Browse Topic: Hybrid power
The turbine hybrid electric propulsion system is an important form of green aviation. Unlike the single form of aviation power scheme, the hybrid energy system is flexible in architecture, uses two or more energy forms, and has diverse energy sources. Under different mission requirements, it needs to meet the requirements of mass balance, energy balance, and power demand, etc. Therefore, The control and distribution management between different energy systems have become the key to hybrid power, and power management technology is one of the key challenges in the development of aviation hybrid power control systems. This paper reviews the current structural forms of aviation turbine hybrid electric propulsion systems, analyzes the current research status of power management technology for aviation hybrid systems, and points out that the online power management method based on optimization is the best power management technology solution for turbine hybrid electric propulsion systems. Establishing a high-precision and realtime on-board power calculation model, breaking through the power management method based on the integrated flight and engine, and improving the applicability of the power management method throughout the service life are important directions for promoting the development of online power management technology.
In highly populated countries two-wheelers are the most convenient mode of transportation. But at the same time, these vehicles consume more fuel and produces emissions in urban driving. This work is aimed at developing a hybrid two-wheeler for reducing fuel consumption and emissions by incorporating electric vehicle technology in a conventional two-wheeler. The hybrid electric scooter (HES) made consisted of an electric hub motor in the front wheel as the prime mover for the electrical system. The powertrain of the HES was built using a parallel hybrid structure. The electric system is engaged during startup, low speeds, and idling, with a simple switch facilitating the transition between electric and fuel systems. The HES was fabricated and tested through trial runs in various operating modes. Before conversion to a hybrid system, the two-wheeler achieved a mileage of 34 km/liter. After conversion, the combined power sources resulted in an overall mileage of 55 km. It was observed that the voltage supplied to the motor increases proportionally with speed. The HES model was developed using MATLAB-Simulink, and simulation results indicated that the vehicle operates in electric mode at speeds below 20 km/h and switches to an internal combustion engine above 20 km/h. Operating the HES in electric mode at speeds below 20 km/h can significantly reduce fuel consumption and emissions, making it an ideal solution for urban driving in densely populated areas.
Hybrid electric vehicles (HEVs) with multiple vibration excitation sources have complex torsional vibration problems of the drivetrain. When the drivetrain system resonates, it will lead to an increase in vehicle vibration and noise. The parameters of the passive damping mechanisms cannot be adjusted in real time according to the torsional vibration level of the vehicle, and it is difficult to meet the damping requirements of each vibration frequency band. Active torsional vibration control systems need high cost and energy consumption, strict maintenance, and complex control technology in practical applications. A novel electronically controlled damper (ECD) is proposed in this paper and is applied to a parallel hybrid power system. The structure of the ECD is introduced, the dynamic model of the ECD is established, and the relationship curve is obtained between the electromagnetic damping torque, excitation current, and speed using finite element analysis (FEA). The dynamic differential equation of the hybrid power system is derived, and on this basis, the topology structure and damping range of the ECD are determined according to the sensitivity simulation results under different working conditions. The co-simulation analysis of AMESim and MATLAB/Simulink is carried out. The simulation results of different ECD systems under the acceleration condition show that the ECD with fuzzy control can significantly reduce the resonance amplitude of the HEV drivetrain, and the damping rate of the critical area between the resonance and the non-resonance can be accurately controlled to achieve the best damping effect. At the same time, the vibration suppression effect in the non-resonant area is always stable.
