A transition to low speed vehicles (LSVs), a federally-designated class of vehicles smaller, lighter and slower (limited to maximum speeds between 20 and 25 mph) than conventional automobiles, for intra-city travel offers several advantages. Their smaller size provides roadway space for other modes such as cycling and reduces the amount of land dedicated to vehicles. Their lower maximum speeds are more compatible with operation in populated areas where cars traveling at 30 mph prove deadly for pedestrians and people biking, and their energy usage and emissions are less than conventional automobiles. Communities such as Lincoln, CA, Peachtree City, GA, and those in the South Bay Cities and Western Riverside Councils of Governments in California recognize the benefits of using LSVs and actively provide infrastructure and programs to support their use. Considering the advantages of LSVs, this dissertation demonstrates potential ways to transition to LSVs and seeks to answer a question considered key to their adoption as the means of motorized travel in the city: Could LSVs also offer a travel time advantage? The basis for this seemingly paradoxical question is the observation that because of their smaller size, lower weight, and slower speed, more space- and operationally-efficient intersections, such as LSV-scaled roundabouts, overpasses and interchanges, are possible within the existing right-of-way to replace signalized intersections. The hypothesis that LSVs can offer comparable or better travel time compared to conventional automobiles assumes the removal of intersection delay will allow LSVs to make-up for their slower speeds. The methodology to test the hypothesis uses dynamic traffic assignment to compare average system, corridor and origin to destination travel times for conventional automobiles and LSVs in a subnetwork of Austin, Texas during transition periods when both vehicles are permitted and when only LSVs may be used for intra-city motorized travel. The findings indicate LSVs can offer similar and in some cases better average travel times than those for conventional automobiles, especially for the LSV-only network. However, careful planning is required during the transition stages when both vehicle types are in operation to maintain acceptable travel times for both conventional automobiles and LSVs. / text

Η παρούσα διπλωματική εργασία πραγματεύεται τη θεωρητική ανάλυση και προσομοίωση διάταξης φόρτισης ηλεκτροχημικών συσσωρευτών για ηλεκτροκίνητο όχημα καθώς και την κατασκευή της για την πειραματική απόδειξη της ορθής λειτουργίας της. / This thesis deals with the theoritical analysis and simulation of power supply for electric vehicle and the construction for experimental evidence for the proper functioning of the power supply.

No description available.

This thesis investigates modeling and simulation of hybrid electric vehicles with particular emphasis on transient modeling and real-time simulation. Three different computer models, i.e. a steady state model, a fully-detailed transient model and a reduced-intensity transient model, are developed for a hybrid drive-train in this study. The steady-state model, which has low computational intensity, is used to determine the optimal battery size and chemistry for a plug-in hybrid drive-train. Simulation results using the developed steady state model show the merits of NiMH and Li-ion battery technologies. Based on the obtained results and the reducing cost of Li-ion batteries, this battery chemistry is used throughout this research. A fully-detailed transient model is developed to simulate the vehicle behaviour under different driving conditions. This model includes the dynamics of the power train components such as the engine, the power-electronic converters and vehicle controllers of all levels. The developed transient model produces an accurate representation of the drive-train including the switching behaviour of the power electronic converters. A reduced-intensity transient model (also referred to as a dynamic average model) is developed for real-time hardware-in-loop simulation of the vehicle. By reducing the computational demand of the detailed transient model using averaging techniques, the reduced-intensity model is implemented on a real-time simulator and is interfaced to an external subsystem such as an actual battery. The setup can be used to test existing and emerging battery technologies, which may not have an accurate mathematical model. Extensive tests are performed to verify the accuracy and validity of the results obtained from the developed hardware-in-loop simulation setup.

