Comparative Assessment Of Hybrid Vehicle Power Split .
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsComparative Assessment of Hybrid Vehicle PowerSplit TransmissionsJohn M. Miller, P.E., PhDJ-N-J Miller, P.L.C.Design ServicesJanuary 12, 20054’th VI Winter Workshop SeriesSlide 1
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsOutline of TopicsSlide # Session 1: Historical developments .Session 2: Toyota, THS-I and THS-II .Session 3: Ford-Volvo-Aisin, FHS Session 4: GM-Allison, AHS-2 .Session 5 Renault, IVT .Conclusion and wrap up .32164758593 Presentation time: ½ dayJanuary 12, 20054’th VI Winter Workshop SeriesSlide 2
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsHistorical Developments: Hydrostatic Hydrostatic power split– Maintains direct mechanical power path– Input power splits (k/(k 1)) mechanical (1/(k 1)) hydraulic– Controllable speed summer (differential) maintains desiredoutputHydrastatic Power SplitTransmissionICEJanuary 12, 2005VarDispPumpGearboxHydraulic linesMechanical Power Path4’th VI Winter Workshop SeriesFixedDispMotorGeardiff.OutputSlide 3
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsHistorical Developments: ElectroMechanical The classic electro-mechanical power split transmissiondeveloped by TRW and published in a 1971 SAE paperis the basis of today’s electric power split systems. G.H.Gelb, N. A. Richardson, T.C. Wang, B. Berman, “An Electromechanical Transmissionfor Hybrid Vehicle Powertrains,” SAE paper no. 710235, Jan. 1971 One electric machine provided the function of “speeder” A second electric machine provided the function of a“torquer” In the original TRW system there are no clutches and nostep ratio gear shifts – the essentials of power split.January 12, 20054’th VI Winter Workshop SeriesSlide 4
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsHistorical Developments: ElectroMechanical TRW Electromechanical Transmission – EMT– ICE drives the planetary SUN gear– The “speeder” (generator) M/G connects to the carrier– The “torquer” (motor) M/G is connected to the ring gear via anadditional gear ratio.– Ring gear output shaft transmits summation power to the vehicledriveline.January 12, 20054’th VI Winter Workshop SeriesSlide 5
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsHistorical Developments: ElectroMechanical Electromechanical Transmission– Has 5 operating modes– Relies on single planetary gear– Requires 2 electric M/G’sωsSpeeder ry 12, 20054’th VI Winter Workshop SeriesSlide 6
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsHistorical Developments: ElectroMechanical EMT Operating Modes Mode 1: low acceleration events when ICE powerexceeds the road load– Excess engine power is used to charge the battery by usingM/G1 and M/G2 in their generating mode– When engine power matches road load but has insufficienttorque, the “torquer” M/G acts as a motor to deliver additionalpower to the wheels by discharging the battery. Mode 2: low speed, launch and light cruise– The “speeder” M/G remains in generator mode and deliversengine power to the “torquer” via the electric path.– Excess electric power may be delivered to the batteryJanuary 12, 20054’th VI Winter Workshop SeriesSlide 7
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsHistorical Developments: ElectroMechanical EMT – operating regimesωsVehicle Accel (m/s2)Speeder M/GICEMode 3Mode 2ωeRFDCTorquerM/GS3φωΤ3φBatteryPackMode 1Mode 4Vehicle Speed (mph)Mode 5January 12, 20054’th VI Winter Workshop SeriesSlide 8
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsHistorical Developments: ElectroMechanical Mode 3: High load condition– Road load torque and power exceed the available engine torqueand power.– The battery (ESS) contributes additional boost power to both themotor “torquer” and generator “speeder”. Mode 4: High cruising speeds– “Speeder” is locked up and the engine is throttled up– “Torquer” is operated in motoring or generating mode as needed Mode 5: Deceleration– Both M/G’s operate in generating mode to recuperate vehiclekinetic energy to battery (ESS).January 12, 20054’th VI Winter Workshop SeriesSlide 9