In recent years, global warming, depletion of fossil fuels, and reducing pollution have become increasingly prominent issues, resulting in demand for environmentally-friendly two-wheeled vehicles capable of reducing CO2 emissions. However, it remains necessary to meet customers’ expectations by providing smaller drivetrains, lighter vehicles, and support for long-distance riding, among other characteristics. In the face of this situation, hybrid electric vehicle (HEV) systems are considered to be the most realistic method for creating environmentally-friendly powertrains and are widely used. This research introduces a hybrid electric two-wheeled vehicle fitted with an electrical variable transmission (EVT) system, a completely new type of electrical transmission that meets the aforementioned needs, achieving enhanced fuel efficiency with a compact drivetrain. The EVT system comprises double rotors installed inside the stator. The hybrid electric two-wheeled vehicle equipped with the EVT system has the electric drive and regenerative braking functions of a fully electric vehicle, internal combustion start and power generation functions as an engine generator, and hybrid power generation functions, including combined power generation and drive through integrated control. The EVT system also provides boost acceleration functions and direct double rotor connection functions, offering wide-ranging advantages compared to conventional motorcycles and enabling the provision of new types of distinctive value. The authors developed a prototype hybrid electric two-wheeled vehicle fitted with this unique EVT electrical transmission. This article considers its qualities compared to other two-wheeled vehicles and describes the hybrid topology, the various functions of the EVT, the working principle of the EVT, the EVT configuration and the two-wheeled vehicle configuration, the prototype EVT machine, the EVT powertrain hybrid control strategy, the hybrid powertrain development environment, the results of hybrid electric two-wheeled vehicle performance measurements and the possibilities presented by hybrid electric two-wheeled vehicles.
The future battlefield will be filled with multiple dissimilar energy networks including unmanned and manned vehicular platforms actively engaged in cooperative control and communications capable of overpowering an adversary and dominating the battlespace. This chaotic multi-domain operational environment will be limited by variable operating conditions (mission profiles, terrain, atmospheric conditions), copious amounts of real-time actionable intelligence derived from weapon and sensor suites, and most importantly, the energy capabilities of each platform.
To achieve battlespace dominance, energy flow characterizations of individual platforms and the aggregate battlespace must be developed to adapt and exploit the variable operating conditions. Army Research Laboratory, White Sands Missile Range, New Mexico The future battlefield will be filled with multiple dissimilar energy networks including unmanned and manned vehicular platforms actively engaged in cooperative control and communications capable of overpowering an adversary and dominating the battlespace. This chaotic multi-domain operational environment will be limited by variable operating conditions (mission profiles, terrain, atmospheric conditions), copious amounts of real-time actionable intelligence derived from weapon and sensor suites, and most importantly, the energy capabilities of each platform. To achieve dominance within the battlespace, energy flow characterizations of individual platforms and the aggregate battlespace must be developed with respect to the variable operating conditions. As an example, consider the power-requirement differences between the General Atomics MQ-1 Predator (an unmanned aerial vehicle), the Gladiator Tactical Unmanned Ground Vehicle, and the Mine Countermeasures Unmanned Surface Vessel (an unmanned sea vehicle). The predator is designed to provide air superiority, support fires, maneuvers, communication, and coordination-based missions. The Gladiator supports fires, maneuvers, communication, and coordination-based missions. The mine counter-measures vessel is designed to assist with maneuver and coordination-based missions and could be extended to support fire-based missions. Current and future military operations will routinely coordinate with multiple dissimilar heterogeneous systems spanning multiple domains resulting in Multi-Domain Operations (MDO).
Gas turbines are fast being explored to replace the existing steam or diesel-based power packs to propel marine transportation. Marine gas turbines have already come to power high-speed marine vessels transporting perishable goods as well as high-speed naval fleets. This article investigates the potential of gas turbine to be made hybrid with supercritical recompression-regeneration carbon dioxide (CO2) cycle drawing thermal energy from the exhaust of marine gas turbines. The recompression unit acts as the topping cycle and the regeneration unit acts as the bottoming cycle of the proposed combined supercritical CO2 (sCO2) cycle. The cycle has a maximum temperature of 530°C and supercritical pressure of 20 MPa. The proposed sCO2 powerplant is compact because of the smaller size of the turbomachinery, owing to the low specific volume of working fluid in the supercritical range. The proposed combined cycle is analyzed for different operating conditions including maximum temperature, minimum temperature, and cycle pressure ratio. The thermal efficiency of the proposed sCO2 cycle is 30.77% and efficiency of the hybrid cycle (including marine GT) is 58.17%, i.e., enhancement in thermal efficiency of the marine vessel power pack by 18.6%. Further the power output of the gas turbine-sCO2 hybrid cycle is enhanced by nearly 23.5% to 45.7 megawatts (MW). The second law of thermodynamic efficiency of the proposed combined cycle is close to 52.5%. The proposed hybrid gas turbine-sCO2 cycle has immense potential to replace the aging propulsion systems of existing marine vessels as the proposed power cycle is greener and more compact.
