資源目錄里展示的全都有，所見即所得。下載后全都有,請放心下載。原稿可自行編輯修改=【QQ：401339828 或11970985 有疑問可加】 附 錄 附錄A.英文文獻(xiàn) Conventional vehicles with IC engines provide good performance and long operating range by utilizing the high-energy-density advantages of petroleum fuels. However, conventional IC engine vehicles have the disadvantages of poor fuel economy and environmental pollution. The main reasons for their poor fuel economy are (1) mismatch of engine fuel efficiency characteristics with the real operation requirement (refer to Figures 2.34 and 2.35); (2) dissipation of vehicle kinetic energy during braking, especially while operating in urban areas; and (3) low efficiency of hydraulic transmission in current automobiles in stop-and-go driving patterns (refer to Figure 2.21). Battery-powered EVs, on the other hand, possess some advantages over conventional IC engine vehicles, such as high-energy efficiency and zero environmental pollution. However, the performance, especially the operation range per battery charge, is far less competitive than IC engine vehicles, due to the much lower energy density of the batteries than that of gasoline. HEVs, which use two power sources(a primary power source and a secondary power source), have the advantages of both IC engine vehicles and EVs and overcome their disadvantages.1,2 In this chapter, the basic concept and operation principles of HEV power trains are discussed. 5.1 Concept of Hybrid Electric Drive Trains Basically, any vehicle power train is required to (1) develop sufficient power to meet the demands of vehicle performance, (2) carry sufficient energy onboard to support the vehicle driving a sufficient range, (3) demonstrate high efficiency, and (4) emit few environmental pollutants. Broadly, a vehicle may have more than one power train. Here, the power train is defined as the combination of the energy source and the energy converter or power source, such as the gasoline (or diesel)–heat engine system, the hydrogen–fuel cell–electric motor system, the chemical battery–electric motor system, and so on. A vehicle that has two or more power trains is called a hybrid vehicle. A hybrid vehicle with an electrical power train is called an HEV. The drive train of a vehicle is defined as the aggregation of all the power trains. A hybrid vehicle drive train usually consists of no more than two power trains. More than two power trains will make the drive train very complicated. For the purpose of recapturing braking energy that is dissipated in the form of heat in conventional IC engine vehicles, a hybrid drive train usually has a power train that allows energy to flow bidirectionally. The other one is either bidirectional or unidirectional. Figure 5.1 shows the concept of a hybrid drive train and the possible different power flow routes. A hybrid drive train can supply its power to the load by a selective power train. There are many available patterns of operating two power trains to meet the load requirement: 1. Power train 1 alone delivers its power to the load. 2. Power train 2 alone delivers its power to the load. 3. Both power train 1 and power train 2 deliver their power to the load simultaneously. 4. Power train 2 obtains power from the load (regenerative braking). 5. Power train 2 obtains power from power train 1. 6. Power train 2 obtains power from power train 1 and the load simultaneously. 7. Power train 1 delivers power to the load and to power train 2 simultaneously. 