汽油機(jī)活塞的熱力耦合應(yīng)力分析
汽油機(jī)活塞的熱力耦合應(yīng)力分析,汽油機(jī),活塞,熱力,耦合,應(yīng)力,分析
畢 業(yè) 設(shè) 計(jì)(論 文)外 文 參 考 資 料 及 譯 文 譯文題目: Hybrid Electric Vehicles 混合動(dòng)力汽車 學(xué)生姓名:專業(yè):所在學(xué)院:指導(dǎo)教師:職稱:說(shuō)明:要求學(xué)生結(jié)合畢業(yè)設(shè)計(jì)(論文)課題參閱一篇以上的外文資料,并翻譯至少一萬(wàn)印刷符(或譯出3千漢字)以上的譯文。譯文原則上要求打?。ㄈ缡謱?xiě),一律用400字方格稿紙書(shū)寫(xiě)),連同學(xué)校提供的統(tǒng)一封面及英文原文裝訂,于畢業(yè)設(shè)計(jì)(論文)工作開(kāi)始后2周內(nèi)完成,作為成績(jī)考核的一部分。Hybrid Electric VehiclesAbstractConventional 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 dis- advantages 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 over- come 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 TrainsBasically, any vehicle power train is required to (1) develop sufficient power to meet the demands of vehicle performance, (2) carry sufficient energy on- board 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 hydrogenfuel cell electric motor system, the chemical batteryelectric 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. FIGURE 5.1 Conceptual illustration of a hybrid electric drive train.In the case of hybridization with a gasoline (diesel)IC engine (power train1) and a batteryelectric 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 flexi- bility 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).FIGURE 5.2 A load power is decomposed into steady and dynamic components.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.1,35.2 Architectures of Hybrid Electric Drive TrainsThe architecture of a hybrid vehicle is loosely defined as the connection between the components that define the energy flow routes and control ports. Traditionally, HEVs were classified into two basic types: series and parallel. It is interesting to note that, in 2000, some newly introduced HEVs could not be classified into these kinds.4 Hence, HEVs are presently classified into four kindsseries hybrid, parallel hybrid, seriesparallel hybrid, and complex hybridthat are functionally shown in Figure 5.3.5 Scientifically, the classifications above are not very clear and may cause confusion. Actually, in an HEV, there are two kinds of energy flowing in the drive train: one is mechanical energy and the other is electrical energy. Adding two powers together or splitting one power into two at the power merging point always occurs with the same power type, that is, electrical or mechanical,FIGURE 5.3 Classifications of hybrid EVs. (a) Series (electrically coupling), (b) parallel (mechanical coupling), (c) seriesparallel (mechanical and electrical coupling), and (d) complex (mechanical and electrical