Leonardo DRS Inc. Arlington, VA 571-447-4624
Hybrid electric propulsion is a promising technology to enable new aircraft configurations with excellent overall vehicle performance. Electric propulsion enables new types and configurations of rotorcraft, but the poor energy density of batteries has limited the overall endurance of electrically propelled aircraft. A hybrid architecture can take advantage of the high energy density of chemical/liquid fuels; but also utilize the advantages of electric propulsion technology. This advantage of a hybrid system can only be realized if the hybrid system is light enough and efficient enough. If not done in a highly optimized way the hybrid system can end up being too heavy and too inefficient - the worst of both worlds instead of the best of both worlds. This paper presents details of the LaunchPoint EPS hybrid electric power system and results of flight tests showing aircraft endurance improvements of at least 4 times longer over a pure electric version of the same aircraft.
The use of electric energy to drive the drive wheels allows you to improve not only the environment, but also the performance indicators of cars. A hybrid car uses both thermal energy from an internal combustion engine (ICE) and electrical energy from generators or batteries. The authors of the paper have conducted a study on the dynamics of a hybrid car, in which ICE energy is used to charge rechargeable batteries, and the latter provide the driveline. By reducing the amplitude of the traction force oscillations, the energy costs for the forward movement of the car are reduced. The purpose of the study is to determine the energy savings for accelerating a car with a combined power plant with electric engines on wheels using battery power. As a result of the study, a mathematical model of the car acceleration process with a combined power plant and powered electric engines of the driving wheels from the batteries has been obtained. The obtained analytical dependencies allow us to determine the energy savings of a hybrid car of the specified design during acceleration. In the driving mode, with the joint operation of the electric engine and the internal combustion engine with uniform movement, there was a certain synergistic effect of power units (internal combustion engine, traction motor) in relation to the speed and energy reserve in the high-voltage storage battery. For this, measurements were made of the power of the electric engine, the internal combustion engine speed, fuel consumption, speed, and recirculation of the generator's electrical energy. The share of the generator power that goes to charge the battery was determined, and how it affects the specific fuel consumption.
The article proves the necessity for heating the air in the pneumatic engine of a hybrid power unit designed for moving a compact wheeled vehicle. The aim is to improve the pneumatic engine operation indicators by heating the compressed air before it is supplied to the cylinder using the obtained theoretical and experimental studies. For the easy-to-use of assessing the effectiveness of heating the air supplied to a pneumatic engine, the experiments were carried out by two pressure ps = 0.7 MPa and ps = 0.9 MPa, according to them the testing of a pneumatic unit was conducted without heating the compressed air at the temperature equal to the ambient temperature Ts = 293 K. Also, during the experiments a pneumatic engine was tested at other temperatures while supplying the compressed air at the inlet to the engine cylinder. So, at an inlet pressure ps = 0.7 MPa, the compressed air was heated up to the temperature Ts = 383 K, and at a pressure ps = 0.9 MPa it was heated up to the temperature Ts = 388 K. The conclusions reached regarding the efficiency of heating the air at the inlet to the pneumatic power unit cylinders were drawn for the case when the pneumatic engine is used as part of a vehicle hybrid power unit and the air is heated by using the heat of exhaust gases from an internal combustion engine operating simultaneously or a heat accumulator. The studies carried out in this article make it possible to determine the feasibility of the joint use of a pneumatic power unit and an internal combustion engine, not only in severe operating conditions with heavy traffic on busy road sections of large cities and megalopolises, but also during the independent operation of a pneumatic engine in traffic jams..
