The effects of drive cycle accessory load and degree of hybridization on fuel economy and emissions for hybrid electric buses

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dc.contributor Williams, Keith A.
dc.contributor Carlson, Eric S.
dc.contributor.advisor Midkiff, K. Clark
dc.contributor.author Chen, Dennis
dc.date.accessioned 2017-02-28T22:24:08Z
dc.date.available 2017-02-28T22:24:08Z
dc.date.issued 2010
dc.identifier.other u0015_0000001_0000218
dc.identifier.other Chen_alatus_0004M_10288
dc.identifier.uri https://ir.ua.edu/handle/123456789/724
dc.description Electronic Thesis or Dissertation
dc.description.abstract Hybrid Electric Vehicles (HEVs) have gained much attention in recent years. This is mainly due to rising fuel prices and increasing environmental awareness. By implementing electricity as one of the power sources, a HEV can not only reduce fuel consumption but can also decrease tailpipe emissions. In this thesis, the software package Powertrain Systems Analysis Toolkit (PSAT) was chosen as the simulation tool to model several bus powertrain configurations - conventional, three different degrees of hybridization parallel hybrid electric (PHEB), and a series hybrid electric (SHEB) to predict fuel economy and emissions level. The simulations were run with a typical accessory load, 15 kW, for a 40-foot transit bus as well as for no accessory load. The effect of accessory load on fuel economy was identified. Four different drive cycles - Manhattan, UDDS, CBD, and WVU City cycles - that covered a wide range of driving conditions were chosen as the testing cycles for the simulations. For no accessory load, it was found that the PHEB1, which had the highest degree of hybridization, yielded the best fuel economy improvement on all four drive cycles. The highest fuel economy improvement without accessory load, 121.9%, was found for the Manhattan cycle. The maximum fuel economy improvement, 51.8%, for a 15 kW accessory load also occurred running the Manhattan cycle, and was achieved by the PHEB1 as well. The maximum fuel economy reduction with a 15 kW accessory load was 48.9%. The largest emissions reductions with a 15 kW of accessory load were achieved by the PHEB1 operated in the Manhattan cycle, with NOx and PM emissions reductions of 73.4% and 45.9% over the conventional bus, respectively. Based on the emissions analysis, a bus with better fuel economy tends to have lower emissions and a bus with lower gas mileage usually produces more emissions, although there were some exceptions in the inverse relationship between gas mileage and emissions level.
dc.format.extent 152 p.
dc.format.medium electronic
dc.format.mimetype application/pdf
dc.language English
dc.language.iso en_US
dc.publisher University of Alabama Libraries
dc.relation.ispartof The University of Alabama Electronic Theses and Dissertations
dc.relation.ispartof The University of Alabama Libraries Digital Collections
dc.relation.hasversion born digital
dc.rights All rights reserved by the author unless otherwise indicated.
dc.subject.other Engineering, Mechanical
dc.title The effects of drive cycle accessory load and degree of hybridization on fuel economy and emissions for hybrid electric buses
dc.type thesis
dc.type text
etdms.degree.department University of Alabama. Dept. of Mechanical Engineering
etdms.degree.discipline Mechanical Engineering
etdms.degree.grantor The University of Alabama
etdms.degree.level master's
etdms.degree.name M.S.


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