13 settembre 2018 tavola rotonda «sistemi energetici e ... · eprolab energy and propulsion lab...

eProLabEnergy and Propulsion Lab

www.eprolab.unisa.it

University of Salerno

Department of Industrial Engineering

13 settembre 2018Tavola rotonda «Sistemi Energetici e Macchine»

Mobilità sostenibile, problemi e proposteGianfranco Rizzo, DIIN, Università di Salerno

http://www.eprolab.unisa.it/




Department of Industrial EngineeringIl contesto

2





Department of Industrial EngineeringFrom conferences to cartoons…





Department of Industrial EngineeringTransport: a major issue for EU

63%Oil consumption

29%CO2 emissions

6.3%Union’s GDP

13MPeople employed

Transport

CO2 emissions

12%

2007: 159 g/km2021: 95 g/km

CO2 targets

Passenger Cars





Department of Industrial Engineering2018 BP Energy Outlook

The Evolving Transition scenario

• World GDP more than doubles by 2040, driven by increasing prosperity in fast-growing emerging economies, as more than 2.5 billion people are lifted from low incomes.

• This rising prosperity drives an increase in global energy demand, although the extent of this growth is offset by accelerating gains in energy efficiency: energy demand increases by only around one third over the next 25 years.

• Industrial demand for energy accounts for around half of the increase in energy consumption; growth in transport demand slows sharply relative to the past.

• The world continues to electrify, with almost 70% of the increase in primary energy going to the power sector.

• The share of vehicle kilometres powered by electricity increases, as the number of electric cars grows and they are used more intensively. The interaction of fully autonomous cars with shared mobility substantially boosts the intensity with which electric cars are driven.





Department of Industrial EngineeringSlow growth of fuel used in

transport





Department of Industrial EngineeringPassenger car parc growing





Department of Industrial EngineeringAlternative scenario: impact of

faster growth in electric cars…





Department of Industrial EngineeringElectric cars

Large amount of carbon free electricity neededLimited rangeCost and life of batteriesNo free heat energy on boardRecharging issues

Pollution freeLow noise

Mass car electrification is not behind the corner





Department of Industrial EngineeringRecharge: ICE vs EV

MJ/kg 42

€ 50

Minutes 2

€/liter 1,50Densitykg/dm3 0,75

Liters 33,33

L/s 0,28

kg/s 0,21

MW 8,75

Power (energy per unit time) in input during «recharge»:

3.7-22 kW

10





Department of Industrial EngineeringOptemus project

Optimised Energy Management and Use





Department of Industrial EngineeringExpected energy reduction in

EV





Department of Industrial EngineeringOptemus: the approach





Department of Industrial EngineeringHybrid technologies

• Hybrid propulsion occurredoften in the past, when a gradual transition to a new technology was needed.

• For almost a century, shipswith sailing and steampropulsions coexisted. Whenreliability and mileage of steam engines improved, sailing was abandoned.

• Also, first motocyclesmaintained the pedals, for assistance in climbing. Whenpower increased and an efficient gear was adopted, pedals disappeared.

14

Old NewHybrid






1900 – First hybrid vehicle

Ferdinand Porsche (1875-1951)

Lohner Porsche Mixte





Department of Industrial EngineeringHybrid vehicles sales

confidential 16





Department of Industrial EngineeringA sustainable perspective?






MAKE YOUR CAR A SOLAR HYBRID





Department of Industrial EngineeringSolar Cars

1983

1979

2009140–150 km/h





Department of Industrial EngineeringSolar Assisted Cars

Toyota Prius Prime

Ford CMAX

Volvo Solar






http://solarcellcentral.com/cost_page.html

Photovoltaics trends

In last decades, efficiencyhas grown while prices

have fallen down


http://solarcellcentral.com/cost_page.html




Department of Industrial EngineeringThe short circuit

Energy Carrier

Primary Energy

Vehicle

Emissions

Energy Conversion

Transport and Distribution Energy

Consumption and Losses

Profit

Taxes

Photovoltaics on the vehicle

22

• The use of photovoltaics in cars has some unique features that make it different from everyother way to power the cars.

