400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-5760 Web: www.sae.org SAE TECHNICAL PAPER SERIES 2003-01-0085 Powertrain Architecture and Controls Integration for GM’s Hybrid Full-Size Pickup Truck David G. Evans, Michael E. Polom, Stephen G. Poulos, Keith D. Van Maanen and Tony H. Zarger General Motors Powertrain Reprinted From: Advanced H ybrid Vehicle Powertrains 2003 (SP-1750) 2003 SAE World Congress Detroit, Michigan March 3-6, 2003Downloaded from SAE International by University of Liverpool, Sunday, September 09, 2018All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise,without the prior written permission of SAE. For permission and licensing requests contact: SAE Permissions 400 Commonwealth DriveWarrendale, PA 15096-0001-USAEmail: permissions@sae.orgFax: 724-772-4028Tel: 724-772-4891 For multiple print copies contact: SAE Customer ServiceTel: 877-606-7323 (inside USA and Canada)Tel: 724-776-4970 (outside USA)Fax: 724-776-1615Email: Customer Service@sae.org ISSN 0148-7191Copyright © 2003 SAE International Positions and opinions advanced in this paper are those of the author(s) and not necessarily those of SAE. The author is solely responsible for the content of the paper. A process is available by which discussions will be printed with the pap er if it is publishe d in SAE Transactions. Persons wishing to submit papers to be considered for presentation or publication by SAE should send themanuscript or a 300 word abstract of a proposed manuscript to: Secretary, Engineering Meetings Board, SAE. Printed in USADownloaded from SAE International by University of Liverpool, Sunday, September 09, 2018ABSTRACT General Motors plans to introduce a hybrid version of its popular light-duty full-size (Silverado/Sierra) pickup truck. Primary emphasis of the hy brid propulsion system for this truck is on maximizing fuel savings at minimum cost and without sacrificing performance or driveability. The hybrid powertrain features a novel, compact method of integrating an electric motor/generator between the largely unchanged engine and transmission. Extensive energy analysis and several unique control strategies are being used to meet the vehicle’s performance, driveability, and emissions objectives. This paper will focus mainly on the powertrain integration and on powertrain controls for the hybrid pr opulsion system. INTRODUCTION Hybrid propulsion is one of several key powertrain technologies being pursued by General Motors (GM) to improve vehicle fuel economy. The term “hybrid propulsion” refers to the combination of A) an engine that converts fuel energy into shaft power, and B) a reversible energy storage and recovery syst em that works with the engine to propel the vehicle. There are many ways to configure hybrid propulsion systems. The majority of the systems in production or nearing production today consist of a reciprocating internal combustion engine (gasoline or diesel), a transmission or other power-transfer device, one or two electric machines, power electronics, and an electrochemical battery (usually lead-acid or nickel-metal-hydride). Although they may differ in many architectural details, most systems can be classified as “parallel,” in that they retain a direct mechanical path between the engine and the driven wheels. While vehicles with hybr id propulsion syst ems have the potential for significantly improved fuel economy, their importance in the marketplace will be limited until they can be sold profitably in large numbers. The high cost of added electric drive components, the need to modify extensively an existing vehicle or to design an entirely new vehicle to integrate those components, and the unit cost penalty for initial low-volume production, together pose an extraordinary barrier to pro