This study aims to achieve optimal regenerative braking performance in the form of a reduced decline in battery SOC for a BLDC electric machine with peak torque of 10 Nm for use in electric two-wheelers. This is conducted via a comparison of control algorithms based on Direct Look-up table, Fuzzy Logic and their combination with PID control. The whole vehicle model and the energy recovery control strategies are designed using MATLAB Simulink by benchmarking the design with the parameters of the Ola Electric S1. A physical motor-dynamometer test bench is utilised to obtain a complete motor operating range to derive a realistic efficiency map that is used in the model. WLTP Class 2 and NYCC standard drive cycles are implemented for vehicle simulation. Two live-recorded driving patterns are also used to validate the model to analyse the adaptability of the control strategies. After obtaining the required motor speed, torque values and the range by matching the theoretical drive cycle profile, the control strategy is further optimised using the PID auto-tuning toolbox in Simulink. Using physical testbench data, the effect of various regenerative braking control strategies on overall vehicle performance is more accurately realised. The Fuzzy PID control strategy exhibits the most optimal gains in terms of energy recovery for electric two-wheelers, allowing for the highest battery SOC levels of 41.88% and average motor regenerative torque of 7.25 Nm for the standard drive cycles. An analogous trend is observed for the on-road driving pattern as Fuzzy PID provides highest battery SOC and average motor regenerative torque of 48.34% and 7.5 Nm respectively. For the driving scenarios aforementioned, this provides a 17% and 44% increase in SOC respectively when compared to a non-regenerative braking-based system.
Homogeneous Charge Compression Ignition (HCCI) engine is a prominent solution to satisfy the stringent NOx emission norms. The current study investigates the influence of fuel injection strategies and LPG energy share on dual fuel powered HCCI engine at 1.8 bar and 3.6 bar BMEP at constant speed (2700 rpm) and injection pressure (50 MPa). Over the study D + LPO used as primary fuel and LPG as secondary fuel. The fuel injection strategies alike single, double, as well multi-pulse modes are studied at injection timings of 90obTDC aimed at single-pulse, 120°& 90°bTDC for double-pulse, 120°, 90°, & 30°bTDC for multi-pulse modes. All single, double, and multi-pulse injection modes at 0% LPG energy share obtains greater combustion rate and advanced combustion phasing. Further increase in LPG energy share, the rate of combustion is lessened and retarded toward TDC, consequently it enhanced the performance and emission characteristics of an HCCI engine. The optimum LPG energy share for single-pulse, double-pulse, and multi-pulse injections modes are 46.80%, 63.25%, and 78.06% respectively for 1.8 bar BMEP. For 3.6 bar BMEP optimum LPG energy shares are found to be 41.79%, 58.55%, and 71.76% for single, double, and multi-pulse injection respectively.
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