-motor 2 × 100 kW MΦtive-B
Novel compact permanent-magnet synchronous motors/fractional-slot
concentrated winding machines (PMSM-FSCW)
•100 kW
•135 kW
•150 kW
•200 kW
•Dual-motor 2 × 100 kW

Various driving cycles:

Low-speed: OCC, HTUF4-short, UUDDS, UDDSHDV
High-speed: REP05, US06

Total number of simulation combinations:

3 powertrains × 8 traction motors × 6 driving cycles = 144

Alexei Morozov Analysis of class-4 electric truck 19/ 20

 Questions?

Alexei Morozov Analysis of class-4 electric truck 20/ 20