UNITED STATES PATENT AND TRADEMARK OFFICE
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`BEFORE THE PATENT TRIAL AND APPEAL BOARD
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`FORD MOTOR COMPANY
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`Petitioner,
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`PAICE LLC & ABELL FOUNDATION, INC.
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`Patent Owner.
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`DECLARATION OF PAULINA LUBACZ.
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`I, Paulina Lubacz, hereby declare as follows:
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`I am presently employed as the Chief Operating Officer at Durham
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`University. Durham University is a collegiate research university located in the Durham,
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`I have personal knowledge of the matters stated below. I am over 18 years of
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`age, and I am competent to testify regarding the following.
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`2.
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`It is the normal course of business for the library services to index and
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`catalogue doctoral thesis papers that are submitted by students at Durham University.
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`Attached as Exhibit A to my declaration is a true and accurate copy of a
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`doctoral thesis titled “Some drive train control problems in hybrid i.c. engine/‘battery
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`electric vehicles” that was authored by Philip Wilson Masding.
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`Page 1 of 257
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`The first page of Exhibit A includes an imprint of Durham University
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`Main Library’s property stamp together with a stamped date of “2 November 1989.” This
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`property stamp and date would have been placed on the thesis at the time it was being
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`processed by the library services at Durham University.
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`5.
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`As is the normal practice at Durham University, the property stamp is also
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`repeated on page 101 of the doctoral thesis attached as Exhibit A.
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`I have been informed by library services that between the processing date
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`of November 2, 1989 and November 2011, if no embargo on access was requested by the
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`author, there would have existed no time between the processing date of November 2,
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`1989 and November 2011 when the doctoral
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`thesis attached as Exhibit A was not
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`publically available at the library of Durham University. The library has no record of any
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`embargo having been requested for the doctoral thesis attached as Exhibit A.
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`The doctoral thesis attached as Exhibit A would therefore have been
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`indexed and searchable by the general public since around November 2, 1989.
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`8.
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`The doctoral thesis attached as Exhibit A would have been indexed and
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`searchable by the general public well before September 1997.
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`9.
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`Durham University is currently in the process of digitizing hard-bound
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`doctoral thesis papers.
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`The hard-bound version of the doctoral thesis attached as Exhibit A was
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`removed from the library’s shelves in November 2011 for digitizing.
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`The doctoral thesis attached as Exhibit A was digitized on December 10,
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`2012 and deposited with the Durham University e-Thesis repository on February 8, 2013.
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`Page 2 of 257
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`12.
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`The doctoral thesis attached as Exhibit A is now available for download
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`by the public through Durham University’s e-Thesis repository at the following weblink:
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`http://etheses.dur.ac.uk/6408/.
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`I declare under the penalty of perjury that the foregoing is true and
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`accurate to the best of my knowledge.
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`6. Ikélolg
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`Date
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`/T
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`Paulina Lubacz
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`Durham E-Theses
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`Some drive train control problems in hybrid i.c
`engine/battery electric vehicles
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`Masding, Philip Wilson
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`How to cite:
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`Masding, Philip Wilson (1988) Some drive train control problems in hybrid i.c engine/battery electric
`vehicles, Durham theses, Durham University. Available at Durham E-Theses Online:
`http://etheses.dur.ac.uk/6408/
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`Use policy
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`The full-text may be used and/or reproduced, and given to third parties in any format or medium, without prior permission or
`charge, for personal research or study, educational, or not-for-prot purposes provided that:
`• a full bibliographic reference is made to the original source
`• a link is made to the metadata record in Durham E-Theses
`• the full-text is not changed in any way
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`The full-text must not be sold in any format or medium without the formal permission of the copyright holders.
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`Please consult the full Durham E-Theses policy for further details.
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`Academic Support Oce, Durham University, University Oce, Old Elvet, Durham DH1 3HP
`e-mail: e-theses.admin@dur.ac.uk Tel: +44 0191 334 6107
`http://etheses.dur.ac.uk
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`2
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`Some Drive Train Control Problems In
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`Hybrid i.c Engine/Battery Electric Vehicles
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`The copyright of this thesis rests with the author.
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`No quotation from it should be published without
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`his prior written consent and information derived
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`from it should be acknowledged.