coupling).not electrical and mechanical. So perhaps a more accurate definition for HEV architecture may be to take the power coupling or decoupling features such as an electrical coupling drive train, a mechanical coupling drive train, and a mechanicalelectrical coupling drive train.Figure 5.3a functionally shows the architecture that is traditionally called a series hybrid drive train. The key feature of this configuration is that two electrical powers are added together in the power converter, which functions as an electric power coupler to control the power flows from the batteries and generator to the electric motor, or in the reverse direction, from the electric motor to the batteries. The fuel tank, the IC engine, and the generator constitute the primary energy supply and the batteries function as the energy bumper.Figure 5.3b is the configuration that is traditionally called a parallel hybrid drive train. The key of this configuration is that two mechanical powers are added together in a mechanical coupler. The IC engine is the primary power plant, and the batteries and electric motor drive constitute the energy bumper. The power flows can be controlled only by the power plantsthe engine and electric motor.Figure 5.3c shows the configuration that is traditionally called a series parallel hybrid drive train. The distinguished feature of this configuration is the employment of two power couplersmechanical and electrical. Actually, this configuration is the combination of series and parallel structures,possessing the major features of both and more plentiful operation modes than those of the series or parallel structure alone. On the other hand, it is relatively more complicated and may be of higher cost.Figure 5.3d shows a configuration of the so-called complex hybrid, which has a similar structure to the seriesparallel one. The only difference is that the electric coupling function is moved from the power converter to the batteries and one more power converter is added between the motor/generator and the batteries.We will concentrate more on the first three configurationsseries, parallel, and seriesparallel.5.2.1Series Hybrid Electric Drive Trains (Electrical Coupling)A series hybrid drive train is a drive train in which two electrical power sources feed a single electrical power plant (electric motor) that propels the vehicle. The configuration that is most often used is the one shown in Figure 5.4. The unidirectional energy source is a fuel tank and the unidirectional energy converter (power plant) is an IC engine coupled to