Challenge

Project 1

VVenkatesh K9 May 2022

DEVELOPMENT OF A FORWARD ENERGY BASED FUEL CONSUMPTION MODEL OF

INTERNAL COMBUSTION (IC) ENGINE

AIM:

To develop a forward energy-based fuel consumption model of a conventional vehicle by the modeling process, writing scripts in Matlab, modeling in Simulink and analyzing data.

OBJECTIVE:

To develop a forward energy-based fuel consumption model of a conventional vehicle by using simulink modelling.
To simulate the vehicle on different drive cycles like UDDS, HWFET, FTP, NEDC,US06,WLDP using matlab scripts.
To compute the fuel economy numbers for the given vehicle (kmpl) on the urban cycle (UDDS) and highway cycle (HWFET).
To analyze the vehicle operating points in terms of engine speed, torque, transmission speeds, pedal positions, gear, distance travelled.
To Plot the time trace for engine, transmission input, transmission output and wheel speed on one plot.
To Plot engine torque, engine power, fuel rate and fuel consumption using subplots.
To Plot accelerator and brake pedal, gear command, vehicle desired and actual speed, vehicle distance using subplots.
To Plot the engine operating points on the engine fuel map.
To describing the vehicle behavior throughout the drive cycle and to generate the plots for both UDDS and HEFET cycle's.

INTRODUCTION:

INTERNAL COMBUSTION (IC) ENGINE:

In an internal combustion Engine (ICE), the ignition and combustion of the fuel occurs within the engine itself. Combustion, also known as burning, is the basic chemical process of releasing energy from a fuel and air mixture. The engine then partially converts the energy from the combustion to work. The engine consists of a fixed cylinder and a moving piston. The expanding combustion gases push the piston, which in turn rotates the crankshaft. Ultimately, through a system of gears in the powertrain, this motion drives the vehicle’s wheels.

FORWARD MODEL:

Forward models represent dynamic models with the correct causality. A forward-facing vehicle model features a driver model, which provides torque demand in the form of desired ICE torque and brake torque (positive and negative torque), to meet the speed trace from a drive cycle.

A basic driver model typically uses one or more Proportional-Integral (PI) controllers to achieve the torque demand, with reference to the desired speed trace. The torque produced by the ICE propagates through the transmission and final drive ratios, before ending up as torque applied at the wheels. This is then exerted to the vehicle mass to force on the tire contact patch. The vehicle speed that results from applied force is propagated back through the drivetrain, and returns to the ICE as angular velocity at the crankshaft. Brake torque applied directly at the wheels.

ELEMENTS OF CONVENTIONAL VEHICLE FORWARD MODEL:

MATLAB SCRIPT:

INITIALIZATION FILE:

A Matlab script is used to load all the variables required for running the Simulink vehicle model and for post-processing data analysis.

%% Project 1 -Development of forward energy based- fuel consumption model for internal combustion engine
% Initialization file for loading the variables for the Conventional vehicle simulation model
%% Vehicle Parameters
M = 1500;       % Vehicle weight [kg]
Cr = 0.015;     % Rolling resistance coefficient
Rw = 0.35;      % Rolling radius [m]
Cd = 0.33;      % Drag coefficient
Af = 2;         % Frontal area [m2]
rhoa = 1.225;   % Air density [kg/m3]
Vwind = 0;      % Wind velocity [kmph]
g = 9.81;       % Gravitational acceleration [m/s2]
theta = 0;      % Slope [deg]
myu_road_tire = 1; % Coefficient of friction between tire - road interface

%% Powertrain Parameters 
FDR = 3.73;                         % Final Drive Ratio / Diff Ratio
DiffEff = 0.99;                     % Differential efficiency (assumed independent of operating conditions)
NumGear = 4;                        % Number of gears in transmission
TransGear = [1:NumGear];            % Transmission Gears
TransRatio = [3.06, 1.62, 1, 0.7];  % Corresponding Transmission ratios
TransEff = 0.90;                    % Transmission efficiency (assumed independent of operating conditions)