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`by Philip Wilson Masding B.Sc.
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`A Thesis Submitted for the Degree of Doctor of Philosophy
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`School of Engineering and Applied Science
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`University of Durham
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`'-"
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`NOV 1989
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`Declaration
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`None of the work contained in this thesis has been previously submitted
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`for a degree in this or any other university.
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`It is not part of a joint research
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`project.
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`Copyright
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`The copyright of this thesis rests with the author. No quotation
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`from it should be published without his prior written consent and information
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`derived from it should be acknowledged.
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`Acknowledgements
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`I would like to acknowledge the tremendous support and encouragement I
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`have had from my supervisor, Dr.
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`J.R. Bumby, throughout this research.
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`am also grateful to Mr N. Herron and Mr K. McGee for their assistance in
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`maintaining and building the rig and to Mr N. Herron in particular who designed
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`the mechanical system for the gearbox. Finally I would like to thank Mr C. Dart
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`for his help with electrical work on the rig.
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`I am also grateful to the Ford Motor Company, Lucas Chloride E.V. Systems
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`Ltd., and Shell Research Ltd. for the provision of equipment.
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`Abstract
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`This thesis describes the development of a microprocessor based control
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`system for a parallel hybrid petrol/electric vehicle.
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`All
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`the fundamental»
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`systems needed to produce an operational vehicle have been developed and
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`tested using a full sized experimental rig in the laboratory.
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`The work begins with a review of the history of hybrid vehicles,
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`placing emphasis on the ability of the petrol electric design to considerably
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`reduce the consumption of oil based fuels, by transferring some of the load
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`to the broad base of fuels used to generate electricity.
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`Efficient operation of a hybrid depends on the correct scheduling of
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`load between engine and motor, and correctgchoice of gear ratio. To make
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`this possible torque control systems using indirect measurements provided
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`by cheap sensors, have been developed. Design of the control systems is
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`based on a theoretical analysis of both the engine and the motor. Prior to
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`final controller design, using the pole placement method, the transfer functions
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`arising from the theory are identified using a digital model reference technique.
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`The resulting closed loop systems exhibit well tuned behaviour which agrees
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`To complete the component control structure, a pneumatic actuation
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`system was added to a ‘manual gearbox’ bringing it under complete computer
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`control. All aspects of component control have been brought
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`together so
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`that an operator can drive the system through simulated cycles. Transitions
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`between modes of operation during a cycle are presently based on speed, but
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`the software is structured so that efficiency based strategies may be readily
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`incorporated in future.
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`Consistent control over cycles has been ensured by the development
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`of a computer speed controller, which takes the -place of an operator. This
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`system demonstrates satisfactory transition between all operating modes.
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`CONTENTS
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`List of Symbols
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`List. or Fig-.m=s
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`CHAPTER 1:
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`INTRODUCTION
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`1.1 Possible Improvements or Alternatives to I.C. Engine Vehicles
`1.1.1 Novel Engines
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`1.1.2 The Electric Vehicle
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`1.2 The History of Hybrid I.C. Engine/Electric Passenger Cars
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`1.3 The Context of the Present Work
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`CHAPTER 2: THE LABORATORY TEST SYSTEM
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`2.1 Load Emulation
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`2.2 The Hybrid Drive System
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`2.3 Computer Control and Signal Monitoring
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`2.3.1 Motorola M68000 System
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`2.3.2 Duet 16 Personal Computer
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`2.4 Instrumentation
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`2.5 Software System
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`2.5.1 System Initialisation
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`2.5.2 Active Rig Control
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`2.5.3 Data Logging
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`2.5.4 Data Transfer
`2.5.5 Data Analysis
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`2.6 Discussion
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`2.7 Sol't.wa1'c DOCLl111€11l~E1.llOI]
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`CHAPTER 3: PHYSICAL ANALYSIS OF THE ENGINE AND MOTOR 57
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`3.1 Analysis of the Electric Traction System
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`3.1.1 D.C. Machine Analysis
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`3.1.2 Motor Torque Equation
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`3.1.3 The Effects of the Power Electronic Controller
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`3.2 Physical Analysis of the I.C. Engine
