Energy Consumption of a Battery Electric Vehicle with Infinitely Variable Transmission

Bottiglione, Francesco; Pinto, Stefano De; Mantriota, Giacomo; Sorniotti, Aldo

doi:10.3390/en7128317

Cited by 78 publications

(62 citation statements)

References 38 publications

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“…One major flaw in the studied literature is that the gear ratios of the compared layouts have not been optimized for minimum energy consumption [6,12,[15][16][17][18][19][20][21][22]. Thus the results are inconclusive.…”

Section: Introductionmentioning

confidence: 56%

“…This type of transmission is known as a power-split continuously variable transmission (PS-CVT) and can perform better than the single CVT in certain operating conditions [14]. Bottiglione et al [15] studied this type of transmission for a BEV. The results indicated that a type I PS-CVT will have lower energy consumption than single and two-speed transmissions, full-toroidal and halftoroidal CVTs and type II PS-CVT.…”

Section: Introductionmentioning

confidence: 99%

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Optimization of multiple transmission layouts for minimal energy consumption of a battery electric vehicle

2018

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Abstract.Battery electric vehicles (BEVs) are a promising solution for reducing the impacts of passenger vehicles on the environment. However, their driving range is restricted due to the limitations of battery technologies. This range can be extended by adoption of multiple-speed transmissions. Most of the comparisons in the related studies are based on non-optimal designs or limited to modal driving cycles. Furthermore, the impact of power-split continuously variable transmission (PS-CVT) layout with type III power flow on the power consumption of BEVs has never been examined. In this paper, single, two and three-speed transmissions along with PS-CVTs with type I and III power flows are optimized for a case study BEV. Furthermore, the effect of push belt and fulltoroidal CVTs in construction of PS-CVT are compared. The results demonstrate that a PS-CVT with type I power flow equipped with the full-toroidal CVT has the best performance. However, it reduces the energy consumption by 0.36% compared to the optimal two-speed layout. In addition, its ratio range is more limited which can negatively impact the dynamic performance. Finally, simulation of the optimal designs along a different cycle proves that the obtained results are consistent, regardless of the driving cycle.

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Section: Introductionmentioning

confidence: 56%

Section: Introductionmentioning

confidence: 99%

Optimization of multiple transmission layouts for minimal energy consumption of a battery electric vehicle

2018

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“…This section simplifies the optimal control problem in Equation (15) and finds the analytical solution of the simplified problem by Pontryagin's minimum principle (PMP) [31]. The analytical solution provides insight into the problem and verifies the numerical solutions presented in Section 4.…”

Section: Analytical Solutionmentioning

confidence: 99%

“…Hybrid powertrains already became an affordable and popular approach to higher fuel efficiency and there are many successful products from Toyota, Honda, Volvo, BYD and so on. In addition to improving the energy efficiency of powertrains, the auxiliary systems, such as the power-assisted steering and brake and thermal management system, are also optimized for better energy efficiency [11][12][13][14][15].…”

Section: Introductionmentioning

confidence: 99%

The Optimal Road Grade Design for Minimizing Ground Vehicle Energy Consumption

Liu

Feng

2017

Energies

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Abstract:Reducing energy consumption of ground vehicles is a paramount pursuit in academia and industry. Even though the road infrastructural has a significant influence on vehicular fuel consumption, the majority of the R&D efforts are dedicated to improving vehicles. Little investigation has been made in the optimal design of the road infrastructure to minimize the total fuel consumption of all vehicles running on it. This paper focuses on this overlooked design problem and the design parameters of the optimal road infrastructure is the profile of road grade angle between two fixed points. We assume that all vehicles on the road follow a given acceleration profile between the two given points. The mean value of the energy consumptions of all vehicles running on the road is defined as the objective function. The optimization problem is solved both analytically by Pontryagin's minimum principle and numerically by dynamic programming. The two solutions agree well. A large number of Monte Carlo simulations show that the vehicles driving on the road with the optimal road grade consume up to 31.7% less energy than on a flat road. Finally, a rough cost analysis justifies the economic advantage of building the optimal road profile.

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“…In recent years, significant progress has been made, e.g., through the development of downsized engines [2], engine start-and-stop functions [3] and electrified or fully electric drivetrain layouts [4][5][6][7]. However, important fuel consumption reductions can also be achieved through the implementation of energy-efficient transmission layouts, which are the focus of this study.…”

Section: Introductionmentioning

confidence: 99%

On the Energy Efficiency of Dual Clutch Transmissions and Automated Manual Transmissions

et al. 2017

Self Cite

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Abstract:The main benefits of dual clutch transmissions (DCTs) are: (i) a higher energy efficiency than automatic transmission systems with torque converters; and (ii) the capability to fill the torque gap during gear shifts to allow seamless longitudinal acceleration profiles. Therefore, DCTs are viable alternatives to automated manual transmissions (AMTs). For vehicles equipped with engines that can generate considerable torque, large clutch-slip energy losses occur during power-on gear shifts and, as a result, DCTs need wet clutches for effective heat dissipation. This requirement substantially reduces DCT efficiency because of the churning and ancillary power dissipations associated with the wet clutch pack. To the knowledge of the authors, this study is the first to analyse the detailed power loss contributions of a DCT with wet clutches, and their relative significance along a set of driving cycles. Based on these results, a novel hybridised AMT (HAMT) with a single dry clutch and an electric motor is proposed for the same vehicle. The HAMT architecture combines the high mechanical efficiency typical of AMTs with a single dry clutch, with the torque-fill capability and operational flexibility allowed by the electric motor. The measured efficiency maps of a case study DCT and HAMT are compared. This is then complemented by the analysis of the respective fuel consumption along the driving cycles, which is simulated with an experimentally validated vehicle model. In its internal combustion engine mode, the HAMT reduces fuel consumption by >9% with respect to the DCT.

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Energy Consumption of a Battery Electric Vehicle with Infinitely Variable Transmission

Cited by 78 publications

References 38 publications

Optimization of multiple transmission layouts for minimal energy consumption of a battery electric vehicle

Optimization of multiple transmission layouts for minimal energy consumption of a battery electric vehicle

The Optimal Road Grade Design for Minimizing Ground Vehicle Energy Consumption

On the Energy Efficiency of Dual Clutch Transmissions and Automated Manual Transmissions

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