外文翻譯---power-split傳輸雙模糊混合動力電動汽車

1、<p><b>　　附錄1</b></p><p><b>　　英文原文</b></p><p>　　Power - have transmission double fuzzy hybrid electric cars</p><p>　　Abstract—In this paper, an innovativ

2、e power-split device (PSD) is introduced, and its application in a hybrid power train system is studied. The new PSD is a mechanism that allows operation in two different power-split modes through locking/unlocking of tw

3、o clutches. In one mode, the PSD operates similar to a standard planetary gear unit, and in the other mode, it works the same as a compound planetary set. A well-known analogous system is the Toyota Hybrid System (THS) a

4、nd is used for compariso</p><p>　　Index Terms—Dual mode, electronically controlled continuously variable transmission (E-CVT), fuzzy logic, hybrid electric vehicle (HEV), optimization, power split, power tra

5、in control，Toyota Hybrid System (THS).</p><p>　　I. INTRODUCTION</p><p>　　HYBRID electric vehicles (HEVs) offer flexibility to enhance the fuel economy and emissions of vehicles without sacrifici

6、ng vehicle performance factors such as safety, reliability, and other conventional vehicle features. This has prompted researchers to make efforts to develop innovative hybrid power train configurations and associated is

7、sues such as component sizing and control strategies. The benefit of series hybrid vehicles is independence of engine operation on the instantaneous vehicle lo</p><p>　　Power-split hybrid systems, which are

8、also known as series/ parallel hybrids, are more beneficial because they have the advantages of both parallel and series types, and their draw back scan be avoided. The combination of two motors/generators allows the eng

9、ine to drive the first as a generator to either charge the battery or supply power to the motor. Among numerous power-split transmission designs, two configurations known as single-mode and two-mode power-split transmiss

10、ions have been commerc</p><p>　　The Toyota Hybrid System (THS) enables the engine to operate at its efficient regions, independent of the vehicle speed, and in fact, it provides an electronically controlled

11、continuously variable transmission (E-CVT). The power-split device (PSD), which is a planetary gear unit, divides the power from the engine, and the ratio of power directly going to the wheels and to the generator is con

12、tinuously variable . Consequently, there are still energy conversion losses that decrease transmission ef</p><p>　　Fuzzy- or rule-based control algorithms are suitable tools for power management strategies i

13、n power-split hybrids, and this technique has been used in many research works .</p><p>　　In this paper, an innovative power train that utilizes a new PSD is introduced. The PSD provides a mechanical connect

14、ion between engine, two motors/generators (MG1 and MG2), and the rotational shaft that transmits the drive force to the wheels. The power train utilizes two clutches to toggle the engagement of the larger motor/generator

15、 (MG2) with two rotational shafts: one that is directly connected to wheels via differential and the other that is interrelated by the PSD. This way, the possibili</p><p>　　II. POWERTRAIN DESCRIPTION</p&g

16、t;<p>　　Fig 1 depicts the overall layout of the hybrid transmission system mainly consisting of the PSD, two motors/generators, two clutches (clutch 1 and clutch 2), and reduction gears. The device connections and

17、 operation can be better understood from Fig 2. The two clutches that are shown in Fig. 1 enable the system to operate in two different modes by toggling the engagement of the larger motor/generator (MG2) with two rotati

18、onal shafts. When clutch 2 is engaged (and clutch 1 is disengaged), MG2 is </p><p>　　Fig1. Power train overall configuration (MG1 and MG2 stators are fixed to the vehicle body)</p><p>　　Fig2. N

19、ew power-split system input and output</p><p>　　In both power train modes, two separated torques from the engine follow different paths. One directly drives the wheels (mechanical path), and the other turns

20、MG1 and produces electricity (electrical path). This electric power is either stored in the battery or sent to MG2 to produce an assist torque. MG2 and MG1 can exchange parts as a generator or a motor.</p><p&g

21、t;　　Control in the HEV is recognized as a two-level control action: supervisory control and component control. The supervisory controller translates driver’s intentions into power requirements and coordinates power train

22、 components to achieve certain objectives. Common objectives include minimizing fuel consumption and emissions while maintaining or improving performance and drivability. The component controller, on the other hand, rece