• Infact, in all the other cases (fossil fuels, biofuels, electricity, hydrogen) an energy carrier isneeded to transform, transport and distribute the primary energy to the vehicle.

• This process generates energy losses and, in most cases, emissions, but also profit and taxes.

• The direct use of photovoltaics on the car is the only way to realize a short circuit directly to the wheels, by cutting emissions, transportation and distribution losses, and also profit and taxes.






Is solar contribute significant? 1/4

Car

PV Panel

Ratio

Power(kW)

70

0,3

0,004

PV panels power is about two order of magnitudes lower thanengine power.






AveragePower (kW)

8

0,2

0,02

0 200 400 600 800 1000 12000

50

100

150

Speed [km/h]

0 200 400 600 800 1000 1200-40

-20

0

20

40

60

Time [s]

Power [KW]

The average power of a car in urban driving is about one order of magnitudeless than car maximum power.

0 200 400 600 800 1000 12000

50

100

150

Speed [km/h]

0 200 400 600 800 1000 1200-40

-20

0

20

40

60

Time [s]

Power [KW]


Car

PV Panel

Ratio

Power(kW)

70

0,3

0,004 PV panels average powerduring daylight is comparable

to its maximum power.







Car

PV Panel

Ratio

Power(kW)

70

0,3

0,004

AveragePower (kW)

8

0,2

0,02

Time(h/day)

1

10

10

Some recent studies of the UK government stated that:- about 71% of UK users reaches their office by car;- 46% of them have trips shorter than 20 min - mostly with only one person on board.

(Source: Labour Force Survey, http://www.statistics.gov.uk/CCI/nscl.asp?ID=8027)

A solar panelcan receivesolar energymany hoursper day.







Car

PV Panel

Ratio

Power(kW)

70

0,3

0,004

AveragePower (kW)

8

0,2

0,025

Time(h/day)

1

10

10

Energy(kWh/day)

8

2

0,25

Considering the daily energy spent fordriving during the prevailing urban use, it emerges that solar energy can give a

substantial contribute.





Department of Industrial EngineeringThe proposal

The proposal: converting

conventional carsinto hybrid solar

vehicles





Department of Industrial EngineeringHow does it work

IN-WHEEL MOTORS

LI-ION BATTERY

PHOTOVOLTAICPANELS

ON-BOARDCONTROL





Department of Industrial EngineeringThe Patents

“A FLEXIBLE PHOTOVOLTAIC PANEL”

WO/2013/042081

“KIT FOR TRANSFORMING A CONVENTIONAL MOTOR VEHICLE INTO A SOLAR HYBRID VEHICLE, AND RELEVANT

MOTORVEHICLE”WO/2011/125084.

Three patentsfrom the partners

“ELECTRIC MOTOR WHEEL ASSEMBLY THREE TILTING WHEELS”

WO/2010/055534





Department of Industrial EngineeringThe benefits

30

• Up to 20-25% fuel consumption and emissions

reduction in typical urban driving

• Recharge for free with the sun!

• Upgrade EURO3 to EURO4, and so on..

• Zero-emission driving option for controlled traffic zones

• Extended range with respect to the conventional car

• Performance advantages: Higher torque, Two propulsion systems,

Advanced vehicle control, Enhanced acceleration

• Much lower cost than native hybrid: about 3500 €

• Pay-back for customers 3-5 years (lower than a hybrid car)






Degree of hybridization vs batterycapacity

0

20

40

60

80

100

0 2 4 6 8 10 12 14 16 18 20

De

gre

eo

f h

ybri

diz

atio

n[%

]

Battery energy [kWh]

ICEMicro HEV

MildHEV

Battery EV

Full HEV

Extended Range EV

Plug-in HEV

Functional classification of EV/HEVs in terms of degree of hybridization and batterycapacity (typical values).

