ECE 8803

Fall 2013

Homework 3

Due 11/4 in class for section A, and one week later for section Q. It is permissible to discuss assignments with your peers, but the work that you submit for grading must reect your own individual eort. Copying computer code or other parts of problem solutions is a serious violation of the Georgia Tech Honor Code. The purpose of this assignment is to reinforce lecture material relating to the development of models and methods suitable for the assessment of conventional and hybrid vehicle powertrain performance.

1. The torque-speed capability of an internal combustion engine (ICE) is represented by the function T ( ) = Tm 1 1 m
2

T 0,

where T denotes maximum available ICE torque and denotes ICE speed; constant parameters Tm and m denote the coordinates of the maximum torque operating point and constant parameter is a spread factor characterizing symmetric curvature of the capability curve about = m . (a) Derive a bound on that guarantees non-negative values for ICE torque T . (b) Determine the value of at which ICE output power P = T is maximized. (c) Using Tm = 150 Nm, m = 350 rad/s and = 0.6, plot the ICE torque-speed capability curve (T versus ) and the ICE power-speed capability curve (P = T versus ), restricting speed as necessary to obtain non-negative torque and power values. (d) Assume that the ICE provides mechanical power to a vehicle traveling with longitudinal speed v . Using parameters from (c), plot maximum available ICE torque T against v and the corresponding maximum available wheel-road traction force F against v , restricting v as necessary to obtain non-negative values for T and F . Assume a wheel radius of rw = 0.35 m, a nal drive ratio1 of f = 4.00 and the transmission ratios specied in the table below; since there are four distinct transmission ratios available, there will be four distinct torque-speed curves in the rst plot and four distinct force-speed curves in the second plot. Gear Number, i 1 2 3 4 Gear Ratio, i 3.50 2.25 1.50 1.00

2. The torque-speed capability of a motor-generator unit (MGU) spans all four quadrants of its torquespeed plane. In the rst quadrant, torque-speed capability is represented by the function , 0 base Tmax Pmax base Tmax , base max , base = T ( ) = Tmax 0 , > max where T denotes maximum available MGU torque and denotes MGU speed; constant parameters Pmax and Tmax denote maximum power and maximum torque, and constant parameters base and max denote base speed and maximum speed. (a) Using Pmax = 60 kW, Tmax = 400 Nm and max = 1000 rad/s, plot the rst quadrant of the MGU torque-speed capability curve (T versus ) and the rst quadrant of the MGU power-speed capability curve (P = T versus ).
1 Throughout this assignment, gear ratios designated by symbol are understood to be (typically) greater than or equal to one, and the speeds of the power sources are understood to be (typically) greater than or equal to the speeds of driven loads.

(b) Assume that the MGU provides mechanical power to a vehicle traveling with longitudinal speed v . Using parameters from (a), plot maximum available MGU torque T against v and the corresponding maximum available wheel-road traction force F against v . Assume a wheel radius of rw = 0.35 m, a nal drive ratio of f = 4.00 and a single xed transmission ratio of t = 1.30. Comparing this result with the result from 1(d), what is an essential dierence between the ICE and the MGU with regard to vehicle propulsion? 3. The longitudinal dynamics of a vehicle on level ground with no wind is governed by +1 , v > 0 1 1 , v < 0 a af cd v 2 sign(v ), sign(v ) = mv = f mgcr + 2 0 , v=0 where v is the vehicle speed, m is the vehicle mass, is the mass factor that accounts for rotating components, and f is the tractive force developed in the contact regions between the driven wheels and the road surface. The rolling resistance force is proportional to the product of vehicle weight mg and rolling coecient cr , and it vanishes at zero speed. The aerodynamic resistance force is proportional to the product of air density a , frontal area af and drag coecient cd , and it grows quadratically with speed. If the vehicle is assumed to follow a so-called drive cycle dened by a pre-specied function of time v , then the corresponding tractive force f is computable from
1 a af cd v 2 sign(v ) + mv . f = mgcr + 2

If the vehicle has a conventional powertrain, then mass factor varies signicantly over time due to transmission shifting. To account for this phenomenon, assume that the mechanics and operation of the transmission are characterized by the following table. Gear Number 1 2 3 4 Mass Factor 1.5 1.3 1.2 1.1 Speed Range (m/s) <5 5 15 15 25 > 25

Additional model parameters required for drive-cycle analysis are specied below. Parameter m g cr a af cd Value 1500 9.8 0.009 1.2 0.75 Units kg m/s2 kg/m3 m2

One typical drive cycle is called the Urban Dynamometer Driving Schedule (UDDS), and the data le dening this drive cycle is located at http://www.epa.gov/nvfel/methods/uddscol.txt. Using this data le and the vehicle model described above, write a computer program that computes: (a) the positive (propulsion) energy required at the wheels in Wh/km; (b) the negative (braking) energy required at the wheels in Wh/km; (c) the net (road-load) energy required at the wheels in Wh/km; (d) the average positive (propulsion) power at the wheels in kW; (e) the peak power at the wheels in kW; (f) the peak tractive force at the wheels in kN; (g) the drive cycle idle time in %. 2

4. Consider the hybrid electric vehicle powertrain below. The internal combustion engine (ICE) and the motor-generator unit (MGU) are connected to gear boxes GB1 and GB2 characterized by gear ratios 1 and 2 . These gear boxes are connected to the nal drive (FD), characterized by gear ratio f , using a three-gear mechanism in which each gear has the same radius. The torque and speed of the ICE are denoted by TICE and ICE , the torque and speed of the MGU are denoted by TMGU and MGU , and the wheel radius is denoted by rw . Assuming lossless gearing, derive expressions for tractive force F and vehicle speed v as functions of the previously dened variables and parameters. top view front view

ICE

GB1 FD

MGU

GB2

three-gear mechanism