Project 2
Objectives:-
1] Tabulate the fuel economy numbers (kmpl) for UDDS and HWFET cycle. Compare these numbers with the baseline numbers for conventional vehicle.
2] Plot the time trace for engine, transmission input, transmission output and wheel speed on one plot.
3] Plot engine torque, engine power, fuel rate and fuel consumption using subplots.
4] Plot accelerator and brake pedal, gear command, vehicle desired and actual speed, vehicle distance using subplots.
5] Plot the engine operating points on the engine fuel map.
6] Plot motor speed, torque, motor input power using subplots.
7] Plot pack voltage, current and SoC using subplots.
8] Plot the motor operating points on the motor input power map, with the motor max motoring and generating torque curves.
9] Generate the plots for UDDS and HWGET drive cycles.
Theory:-
P1 Mild Hybrid Electric Vehicle:-
The P1 architecture, with the electric machine connected directly to the crankshaft, is the solution adopted by Honda on their first generation Integrated Motor Assist (IMA) technology. The electric motor functions as a generator, during vehicle deceleration, as an engine starter, and as a motor (to assist the engine) during vehicle accelerations. One of the biggest advantage of this solution is that the electric motor can provide higher torque than the BiSG, since there is no belt limitation (due to slip). However, since there is no speed / torque ratio between the electric machine and crankshaft, the torque requirements on the electric motor can be quite demanding.
Two examples of P1 MHEV architectures are:
- Honda Insight Hybrid 2009 (with Integrated Motor Assist technology)
- Mercedes Benz S400 Bluehybrid 2010
For example, the main characteristics
Aim:- Modeling of development of a forward energy-based fuel consumption model of a P1 hybrid vehicle.
Objectives:-
1] Tabulate the fuel economy numbers (kmpl) for UDDS and HWFET cycle. Compare these numbers with the baseline numbers for conventional vehicle.
2] Plot the time trace for engine, transmission input, transmission output and wheel speed on one plot.
3] Plot engine torque, engine power, fuel rate and fuel consumption using subplots.
4] Plot accelerator and brake pedal, gear command, vehicle desired and actual speed, vehicle distance using subplots.
5] Plot the engine operating points on the engine fuel map.
6] Plot motor speed, torque, motor input power using subplots.
7] Plot pack voltage, current and SoC using subplots.
8] Plot the motor operating points on the motor input power map, with the motor max motoring and generating torque curves.
9] Generate the plots for UDDS and HWGET drive cycles.
Theory:-
P1 Mild Hybrid Electric Vehicle:-
The P1 architecture, with the electric machine connected directly to the crankshaft, is the solution adopted by Honda on their first generation Integrated Motor Assist (IMA) technology. The electric motor functions as a generator, during vehicle deceleration, as an engine starter, and as a motor (to assist the engine) during vehicle accelerations. One of the biggest advantage of this solution is that the electric motor can provide higher torque than the BiSG, since there is no belt limitation (due to slip). However, since there is no speed / torque ratio between the electric machine and crankshaft, the torque requirements on the electric motor can be quite demanding.
Two examples of P1 MHEV architectures are:
- Honda Insight Hybrid 2009 (with Integrated Motor Assist technology)
- Mercedes Benz S400 Bluehybrid 2010
For example, the main characteristics of the P1 MHEV.
1] ELectric Machine Performance:-
Maximum torque up to 34 Nm.
Maximum power: 10KW
Efficiency: Up to 94 Percent
2] Hybrid Modes:-
Idle stop and stop
Moving stop and start
Engine load shift
Torque assist
Torque boost
Energy recuperation
Brake generation
3] Advantages:-
Higher efficiency
The 12V starter can be removed
4] Disadvantages:-
Output torque limited by thje size of the elctric machine
Energy recuperation affected by engine friction losses
High impact on existing vehicle architecture
Higher overall cost of the electrical components
Air cooling not possible for electric machine
5] Overall charcteristics:-
Toruqe Boosting capacity: High
Electrical energy recuperation: Medium
Driveability improvements: Medium
Electrical Creep/drive: Possible
In this model We use Forward Model:-
It also known as dynamic simulation. Dynamic models are used for detailed simulations. In this model force/torque/power is the input and the vehicle state variable velocity and acceleration are outputs. The models and simulatios are more realistic due to phhysical casualty hence appropriate for control development. There is feedback loop to meet the desired vehicle state. It is mainly used to simulate a vehicle on a driving cycle to analyse the dynamic behaviour of the system helps significantly in control development.
vel_end = cyc_vel(end);After run this coding file open simulink model.