Source: L.Guzzella and A.Sciarretta (2012), Vehicle Propulsion Systems, Introduction to Modeling and Optimization, Springer 31

HySolarKit (Through the Road Parallel HEV)





Department of Industrial EngineeringTest 0-100 km/h

0 5 10 15 200

50

100

150

t [s]

V [

km

/h]

0-100 time

Thermal:13.5456 [s]

Hybridized:10.4574 [s]

0 5 10 15 201

2

3

4

5

t [s]

Gear

0 5 10 15 200

2000

4000

6000

t [s]

RP

M E

ngin

e

0 5 10 15 200

2000

4000

6000

8000

t [s]

Wheel F

orc

e (

N)

Front

Rear

Max front

Max rear

0 5 10 15 200

50

100

150

t [s]

V [

km

/h]

0-100 km/h time - friction coeff:0.5

Thermal:16.0758 [s]

Hybridized:12.1113 [s]

0 5 10 15 200

2

4

6

t [s]

Gear

0 5 10 15 200

2000

4000

6000

t [s]

RP

M E

ngin

e

0 5 10 15 200

5000

10000

t [s]

Wheel F

orc

e (

N)

Front

Rear

Max front

Max rear

Dry road: 23% reduction Wet road: 25% reduction

Front wheels skiddingFront wheels skidding





Department of Industrial EngineeringThe 3 R’s of Sustainability

Reducing fossil fuelconsumption and

emissions Reusing existingcars, avoiding fleet

scrapping

Recycling kit components and

reusing them on a new car

The proposal of solar hybridization complies with all the major criteria of sustainability





Department of Industrial EngineeringTwo Prototypes

Two different prototypes have been developed by the partners, with TRL=6-7

HySolarKitOn a FIAT Punto

@ eProInn

HERSOn a Alfa MITO

@ Landi





Department of Industrial EngineeringTwo Business Models

Business to Client (B2C)

The kit is distributed in after-market and mounted on the existing cars by an installers network.

A very large potential market is addressable, allowing the reuse of most of the existing fleet, with large global

benefits on fuel consumption and pollution.

Business to Business (B2B)

The kit can be applied to new cars by OEMs at the end of line, so enlarging the range of models offered

to clients with ecological versions of their cars without expensive reconversions of production

lines.





Department of Industrial EngineeringThe European Projects

36

SME Instrument Phase 2Achieved the

«Seal of Excellence»

Financed!!

Project Value:3,235,717 €EC Co-funding 56,07%

Duration:01/09/2017-31/08/2020

Partners:Landi RenzoeProInnSolbianMecaprom

Goals:Bring up to TRL 9 a kit for solar electrification of cars.Assembling 4 prototypes.Demonstration schedule in Malta.Defining a joint venturebetween the partners.

Converting conventional

cars into hybrid and solar

vehiclesSME Instrument Phase 1

PASSED





Department of Industrial EngineeringThe Partners

The LIFE-SAVE project is conducted by 4 Italian partners, with synergic competences. They will define a joint venture within the end of the project.

NewCo





Department of Industrial EngineeringResearch and Dissemination

R&D, dissemination

Many papers published on hybrid solar vehicles

Research presented in many conferencesand seminars in the world

G Rizzo, M Sorrentino, I Arsie (2014) Numerical analysis of the benefits achievable by after-market mild hybridisation of conventional

cars International Journal of Powertrains.

M Sorrentino, G Rizzo, L Sorrentino (2014) A study aimed at assessing the potential impact of vehicle electrification on grid infrastructure and

road-traffic green house emissions Applied Energy 120: 31-40.

G Rizzo, V Marano, C Pisanti, M D'Agostino, M Naddeo, M Sorrentino, I Arsie (2014) A Prototype Mild-solar-Hybridization Kit: Design and

Challenges Energy Procedia 45: 1017-1026

V Marano, H Medina, M Sorrentino, G Rizzo (2013) A Model to Assess the Benefits of an After-Market Hybridization Kit based on Realistic

Driving Habits and Charging Infrastructure SAE International Journal of Alternative Powertrains 471-481 12.