ABSTRACT Silicon carbide (SiC) semiconductor devices offer several advantages to power converter design when compared with silicon (Si). An increase in power density can be achieved with SiC thanks to the reduced conduction and switching losses and to the ability to withstand higher temperatures [1]. The main system level benefits of using SiC devices on mobile hybrid power systems include large reductions in the size, weight, and cooling of the power conditioning. In this paper, the authors describe the Wide-bandgap-enabled Advanced Versatile Energy System (WAVES) with a focus on the design and testing of a SiC prototype of a WAVES power inverter. The prototype is a 10 kW three-phase AC/DC inverter that is air-cooled, IP-67 rated, bi-directional, operates down to a power factor of 0.4, and designed to have overload capability up to 350% for up to 250µs of nominal rating. Because the inverter is bidirectional, it may be used as an AC input to DC output battery charger or as a DC input to AC output AC voltage supply meeting military power quality standards. Citation: S. Lentijo, P. Stone, J. Porter, and C. Peterson, “SiC Power Converters for Military Mobile Hybrid Power Systems”, In Proceedings of the Ground Vehicle Systems Engineering and Technology Symposium (GVSETS), NDIA, Novi, MI, Aug. 10-12, 2021.
Electricity is the fuel of tomorrow — a future powered by battery technology. With the global electric mobility market expected to reach nearly $500 billion by 2025, battery and power storage needs will be pushed beyond current limits. Design teams are being challenged to rethink how systems work on the ground, in the skies, and at sea.
Power and efficiency characteristics of a hybrid cycle combining an electrochemical device (Fuel-Cell) and an internal combustion engine (ICE) were analyzed using the low-dissipation model. The low-dissipation model links energy dissipation with the energy transfer rate through the cycle. In the considered cycle, the electrochemical device transforms chemical potential of the fuel to electrical work, and the ICE uses the heat rejected by the electrochemical device and its exhaust effluent for mechanical work production. The cycle efficiency was calculated as a function of the hybridization level. The latter is defined as the electrical work fraction in the total cycle work. The results of the study show that the cycle efficiency is growing with the electrical work fraction increase. On the other hand, maximum power of the cycle is attained at an intermediate hybridization level. Moreover, power to weight ratio and power density of the cycle have maxima at different hybridization level. Cycle cooling losses are modeled as heat leak to the ambient that depends on the temperature and the duration of the cycle. Cooling losses are found to be the most influential parameter in optimization of the hybridization level for maximum power. In the extreme case of zero cooling losses, maximum power could be attained with ICE operation alone without the electrochemical reaction. The latter finding might be of interest for aerial propulsion systems. However, if efficiency is more important - for example for ground propulsion systems - the hybrid cycle is beneficial.
In this study, a new system of assessment method was developed to evaluate the characteristics of urban buses based on remote online monitoring. Four types of buses, including China V emission standards diesel bus, lean-burn CNG bus, air-fuel equivalence ratio combustion CNG bus and gas-electric hybrid bus, were chosen as samples to analyze the emission characteristics of urban buses with different engine types in urban scenario. Based on the traffic conditions in Beijing, the actual emission characteristics of buses under newly-built driving conditions were analyzed. Moreover, the emission factor database of urban buses in Beijing was established to analyze the characteristics of excess emission. The research results are shown as follows. 1) Compared with other types of buses, NOX emission factor and emission rate of lean-burn CNG bus are much higher. The equivalent air-fuel ratio CNG engine combined with TWC catalytic converter and hybrid power technology can better reduce NOX emission. 2) There is difference between the type certification under standard operating conditions and the emission results in actual operation to a varying degree. The evaluation of emission performance based on actual operation can more truly reflect the actual performance of the bus. The BJ-FPC (Beijing flat peak cycle) developed in this paper is closer to the actual operating conditions of the sample bus in terms of VSP Bin proportional distribution. 3) As to weighted NOX emission factors, the BJ-HPC (Beijing high peak cycle) of different types of buses are higher than BJ-FPC and actual operating conditions. 4) Based on the excessive emission method assessment, the NOX of China V diesel bus easily exceeds the emissions limits, and the NOx concentration of lean-burn CNG bus is high, and both the NOx over-limit ratio and the quantity of excessive emission buses are also high. Gas-electric hybrid bus can better reduce the NOX emission and the excessive emission frequency under the urban operating condition.
