CONCEPT EVALUATION AND DEVELOPMENT OF A NOVEL APPROACH FOR INTEGRATION OF TURBOGENERATION, ELECTRIFICATION AND SUPERCHARGING ON HEAVY DUTY ENGINES

While many technologies such as electrically assisted turbocharging, exhaust energy recovery and mild hybridization have already proven to significantly increase heavy-duty engine efficiency, the key challenge to their widespread adoption has been their cost effectiveness and packaging. This research specifically addresses these challenges through evaluation and development of a novel technology concept termed as the Integrated Turbogeneration, Electrification and Supercharging (ITES) system. The concept integrates a secondary compressor, a turbocompound/expander turbine and an electric motor through a planetary gearset into the engine cranktrain. The approach enables a reduced system cost and space-claim, while maximizing the efficiency benefits of independent technologies. First, an assessment of design alternatives for integration of the identified key engine technologies on a heavy-duty engine was conducted. Once the ITES concept was down selected, the research then focused on model-based optimization and evaluation of the ITES system for a downsized medium heavy-duty diesel engine applied in Class 6-7 urban vocational application. As an outcome of the evaluation, a 1D simulation based sizing methodology of ITES system components was proposed. Furthermore, a novel control strategy for the ITES system was developed that combines equivalent consumption based steady-state offline optimization with functional controls for transient operation and smooth mode switching. The offline optimization method was also extended to evaluate the potential of ITES system in increasing aftertreatment temperature, which is critical for meeting future ultra-low NOx emission standards. Lastly, using 1D simulation of validated models, the efficiency benefit of ITES system on engine certification and vehicle drive cycles was predicted for the Class 6-7 urban vocational application. In comparison to baseline engine, the downsized engine with ITES system predicted an 8.5% reduction in engine fuel consumption on HDFTP cycle, 19.3% increase in fuel economy on ARB Transient cycle and 23.7% increase in fuel economy on a real-world drive cycle

Development and performance evaluation of a prototype electric hybrid powertrain system for automotive applications

Researchers at Universiti Teknologi Malaysia (UTM) have developed a dedicated hybrid power plant based on the parallel configuration using a gasoline engine coupled to a high performance electric motor, specifically targeted for automotive application. The aims are to achieve even lower exhaust emissions, better fuel economy and better performance than the conventional arrangement, demonstrating an alternative solution to the conventional power plant. The engine used is a 1.3 litre spark-ignition, coupled with a 27.5 kW Nexus electric motor. The control strategy developed in conjunction with the program is to use the electric drive motor for initial acceleration and for regeneration braking energy recovery, and for reducing the peak load and transients seen by the engine. A relatively small pack of advanced lead acid batteries is use for energy storage. The design, development and evaluation exercises are fully described giving a comprehensive insight of the prototype and its capabilities

Comparison of energy consumption and costs of different HEVs and PHEVs in European and American context

This paper will analyse on the one hand the potential of Plug in Hybrid electric Vehicles to significantly reduce fuel consumption and displace it torward various primary energies thanks to the electricity sector. On the other hand the total cost of ownership of two different PHEV architectures will be compared to a conventional cehicle and a HEV without external charging

Development of Urban Electric Bus Drivetrain

The development of the drivetrain for a new series of urban electric buses is presented in the paper. The traction and design properties of several drive variants are compared. The efficiency of the drive was tested using simulation calculations of the vehicle rides based on data from real bus lines in Prague. The results of the design work and simulation calculations are presented in the paper

High-powered electric motorcycle integrated performance studies

Electric vehicles and low carbon technology are currently at the forefront of research due to the need to rapidly reduce global carbon emissions. Significant effort has been invested into the improvement of electric cars but comparatively little for electric motorcycles, especially high-performance electric motorcycles. To achieve high-performance it is important to capture relevant design trade-offs and plan for vehicle optimisation prior to starting detailed design. These design trade-offs typically involve optimal sizing of the vehicle battery, electric motor, and motor drive, as well as the determination of the optimum lift-to-drag ratio. A full vehicle analysis including pertinent mechanical and electrical elements is required to perform this properly, as the system is highly interdependent. Existing models are shown to be lacking in key areas, notably the integration of an appropriate battery model, a realistic electric motor model (reflecting modern high-performance electric motorcycle design practices), and an appropriate tyre model, amongst other issues. The work in this thesis builds and validates a full vehicle model of a modern high-performance electric motorcycle. This is accomplished by first developing a rigid body dynamics motorcycle model that includes a full tyre model, the effects of downforce, differing front and rear tyres, and front-wheel drive. Further work is then undertaken to increase the depth and suitability of the electric powertrain modelling for high-performance electric motorcycles. Here, the battery thermal and electrical responses are modelled as well as the powertrain torque response, including saturation and loss modelling of the motor, motor drive and final drive. To validate these models both motor dynamometer testing and battery cycle testing is performed. An accelerated battery testing procedure is also developed to reduce the time required to properly evaluate and characterise test cells for performance evaluation. Having developed the vehicle model, a lap simulation procedure is then developed, implemented, and validated. Validation uses lap data acquired at multiple events including the Isle of Man TT Zero, Pikes Peak International Hillclimb (PPHIC) and Elvington Airfield Land speed record attempts. The lap simulation is then extended to include the effects of energy deployment strategy on lap time. This includes a different methodology for designs that are limited by the battery thermal performance and those that are not. This deployment strategy implementation is shown to significantly affect lap time. The work continues with lap time simulations of the Isle of Man TT Zero and PPHIC, investigating the respective influence of energy management on battery sizing. This shows that it is important to include the energy management strategy into the design evaluation and that the energy management trade-offs are specific to each race event. Additionally, analysis shows that situations, where battery temperature management strategies dominate energy management strategies, should be avoided by the proper design of a battery cooling system. This is because the penalty associated with reducing battery temperature through power and velocity limitations is higher than that of including sufficient cooling. The lap time sensitivity to mass, motor inertia, winglet lift-to-drag ratios and other design variables are explored with recommendations made for the Isle of Man TT Zero race and PPHIC. It is shown that by properly including representations of the underlying physics using a holistic modelling approach, and utilising a quantifiable objective, the relative contribution of individual elements can be quantified and directly compared. The significance of this from a full vehicle design standpoint is large as now vehicle development can be accurately targeted into areas that provide significant benefit. This can greatly improve the efficiency of the development process and the ultimate performance of the motorcycle