8. Power train 1 delivers its power to power train 2, and power train 2 delivers its power to the load. 9. Power train 1 delivers its power to the load, and the load delivers the power to power train 2. In the case of hybridization with a gasoline (diesel)–IC engine (power train 1) and a battery–electric machine (power train 2), pattern (1) is the engine alone propelling mode. This may be used when the batteries are almost completely depleted and the engine has no remaining power to charge the batteries, or when the batteries have been fully charged and the engine is able to supply sufficient power to meet the power demands of the vehicle. Pattern (2) is the pure electric propelling mode, in which the engine is shut off. This pattern may be used for situations where the engine cannot operate effectively, such as very low speed, or in areas where emissions are strictly prohibited. Pattern (3) is the hybrid traction mode and may be used when large power is needed, such as during sharp accelerating or steep hill climbing. Pattern (4) is the regenerative braking mode, by which the kinetic or potential energy of the vehicle is recovered through the electric motor functioning as a generator. The recovered energy is then stored in the batteries and reused later on. Pattern (5) is the mode in which the engine charges the batteries while the vehicle is at a standstill, coasting, or descending a slight grade, in which no power goes into or comes from the load. Pattern (6) is the mode in which both regenerating braking and the IC engine charge the batteries simultaneously. Pattern (7) is the mode in which the engine propels the vehicle and charges the batteries simultaneously. Pattern (8) is the mode in which the engine charges the batteries, and the batteries supply power to the load. Pattern (9) is the mode in which the power flows into the batteries from the heat engine through the vehicle mass. The typical configuration of this mode is that the two power trains are separately mounted on the front and rear axles of the vehicle, which will be discussed in the following sections. The abundant operation modes in a hybrid vehicle create much more flexibility over a single power train vehicle.With proper configuration and control, applying a specific mode for a special operating condition can potentially optimize the overall performance, efficiency, and emissions. However, in a practical design, deciding which mode should be implemented depends on many factors, such as the physical configuration of the drive train, power train efficiency characteristics, load characteristics, and so on. Operating each power train in its optimal efficiency region is essential for the overall efficiency of the vehicle. An IC engine generally has the best efficiency operating region with a wide throttle opening. Operating away from this region will cause low operating efficiency (refer to Figures 2.30, 2.32, 2.34, 2.35, and 3.6). On the other hand, efficiency suffering in an electric motor is not as detrimental when compared to an IC engine that operates away from its optimal region (refer to Figure 4.14). The load power of a vehicle varies randomly in real operation due to frequent acceleration, deceleration, and climbing up and down grades, as shown in Figure 5.2. Actually, the load power is composed of two components: one is steady (average) power, which has a constant value, and the other is dynamic power, which has a zero average. In designing the control strategy of a hybrid vehicle, one power train that favors steady-state operation, such as an IC engine and fuel cell, may be used to supply the average power. On the other hand, another power train, such as an electric motor, may be used to supply the dynamic power. The total energy output