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`3.2.1 Inlet Manifold Pressure Variations
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`3.2.2 Transfer Function for Engine Torque
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`3.2.3 Throttle Servo-System
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`3.2.4 Engine Speed on No-Load
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`3.3.5 Transfer Function for Engine No-Load Speed
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`CHAPTER 4: EXPERIMENTAL IDENTIFICATION RESULTS
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`4.1 Calibration of Indirect Torque Measurements
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`4.1.1 Engine Torque Model Calibration
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`4.1.2 Engine Torque Model Testing
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`4.1.3 Motor Torque Model Calibration and Testing
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`4.2 Gain Functions for the Three Operating Modes of the Motor 83
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`4.2.1 Field Boost Mode
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`4.2.2 Full Field Mode
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`4.2.3 Field Weakening Mode
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`4.3 Transfer Function Identification
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`4.4 Transfer Function Identification for the Motor
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`4.4.1 The Closed Loop Transfer Functions for Current
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`_.4.4.2 Direct Identification of the Motor Torque
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`Transfer Function
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`4.5 Manifold filling Delay and Engine Torque Variations
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`4.6 Engine No—Load Speed Transfer Function
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`4.7 Discussion
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`CHAPTER 5: CONTROLLER DESIGN
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`5.1 Controller Design Method
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`5.2 Control Algorithm
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`5.3 Design of Individual Controllers
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`. 5.3.1 Engine Torque
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`5.3.2 Electric Motor Torque Control
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`5.3.3 Motor Torque Control Test Results
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`5.3.4 Mode Determination
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`iv
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`118
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`121
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`123
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`123
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`126
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`127
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`128
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`Page 11 of 257
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`FORD 1910
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`Page 11 of 257
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`FORD 1910
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`5.3.5 Engine Speed Synchronisation
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`5.3.6 Engine Starting and Load Transfer
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`5.4 Quantisation Errors and Noise
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`5.5 Model Reference Controller Design
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`5.5.1 Application of the Model Reference Technique
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`to the Motor
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`5.6 Discussion
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`CHAPTER 6: THE AUTOMATED GEAR CHANGING SYSTEM
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`6.1 The Case for a Variable Transmission in Road Vehicles
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`6.2 Variable Transmission Systems
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`6.3 Transmission System Hardware on the Hybrid Vehicle Rig
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`6.4 Interface Circuitry
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`6.5 Software Control
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`6.5.1 Stage 1: Shift
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`into Neutral
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`6.5.2 Stage 2: Speed Matching
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`6.5.3 Stage 3: Engaging the New Gear
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`6.5.4 Error Handling
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`6.5.5 Location on Power Up
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`6.6 Results
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`6.7 Discussion
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`CHAPTER 7:
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`INTEGRATED DRIVE TRAIN CONTROL AND
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`DRIVE CYCLE TESTING
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`7.1 Component Sequencing Control
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`7.2 A Speed Based Mode Controller
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`7.3 Drive Cycle Testing
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`7.3.1 Speed Conversions
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`7.4 Complete Computer Control
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`7.4.1 The Speed Control Loop
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`7.5 Automated Cycle Control Using the
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`Speed Based Mode Controller
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`7.5.1 Preliminary All Electric Performance
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`Page 12 of 257
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`FORD 1910
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`Page 12 of 257
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`FORD 1910
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`7.5.2 Calibration of the Expert System
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`7.5.3 All Electric Performance with Expert Control
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`7.5.4 Effect of Mode Transitions and Gear Changes
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`7.6 Discussion
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`CHAPTER 8: CONCLUSIONS AND PROPOSALS
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`FOR FUTURE WORK
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`8.1 General Conclusions
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`8.2 Proposals for Future Work
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`REFERENCES
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`Page 13 of 257
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`FORD 1910
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`Page 13 of 257
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`FORD 1910
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`List of Symbols
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`Zero of gC('w’).
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`Coeflicient of drag
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`Coefficient of rolling resistance
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`Back e.m.f. voltage, V
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`Counter value from flywheel speed probe
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`Number of teeth on the flywheel speed probe gear
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`Gain of gc(w’).
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`Armature closed loop transfer function
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`P+I Controller in w’-plane form.