G Coraggio, C Pisanti, G Rizzo, M Sorrentino (2013) Analysis and Experimental Implementation of a Heuristic Strategy for Onboard Energy

Management of a Hybrid Solar Vehicle Oil & Gas Science and Technology – Rev. IFP Energies nouvelles Vol. 68: 1. 13-22 May.

M Sorrentino, G Rizzo, I Arsie (2011) Analysis of a rule-based control strategy for on-board energy management of series hybrid

vehicles Control Engineering Practice 19:: ISSN 0967-0661. 1433–1441 December.

M Sorrentino, I Arsie, R Di Martino, G Rizzo (2010) On the Use of Genetic Algorithm to Optimize the On-board Energy Management of a Hybrid

Solar Vehicle Oil & Gas Science and Technology - Revue de l'IFP 65: 1. 133-143 Jan-Feb.

G Rizzo, M Sorrentino, I Arsie (2010) Rule-Based Optimization of Intermittent ICE Scheduling on a Hybrid Solar Vehicle SAE International

Journal of Engines 2. 521-529 March.

I Arsie, G Rizzo, M Sorrentino (2010) Effects of Engine Thermal Transients on Energy Management of Series Hybrid Solar Vehicles Control

Engineering Practice 18: 1231-1238.

I Arsie, G Rizzo, M Sorrentino (2008) A Model for the Optimal Design of a Hybrid Solar Vehicle Review of Automotive Engineering, Society of

Automotive Engineers of Japan (JSAE), 2008, ISSN 1349-4724. 29-3: 439-447.

I Arsie, G Rizzo, M Sorrentino (2007) Optimal Design and Dynamic Simulation of a Hybrid Solar Vehicle SAE TRANSACTIONS- JOURNAL OF

ENGINES 115-3: 805-811

G Rizzo, I Arsie, M Sorrentino (2010) Hybrid Solar Vehicles In: Solar Collectors and Panels, Theory and Applications Edited by:Reccab

Manyala. Sciyo, Available from: http://www.intechopen.com/articles/show/title/hybrid-solar-vehicles SCIYO.COM isbn:978-953-307-142-8.

I Arsie, M D'Agostino, V Marano, M Naddeo, C Pisanti, G Rizzo (2014) Analysis of Actuation Delays in the Control System of a Hybridized

Vehicle In: 69 Congresso ATI.

C Pisanti, G Rizzo, V Marano (2014) Energy Management of Through-The-Road Parallel Hybrid Vehicles In: Proceedings of the 19th IFAC World

Congress, Cape Town, August 24-29, 2014 Edited by:IFAC. 2118-2124.

M D’Agostino, M Naddeo, G Rizzo (2014) Development and validation of a model to detect active gear via OBD data for a Through-The-Road

Hybrid Electric Vehicle, In: Proceedings of IFAC 19th World Congress, Cape Town, August 24-29, 2014 Edited by:IFAC. 6618-6623.

G Rizzo, C Pisanti, G Coraggio (2013) Design, Development and Control of a Self-Tracking Photovoltaic Roof for a Road Vehicle In: ICE2013 -

11th International Conference on Engines & Vehicles, Capri (Italy), September 15-19, 2013 Edited by:SAE International. Paper 2013-24-0076.

G Rizzo, C Pisanti, M D'Agostino, M Naddeo (2013) Driver Intention Analysis for a Through-the-Road Solar Hybridized Car In: ICE2013 - 11th

International Conference on Engines & Vehicles, Capri (Italy), September 15-19, 2013 Edited by:SAE International. Paper 2013-24-0079.

