Modeling and Simulation of Vehicular Power Systems - webfiles its ...

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Figure 8-2 Battery discharging test8.2 Series hybrid bus simulationThe specifications of the series hybrid bus are shown in table 8-1. As the test dataavailable has been obtained from the CBD driving cycle so the CBD driving cycle waschosen as the reference drive cycle. The control strategy used to find the reference speedand torque of the ICE is to keep the speed of the ICE at 1600 rpm during power demandand 840 rpm when the ICE is idling. The ICE is also responsible to provide the tractionpower and keep the state of charge of the battery to 65%.Table 8-1 Simulation data for series hybrid busPropertyValue or TypeFuel typeDieselFuel heating value38000 KJ/lPeak engine power150 kWPeak engine speed2500 rpmEngine minimum speed840 rpmEngine maximum torque895.4 N.mTotal vehicle mass19500 kgWheel radius0.47 mAir resistance 0.65Rolling resistance 0.012Front area 7.4 m 2Air_density 1.29 Kg/m 3Maximum vehicle speed32 km/hPeak generator power160 kW50
Peak generator torque1074 N.mPeak generator speed2500 rpmTotal gear ratio 16.1motor power140 kWmaximum motor torque440 N.mMaximum motor speed950 rpmGearbox efficiency1 sPower electronics efficiency 18000Generator-engine inertia 0.2Gear efficiency 0.9Battery typeLithium-ionWheel inertia 27Road typeDry TarmacPower electronics efficiency 0.988.3 Acceleration performanceAcceleration performance of a vehicle such as a series hybrid bus studied in this thesis isnormally quoted as the time taken in seconds to reach 105 Km/h from standstill. Figure 8-3 shows the acceleration of the bus studied from the simulation. As the bus is a rearwheel drive so the speed of the rear wheels are higher than the front wheels because ofslip but in the case of the bus the slip is controlled and the driving torque applied to thewheels does not exceed maximum value. It is seen in figure 8-4 that during accelerationaround the speed of 308 rad/sec. the traction motor gets to its maximum power and fromthat speed the out-put torque of the motor decreases inversely proportional to the speed.Figure 8-3 Acceleration test of bus51
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AhaModeling and Simulation of Vehic
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To my parents, brother and my love
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Table of ContentsAcknowledgment....
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List of FiguresFigure 2-1: Oil cons
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List of TablesTable 3-1 List of som
Page 14 and 15: xii
Page 16 and 17: Chapter 4 discusses the dynamics of
Page 18 and 19: The Other environmental effects of
Page 20 and 21: So a modeling tool being able to de
Page 22 and 23: electric motor to provide the tract
Page 24 and 25: Figure 2-8: Configuration of a para
Page 26 and 27: Vehicle system modeling can be done
Page 28 and 29: Figure 3-2: EMTS solution flow-char
Page 30 and 31: Figure 4-2: The deflection of tyre
Page 32: V −Vwheel actualλa=( 4-9)VwheelV
Page 35 and 36: Figure 4-5 Friction coefficient cha
Page 37 and 38: The gear box consists of different
Page 39 and 40: Where• I = discharge current [amp
Page 41 and 42: decreases very rapidly. In electric
Page 43 and 44: Thus, this simulation model is capa
Page 45 and 46: VOCRchargeRdischargeSOCTempSOCQmaxT
Page 47 and 48: Figure 5-8 Battery open circuit vol
Page 49 and 50: Figure 5-11 Charging resistance ver
Page 51 and 52: 6 Engine, electric machine and cont
Page 53 and 54: 4 Idle speed 840 rpm5 Peak power 15
Page 55 and 56: 7 Modeling in Simulink/MatlabOnce t
Page 57 and 58: Figure 7-3 Vehicle dynamics block i
Page 59 and 60: 7.3 EngineAs described in Chapter 5
Page 61 and 62: Figure 7-7 Automatic driver model b
Page 63: 8 Simulation ResultsIn this chapter
Page 67 and 68: Figure 8-5 Wheel speed and translat
Page 69 and 70: Figure 8-7 Engine and generator pow
Page 71 and 72: Figure 8-9 Battery state of charge
Page 73 and 74: 9 ConclusionRegarding the significa
Page 75 and 76: References[1] Shuo Tian, Guijun Cao
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