Control System for a 373 kW, Intercooled, Two-Spool Gas Turbine Engine Powering a Hybrid Electric World Sports Car Class Vehicle

1998 ◽  
Vol 120 (1) ◽  
pp. 84-88 ◽  
Author(s):  
C. C. Shortlidge
Keyword(s):  
Control System ◽  
Gas Turbine ◽  
Electric Vehicle ◽  
Hybrid Electric Vehicle ◽  
Gas Turbine Engine ◽  
Propulsion System ◽  
System Control ◽  
Turbine Engine ◽  
Vehicle Propulsion ◽  
Hybrid Electric

SatCon Technology Corporation has completed design, fabrication, and the first round of test of a 373 kW (500 hp), two-spool, intercooled gas turbine engine with integral induction type alternators. This turbine alternator is the prime mover for a World Sports Car class hybrid electric vehicle under development by Chrysler Corporation. The complete hybrid electric vehicle propulsion system features the 373 kW (500 hp) turbine alternator unit, a 373 kW (500 hp) 3.25 kW-h (4.36 hp-h) flywheel, a 559 kW (750 hp) traction motor, and the propulsion system control system. This paper presents and discusses the major attributes of the control system associated with the turbine alternator unit. Also discussed is the role and operational requirements of the turbine alternator unit as part of the complete hybrid electric vehicle propulsion system.

scholarly journals Control System for a 373 kW, Intercooled, Two-Spool Gas Turbine Engine Powering a Hybrid Electric World Sports Car Class Vehicle

1996 ◽  
Author(s):  
Charles C. Shortlidge
Keyword(s):  
Control System ◽  
Gas Turbine ◽  
Electric Vehicle ◽  
Hybrid Electric Vehicle ◽  
Gas Turbine Engine ◽  
Propulsion System ◽  
System Control ◽  
Turbine Engine ◽  
Vehicle Propulsion ◽  
Hybrid Electric

SatCon Technology Corporation has completed design, fabrication, and the first round of test of a 373 kW (500 hp), two-spool, intercooled gas turbine engine with integral induction type alternators. This turbine-alternator is the prime mover for a World Sports Car class hybrid electric vehicle under development by Chrysler Corporation. The complete hybrid electric vehicle propulsion system features the 373 kW (500 hp) turbine-alternator unit, a 373 kW (500 hp) 3.25 kW-h (4.36 hp-h) flywheel, a 559 kW (750 hp) traction motor, and the propulsion system control system. This paper presents and discusses the major attributes of the control system associated with the turbine-alternator unit. Also discussed is the role and operational requirements of the turbine-alternator unit as part of the complete hybrid electric vehicle propulsion system.

Application of Direct-Drive Wheel Motor for Fuel Cell Electric and Hybrid Electric Vehicle Propulsion System

2006 ◽  
Vol 42 (5) ◽  
pp. 1185-1192 ◽  
Author(s):  
K.M. Rahman ◽  
N.R. Patel ◽  
T.G. Ward ◽  
J.M. Nagashima ◽  
F. Caricchi ◽  
...  
Keyword(s):  
Fuel Cell ◽  
Electric Vehicle ◽  
Hybrid Electric Vehicle ◽  
Propulsion System ◽  
Direct Drive ◽  
Drive Wheel ◽  
Vehicle Propulsion ◽  
Hybrid Electric

Hardware-in-the-loop simulation of fuel control actuator of a turboshaft gas turbine engine

2018 ◽  
Vol 233 (3) ◽  
pp. 969-977 ◽  
Author(s):  
Amin Salehi ◽  
Morteza Montazeri-Gh
Keyword(s):  
Control System ◽  
Gas Turbine ◽  
Electronic Control Unit ◽  
Control Unit ◽  
Gas Turbine Engine ◽  
Propulsion System ◽  
Hardware In The Loop ◽  
Electronic Control ◽  
Turbine Engine ◽  
Turboshaft Engine

The turboshaft engine is the major component in the propulsion system of most marine vehicles, and proper control of its function as a sub-system in the propulsion system has a direct impact on the performance of the vehicle’s propulsion control system. The engine performance control is performed through the fuel control system. The fuel control system of a turboshaft gas turbine engine consists of two parts: electronic control unit and fuel control unit which is the actuator of the fuel control system. In this article, a hardware-in-the-loop simulation is presented for testing and verifying the performance of the fuel control unit. In the hardware-in-the-loop simulation, the fuel control unit in hardware form is tested in connection with the numerically simulated model of engine and electronic control unit. In this simulation, a Wiener model for the turboshaft engine is developed which is validated with the experimental data. Subsequently, a multi-loop fuel controller algorithm is designed for the engine and the parameters are optimized so that the time response and physical constraints are satisfied. In the next step, a state-of-the-art hydraulic test setup is built and implemented to perform the hardware-in-the-loop test. The test system contains personal and industrial computer, sensors, hydraulic components, and data acquisition cards to connect software and hardware parts to each other. In this hardware-in-the-loop simulator, a host–target structure is used for real-time simulation of the software models. The results show the effectiveness of hardware-in-the-loop simulation in fuel control unit evaluation and verify the steady and transient performance of the designed actuator.

Technological analysis and fuel consumption saving potential of different gas turbine thermodynamic configurations for series hybrid electric vehicles

2019 ◽  
Vol 234 (6) ◽  
pp. 1544-1562
Author(s):  
Wissam Bou Nader ◽  
Yuan Cheng ◽  
Emmanuel Nault ◽  
Alexandre Reine ◽  
Samer Wakim ◽  
...  
Keyword(s):  
Gas Turbine ◽  
Fuel Consumption ◽  
Electric Vehicle ◽  
Power Unit ◽  
Hybrid Electric Vehicle ◽  
Auxiliary Power Unit ◽  
Auxiliary Power ◽  
Series Hybrid Electric Vehicle ◽  
Hybrid Electric ◽  
Technological Analysis

Gas turbine systems are among potential energy converters to substitute the internal combustion engine as auxiliary power unit in future series hybrid electric vehicle powertrains. Fuel consumption of these auxiliary power units in the series hybrid electric vehicle strongly relies on the energy converter efficiency and power-to-weight ratio as well as on the energy management strategy deployed on-board. This paper presents a technological analysis and investigates the potential of fuel consumption savings of a series hybrid electric vehicle using different gas turbine–system thermodynamic configurations. These include a simple gas turbine, a regenerative gas turbine, an intercooler regenerative gas turbine, and an intercooler regenerative reheat gas turbine. An energetic and technological analysis is conducted to identify the systems’ efficiency and power-to-weight ratio for different operating temperatures. A series hybrid electric vehicle model is developed and the different gas turbine–system configurations are integrated as auxiliary power units. A bi-level optimization method is proposed to optimize the powertrain. It consists of coupling the non-dominated sorting genetic algorithm to the dynamic programming to minimize the fuel consumption and the number of switching ON/OFF of the auxiliary power unit, which impacts its durability. Fuel consumption simulations are performed on the worldwide-harmonized light vehicles test cycle while considering the electric and thermal comfort vehicle energetic needs. Results show that the intercooler regenerative reheat gas turbine–auxiliary power unit presents an improved fuel consumption compared with the other investigated gas turbine systems and a good potential for implementation in series hybrid electric vehicles.

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