The Subject of this work is the optimization of the control stratgy for a Plug-In Range Extender in order to decrease CO2 emissions with respect to the regulations. Therefore, the vehicle is equipped with a gasoline combustion engine, a high voltage battery and two electric motors. One electric motor propells the front axle and the other one is connected to the combustion engine to generate electric power. The control is restricted by customer requirements due to the concept of the vehicle. A Model-in-the-Loop is created to simulate the control strategy with support of a battery model. Therefore, the control strategy is optimized in a Matlab/Simulink environment. The simulation results are compared to tests on the dynamometer rig. The optimization highly depends on the specific goal function, which can be a global optimization or a local minimum to balance the State of Charge. Furthermore, customer related drive cycles are taken into account to analyze the control strategy. / Master of Science

Well reported problems around air quality and climate change, together with the energy crisis resulting from finite fossil fuel resources is motivating all the automotive manufacturers to develop new propulsion systems through electrification and hybridisation. The range extended electric vehicle (REEV) is one of these solutions that seeks a practical compromise between the on-board battery size and the one-charge driving range. The auxiliary power unit (APU) is the key component in a REEV and is designed to maintain the battery charge for long distance trips. Since the APU does not propel the vehicle, it only requires a small capacity engine with low-cylinder-count. This type of engine exhibits severe speed fluctuations due to its low firing frequency. As the engine and the M/G are isolated from the vehicle driving wheels, it is possible to use the electric machine to deliver a counteracting torque to the engine reducing the resultant torque spikes and thus the system speed oscillation but likely to increase the electric losses. This research work aims to minimise the speed fluctuation balanced against the extra losses introduced. A Dynamic Torque Control (DTC) strategy was designed and tested on an APU using a novel approach to achieve this target. The system components were modelled individually regarding to the prototype system specifications, which is developed within a collaborative R&D project. The empirical engine model was calibrated with extensive bench testing data to recreate the in-cycle torque waveforms. The motor/generator was modelled as a novel hybrid between an analytical model and an FEA model which allowed the winding inductance variation due to the current rise to be included in the model. This approach was designed to replicate the electric machine performance with high fidelity whilst keeping the computational time and cost low. With the help from the system model, the DTC torque demand patterns were designed based on detailed analysis of the contribution factors of the speed fluctuation and the electric machine losses. A unique Pareto Curve of the speed fluctuation reduction and the electrical loss was identified during the analysis and allowed the optimal demand pattern to be developed for a given torque capability electric machine. The simulation results showed that the system in-cycle speed fluctuations could be reduced by 16.4% and 19.11% at 2000rpm full load and 4500rpm full load condition respectively while the electric specific fuel consumption (ESFC) rose by 2.26% and 1.35% at the same operation points. The DTC strategy was implemented in the prototype APU and successfully tested on the rig at 2000rpm and 4500rpm. A reduction in the speed oscillation and the ESFC increase consistent with the simulation results were observed. The simulation estimates on ESFC was proved within an error of 2.19%. This research improves the insight into the mechanisms that are responsible for increased losses when dynamic torque control is used and develops an optimisation approach which takes account of these factors. When an electric machine, which does not have the same instantaneous peak torque capability as the engine, is used in an APU, a better compromise between speed fluctuation smoothing and system efficiency can be achieved.

A range extender in a battery electric vehicle supplements the existing drive system as an add-on module. Range extenders can comprise of any combination of conventional fuel, battery or fuel cell driven modules. The idea of a sub-system changes with the type of range extender. In this work, hydrogen generation is studied, a fuel is used to power the range extender via a fuel cell.The thesis presents the work in progress for development of the sub-system for a range extender based on on-board production of hydrogen for automobiles. Several aspects of chemistry play equally pivotal role in control, hassle-free operation and safety of the system. Aftertreatment of the fuel by-products is the notorious issue that limits the reusing the reactor effecting the range extender. Along with this, reducing the reaction time with minimal usage of fuel is investigated. Both of these pressing issues are resolved correspondingly to an extent with the addition of several chemicals. In addition, with the help of characterization techniques, a robust circular economy outlook of the range extender system has been initiated. / En distansförlängare i ett eldrivet fordon kompletterar det befintliga drivsystemet som en tilläggsmodul. Distansförlängaren kan vara olika kombinationer av konventionella bränsle-, batteri- och bränslecelldrivna moduler. Utformningen av de övriga delarna av undersystemet beror på vilken distansförlängare som används. I detta arbete drivs distansförlängaren av en bränslecell, bränslet till bränslecellen genereras i distansförlängaren. Avhandlingen presenterar det pågående arbetet för utvecklingen av undersystemet hos en distansförlängare. Undersystemet baseras på ombordsproduktion av väte för bilar. Flera aspekter av kemi spelar en lika viktig roll i kontroll, problemfri drift och säkerhet. Efterbehandling av bränslets biprodukter är det ständiga problemet som begränsar reaktorns återanvändbarhet vilket påverkar distansförlängaren. Tillsammans med detta undersöks minskning av reaktionstiden med minimal användning av bränsle. Båda dessa pressande problem löses i en utsträckning med tillsatsen av flera kemikalier. Dessutom har en robust cirkulärekonomisk syn på distansförlängaren utvecklats med hjälp av olika karakteriseringstekniker.