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsHistorical Developments: ElectroMechanical EMT operating regimesωsSpeeder M/GVehicle Accel de 3Mode 2Mode 1Mode 4Vehicle Speed (mph)Mode 5January 12, 20054’th VI Winter Workshop SeriesSlide 10
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsHistorical Developments: Flywheel Hybrids During 1970’s to early 1980’s U.S. DOE sponsored programsinvestigated ICE-Flywheel hybrid concepts– FES is the primary energy storage system– Some used mechanical CVT’s as matching elementsFlywheelC3HypoidICE GearC1January 12, 2005FDCVTChainDriveAssemblyC24’th VI Winter Workshop SeriesSlide 11
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsHistorical Developments: Flywheel Hybrids Some systems used a planetary gear matching element betweenthe driveline and the flywheel, FES– City bus applications were common development platformsDOE ProgramFW Brake EnergyRecovery16 T City Bus100 kW CIDI750 Wh FWFDSpeedSummerMTCIDI4:1EpicyclicFW GearReductionInputClutchJanuary 12, 20054’th VI Winter Workshop SeriesFWSlide 12
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsHistorical Developments:Battery Flywheel A novel combination relied on Lead-acid battery energy storage anda flywheel for dynamic storage– Battery for continuous and low dynamic events– FES for high dynamic events and for power boostingBattery -FW combination EVM/GFWBattXMFD90 Wh18 kWhmv 910 kgηFW 52%mbatt 500 kgBattery only EV range 57 mimpass 273 kgBattery FW EV range 80 mimGVW 1683 kgJanuary 12, 20054’th VI Winter Workshop SeriesSlide 13
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsHistorical Developments:Battery Flywheel Battery FES system was an early attempt at combination energystorage systems for continuous and dynamic loading events– FES recharges during deceleration events AND– FES can be recharged from the battery – at slow and efficient ratesPAccelFWPowerCruiseCoast BrakeBattery PowerFW PowerJanuary 12, 2005Idle4’th VI Winter Workshop SeriesBatterychargesFWtSlide 14
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsHistorical Developments: Early Hybrids 1905 H. Piper files U.S. patent for a petrol-electric hybrid vehicle.Goal was to use the electric motor to assist the ICE so that higherspeeds (25 mph) could be achieved.– Unfortunately, within a couple years the ICE was improved to thepoint that such speeds became commonplace. 1921 Owen Magnetic Model 60 Touring vehicle– Uses gasoline engine to run a generatorThat supplies electric power to motorsMounted in each of the rear wheels. 2004 Ford Hybrid Escape– Launches in electric mode 0Æ25 mphJanuary 12, 20054’th VI Winter Workshop SeriesSlide 15
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsHybrid Functions Hybrid functionality improves dramatically as M/G power increasesto 50% of targeted peak power – synergy with ownsizedDownsizedDownsizedElect. M/GBelt ISG14VBelt ISG42VBelt ISG42VCrank-ISG42VCrank-ISG150VOffset ISG ctricElectricElectricBatteryFlooded PbAcid, 25 kgVRLA, 30kgVRLA, 30kgNiMH, 20 kgNiMH, 40kgNiMH, 60kg37103035 40Functions:Idle StopRegenEnergy Mg’mtLaunch assistZEV%FE BenefitJanuary 12, 20054’th VI Winter Workshop SeriesSlide 16
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsICE versus Electric: Achieving a balance What do we mean by synergy with ICE? Toyota: Hybrid Passenger Vehicle Industry leader– Prius hybrid: THS-I generation of hybrid functionality– New Prius hybrid: THS-II generation based on hybrid synergy drive– Toyota Prius-II has electric power steering, electronic controlled brakesand electric drive air conditioning.PICEToyota Motor Co has managed toRaise the battery warranty from 8 yearsOn PRIUS-I to 150,000 miles (10 yr)On PRIUS-IIHow?By more intelligent operation and byImproving the battery terminations forLower ESR (higher efficiency)January 12, 2005PM/G100 kWTHS-IIHSDCVBattEVTHS-I04’th VI Winter Workshop Series50100Electric Fraction, EfSlide 17