23、ives commands from the supervisory controller and generates deta</p><p>　　In this system, the supervisory controller determines the engine operating point based on driving conditions and then calculates MG1

24、(or MG2) command speed according to the engine target speed and the output shaft speed, which is proportional to the vehicle speed. The MG1 controller, in turn, manipulates the torque to achieve the specified speed. In t

25、he meantime, theMG2 controller receives a torque command from the supervisory control, while its power is directly supplied either through the gene</p><p>　　In the electric mode or the regenerative braking m

26、ode, the system operates in the PG mode in which MG2 is directly connected to the wheels and individually supplies power or regenerates energy of braking. In the engine-only mode, either MG1 or MG2 acts as a generator, a

27、nd the other one consumes the power. In the battery-charging mode, MG1 acts as a generator, and part of its power charges the battery, and the rest feeds MG2. Also, it is possible that MG2 or both MG1 and MG2 act as a ge

28、nerator an</p><p>　　III. COMPONENT TORQUE AND SPEED RELATIONSHIPS</p><p>　　In the differential mode, the rotational speeds of the MG1, MG2, engine, and output shaft R are interrelated in the new

29、 two-degree-of-freedom PSD mechanism. The kinematics of the system can be determined by two parameters m and n, which are defined as follows:</p><p>　　Where ωMG1, ωMG2, ωR, and ωR are the rotational speeds o

30、f MG1, MG2,engine, and shaft R, respectively. M and n are dependent on the number of gear teeth that are existing in the PSD. Fig 3 illustrates the relationship among the component speeds in the differential mode.</p&

31、gt;<p>　　The torque relationships under steady-state conditions (component rotational inertias are not included) are as follows:</p><p>　　Where TE, TMG1, and TR are the engine, MG1, and output shaft (

32、R) torques. At the PG mode, the rotational speeds of the engine, MG1, and MG2 are interrelated by the PSD, which acts equivalent to a conventional planetary gear set. MG2 is directly linked to the wheels; therefore, it r

33、otates at a fixed ratio to the wheel speed as </p><p>　　Where nf, nr, RW, and V are the final drive ratio, the reduction gear ratio, the effective wheel radius, and the vehicle speed, respectively. Component

34、 speed relationships in the PG mode can be more easily understood from Fig 4.</p><p>　　Fig3. Relationship of component speeds in the differential mode</p><p>　　Fig4. Relationship of component sp

35、eeds in the PG mode</p><p>　　The engine torque is divided between MG1 and shaft R. By neglecting component rotational inertias, the ratios of the engine torque transmitted to shaft R and to MG1 can be obtain

36、ed from the following:</p><p>　　IV. ELECTRICAL POWER FLOW</p><p>　　Power flow analysis in hybrid systems is important for the assessment of transmission efficiency. Here, therefore, it is intend

37、ed to show that the new PSD decreases the amount of power circulating through the motors/generators, thereby decreasing the losses.</p><p>　　The speed of shaft R is proportional to the vehicle speed, and in

38、the differential mode, its torque is proportional to the requested torque at wheels. According to (1)–(4), at a particular engine speed and torque, i.e., ωE and TE, the speeds and torques of MG1 and MG2 in the differenti

39、al mode are obtained as</p><p>　　The ratios of MG1 and MG2 powers (PMG1, PMG2) to the engine power PE for the differential mode are obtained as</p><p>　　Where PMG = TMGωMG, and Preq= TRωR is the

40、 requested power at wheels.</p><p>　　Fig 6 clearly indicates that the amount of power passing through the two motors/generators in the new system is less than those of the THS in all but small operating poin

41、ts.</p><p>　　Fig6. Comparison of the ratio of the engine power that indirectly transmits to wheels between the new system and the THS </p><p>　　In range (a), which happens when the vehicle speed

42、 is very low, the system is set to the PG mode, and the electrical power flow in the differential mode is avoided. In range (b), the system switches to the differential mode where there is less electrical power. However,

43、 at certain driving conditions, the control strategy may switch the system to the PG mode based on optimization algorithms because less electrical power does not always mean less power loss because the efficiencies of tw

44、o electric</p><p>　　For the new system, there are additional advantages also in other system-operating modes. In the electric-assist mode, MG1 mostly acts as a generator, and MG2 acts as a motor utilizing po

