Pub Date : 2022-09-14DOI: 10.1109/ICEVT55516.2022.9924942
Dhani Ryandhi, A. I. Ismail, Faisal Manta
The train is a mode of transportation that offers characteristics and advantages because of its ability to transport passengers and goods in bulk, efficiently, sparingly on space use, and safely. The comfort and safety of the train cannot be separated from the structure of the train and the existing rail structure. A railway system generally consists of train buildings (carriages) and railroads. The rail structure consists of the rail itself, under which there are railway sleepers and a foundation or ballast. The sleeper serves as the foundation on which the rail rests. The materials used for sleepers are of various kinds, such as wood, steel, or reinforced concrete. Concrete or reinforced concrete with tension steel helps receive a load from the train tracks and wheels. Therefore, the sleepers can withstand impact loads. This study aims to analyze the effect of impact loads and sleeper reinforcement variations on railway sleepers’ resistance. Finite Element Analysis (FEA) is used to model and analyze the sleeper performance after impact loading. The variety of reinforcement used is 4, 6, and 8 rods with 7-type formations. The results that can be obtained are in the form of stress, load, and displacement values. The value of the stress on the whole system is 1860 MPa. The maximum load value is 245.33 kN for variations of 6 reinforcements formations 1. The displacement value is 14.03 mm. The simulation results and graphs show that the correct arrangement and number of reinforcements can increase the resistance of the railway sleeper.
{"title":"The Effect of Steel Reinforcement Number on the Resistance of Rail Sleepers of Passenger Railway","authors":"Dhani Ryandhi, A. I. Ismail, Faisal Manta","doi":"10.1109/ICEVT55516.2022.9924942","DOIUrl":"https://doi.org/10.1109/ICEVT55516.2022.9924942","url":null,"abstract":"The train is a mode of transportation that offers characteristics and advantages because of its ability to transport passengers and goods in bulk, efficiently, sparingly on space use, and safely. The comfort and safety of the train cannot be separated from the structure of the train and the existing rail structure. A railway system generally consists of train buildings (carriages) and railroads. The rail structure consists of the rail itself, under which there are railway sleepers and a foundation or ballast. The sleeper serves as the foundation on which the rail rests. The materials used for sleepers are of various kinds, such as wood, steel, or reinforced concrete. Concrete or reinforced concrete with tension steel helps receive a load from the train tracks and wheels. Therefore, the sleepers can withstand impact loads. This study aims to analyze the effect of impact loads and sleeper reinforcement variations on railway sleepers’ resistance. Finite Element Analysis (FEA) is used to model and analyze the sleeper performance after impact loading. The variety of reinforcement used is 4, 6, and 8 rods with 7-type formations. The results that can be obtained are in the form of stress, load, and displacement values. The value of the stress on the whole system is 1860 MPa. The maximum load value is 245.33 kN for variations of 6 reinforcements formations 1. The displacement value is 14.03 mm. The simulation results and graphs show that the correct arrangement and number of reinforcements can increase the resistance of the railway sleeper.","PeriodicalId":115017,"journal":{"name":"2022 7th International Conference on Electric Vehicular Technology (ICEVT)","volume":"46 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-09-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115511623","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-09-14DOI: 10.1109/ICEVT55516.2022.9924688
Muhammad R. Fabio, J. Furqani, Syarif Hidayat, U. Khayam
This paper discusses the torque and magnetic field characteristics of switched reluctance machine when excited with smoothed trapezoidal current at its winding. Switched reluctance motor observed in this paper is a 450 W, 8/6 type switched reluctance machine commonly used in household applications. To observe the torque ripple electric field distribution in the design of this motor, the finite element method is used. The simulation result suggests an average torque of 3.1 Nm per electric cycle and a ripple of 5 Nm. The maximum magnetic field interaction happens the highest at an angle of 2.75° from its starting point. The duty cycle effect is observed to see the correlation between the cycle and developed torque. 22% duty cycle is chosen as the most suitable choice to drive switched reluctance model due to its optimal torque ripple characteristics. Then, it is concluded that this simulation’s characteristic is valid for further study of this machine.
