外文翻译PowerSplit传输双模糊混合动力电动汽车.docx
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外文翻译PowerSplit传输双模糊混合动力电动汽车.docx
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外文翻译PowerSplit传输双模糊混合动力电动汽车
附录1
英文原文
Power-havetransmissiondoublefuzzyhybridelectriccars
Abstract—Inthispaper,aninnovativepower-splitdevice(PSD)isintroduced,anditsapplicationinahybridpowertrainsystemisstudied.ThenewPSDisamechanismthatallowsoperationintwodifferentpower-splitmodesthroughlocking/unlockingoftwoclutches.Inonemode,thePSDoperatessimilartoastandardplanetarygearunit,andintheothermode,itworksthesameasacompoundplanetaryset.Awell-knownanalogoussystemistheToyotaHybridSystem(THS)andisusedforcomparisonpurposes.Itisdemonstratedthatbythenewsystem,thetransmissionlossesarereducedbyaconsiderableextent,andthus,theefficiencyisimproved.Acontrollerisdesignedbasedonfuzzylogic,whichreceivesthebatterystateofcharge(SOC),thevehiclespeed,andthepowerthatisrequestedatthewheelstocoordinateeachcomponentinsuchawayastooptimizetheentiresystemefficiency.AnumericaloptimizationalgorithmisappliedtosustaintheSOCinhighregionsandshiftengineoperatingpointstohigherefficiencyregions.Simulationresultsdemonstratenotableimprovementsinfueleconomyandperformancecharacteristics.
IndexTerms—Dualmode,electronicallycontrolledcontinuouslyvariabletransmission(E-CVT),fuzzylogic,hybridelectricvehicle(HEV),optimization,powersplit,powertraincontrol,ToyotaHybridSystem(THS).
I.INTRODUCTION
HYBRIDelectricvehicles(HEVs)offerflexibilitytoenhancethefueleconomyandemissionsofvehicleswithoutsacrificingvehicleperformancefactorssuchassafety,reliability,andotherconventionalvehiclefeatures.Thishaspromptedresearcherstomakeeffortstodevelopinnovativehybridpowertrainconfigurationsandassociatedissuessuchascomponentsizingandcontrolstrategies.Thebenefitofserieshybridvehiclesisindependenceofengineoperationontheinstantaneousvehicleloadandspeed,andtheirmaindisadvantageistherelativelylargeenergy-conversionlosses.Thebenefitofparallelhybridvehiclesislowertransmissionenergy-conversionlosses,andtheirdisadvantageisthedirectconnectionoftheenginetothewheelsandassociatedtransientengineoperationwithrespecttothevehiclespeed.
Power-splithybridsystems,whicharealsoknownasseries/parallelhybrids,aremorebeneficialbecausetheyhavetheadvantagesofbothparallelandseriestypes,andtheirdrawbackscanbeavoided.Thecombinationoftwomotors/generatorsallowstheenginetodrivethefirstasageneratortoeitherchargethebatteryorsupplypowertothemotor.Amongnumerouspower-splittransmissiondesigns,twoconfigurationsknownassingle-modeandtwo-modepower-splittransmissionshavebeencommerciallysuccessful.Thesingle-modesystemisusedinToyotahybridcarssuchasPriusandCamryhybridmodels,andthetwo-modesystemcanbefoundinthe2008GMCYukonSportUtilityVehicle(SUV)andthe2008ChevroletTahoeSUV.
TheToyotaHybridSystem(THS)enablestheenginetooperateatitsefficientregions,independentofthevehiclespeed,andinfact,itprovidesanelectronicallycontrolledcontinuouslyvariabletransmission(E-CVT).Thepower-splitdevice(PSD),whichisaplanetarygearunit,dividesthepowerfromtheengine,andtheratioofpowerdirectlygoingtothewheelsandtothegeneratoriscontinuouslyvariable.Consequently,therearestillenergyconversionlossesthatdecreasetransmissionefficiency,especiallyinparticulardrivingconditions.Othertypesofpower-splittransmissionsarealsoavailable,andcomparativeanalysescanbefound.
Fuzzy-orrule-basedcontrolalgorithmsaresuitabletoolsforpowermanagementstrategiesinpower-splithybrids,andthistechniquehasbeenusedinmanyresearchworks.
Inthispaper,aninnovativepowertrainthatutilizesanewPSDisintroduced.ThePSDprovidesamechanicalconnectionbetweenengine,twomotors/generators(MG1andMG2),andtherotationalshaftthattransmitsthedriveforcetothewheels.Thepowertrainutilizestwoclutchestotoggletheengagementofthelargermotor/generator(MG2)withtworotationalshafts:
onethatisdirectlyconnectedtowheelsviadifferentialandtheotherthatisinterrelatedbythePSD.Thisway,thepossibilityofoperationintwoelectromechanicalpower-splitoperatingmodesisachieved.Inonemode,thePSDoperateslikeastandardplanetarygearunit,andintheothermode,thePSDworksthesameasacompoundplanetaryset.