45、wers fromMG1 and the battery together (see Fig. 7). Fig. 8 represents PMG1/PE and PMG2/PE versus ωR/ωE for the differential mode of the new system in the electric-assist mode. At a particular engine speed and torque, whe

46、n the battery power increases, in contrast with the THS, the whole battery power does not flo</p><p>　　Fig7. Energy path in the electric-assist mode</p><p>　　V. PERFORMANCE</p><p>　

47、　Due to some limitations in hybrid systems with a planetary gear set, it is not possible to transmit the combined output power capability of the engine and the battery to wheels. These restrictions mainly comprise the ma

48、ximum speed of MG1, which does not permit the engine to operate above a certain speed (see Fig. 9), and the maximum power of MG2, which receives power both from MG1 and the battery at high requested powers and may restri

49、ct the amount of their power .</p><p>　　Fig9. Engine speed restriction in the THS due to the maximum permitted revolution of MG1</p><p>　　Using the new PSD, the system is less affected by such l

50、imitations and, therefore, allows higher overall power performance achievements, particularly at the low/medium speed ranges. The variations of the maximum driving force versus speed for the THS and the new system are ob

51、tained with consideration of the said limitations. Improvements in the overall power performance and in the engine-only mode can be seen in Figs10 and 11.</p><p>　　Fig10. Comparison of the maximum driving fo

52、rce</p><p>　　Fig11 Comparison of the maximum driving force (the engine-only mode)</p><p>　　VI. CONTROL STRATEGY</p><p>　　The upper control layer of a hybrid vehicular drive train is

53、 responsible for energy-management strategy and controls the energy flow among all components, as well as power generation and its conversion in the individual components. To improve the fuel economy, it is important to

54、optimize the control strategy as well as the architecture and components of the hybrid vehicle.</p><p>　　As shown in Fig 12, the driving force can be produced by the battery and/or the engine. A hybrid can a

55、void some of the energy losses that are associated with engine operation at speed and load combinations, where the engine is inefficient, by using the energy storage device to either augment the engine or absorb a part o

56、f the engine output, allowing it to operate only at speeds and loads where it is most efficient. Based on this idea, a rule based control strategy is presented for the energy dis</p><p>　　Fig12 Power distri

57、bution of the new system</p><p>　　When the power demand is low and the battery state of charge (SOC) is sufficiently high, the system operates in the PG mode, and MG2 individually works to drive the vehicle.

58、 As the vehicle speed increases, the power demand increases, or the battery SOC becomes too low, the engine is started with MG1 and MG2 to supply the mechanical power. As the power demand keeps increasing, the requested

59、power might be out of the engine maximum power limit. For such cases, the battery provides assistant power </p><p>　　VII. BATTERY-CHARGING CONTROL</p><p>　　A high-level charge-sustaining strateg

60、y is implemented to assure that the battery SOC remains within the preset upper and lower bounds. This strategy is the most common design because it causes efficient battery operation and prevents the battery from deplet

61、ion or damage. The 65%–75% SOC range is chosen for efficient battery operation. During braking, it is allowed to charge the battery up to 0.9 SOC.</p><p>　　Since the engine is the predominant power source, i

62、f it operates at an efficient manner, the overall vehicle efficiency would be reasonable. For this reason, to avoid energy losses that are associated with the engine operation at loads where the engine is inefficient, th

63、e battery is charged by augmenting the engine and absorbing the part of the engine output allowing it to operate only at speeds and loads where it is most efficient.</p><p>　　The charging power to the batter

64、y is determined, depending on the battery SOC and the power that is requested, i.e., Preq. The main points of calculating the battery-charging power are as follows.</p><p>　　? If the SOC is too high, do not

65、charge the battery.</p><p>　　? If the SOC is too low, charge as much as possible.</p><p>　　? Keep the SOC within the 0.6–0.75 range for most efficient charging and discharging and for preventing

66、 battery damage.</p><p>　　? At low power levels, charge the battery to shift the ICE operating point to a higher efficiency region.</p><p>　　? The target SOC is 0.65, and at a low SOC, charge th

67、e battery proportional to the difference between the current and target SOCs.</p><p>　　? Battery charge up to 0.9 SOC is allowed during braking.</p><p>　　VIII. POWERTRAIN MODE OPTION</p>