No description available.

This thesis describes the design of a four-stroke engine with two cylinders, using as a range extender. The first chapter briefly introduces the company Škoda Auto a.s., for which the range extender was designed. Also, there is a list of the available electric and hybrid vehicles manufactured by this company. The next chapter deals with the division of hybrid vehicles, as an intermediate step for the use of electric vehicles, the reason for their use and the definition of advantages and disadvantages of hybrid vehicles. Also, the range extender technology is described here. The third chapter contains a description of the conceptual design of the range extender and describes the design and balancing of the crankshaft in more detail. The last chapter describes the calculation of the crankshaft dynamics and the individual parts load. The resulting crankshaft safety is determined by comparing the calculated values with a series-produced 1.0 MPI evo engine, which is the base of the described range extender.

[ES] A la luz de la crisis medioambiental y del creciente interés en el uso del H2 para avanzar hacia la Economía del Hidrógeno, esta tesis tiene como objetivo analizar y optimizar nuevas arquitecturas de sistemas propulsivos de FCV para aplicaciones en turismos y vehículos pesados en términos de rendimiento, durabilidad e impacto medioambiental. Para ello, se ha desarrollado una plataforma de modelado de FCV multifísica y flexible que integra un modelo de pila de combustible validado junto con los componentes del BoP, los componentes mecánicos y eléctricos del vehículo y el sistema propulsivo, un modelo de degradación de FC semi-empírico informado por tendencias físicas diseñado para ser utilizado en condiciones de conducción y un optimizador de EMS en tiempo real que ofrece el mejor rendimiento dado un diseño de sistema propulsivo y un ciclo de conducción, de tal forma que todas las arquitecturas propuestas para una aplicación determinada sean comparables en términos justos. La discusión de los resultados puede dividirse en tres partes diferentes. La primera está orientada a la optimización del rendimiento del FCS. Los resultados de esta parte ayudaron a identificar la estrategia de gestión del aire que, dado un conjunto de restricciones impuestas en los componentes del BoP, maximizaba la potencia neta del FCS (eficiencia) para cada valor de densidad de corriente. El balance energético resultante, que comprende la potencia producida por la pila de combustible, las perdidas electroquímicas y el consumo de los componentes del BoP, fue analizado y utilizado para determinar y diseñar la estrategia de control de los actuadores del BoP para condiciones de conducción. La segunda parte se centra en la evaluación y optimización, cuando es posible, de la arquitectura FCREx para aplicaciones de turismos y la configuración multi-FCS para aplicaciones de vehículos de transporte pesado. Desde el punto de vista del rendimiento, la arquitectura FCREx ofrecía un consumo mínimo de H2 con una elevada potencia de la pila de combustible y una gran capacidad de la batería, pero este diseño podría ser prohibitivo en términos de costes. Podía ofrecer hasta un 16.8-25% menos de consumo de H2 y un 6.8% menos de consumo de energía. La limitación en la dinámica de esta arquitectura aumento la durabilidad de la FC en un 110% con una penalización en el consumo de H2 del 4.7%. La arquitectura multi-FCS para aplicaciones pesadas podría funcionar con una dinámica aún menor, con un aumento de la durabilidad de la pila del 471% con una penalización en el consumo de H2 del 3.8%, ya que el perfil de conducción de los vehículos pesados suele ser menos dinámico. El control y el dimensionamiento diferencial solo podrían aportar beneficios en términos de impacto ambiental o de coste, pero no de rendimiento. La última parte considera los resultados obtenidos en términos de rendimiento y durabilidad para analizar el impacto medioambiental de cada arquitectura. La estrategia de producción de H2 afecta significativamente a las emisiones del ciclo de vida en ambas aplicaciones sobre cualquier otra elección de diseño. El diseño óptimo para la arquitectura FCREx que minimiza las emisiones tiene una alta potencia de la pila de combustible y una capacidad moderada de la batería. En el caso de la aplicación para vehículos pesados, se identificó la dinámica de control óptima para cada diseño y estrategia de producción de H2, y se determinó que la estrategia de diseño de dimensionado diferencial solo proporcionaba beneficios