from the dynamic power train will be zero in a whole driving cycle. This implies that the energy source of the dynamic power train does not lose energy capacity at the end of the driving cycle. It functions only as a power damper. In a hybrid vehicle, steady power may be provided by an IC engine, a Stirling engine, a fuel cell, and so on. The IC engine or the fuel cell can be much smaller than that in a single power train design because the dynamic power is taken by the dynamic power source, and then can operate steadily in its most efficient region. The dynamic power may be provided by an electric motor powered by batteries, ultracapacitors, flywheels (mechanical batteries), and their combinations. 附錄B.中文翻譯 裝備有內(nèi)燃機的傳統(tǒng)汽車?yán)酶吣芰棵芏鹊幕剂?，可以提供?yōu)良的性能以及行駛里程長。然而，傳統(tǒng)內(nèi)燃機車有經(jīng)濟性差和污染環(huán)境的缺點。燃油經(jīng)濟性差的主要原因是：(1)發(fā)動機燃油效率特性和實際運行工況的不匹配; (2)制動過程中的動能損失，尤其在城市區(qū)域運行的時候; (3)目前汽車停止-前進(jìn)驅(qū)動模式中液力傳動裝置效率的低下。電池驅(qū)動的電動汽車, 在一方面,相比傳統(tǒng)內(nèi)燃機車具有一些優(yōu)點,如高能量效率和零污染。然而, 性能, 尤其是每次充電的行駛里程, 遠(yuǎn)無法和傳統(tǒng)內(nèi)燃機車比,由于電池的能量密度遠(yuǎn)低于汽油?；旌蟿恿ζ? 有兩個動力源（一個主要的和一個輔助的）, 擁有內(nèi)燃機車和電動汽車的優(yōu)點而且避免了它們的缺點。在這一章里, 將討論混合動力汽車動力傳遞路線的基本概念和運行規(guī)則。 5.1 混合動力驅(qū)動的概念 基本上,任何汽車動力系都需要(1) 提供充足的動力來滿足性能需要, (2)攜帶足夠的能量以支持行駛足夠的里程, (3) 高效, (4) 排放較少的環(huán)境污染物。大體上, 一個汽車可以擁有多于一個動力系統(tǒng)。在這里，這個動力系統(tǒng)被定義成能量源和能量轉(zhuǎn)換裝置的結(jié)合或者動力源，比如汽油（或柴油）——熱機系統(tǒng)， 氫燃料電池電動系統(tǒng)，化學(xué)電池——電機系統(tǒng)等等。一個擁有兩個或以上動力系統(tǒng)的汽車稱為混合動力車。一個具有電動動力系統(tǒng)的混合動力車稱為電動混合動力車。車輛的傳動系將所有的動力系統(tǒng)聚集起來。 通常混合動力車的驅(qū)動系不會多于兩個動力系統(tǒng)。多于兩個動力系統(tǒng)會似的驅(qū)動系非常的復(fù)雜。出于回收傳統(tǒng)內(nèi)燃機車輛制動過程中變成熱消耗掉的能量，混合動力驅(qū)動系通常有一個動力系統(tǒng)允許能量雙向流動。另外一個可能是雙向的也可能不是。圖5.1表示的是混合動力驅(qū)動系的概念和可能的能量流動路線?；旌蟿恿︱?qū)動系可以將動力通過可選擇的路線傳遞給負(fù)載。兩個動力系統(tǒng)滿足負(fù)載的有效方式有很多種： 1、 動力系統(tǒng)1單獨傳遞動力到負(fù)載。 2、 動力系統(tǒng)2單獨傳遞動力到負(fù)載。 3、 動力系統(tǒng)1和2同時傳遞動力到負(fù)載。 4、 動力系統(tǒng)2從負(fù)載獲得能量 (再生制動)。 5、 動力系統(tǒng)2從動力系統(tǒng)1獲得能量。 6、 動力系統(tǒng)2同時從動力系統(tǒng)1和負(fù)載獲得能量。 7、動力系統(tǒng)1同時將動力傳遞給動力系統(tǒng)2和負(fù)載。 8、動力系統(tǒng)1將能量傳遞給動力系統(tǒng)2，動力系統(tǒng)2將能量傳遞給負(fù)載。 9、 動力系統(tǒng)1將動力傳遞給負(fù)載，負(fù)載將動力傳遞給動力系統(tǒng)2。 汽油機（柴油機）——內(nèi)燃機（動力系統(tǒng)1）和電動動力系統(tǒng)（動力系統(tǒng)2）組合的情況下，方式(1)是發(fā)動機單獨驅(qū)動模式。通常是電池幾乎完全用盡并且發(fā)動機沒有剩余動力給電池充電，或者是電池已經(jīng)完全充滿而發(fā)動機能夠提供足夠的動力來滿足車輛的負(fù)載需求。方式 (2) 是純電動模式，發(fā)動機關(guān)閉。這種方式是在發(fā)動機不能有效地運行的場合，比如速度非常低，或者某些嚴(yán)禁排放的區(qū)域。方式 (3)是混合驅(qū)動模式，可能在需要大功率的情況下運用，比如急加速或者爬陡坡。方式 (4)是在生制動模式， 通過電動機作為發(fā)電機運行來回收動能或潛在的能量。再生的能量儲存到電池里，以后再利用。方式(5) 是充電模式，當(dāng)車輛停止，滑行或者下小斜坡的時候，沒有動力傳遞到負(fù)載，也沒有動力傳回來。方式 (6) 是再生制動和內(nèi)燃機同時給電池充電模式。方式 (7) 是發(fā)動機驅(qū)動車輛行駛同時給電池充電。方式(8) 是發(fā)動機給電池充電，電池提供動力給負(fù)載。負(fù)載 (9) 是發(fā)動機將動力通過車身傳遞給電池。典型的這種模式是，兩個動力系統(tǒng)分別裝在前后軸上，在接下來的部分里將進(jìn)行論述。 混合動力車豐富的操作模式相比于單一動力系統(tǒng)的汽車提供了更多的靈活性。用正確的結(jié)構(gòu)和控制， 針對特殊的工況運用相應(yīng)的模式可以潛在地優(yōu)化整體性能，效率和排放。然而，在一個特定的設(shè)計中， 決定執(zhí)行哪一種模式取決于很多因素，比如驅(qū)動系的結(jié)構(gòu)，動力系統(tǒng)的效率特性,負(fù)載特性等等。在各自的優(yōu)化效率區(qū)域運行每個動力系統(tǒng)對一輛汽車總體性能至關(guān)重要。內(nèi)燃機一般在較大節(jié)氣門開度下具有最優(yōu)的效率運行區(qū)。離開這個區(qū)域?qū)?dǎo)致效率下降。另一方面，電動機不在最優(yōu)區(qū)域工作的效率則不像內(nèi)燃機那樣糟糕。 在實際操作中，因為頻繁加減速，上下坡，像圖5.2顯示的那樣，車輛的負(fù)載功率是隨機變化的。實際上，負(fù)載功率由兩部分組成：一是穩(wěn)定（平均）功率，有一個固定不變的數(shù)值，另一個是動態(tài)功率，平均值為零。在混合動力車控制策略的設(shè)計中，一個動力系統(tǒng)支持穩(wěn)定的狀態(tài)的運行，如內(nèi)燃機和燃料電池，提供平均功率。另一方面，另一個動力系統(tǒng)，如電動機，可能用來提供動態(tài)功率。動態(tài)動力系統(tǒng)總的能量輸出是零，在一個完整的行駛循環(huán)里。這就意味著，動態(tài)動力系統(tǒng)在一個行駛循環(huán)的最后并沒有損失能量。它的功能僅相當(dāng)于一個能量緩沖器。在混合動力車?yán)?，穩(wěn)定的動力可能由內(nèi)燃機，轉(zhuǎn)子發(fā)動機，或者燃料電池等提供。內(nèi)燃機或燃料電池比單一動力系統(tǒng)的設(shè)計要小很多，因為動態(tài)功率由動態(tài)動力系統(tǒng)來彌補，并且可以在最有效率的區(qū)域穩(wěn)定的工作。電動機動態(tài)動力系統(tǒng)可以由電池，超級電容器，飛輪（機械電池）和其他組合提供。 7