TC_SR = [0, .5, .6, .7, .8, .87, .92, .94, .96, .97, 1];   % Torque Converter Speed Ratio (Matlab default) -> TurbSpd/PumpSpd  
TC_TR = [2.232, 1.5462, 1.4058, 1.2746, 1.1528, 1.0732, 1.0192, 1, 1, 1, 1];   % Torque Converter Torque Ratio (Matlab default) -> TurbTrq/PumpTrq
TC_Cf = 1e-4 * [.72558, .66322, .63463, .59042, .51331, .4144, .29287, .22444, .12186, .04386, 0]; % Torque Converter Capacity Factor (Matlab default) -> PumpTrq/PumpSpd^2 [Nm/rpm^2]

load Vehicle_Data/Engine_data_1_9L_Saturn_95kW
load Vehicle_Data/Trans_Shift_map

%% Driver Parameters
Kp = 10;                    % P gain for driver PI model
Ki = 1;                     % I gain for driver PI model
Drive_Cycle_Select = input('Select the Drive Cycle(1 -UDDS),(2-HWFET),(3-FTP),(4-US06),(5-NEDC),(6-WLTP):');     % Drive cycle selection

% Drive cycle values in m/s

if Drive_Cycle_Select == 1
    load DriveCycles/UDDS;
    
elseif Drive_Cycle_Select == 2
    load DriveCycles/HWFET;
    
elseif Drive_Cycle_Select == 3
    load DriveCycles/FTP;
    
elseif Drive_Cycle_Select == 4
    load DriveCycles/US06;
    
elseif Drive_Cycle_Select == 5
    load DriveCycles/NEDC;
    
elseif Drive_Cycle_Select == 6
    load DriveCycles/WLTP;
 
end

time_end = cyc_time(end);
vel_end = cyc_vel(end);

SELECTION OF DRIVE CYCLE:

The drive cycle selection is done based on the user drive cycle input. The code as modified to select the drive cycle from the user inputs. By the user input required drive cycle varibles are loded and simulink model is driven.

BLOCKS USED IN MODELLING:

Goto - The Goto block passes its input to its corresponding From blocks. The input can be a real- or complex-valued signal or vector of any data type. From and Goto blocks allow you to pass a signal from one block to another without actually connecting them.
From - The From block accepts a signal from a corresponding Goto block, then passes it as output. The data type of the output is the same as that of the input from the Goto block. From and Goto blocks allow you to pass a signal from one block to another without actually connecting them.
Connection Port - The Connection Port block transfers a physical connection or signal across subsystem boundaries.
Inport blocks - Inport blocks link signals from outside a system into the system.
Outport blocks - Outport blocks link signals from a system to a destination outside of the system. they can connect signals flowing from a subsystem to other parts of the model. They can also supply external outputs at the top level of a model hierarchy.
Constant block - The Constant block generates a real or complex constant value signal. This block to provide a constant signal input.
PS Lookup Table (1D) - The PS Lookup Table (1D) block computes an approximation to function for a given data vectors. Both the input and the output are physical signals. The block generates output based on the input values using the selected interpolation and extrapolation methods.
Scope - Scope block display time domain signals, the scope displays simulation results for attached input signals.
Integrator - The Integrator block outputs the value of the integral of its input signal with respect to time.
Gain - The Gain block multiplies the input by a constant value (gain). The input and the gain can each be a scalar, vector, or matrix. The input and gain are then multiplied, and the result is converted to the output data type using the specified rounding and overflow modes.
STOP - Stops the simulation of the model.
Saturation - The Saturation block produces an output signal that is the value of the input signal bounded to the upper and lower saturation values. The upper and lower limits are specified by the parameters Upper limit and Lower limit.
Dynamic Saturation - The Saturation Dynamic block produces an output signal that is the value of the input signal bounded to the saturation values from the input ports up and lo.
Rate Limiter - The Rate Limiter block limits the first derivative of the signal passing through it. The output changes no faster than the specified limit. The derivative is calculated using this equation:
To work space - The to workspace block transfers the data to the workspace of matlab.
Bus Creator - The Bus Creator block combines a set of input elements into a bus.
Bus Selector - The Bus Selector block outputs the elements select from the input bus. The block can output the selected elements separately or in a new virtual bus. The Bus Selector block does not support mixing message and signal elements as outputs.
Charts - A finite state machine is a representation of an event-driven (reactive) system. In an event-driven system, the system responds to an event by making a transition from one state (mode) to another. This transition occurs if the condition defining the change is true.
Switch - The Switch block passes through the first input or the third input signal based on the value of the second input. The first and third inputs are data input. The second input is a control input. Specify the condition under which the block passes the first input by using the Criteria for passing first input and Threshold parameters.
Sin - Sine of argument in radians
Cos - Cosine of argument in radians
Clock - The Clock block outputs the current simulation time at each simulation step. This block is useful for other blocks that need the simulation time.