This thesis investigates modeling and simulation of hybrid electric vehicles with particular emphasis on transient modeling and real-time simulation. Three different computer models, i.e. a steady state model, a fully-detailed transient model and a reduced-intensity transient model, are developed for a hybrid drive-train in this study. The steady-state model, which has low computational intensity, is used to determine the optimal battery size and chemistry for a plug-in hybrid drive-train. Simulation results using the developed steady state model show the merits of NiMH and Li-ion battery technologies. Based on the obtained results and the reducing cost of Li-ion batteries, this battery chemistry is used throughout this research. A fully-detailed transient model is developed to simulate the vehicle behaviour under different driving conditions. This model includes the dynamics of the power train components such as the engine, the power-electronic converters and vehicle controllers of all levels. The developed transient model produces an accurate representation of the drive-train including the switching behaviour of the power electronic converters. A reduced-intensity transient model (also referred to as a dynamic average model) is developed for real-time hardware-in-loop simulation of the vehicle. By reducing the computational demand of the detailed transient model using averaging techniques, the reduced-intensity model is implemented on a real-time simulator and is interfaced to an external subsystem such as an actual battery. The setup can be used to test existing and emerging battery technologies, which may not have an accurate mathematical model. Extensive tests are performed to verify the accuracy and validity of the results obtained from the developed hardware-in-loop simulation setup.

On a larger scope, improving the hybrid electric vehicles (HEVs) and electric vehicles (EVs) could address the public concern on climate changes and environmental issues. While ongoing research at the University of Waterloo targets improving HEVs and EVs through studying their various components, there was a pressing need to develop setups or tools to assist in the progress of this research. Hence, the primary problem at hand was the time-consuming and costly procedure of developing individual experimental setups/tools for the proposed experiments. The approach taken to solve these interconnected challenges was the design and development of a modular test bench capable of running various hardware-in-the-loop (HIL) studies on HEV powertrain components. The HIL approach was adopted in order to increase the accuracy of computer-generated simulations through the use of physical components in combination with software simulations. MATLAB Simulink software was employed to create the models and programs, which were then downloaded to dSPACE, a device employed to control the various components of the test bench. The scope of this project expanded not only to accommodate specific experimental setups, such as the HWFET drive cycle test, but also to consider modularity requirements that would address unforeseen circumstances and experimental needs. Meeting the modularity requirements would greatly reduce the cost and time needed for running the experiments. As a result of this project, a test bench was developed with four major components: a modular area (for attaching various physical components that comprise the proposed experiment’s setup), a control panel, a dSPACE, and the electrical energy supply and load. Through running various experiments, numerous components of the test bench were characterized. The developed test bench is capable of accommodating various experimental setups as well as producing relevant data for further analysis. The implications of this project are that the ongoing research on HEVs at the University of Waterloo can now employ the test bench to run proposed experiments more effectively in order to obtain more accurate data.

On a larger scope, improving the hybrid electric vehicles (HEVs) and electric vehicles (EVs) could address the public concern on climate changes and environmental issues. While ongoing research at the University of Waterloo targets improving HEVs and EVs through studying their various components, there was a pressing need to develop setups or tools to assist in the progress of this research. Hence, the primary problem at hand was the time-consuming and costly procedure of developing individual experimental setups/tools for the proposed experiments. The approach taken to solve these interconnected challenges was the design and development of a modular test bench capable of running various hardware-in-the-loop (HIL) studies on HEV powertrain components. The HIL approach was adopted in order to increase the accuracy of computer-generated simulations through the use of physical components in combination with software simulations. MATLAB Simulink software was employed to create the models and programs, which were then downloaded to dSPACE, a device employed to control the various components of the test bench. The scope of this project expanded not only to accommodate specific experimental setups, such as the HWFET drive cycle test, but also to consider modularity requirements that would address unforeseen circumstances and experimental needs. Meeting the modularity requirements would greatly reduce the cost and time needed for running the experiments. As a result of this project, a test bench was developed with four major components: a modular area (for attaching various physical components that comprise the proposed experiment’s setup), a control panel, a dSPACE, and the electrical energy supply and load. Through running various experiments, numerous components of the test bench were characterized. The developed test bench is capable of accommodating various experimental setups as well as producing relevant data for further analysis. The implications of this project are that the ongoing research on HEVs at the University of Waterloo can now employ the test bench to run proposed experiments more effectively in order to obtain more accurate data.

Thesis (M.S.)--Oregon State University, 2005. / Printout. Includes bibliographical references (leaves 86-87). Also available on the World Wide Web.

Thesis (Ph.D.)--University of California, Berkeley, 2009. / Text document in PDF format. Title from PDF title page (viewed on April 3, 2010). "Fall, 2009." Includes bibliographical references (p. 84-90).

Thesis (Ph. D.)--University of Rhode Island, 2003. / Typescript. Includes bibliographical references (leaves 210-214).