Week-4 Challenge WOT Condition Part-2

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

1. THE MAPPED MODEL
   • The simulation of the powertrain block set model consists of data that is prebuilt in the lookup table dealing with mapped data or mapped model.
   • The mapped model calculation is very fast.
2. THE DYNAMIC MODEL
   • The simulation of the powertrain block set model consists of data that is not prebuilt but it takes the real-time data by calculating every small individual like the movement of the vehicle, drag, speed, velocity, wheel braking, etc. which is dynamic data or dynamic model for engine system or motor system or generator system.
   • The dynamic model calculation is a time that takes a very long time for calculating every data.

SIMULATION MODEL OF HEV:

1. b. HOW TO CHANGE THE MAPPED SYSTEM TO DYNAMIC SYSTEM OR DYNAMIC SYSTEM TO MAPPED SYSTEM:

STEPS:

• Open the Variant Manager file where we find all the names of the blocks of systems and sub-systems.

• Choose the contact to be changed, goto motor system
• Find which block is active in the motor sub-system. The motor sub-system consists of mapped and dynamic data. but in this scenario, dynamic data is not active.

• left-click the list and find which is deactivated and click it and go to the 'Set as Label Model Active Choice'. then the dynamic data will get active.

• It looks like this when the mapped data is active.

• It changes like this when dynamic data is active.

SHORTCUT METHOD:

• In this shortcut method, it is possible we can change the system without using the Variant Manager.

STEPS:

• In the simulation subsystem block here the Mapped data is activated, So to change it to Dynamic data.

• Left-click the mouse anywhere on the blank page of the motor-generator subsystem and we get the different menu options in the menu like, Explore, paste, select all, Observers, etc.

• In that option goes to 'variant' and open 'Label Model Active Choice' and Select 'Dynamic over mapped'.

• Now the mapped sub-system is deactivated and the Dynamic sub-system is activated.
• It helps instead of opening the variant Manager, it saves time and works done so quickly to changes

2. a. How does the model calculate miles per gallon?

• The model calculates miles per gallon in a way that, it uses the battery power in Watts and FuelFlow in Kg and Vehicle Speed in seconds and Vehicle Speed is integrated to get the displacement or Distance in meters

PERFORMANCE CALCULATION SUB-SYSTEM INSIDE:

• In side the subsystem of performance Calculation, It explains The model calculation of miles per gallon.
  
  • The part of Red color flow deals with the Calculation of miles per gallon.
  • The part of the Green color flow deals with the Vehicle Speed.
  • The part of the Blue color flow deals with FuelFlow and Battery power.
  • The part of the Purple color flow deals with Battery power.
• The Red color flow is the main aim to know how to calculate the miles per gallon.
  • First, The battery power (x) in Watts is divided by 1000 to get Kilo Watts and Kilo Watts is Divided By 33.7 Kwh/US gallon which is the Equivalent of US EPA (Environmental Protection Agency) for US gallon Equivalent in Kilo Watt Hours.
  • Then Kilo Watt Hours are converted to Kilo What second by divided by 3600 to Kilo Watt Hours.
  • Now the US EPA value and 3600 Kilo Watt second is multiplied by 0.00378 which gives the m3/gallon and multiplied by 739 to convert m3/gallon into Kg/m3 and added to FuelFlow.
  • Then Fuel flow and battery power are added to get Kg/m3 to m3 & multiplied by 264.172 to convert m3 into Us Gallon.
  • Then Lastly, Vehicle Speed is taken from the dot which is the Vehicle speed, and undergoes integration to get distance, We know that by integrating the speed we get the distancemetersters (m), by Multiplied by 0.00062137 is going to convert the meter into miles.
  • Now Miles are divided by gallon we get miles per gallon. In a wayVehspeed/(Fuel+Batpower) we get miles per gallon.

2. b. Which factors are considered to model fuel flow?

• The factors to consider to model the fuel flow are CI Engine or SI Engine, Flue mass Flow Rate (Kg/s), Engine feedback out, and Fuel flow.
• The Fuel Mass Flow Rate is the Fuel Flow that is coming from Engine info.

3. The HEV Reference Application with the WOT drive cycle:

• In the below simulation is regarding The HEV Reference Application with the WOT (Wide Open Throttle) Drive Cycle.
• It has an Environment subsystem, Longitudinal drive sub-system, Passenger Car sub-system, Controller sub-system, etc.
• The grade and wind velocity is present in the Environment sub-system.

3. a. WOT WITHOUT CHANGE IN GRADE AND WIND VELOCITY:

• Without a change in gradeability and wind velocity which is present in the Environment subsystem.
• On the side the Environment subsystem has Temperature, Pressure, Gradeability, and Wind Velocity.
• The below data give that there is no change in grade at zero and wind velocity at zero data.

