Project 2
SOLUTION:-
SO, AS ASKED IN THE QUESTION FIRST OF ALL DOWNLOADED THE ZIP FILE ATTACHED WITH THE QUESTION AND UNZIPPED THAT FILE AND TRANSFERRED IT INTO THE MATLAB PATH FOLDER.
OPENED THE PROJECTFILE.M SCRIPT AND RUN IT IN MATLAB.
AND AFTER THAT,
simulink model of the vehicle
the figure which is shown above show the driver control block which generates the accelration, brake.
controller block is an electronic control unit which takes the driver input and figures out the Engine, transmission, electric motor ,break need to be provided .
power train block consist of the engine ,transmission,differential,wheel and vehicle dynamic,motor, ess,crankshaft which are calculated on the basis of torque requirement ,gear ratio,break torque .
inside the controller
inside view of controller block.
FLOW CHART
in this flow chart we are providing the modes 0,1,2,3 each stages and to go from one stage to another there are some conditions given.
example-
when the Acceleration is greater than 1 or SOC < SOC_min then only it will go to next stage.
THE ENGINE CONTROL UNIT:
in engine block the idle speed controller block is edited and eng on is added, so that we can disable the ideal speed controller when the engine is off it get zero.
TRANSMISSION CONTROL UNIT:-
the memory block is added here for providing delay as an input and output of the gear command is taken as clutch lock to compare with constant block. where the 3 is the gear no. the aim of using this block in automatic transmission is to lock clutch ASAP but it is not easy to do that because at lower speeds the pump do not have enough pressure to lock it up. 1000-2000 rpm and another reason is a lot of torque multiplication is happening, which causes a lot of vibration.
POWER TRAIN:-
ELECTRIC MOTOR CONTROLLER:-
this block decides how much torque is needed.
ENGINE:-
engine on value is added here so that when the engine is off then it will multiply with 0 and give 0 fuel consumption.
MOTOR:-
calculation of the motor toque and motor power is done here.
CRANK HUB:-
here we are adding the torque produced from engine and from motor and sending it to transmission.
ESTIMATED STORAGE SYSTYEM:-
motor power is given as input and when the power is divided by voltage it gives the current.
STATE OF CURRENT block:-
inside soc block first we are integrating the value of pack current which is in coulomb and with gain block we multiply it to convert into ahm-hr
soc= initial state of charge -used state of charge
used state of charge=pack current in amp-hr/maximum battery capicity (in ahm-hr)
Terminal voltage:-
we are providing input value in 1d lookup table for open curcuit voltage, internal resistance discharge , internal resistance charge and parall num module.
switch which checks those values and pass it further to calculate terminal voltage.
TRANSMISSION:-
in the engine dynamic gain block em inertia is added because both are coupled together. with the help of clutch lock up we are locking the torque convertor when the values are not similar.
PROCESSING CODE:-
data taken from the the simulink model and plots are coded
PLOTS
1]Plot the time trace for engine, transmission input, transmission output and wheel speed on one plot.
UDDS DRIVE CYCLE
HWFET DRIVE CYCLE
there is more fluctuation in speed .means transmisson speed is decreasing to zero in every few time which cause less out energy generation .as compaire to figure 2 we can see that there is less fluctuation means transmission speed is very low to zero for long period of time which produce more energy
2] Plot engine torque, engine power, fuel rate and fuel consumption using subplots.
UDDS CYCLE
HWFET CYCLE
we can see the engine torque, engine power, fuel rate is directly proportional to each other . which means as engine power is increased the torque is also increased and at time fuel rate is also increase the main difference between figure 1and 2 OF ABOVE FIGURE is fluctuation due to instant increase and decrease in power,torque ,fuel rate. due to the driving condition.
3] Plot accelerator and brake pedal, gear command, vehicle desired and actual speed, vehicle distance using subplots.
UDDS CYCLE
HWFET CYCLE
the gear is not constant, for long period we will recieve less velocity where as in figure HWFET the gear is constant for long period means velocity is also increasing due to which there is less pedeling and cause less power loss. by looking at the graph UDDS and HWFET we can identify that vehical is stopped multipal time in a given distance due to zero velocity at multipal time for UDDS cycle where as in HWFET cycle no vehical stop multipal time in given diastance due to gradually increasing and decreasing in velocity without making it zero.
4] Plot the engine operating points on the engine fuel map.
UDDS CYCLE
HWFET CYCLE
ENGINE OPERATING POINT OF UDDS CYCLE at 46000 rpm to 160 nm torque where hwfet cycle is showing less of it.
5}Plot motor speed, torque, motor input power using subplots.
UDDS CYCLE
HWFET CYCLE
more fluctuation is there in UDDS CYCLE THEN HWFET BECAUSE UDDS MAY START AND BREAK CONDITION DUE TO ITS NATURE the function of our model is to rotate crank and which is more in UDDS cycle as compaie to hdfet.
the motor power and torque is high at beginning then goes to zero because continuous fluctuion is there.
6] Plot pack voltage, current and SoC using subplots.
UDDS CYCLE
HWFET CYCLE
in udds cycle we can see when voltage is dropping current is increasing and when current is increasing voltage is droping because ther are directly proportion to each other.
soc is dropping in udds cycle because there is many stop and srtart in udds cycle means moter is to be on and off many time which causes soc decrease and less charging .
where as in hwfet cycle less time moter is turned on which causes battery charge more.soc(state of charge)
7] Plot the motor operating points on the motor input power map, with the motor max motoring and generating torque curves.
UDDS CYCLE
HWFET CYCLE
Tabulate the fuel economy numbers (kmpl) for UDDS and HWFET cycle. Compare these numbers with the baseline numbers for conventional vehicle model from
Project 1.
values from project 2
values from project 1
fuel economic number is in HWFET cycle is higher because ther is low pealing which cause low energy loss which cause less fuel consumption where as as compaire to UDDS cycle there is more pedeling means more energy loss due to loss which cause more fuel consumption .
as we can se the result that by using p1 hybrid we are getting more fuel consumption rate as compared to conventional vehicle (project1).