{"title":"Comparison of Amorphous Steel, Supercore, and Soft Iron on 8/6 Switched Reluctance Motor Magnetic Field Distribution and Torque Ripple","authors":"Muhammad R. Fabio, J. Furqani, Syarif Hidayat, U. Khayam","doi":"10.1109/ICEVT55516.2022.9924688","DOIUrl":"https://doi.org/10.1109/ICEVT55516.2022.9924688","url":null,"abstract":"This paper discusses the torque and magnetic field characteristics of switched reluctance machine when excited with smoothed trapezoidal current at its winding. Switched reluctance motor observed in this paper is a 450 W, 8/6 type switched reluctance machine commonly used in household applications. To observe the torque ripple electric field distribution in the design of this motor, the finite element method is used. The simulation result suggests an average torque of 3.1 Nm per electric cycle and a ripple of 5 Nm. The maximum magnetic field interaction happens the highest at an angle of 2.75° from its starting point. The duty cycle effect is observed to see the correlation between the cycle and developed torque. 22% duty cycle is chosen as the most suitable choice to drive switched reluctance model due to its optimal torque ripple characteristics. Then, it is concluded that this simulation’s characteristic is valid for further study of this machine.","PeriodicalId":115017,"journal":{"name":"2022 7th International Conference on Electric Vehicular Technology (ICEVT)","volume":"15 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-09-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126811522","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-09-14DOI: 10.1109/ICEVT55516.2022.9924750
Muhammad Ahdal’Ula Rayhanfasya, S. Santosa
Nowadays, electric vehicles (EV) are developed at a very fast pace. Currently, the batteries that are used in EVs are lithium-ion cells with different shapes and configurations. However, the ground impact caused by road debris can hit and penetrate the battery pack and results in a very severe fire accident. To study the ground impact accidents, a simplified finite element model of the battery pack structure using typical cylindrical 21700 cells, and floor-type architecture is analysed. Based on this model, the protection structure is improved using different core geometry and fibre metal laminate material arrangements. The evaluated criteria are battery shortening and specific energy absorption (SEA) of the protective plate. Studies are conducted to investigate the effect of different arrangements of composite layer, thickness of the composite layer, different load cases, thickness of the metal core, and different composite materials. The model is validated using the energy method. Simulation results show that adding composite backplate results in a lower battery shortening. The thinner composite layer also improves SEA while still maintaining safe battery shortening. Two load cases are also evaluated for chosen models to ensure that the protection structure is still effective. Thinner unidirectionally stiff double hull (USDH) thickness also improves SEA, up to a point where battery shortening increases significantly. Finally, changing glass fibre reinforced polymer (GFRP) material to carbon fibre reinforced polymer (CFRP) improves both battery shortening and SEA, but not in a significant way that the cost increase is justified. In this study, the most effective design for the battery pack protection structure is a USDH metal core layer with (h: w: t) = (15.87: 15.87: 1) mm and a 1.2 mm GFRP backplate layer with quasi-isotropic lay-up. Battery shortening is 51.58% better, SEA is 150.54% higher, and structure weight is 40.59% lower compared to the baseline case.