GRAPH OUTPUT OF WOT WITHOUT CHANGE IN GRADE AND WIND VELOCITY

• The above data give that there is no change in grade at zero and wind velocity at zero data.
• The below 6 graphs represents the Trace Velocity and Actual Velocity, Engine speed and motor speed and generator speed, Engine-motor-generator torque, Battery Current, State Of Charge (SOC), and Fuel Economy (MPG).
• The Actual Velocity is attending the values of 0 mph to 60 mph and Trace velocity is similarly trying to achieve the Actual velocity.
• The flow of Battery Current from +160 amps to -150 amps is the range of the battery at the end of the speed become zero the battery is reaching the zero amps
• When the flow of Battery Current is making the Generator speed run at constant speed at 14500 rpm to -15000 rpm.
• The Engine speed is at a positively constant
• The Motor Torque is at a negatively constant
• The Motor speed is from Zero to 700rpm
• The Engine Torque is around zero to 100 Nm
• The Generator Torque is at 200 Nm to -200 Nm
• The State of Charge is at 60 and gradually decreases and becomes constant around 2voltslt to 23 volt
• The Fuel Economy for mile gallonlois n around 14 gallons for 3000 seconds.
• The Fuel Economy is less and The State Of Charge is less

3. WOT WITH CHANGE IN GRADE AND WIND VELOCITY:

• With the change in gradeability and wind velocity which is present in the Environment subsystem.
• In side the Environment subsystem it haTemperaturere, Pressure, Gradeability, and Wind Velocity.
• The below data give that there is no change in grade at one and wind velocity at one data.

GRAPH OUTPUT OF WOT WITH CHANGE IN GRADE AND WIND VELOCITY:

• The above data give that there is a change in grade at one and wind velocity at one data.
• The below 6 graphs represents the Trace Velocity and Actual Velocity, Engine speed and motor speed and generator speed, Engine-motor-generator torque, Battery Current, State Of Charge (SOC), and Fuel Economy (MPG).
• The Actual Velocity is attending the values of 0 mph to 60 mph and Trace velocity is similarly trying to achieve the Actual velocity but there is some minute deviation at reaching the actual velocity
• The flow of Battery Current from +160 amps to -150 amps is the range of the battery at the end of the speed become zero the battery is reaching the zero amps
• When the flow of Battery Current is making the Generator speed run at constant speed at 14500 rpm to -14500 rpm.
• The Engine speed is aa t positively constant
• The Motor Torque is aa t negatively constant
• The Motor speed is from Zero to 700rpm
• The Engine Torque is around zero to 100 Nm
• The Generator Torque is at 200 Nm to -200 Nm
• The State of Charge is at 60 and gradually decreases and becomes constant around 30 volt to 24 volt
• The Fuel Economy for mile per gallon n around 15 gallons for 3000 seconds.
• The Fuel Economy is more and The State Of Charge is more

4. COMPARE THE SIMULATED RESULT OF HYBRID ELECTRIC POWERTRAIN AND PURE ELECTRIC POWERTRAIN:

4. a. THE SIMULATED RESULT OF HYBRID ELECTRIC POWERTRAIN:

• In the below simulation is regarding The HYBRID ELECTRIC POWERTRAIN Reference Application with the FTP75 Drive Cycle.
• It has s Environment subsystem Longitudinal drive subsystem, Passenger Car subsystem, Controller subsystem, etc.

RESULT OF HYBRID ELECTRIC POWERTRAIN:

• The below 6 graphs represents the Trace Velocity and Actual Velocity, Engine speed and motor speed and generator speed, Engine-motor-generator torque, Battery Current, State Of Charge (SOC), and Fuel Economy (MPG).
• The Drive cycle of Actual velocity is as same as Trace Velocity.
• The Motor speed and the Velocity are identical but change in values
• The Motor Torque and Battery current are identical with h same values
• The Engine speed is aa t positively constant
• The Generator Torque is aa t negatively constant
• The State of Charge is at 60 and gradually decreases and increases and comes to 45 volts at the end of 3000 seconds
• The Fuel Economy for mile per gallon n around 45 gallons for 3000 seconds
• The Fuel Economy is less and The State Of Charge is less

4. b. THE SIMULATED RESULT OF PURE ELECTRIC POWERTRAIN:

• In the below simulation is regarding The PURE ELECTRIC POWERTRAIReferencece Application with the FTP75 Drive Cycle.
• It has s Environmensubsystemem, Longitudinal drive subsystem, Passenger Car subsystem, Controller subsystem, etc.

RESULT OF PURE ELECTRIC POWERTRAIN:

• The below 6 graphs represents the Trace Velocity and Actual Velocity, Engine speed and motor speed and generator speed, Engine-motor-generator torque, Battery Current, State Of Charge (SOC), and Fuel Economy (MPG).
• The Drive cycle of Actual velocity is as same as Trace Velocity.
• The Motor Torque and Battery current are identical
• The Motor speed and the Velocity are identical but change in values
• The State of Charge is at 60 and gradually decreases to 72 volts
• The Fuel Economy for a mile per gallon is around 170 gallons for 3000 seconds.
• The Fuel Economy is more and The State Of Charge is more

RESULTS:

1. The mapped model calculation is very fast compared to dynamic data and The change of systems can be done through Variant Manager.
2. In a way Vehspeed/(Fuel+Batpower) we get miles per gallon and The factors to consider to model the fuel flow are CI Engine or SI Engine, Flue mass Flow Rate (Kg/s), Engine feedback out, and Fuel flow.
3. WOT WITH CHANGE IN GRADE AND WIND VELOCITY, The Fuel Economy is more and The State Of Charge is more.