68、<p>　　Requested power is determined by driver inputs, and battery-charging power is determined by the battery-charging strategy, as described in Section VIII. In this power train, the power from the engine is divide

69、d into two paths, and the ratio of power directly going to the wheels and to the two motor/generators is continuously variable. For a given engine speed and torque, in which the engine has a certain efficiency, less frac

70、tion of the engine power that indirectly transmits to wheels leads to f</p><p>　　REFERENCES</p><p>　　[1] J. Liu,“Modeling, configuration and control optimization of power-split hybrid vehicles,”

71、 Ph.D. dissertation, Univ. Michigan, Ann Arbor, MI, 2007.</p><p>　　[2] A. E.Fuhs, Hybrid Vehicles and the Future of Personal Transportation. Boca Raton, FL: CRC, 2009, p. 56.</p><p>　　[3] Evalua

72、tion of 2004 Toyota Prius Hybrid Electric Drive System, Oak Ridge National Laboratory, Oak Ridge, TN, May 2005.</p><p>　　[4] S. Abe, “Development of the hybrid vehicle and its future expectation,” presented

73、at the Conf. Soc. Automotive Eng., Warrendale, PA, 2000, Paper 2000-01-C042.</p><p>　　[5] D. Hermance and S. Abe, “Hybrid vehicles lessons learned and future prospects,” presented at the Conf. Soc. Automotiv

74、e Eng., Detroit, MI, 2006, Paper 2006-21-0027.</p><p>　　[6] T.M. Grewe, B.M. Conlon, and A. G. Holmes, “Defining the general motors 2-mode hybrid transmission,” presented at the Conf. Soc. Automotive Eng., D

75、etroit, MI, 2007, Paper 2007-01-0273.</p><p>　　[7] B. Conlon, “Comparative analysis of single and combined hybrid electrically variable transmission operating modes,” presented at the Conf. Soc. Automotive E

76、ng., Detroit, MI, 2005, Paper 2005-01-1162.</p><p>　　[8] J.M.Miller, “Hybrid electric vehicle propulsion system architectures of the e-CVT type,” IEEE Trans. Power Electron., vol. 21, no. 3, pp. 756– 767, Ma

77、y 2006.</p><p>　　[9] A. Emadi, K. Rajashekara, S. S. Williamson, and S. M. Lukic, “Topological overview of hybrid electric and fuel cell vehicular power system architectures and configurations,” IEEE Trans.

78、Veh. Technol., vol. 54, no. 3, pp. 763–770, May 2005.</p><p>　　[10] R. Babuska, Fuzzy and Neural Control Disc Course: Lecture Notes. Delft, The Netherlands: Delft Univ. Technol., 2001.</p><p>　　

79、[11] K. Muta, M. Yamazaki, and J. Tokieda, “Development of new-generation hybrid system THS II—Drastic improvement of power performance and fuel economy,” presented at the Conf. Soc. Automotive Eng., Detroit, MI, 2004, P

80、aper 2004-01-0064.</p><p>　　[12] W. Wang, “Revisions on the model of Toyota Prius in ADVISOR 3.1,” presented at the Conf. Soc. Automotive Eng., Detroit, MI, 2002, Paper 2002-01-0993.</p><p>　　[1

81、3] N. A. Kheir, M. A. Salman, and N. J. Schouten, “Emissions and fuel economy trade-off for hybrid vehicles using fuzzy logic,” Math. Comput. Simul., vol. 66, no. 2/3, pp. 155–172, Jun. 2004.</p><p>　　[14] N

82、. J. Schouten, M. A. Salman, and N. A. Kheir, “Fuzzy-logic control for parallel hybrid vehicles,” IEEE Trans. Control Syst. Technol., vol. 10, no. 3, pp. 460–468, May 2002.</p><p>　　[15] R. Babuska, Fuzzy an

83、d Neural Control Disc Course: Lecture Notes. Delft, The Netherlands: Delft Univ. Technol., 2001.</p><p>　　[16] J. Liu and H. Peng, “Modeling and control of a power-split hybrid vehicle,” IEEE Trans. Control