目前，电动汽车的发展速度非常快。目前，用于电动汽车的电池是形状和结构各异的锂离子电池。然而，道路碎片造成的地面冲击可能会撞击并穿透电池组，导致非常严重的火灾事故。为了研究地面碰撞事故，采用典型的圆柱形21700电池单元建立了简化的电池组结构有限元模型，并对其楼板结构进行了分析。基于该模型，采用不同的芯几何形状和金属纤维层压材料布置对保护结构进行了改进。评价标准为电池缩短和保护板的比能量吸收(SEA)。研究了不同复合层布置方式、复合层厚度、不同载荷情况、金属芯厚度、不同复合材料等因素的影响。利用能量法对模型进行了验证。仿真结果表明，添加复合背板可以降低电池缩短时间。更薄的复合层也提高了SEA，同时仍然保持安全的电池缩短时间。还对所选模型的两种负载情况进行了评估，以确保保护结构仍然有效。更薄的单向刚性双壳体(USDH)厚度也提高了SEA，直至电池缩短显著增加。最后，将玻璃纤维增强聚合物(GFRP)材料改为碳纤维增强聚合物(CFRP)材料可以提高电池的缩短时间和SEA，但其显著程度不足以证明成本增加是合理的。本研究中最有效的电池组保护结构设计为(h: w: t) = (15.87: 15.87: 1) mm的USDH金属芯层和准各向同性铺设的1.2 mm GFRP背板层。与基线情况相比，电池缩短51.58%，SEA提高150.54%，结构重量降低40.59%。
{"title":"Study of Various Hybrid Composite Materials and Geometries for Battery Pack Protection Undergoing Ground Impact Loading","authors":"Muhammad Ahdal’Ula Rayhanfasya, S. Santosa","doi":"10.1109/ICEVT55516.2022.9924750","DOIUrl":"https://doi.org/10.1109/ICEVT55516.2022.9924750","url":null,"abstract":"Nowadays, electric vehicles (EV) are developed at a very fast pace. Currently, the batteries that are used in EVs are lithium-ion cells with different shapes and configurations. However, the ground impact caused by road debris can hit and penetrate the battery pack and results in a very severe fire accident. To study the ground impact accidents, a simplified finite element model of the battery pack structure using typical cylindrical 21700 cells, and floor-type architecture is analysed. Based on this model, the protection structure is improved using different core geometry and fibre metal laminate material arrangements. The evaluated criteria are battery shortening and specific energy absorption (SEA) of the protective plate. Studies are conducted to investigate the effect of different arrangements of composite layer, thickness of the composite layer, different load cases, thickness of the metal core, and different composite materials. The model is validated using the energy method. Simulation results show that adding composite backplate results in a lower battery shortening. The thinner composite layer also improves SEA while still maintaining safe battery shortening. Two load cases are also evaluated for chosen models to ensure that the protection structure is still effective. Thinner unidirectionally stiff double hull (USDH) thickness also improves SEA, up to a point where battery shortening increases significantly. Finally, changing glass fibre reinforced polymer (GFRP) material to carbon fibre reinforced polymer (CFRP) improves both battery shortening and SEA, but not in a significant way that the cost increase is justified. In this study, the most effective design for the battery pack protection structure is a USDH metal core layer with (h: w: t) = (15.87: 15.87: 1) mm and a 1.2 mm GFRP backplate layer with quasi-isotropic lay-up. Battery shortening is 51.58% better, SEA is 150.54% higher, and structure weight is 40.59% lower compared to the baseline case.","PeriodicalId":115017,"journal":{"name":"2022 7th International Conference on Electric Vehicular Technology (ICEVT)","volume":"13 3 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-09-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128281041","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-09-14DOI: 10.1109/ICEVT55516.2022.9924690
Andri Setiyoso, Khaireza Hadi, L. Mulyani, Riovan Sipahutar, Yuda Pratama Putra Kesawa
Inter-city mobility in Jakarta, Indonesia’s Capital City, is growing every year. The construction of mass transportation modes is expected to reduce travel time caused by congestion. The LRT (Light Rapid Transit) which was built in Jabodebek (Jakarta – Bogor – Depok – Bekasi) is expected to reduce travel time between cities around Jakarta. PT Pindad was requested by PT INKA as a rolling stock builder to provide an induction type of traction motor for LRT. To fulfill the requirement the power capacity of the motor is decided at 100 kW per motor and that needs 16 traction motors per trainset with 6 cars integrated. The maximum service speed of the vehicle designed at 80 km per hour and the maximum speed of a vehicle is 90 km per hour. The design also considers the diameter of the wheel in new condition or worst condition to decide the maximum speed of motor.