an electric generator. The output of the electric generator is connected to a power DC bus through a controllable electronic converter (rectifier). The bidirectional energy source is a battery pack connected to the power DC bus by means of a controllable, bidirectional power electronic converter (DC/DC converter). The power bus is also connected to the controller of the electric motor. The traction motor can be controlled as either a motor or a generator, and in forward or reverse motion. This drive train may need a battery charger to charge the batteries by wall plug-in from a power grid. The series hybrid drive trainoriginally came from an EV on which an additional enginegenerator is added to extend the operating range that is limited by the poor energy density of the batteries.FIGURE 5.4 Configuration of a series hybrid electric drive train.混 合 動(dòng) 力 汽 車摘要傳統(tǒng)內(nèi)燃機(jī)汽車通過(guò)利用石油燃料高熱值高密度的優(yōu)點(diǎn),提供給其良好的性能和較好的續(xù)航能力。但同時(shí)又不可避免的有燃油經(jīng)濟(jì)性差和環(huán)境污染的缺點(diǎn)。下面是其燃油經(jīng)濟(jì)性差的主要原因:(1)發(fā)動(dòng)機(jī)燃油效率特性與實(shí)際運(yùn)行工況不匹配(如圖2.34和圖2.35);(2)制動(dòng)過(guò)程中的動(dòng)能損失,尤其是在城市運(yùn)行的時(shí)候;(3)當(dāng)前汽車在走走停停的駕駛模式下液力傳動(dòng)裝置的效率低下(如圖2.21)。純電動(dòng)汽車,在一方面,相比傳統(tǒng)內(nèi)燃機(jī)汽車有一些優(yōu)勢(shì),如高效能和零污染。然而,在性能方面,特別是每次充電所能行駛的里程要遠(yuǎn)少于內(nèi)燃機(jī)汽車,原因在于電池的能量密度遠(yuǎn)低于汽油?;旌蟿?dòng)力汽車有兩個(gè)動(dòng)力源(一個(gè)主要的和一個(gè)輔助的),它擁有內(nèi)燃機(jī)汽車和純電動(dòng)汽車的各自優(yōu)點(diǎn)并且同時(shí)避免了它們的不足。在這一章里,我們將就混合動(dòng)力汽車動(dòng)力驅(qū)動(dòng)裝置的基本概念和操作準(zhǔn)則進(jìn)行討論。5.1混合動(dòng)力驅(qū)動(dòng)系統(tǒng)的概念基本上,任何汽車動(dòng)力驅(qū)動(dòng)系統(tǒng)都需要(1)提供充足動(dòng)力來(lái)滿足汽車性能需求;(2)攜帶足夠的能量以支持行駛足夠的里程;(3)具有高效能;(4)排放較少的環(huán)境污染物。一般來(lái)說(shuō),一輛汽車可能擁有不止一個(gè)動(dòng)力驅(qū)動(dòng)系統(tǒng)。在這里,這個(gè)動(dòng)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(dòng)力源,比如汽油(或柴油)-熱機(jī)系統(tǒng), 氫燃料電池電動(dòng)系統(tǒng),化學(xué)電池-電機(jī)系統(tǒng)等等。一個(gè)擁有兩個(gè)或兩個(gè)以上動(dòng)力系統(tǒng)的汽車稱為混合動(dòng)力車。一個(gè)具有電動(dòng)動(dòng)力系統(tǒng)的混合動(dòng)力車稱為電動(dòng)混合動(dòng)力車。車輛的驅(qū)動(dòng)系統(tǒng)將所有的動(dòng)力系統(tǒng)聚集起來(lái)。通?;旌蟿?dòng)力車的驅(qū)動(dòng)系不會(huì)多于兩個(gè)動(dòng)力系統(tǒng)。多于兩個(gè)動(dòng)力的驅(qū)動(dòng)系非常的復(fù)雜。為了回收傳統(tǒng)內(nèi)燃機(jī)車輛制動(dòng)過(guò)程中變成熱消耗掉的能量,混合動(dòng)力驅(qū)動(dòng)系通常有一個(gè)動(dòng)力系統(tǒng)允許能量雙向流動(dòng)。另外一個(gè)可能是雙向的也可能不是。圖5.1表示的是混合動(dòng)力驅(qū)動(dòng)系的概念和可能的能量流動(dòng)路線?;旌蟿?dòng)力驅(qū)動(dòng)系可以將動(dòng)力通過(guò)可選擇的路線傳遞給負(fù)載。兩個(gè)動(dòng)力系統(tǒng)滿足負(fù)載的有效方式有很多種:1、 動(dòng)力系統(tǒng)1單獨(dú)傳遞動(dòng)力到負(fù)載。2、 動(dòng)力系統(tǒng)2單獨(dú)傳遞動(dòng)力到負(fù)載。3、 動(dòng)力系統(tǒng)1和2同時(shí)傳遞動(dòng)力到負(fù)載。