• Energy Research

Abstract This paper presents a technique for the lane keeping and the longitudinal speed control of an autonomous vehicle with the combination of an MPC and a PID control. The goal of the proposed control method is to minimize the lateral deviation and relative yaw angle with respect to the planned trajectory, while driving the vehicle at the highest acceptable longitudinal speed. The reference profile of the longitudinal speed is computed considering both the lateral and longitudinal dynamic of the vehicle. The vehicle is represented by means of a linear 3-DoF bicycle model. The control algorithm takes the road lane boundaries as the only external input. The proposed strategy is validated in simulation on three distinct driving scenarios.

This work presents a novel electromagnetic clutch installed on the crankshaft pulley to decouple the internal combustion engine from the front-end accessory drive of a P0 hybrid electric vehicle. The objective is to supply the air conditioning compressor directly with the belt starter–generator electric machine without dragging the inertia of the engine during engine fuel cut-off phases. This operation yields an improved vehicle energetic efficiency and allows for uninterrupted air conditioning also when the start–stop function is activated. This paper focuses on the mechanical assembly and electromagnetic behavior of the device. Furthermore, two position-sensorless techniques are proposed to estimate the clutch state. The effectiveness of the proposed solution is experimentally validated on a dedicated test bench. Experimental tests demonstrated that the opening and closing phases required 50 and 25ms, respectively, thereby satisfying the time constraints for switching different operating modes in a vehicle (∼100ms).

A P0 system is used in hybrid automobiles to improve engine economy and performance. An essential element of the P0 system for effectively transmitting power to the drive train is the belt drive system (BDS). The features of electric machine (EM) and internal combustion engines (ICE) are taken into account by standard energy management systems, such as the equivalent consumption minimization strategy (ECMS). In order to maximize the effectiveness of the P0 system, this work provides a novel formulation of the ECMS, which considers the power loss map of the BDS in addition to the characteristic maps of EM and ICE. A test bench is built up to characterize the BDS, and it is verified using an open-loop Hardware in the Loop (HIL) in the WLTP driving cycle. To find the most appropriate equivalence factors for the ECMS, which would ordinarily be tuned through trial and error, a genetic algorithm (GA) is used. With regard to the standard ECMS, the proposed methodology intends to reduce fuel usage and CO2 emissions. Two belts in BDS were tested in the WLTP to achieve CO2 savings of 1.1 and 0.9 [g/km], indicating the enhancement of system performance by using the BDS power loss maps in ECMS.

Abstract A small thermoelectric generator to power autonomous sensors in remote environmental sites is studied, designed, realized, characterized, and tested. The thermoelectric phenomena, applied to our device, are theoretically introduced and experimentally verified by directly measuring the physical quantities when the thermoelectric generator operates in working conditions. The device is then tested under different external conditions, showing that it is able to supply, for sufficient long time, an output voltage higher than 200 mV and an output power on the order of 10 mW when a temperature difference higher than 10 K and a load resistance close to the internal resistance are considered. Furthermore we developed a devoted power conditioning circuit in order to usefully manage the output voltage. Finally, we tested the device in real operative conditions.

This study addresses the optimized design of electro-hydrostatic regenerative shock absorbers to enhance vibrational energy recovery in ground vehicles, aiming to reduce carbon footprint. The design strategy focuses on maximizing regeneration efficiency while minimizing actuator volume. Important trade-offs are considered as constraints, such as ride comfort and road holding. The approach employs a multi-objective evolutionary genetic algorithm, validated through numerical analysis, and applied to design a prototype. Experimental results show a peak regeneration efficiency of 45%, and simulations on a class-B vehicle indicate an average regenerated power of 101 W per shock absorber, corresponding to a CO2 emission reduction of 5.25 g/km.

Abstract The constant need to reduce emissions in the automotive sector has driven the electrification of powertrain and chassis. To comply with this trend and decrease the bound even further, the present paper proposes the use of hydraulic regenerative shock absorbers for automotive suspension systems. The conversion of linear into angular motion and the suitable control of an integrated electric machine allow to transform part of the vibrational energy into electricity. In these damping devices, the key element is the motor-pump unit that is interfaced onto a conventional hydraulic cylinder architecture. Hence, the proposed research focuses on this component by investigating different design aspects in all the domains of interest. The objective is to optimize the energy conversion efficiency of the unit without affecting its damping control property. To give means of validation, a motor-pump prototype is built and experimentally characterized through a dedicated test rig.

Hybrid electric vehicles have proven to be an effective solution for the auto industry to satisfy the increasingly stringent CO2 regulations for the short-medium term. Proper sizing of the different components is required to benefit from the hybrid architecture full potential. This paper proposes a unified method that can be applied in both cases. The method uses the energy flow, storage, and consumption during a cycle to perform the sizing. A 350 V P2 plug-in hybrid and a 48 V P2 mild hybrid are taken as a case study. The sizing is performed by adopting the WLTP cycle and subsequently analyzing the energy profile.