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsVehicle Performance Targets Hybrid vehicles today must deliver the performance customers expect. Thenew HSD Prius-II was released for sale October 2003 in North America.Prius-I sales for 2003 were some 38,000 in NA and customers are nowlining up to purchase the new Prius-II. CY2004 sales target in N.A. is70,000tz8521sMaximumGrade 30%tz6011sZEV Range:Launch Accel0.45gHybrids typically do not have towingcapability– until the new Ford hybrid Escapeintroduced Oct. 2004 that has a towcapability of 1500# (non-hybrid Escape israted 3500# towing). Full size pickups arerated 6500# towing.Towing CapacityGradeability 90 kphfor 20 min. 6%January 12, 2005WOT speed0% grade180 kphAcceleration benchmarks:Prius I, 0Æ60 mph time 12.5sPrius II, 0Æ60 mph time 10.5sHybrid Escape, 0Æ60 mph time 11.2s4’th VI Winter Workshop SeriesSlide 18
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsVehicle Performance TargetsApplying the vehicle performance targetsAxle Torque mmax, tire adhesionlimitedTorque for30% gradePmax,TransmissionTotal Powerrolling, aero, gradelimited speedegrad%6d at , 20 minaolhdRoa in 90 kpatsusR0ad atoLo adV6%January 12, 20054’th VI Winter Workshop SeriesVmax atgradeWOT & 0-gradeVehicle Speed, VSlide 19
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsVehicle Performance Targets So how do recent hybrid vehicle products now offered “stack-up” interms of performance?– Historically, performance targets have dictated a peak specific power(combined in case of a hybrid) of 10 kW/125 kg power plantVehicleCurb massEnginePowerM/GPowerElectricFractionPeak specificpower(kg)(kW)(kW)(%)(kW/125 0538065/28458.8HSD12955750/104710.3Hybrid Synergy Drive, HSD, goal is to match V6 performance with anI4 through “electric supercharging”January 12, 20054’th VI Winter Workshop SeriesSlide 20
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsSession 2 Toyota Hybrid System:––––THS-I and THS-IITire dynamicsHybrid modesPower Split operation during cruiseJanuary 12, 20054’th VI Winter Workshop SeriesSlide 21
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsComparison of Toyota Hybrid Technology:THS-I & THS-II Power Train & Vehicle Example to illustrate Prius-II vehicle specifications in comparison to Prius-IPrius IPrius IIEngine displacement1.5 liter, DOHC, I41.5 liter, DOHC, I4Compression ratio13:1 Atkinson Cycle13:1 Atkinson CycleValve system4V/cylinder, VVT-i4V/cylinder, VVT-iEngine Power52 kW at 4,500 rpm57 kW at 5,000 rpmEngine Torque111 Nm at 4,200 rpm111 Nm at 4,200 rpmEmissionsSULEVAdvanced Tech. PZEVFuel Economy52/45/48 mpg city/hwy/combined60/51/55 mpg city/hwy/combinedTransmissionElectronic CVTElectronic CVTVehicle curb weight1257 kg1313 kgDrag coefficient, Cd0.290.26Frontal area *2.23 m22.29 m2TiresP175/65R14P185/65R15January 12, 20054’th VI Winter Workshop SeriesSlide 22
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsComparison of Toyota Hybrid Technology:THS-I & THS-II Power Train & Vehicle To understand vehicle propulsion we start at the wheels– Code: P175/65R14 veh type W, tread width H in %W Drim HDrimTire code: P passenger, 123mmtread width/sidewall height as xx%Wtread, R, rim diameter (inch)WrwV (mph)rw 0.98Drim 2( H % xWtread )2January 12, 2005 0.292m Prius-I and 0.3045m Prius-II from which the final driveratio comes out to Gr 3.95:1 in Prius-I and 4.0:1 in Prius-II4’th VI Winter Workshop SeriesSlide 23
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsComparison of Toyota Hybrid Technology:THS-I & THS-II Power Train & Vehicle Finding the driveline final drive ratio, gfd– Must know Vmax and Nm-max– Need tire dynamic rolling radius, rwrwV (mph)Vmaxg fddrivelineωdl, mdlMotor, ΩmaxJanuary 12, 2005axleωa, magfd (Ω max/ V max)rwgfd 586.3(0.292) /(0.447V max)gfd 383 / V max 3.95 v max 97 mph4’th VI Winter Workshop SeriesSlide 24
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsComparison of Toyota Hybrid Technology:THS-I & THS-II Power Train & Vehicle Comparison of Prius-I and Prius-II continuedPrius-IPrius-IIMotor/GeneratorInterior Permanent Magnet,IPMPermanent ReluctanceMachine, PRMM/G Power33 kW 1,040 to 5,600 rpm50 kW, 1,200 to 1,540 rpmM/G Torque350 Nm 0 to 400 rpm400 Nm, 0 to 1,200 rpmSystem Voltage274V500V maxBattery typeSealed NiMHSealed NiMHBattery Power21 kW (25 kW max)21 kW improved internalresistanceBattery voltage273.6V, 228 cells201.6 V, 168 cellsJanuary 12, 20054’th VI Winter Workshop SeriesSlide 25