V Marano, H Medina, M Sorrentino, G Rizzo (2013) A Model to Assess the Benefits of an After-Market Hybridization Kit based on Realistic

Driving Habits and Charging Infrastructure In: ICE2013 - 11th International Conference on Engines & Vehicles, Capri (Italy), September 15-19,

2013 Edited by:SAE International. Paper 2013-24-0086.

V Marano, M Muratori, G Rizzo, G Rizzoni (2013) Sustainable Mobility: from Fossil Fuels to Renewable Energy, Opportunities and Challenges

for the Automotive Industry In: 7th IFAC Symposium on Advances in Automotive Control, September 4-7, 2013, National Olympics Memorial Youth

Center, Tokyo.

I Arsie, M D'Agostino, M Naddeo, G Rizzo, M Sorrentino (2013) Toward the Development of a Through-The-Road Solar Hybridized Vehicle In: 7th

IFAC Symposium on Advances in Automotive Control, September 4-7, 2013, National Olympics Memorial Youth Center, Tokyo.





Department of Industrial EngineeringOn the media

This proposal has received large attention on the media

A video produced by Associated Press and distributed on Euro News in 11 languages has resulted in the top ten

world videos in February 2016.

HySolarKit selected as «actor» in the multi-awarded movie Asphyxia





Department of Industrial EngineeringWhat do potential user think?

Willingness to pay

• A survey on over 1000 potentialusers has evidenced a goodwillingness to pay, estimating the influence of kit price and weeklymileage on it.

Published in: “Modelling the adoption intention and the installation choice of an automotive after-market mild-solar-hybridization kit”. S. de Luca, R. Di Pace, V. Marano. s.l. : Transportation Research part C: Emerging Technologies, 2014.





Department of Industrial EngineeringAfter LIFE - Expected Outcomes

Scenario Worst Moderate Best

Investment [€] 3.500.000 3.500.000 3.500.000

Price [€] 3.300 3.100 3.000

Total Addressable Market (TAM) [/] 31.124.275 31.124.275 31.124.275

Accessible TAM per price [%] 2,71 3,35 3,74

Aggregate share [%] 4,00 8,00 16,00

Aggregate Market [/] 33.757 83.330 186.113

Production cost [€] 2.468 2.323 2.225

EBTDA (5th year) [€] 5.857.408 14.291.561 32.668.220

ROI (5th year) 4,97 15,01 36,89

Business Plan: summary resultsTechnology

adoption life cycle

The large expectedmarket and the good

willingness to payresult in veryinteresting

economic outcomes, even in moderate

scenario’s






THE RESEARCH






Research fields @ UNISAWorking Areas

• Engines, hybrid powertrains • Non-conventional energy technologies (Fuel Cells)• Simulation models for control, diagnosis, design and optimization

Facilities

• Fully equipped engine test bench• Indicating equipment• Emissions analyzers (HC, COx, NOx)• Cambustion fast NOx analyzer• Smoke meter• SMPS system for nano-particulate• dSpace MicroAutobox & Etas INCA• Two solar hybrid vehicle prototypes• Two Fuel-Cells test benches

ICE Modeling & Control

• CI/SI combustion/emissions • Vehicle / powertrain• After-treatment system • Emissions’ virtual sensors• Pressure based

control/diagnosis

Eco-Innovation Technologies

• Hybrid and hybrid solar vehicles• WHR technologies (TEG, E-turbo, ORC)• ADAS / Electronic Horizon

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2000rpm 6barAFR 13AFR 14.7AFR 15.8


http://www.google.it/url?sa=i&rct=j&q=&esrc=s&frm=1&source=images&cd=&cad=rja&docid=F8eD4qWJWcJpbM&tbnid=vU0pkOFCQCQ0uM:&ved=0CAUQjRw&url=http://ralph-dte.eu/tag/diametro-valvola-aspirazione/&ei=PoE7Ut6ZLK6o0AXR44DYDw&bvm=bv.52434380,d.d2k&psig=AFQjCNFwUHSFdZ0-kg9JLOFVDqL8Lw5DWw&ust=1379717723239361

http://www.google.it/url?sa=i&rct=j&q=&esrc=s&frm=1&source=images&cd=&cad=rja&docid=F8eD4qWJWcJpbM&tbnid=vU0pkOFCQCQ0uM:&ved=0CAUQjRw&url=http://ralph-dte.eu/tag/diametro-valvola-aspirazione/&ei=PoE7Ut6ZLK6o0AXR44DYDw&bvm=bv.52434380,d.d2k&psig=AFQjCNFwUHSFdZ0-kg9JLOFVDqL8Lw5DWw&ust=1379717723239361