Vehicle Model:-
1] Layout:-
2)Controller:-
The Controller block is the brains of the vehicle, representing the electronic controls units. It is based on the driver inputs, it generates desired engine torque, desired transmission gear desired motor torque and desired brake torque. These inputs are fed to the ‘Powertrain’ block which represents the drivetrain of the vehicle. In this we require to create stateflow block it explain in next figure.
4] Stateflow for Controller:-
In this we created four conditions as stop, start, drive and regenration braking. The initial block represent the stop condition. In which the engine is off. The engine and motor throttle conditions are zero. Then the second block represent start condition. In which the mode is 1 the electric motor throttle is only used to provide the required torque and power to the vehicle. the engine is off and engine throttle conditionis zero.
The state 1 and state 2 are connected using the links i.e. it moves from state 1 to state 2 when acceleration is less than one or SOC is less then the minimum SOC.
] Transmission Control Unit:-
In this unit we create steadfy flow variable state for controlling of gears of vehicle as in ascending and descending order with respect to time, speed, distance. and give input to this steady state is vehicle speed in m/s to mph.
7] Shiftlogic In this unit:-
8] Threeshold Value in This controller:-
9] Electric Motor Control Unit:-
10] Brake Control Unit:-
In this calculate brake torque and then all three control signals output is give to powertrain.
11] Engine:-
In this model we used map based model to model the fuel consumption of engine. It is based on maximum Torque and minimum torque from the controller. and then it saturated torque and give output then saturated torque and speed map give fuel consumption takes the speed and torque then the output goes into saturated then its integrated.
] Electric Motor:-
13] Crankhub:-
14] Transmission:-
In these model we take engine torque, gear selector from controllerb for transmission of gear ratio. The ratio is multiply by transmission input torque and then the transmission efficiency positive torque and negative torque gives transmission input speed. In this case torque converter connects the engine to transmission it is part of transmission. In it basically engine dynamics and that is decoupled.
Project Details
Aim:- Modeling of development of a forward energy-based fuel consumption model of a P1 hybrid vehicle.
Objectives:-
1] Tabulate the fuel economy numbers (kmpl) for UDDS and HWFET cycle. Compare these numbers with the baseline numbers for conventional vehicle.
2] Plot the time trace for engine, transmission input, transmission output and wheel speed on one plot.
3] Plot engine torque, engine power, fuel rate and fuel consumption using subplots.
4] Plot accelerator and brake pedal, gear command, vehicle desired and actual speed, vehicle distance using subplots.
5] Plot the engine operating points on the engine fuel map.
6] Plot motor speed, torque, motor input power using subplots.
7] Plot pack voltage, current and SoC using subplots.
8] Plot the motor operating points on the motor input power map, with the motor max motoring and generating torque curves.
9] Generate the plots for UDDS and HWGET drive cycles.
Theory:-
P1 Mild Hybrid Electric Vehicle:-
The P1 architecture, with the electric machine connected directly to the crankshaft, is the solution adopted by Honda on their first generation Integrated Motor Assist (IMA) technology. The electric motor functions as a generator, during vehicle deceleration, as an engine starter, and as a motor (to assist the engine) during vehicle accelerations. One of the biggest advantage of this solution is that the electric motor can provide higher torque than the BiSG, since there is no belt limitation (due to slip). However, since there is no speed / torque ratio between the electric machine and crankshaft, the torque requirements on the electric motor can be quite demanding.
Two examples of P1 MHEV architectures are:
- Honda Insight Hybrid 2009 (with Integrated Motor Assist technology)
- Mercedes Benz S400 Bluehybrid 2010
For example, the main characteristics of the P1 MHEV.
1] ELectric Machine Performance:-
Maximum torque up to 34 Nm.
Maximum power: 10KW
Efficiency: Up to 94 Percent
2] Hybrid Modes:-
Idle stop and stop
Moving stop and start
Engine load shift
Torque assist
Torque boost
Energy recuperation
Brake generation
3] Advantages:-
Higher efficiency
The 12V starter can be removed
4] Disadvantages:-
Output torque limited by thje size of the elctric machine
Energy recuperation affected by engine friction losses
High impact on existing vehicle architecture
Higher overall cost of the electrical components
Air cooling not possible for electric machine
5] Overall charcteristics:-
Toruqe Boosting capacity: High
Electrical energy recuperation: Medium
Driveability improvements: Medium
Electrical Creep/drive: Possible
In this model We use Forward Model:-
It also known as dynamic simulation. Dynamic models are used for detailed simulations. In this model force/torque/power is the input and the vehicle state variable velocity and acceleration are outputs. The models and simulatios are more realistic due to phhysical casualty hence appropriate for control development. There is feedback loop to meet the desired vehicle state. It is mainly used to simulate a vehicle on a driving cycle to analyse the dynamic behaviour of the system helps significantly in control development.