FORWARD SIMULINK MODEL FOR IC ENGINE:

SOLVER CONFIGURATION SELECTION:

A solver computes a dynamic system's states at successive time steps over a specified time span. The solver selected is ode3 with a fixed step size of 0.01 sec.

DRIVER MODEL:

The ‘Driver’ block, which is a basic PI controller that generates accelerator and brake pedal outputs to match the desired and actual vehicle speeds.
The driver block uses the Drive cycle, A drive cycle is typically represented by a series of data points which plots vehicle speed against time. Driving cycles are produced to assess the performance of vehicles in various ways, including fuel consumption and pollutant emissions.
The vehicle desired speed is provided in the relational operator and boolen condition based upon the simulation stop will execute.
The saturation block limits the upper and lower conditions based on the limits provided.

ACTUAL & DESIRED SPEED OF VEHICLE:

UDDS:

HWFET:

CONTROLLER MODEL:

The ‘Controller’ block is the brains of the vehicle, representing the electronic controls units. Based on the driver inputs, it generates desired engine torque, desired transmission gear and desired brak torque.

ENGINE CONTROL UNIT:

The Engine control unit derives the Engine speed to execute the Engine torque requirement.
In the Engine contol unit the maximum and minimum torqure are mapped using 1-D look up table and the signals are combained wit the idele speed controller.

IDLE SPEED CONTROLLER:

In the Engine speed controller block the Engine idle speed is saturated to execute the Trottle idle speed.
In which the Engine speed is gained and integrated using integrator block.

TRANSMISSION CONTROL UNIT:

In the transmission control unit Throttle and vehicle speed are inputted into the gear transmission logic control system.
Based upon the vehicle speed and throttle reponse the gear command are controlled.

GEAR SHIFT LOGIC:

Based on the Vehicle speed and throttle response the gears are selected based on the state and during conditions.
The up and down gears are shifted based upon the conditions and actions on the logics.
Based on the simulink function using 2-D look up table to mapp the up shifting and down shifting conditions.

BRAKE CONTROL UNIT:

The brake control unit is contolled based on the mass, gravity, wheel radius and the co-efficient of friction between the tire and the road surfaces.
The brake and the Tire load's are multipled to execute the brake torqur requirements.

CONROL SIGNALS:

UDDS:

2. HWFET:

POWERTRAINS MODEL:

The ‘Powertrain’ block which represents the drivetrain of the vehicle. It consists of an ‘Engine’ connected to the ‘Automatic Transmission’ through a ‘Torque Converter’. The output of the transmission is connected to the ’Differential’, which powers the ‘Wheels’, that provides the tractive force for vehicle acceleration. The longitudinal dynamics of the vehicle along with the road load is represented in the ‘Vehicle Dynamics’ block.

ENGINE MODEL:

The Engine model is modelled using the Engine speed and Engine torque requirement.
Based on the Engine torque and Engine speed the maximum and mnimum torque are mapped using 1-D look up table and that are saturated using upper and lower limits.
The saturated executes the Engine fule rate and the integration of fuel flow rate gives the Fuel consumption of the engine.

ENGINE FUEL CONSUMPTION AND FLOW RATE:

UDDS:

2. HWFET:

TRANSMISSION MODEL:

The Engine torque and the Gear transmission are inputted into the transmission block.
Based upon the transmission input torque and transmission utput speed the positive and negative efficiencies are determined using switch thershold conditions.
From which the transmission output torque's are derived.

TORQUE CONVERTER:

In the torque conveter the pump and turbine Torque's are determined by using the 1-D mapped models.
The pump torque are derived by using the C- factor mapped 1-D model.

PUMP AND TURBINE TORQUE:

1. UDDS:

2. HWFET:

DIFFERENTIAL MODEL:

The transmission output torque is inputetd into the gain of Final Drive Ratio (FDR), by which the positive and negative differential efficiencies are derived by using switch treshold conditions.
From te the axle torque are determined.
The wheel speed from the vehicle is inputted to compute the transmission output speed.

WHEEL MODEL:

The net torque Axle torque and the Brake torque are transmitted into the wheel and the weel radius are determined to estimate the tractive forces.
The wheel speed is determined by using the velocity of the vehicle and te wheel radius.

ROAD LOAD:

The Road Load is a combination of all the forces acting on the vehicle.
The rolling resistance force, Gradient forces, Aerodynamic forces are the resultant of all the load's are called as road load.