4、 動(dòng)力系統(tǒng)2從負(fù)載獲得能量(再生制動(dòng))。5、 動(dòng)力系統(tǒng)2從動(dòng)力系統(tǒng)1獲得能量。6、 動(dòng)力系統(tǒng)2同時(shí)從動(dòng)力系統(tǒng)1和負(fù)載獲得能量。7、 動(dòng)力系統(tǒng)1同時(shí)將動(dòng)力傳遞給動(dòng)力系統(tǒng)2和負(fù)載。 圖5.1 混合汽車驅(qū)動(dòng)系統(tǒng)的概念說(shuō)明8、動(dòng)力系統(tǒng)1將能量傳遞給動(dòng)力系統(tǒng)2,動(dòng)力系統(tǒng)2將能量傳遞給負(fù)載。9、動(dòng)力系統(tǒng)1將動(dòng)力傳遞給負(fù)載,負(fù)載將動(dòng)力傳遞給動(dòng)力系統(tǒng)2。汽油機(jī)(柴油機(jī))-內(nèi)燃機(jī)(動(dòng)力系統(tǒng)1)和電動(dòng)動(dòng)力系統(tǒng)(動(dòng)力系統(tǒng)2)組合的情況下,方式(1)是發(fā)動(dòng)機(jī)單獨(dú)驅(qū)動(dòng)模式。通常是電池幾乎完全用盡并且發(fā)動(dòng)機(jī)沒(méi)有剩余動(dòng)力給電池充電,或者是電池已經(jīng)完全充滿而發(fā)動(dòng)機(jī)能夠提供足夠的動(dòng)力來(lái)滿足車輛的負(fù)載需求。方式(2) 是純電動(dòng)模式,發(fā)動(dòng)機(jī)關(guān)閉。這種方式是在發(fā)動(dòng)機(jī)不能有效地運(yùn)行的場(chǎng)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(dòng)模式,可能在需要大功率的情況下運(yùn)用,比如急加速或者爬陡坡。方式(4)是再生制動(dòng)模式, 通過(guò)電動(dòng)機(jī)作為發(fā)電機(jī)運(yùn)行來(lái)回收動(dòng)能或潛在的能量。再生的能量?jī)?chǔ)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(shí)候,沒(méi)有動(dòng)力傳遞到負(fù)載,也沒(méi)有動(dòng)力傳回來(lái)。方式(6)再生制動(dòng)和內(nèi)燃機(jī)同時(shí)給電池充電模式。方式(7)是發(fā)動(dòng)機(jī)驅(qū)動(dòng)車輛行駛同時(shí)給電池和負(fù)載充電。方式(8)發(fā)動(dòng)機(jī)給電池充電,電池提供動(dòng)力給負(fù)載。方式(9)是發(fā)動(dòng)機(jī)將動(dòng)力通過(guò)車身傳遞給電池。典型的這種模式是,兩個(gè)動(dòng)力系統(tǒng)分別裝在前后軸上,在接下來(lái)的部分里將進(jìn)行論述?;旌蟿?dòng)力車豐富的操作模式相比于單一動(dòng)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(duì)特殊的工況運(yùn)用相應(yīng)的模式可以潛在的優(yōu)化整體性能,效率和排放。然而在一個(gè)特定的設(shè)計(jì)中,決定執(zhí)行哪一種模式取決于很多因素,比如驅(qū)動(dòng)系統(tǒng)的結(jié)構(gòu),動(dòng)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(yùn)行每個(gè)動(dòng)力系統(tǒng)對(duì)一輛汽車總體性能至關(guān)重要。內(nèi)燃機(jī)一般在較大節(jié)氣門開(kāi)度下具有最優(yōu)的效率運(yùn)行區(qū)。離開(kāi)這個(gè)區(qū)域?qū)?dǎo)致效率下降。另一方面,電動(dòng)機(jī)不在最優(yōu)區(qū)域工作的效率則不像內(nèi)燃機(jī)那樣糟糕。 圖5.2 平均負(fù)載功率和動(dòng)態(tài)負(fù)載功率在實(shí)際操作中,因?yàn)轭l繁加減速,上下坡,如圖5.2所示,車輛的負(fù)載功率是隨機(jī)變化的。實(shí)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(gè)固定不變的數(shù)值。另一個(gè)是動(dòng)態(tài)功率,平均值為零。在混合動(dòng)力車控制策略的設(shè)計(jì)中,一個(gè)動(dòng)力系統(tǒng)支持穩(wěn)定的狀態(tài)的運(yùn)行,如內(nèi)燃機(jī)和燃料電池,提供平均功率。另一方面,另一個(gè)動(dòng)力系統(tǒng),如電動(dòng)機(jī),可能用來(lái)提供動(dòng)態(tài)功率。動(dòng)態(tài)動(dòng)力系統(tǒng)總的能量輸出為零,在一個(gè)完整的行駛循環(huán)里。這就意味著動(dòng)態(tài)動(dòng)力系統(tǒng)在一個(gè)行駛循環(huán)的最后并沒(méi)有損失能量。它的功能僅相當(dāng)于一個(gè)能量緩沖器。在混和動(dòng)力車?yán)?,穩(wěn)定的動(dòng)力可能由內(nèi)燃機(jī),轉(zhuǎn)子發(fā)動(dòng)機(jī),或者燃料電池等提供。內(nèi)燃機(jī)或燃料電池比單一動(dòng)力系統(tǒng)的設(shè)計(jì)要小很多,因?yàn)閯?dòng)態(tài)功率可以用動(dòng)態(tài)動(dòng)力系統(tǒng)來(lái)彌補(bǔ),并且可以在最有效率的區(qū)域穩(wěn)定的工作。