Page - 341 - in Emerging Technologies for Electric and Hybrid Vehicles

Energies 2017,10, 315 Basedontheestimatedlateralmisalignmentvalues, thesteeringcanbecontrolled,asshownin theexperimentalvehicle’s recordeddata inFigure26. It shouldbenotedthat theexperimental setup differs greatly froma realdrivingenvironment, because thevehicle’s lateral positionwas forcibly changedusing theacrylicplate.However, the testdemonstrates that the fuzzycontrollerdesigned in[24]outputsasteeringvaluecorrespondingto the lateralmisalignmentposition, thusverifyingthe feasibilityof theoperatingconceptof theautonomoussteeringcontrol. Figure26.SteeringangleoutputgeneratedbytheFuzzysteeringcontrollerdesignedin [24]basedon theestimated lateralmisalignmentshowninFigure22. Figure 27 shows the estimated power received in the load coil of the experimental vehicle. Theestimatedpower is theproductofvoltageandcurrent. Thevoltagewasmeasuredbyadigital voltmeter installed in thevehicle. Thecurrentcanbecalculatedbyfindingtherelationshipfunction betweenvoltageandcurrentbasedonFigure24. Thefigureshowsthatwhenthevehicle’s loadcoil is alignedwiththesourcecoil, roughly11Wofpower is received,andwhenthevehicle isata±5cm lateralmisalignment, thereceivedpower falls to roughly4W.This indicates that thereceivedpower is reducedbymore than twothirdsof itsmaximumlevel,whichcanresult inasignificant loss in the vehicle’sdrivingrange. Figure 27. Estimated power received by the load coil of the experimental vehicle during the secondexperiment. Toshowthesignificanceof theACAS,ananalysiscomparingthegeneratedenergyofavehicle withACASandwithoutACASwasconducted.Here, twoassumptionsaremade: 1. For thevehiclewithoutACAS, theestimatedpowershowninFigure27wasassumedtobe the levelofpower thatwouldactuallybereceivedbytheDWCvehiclewhile inoperation. 2. For thevehiclewithACAS, itwasassumedthataconstant11Wofpower isgenerated, as the vehicle’s loadcoil iskept inconstantalignmentwith thesourcecoilontheroad. 341