From the road load the Tractive force is calculated as,

VEHICLE DYNAMICS:

The vehicle dynamics is the motion of the vehicle generated by the steering action, through which the vehicle is capable of independent motion. In a vehicle several forces act on it and the net or resultant force governs the motion according to the Newton's second law. The propulsion unit of the vehicle delivers the force necessary to move the vehicle forward. This force of the propulsion unit helps the vehicle to overcome the resisting forces due to gravity, air and tire resistance.

DYNAMIC FORCES AND LOAD'S:

1. UDDS:

HWFET:

MATLAB SCRIPT:

POST PROCESSING FILE:

The post processing file script is used to analyze data and to generate the plots.

%% Post-Processing File
% Project 1 - Conventional Vehicle Model
% Simulink results for post-processing of the data analysis.

%% Assigning variables
Time = out.tout;
Acc_Pdl = out.Acc_Pdl;                  % Accelerator pedal [%]
Brk_Pdl = out.Brk_Pdl;                  % Brake pedal [%]
Gear_Cmd = out.Gear_Cmd;                % Transmission gear
Trans_In_Spd = out.Trans_In_Spd*30/pi;  % Transmission input speed [rpm]
Trans_Out_Spd = out.Trans_Out_Spd*30/pi;% Transmission output speed [rpm]
Eng_Trq = out.Eng_Trq;                  % Engine brake torque [Nm]
Eng_Spd = out.Eng_Spd*30/pi;            % Engine speed [rpm]
Eng_fuel_rate=out.Eng_Fuel_Rate;        % Engine fuel rate
Eng_Fuel_Consump = out.Eng_Fuel_Consumption;    % Engine fuel consumption [g]
Veh_Dist = out.Veh_Dist/1000;           % Distance traveled by vehicle [km]
Veh_Spd = out.Veh_Spd*18/5;             % Vehicle speed [kmph]
Desired_Spd=out.Desired_spd*18/5;       % Desired speed (Kmph)
Wheel_Spd=out.Wheel_Spd*30/pi;          % Wheel speed (rpm)


%% Data Analysis
Eng_Pwr = Eng_Spd*pi/30*Eng_Trq/1000;   % Engine brake power [kW]
rho_petrol = 0.7197;                    % Density of petrol [kg/L]
Veh_Distance=(out.Veh_Dist.Data(:,1))/1000;
Eng_Fuel_Consumption = out.Eng_Fuel_Consumption.Data(:,1); 
kmpl = Veh_Distance(end)/(Eng_Fuel_Consumption(end)/1000/rho_petrol);    % Fuel economy [kmpl] 

% Fuel Economy for Engine;
T=table({'FUEL ECONOMY'},(kmpl));
T.Properties.VariableNames={'ENGINE','KMPL'}
writetable(T,'UDDS.xlsx','Sheet',1);
%% PLOTTING
%% PLOTTING THE DRIVE CYCLE
figure(1)
plot(cyc_time,cyc_vel,'LineWidth',1,'Color','r')
grid on
xlabel('TIME (Sec)')
ylabel('VELOCITY (Mph)')
title('DRIVE CYCLE')
legend('Drive cycle')

%% 1 - Plotting for the time trace for engine
figure(2)
hold on
plot(Time,Trans_In_Spd,'linewidth',0.5,'color','r')
plot(Time,Trans_Out_Spd,'linewidth',0.5,'color','k')
plot(Wheel_Spd,'linewidth',0.5,'color','b')
grid on
xlabel('TIME (Sec)')
ylabel('SPEED (Rpm)')
legend('Trans In Spd','Trans Out Spd','Wheel Spd')
title('TIME TRACE FOR ENGINE')
subtitle('TRANS IN SPD -TRANS OUT SPD - WHEEL SPD')

%% 2. PLOTTING FOR ENGINE AND FUEL PARAMETERS
figure(3)
subplot(4,1,1)
plot(Eng_Trq)
xlabel('TIME (Sec)')
ylabel('TORQUE (Nm)')
legend('Torque')
title('ENGINE TORQUE')
grid on
subplot(4,1,2)
plot(Eng_Pwr)
xlabel('TIME (Sec)')
ylabel('POWER (Kw)')
legend('Power')
title('ENGINE POWER')
grid on
subplot(4,1,3)
plot(Eng_fuel_rate)
xlabel('TIME (Sec)')
ylabel('FUEL RATE')
legend('Fuel Rate')
title('ENGINE FUEL RATE')
grid on
subplot(4,1,4)
plot(Eng_Fuel_Consump)
xlabel('TIME (Sec)')
ylabel('FUEL CONSUMP (g)')
title('ENGINE FUEL CONSUMPTION')
legend('Fuel consumption')
grid on