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`Bilinear discretisation of gc(w’
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`Final drive ratio
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`Field closed loop transfer function
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`Armature current, A
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`Field current, A
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`Mean field current during a transient, A
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`Flywheel inertia, kgmz
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`Equivalent inertia of vehicle mass M, kgm2
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`Constant relating dynamometer speed to load
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`Scaling factor, flywheel count
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`to roadspeed
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`Back e.m.f. constant (= —2"TI(§1)
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`gaT3/2
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`Manifold filling delay gain
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`Gain of armature controller
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`Power stroke delay gain
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`Motor torque constant
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`Gain of engine torque/ speed transfer function
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`Manifold pressure/throttle gain
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`Page 14 of 257
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`FORD 1910
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`vii
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`Page 14 of 257
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`FORD 1910
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`La
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`L;
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`m,,
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`me
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`M
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`mm
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`N
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`N0
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`P,-C
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`pm
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`Armature inductance, H
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`Field inductance, H
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`Mass air flow into inlet manifold, kg/s
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`Mass charge flowing out of inlet manifold, kg/s
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`Vehicle mass, kg
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`Mass of gaseous mixture in the inlet manifold, kg
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`Engine or motor speed, r.p.m.
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`Speed at which linearisation takes place, r.p.m.
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`Adaptive gain matrix
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`Engine power, kW
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`Inlet manifold depression, mbar
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`p,,,(0)(N)
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`Manifold depression at no load and N r.p.m., mbar
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`Ra
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`Rf
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`rm
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`Tm
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`Tf
`T,c
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`T,
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`t,
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`T,
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`'0“
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`11,:
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`12,-
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`a(9,,,)
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`,3,
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`[3(0,,,)
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`A
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`Armature resistance, 9
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`Field resistance, 9
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`Vehicle wheel radius, m
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`Motor torque, Nm
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`Torque in gearbox output shaft, Nm
`Engine torque, Nm
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`-
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`Vehicle aerodynamic and rolling resistance loss torque, Nm
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`Controller design criteria:
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`rise time, sec
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`Control system sampling period, sec
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`Armature voltage, V
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`Field voltage, V
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`Adaptive error at jtl‘ sampling point
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`Field current set-point function
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`Plant model coeflicient vector
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`Armature current set-point function
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`Signifies small change in variable
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`Page 15 of 257
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`FORD 1910
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`viii
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`Page 15 of 257
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`FORD 1910
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`Controller design criteria damping factor
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`Engine throttle position, O.9° steps
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`Demand throttle position, O.9° steps
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`Electric motor accelerator/ brake demand
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`Mean demand value during transient
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`Inlet manifold filling time constant, sec
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`Engine inertia time constant, sec
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`Field flux, Wb
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`Plant model input/output vector
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`(,'~ont.roller
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`torque (lcma.ncl
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`Page 16 of 257
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`FORD 1910
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`Page 16 of 257
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`FORD 1910
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`List. of Figures
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`Fig.
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`1.1 Series Hybrid Electric Vehicle Drive Train
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`Fig.
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`1.2 Parallel Hybrid Electric Vehicle Drive Traiii
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`Fig.
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`1.3 Typical Engine Efiiciency ivlnp for a -‘3Uk\N LC. Engine
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`Fig.
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`1.4 Influence of V\"eighting Factor on the Perforinaiice. of
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`the Hybrid
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`Vehicle
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`30
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`Fig.
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`1.5 Use of the Engine Over an Urban Driving Cycle for an O})l.l1]'1E1.lly
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`Controlled Hybrid Vehicle
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`Fig.
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`1.6 Possible Hybrid Vehicle Control System
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`Fig.
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`2.1 Test Bed Layout
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`Fig. 2.2 Power Loading Provided by the Dynamoineter
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`Fig. 2.3 Test Bed Coniputing and Interface Equipment
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`Fig.
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`2.4] Software Structure
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`30
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`Fig. 3.] Elenients of the Electric Traction Drive
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`Fig.
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`332 Block Diagram of Electric Motor Equations
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`Fig. 3.3 Variation ofiField Current. With Operating Mode
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`Fig. 3.4 Block Diagram for Motor Current Control
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`Fig. 3.5 Engine Pliysical Processes
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`Fig.