si se consideraba una tecnología de pila de combustible diferente para las distintas pilas integradas en el sistema propulsivo. / [CA] A la llum de la crisi mediambiental i del creixent interés en l'ús de l'H2 per a avançar cap a l'Economia de l'Hidrogen, aquesta tesi té com a objectiu analitzar i optimitzar noves arquitectures de sistemes propulsius de FCV per a aplicacions en turismes i vehicles pesants en termes de rendiment, durabilitat i impacte mediambiental. Per a això, s'ha desenvolupat una plataforma de modelatge de FCV multifísica i flexible que integra un model de pila de combustible validat juntament amb els components del BoP, els components mecànics i elèctrics del vehicle i el sistema propulsiu, un model de degradació de pila de combustible semi-empíric informat per tendències físiques dissenyat per a ser utilitzat en condicions de conducció i un optimitzador d'EMS en temps real que ofereix el millor rendiment donat un disseny de sistema propulsiu i un cicle de conducció, de tal forma que totes les arquitectures proposades per a una aplicació determinada siguen comparables en termes justos. La discussió dels resultats pot dividir-se en tres parts diferents. La primera està orientada a l'optimització del rendiment del FCS. Els resultats d'aquesta part van ajudar a identificar l'estratègia de gestió de l'aire que, donat un conjunt de restriccions imposades en els components del BoP, maximitzava la potència neta del FCS (eficiència) per a cada valor de densitat de corrent. El balanç energètic resultant, que comprén la potència produïda per la pila de combustible, les pèrdues electroquímiques i el consum dels components del BoP, va ser analitzat i utilitzat per a determinar i dissenyar l'estratègia de control dels actuadors del BoP per a condicions de conducció. La segona part se centra en l'avaluació i optimització, quan ¿es possible, de l'arquitectura FCREx per a aplicacions de turismes i la configuració multi-FCS per a aplicacions de vehicles de transport pesat. Des del punt de vista del rendiment, l'arquitectura FCREx oferia un consum mínim d'H2 amb una elevada potència de la pila de combustible i una gran capacitat de la bateria, però aquest disseny podría ser prohibitiu en termes de costos. Podia oferir fins a un 16.8-25% menys de consum d'H2 i un 6.8% menys de consum d'energia. La limitació en la dinàmica d'aquesta arquitectura va augmentar la durabilitat de la pila en un 110% amb una penalització en el consum d'H2 del 4.7%. L'arquitectura multi-FCS per a aplicacions pesades podria funcionar amb una dinàmica encara menor, amb un augment de la durabilitat de la pila del 471% i una penalització en el consum d'H2 del 3.8%, ja que el perfil de conducció dels vehicles pesants sol ser menys dinàmic. El control i el dimensionament diferencial només podrien aportar beneficis en termes d'impacte ambiental o de cost, però no de rendiment. L'última part considera els resultats obtinguts en termes de rendiment i durabilitat per a analitzar l'impacte mediambiental de cada arquitectura. L'estratègia de producció d'H2 afecta significativament a les emissions del cicle de vida en totes dues aplicacions sobre qualsevol altra elecció de disseny. El disseny òptim per a l'arquitectura FCREx que minimitza les emissions té una alta potència de la pila de combustible i una capacitat moderada de la bateria. En el cas de l'aplicació per a vehicles pesants, es va identificar la dinàmica de control `optima per a cada disseny i estratègia de producció d'H2, i es va determinar que l'estratègia de disseny de dimensionament diferencial només proporcionava beneficis si es considerava una tecnologia de pila de combustible diferent per a les diferents piles integrades en el sistema propulsiu. / [EN] In light of the environmental crisis and the growing interest in the use of H2 to advance toward the Hydrogen Economy, this thesis aims at analyzing and optimizing novel FCV powerplant architectures for passenger car and heavy-duty vehicle applications in terms of performance, durability, and environmental impact. For that purpose, a multi-physics flexible FCV modeling platform was developed integrating a validated FC stack model together with the BoP components, the mechanical and electrical components of the vehicle and powertrain, a semi-empirical physics-informed FC degradation model designed to be used in driving conditions and a real-time EMS optimizer that offers the best performance given a powerplant design and driving cycle so that all the proposed architectures for a given application are comparable. The