%% PLOTTING FOR ACCELARATOR, BRAKE, GRAR,VEHICLE SPEEDS
figure(4)
subplot(4,1,1)
grid on
hold on
plot(Time,Acc_Pdl,'color','r')
plot(Time,Brk_Pdl,'color','g')
xlabel('TIME (Sec)')
ylabel('Pedal %')
title('ACC & BRK PEDAL')
legend('Acc','Brk')
subplot(4,1,2)
grid on
hold on
plot(Time,Gear_Cmd,'color','g')
xlabel('TIME (Sec)')
ylabel('Gear')
title('GEAR COMMAND')
legend('Gear')
subplot(4,1,3)
grid on
hold on
plot(Desired_Spd,'color','r')
plot(Veh_Spd,'color','g')
xlabel('TIME (Sec)')
ylabel('Speed (Kmph)')
title('DESIRED AND ACTUAL SPEED')
legend('Desid Spd','Act Spd')
subplot(4,1,4)
grid on
hold on
plot(Time,Veh_Distance)
xlabel('TIME (Sec)')
ylabel('Distance (Km)')
title('VEHICLE DISTANCE')
legend('Distance')


%% PLOTTING ENGINE OPERATING POINTS FOR ENGINE FUEL MAP
figure(5);
hold on
grid on
title('Engine Operating Points','fontsize',12);
p1=plot(Eng_map_spd*30/pi,Eng_max_trq,'linewidth',2,'color','r');
p2=line([Eng_map_spd(end)*30/pi Eng_map_spd(end)*30/pi],[0 Eng_max_trq(end)]);
set(p2,'linewidth',1,'linestyle','--','color','k');
p3=line([Eng_map_spd(1)*30/pi Eng_map_spd(1)*30/pi],[0 Eng_max_trq(1)]);
set(p3,'linewidth',1,'linestyle','--','color','k');
[c,h] = contour(Eng_map_spd'*30/pi,Eng_map_trq,Eng_fuel_map');
clabel(c,h);
xlabel('Engine Speed [rpm]');
ylabel('Engine Torque [Nm]');
title('Engine Fuel Consumption Map [g/s]');
legend([p1 p3],{'Torque Curve','Operating Points'},'Location','southwest');
axis([Eng_map_spd(1)*30/pi Eng_map_spd(end)*30/pi 0 Eng_map_trq(end)])

ANALYSING DATA'S:

1. UDDS DRIVE CYCLE DATA ANALYSIS AND PLOTTINGS:

a. Tabulate the fuel economy numbers (kmpl) for UDDS cycle,

UDDS DRIVE CYCLE:

A drive cycle is typically represented by a series of data points which plots vehicle speed against time. Driving cycles are produced to assess the performance of vehicles in various ways, including fuel consumption and pollutant emissions.

FUEL ECONOMY NUMBERS FOR UDDS CYCLE:

From the UDDS drive cycle the computation as been done and for that 14.095 kmpl of fuel economy is obsorved.

b. Plotting the time trace for engine, transmission input, transmission output and wheel speed on one plot:

The plot describes the time and the speed of an engine.
In this, the transmission input speed, transmission output speed and the wheel speed are plotted.
Depending on the Desired velocity of the vehicle the wheel speed is computed wit wheel radius.
From the wheel speed, the transmission ouput speed is computed based on the FDR in the diffential unit.
The Transmission input speed is evaluated by the transmission output speed , gear ratio's and the transmission inout torque.

c. Plotting for engine torque, engine power, fuel rate and fuel consumption using subplots:

The Engine torque is determined by the Dynamic saturation block, with this the maximum and minimm torque requirements are saturated based on upper and lower limits.
The engine power is derived based on the engine speed and engine torque requirements.
Based on the Engine torque and Engine speed the maximum and mnimum torque are mapped using 1-D look up table and that are saturated using upper and lower limits.
The saturated executes the Engine fule rate and the integration of fuel flow rate gives the Fuel consumption of the engine.

d. Plotting the accelerator and brake pedal, gear command, vehicle desired and actual speed, vehicle distance using subplots:

The plot describes the Vehicle behaviour of the engine parameters and user inputs.
From the desired and actual drive velocities the axle and brake pedals are specified by the driver inouts.
Based on the inputs, in the transmission system the Gear ratio's are shifted based on the velocities and torque's.
The disance of the vehicle is determined by the integration of the desired velocity by the vehicle.

e. Plotting the engine operating points on the engine fuel map:

The potting has been done for the maps with engine speed on x-axis and engine brake torque on y-axis, and the Engine operating points are represented using contour function.
From the plotting, the engine maximum and minum torque's are identified and also the operating conditions are determined.
The Engine fuel consumption is estimated by using the fuel map, based on the engine speed and engien torque @ operating conditions the fuel consumption of the vehicle is obtained.