Process:-
Load the Project2 folder as the Current Folder in Matlab.
Run the “Project2_InitFile.m” Matlab script.
The Drive cycle selection is done here.
%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%
%% Skill-Lync -> Hybrid Drives Development
% Project 2 - P1 Hybrid Vehicle Model
% By - Dharmesh Bonde
% Description:
%% Initialization File
% 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
load Vehicle_Data/EM_Honda_Insight_10kW
load Vehicle_Data/ESS_NiMH6
ESS_init_soc = 0.8;
ESS_soc_max = 0.9;
ESS_soc_min = 0.6;
Eng_idle_spd = 600;
SOC_max = 0.9;
SOC_min = 0.6;
%% Driver Parameters
Kp = 10; % P gain for driver PI model
Ki = 1; % I gain for driver PI model
Drive_Cycle_Select = 1; % 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);After run this coding file open simulink model.
Vehicle Model:-
1] Layout:-
2] Driver:-
It is modeled using a ‘Driver’ block, which is a basic PI controller that generates accelerator and brake pedal outputs to match the desired and actual vehicle speeds. In this we use drive cycles fro the based on these results of fuel consumption and emissions the vehicle gets certified and it also forms a basis of uniform asessment. It is based on time, velocity then its all integrate and creates output accelration pedal and brake pedal.
3] Controller:-
The Controller block is the brains of the vehicle, representing the electronic controls units. It is based on the driver inputs, it generates desired engine torque, desired transmission gear desired motor torque and desired brake torque. These inputs are fed to the ‘Powertrain’ block which represents the drivetrain of the vehicle. In this we require to create stateflow block it explain in next figure.
4] Stateflow for Controller:-
In this we created four conditions as stop, start, drive and regenration braking. The initial block represent the stop condition. In which the engine is off. The engine and motor throttle conditions are zero. Then the second block represent start condition. In which the mode is 1 the electric motor throttle is only used to provide the required torque and power to the vehicle. the engine is off and engine throttle conditionis zero.
The state 1 and state 2 are connected using the links i.e. it moves from state 1 to state 2 when acceleration is less than one or SOC is less then the minimum SOC.
State 3 Represtents mode 2 ii.e. engine is on and the engine throttle is also having positive value from the driver but the electric motor throttle is zero. It changes form state 2 to state 3 when engine speed is graeter than or equal to engine idle speed.
state 4 represents regenrative braking which is model 3 In this state the engine is on but the engine throttle is having no input from driver whereas the electric moto receives the negative power due to braking.
The inputs are given to chart is Acceleration, barke, engine speed, vehicle speed, SOC, and clutch lockup.
The output we get from the chart is mode, engine condition, engine throttle condition, and electric motor throttle condition.
Modification done in all Unit modeling. they showed in next figures.
5] Engine Control Unit:-
In this control model We use engine control unit in that give input Engine speed through creating look up table. in that table we give input Maximum torque and map speed then also create 2nd look up trable in that give input ct torque and map speed then it substracts and multiplied. the engine speed also give to ideal contro speed to integrate from this we meet output of engine required torque.
6] Transmission Control Unit:-
In this unit we create steadfy flow variable state for controlling of gears of vehicle as in ascending and descending order with respect to time, speed, distance. and give input to this steady state is vehicle speed in m/s to mph.
7] Shiftlogic In this unit:-
8] Threeshold Value in This controller:-
9] Electric Motor Control Unit:-
10] Brake Control Unit:-
In this calculate brake torque and then all three control signals output is give to powertrain.
11] Engine:-
In this model we used map based model to model the fuel consumption of engine. It is based on maximum Torque and minimum torque from the controller. and then it saturated torque and give output then saturated torque and speed map give fuel consumption takes the speed and torque then the output goes into saturated then its integrated.