84、Syst. Technol., vol. 16, no. 6, pp. 1242–1251, Nov. 2008.</p><p>　　[17]K. Ahn, S. Cho, S. W. Cha, and M. Lee, “Engine operation for the planetary gear hybrid powertrain,” Proc. Instrum. Mech.Eng.—Part D J.Au

85、tom. Eng.,vol. 220, no. 12, pp. 1727–1735, 2006.</p><p>　　[18] G. Paganelli, S. Delprat, T. M. Guerra, J. Rimaux, and J. J. Santin, “Equivalent consumption minimization strategy for parallel hybrid powertrai

86、ns,” in Proc. IEEE Veh. Technol. Conf., 2002, vol. 4, pp. 2076–2081.</p><p>　　[19] C. Kim, E. Nam Goong, and S. Lee, “Fuel economy optimization for parallel hybrid vehicles with CVT,” presented at the Conf.

87、Soc. Automotive Eng., Detroit, MI, 1999, Paper 1999-01-1148.</p><p>　　[20] K. B. Wipke, M. R. Cuddy, and S. D. Burch, “ADVISOR 2.1: A userfriendly advanced powertrain simulation using a combined backward/ fo

88、rward approach,” IEEE Trans. Veh. Technol., vol. 48, no. 6, pp. 1751– 1761, Nov. 1999.</p><p><b>　　附錄2</b></p><p><b>　　中文翻譯</b></p><p>　　Power-Split傳輸雙模糊混合動力

89、電動汽車</p><p>　　提出一種Abstract-In創(chuàng)新power-split裝置(PSD),并介紹了其應(yīng)用在混合動力系統(tǒng)進行了研究。新的PSD是一種機制,使得操作在兩個不同的power-split鎖定/解鎖的方式通過兩組離合器。在某一種模式,PSD的運作類似于一個標準的行星齒輪減速器的單位,并在其他模式,它的作品,同時作為一個復(fù)合的行星。一個著名的類似的系統(tǒng)是豐田混合動力系統(tǒng)(這個),主要用于比較。結(jié)果

90、表明,新系統(tǒng)的傳輸損失減少相當大的程度上,因此,效率提高。一個控制器的設(shè)計基于模糊邏輯,從而收到電池狀態(tài)(SOC)的費用,車輛飛馳,權(quán)力,被邀請出席車輪來協(xié)調(diào)各組成部分,以這樣的方式來優(yōu)化整個系統(tǒng)的效率。一個數(shù)值優(yōu)化算法應(yīng)用于維持SOC在高地區(qū)和轉(zhuǎn)移到更高效率的發(fā)動機工作點區(qū)域。仿真結(jié)果表明有明顯的提高燃料經(jīng)濟性和性能特點。</p><p>　　指數(shù)Terms-Dual模式、電控與無級變速傳動(E-CVT)、模糊

91、邏輯推理、混合動力電動汽車整車、優(yōu)化、動力總成控制、功率分流,豐田混合動力系統(tǒng)(這個)。</p><p><b>　　I 簡介</b></p><p>　　混合動力電動汽車(HEVs)提供的靈活性,提高車輛的燃油經(jīng)濟性和排放不犧牲車輛性能的因素,如安全、可靠、和其他普通車輛的特點。這就促使研究人員努力創(chuàng)新發(fā)展混合動力系統(tǒng)的配置及與之相關(guān)的問題,如構(gòu)件尺寸和控制策略。

92、混合動力汽車的利益是獨立系列發(fā)動機的運行速度和瞬時車輛荷載,討論了它們的主要缺點是能量的損失相對較大。并聯(lián)混合動力車輛的利益是較低的傳輸能量的損失,而且他們的缺點是直接連接到車輪的發(fā)動機及與之相關(guān)的瞬態(tài)動力操作對車輛的速度。</p><p>　　Power-split混合系統(tǒng),這也被稱為雜種,系列/平行更為有利,因為他們有各自的優(yōu)勢類型,以及平行,并且他們的draw back scan系列被避免。二者的結(jié)合電動機

93、/發(fā)電機允許發(fā)動機來驅(qū)動第一次作為發(fā)電機,它要么電池充電了或供電電機。在眾多power-split兩種伺服傳動設(shè)計,被稱為單模和雙模power-split傳輸經(jīng)過了商業(yè)成功。在單模系統(tǒng)采用的豐田普銳斯和混合動力汽車等混合模型,和佳美的雙模系統(tǒng),可以發(fā)現(xiàn),在2008年的通用運動控制育空運動型多用途車(SUV),2008年的雪佛蘭達太SUV。</p><p>　　豐田混合動力系統(tǒng)(這個)使發(fā)動機運轉(zhuǎn)在其有效的地區(qū),它

