Optimization of electric propulsion system for a hybridized vehicle

Eckert, Jony Javorski; Silva, Ludmila C. A.; Costa, Eduardo dos Santos; Santiciolli, Fabio Mazzariol; Corrêa, Fernanda Cristina; Dedini, Franco Giuseppe

doi:10.1080/15397734.2018.1520129

Cited by 35 publications

(15 citation statements)

References 39 publications

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“…Therefore, the power management control (PMC) defines the traction torque required by the engine T eng (Nm) and the electric motors T el (Nm). In the same way, as presented by Eckert et al [34], the extra electric motors act only as an auxiliary propelling system. Thus, the throttle pedal signal is acquired and the PMC splits the requested traction torque T eng according to the P E factor (defined in the optimization problem).…”

Section: Simulation Modelmentioning

confidence: 82%

“…As initially proposed by Eckert et al [34], the hybridization kit contains a lead-acid battery pack with a nominal voltage of 48 V. This voltage value was selected because the hybridization kit must be adapted to conventional vehicles. Electrical systems above 60 V can represent a potential danger to the passenger [48], and therefore require a shock protection system [49] that would increase the cost of the kit.…”

Section: Battery and Equivalent Fuel Consumptionmentioning

confidence: 99%

“…In the simulations, the lead-acid battery block from Simulink TM database [34] is used. The developed control stops the use of the auxiliary electric drive train system when the battery state of charge SoC is under 40% to avoid fatigue caused by deep discharge [34]. Aiming to define the best battery pack for the hybridization kit, its capacity B c (Ah) has to be defined and included as input to the Simulink TM battery block.…”

Section: Battery and Equivalent Fuel Consumptionmentioning

confidence: 99%

“…Once the driving cycle is simulated, the final battery SoC is used as an input to the charge simulation, which infers the cost of recharging the battery from the electric grid. As in Eckert et al [34], the battery is recharged at constant current [52]-the maximum I (A) value that does not overcome the allowed battery voltage V bat (V). The power consumption P c (W) to return the battery SoC to 100% is defined by Equation 21, considering a charge efficiency η c that concerns the conversion from AC to DC and the heat losses.…”

Section: Battery and Equivalent Fuel Consumptionmentioning

confidence: 99%

“…In 2019, LabSIn [34] proposed and simulated an aftermarket hybridization kit shown in Figure 1. The EMs are powered by a battery that is charged by the electrical grid when the vehicle is parked.…”

Section: Introductionmentioning

confidence: 99%

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Design of an Aftermarket Hybridization Kit: Reducing Costs and Emissions Considering a Local Driving Cycle

et al. 2020

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For decades, drivers and fleet managers have been impacted by the instability of fuel prices, the need to save resources and the duty to meet and attain environmental regulations and certifications. Aiming to increase performance and efficiency and reduce emissions and mileage costs, plug-in electric vehicles (PHEVs) have been pointed out as a viable option, but there are gaps related to tools that could improve the numerous existing conventional vehicles. This study presents the design of an aftermarket hybridization kit that converts a vehicle originally driven by a combustion engine into a PHEV. To achieve this goal, an optimization was conducted with the objective of decreasing the cost (regarding fuel consumption and battery charging) to perform a local driving cycle, while attenuating the tailpipe emissions and reducing the battery mass. The torque curves of the electric motors, the battery capacity, the parameters for a gear shifting strategy and the parameters for a power split control were the design variables in the optimization process. This study used the Campinas driving cycle, which was experimentally obtained in a real-world driving scenario. The use of a local driving cycle to tune the design variables of an aftermarket optimization kit is important to achieve a customized product according to the selling location. Among the optimum solutions, the best trade-off configuration was able to decrease the mileage cost in 22.55%, and reduce the tailpipe emissions by 28.4% CO, 33.55% NOx and 19.11% HC, with the addition of a 137 kg battery.

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Section: Simulation Modelmentioning

confidence: 82%