12] Electric Motor:-
13] Crankhub:-
14] Transmission:-
In these model we take engine torque, gear selector from controllerb for transmission of gear ratio. The ratio is multiply by transmission input torque and then the transmission efficiency positive torque and negative torque gives transmission input speed. In this case torque converter connects the engine to transmission it is part of transmission. In it basically engine dynamics and that is decoupled.
15] Torque Converter:-
16] Differential:-
In this taking input is the transmission output then its going to the differential ratio multiplied the output and input torque then meet axle torque. The axle torque is a lower than the transmission torque and differential ratio.
17] Wheel:-
In this model we take the axle torque from differentail and brake torque from controller. it is substracts and multiplied rolling radius and velocity then we meet the tractive force from axle and brake torque. and the wheelspeed is meet using velocity.
18] Vehicle Dynamics:-
In this takes tractive force and road load. It is dictates vehicle speed based on tractive force and road load.
Aim:- Modeling of development of a forward energy-based fuel consumption model of a P1 hybrid vehicle.
Objectives:-
1] Tabulate the fuel economy numbers (kmpl) for UDDS and HWFET cycle. Compare these numbers with the baseline numbers for conventional vehicle.
2] Plot the time trace for engine, transmission input, transmission output and wheel speed on one plot.
3] Plot engine torque, engine power, fuel rate and fuel consumption using subplots.
4] Plot accelerator and brake pedal, gear command, vehicle desired and actual speed, vehicle distance using subplots.
5] Plot the engine operating points on the engine fuel map.
6] Plot motor speed, torque, motor input power using subplots.
7] Plot pack voltage, current and SoC using subplots.
8] Plot the motor operating points on the motor input power map, with the motor max motoring and generating torque curves.
9] Generate the plots for UDDS and HWGET drive cycles.
Theory:-
P1 Mild Hybrid Electric Vehicle:-
The P1 architecture, with the electric machine connected directly to the crankshaft, is the solution adopted by Honda on their first generation Integrated Motor Assist (IMA) technology. The electric motor functions as a generator, during vehicle deceleration, as an engine starter, and as a motor (to assist the engine) during vehicle accelerations. One of the biggest advantage of this solution is that the electric motor can provide higher torque than the BiSG, since there is no belt limitation (due to slip). However, since there is no speed / torque ratio between the electric machine and crankshaft, the torque requirements on the electric motor can be quite demanding.
Two examples of P1 MHEV architectures are:
- Honda Insight Hybrid 2009 (with Integrated Motor Assist technology)
- Mercedes Benz S400 Bluehybrid 2010
For example, the main characteristics of the P1 MHEV.
1] ELectric Machine Performance:-
Maximum torque up to 34 Nm.
Maximum power: 10KW
Efficiency: Up to 94 Percent
2] Hybrid Modes:-
Idle stop and stop
Moving stop and start
Engine load shift
Torque assist
Torque boost
Energy recuperation
Brake generation
3] Advantages:-
Higher efficiency
The 12V starter can be removed
4] Disadvantages:-
Output torque limited by thje size of the elctric machine
Energy recuperation affected by engine friction losses
High impact on existing vehicle architecture
Higher overall cost of the electrical components
Air cooling not possible for electric machine
5] Overall charcteristics:-
Toruqe Boosting capacity: High
Electrical energy recuperation: Medium
Driveability improvements: Medium
Electrical Creep/drive: Possible
In this model We use Forward Model:-
It also known as dynamic simulation. Dynamic models are used for detailed simulations. In this model force/torque/power is the input and the vehicle state variable velocity and acceleration are outputs. The models and simulatios are more realistic due to phhysical casualty hence appropriate for control development. There is feedback loop to meet the desired vehicle state. It is mainly used to simulate a vehicle on a driving cycle to analyse the dynamic behaviour of the system helps significantly in control development.
Process:-
Load the Project2 folder as the Current Folder in Matlab.
Run the “Project2_InitFile.m” Matlab script.
The Drive cycle selection is done here.
%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%%
%% Skill-Lync -> Hybrid Drives Development
% Project 2 - P1 Hybrid Vehicle Model
% By - Dharmesh Bonde
% Description:
%% Initialization File
% 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
load Vehicle_Data/EM_Honda_Insight_10kW
load Vehicle_Data/ESS_NiMH6
ESS_init_soc = 0.8;
ESS_soc_max = 0.9;
ESS_soc_min = 0.6;
Eng_idle_spd = 600;
SOC_max = 0.9;
SOC_min = 0.6;
%% Driver Parameters
Kp = 10; % P gain for driver PI model
Ki = 1; % I gain for driver PI model
Drive_Cycle_Select = 1; % 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);After run this coding file open simulink model.