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`Block Diagram for the Tlirottle Servo—System
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`Fig. 4.1 I.(‘. Engine Power (‘lmracteristics
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`4.2.
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`l.C. Engine Power Cliaracteristics: Veu'ia.t.io11 of Regression Con-
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`sta.nt.s with Speed
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`H
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`103
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`Fig.
`-1.3 Coinparisoii of Torque Transducer Measureinents with l.C?. Engine
`Torque Prediction
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`104
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`Fig. 4.4 The Effect of the Engine Cooling Fan on Torque.
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`l\/I.ea.surenient.s 104
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`Fig. 4.5 \}iriation of Motor Torque C'0nsta.nt. with Field Current
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`105
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`Page 17 of 257
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`y
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`3‘
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`FORD 1910
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`Page 17 of 257
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`FORD 1910
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`Fig. 4.6 Verification of tlie lndirect. Torque l\.’l(?EI.S11I‘C1l]CI1l.5 for
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`the l\/[otor 105
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`Fig. —‘1—.T(a.)
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`\/'eiria.1.ion 01‘ Field Current. witli lnput Demand in the Field Boost.
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`Mocle
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`106
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`Fig. 47(1)) Veu'ia1.ion oli Ar1na.1.ure Current with Input. Demand in the Field
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`l30o.s'l.
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`l\«’l0(le
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`1 06
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`Fig.
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`4.8 VEtI‘la.l-lC)1] of C'urrent. with Input. De11‘1a.nd in the Full Field Mode
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`107
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`Fig.
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`4.9(a.) V:-Lria.tion of Field Current‘. with Input Demand in the Field
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`Weakening Mode
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`10?
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`Fig. 49(1)) Va.riat.ion of Armature Current. with Input Demand in the Field
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`VVea.l<ening Mode
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`108
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`Fig. 4.10 Adaptive 1dentific.a.1.ion Systeni
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`109
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`Fig. 4.11 Model 1dent.irica.t.ion for the Closed Loop Armature Current. Control
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`Response G'»,(:)
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`110
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`Fig. 4.12 (foniperrison of Torque Transfer Functions with Experiinental Data.
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`for
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`the Field Boost Mode
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`110
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`Fig.
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`4.13 Comparisons of Gains for
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`the l\’laniiiold Filling Delay and Steady
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`St.a.f.e Data Relaliing l\/lanifold Depression to Throttle Opening
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`111
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`Fig. 4.14 Block Diagram of the Linearised Engine Model
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`112
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`' Fig. 4.15 Engine Beherviour at 1000 r.p.m.
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`113
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`Fig. 4.16 Engine Behaviour at 3000 r.p.m.
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`113
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`Fig. 4.17 \'erificzLt.ion of Transfer Functions for Engine Speed on No—Load 114
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`Fig.
`4.16 Predicted and Mea.sured Torque and Current Responses for a
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`Transient in the Field Boost Mode
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`114
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`4.19 Predict.ed and Measurecl Torque and Currenl. Responses for a
`Fig.
`Transient in the. Full Field Mode
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`i
`115
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`Fig.
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`4.20 Predicted and Mea.sured Torque eind Current. Responses for a
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`Transient
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`in the Field \/\"eerl<()ning l\lode
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`115
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`Page 18 of 257
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`1
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`FORD 1910
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`Page 18 of 257
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`FORD 1910
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`

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`Fig. 4.21 Motor Torque Model: Test for the Direct. Identifiration in the Field
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`Boost
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`l\/lode
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`110
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`Fig. 4.22 Motor Torque Model: Test
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`for the Direct
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`ldentification in the Full
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`Field Mode
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`115
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`Fig.
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`4.22’; Motor Torque Model: Test
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`for the Direct
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`ldeiitifi<"a.t.ion in the Field
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`VVea.kening Mode
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`I
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`117
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`Fig. E-.l(a.) Uiicoinpensatecl L0<‘11s for Control of Engine Torque at 2000 r.p.n1.
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`145
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`Fig. 5.l(l)) Compensated Locus for Control of Engine Torque at 2000 r.p.m.
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`5.'2(a) Simulated and Experimental Performance of the Engine Torque
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`Control System at 2(jl0(f) r.p.ni.