2. HWFET DRIVE CYCLE DATA ANALYSIS AND PLOTTINGS:

a. Tabulate the fuel economy numbers (kmpl) for HWFET drive cycle:

HWFET DRIVE CYCLE:

A drive cycle is typically represented by a series of data points which plots vehicle speed against time. Driving cycles are produced to assess the performance of vehicles in various ways, including fuel consumption and pollutant emissions.

FUEL ECONOMY NUMBERS:

From the HWFET drive cycle the computation as been done and for that 16.512 kmpl of fuel economy is obsorved.

b. Plotting the time trace for engine, transmission input, transmission output and wheel speed on one plot:

The plot describes the time and the speed of an engine.
In this, the transmission input speed, transmission output speed and the wheel speed are plotted.
Depending on the Desired velocity of the vehicle the wheel speed is computed wit wheel radius.
From the wheel speed, the transmission ouput speed is computed based on the FDR in the diffential unit.
The Transmission input speed is evaluated by the transmission output speed , gear ratio's and the transmission inout torque.

c. Plotting the engine torque, engine power, fuel rate and fuel consumption using subplots:

The Engine torque is determined by the Dynamic saturation block, with this the maximum and minimm torque requirements are saturated based on upper and lower limits.
The engine power is derived based on the engine speed and engine torque requirements.
Based on the Engine torque and Engine speed the maximum and mnimum torque are mapped using 1-D look up table and that are saturated using upper and lower limits.
The saturated executes the Engine fule rate and the integration of fuel flow rate gives the Fuel consumption of the engine.

d. Plotting the accelerator and brake pedal, gear command, vehicle desired and actual speed, vehicle distance using subplots:

The plot describes the Vehicle behaviour of the engine parameters and user inputs.
From the desired and actual drive velocities the axle and brake pedals are specified by the driver inouts.
Based on the inputs, in the transmission system the Gear ratio's are shifted based on the velocities and torque's.
The disance of the vehicle is determined by the integration of the desired velocity by the vehicle.

e. Plotting the engine operating points on the engine fuel map:

The potting has been done for the maps with engine speed on x-axis and engine brake torque on y-axis, and the Engine operating points are represented using contour function.
From the plotting, the engine maximum and minum torque's are identified and also the operating conditions are determined.
The Engine fuel consumption is estimated by using the fuel map, based on the engine speed and engien torque @ operating conditions the fuel consumption of the vehicle is obtained.

RESULT:

From the UDDS and HWFET drive cycle's the fuel economy is obsorved as,
In UDDS Drive cycle - 14.095
In HWFET Drive cycle - 16.512
Based on the fuel economy the HWFET drive cycle's has higher econnomy than UDDS drive cycle's, due to low braking and higher desired velocities.

CONCLUSION:

The development of a forward energy-based fuel consumption model of a conventional vehicle by using simulink modells are created and analysed.
The simulation on different drive cycles like UDDS, HWFET, FTP, NEDC,US06,WLDP using matlab scripts are done.
The computation for the fuel economy numbers for the given vehicle (kmpl) on the urban cycle (UDDS) and highway cycle (HWFET) are carried out.
The vehicle operating points in terms of engine speed, torque, transmission speeds, pedal positions, gear, distance travelled are analyzed.
The time trace for engine, transmission input, transmission output and wheel speed on one plot are plotted.
The engine torque, engine power, fuel rate and fuel consumption using subplots are plotted.
The accelerator and brake pedal, gear command, vehicle desired and actual speed, vehicle distance using subplots are plotted.
The engine operating points on the engine fuel map are carried out using contour function.
The vehicle behavior throughout the drive cycle and the plots for both UDDS and HWFET cycle's are carried out.

Project 1

Ship work like this
in your own course.

Talk to a career counsellor

Ship work like thisin your own course.

Talk to a career counsellor

Ship work like this
in your own course.