II.POWERTRAINDESCRIPTION
Fig1depictstheoveralllayoutofthehybridtransmissionsystemmainlyconsistingofthePSD,twomotors/generators,twoclutches(clutch1andclutch2),andreductiongears.ThedeviceconnectionsandoperationcanbebetterunderstoodfromFig2.ThetwoclutchesthatareshowninFig.1enablethesystemtooperateintwodifferentmodesbytogglingtheengagementofthelargermotor/generator(MG2)withtworotationalshafts.Whenclutch2isengaged(andclutch1isdisengaged),MG2isdirectlylinkedtothewheelsviathedifferential,andthePSDoperatesequivalenttoaplanetarygearsystem(PGmode).Whenclutch1isengaged(andclutch2isdisengaged),MG2isinterrelatedbythePSD,andthedifferentialmodeisdefined.Inthismode,engine,MG1,andMG2areconnectedtotherotationalshaftR,whichtransmitsthedriveforcetothewheels.
Fig1.Powertrainoverallconfiguration(MG1andMG2statorsarefixedtothevehiclebody)
Fig2.Newpower-splitsysteminputandoutput
Inbothpowertrainmodes,twoseparatedtorquesfromtheenginefollowdifferentpaths.Onedirectlydrivesthewheels(mechanicalpath),andtheotherturnsMG1andproduceselectricity(electricalpath).ThiselectricpoweriseitherstoredinthebatteryorsenttoMG2toproduceanassisttorque.MG2andMG1canexchangepartsasageneratororamotor.
ControlintheHEVisrecognizedasatwo-levelcontrolaction:
supervisorycontrolandcomponentcontrol.Thesupervisorycontrollertranslatesdriver’sintentionsintopowerrequirementsandcoordinatespowertraincomponentstoachievecertainobjectives.Commonobjectivesincludeminimizingfuelconsumptionandemissionswhilemaintainingorimprovingperformanceanddrivability.Thecomponentcontroller,ontheotherhand,receivescommandsfromthesupervisorycontrollerandgeneratesdetailedcontrolinstructionsforitsactuators.
Inthissystem,thesupervisorycontrollerdeterminestheengineoperatingpointbasedondrivingconditionsandthencalculatesMG1(orMG2)commandspeedaccordingtotheenginetargetspeedandtheoutputshaftspeed,whichisproportionaltothevehiclespeed.TheMG1controller,inturn,manipulatesthetorquetoachievethespecifiedspeed.Inthemeantime,theMG2controllerreceivesatorquecommandfromthesupervisorycontrol,whileitspowerisdirectlysuppliedeitherthroughthegeneratorpathorthebattery.InthePGmode,MG2cannotplaytheroleofaspeedcontroller(speeder)tomanipulatetheenginespeedbecauseitisdirectlyconnectedtothefinaldrive,andMG1mustplaythisrole.Inthedifferentialmode,however,eitherMG1orMG2canoperateasthespeederduetothedynamicalcharacteristicsofthePSD,whichallowthespeedcontrolofeithermotorstoforcetheenginetooperateataspecifiedspeed.
Intheelectricmodeortheregenerativebrakingmode,thesystemoperatesinthePGmodeinwhichMG2isdirectlyconnectedtothewheelsandindividuallysuppliespowerorregeneratesenergyofbraking.Intheengine-onlymode,eitherMG1orMG2actsasagenerator,andtheotheroneconsumesthepower.Inthebattery-chargingmode,MG1actsasagenerator,andpartofitspowerchargesthebattery,andtherestfeedsMG2.Also,itispossiblethatMG2orbothMG1andMG2actasageneratorandchargethebattery.Intheelectric-assistmode,MG1actsasagenerator,andtheresultingcurrentfeedsMG2,togetherwiththebatterypower.Intheengine-only,batterycharging,andelectric-assistmodes,thecontrollerdeterminesthatthemodesystemshouldoperatebasedonthedrivingconditions.Ittogglesthesystemtothemodeinwhichthereislesstransmissionlossandthencoordinatesallcomponentstooptimizetheentiresysteminthatmode.
III.COMPONENTTORQUEANDSPEEDRELATIONSHIPS
Inthedifferentialmode,therotationalspeedsoftheMG1,MG2,engine,andoutputshaftRareinterrelatedinthenewtwo-degree-of-freedomPSDmechanism.Thekinematicsofthesystemcanbedeterminedbytwoparametersmandn,whicharedefinedasfollows:
WhereωMG1,ωMG2,ωR,andωRaretherotationalspeedsofMG1,MG2,engine,andshaftR,respectively.MandnaredependentonthenumberofgearteeththatareexistinginthePSD.Fig3illustratestherelationshipamongthecomponentspeedsinthedifferentialmode.
Thetorquerelationshipsundersteady-stateconditions(componentrotationalinertiasarenotincluded)areasfollows:
WhereTE,TMG1,andTRaretheengine,MG1,andoutputshaft(R)torques.AtthePGmode,therotationalspeedsoftheengine,MG1,andMG2areinterrelatedbythePSD,whichactsequivalenttoaconventionalplanetarygearset.MG2isdirectlylinkedtothewheels;therefore,itrotatesatafixedratiotothewheelspeedas
Wherenf,nr,RW,andVarethefinaldriveratio,thereductiongearratio,theeffectivewheelradius,andthevehiclespeed,respectively.ComponentspeedrelationshipsinthePGmodecanbemoreeasilyunderstoodfromFig4.
Fig3.Relationshipofcomponentspeedsinthedifferentialmode
Fig4.RelationshipofcomponentspeedsinthePGmode
TheenginetorqueisdividedbetweenMG1andshaftR.Byneglectingcomponentrotationalinertias,theratiosoftheenginetorquetrans
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