{"title":"Design of Traction Motor 100kW for LRT Rolling Stock in Jabodebek – Indonesia","authors":"Andri Setiyoso, Khaireza Hadi, L. Mulyani, Riovan Sipahutar, Yuda Pratama Putra Kesawa","doi":"10.1109/ICEVT55516.2022.9924690","DOIUrl":"https://doi.org/10.1109/ICEVT55516.2022.9924690","url":null,"abstract":"Inter-city mobility in Jakarta, Indonesia’s Capital City, is growing every year. The construction of mass transportation modes is expected to reduce travel time caused by congestion. The LRT (Light Rapid Transit) which was built in Jabodebek (Jakarta – Bogor – Depok – Bekasi) is expected to reduce travel time between cities around Jakarta. PT Pindad was requested by PT INKA as a rolling stock builder to provide an induction type of traction motor for LRT. To fulfill the requirement the power capacity of the motor is decided at 100 kW per motor and that needs 16 traction motors per trainset with 6 cars integrated. The maximum service speed of the vehicle designed at 80 km per hour and the maximum speed of a vehicle is 90 km per hour. The design also considers the diameter of the wheel in new condition or worst condition to decide the maximum speed of motor.","PeriodicalId":115017,"journal":{"name":"2022 7th International Conference on Electric Vehicular Technology (ICEVT)","volume":"16 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-09-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125629884","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-09-14DOI: 10.1109/ICEVT55516.2022.9924880
Celfi Gustine Adios, Faiq Haidar Hamid, Adiska Nur Safira, Y. Irmawati, A. Sumboja
Catalysts made from biomass are promising oxygen catalysts for zinc-air batteries (ZABs) because of their inexpensive cost and long-term availability. In this study, we utilize pineapple waste (crown and core) to produce a metal-free oxygen reduction catalyst through a facile potassium hydroxide activation and pyrolysis treatment at 800 °C. Both produced catalysts have a porous structure. The C-Pineapple Core catalyst, on the other hand, has a greater double-layer capacitance (Cdl) of 1.75 mF, suggesting that there are more active sites present than on the C-Pineapple Crown catalyst (1.3 mF). The electrochemical performance test in 0.1 M KOH electrolyte demonstrates that the C-Pineapple Core and C-Pineapple Crown catalysts have a good oxygen reduction reaction (ORR) activity, with onset potentials vs. RHE of 0.95 V and 0.91 V, respectively. An air cathode ZAB constructed with the C-Pineapple Core catalyst could deliver a power density of 85.75 mW cm-2 with an outstanding cycling behavior over 504 cycles (168 h). This research turns agricultural waste into a metal-free oxygen catalyst with good stability.
{"title":"Pineapple Waste-Derived Carbon as a Metal Free Catalyst in Zinc-Air Battery","authors":"Celfi Gustine Adios, Faiq Haidar Hamid, Adiska Nur Safira, Y. Irmawati, A. Sumboja","doi":"10.1109/ICEVT55516.2022.9924880","DOIUrl":"https://doi.org/10.1109/ICEVT55516.2022.9924880","url":null,"abstract":"Catalysts made from biomass are promising oxygen catalysts for zinc-air batteries (ZABs) because of their inexpensive cost and long-term availability. In this study, we utilize pineapple waste (crown and core) to produce a metal-free oxygen reduction catalyst through a facile potassium hydroxide activation and pyrolysis treatment at 800 °C. Both produced catalysts have a porous structure. The C-Pineapple Core catalyst, on the other hand, has a greater double-layer capacitance (Cdl) of 1.75 mF, suggesting that there are more active sites present than on the C-Pineapple Crown catalyst (1.3 mF). The electrochemical performance test in 0.1 M KOH electrolyte demonstrates that the C-Pineapple Core and C-Pineapple Crown catalysts have a good oxygen reduction reaction (ORR) activity, with onset potentials vs. RHE of 0.95 V and 0.91 V, respectively. An air cathode ZAB constructed with the C-Pineapple Core catalyst could deliver a power density of 85.75 mW cm-2 with an outstanding cycling behavior over 504 cycles (168 h). This research turns agricultural waste into a metal-free oxygen catalyst with good stability.","PeriodicalId":115017,"journal":{"name":"2022 7th International Conference on Electric Vehicular Technology (ICEVT)","volume":"67 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-09-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134007570","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-09-14DOI: 10.1109/ICEVT55516.2022.9924748
D. W. Djamari, M. Fikri
This work discusses formation control of heterogeneous Multi-Agent Systems (MASs) under discrete time setting where its formation size is scalable by a scaling factor. The communication network is assumed to be jointly connected and a leader-follower network is used such that the formation size can be adjusted by the leader agent. The proposed algorithm is based on the discrete time version of the internal model principle. Numerical examples are shown to illustrate the proposed method.