94、獨立于車輛的速度,事實上,它提供了電子控制的無級變速傳動(E-CVT)。power-split裝置(PSD)的,這是一個行星齒輪減速器的單元,劃分了功率從發(fā)動機率與權(quán)力的輪子,直接去到發(fā)電機是連續(xù)變量。因此,仍然有能量轉(zhuǎn)換效率,減少傳輸損失,特別是在特定的駕駛條件。其他類型的power-split傳輸是可用的,對比分析,可以發(fā)現(xiàn)。</p><p>　　模糊-或以規(guī)則為基礎(chǔ)的控制算法可適用于電源管理策略工具,該技術(shù)

95、power-split被用在許多研究工作。</p><p>　　本文提出了一個創(chuàng)新的動力,采用了一種新的PSD作了簡要介紹。提供了一種機械連接PSD的引擎,兩個馬達之間,MG2 /發(fā)電機(MG1)、旋轉(zhuǎn)桿的動力傳遞給車輪。采用兩個汽車離合器切換婚約的大電機/發(fā)電機(MG2)和兩個轉(zhuǎn)動軸:一個是直接連接到車輪通過微分,另一種則是由PSD的關(guān)聯(lián)。這種方式的可能性,在兩個機電power-split手術(shù)操作模式是實現(xiàn)。在

96、某一種模式,PSD的經(jīng)營單位像一個標準的行星齒輪,并在其他模式、PSD的作品,同時作為一個復(fù)合的行星。</p><p>　　II 動力系統(tǒng)的描述</p><p>　　圖1描述了總體布局的混合傳輸系統(tǒng)主要組成的兩個馬達/發(fā)電機PSD,離合器,兩組離合器(1和2),降低離合器齒輪。該設(shè)備的連接和操作能更好的理解從圖2。這兩個離合器是顯示在圖1使系統(tǒng)運作,在兩種不同方式的切換婚約的大電機/發(fā)電

97、機(MG2)和兩個轉(zhuǎn)動軸。當離合器和離合器主要是從事(2),MG2 1拆下有直接聯(lián)系的車輪通過微分、PSD的運作等價于一個行星齒輪系統(tǒng)(PG模式)。當離合器和離合器主要是從事(1),MG2閑散,二是要由PSD,是相互關(guān)聯(lián)的差模信號定義。在這種模式下,發(fā)動機,MG1,MG2轉(zhuǎn)動軸被連接至R,它的動力傳遞給車輪。</p><p>　　圖1 .動力系統(tǒng)的總體結(jié)構(gòu)和MG2(MG1匝是固定在車身上)。</p>

98、<p>　　圖2 新power-split系統(tǒng)輸入和輸出</p><p>　　在這兩種動力模式,兩相分離的扭矩與發(fā)動機遵循不同的路徑。一個直接驅(qū)動輪(機械路徑),其它的轉(zhuǎn)動而產(chǎn)生電力(電氣MG1路徑)。該電力,要么是儲存在電池或發(fā)送到MG2產(chǎn)生一個協(xié)助扭矩。MG2和MG1部分看成是一個可以交流發(fā)電機或一個電機。</p><p>　　在混合動力汽車控制被認為是兩級控制動作:監(jiān)控

99、及部件的控制。監(jiān)督控制器轉(zhuǎn)換成動力驅(qū)動的意圖和協(xié)調(diào)動力總成零部件要求,為了實現(xiàn)一定的目標。共同的目標包括減少燃料消耗和污染物排放減少同時保持或提高業(yè)績和動力性。該組件控制器,另一方面,接收信號并產(chǎn)生詳細上位機控制器控制指令為它的執(zhí)行機構(gòu)。</p><p>　　在該系統(tǒng)中,主決定了引擎的上位機控制器基于行駛條件下運行點,然后計算(或MG2 MG1)指令速度根據(jù)發(fā)動機的目標速度和輸出軸的速度,這是成正比的車輛速度。這