#4 WOT Condition Part-2

1. What is the difference between mapped and dynamic model of engine, motor and generator? How can you change model type?
2. How does the model calculate miles per gallon? Which factors are considered to model fuel flow?
3. Run the HEV ReferenceApplication with WOT drive cycle. Change the grade and wind velocity in the environment block. Comment on the results.
4. Keeping all other parameters same, compare the simulated results of hybrid and pure electric powertrains.

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1. What is the difference between mapped and dynamic model of engine, motor and generator? How can you change model type?

Type		Implementation	When to Use
Mapped	CiMappedEngine SiMappedEngine	Model uses a set of steady-state lookup tables to characterize engine performance. The tables provide overall engine characteristics, including actual torque, fuel flow rate, BSFC, and engine-out exhaust emissions.	If you have engine data from a dynamometer or a design tool like GT-POWER. For quasi steady-state engine simulations.
Dynamic	CiEngine SiEngine	Model decomposes the engine behavior into engine characteristics that are separated into lower-level components. By combining components in this way, the models capture the dynamic effects.	If you need a more detailed dynamic model and have component-level data. To analyze the impact of individual engine components on the overall performance.

We can change from mapped to dynamic or vice versa using the path passenger car-electric plant-motor. Inside the motor block we have the option as shown in figure

2.How does the model calculate miles per gallon? Which factors are considered to model fuel flow?

Initially Battery power in wh is converted into Kwh by dividing by 1000. then the battery power in Kwh is divided by a constant 33.7 which is obtained by 1GGE(Gasoline gallon equivalent)=33.7Kwh.

Now Kwh/gallon is divided by 3600 (1hr =3600s) which is again multiplied by a factor 0.00378541(1US Gallon=0.00378541m3).

Now the m3 per gallon is multiplied by 264.172 to get Milespergallon(MPG)

3.Run the HEV ReferenceApplication with WOT drive cycle. Change the grade and wind velocity in the environment block. Comment on the results.

The WOT drive cycle with 50m/s speed in 60seconds is given with a total simulation time of 100s.

The gradeabilty of 6degree and wind velocity of 10m/s is given in environment block.

The obtained results are

The first plot shows the input drive cycle Vs the actual drive cycle. The acceleration starts at 5seconds and is increasing gradually but at 60s the top speed reached is around 80mph but our expected speed is 111mph. The system failed to reach the given WOT.

The second plot shows the battery current, Initially once the acceleration starts the battery current is around 500A till 21s because after 21s only the engine starts operating which is shown in orange line in 3rd plot. After 21s the battery discharge current is around 200A till 60s and then becomes zero because the vehicle speed becomes zero.

The battery SOC decreases rapidly at 500A discharge duration and the decreases gradually at 200A discharge region after that there is aincreases in SOC due to regenrative braking.

Fuel economy is measured in miles per gallon (or in electric vehicles, miles per gallon gasoline equivalent (MPGe)), and refers to how far a car can go using a set amount of fuel. Since this is the inverse of fuel consumption, the larger the value, the better the rating. Sometimes, the term fuel efficiency is used. From plot 4, the fuel economy is 8MPGe max.

4.Keeping all other parameters same, compare the simulated results of hybrid and pure electric powertrains.

Under same conditions, the performance of HEV and EV are compared below.

	HEV	EV
Top Speed reached at 60s	80mph	68mph
Max Discharge current	500A	200A
SOC at 60s	60%	75%
Motor max speed	9500rpm	7000rpm
Fuel economy	8MPGe	25MPGe