{"title":"Multi-Agent Formation Control using Internal Model Principle","authors":"D. W. Djamari, M. Fikri","doi":"10.1109/ICEVT55516.2022.9924748","DOIUrl":"https://doi.org/10.1109/ICEVT55516.2022.9924748","url":null,"abstract":"This work discusses formation control of heterogeneous Multi-Agent Systems (MASs) under discrete time setting where its formation size is scalable by a scaling factor. The communication network is assumed to be jointly connected and a leader-follower network is used such that the formation size can be adjusted by the leader agent. The proposed algorithm is based on the discrete time version of the internal model principle. Numerical examples are shown to illustrate the proposed method.","PeriodicalId":115017,"journal":{"name":"2022 7th International Conference on Electric Vehicular Technology (ICEVT)","volume":"43 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-09-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128309887","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-09-14DOI: 10.1109/ICEVT55516.2022.9924732
Ahmed Saleh Alraeeini, E. Nikbakht, L. Gunawan
This study investigates the concrete filled double skin Tubular (CFDST) beam compared to the concrete filled steel tubular (CFST) beam under pure bending. Normal concrete is used with a compressive strength of 35MPa and an aggregate size ranging from 4.75mm-14mm. Thickness of all low alloy steel tubes are 2.3mm with outer and inner width being 100mm and 50mm, respectively. The results show that the ultimate strength of the CFDST beam was higher by8.2% compared to the corresponding CFST beam. Furthermore, the energy absorption, ductility index, and initial flexural stiffness of CFDST beam were 38.6%, 38.3%, and 19.02%, respectively, higher than the corresponding CFST beams. Moreover, the results indicate that the aggregate size ranging from 4.75-14 mm used in this study is suitable for both CFST and CFSDT elements.
{"title":"Behavior of Double and Single Square Steel Tube Alloy Composite Subjected to Bending","authors":"Ahmed Saleh Alraeeini, E. Nikbakht, L. Gunawan","doi":"10.1109/ICEVT55516.2022.9924732","DOIUrl":"https://doi.org/10.1109/ICEVT55516.2022.9924732","url":null,"abstract":"This study investigates the concrete filled double skin Tubular (CFDST) beam compared to the concrete filled steel tubular (CFST) beam under pure bending. Normal concrete is used with a compressive strength of 35MPa and an aggregate size ranging from 4.75mm-14mm. Thickness of all low alloy steel tubes are 2.3mm with outer and inner width being 100mm and 50mm, respectively. The results show that the ultimate strength of the CFDST beam was higher by8.2% compared to the corresponding CFST beam. Furthermore, the energy absorption, ductility index, and initial flexural stiffness of CFDST beam were 38.6%, 38.3%, and 19.02%, respectively, higher than the corresponding CFST beams. Moreover, the results indicate that the aggregate size ranging from 4.75-14 mm used in this study is suitable for both CFST and CFSDT elements.","PeriodicalId":115017,"journal":{"name":"2022 7th International Conference on Electric Vehicular Technology (ICEVT)","volume":"282 3","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-09-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114129747","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-09-14DOI: 10.1109/ICEVT55516.2022.9924780
Muhammad Khairul Adha M. Zali, S. Sulaiman
Extended use of recirculation air mode in a vehicle cabin may result in significant accumulation of carbon dioxide due to human exhalation and no inflow of fresh air, even in electric vehicles. Consequently, this will affect their health and driving ability. On the contrary, allowing outdoor air into the cabin may expose the passengers to roadway contaminants and poor odor in polluted areas. It is a constant affirmation in Malaysia that using recirculation air mode during driving would result in the best thermal comfort. Unfortunately, there has been no report on passengers’ preference for their car air-conditioning operation. This study aims to investigate the present awareness of in-cabin air quality and the practices among passengers pertaining to the ventilation of their car cabins. A set of survey questions was circulated to 211 respondents on various aspects of air-cabin conditions, including how they manage their air-circulation systems. From the survey, it was found that most of the respondents (57%) chose recirculation mode in their everyday driving, 11% for outside air mode, and 20% intermittently switched the two modes. Unfortunately, most respondents were unaware that carbon dioxide levels could be high under prolonged recirculation mode. In addition, most respondents did not know that switching on the recirculation mode for too long could be dangerous for their health.
