MSc Degree Presentation_DS_CP_DEFINITIVE
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Transcript of MSc Degree Presentation_DS_CP_DEFINITIVE
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POLITECNICO DI TORINOMaster of Science in Automotive Engineering
Trade-off analysis of hybrid electric powertrains
Academic Tutors:Prof. Nicola Amati Students:Prof. Andrea Tonoli Stefano Di DonatoIng. Luca Castellazzi Chowdhury Foyz Ahamed Polas
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Hybrid electric vehicles
• High pollutant emissions
• Global warming
• Increase of fossil fuel price
Introduction
2/25
Tighter regulations on vehicle emissions
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Architectures
Hybrid Electric Vehicles (HEV)
Series
Power split (Series-Parallel)
Parallel
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Hybrid Electric Vehicles (HEV)
Hybridization Ratio
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FrontDifferentia
l
5/25
Modelled architectures• Through The Road (TTR)
Gearbox Cl
utc
h
Fuel
Internal Combustion Engine
Electric Machine/Inverter
48V Battery
Front Wheels
RearDifferentia
l
Rear Wheels
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Differential
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Modelled architectures• Belt-driven Starter Generator (BSG)
Gearbox Cl
utc
h
Fuel
Internal Combustion Engine
Electric Machine/Inverter
48V Battery
Front Wheels
Belt Coupling
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• Modelling and analysis of hybrid powertrains
• Energetic analysis, battery sizing
• Accessories energy consumption
• Comparison between different architectures
7/25
Objectives
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Vehicle DataModelled vehicle: Fiat Panda
Internal combustion engine: 1.0 TwinAir (Naturally Aspirated)• Max Power: 65CV @6250 RPM• Max Torque: 88Nm @3500 RPM
Vehicle mass: 975 Kg
Wheelbase: 2.3 m
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Powertrain components (Pure ICE Vehicle)
9/25
Vehicle Model
Driving Cycle
Driver
Internal Combustion Engine
Clut
ch Gearbo
xDifferenti
al Wheels
Drivetrain
Ref. Speed
Actual Speed
Throttle Torque
Longitudinal Wheel Force (Fx)
Brakes
Fuel Consumption
Vehicle Dynamics
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Fuel Consumption Evaluation
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Vehicle Model
𝑝𝑚𝑒=𝑇 𝑛𝑐
10𝑉 𝑑2𝜋
- : mean effective pressure- : Instantaneous torque- : Number of revolutions per power
stroke (for a 4-stroke engine = 2),- : the displacement volume
g/CVh
g/CVh kg/J kg/s l/100km
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Validation of the model
Modelled vehicle Real vehicle
0-100 km/h acceleration test 15.28 s 15.7 s
Fuel Consumption comparison (NEDC) 4.4 l/100km 4.2 l/100km
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BSG ImplementationVehicle Model
Internal Combustion Engine Belt
Coupling
- Belt Drive System Block (BDS)Pulleys• Alternator/EM • A/C compressor• Automatic Tensioner• Crankshaft• Idle
12/25
48V Battery Electric Machine/Inverter
Modelled phenomena• Predict levels of slip in different pulley-
belt contact regions• Calculate the belt tensions for different
spans• Calculate power losses of the system
- Electric motor
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Battery ModelVehicle Model
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𝐸=𝐸0−𝐾 ( 𝑄𝑛𝑜𝑚
𝑄𝑛𝑜𝑚−𝑄 )+ 𝐴𝑒−𝐵𝑄
𝑆𝑂𝐶 [%]=100 (1− 𝑄𝑄𝑛𝑜𝑚 )
- = no-load voltage [V]- = battery nominal voltage [V]- = polarization voltage [V] - is the actual battery charge [Ah],- is the nominal battery capacity [Ah], - is the exponential zone amplitude [V],- is the exponential zone time constant inverse [Ah-1]
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TTR Implementation
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Vehicle Model
Electric Machine/Inverter
48V Battery
RearDifferentia
l
• The BDS system is removed from the front driveline.
• A seperate 3 phase Brushless AC Motor powers the rear axle.
• The motor can generate maximum torque of 88 Nm and peak power 30 kW.
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• Current absorption characteristics of the Electric Motor.
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Vehicle Model (TTR)
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16
• Modelled as a one-dimensional linear model
• = Dissipated Power
• = Thermal resistance
• = Thermal time constant
Thermal Model
𝑡
𝑇 𝐸𝑀𝑃 𝐷𝑅 h𝑡
𝜏 h𝑡
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Control Strategy• Control parameters
• Battrey SOC%,
• Current,
• Temperature.
• Controlled parameters• Torque provided by the ICE,
• Torque provided by the EM.
• Control Objectives
• Obtain battery energy balance,
• Regeneration of maximum brake energy,
• Safety,
• Fuel consumption reduction.
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Control StrategyCurrent control SOC control Temperature control
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Validation of the Control strategy• NEDC cycle
• Battery capacity 35Ah
• Maximum current 175 A
• Initial SOC = 70%
• = 30 km/h
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• Simulations varying Vswitch : ∆SOC evaluation
• Fuel consumption evaluation for each capacity
(Energetic equilibrium -> ∆SOC = 0)
• Battery sizing
• Comparison between BSG and TTR configurations
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Battery Sizing
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• A part of battery energy is required by the electrified accessories,
• For example an electrified A/C compressor require a power of 1500W,
• The energy from the regenerative braking is not sufficient,
• A BSG or a conventional alternator will provide the necessary power.
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Electrified AccessoriesCapacity 17.5Ah @10C
BSG Model TTR Model
Available Current 12.19 A 23.5 A
Available Power 585 W 1130 W
Capacity 17.5Ah @10C
Belted A/C Compressor
Electric A/C Compressor
Fuel Consumption
5.265 l/100km
5.072 l/100km
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• All the simulations are repeated for the TTR architecture,
• The TTR configuration consumes 12.5% less than the BSG.
22/25
Electrified AccessoriesCapacity 17.5Ah @10C
BSG Model TTR Model
Applied torque (BSG or Alternator)
3.05 Nm 1.1 Nm
Available Power 1500 W 1500 W
Fuel consumption
5.072 l/100km
4.44 l/100km
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Vehicle configuration BSG Model TTR Model ImprovementPure ICE 4.173 4.173
Hybrid (Battery 17.5 Ah @10C) 3.833 3.260 14.95%
Hybrid (Battery 17.5 Ah @10C)With electric A/C compressor (1500W)
5.072 4.440 12.45%
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Review of the results
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• The TTR architecture is more efficient for electric traction and regenerative braking.
• The BSG architecture is useful to generate power for the accessories and as starter motor
• The optimal configuration can be a combination of the two architectures
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Conclusions
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FrontDifferentia
l
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Conclusions• Optimal architecture
Gearbox Cl
utc
h
Internal Combustion Engine
Electric Machine/Inverter
48V Battery
Front Wheels
RearDifferentia
l
Rear WheelsBSG Machine/Inverter
Electrified Accessorie
s
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Thank You for
Your Attention