The Jet Propulsion Laboratory Electric and Hybrid Vehicle System Research and Development Project, 1977-1984: A Review

The JPL Electric and Hybrid Vehicle System Research and Development Project was established in the spring of 1977. Originally administered by the Energy Research and Development Administration (ERDA) and later by the Electric and Hybrid Vehicle Division of the U.S. Department of Energy (DOE), the overall Program objective was to decrease this nation's dependence on foreign petroleum sources by developing the technologies and incentives necessary to bring electric and hybrid vehicles successfully into the marketplace. The ERDA/DOE Program structure was divided into two major elements: (1) technology research and system development and (2) field demonstration and market development. The Jet Propulsion Laboratory (JPL) has been one of several field centers supporting the former Program element. In that capacity, the specific historical areas of responsibility have been: (1) Vehicle system developments (2) System integration and test (3) Supporting subsystem development (4) System assessments (5) Simulation tool development

Urban and extra-urban hybrid vehicles: a technological review

Pollution derived from transportation systems is a worldwide, timelier issue than ever. The abatement actions of harmful substances in the air are on the agenda and they are necessary today to safeguard our welfare and that of the planet. Environmental pollution in large cities is approximately 20% due to the transportation system. In addition, private traffic contributes greatly to city pollution. Further, “vehicle operating life” is most often exceeded and vehicle emissions do not comply with European antipollution standards. It becomes mandatory to find a solution that respects the environment and, realize an appropriate transportation service to the customers. New technologies related to hybrid –electric engines are making great strides in reducing emissions, and the funds allocated by public authorities should be addressed. In addition, the use (implementation) of new technologies is also convenient from an economic point of view. In fact, by implementing the use of hybrid vehicles, fuel consumption can be reduced. The different hybrid configurations presented refer to such a series architecture, developed by the researchers and Research and Development groups. Regarding energy flows, different strategy logic or vehicle management units have been illustrated. Various configurations and vehicles were studied by simulating different driving cycles, both European approval and homologation and customer ones (typically municipal and university). The simulations have provided guidance on the optimal proposed configuration and information on the component to be used

Preliminary power train design for a state-of-the-art electric vehicle

The state-of-the-art (SOTA) of electric vehicles built since 1965 was reviewed to establish a base for the preliminary design of a power train for a SOTA electric vehicle. The performance of existing electric vehicles were evaluated to establish preliminary specifications for a power train design using state-of-the-art technology and commercially available components. Power train components were evaluated and selected using a computer simulation of the SAE J227a Schedule D driving cycle. Predicted range was determined for a number of motor and controller combinations in conjunction with the mechanical elements of power trains and a battery pack of sixteen lead-acid batteries - 471.7 kg at 0.093 MJ/Kg (1040 lbs. at 11.7 Whr/lb). On the basis of maximum range and overall system efficiency using the Schedule D cycle, an induction motor and 3 phase inverter/controller was selected as the optimum combination when used with a two-speed transaxle and steel belted radial tires. The predicted Schedule D range is 90.4 km (56.2 mi). Four near term improvements to the SOTA were identified, evaluated, and predicted to increase range approximately 7%

Modeling and Simulation of Regenerative Braking Energy in DC Electric Rail Systems

Regenerative braking energy is the energy produced by a train during deceleration. When a train decelerates, the motors act as generators and produce electricity. This energy can be fed back to the third rail and consumed by other trains accelerating nearby. If there are no nearby trains, this energy is dumped as heat to avoid over voltage. Regenerative braking energy can be saved by installing energy storage systems (ESS) and reused later when it is needed. To find a suitable design, size and placement of energy storage, a good understanding of this energy is required. The aim of this paper is to model and simulate regenerative braking energy. The dc electric rail transit system model introduced in this paper includes trains, substations and rail systems