{"title":"Study on Air-Circulation Practices in Car Cabin","authors":"Muhammad Khairul Adha M. Zali, S. Sulaiman","doi":"10.1109/ICEVT55516.2022.9924780","DOIUrl":"https://doi.org/10.1109/ICEVT55516.2022.9924780","url":null,"abstract":"Extended use of recirculation air mode in a vehicle cabin may result in significant accumulation of carbon dioxide due to human exhalation and no inflow of fresh air, even in electric vehicles. Consequently, this will affect their health and driving ability. On the contrary, allowing outdoor air into the cabin may expose the passengers to roadway contaminants and poor odor in polluted areas. It is a constant affirmation in Malaysia that using recirculation air mode during driving would result in the best thermal comfort. Unfortunately, there has been no report on passengers’ preference for their car air-conditioning operation. This study aims to investigate the present awareness of in-cabin air quality and the practices among passengers pertaining to the ventilation of their car cabins. A set of survey questions was circulated to 211 respondents on various aspects of air-cabin conditions, including how they manage their air-circulation systems. From the survey, it was found that most of the respondents (57%) chose recirculation mode in their everyday driving, 11% for outside air mode, and 20% intermittently switched the two modes. Unfortunately, most respondents were unaware that carbon dioxide levels could be high under prolonged recirculation mode. In addition, most respondents did not know that switching on the recirculation mode for too long could be dangerous for their health.","PeriodicalId":115017,"journal":{"name":"2022 7th International Conference on Electric Vehicular Technology (ICEVT)","volume":"43 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-09-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122594097","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-09-14DOI: 10.1109/ICEVT55516.2022.9924776
Muchamad Iman Karmawijaya, Irsyad Nashirul Haq, E. Leksono, A. Widyotriatmo
Designing a battery management system requires knowing the battery’s remaining useful life (RUL). The Deep Learning Neural Network (DLNN) algorithm was optimized in this study utilizing evolutionary algorithms to forecast the RUL batteries. Using a Genetic Algorithm (GA), the most crucial features from the raw dataset were identified. After that, a GADLNN hybrid model was created to choose the DLNN model’s ideal network algorithm, hidden neuron activation function, hidden layer count, and neuron count in each hidden layer. Specifically, NASA provided a dataset related to lithium-ion battery cycle life. For the model development, data validation, and testing phases, the dataset was split into a training set, validation set, and testing set. Several quality assessment criteria were employed to measure the effectiveness of the machine learning (ML) algorithms, such as the Coefficient of Determination (R2), Index of Agreement (IA), Mean Absolute Error (MAE), and Root Mean Squared Error (RMSE). The hybrid GA-DLNN model demonstrated the capacity to identify the most advantageous set of parameters for the prediction procedure. The outcomes demonstrated that, in comparison to results obtained using all input variables, the performance of the hybrid model employing only the most crucial features gave the maximum accuracy. Using 11-input GA-DLNN: R2=0.985,MAE=3.806, RMSE =5.596, IA=0.996. Using 21-input GA-DLNN: R2=0.987, MAE=3.314, RMSE =5.273, IA=0.997.