This work investigates a combined internal combustion engine and solid oxide fuel cell (SOFC) hybrid powertrain for unmanned aerial vehicles (UAV). UAVs are increasingly used in large agriculture for crop management and water resource visual inspection, and in militarized applications, as they allow for safer, unmanned reconnaissance missions. The limited flight time of UAVs, as a result of the traditional lithium polymer batteries used for power, has restricted the widespread implementation of the UAV technology. A hybrid power train, utilizing energy dense liquid fuel, provides the capability of powering a UAV for longer duration missions. The hybrid power train consists of a small internal combustion engine that acts as a partial oxidation fuel reformer, simultaneously producing mechanical shaft power. The 0.3 in3 piston engine is a typical air cooled, glow engine utilizing a 60/40 percent (by volume) mixture of methanol and nitromethane, respectively. The syngas generated by the combustion engine can then be utilized by a tubular SOFC stack to generate electrical energy for the UAV flight systems. The SOFC system operating on combustion exhaust from the engine produced a maximum of ~650 mW/cm2, while the engine was continually producing ~750 W of mechanical shaft power. In case of an engine failure, the liquid fuel may be directly utilized by the SOFC system to maintain power generation. Additionally, the engine may be manually shutdown to provide silent onboard power generation. In testing, a tubular SOFC provided with direct liquid 60/40 methanol/nitromethane fuel was capable of producing above 550 mW/cm2 for maximum power. The SOFC system was able to operate continuously under direct liquid fueling for 4 hours without degradation. The power produced by the proposed hybrid powertrain is expected to be sufficient to power a 15 kg UAV for long endurance missions lasting in the range of 200-500% of current recorded UAV flight duration.
Our project named AGR Hybrid Power: system for the use of alternative fuels in tractors deals with the development of new powertrain technologies and the improvement of the fuel consumption of medium tractors from 51.5kW to 58.1kW - Kilowatt, considering the participation in Brazilian agricultural activity, fuel distribution logistics in Brazil and environmental factors. It is possible to notice a huge growth potential associated with lower agricultural costs, improved energy efficiency in operations, reduced environmental impacts and higher accessibility to renewable fuels. Considering feasibility studies, benchmark, reverse engineering, agricultural requisitions, development research, and other engineering tools, this work highlights the factors which determine how an innovative solution based on ethanol-powered, renewable fuel, and an electric plug-in hybrid series powertrain system can be achieved along with a huge potential to generate larger energy efficiency, superior to the installed diesel tractors. An energy efficiency comparison was done between a diesel-powered farm tractor and the proposed electric ethanol hybrid system, both available from the same power and operating demand. The analysis was done utilizing the simulation of both powertrain systems and energy calculations already performed by companies in the agricultural industry. Analysis of energy efficiency improvement and fuel consumption present an electric ethanol hybrid solution and explains its feasibility. The innovative concept of this project presents technical discrepancies about vehicles inspired by megatrends and the use of renewable fuels, decreasing the usage of Diesel and boosting the usage of powertrain electrification. Therefore, offering superior quality solution, better maintenance and decreased fuel consumption for the consumer, furthermore, benefits the environment.
In this paper, an energy management method based on vehicular networking is proposed for the dual power sources fuel cell electric articulated vehicle. Vehicular networking includes a cloud computing center, which predicts the information of power demand for the real-time driving condition based on the history data analysis, and solves the energy management strategy for the dual power sources utilizing the Radau pseudospectral method (RPM). The global interpolation polynomial is used to approximate the state variables and control variables in the system. The derivative of the interpolation polynomial approximates the differential equation of the state variables in the dynamic equation. Further, the optimal control problem (OCP) is transformed into nonlinear problem (NLP) to be solved. The simulation result of the proposed strategy show that the capacity degradation of the fuel cell can be reduced while meeting the power output demand, which means the lifetime of the fuel cell could be extended.