Department of Industrial EngineeringThe GREET Model

• Argonne National Laboratory (U.S. Dept. of Energy) has a recognized leadership in performing LCA analyses.

• Its work led to the development of a tool, called GREET(Greenhouses gases, Regulated Emissions, and Energy use in Transportation) model, specific for the automotive sector.

• This software provides a comprehensive, lifecycle based approach to compare energy use and emissions of conventional (ICEVs) and advanced vehicle technologies (HEVs, PHEVs and EVs).

44





Department of Industrial EngineeringGREET Models: Vehicle

Operation• The vehicle operation model

contains aggregate data on the following processes per each fuel type:– Usage of fuel, taking into account

combustion and other chemical reactions.

– Maintenance of the vehicle.





Department of Industrial EngineeringGREET Models: Fuel-cycle

• The fuel-cycle model contains aggregate data on the following processes per each fuel type:– Production, transport and storage

of the primary energy source;

– Production, transport, storage and supply of fuel.





Department of Industrial EngineeringGREET Models: Vehicle Cycle

• The vehicle-cycle model takes into account:– Extraction, recycle and

processing of raw materials;– Manufacturing and assembly of

vehicle's components;– Disposal and recycle of the

vehicle.





Department of Industrial EngineeringLCA for solar hybridized vehicle

• A life-cycle assessment study of several mobility options, performed by GREET software, shows that a suitable solution to reduction of total energy consumption and greenhouse gases emissions in short/medium term could be the conversion of conventional vehicles into hybrid solar vehicles.

• Shifting from a conventional car to EV/HEV/PHEV reduces energyconsumption in vehicle operation but increases energy consumptionassociated to vehicle cycle, requiring massive car scrapping.

F A Tiano, G Rizzo, G De Feo, S Landolfi (2018) Converting a Conventional Car into a Hybrid Solar Vehicle: a LCA Approach In: E-CoSM 2018, September 20-22, 2018, Changchun, China.






Benefit assessment of the kit for solar hybridization

• Goals: Study of effects of battery sizes, wheel motors

power, and PV panels surface and efficiency over real driving cycles combined with usage patterns for European customers and different charging scenarios.

• Approach: A Matlab/Simulink model of a conventional

vehicle equipped with an aftermarket hybridization kit, including wheel motors, auxiliary Lithium-ion battery, optional flexible photovoltaic panels.

• Main findings:• driving distance and type (urban vs. highway) and the

availability of charging infrastructure play an important role in fuel economy of the vehicle;

• in spite of high cost of the flexible PV panels, the solutions without PV panels result in higher paybacktime for any in-wheel motor and battery configuration;

• strong reduction of fuel consumption and CO2

emissions (18-20% for selected configurations), comparable with HEVs benefits, but at lower investment cost. 49

V Marano, H Medina, M Sorrentino, G Rizzo (2013) A Model to Assess the Benefits of an After-Market Hybridization Kit based on Realistic Driving Habits and Charging Infrastructure SAE International Journal of Alternative Powertrains 471-481 12.

G Rizzo, M Sorrentino, I Arsie (2014)Numerical analysis of the benefits achievable by after-market mild hybridisation of conventional cars International Journal of Powertrains, Vol. 3, No.4 pp. 420 - 435





Department of Industrial EngineeringOptimal energy management of

Through the Road HEV’s

• Goals: study of the effects of different TTR architectures (ideal, with and without Drive by Wire) on fuel economy.