Vehicle Model:-
1] Layout:-
2] Driver:-
It is modeled using a ‘Driver’ block, which is a basic PI controller that generates accelerator and brake pedal outputs to match the desired and actual vehicle speeds. In this we use drive cycles fro the based on these results of fuel consumption and emissions the vehicle gets certified and it also forms a basis of uniform asessment. It is based on time, velocity then its all integrate and creates output accelration pedal and brake pedal.
3] Controller:-
The Controller block is the brains of the vehicle, representing the electronic controls units. It is based on the driver inputs, it generates desired engine torque, desired transmission gear desired motor torque and desired brake torque. These inputs are fed to the ‘Powertrain’ block which represents the drivetrain of the vehicle. In this we require to create stateflow block it explain in next figure.
4] Stateflow for Controller:-
In this we created four conditions as stop, start, drive and regenration braking. The initial block represent the stop condition. In which the engine is off. The engine and motor throttle conditions are zero. Then the second block represent start condition. In which the mode is 1 the electric motor throttle is only used to provide the required torque and power to the vehicle. the engine is off and engine throttle conditionis zero.
The state 1 and state 2 are connected using the links i.e. it moves from state 1 to state 2 when acceleration is less than one or SOC is less then the minimum SOC.
State 3 Represtents mode 2 ii.e. engine is on and the engine throttle is also having positive value from the driver but the electric motor throttle is zero. It changes form state 2 to state 3 when engine speed is graeter than or equal to engine idle speed.
state 4 represents regenrative braking which is model 3 In this state the engine is on but the engine throttle is having no input from driver whereas the electric moto receives the negative power due to braking.
The inputs are given to chart is Acceleration, barke, engine speed, vehicle speed, SOC, and clutch lockup.
The output we get from the chart is mode, engine condition, engine throttle condition, and electric motor throttle condition.
Modification done in all Unit modeling. they showed in next figures.
5] Engine Control Unit:-
In this control model We use engine control unit in that give input Engine speed through creating look up table. in that table we give input Maximum torque and map speed then also create 2nd look up trable in that give input ct torque and map speed then it substracts and multiplied. the engine speed also give to ideal contro speed to integrate from this we meet output of engine required torque.
6] Transmission Control Unit:-
In this unit we create steadfy flow variable state for controlling of gears of vehicle as in ascending and descending order with respect to time, speed, distance. and give input to this steady state is vehicle speed in m/s to mph.
7] Shiftlogic In this unit:-
8] Threeshold Value in This controller:-
9] Electric Motor Control Unit:-
10] Brake Control Unit:-
In this calculate brake torque and then all three control signals output is give to powertrain.
11] Engine:-
In this model we used map based model to model the fuel consumption of engine. It is based on maximum Torque and minimum torque from the controller. and then it saturated torque and give output then saturated torque and speed map give fuel consumption takes the speed and torque then the output goes into saturated then its integrated.
12] Electric Motor:-
13] Crankhub:-
14] Transmission:-
In these model we take engine torque, gear selector from controllerb for transmission of gear ratio. The ratio is multiply by transmission input torque and then the transmission efficiency positive torque and negative torque gives transmission input speed. In this case torque converter connects the engine to transmission it is part of transmission. In it basically engine dynamics and that is decoupled.
15] Torque Converter:-
16] Differential:-
In this taking input is the transmission output then its going to the differential ratio multiplied the output and input torque then meet axle torque. The axle torque is a lower than the transmission torque and differential ratio.
17] Wheel:-
In this model we take the axle torque from differentail and brake torque from controller. it is substracts and multiplied rolling radius and velocity then we meet the tractive force from axle and brake torque. and the wheelspeed is meet using velocity.
18] Vehicle Dynamics:-
In this takes tractive force and road load. It is dictates vehicle speed based on tractive force and road load.
Battery Modeling:-
19] Estimated storage system:-
In this we give input as power then it multiply and give to pack current. then from soc estimation meet output SOC its give to terminal voltage as input and then meet terminal voltage as output.
20] Terminal Voltage:-
In this use input SOC it is connected to 1d lookup table 1st table variable interpolated as state of charge and open voltage circuit. In 2nd table variable interpolated as resistance discharge and state of charge and in 3rd table variable interpolated as resistance charge and state of charge
21] Pack Current:-
In this we integrate pack current and convert it rad to amp then saturated and meet SOC.