The article considers the actual problem of vehicles fuel efficiency and environmental friendliness increasing. This problem is solved by developing of a new type of hybrid power unit. A feature of this development is that such a hybrid power unit can be implemented in the budget segment of cars. As a result of the study, conceptual solutions for creating a hybrid power unit were developed. The concept is based on the following theoretical provisions. The most economical speed of the hybrid vehicle in the "only electricity" mode lies in the range from 0 m / s to 16 m / s. The further set of speed and movement is advisable to carry out on an internal combustion engine. Mileage in the "only electricity" mode can be in the range from 20 km to 50 km, depending on the energy consumption of the battery. This distance can be chosen by the buyer of the hybrid vehicle depending on the estimated average daily mileage and the cost of the batteries. Traction batteries are charged in three cases. First, from an external source of electrical energy (charging station). Second, from the generator set of an internal combustion engine. Third, due to the recuperation of the braking energy of the car. To confirm the theoretical principles of the concept there has been developed and designed a traction electric drive which is built into the existing power plant of the ZAZ Lanos Pickup. Tests of the hybrid car in real operating conditions have confirmed the adequacy of the concept. The results of the study eliminate a number of unresolved problems and shortcomings of existing hybrid power units. At the same time, reliability, fuel efficiency, environmental friendliness are increased, the assembly scheme of the hybrid transmission is simplified, so its cost is reduced.
In this contribution, the mechanical torque transmission between the Electric Motor (EM) and the Internal Combustion Engine (ICE) of a P0 architecture hybrid power unit is analysed. In particular, the system is made up of a brand new, single-cylinder 480cc engine developed on the basis of the Ducati 959 Panigale V90 2-cylinders engine. The thermal engine is assisted by a custom electric motor (30 kW), powered by a Li-Ion battery pack. The Ducati 959 Panigale engine is chosen because of its high power-to-weight ratio, and for taking advantage of its V90 2-cylinders layout. In fact, the proposed hybridization process considers to remove the vertical engine head and to replace it by the electric motor directly engaged to the crankshaft using the original valvetrain transmission chain, thus achieving a very compact package. This solution could be suitable for many V-type engines and it aims to obtain a small hybrid power unit for possible motorcycle/small vehicle applications. The original timing chain object of this study is a silent chain, which is commonly employed as a transmission component in hybrid power units because it can operate at high speeds transmitting high loads and ensuring noise reduction. For this reason, the aim of this study is to assess the possibility of using the original chain to couple the EM and the ICE. This investigation allows the replacing of the minimum number of components during the hybridization process leading to a real plug&go solution. Therefore, the mechanical behaviour of the chain is investigated performing a dynamic analysis of the whole crank mechanism. In particular, the original twin cylinders model considering the original valvetrain system is compared with the single cylinder model engaged with the EM. The dynamic analysis provides the maximum load on the single chain link in both configurations, allowing the evaluation of a relative fatigue safety factor.
Global warming has put the transport sector, a major contributor of CO2 emissions, under high pressure to improve efficiency. In this context, ultra-light vehicles weighting less than 500 kg, as well as hybrid powertrains, are nowadays seen as promising development trends. The design process of the powertrain of a vehicle combining the advantages of the two concepts is presented in this paper. Through a performance study based on a simple MATLAB model, and mathematical simulation, a proposal is made. A powertrain using a battery and supercapacitor 48V dual power source network, two electric motors and clutches to switch between conventional, parallel, series and full electric modes proves to be an interesting system in terms of performance and costs. A simulation study conducted on a scenario with different outcome possibilities showed that high modularity of the system allows to achieve fuel efficiencies equivalent to approximately 3 l/100 km on the Artemis cycle. Finally, integration, packaging and cost are considered and some hints for further powertrain efficiency improvements are presented.
With the growing shortage of oil resources and the increasingly strict environmental regulations, countries are vigorously developing new energy vehicles, and as a truly zero-emission vehicle in the application, fuel cell electric vehicles can not only completely replace gasoline cars in term of fuel, but also have the advantages of high energy conversion efficiency, short hydrogenation time and long driving range. For Fuel Cell Hybrid Electric Vehicle (FCEV), and the Energy Management Control Strategy is the "core" of the whole vehicle control system, which has a direct and significant effect on the power and economy of the vehicle. In this paper, the "dual energy source system" composed of fuel cell and power battery is taken as the research object. Based on the proposed power system structure, a fuel cell hybrid power management control strategy is designed, and the simulation model based on Matlab/Simulink and real vehicle are adopted to perform performance verification on standard operating conditions. The strategy aims at optimizing the power and economy, sets the target control value of the SOC, coordinates the power output of the "dual energy source system" of the vehicle, reduces the load power fluctuation of Fuel Cell System(FCS), optimize the working range of fuel engine and improve the energy recovery efficiency according to the vehicle energy demand, the real-time status of the assembly and the vehicle operating conditions, so that the fuel cell and the power battery work as much as possible in the optimal efficiency range. The test results in vehicle show that the energy management control method is effective in engineering application, and the performance has reached the vehicle design goal.