discussion of the results can be divided into 3 different parts. The first one is oriented towards the FCS performance optimization. The results in this part helped to identify the air management strategy that, given a set of constraints imposed in the BoP components, maximized the FCS net power output (efficiency) for each value of current density. The resulting energy balance comprising the FC stack power produced, the electrochemical losses, and the consumption of the BoP components was analyzed and used to determine and design the control strategy of the BoP actuators for driving cycle conditions. The second part is focused on the evaluation and optimization, when possible, of the FCREx architecture for passenger car applications and the multi-FCS configuration for heavy-duty vehicle applications. Performance-wise the FCREx architecture offered minimum H2 consumption with high FC stack power and high battery capacity, but this design could be prohibitive in terms of costs. It could offer up to 16.8-25% lower H2 consumption and 6.8% lower energy consumption. Limiting the dynamics of this architecture increased the FC durability by 110% with a penalty in H2 consumption of 4.7%. The multi-FCS architecture for heavy-duty applications could operate with even lower dynamics, with an increase in the FC durability of 471% with a penalty in H2 consumption of 3.8%, since the driving profile of heavy-duty vehicles is usually more steady. Differential control and sizing could only provide benefits in terms of environmental impact or cost, not performance. The last part considers the results obtained in terms of performance and durability to analyze the environmental impact of each architecture. The H2 production pathway affected significantly the life cycle emissions of both applications over any other design choice. The optimum design for FCREx architecture that minimized emissions had high FC stack power and moderate battery capacity. In the case of heavy-duty application, the optimum control dynamics for each design and H2 production pathway were identified, and the differential sizing design strategy was determined to only provide benefits if different FC stack technology was considered for the various stacks in the powerplant. / López Juárez, M. (2022). Analysis of Hydrogen Fuel Cell Powerplant Architectures for Future Transport Applications [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/189212

Brennstoffzellen stellen aufgrund ihrer Vielseitigkeit, ihres Wirkungsgrades und ihrer systembedingten Vorteile eine ausgezeichnete Lösung zur Erzeugung von elektrischer Energie bei Bedarf dar. Zahlreiche Projekte haben die prinzipielle Einsatzbereitschaft dieser Technologie für stationäre, maritime und mobile Anwendungen gezeigt. Der Markthochlauf steht jedoch derzeit vor einigen Hürden. Besonderes Augenmerk wird darauf gelegt, wie kleine und mittlere Unternehmen (KMU) diese überwinden können. Diese Hindernisse werden im Kontext der allgemeinen Marktsituation im Allgemeinen sowie in der Brennstoffzellenindustrie grundlegend analysiert. Möglichkeiten zur Kostensenkung bei steigenden Produktionsmengen und zur Sicherstellung der erforderlichen Produktqualität werden diskutiert. Die zu produzierenden Stückzahlen sind je nach Marktsegment sehr unterschiedlich. Daher ist es unerlässlich, dass die Produktionskapazitäten mit der tatsächlichen Nachfrage nach Brennstoffzellensystemen und -produkten wachsen. Ein universelles Brennstoffzellensystem, das nur einfache Anpassungen für verschiedene Anwendungen erfordert, kann hier eine Lösung sein. / Fuel cells represent an excellent solution for generating electrical power on demand because of their versatility, efficiency and system-related advantages. Numerous projects have shown the readiness of this technology for stationary, maritime and mobile applications. However the market ramp-up presently faces certain hurdles. Particular attention is paid to how small and medium sized enterprises (SMEs) can overcome them. These obstacles are put in context by an analysis of the general market Situation within the fuel cell industry. Opportunities for the reduction of costs as production quantities ramp up whilst assuring the necessary product quality are discussed. The quantities involved are vary between individual market segments. Therefore it is imperative that production capacities grow in line with the actual demand for fuel cell systems and products. A universal fuel ce/1 system design which only needs simple adaptations for different applications can be a solution here.