電動(dòng)機(jī)動(dòng)態(tài)動(dòng)力系統(tǒng),可以由電池,超級(jí)電容器,飛輪(機(jī)械電池)和其他組合提供。5.2混合動(dòng)力驅(qū)動(dòng)系統(tǒng)混合動(dòng)力汽車的架構(gòu)一般定義為在能量流路線上的組件和控制端口之間的連接。傳統(tǒng)上,混合動(dòng)力汽車可以分別為兩種類型,一種是串聯(lián)式混合動(dòng)力,一種是并聯(lián)式混合動(dòng)力。有趣的是,在2000年,一些新引入的混合動(dòng)力汽車不能被分為這兩種之一。因此,混合動(dòng)力汽車被分為四種類型:串聯(lián)式混合動(dòng)力、并聯(lián)式混合動(dòng)力、串并聯(lián)式混合動(dòng)力和復(fù)雜混合動(dòng)力,其各功能如圖5.3所示。科學(xué)的來(lái)講,上面的分類不是很清楚,可能會(huì)導(dǎo)致混亂。實(shí)際上,混合動(dòng)力汽車中有兩種驅(qū)動(dòng)系統(tǒng)中的能量的流動(dòng),分別是機(jī)械能和電能。把兩種能量添加在一起或者在功率合并點(diǎn)上把能量一分為二時(shí),總伴有相同的能量類型,也就是說(shuō),是電能和機(jī)械能,不是電氣和機(jī)械。所以對(duì)混合動(dòng)力汽車結(jié)構(gòu)更準(zhǔn)確的定義或許是把功率耦合或者是解耦的一個(gè)特性,比如電子耦合驅(qū)動(dòng)系統(tǒng),機(jī)械耦合驅(qū)動(dòng)系統(tǒng)和機(jī)電耦合驅(qū)動(dòng)系統(tǒng)。 圖 5.3 混合動(dòng)力汽車的分類 (a) 串聯(lián)式 (電耦合), (b) 并聯(lián)式 (機(jī)械 耦合), (c) 串并聯(lián)式 (機(jī)電耦合),和 (d) 復(fù)雜式(機(jī)電耦合) . 圖5.3a是傳統(tǒng)上被稱為串聯(lián)式混合動(dòng)力驅(qū)動(dòng)系統(tǒng)的配置。這種配置的主要特點(diǎn)是兩種電能加在一起的電力耦合,電源轉(zhuǎn)換器的功能是控制電流的流向,使電流從電動(dòng)機(jī)到發(fā)電機(jī),或者在相反的方向上,從電動(dòng)機(jī)到電池。電源轉(zhuǎn)化器為燃油箱,內(nèi)燃機(jī)和發(fā)電機(jī)提供主要能量并且具有作為能量保險(xiǎn)杠的電池的功能。圖5.3b是傳統(tǒng)上稱為并聯(lián)式混合動(dòng)力驅(qū)動(dòng)系統(tǒng)的配置。這種配置的主要特性是兩種機(jī)械能加在一起在的機(jī)械耦合。內(nèi)燃機(jī)是主要的動(dòng)力源,電池和電動(dòng)馬達(dá)驅(qū)動(dòng)器構(gòu)成能量保險(xiǎn)杠。能量流只可以被能量源(發(fā)動(dòng)機(jī)和電動(dòng)馬達(dá))控制。圖5.3c是傳統(tǒng)上被稱為串并聯(lián)式混合動(dòng)力驅(qū)動(dòng)系統(tǒng)的配置。這種配置的主要特性是機(jī)械能和電能的動(dòng)力耦合。實(shí)際上,這個(gè)配置是串聯(lián)和并聯(lián)的組合結(jié)構(gòu),它具有串聯(lián)式混合動(dòng)力和并聯(lián)式混合動(dòng)力配置所有的特性甚至更多。另一方面,它相對(duì)更復(fù)雜,可能成本更高。圖5.3是被稱為復(fù)雜混合動(dòng)力驅(qū)動(dòng)系統(tǒng)的配置,它和串并聯(lián)式混合動(dòng)力有類似的結(jié)構(gòu)。唯一的區(qū)別是,電動(dòng)耦合功能從電源轉(zhuǎn)換器移到了電池組上,同時(shí)增加了一個(gè)電源轉(zhuǎn)換器用來(lái)連接電動(dòng)機(jī)/發(fā)電機(jī)和電池。我們將注重研究前三種動(dòng)力驅(qū)動(dòng)系統(tǒng)串聯(lián)式、并聯(lián)式和串并聯(lián)式。5.2.1串聯(lián)式混合動(dòng)力驅(qū)動(dòng)系統(tǒng)(電耦合)串聯(lián)式混合動(dòng)力驅(qū)動(dòng)系統(tǒng)是兩種電能共同給一個(gè)單獨(dú)動(dòng)力裝置(電動(dòng)機(jī))提供動(dòng)能來(lái)推進(jìn)汽車的系統(tǒng)。最常用的配置如圖5.4所示:?jiǎn)蜗虻哪芰縼?lái)源是燃油箱,單向換能器(動(dòng)力裝置)則是一個(gè)內(nèi)燃發(fā)動(dòng)機(jī)和發(fā)電機(jī)的耦合。發(fā)電機(jī)的輸出通過(guò)一個(gè)可控的電子轉(zhuǎn)換器(整流器)連接到電源直流總線。雙向能量的來(lái)源是通過(guò)可控的、雙向的電力電子轉(zhuǎn)換器(直流/直流轉(zhuǎn)換器)連接到電源直流總線的電池組。電源總線也連接到電動(dòng)馬達(dá)的控制器上。牽引電機(jī)通過(guò)不同控制,既可作為電動(dòng)機(jī)正向運(yùn)動(dòng)也可作為發(fā)電機(jī)反向運(yùn)動(dòng)。這種驅(qū)動(dòng)系統(tǒng)可能需要利用充電器通過(guò)墻上通電的插頭給電池充電。串聯(lián)式混合動(dòng)力驅(qū)動(dòng)系統(tǒng)通常會(huì)像電動(dòng)汽車一樣,添加一個(gè)額外的內(nèi)燃發(fā)電機(jī)來(lái)彌補(bǔ)因電池能量密度低導(dǎo)致的續(xù)航能力不足。 圖5.4 混合動(dòng)力汽車動(dòng)力驅(qū)動(dòng)系統(tǒng)配置.
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