Accounting for the Variation of Driver Aggression in the Simulation of Conventional and Advanced Vehicles: Preprint Page: 4 of 10
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Vehicle Simulation
Vehicle simulation is conducted to achieve two goals: (1) to
generate powertrain specifications for models of comparable
conventional vehicles (CVs), HEVs, PHEVs, and BEVs; and
(2) to simulate the fuel consumption of these different
powertrains when subjected to the driving requirements of
real-world operators (as defined by the real-world drive data
discussed previously).
For both tasks, we employ the NREL-developed ADVISOR
vehicle simulator to calculate the energy consumption of
different powertrains under both industry-standard and real-
world drive cycles [7]. Operating in the MATLAB/Simulink
environment, ADVISOR employs a hybrid backward/forward-
facing approach to evaluate system interactions and
performance relative to individual component limitations.
To calculate the powertrain specifications of comparable CVs,
HEVs, PHEVs, and BEVs, we simulate each architecture
iteratively with different combustion engines, electric motors,
and battery sizes until a 0-60 mph acceleration time of 9
seconds and a 40- or 75-mile all-electric range (AER) for the
PHEV and BEV, respectively, are achieved simultaneously.
Note that the range is determined via the usable energy of the
battery and the calculated vehicle efficiency of the UDDS and
HWFET cycles combined and adjusted in a manner
representative of the two-cycle approximation to the U.S.
Environmental Protection Agency's combined city and
highway window-sticker rating per [8]. A midsize sedan with
a coefficient of drag of 0.3 and a frontal area of 2.27 m2 is
assumed in all cases, as is a 136 kg cargo mass. The HEV and
PHEV are modeled with a parallel engine/motor
configuration, and are held to a 40% degree of hybridization.
The HEV battery was sized to approximate existing
commercial HEVs [9]. Additional inputs and results are
presented in Table 1.
Subsequently, we apply these models to calculate the vehicle
efficiency of each powertrain for four industry-standard drive
cycles (HWFET, UDDS, LA92, and US06), as well as each of
the processed real-world drive days discussed above. For
vehicle record simulations, we lock the PHEV in charge
depleting (CD) and charge sustaining (CS) modes separately;
in doing so, we ignore the AER limitations of the PHEV and
allow it to operate in CD mode indefinitely.5"0
S40
m3010
I I I
I I
HWFET
USQ6
LAS2
UDDS
I I II
I
I
Los Angeles Austin San Antonic Houston Sid Cycles
Figure 1. Speed statistics for four real-world drive data sets
25
216 -
15 T
65 I I I
---I
O 5 ILA92
EUDDS
rHWFETLos Angeles Austin San Antonio Houston Std Cycles
Figure 2. Acceleration
2
1
Los Angelesstatistics forfour real-world drive
data setsHouston
UDDS
LA92
US06
HWFET
Std CyclesFigure 3. Kinetic intensity statistics for four real-world drive
data sets2
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Neubauer, J. & Wood, E. Accounting for the Variation of Driver Aggression in the Simulation of Conventional and Advanced Vehicles: Preprint, article, March 1, 2013; Golden, Colorado. (https://digital.library.unt.edu/ark:/67531/metadc827555/m1/4/: accessed April 17, 2024), University of North Texas Libraries, UNT Digital Library, https://digital.library.unt.edu; crediting UNT Libraries Government Documents Department.