Due to current progresses in the field of driver assistance systems and the continuously growing electrification of vehicle drive trains, the evaluation of driver behavior has become an important part in the development process of modern cars. Findings from driver analyses are used for the creation of individual profiles, which can be permanently adapted due to ongoing data processing. A benefit of data-based dynamic control systems lies in the possibility to individually configure the vehicle behavior for a specific driver, which can contribute to increasing customer acceptance and satisfaction. In this way, an optimization of the control behavior between driver and vehicle and the resulting mutual system learning and -adjustment hold great potential for improvements in driving behavior, safety and energy consumption. The submitted paper deals with the analysis of different methods and measurement systems for the identification and classification of driver profiles as well as with their potential to optimize both vehicle driving behavior and energy consumption on the example of a hybrid drive train. A literature research results in a number of different approaches of evaluation, which are analyzed, linked and adapted in the publication. As a result, an evaluation of the connection between different methods of driver profile determination is given. Data collection and interviews have been performed during twenty test drives on a defined route profile with different measurement systems and methods. The acquired data form the basis for a comparison and an analysis of a comprehensive driving style classification. Subsequently, a framework for computer-aided investigations of the influences of driver behavior on the control of drive trains is established by use of an existed simulation model of a hybrid drive train. Finally, a driver model is implemented based on the learnings out of analyzing the measurements and surveys. The evaluation of the measurement campaigns delivers detailed information about vehicle longitudinal acceleration behavior in different driving scenarios. This information is used to classify the individual driving styles into the types calm, normal and aggressive. This driving style-related information can be integrated into the control strategy of a hybrid power train to support operation strategy optimization regarding both driver satisfaction and reduction of energy-, respectively fuel consumption.
Valeo is an industry leader in technologies essential to vehicle electrification and connected/automated driving. The French Tier 1 pioneered 48V mild-hybrid systems and is a major producer of e-hardware and software including belt-starter generators, power electronics, electric superchargers and traction motors. Valeo recently entered a collaboration with Dana Inc. to develop and supply electrified AWD systems featuring 48-V hybrid power. The first of these is scheduled to launch in volume in early 2020 with a major European OEM. One of the architects of Valeo Group's steady evolution as a mobility-tech supplier is Guillaume Devauchelle, vice president of Innovation & Scientific Development. He joined Valeo in 2000 after the acquisition of Italy-based wiring harness maker Sylea where he served as VP of R&D. Monsieur Devauchelle recently spoke by phone with editor-in-chief Lindsay Brooke.
Technological and commercial development of vehicles specifically conceived for urban use would certainly be a crucial aspect in making mobility sustainable in urban contexts thanks to their limited in size and low fuel consumption and emissions. Hybrid drive trains are particularly suited to this purpose: if properly designed, very small-sized thermal engines can give all the energy and power required for the application, also making pure electric driving possible when required. The authors are involved since a decade in proposing new low-cost solutions to address this market sector. Market itself explored these possibilities and nowadays offers some BEV solutions in this market share, but it is still lacking in proposing solutions for a parallel full hybrid drive. The main reason must be searched in the complexity of normally applied parallel-hybrid propulsion systems which is not compatible with the limited costs of the application. Taking the lead from these considerations, the authors here propose a simple concept for a parallel-hybrid kit for quadricycles called Hybrid Power Pack (HPP) which is now installed and under long-range testing on a running vehicle and is available for full characterization and optimization. The HPP was used to equip a small city car to obtain a low-price parallel-hybrid propulsion system concept. The HPP is fully described in the paper and a model of its main parts is presented, devoted to HPP control design. The model was calibrated on the application and its effectiveness was demonstrated through a proper experimental activity. Results show that the most promising configuration is that with the EM mounted on the secondary shaft of the centrifugal CVT controlled with a Discrete State machine algorithm. This configuration is now under construction at the ENEA labs: experimental results on vehicle running in real condition will be presented soon.
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