• Approach: Optimization of Power Split ratio in charge sustaining mode (without solar contribution) for various TTR architectures on different driving cycles.

• Tools: Longitudinal Matlab model of a TTR hybridized vehicle coupled with a Dynamic Programmingalgorithm.

• Main findings: Best fuel consumption benefit in urban driving (FUDS), 20% with ideal hybridization, 13% with DBW and 10% without DBW. Recharging mode is adopted only with more efficient electric machines.

50

C Pisanti, G Rizzo, V Marano (2014) Energy Management of Through-The-Road Parallel Hybrid Vehicles In: Proceedings of the 19th IFAC World Congress, Cape Town, August 24-29, 2014 Edited by:IFAC. 2118-2124.

G.Rizzo, M.Naddeo, C.Pisanti (2018) Energy Management and Control of a Hybridized Vehicle, International Journal of Powertrains, Vol. 7 (1-3), pp. 249-280

SOC values of a TTR HEV vehicle vs. HEV, for a driving cycle FUDS.





Department of Industrial EngineeringWhy do not simply connect

WM to gas pedal?

• Car waiting at the light stop

• Engine is ON, Neutral gear

• Mummy strolls the baby

• The driver may push gaspedal for impatience…

• Wheel Motors get the cargoing…

Wheel Motors must be disconnected by the gas pedalwhen gear is not engaged!Active gear detection needed.

M D’Agostino, M Naddeo, G Rizzo (2014) Development and validation of a model to detect active gear via OBD data for a Through-The-Road Hybrid Electric Vehicle In: Proceedings of IFAC 19th World Congress, Cape Town, August 24-29, 2014 Edited by:IFAC. 6618-6623.






Drivability effects in hybridizedvehicles

52I Arsie, M D'Agostino, V Marano, M Naddeo, C Pisanti, G Rizzo (2014) Analysis of Actuation Delaysin the Control System of a Hybridized Vehicle In: 69 Congresso ATI.

• Goals: study of the effects of actuation delaysand Power Split on drivability of a hybridized vehicle.

• Approach: Computation of an irregularity indexby means of a forward longitudinal vehicle model in Matlab/Simulink including driver simulation. The effects played by Power Splitand by the delays of actuation related to the frequency of data acquisition from OBD and associated to electrical and mechanical response of the wheel motors have been analyzed.

• Main findings: The delays have little effects on drivability until 0.2 s. The delay on VMU is more critical. The study of combined effects has shown that delays tend to offset each other, and that for realistic values of the delays the increase in the irregularity index is very limited. Without use of Drive by Wire, adoption of Power Split > 0.7 results in bad drivability. Effects of VMU delay [s] on

irregularity index






The distribution of the braking torque between front and rear axles is achieved through the definition of a region of braking eligibility in order to:• Carry out a safe braking, within grip limit• Maximize the braking torque on rear axle

𝑚 ሶ𝑢 = −(𝑋1 + 𝑋2)

0 = 𝑍1 + 𝑍2 −𝑚𝑔

0 = 𝑋1 + 𝑋2 ℎ − 𝑍1 ∗ 𝑎 + 𝑍2 ∗ 𝑏

𝑍1 = 𝑊1 + ∆𝑍 = 𝑊1 −𝑚ℎ

𝑙ሶ𝑢

𝑍2 = 𝑊2 − ∆𝑍 = 𝑊2 +𝑚ℎ

𝑙ሶ𝑢

During braking phases ( ሶ𝑢 < 0):

The maximum deceleration is obtained when:

𝑋1 = 𝜇𝑍1𝑋2 = 𝜇𝑍2

ሶ𝑢 𝑚𝑎𝑥 = 𝜇𝑔𝑋1𝑝 = 𝜇(𝑊1 +𝑚

ℎ

𝑙𝜇𝑔)

𝑋2𝑝 = 𝜇(𝑊2 −𝑚ℎ

𝑙𝜇𝑔)

