Hybrid Drive Systems for Vehicles ion ht16/Lectures/EHS_L6_2016_series... · 2016. 10. 4. · v* &...
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Industrial Electrical Engineering and Automation © Mats Alaküla EHS Hybrid Drive Systems for Vehicles • The Series Hybrid • The Complex Hybrid
Transcript of Hybrid Drive Systems for Vehicles ion ht16/Lectures/EHS_L6_2016_series... · 2016. 10. 4. · v* &...
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Hybrid Drive Systems for Vehicles
• The Series Hybrid
• The Complex Hybrid
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The Parallel Hybrid
IC E EM
PE Batt
GEAR Clutch
D
DIFF
*
*
*
ice
r
wheel
em Tg
TT
ice
icesocauxtractiveice PSOCSOCkPP
dt
dP
** )*(
ech
batt
soc
Wk
arg
max,
400
• The EM provides the dynamics that the
ICE cannot
• Stationary solution: auxtractiveice PPP *
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Efficiency limitation
• Turn off the ICE if the efficiency is not
high enough ...
– Leads to pure electric drive and battery
depletion .... which ...
– leads to increased charge power requirement
... meaning ...
– that the ICE efficiency increases and it is
restarted
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Charge sustaining / depleting
mode
Källa: SAFT föredrag EPRI Workshop mars 2005 MonteCarlo
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Control of the Parallell Hybrid Vehicle
Gear select
”Throttle” *
iceT
*
ice
- +
*
emT
Wheel radius
&
Gear ratio
Speed
+ -
Dynamics
Limitation
Efficiency
Limitation
+ X
ICEOffOn /
*
iceP*
iceP*
chargeP
*
tractionP
*SOC SOC
RPMNm
RPMNm
RPMNm
*Speed
+
- X
*
tractiveF *
shaftinputgearboxT
D
Energy
Storage
+ -
El.
mach Diesel Engine
Power
Electronics
Gearbox
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Benefits of the Parallel hybrid
• Minimum of energy conversions
• Minimim of electrical machines
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Design of a Parallel hybrid
• Philosophy:
1: Big ICE & small EM. Since EM and battery are
expensive and ICE is getting better by itself.
2: Small ICE & big EM. ”Plug in Hybrid”.
Commuter car using mostly electric energy
from the PowerGrid.
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Philosophy 1 – Big ICE
• Select 80 kW ICE and 20 kW EM
• Big ICE for safety in case SOC low
• 20 kW Em enough to take off and to run silently and emission free at low speed – In residential area nighttime
– In garage
– ...
• Make a Sensitivity Study !
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To Simulink
Parallell hybrid modellv* & v
-K-
m/s -> km/h
Tice
Tem
Tbroms
utv x
Fv äg
v
Tdriv
Wf riktion
Wbroms
Troad
Transmission
Wbränsle
HastighetFC
SOC v Froad
Modell av vägen
T*ice
wice
Fuel energy
Tice
Pice
ICE-model
wem
T*em
T_em
Pel_em
Generator (em1)
v bus *
v busTtot*
Förare
Twheel*
v
SOC
Tice*
wice*
Telm*
utv x
Drivlinans
styrsystem
Paux
Bränsleförbrukning
T*em
Tem
T*_ice
T_ice
utv x
T_broms
Broms
P elm
P aux
SOC
Ploss
Pcharge
Batteri1
Driv ing cy cle
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Conclusion on the parallel hybrid
• Competitive design
– Simple, cheap and safe
• Can be either a charge sustaining hybrid
or an charge depleting hybrid
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”Throttle” *
iceT
*
ice
*
emT
Wheel radius
&
Gear ratio
Speed Contr +
-
ice
*
genT
Control of the Series Hybrid Vehicle
Speed
+ -
Dynamics
Limitation
Efficiency
Limitation
+ X
ICEOffOn /
*
iceP*
iceP*
chargeP
*
tractionP
*SOC SOC
RPMNm
RPMNm
RPMNm
*Speed
+
- X
*
tractiveF
Diesel Engine El.
mach
Power
Electronics
>30%
95 %
95 %
D
Energy
Storage
+ -
El.
mach
Power
Electronics
95 %
95 %
98 %
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System design of a series hybrid
• 100 kW in total installed power ...