{"title":"Development of Remaining Useful Life (RUL) Prediction of Lithium-ion Battery Using Genetic Algorithm-Deep Learning Neural Network (GADNN) Hybrid Model","authors":"Muchamad Iman Karmawijaya, Irsyad Nashirul Haq, E. Leksono, A. Widyotriatmo","doi":"10.1109/ICEVT55516.2022.9924776","DOIUrl":"https://doi.org/10.1109/ICEVT55516.2022.9924776","url":null,"abstract":"Designing a battery management system requires knowing the battery’s remaining useful life (RUL). The Deep Learning Neural Network (DLNN) algorithm was optimized in this study utilizing evolutionary algorithms to forecast the RUL batteries. Using a Genetic Algorithm (GA), the most crucial features from the raw dataset were identified. After that, a GADLNN hybrid model was created to choose the DLNN model’s ideal network algorithm, hidden neuron activation function, hidden layer count, and neuron count in each hidden layer. Specifically, NASA provided a dataset related to lithium-ion battery cycle life. For the model development, data validation, and testing phases, the dataset was split into a training set, validation set, and testing set. Several quality assessment criteria were employed to measure the effectiveness of the machine learning (ML) algorithms, such as the Coefficient of Determination (R2), Index of Agreement (IA), Mean Absolute Error (MAE), and Root Mean Squared Error (RMSE). The hybrid GA-DLNN model demonstrated the capacity to identify the most advantageous set of parameters for the prediction procedure. The outcomes demonstrated that, in comparison to results obtained using all input variables, the performance of the hybrid model employing only the most crucial features gave the maximum accuracy. Using 11-input GA-DLNN: R2=0.985,MAE=3.806, RMSE =5.596, IA=0.996. Using 21-input GA-DLNN: R2=0.987, MAE=3.314, RMSE =5.273, IA=0.997.","PeriodicalId":115017,"journal":{"name":"2022 7th International Conference on Electric Vehicular Technology (ICEVT)","volume":"48 9 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-09-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123179898","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-09-14DOI: 10.1109/ICEVT55516.2022.9925018
Steven Bandong, Rizky Cahya Kirana, Y. Y. Nazaruddin, E. Joelianto
Trade between islands and countries is increasing in the current era of globalization which also increases the traffic of goods at ports. Rubber Tyred Gantry Crane (RTGC) is an important component in the seaports distribution chain, which act as a loading and unloading machine at the container yard. However, heavy trade traffic will likely cause fatigue and negligence if the RTGC is operated manually. Therefore, it is necessary to automate RTGC by applying optimal control. The paper introduces an alternative approach to designing an optimal PID controller built from the LQR method combined with a prescribed degree of stability for achieving the required transient and steady-state responses of RTGC in the port. Genetic Algorithm (GA), Particle Swarm optimization (PSO), and Simulated Annealing (SA) are applied to select the suitable stability degree value and weighting matrices in the LQR cost function. Simulation results indicate that GA can provide the optimal PID controller to follow the reference trajectory and minimize the swing angle better than PSO and SA.
{"title":"Optimal Gantry Crane PID Controller Based on LQR With Prescribed Degree of Stability by Means of GA, PSO, and SA","authors":"Steven Bandong, Rizky Cahya Kirana, Y. Y. Nazaruddin, E. Joelianto","doi":"10.1109/ICEVT55516.2022.9925018","DOIUrl":"https://doi.org/10.1109/ICEVT55516.2022.9925018","url":null,"abstract":"Trade between islands and countries is increasing in the current era of globalization which also increases the traffic of goods at ports. Rubber Tyred Gantry Crane (RTGC) is an important component in the seaports distribution chain, which act as a loading and unloading machine at the container yard. However, heavy trade traffic will likely cause fatigue and negligence if the RTGC is operated manually. Therefore, it is necessary to automate RTGC by applying optimal control. The paper introduces an alternative approach to designing an optimal PID controller built from the LQR method combined with a prescribed degree of stability for achieving the required transient and steady-state responses of RTGC in the port. Genetic Algorithm (GA), Particle Swarm optimization (PSO), and Simulated Annealing (SA) are applied to select the suitable stability degree value and weighting matrices in the LQR cost function. Simulation results indicate that GA can provide the optimal PID controller to follow the reference trajectory and minimize the swing angle better than PSO and SA.","PeriodicalId":115017,"journal":{"name":"2022 7th International Conference on Electric Vehicular Technology (ICEVT)","volume":"43 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-09-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127233170","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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