Abstract
A combustion engine-driven vehicle can be made more fuel efficient over some drive cycles by, for example, introducing electric machines and solutions for electrical energy storage within the vehicle’s driveline architecture. The possible benefits of different hybridization concepts depend on the architecture, i.e., the type of energy storage, and the placement and sizing of the different driveline components. This paper examines a diesel electric plug-in hybrid truck, where the powertrain includes a diesel engine supported with two electric motors, one supporting the crank shaft and one the turbocharger. Numerical optimal control was used to find energy-optimal control strategies during two different accelerations; the trade-off between using electrical energy and diesel fuel was evaluated using a simulation platform. Fixed-gear acceleration was performed to evaluate the contribution from the two electric motors in co-operation, and individual operation. A second acceleration test case from 8 to 80 km/h was performed to evaluate the resulting optimal control behavior when taking gear changes into account. A cost factor was used to relate the cost of diesel fuel to electrical energy. The selection of the cost factor relates to the allowed usage of electrical energy: a high cost factor results in a high amplification from electrical energy input to total system energy savings, whereas a low cost factor results in an increased usage of electrical energy for propulsion. The difference between fixed-gear and full acceleration is mainly the utilization of the electric crank shaft motor. For the mid-range of the cost factors examined, the crank shaft electric motor is used at the end of the fixed-gear acceleration, but the control sequence is not repeated for each gear during the full acceleration. The electric motor supporting the turbocharger is used for higher cost factors than the crank shaft motor, and the amplification from electrical energy input to total energy savings is also the highest.
Highlights
The commercial medium and heavy-duty fleet in Europe was at 2015 around 6 million trucks [1]
The results show how the power should be divided between the two electric motors, depending on the ratio between fuel and electrical energy cost, and how the performance of the combined electric motor on the crank shaft (E-crank) and
Acceleration using multiple gears and allowing both electric turbocharger (E-turbo) and E-crank to be used during the mission was performed
Summary
The commercial medium and heavy-duty fleet in Europe was at 2015 around 6 million trucks [1]. In [16], time-optimal accelerations of a hybrid vehicle with a gasoline engine and an electric turbocharger were investigated by using dynamic programming and Pontryagin’s maximum principle to find the optimal controls. Since the solution when the electric motor is placed on the turbocharger shaft enables the possibility of generating electrical energy at some load points The benefits of having a parallel hybrid with an electrically assisted turbocharger during a short acceleration, and a full acceleration including gear changes, are analyzed for different cost ratios between diesel fuel and electrical energy
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