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`146
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`532(1)) Siniuleitecl and Experimental Performance of the Engine Torque
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`Control S_\-'Sl-€11] at 3(l0(l r.p.m.
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`146
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`5.3 Engine Torque Control System: Coinparison ofllnrlirect and Direct
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`148
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`Torque Measurements During a. Large Step Disturbance
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`-5.4 l\lotor Torque Control System
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`:3..3(e1) Uiicompensatecl Locus for Motor Torque Control
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`in the Field
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`Boost Mode
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`149
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`.5.5(l))‘Compensated Locus for Motor Torque Control in the Field Boost
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`l\'Iode
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`149
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`5.6(a) i\‘lotor Torque C‘-ontrol Test
`Fig.
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`Conditions
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`in the Field Boost Mode at Design
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`1.50
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`Fig. 5.6(l)) Motor Torque Control Test
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`in the Field Boost Mode Away From
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`Design ('on(litions
`Fig. 5.7 l\lotor Torque Control Test
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`in the Full Field Mode
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`5.S(a)
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`l\’lotor Torque Control Test
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`in the Field \/Veakeiiiiig Mode at
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`Design C'ondit.ions
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`Fig. 58(1)) 1\/Iotor Torque Control Test
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`in the Field VVe.akening Mode Away
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`From Design Conditions
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`Fig. 5.9 Motor Torque Coiitrol De.m<»ns1.ra.ting Sa.tisl'a.ctory Transition Between
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`Operating Modes
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`153
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`5.10 Motor T0r(1u(‘ Control:
`Fig.
`the Field Boost Mode
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`l‘:tlec1. of Using Field Wealieuing Gains in
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`Fig. 5.11 Engine Speed Control Block Diagrznii
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`154
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`5,12(a) Unc.ompensat.ecl Locus for Control of Engine Speed on No-Load
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`5.12(l)) C-oinpensated Locus for Control of Engine Speed on No—Load
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`5.13 Step Test for the Engine Speed Control System
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`5.14 Analysis of the Engine Starting and Load Transfer Process
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`5.15 Hill Climbing Control Design Process
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`156
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`1.57
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`5.16 Locus. of Control Paranieters During a. Hill Cliinl) Design Procedure
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`5.17 Comparison of Reference Model Performance and_._ Cont.rol System
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`Designed hy the Hill Clnnh Method
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`158
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`6.1 Road Load and Motor Operating Curves for All Electric Vehicles
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`178
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`Fig.
`Trac‘r-i\-'e Effort and Road Load Curves for All Electric Vehicles
`Showing the Eliect of Gear Ratio
`I
`179
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`Fig. 6.3 The Clearchange l\/leclianisin
`180
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`Fig. 6.4 The Pneu1natic'Circuit
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`Fig. 6.5 Regions Covered by the Position Sensors
`Fig. 6.6 Gear Change Algorithm Flowcliart.
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`181
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`183
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`Fig. 6.7(a) Torque and Speed Profiles During a Down Change from Third to
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`Fig. 6.7(l)') Torque and Speed Profiles During an Up Change from Second to
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`Thircl
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`7
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`Fig.
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`6.8(a.) Stage Timings for a. Down Cliaiige from Tliirrl
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`to Second
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`Fig. 68(1)) Stage Timings for an Up Change. from Sevsond to Third
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`7.1.
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`(f'omple1.e Veh<'i<‘le Component. Control Systein
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`Fig. 7.2 Fl0WCl1EtI‘l-
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`for Component Sequencing Logic
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`7.3 EC'E'15 Cycle with Manual A(‘('€l(’I‘£1.l»Ol’
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`and Brake Control
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`Fig.
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`7.4- Block Diagrani
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`for
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`/\ut.o1nal.iC Cycle Speed Control
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`7.5 Identifica.f.ion Experiment
`the Flywheel and Dynanioinetei‘
`Fig.
`for
`Fig. 7.6 Coiiipeiisertecl Locus for the Flywlieel and Dynamoniel.e1'
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`Fig.
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`7.7 Step Test. for
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`the Cycle Speed Control System
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`Fig. 7.8(a) ECE15 Cycle Using the Uninodifiecl Speed Controller
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`Fig. 7.8(l)) Varia.’r.ion in l\/lotor Torque
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`Fig.
