The Estimation of the Engine Power with Use of an Accelerometer

Mamala, Jarosław; Brol, S.; Jantos, Jerzy

doi:10.4271/2010-01-0929

Cited by 11 publications

(10 citation statements)

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“…In such a system, for every single microcontroller, the tasks are relatively simple, and therefore, it is easier to manage the code and also make adaptations and enhancements to which almost all prototypes are subjected to. There are also drawbacks—the microcontroller communication must be “invented”, coded, and implemented on every microcontroller in the system, and the software for any microcontroller must use different resources and namespaces in order to integrate the code in the final stage of product preparation in one microcontroller [ 27 , 28 ]. In this particular case, it is decided to design a microcontroller system consisting of 3 microcontrollers.…”

Section: Methodsmentioning

confidence: 99%

Application of Magnetic Sensor for Magnetic Profile (1D) and Surface (2D) Measurement of Automotive Wheels

Brol

2021

Sensors

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This paper shows a report of over three years of intensive work on application of a 3-axis anisotropic magnetoresistive sensor with I2C interface for measurement of magnetic flux density distribution of automotive wheels. The work was undertaken to answer the question of whether is a possibility to effectively apply low-cost magnetic sensors with serial interface to measure the magnetic field surrounding the automotive wheel or tire. Two measurement techniques were discussed: Magnetic profile (1D) and magnetic surface measurement (2D) over tread, and also gear associated with the sensor, as well as its design, layout, operation, and control technique during (1D) and (2D) measurements. Three experiments were performed to asses accuracy and repeatability concerning component and resultant magnetic circumferential profiles and also magnetic surface. Differences between measurement outcomes in experiment were assessed. The results show that accuracy and repeatability lays below maximum admissible uncertainty declared by the producer. This proves directly that there is no measurable influence of motors, gear, operation, or measurement procedure on results obtained by magnetic sensors, and indirectly, that the assumed requirements regarding gear design and parameters are correct, and measurement of magnetic flux density distribution of automotive wheels and tires using (1D) and (2D) techniques is possible using a 3-axis anisotropic magnetoresistive sensor with I2C interface.

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Section: Methodsmentioning

confidence: 99%

Application of Magnetic Sensor for Magnetic Profile (1D) and Surface (2D) Measurement of Automotive Wheels

Brol

2021

Sensors

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“…However, despite the same physical unit (m/s 2 ), each of them has different features and properties, because the average acceleration of the profile depends on the speed of the car and the total unit energy consumption of the car depends on the energy expenditure in the drive system. As indicated in [35], there is a directly proportional relationship between the total unit energy intensity and the average acceleration during the car acceleration process, regardless of the acceleration dynamics.…”

Section: Total Unit Energy Consumption Of the Carmentioning

confidence: 99%

Analysis of the Total Unit Energy Consumption of a Car with a Hybrid Drive System in Real Operating Conditions

2021

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The market demand for vehicles with reduced energy consumption, as well as increasingly stringent standards limiting CO2 emissions, are the focus of a large number of research works undertaken in the analysis of the energy consumption of cars in real operating conditions. Taking into account the growing share of hybrid drive units on the automotive market, the aim of the article is to analyse the total unit energy consumption of a car operating in real road conditions, equipped with an advanced hybrid drive system of the PHEV (plug-in hybrid electric vehicles) type. In this paper, special attention has been paid to the total unit energy consumption of a car resulting from the cooperation of the two independent power units, internal combustion and electric. The results obtained for the individual drive units were presented in the form of a new unit index of the car, which allows us to compare the consumption of energy obtained from fuel with the use of electricity supported from the car’s batteries, during journeys in real road conditions. The presented research results indicate a several-fold increase in the total unit energy consumption of a car powered by an internal combustion engine compared to an electric car. The values of the total unit energy consumption of the car in real road conditions for the internal combustion drive are within the range 1.25–2.95 (J/(kg · m)) in relation to the electric drive 0.27–1.1 (J/(kg · m)) in terms of instantaneous values. In terms of average values, the appropriate values for only the combustion engine are 1.54 (J/(kg · m)) and for the electric drive only are 0.45 (J/(kg · m)) which results in the internal combustion engine values being 3.4 times higher than the electric values. It is the combustion of fuel that causes the greatest increase in energy supplied from the drive unit to the car’s propulsion system in the TTW (tank to wheels) system. At the same time this component is responsible for energy losses and CO2 emissions to the environment. The results were analysed to identify the differences between the actual life cycle energy consumption of the hybrid powertrain and the WLTP (Worldwide Harmonized Light-Duty Test Procedure) homologation cycle.

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“…For a passenger car moving at a speed greater than 40 km/h, for frequencies from 1 Hz to 5 Hz, amplitudes up to 0.12 m/s 2 are shown. For the frequency from 5 Hz up to the limit corresponding to the frequency of wheel rotation, the vibration amplitude of the car body is damped [ 28 , 31 ]. This phenomenon was found for all vehicles tested on road A.…”

Section: Measurement Signal Analysismentioning

confidence: 99%

“…Such a classification is very important when, for example, you want to carry out diagnostics of the chassis, suspension or drive system of a vehicle in road conditions. The description of such diagnostics in real road conditions is the subject of many authors’ studies [ 27 , 28 , 29 ]. Such a method will allow one to determine the measuring window for the vertical acceleration signal of the diagnosed vehicle with good road surface condition.…”

Section: Introductionmentioning

confidence: 99%

Assessment of the Road Surface Condition with Longitudinal Acceleration Signal of the Car Body

Prażnowski

Mamala

Śmieja

et al. 2020

Sensors

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On the basis of road tests, the authors assessed the feasibility of the vehicle body acceleration values for the purposes of assessing road surface characteristics in terms of its roughness. Short-term Fourier Transform (STFT) was used for the analysis of the recorded signal. The spectra obtained in successive frequency bands demonstrate the amplitudes originating from the natural vibrations of the rolling wheel and forces resulting from the interaction with the road roughness. The article focuses on the relationships between the road roughness and the ratios of individual amplitudes in a specific frequency band of the vehicle body acceleration values. Amplitude values derived on the basis of successive windows were averaged for analogous, arbitrarily assumed local frequency bands. The value characterizing the road surface condition provided the information regarding the mean amplitude value in specific frequency ranges depending on the instantaneous velocity of the car body and the condition of the road surface on which it was moving. In cases where the road was free of any visible roughness, the obtained mean amplitude value in the analyzed spectrum window, for the adopted vehicle velocity range from 50 km h to 100 km/h, did not exceed 0.02 m/s2. It was also demonstrated that the road surface roughness leads to an increase in the mean amplitude value from 0.07 m/s2 to 0.16 m/s2.

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The Estimation of the Engine Power with Use of an Accelerometer

Cited by 11 publications

References 1 publication

Application of Magnetic Sensor for Magnetic Profile (1D) and Surface (2D) Measurement of Automotive Wheels

Application of Magnetic Sensor for Magnetic Profile (1D) and Surface (2D) Measurement of Automotive Wheels

Analysis of the Total Unit Energy Consumption of a Car with a Hybrid Drive System in Real Operating Conditions

Assessment of the Road Surface Condition with Longitudinal Acceleration Signal of the Car Body

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