In case of braking on front axle or rear axle only:

𝑋10 =𝜇𝑊1

1 − 𝜇ℎ𝑙

𝑋20=𝜇𝑊2

1 + 𝜇ℎ𝑙

Elegible braking region identification

Force and torque balance:

Static load

Dynamic effect





Department of Industrial EngineeringBraking strategy

Rear wheels greep limit

Front wheelsgreep limit

Rear wheels braking force

Front wheelsbraking force

Max braking

Increasingdeceleration

Conventionalbraking force distribution

Potential increase of regenerativebraking on rear wheels

A

B

Braking force distribution

A: conventional (about 65 front - 35 rear)

B: new (maximize rear braking)

In order to maximize energy recoveryfrom electric motors on rear wheels, a new braking strategy has been adopted.

The knowledge of frictioncoefficient or ABS isneeded in order to

identify the region of safebraking

Before implementation, a check on maximum

deliverable wheel motortorque must be performed





Department of Industrial EngineeringThermal effects for PV on cars

• In order to develop mathematical models for making cost-benefit analysis in designing a solar assisted electric or hybrid vehicle and to achieve real-time optimal management of energy flows, a reliable estimation of the useful energy from PV is needed.

• In this paper a model able to estimate temperature effects for PV panels installed on a car is developed.

• The results of simulation over a route and varying time, speed and panel orientationare presented and discussed.

• Thermal effects are of relevant importance for PV design and for real time control (e.g. climate control for parking).

F A Tiano, G Rizzo (2018) A Thermal Model for Photovoltaic Panels Installed on a Vehicle Body 14th International Symposium on Advanced Vehicle Control, AVEC'18, July 16-20, 2018, Beijing.





Department of Industrial EngineeringCharging Stations for EV’s

• The diffusion of EVs is strongly limited by charging issues and their impact on electricity grid network.

• The paper analyses the possible recourse to recharging stations based on compressed air energy storage (CAES) system for reducing the impact of recharging stations on power system operation.

• A model for design and optimization of a compressed air energy storage (CAES) system with volumetric compressor and expander is presented in the paper.

• The results of an optimization analysis based on the application of Dynamic Programming are presented and discussed, evidencing the potential benefits of this solution.

F A Tiano, G Rizzo, D Marra (2018) Design and Optimization of a Charging Station for Electric Vehicles based on Compressed Air Storage In: 15th IFAC Symposium on Control in Transportation Systems, June 6-8 2018, Savona, Italy






PER FINIRE





Department of Industrial EngineeringIpse dixit

• "Everything that can be invented has been invented.”– Charles Holland Duell (1850-

1920), Dirigente dell’ufficiobrevetti americano, 1899.

• “That the automobile haspractically reached the limit of its development is suggested by the fact that during the pastyear no improvements of a radical nature have beenintroduced.” – Scientific American, Jan. 2, 1909

58





Department of Industrial EngineeringRange Extender Wankel





Department of Industrial Engineering1884 - Il primo generatore

elettrico mobile, mosso da una turbina a vapore.

• Questa macchina è l'antenata delle centrali termoelettriche a vapore. Quando furono introdotte le dinamo si scoprì che esse avrebbero dovuto girare a velocità molto maggiori di quelle assicurate dai motori a vapore dell'epoca.

• L’inglese Charles Parsons (1854–1931) sviluppò una turbina a reazioneche, per le sue dimensioni contenute, poteva girare alla velocità di 18000 giri al minuto, ed era accoppiata ad una dinamo ad alta velocità progettata da Parson stesso.

60

Il generatore mobile di Parson. Un

generatore simile fu usato per

illuminare una pista di pattinaggio nel

gennaio 1886, per raccogliere fondi

per l'ospedale di Newcastle.





Department of Industrial EngineeringGrazie!

61

Domande?


13 settembre 2018 tavola rotonda «sistemi energetici e ... · eprolab energy and propulsion lab...

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