• Split 60 kW traction, 20+20 kW ICE+gen
• Traction motor torque and speed?
– Assume 0...100 km/h in 10 seconds
– Max torque 200 Nm EM with gr2=5.
– Max speed vmax/rw* gr2 *30/pi=8800 rpm
NmrFT
NamF
wheelwheel 10003.0*3600
360010/)6.3/100(1300
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The Traction motor
0200
400600
800
0
50
100
150
200
0
0.5
1
Speed [rad/s]
Electrical machine efficiency
Torque [Nm]
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System design of a series hybrid
• ICE and Generator?
– 20 kW each
– Tgen_max=1.2*Tice_max. Margin for speed control
of ICE+generator.
– wgen_max=wice_max
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To Simulink
Series hybrid modelv* & v
-K-
m/s -> km/h
Tice
Tem1
Tem2
Tbroms
Fv äg
v
Tdriv
Wf riktion
Wbroms
w_genset
Transmission
wem2
T*em2
T_em2
Pel_em2
Traction Motor (EM2)
Wbränsle
HastighetFC
SOC
v Froad
Modell av vägen
T*ice
wice
Fuel energyTicePice
EtaICE
ICE-model
wem1
T*em1
T_em1
Pel_em1
Generator (em1)
v bus *
v busTtot*
Förare
Twheel*
v
SOC
w_genset
Tice*
w_genset
Tem1*
Tem2*
w_em2
Drivlinans
styrsystem
Paux
Bränsleförbruking
T*em2
Tem2
T_broms
Broms
P elm1
P elm2
P aux
SOC
Ploss
Pcharge
Batteri
Driv ing cy cle
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Rethink ...
• ICE and Generator?
– 25 kW each
– Tgen_max=1.2*Tice_max. Margin for speed control
of ICE+generator.
– wgen_max=wice_max
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Conclusions on the Series Hybrid
• Highest possible ICE dynamics should be
utilized
• The high number of energy conversions is
a drawback
• Mostly for city traffic
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The Complex Hybrid Vehicle
Advantage:
- CVT function
- Simple mechanical gearbox
Drawbacks:
- Two el. drives
- Not flexible for alternative ICE’s
- Maximum output torque limited by solar wheel motor
D Energy
Storage
+ -
Power
Electronics
El.
mach
El.
mach
Diesel Engine
Power
Electronics
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The Complex Hybrid
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Complex transmission power flow
IC E
D
DIFF EM1
rc
Ring wheel (em2)
So
lar
wheel (em1)
Car
rier
whee
l
(ICE)
Pla
net wheel
EM2
KE KE
Batt Batt Batt
• Some energy the
”series” way, some
the ”parallell”
• The ”series” way
means 4 conversions
! Tem1<0
em1 <>0 Tem2<>0
em2 >0
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Complex transmission animation
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Complex transmission Control
• Strategy:
– Select ICE speed and torque for optimum
efficiency
– Set ICE torque to reference
– Use EM1 for speed control of ICE
– Use EM2 for transmission torque levelling
• Almost like Series for ICE speed control
• Almost like Parallel for tranmission torque
levelling
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”Throttle”
*
iceT
*
ice
*
emT
Wheel radius
& final gear
Speed Contr +
-
ice
*
genT
Control of the Complex
Hybrid Vehicle
Speed
+ -
Dynamics
Limitation
Efficiency
Limitation
+ X
ICEOffOn /
*
iceP*
iceP*
chargeP
*
tractionP
*SOC SOC
RPMNm
RPMNm
RPMNm
*Speed
+
- X
*
tractiveF
D Energy
Storage
+ -
Power
Electronics
El.
mach
El.
ma
ch
Diesel Engine
Power
Electronics
- + *
shaftinputgearboxT
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Torque relation: Solar/Carrier
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Torque relation: Ring/Carrier
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Torque relation: Ring/Solar
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Speed relations