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`7.9 Flywheel Inertia ('alil)ration
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`184
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`1 5
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`Fig. 7.10(a) ECEl5 Cycle Using the Exper1 Control Systeni
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`212
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`710(1)) Varia.t.ion in Motor Torque Showing lm1neclia.1.e Drop at. Breal
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`212
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`7.1l(21) EC-E15 Cycle Using Speed Based Mocle a.n(l Gear Sliifting
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`St.rat.egy
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`Fig. 7.11(l)) Variation in Motor Torque
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`Fig.
`Fig.
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`7.11(C) Varia.tion in Engine Torque
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`7.i1‘.-3(a) ECEI5 Cycle Using Batltery Recharge Mocle
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`Fig.
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`7.1'2(l)) \’ariation in Engine and Motor Torque
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`Page 21 of 257
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`
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`CHAPTER 1
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`INTRODUCTION
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`Conventional internal combustion (i.c.) engine vehicles, based on the
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`Otto and Diesel cycles, have dominated road vehicle transport for the greater
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`part of this century. Among their many advantages are unlimited range, ease
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`of refuelling, good power characteristics and the low cost materials required for
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`their construction [JPL, 1975 pp 3-2][Unnewehr and Nasar, 1982 pp 214-217]
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`Despite these facts conventional vehicles bring with them problems of air
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`pollution and inefficient use of dwindling fuel resources, which at the present
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`rates may be depleted early in the twenty-first century [Foley, 1976]. Although
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`diminishing energy resources, and in particular depletion of fossil fuels, poses
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`a problem to many areas of technology it
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`is particularly pronounced in the
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`transport sector where the choice of fuels is most restricted. This dependence
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`on one type of
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`fuel
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`is
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`illustrated by examining figures
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`for
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`total energy
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`consumption in Britain over
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`recent years.
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`Energy consumption i11 Britain
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`peaked in about 1973 [Bumby and Clarke, 1982] subsequently falling by 11%
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`in the years up to 1981 as a result of price rises, conservation measures and
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`recession.
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`Price rises were particularly great
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`for oil based fuels and many
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`non transport users switched to gas or coal over'this time period. As a
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`result of this switch over amongst more flexible users, the transport sector has
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`become responsible for using a progressively greater proportion of the total
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`amount of oil used in the U.K. Over the period 1973-1981 this proportion
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`rose dramatically from 29% to 47%. Further analysis of the transport sector
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`itself shows that most fuel
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`is used by passenger cars.
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`In 1978 such vehicles
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`accounted for 63% of all
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`fuel used in vehicles, whilst
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`the public transport
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`sector for example, including taxis, coaches and buses used only 4.4% of the
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`total
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`[Dept.
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`of Energy, 1978].
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`Faced with this heavy dependence on oil,
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`inspite of its likely exhaustion in the relatively near term,
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`Page 22 of 257
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`increasing interest
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`in possible alternative vehicle propulsion systems over the
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`last
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`twenty years. Amongst
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`the many possible alternative power plants are
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`the Stirling engine,
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`the Brayton engine (gas turbine) the all electric vehicle
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`and the hybrid vehicle [JPL, 1975]. Of these alternatives the hybrid power
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`plant is the subject of the present study. A hybrid power plant maybe defined
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`as one that is powered by two or more energy sources and as such there are
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`a multitude of possible combinations. Examples of some which have been
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`investigated are:
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`Heat engine/battery electric
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`Flywheel/ battery electric
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`Heat engine/flywheel/battery electric .
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`Pneumatic/battery electric
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`Battery/battery
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`The purpose of this study is to consider the control problems relating to the
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`heat engine/battery electric power train in particular. As many authors have
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`pointed out
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`[Mitcham and Bumby, 1977][Unnewehr and Nassar, 1982] using
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`two power plants adds considerably to the complexity and cost of the whole
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`vehicle and hence the power
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`train must offer other compensating factors
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`such as lower
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`reduced pollution and less noise in sensitive
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`areas. Of the alternatives to conventional
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`i.c.
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`vehicles mentioned earlier,
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`the electric vehicle would seem to offer all
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`these advantages without
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`the
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`added complexity of a duel power source. Unfortunately, due to current
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`battery technology, e