Electric Powertrain Topology Analysis and Design for Heavy-Duty Trucks
Powertrain system design optimization is an unexplored territory for battery electric trucks, which only recently have been seen as a feasible solution for sustainable road transport. To investigate the potential of these vehicles, in this paper, a variety of new battery electric powertrain topologi...
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| Format: | Article |
| Language: | English |
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MDPI AG
2020-05-01
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| Series: | Energies |
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| Online Access: | https://www.mdpi.com/1996-1073/13/10/2434 |
| _version_ | 1797568183576559616 |
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| author | Frans J. R. Verbruggen Emilia Silvas Theo Hofman |
| author_facet | Frans J. R. Verbruggen Emilia Silvas Theo Hofman |
| author_sort | Frans J. R. Verbruggen |
| collection | DOAJ |
| description | Powertrain system design optimization is an unexplored territory for battery electric trucks, which only recently have been seen as a feasible solution for sustainable road transport. To investigate the potential of these vehicles, in this paper, a variety of new battery electric powertrain topologies for heavy-duty trucks is studied. Thereby, topological design considerations are analyzed related to having: (a) a central or distributed drive system (individually-driven wheels); (b) a single or a multi-speed gearbox; and finally, (c) a single or multiple electric machines. For reasons of comparison, each concurrent powertrain topology is optimized using a bilevel optimization framework, incorporating both powertrain components and control design. The results show that the combined choice of powertrain topology and number of gears in the gearbox can result in a 5.6% total-cost-of-ownership variation of the vehicle and can, significantly, influence the optimal sizing of the electric machine(s). The lowest total-cost-of-ownership is achieved by a distributed topology with two electric machines and two two-speed gearboxes. Furthermore, results show that the largest average reduction in total-cost-of-ownership is achieved by choosing a distributed drive over a central drive topology (−1.0%); followed by using a two-speed gearbox over a single speed (−0.6%); and lastly, by using two electric machines over using one for the central drive topologies (−0.3%). |
| first_indexed | 2024-03-10T19:52:51Z |
| format | Article |
| id | doaj.art-b1ef9427c77740249b945f291aa210d0 |
| institution | Directory Open Access Journal |
| issn | 1996-1073 |
| language | English |
| last_indexed | 2024-03-10T19:52:51Z |
| publishDate | 2020-05-01 |
| publisher | MDPI AG |
| record_format | Article |
| series | Energies |
| spelling | doaj.art-b1ef9427c77740249b945f291aa210d02023-11-20T00:14:28ZengMDPI AGEnergies1996-10732020-05-011310243410.3390/en13102434Electric Powertrain Topology Analysis and Design for Heavy-Duty TrucksFrans J. R. Verbruggen0Emilia Silvas1Theo Hofman2Department of Mechanical Engineering, Eindhoven University of Technology, P.O. Box 513, 5600 MB Eindhoven, The NetherlandsDepartment of Mechanical Engineering, Eindhoven University of Technology, P.O. Box 513, 5600 MB Eindhoven, The NetherlandsDepartment of Mechanical Engineering, Eindhoven University of Technology, P.O. Box 513, 5600 MB Eindhoven, The NetherlandsPowertrain system design optimization is an unexplored territory for battery electric trucks, which only recently have been seen as a feasible solution for sustainable road transport. To investigate the potential of these vehicles, in this paper, a variety of new battery electric powertrain topologies for heavy-duty trucks is studied. Thereby, topological design considerations are analyzed related to having: (a) a central or distributed drive system (individually-driven wheels); (b) a single or a multi-speed gearbox; and finally, (c) a single or multiple electric machines. For reasons of comparison, each concurrent powertrain topology is optimized using a bilevel optimization framework, incorporating both powertrain components and control design. The results show that the combined choice of powertrain topology and number of gears in the gearbox can result in a 5.6% total-cost-of-ownership variation of the vehicle and can, significantly, influence the optimal sizing of the electric machine(s). The lowest total-cost-of-ownership is achieved by a distributed topology with two electric machines and two two-speed gearboxes. Furthermore, results show that the largest average reduction in total-cost-of-ownership is achieved by choosing a distributed drive over a central drive topology (−1.0%); followed by using a two-speed gearbox over a single speed (−0.6%); and lastly, by using two electric machines over using one for the central drive topologies (−0.3%).https://www.mdpi.com/1996-1073/13/10/2434powertrainsoptimizationelectric vehiclestopology design |
| spellingShingle | Frans J. R. Verbruggen Emilia Silvas Theo Hofman Electric Powertrain Topology Analysis and Design for Heavy-Duty Trucks Energies powertrains optimization electric vehicles topology design |
| title | Electric Powertrain Topology Analysis and Design for Heavy-Duty Trucks |
| title_full | Electric Powertrain Topology Analysis and Design for Heavy-Duty Trucks |
| title_fullStr | Electric Powertrain Topology Analysis and Design for Heavy-Duty Trucks |
| title_full_unstemmed | Electric Powertrain Topology Analysis and Design for Heavy-Duty Trucks |
| title_short | Electric Powertrain Topology Analysis and Design for Heavy-Duty Trucks |
| title_sort | electric powertrain topology analysis and design for heavy duty trucks |
| topic | powertrains optimization electric vehicles topology design |
| url | https://www.mdpi.com/1996-1073/13/10/2434 |
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