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsTHS-II System THS-II achieves higher voltage local dc bus using a conventional half bridgeconverter (i.e., one additional phase leg of power electronics).Present cost of hybridization for THS-I and THS-II systems are 66/kW to 93/kWwhile cost of an SI powertrain is 30/kW1500 uF, 600V, PPSpolyphenylene sulfidedc link bus capacitor500V (2.5x boost)500V Power Elect.Half-bridgeboostconverterBoost Ind250A, 10 kHzNiMH6 Ah201.7 V233 Apk1400 W/kgJanuary 12, 20051500 uF600VS/AM/G10 kW50 kW30 kW, 8-pole IPM50 kW, 8-pole IPM4’th VI Winter Workshop SeriesSlide 26
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsTHS-II System NiMH battery with double welded terminations for 30% reduced ESR &more compact package.500V (2.5x boost)Half-bridgeboostconverterBoost Ind250A, 10 kHz1500 uF600VNiMH6 Ah201.7 V233 Apk1400 W/kgExpanded view of power electronicspackage. NiMH battery cableconnector:January 12, 20054’th VI Winter Workshop SeriesS/AM/G10 kW50 kWLink Ind 100mmcubeSlide 27
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsTHS-II System Mechanical & Electrical ArchitectureMotor/Generators are under full electronic controlwheelsBatteryIntegrated Power& Control ElectronicsM/G2ICEM/G1RCFDSPower Split, E-CVTJanuary 12, 20054’th VI Winter Workshop SeriesSlide 28
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsTHS: Power Split Device Mechanical and Electrical Architecture– Depend fundamentally on the dynamics of a planetary gear set– Epicyclic gears provide speed summation– Torque splits according to port loading (power balance)ωrFundamental equation of the planetaryGear set: ratio of the difference inAngular speeds between an inner epicyclicGear and a common gear and a secondInner gear and the common gear equalsA constant – the basic ratio.Ucrc ωcrsωsrrPlanetωprpvsSunRing (inside and/or outside gear)January 12, 2005ω s ωcNr kNsω r ωc(ω s ω c ) k (ω r ω c )ω s kω r (1 k )ω c 04’th VI Winter Workshop SeriesSlide 29
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsTHS: Power Split Device Planetery gear set– The basic ratio is negative for inside gears and positive for an outsideepicyclic gear. Dynamics of the planetary gear set (ω is angular speed and m istorque, MKS units)Rk Cω s kω r (k 1)ω c 0SωsωrRr basic ratioRsωc11J rω& r 0kkk 1k 1ηc M c ηr M r J cω& c J rω& r 0kkηs M s ηr M r J sω& s Prius I & II: Nr 78, Np 24, Ns 30 from which k 78/30 2.6January 12, 20054’th VI Winter Workshop SeriesSlide 30
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsTHS: Power Split Dynamics THS power split dynamicsSOCCbUocVBatteryPbM/G2PeICEM/G1January 12, sSωfd,mfd,Jfdωama,JarwFDωg,mg,Jg4’th VI Winter Workshop SeriesSlide 31
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsTHS: Power Split Dynamics Expressions for M/G2 (motor) and M/G1 (gen) torque can be derivedby inspection of the THS architecture– System inertias are lumped parameter– Generator effects (couple) are reflected to engine and motor ports g r 2s g r 2sg r 2s& mdl mm me J eq J gc ω e J gc J mq ω& mg e2s g e2s g e2s1(me J eω& e J gcω& m )mg g e2smdlssk mm mek 1January 12, 2005Steady state driveline torque expression showingTorque contribution of motor and engine mechanicalPath split4’th VI Winter Workshop SeriesSlide 32
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsTHS: Propulsion System Strategy Engine and electric system matching are essential torealize geographical preferences in the market– The power split device & the electric machine CPSR – constantpower speed ratio are key elements in this strategywheelsFE(mpg)Gear shift ratio coverage 55.56.5ATEurope EC1900 kg sedanJapan 10-151900 kg sedanM/GRICECS/ASGearboxFDUS combined2900 kg SUV44.555.566.57GsrcNote: most input coupled transmissions have the ICE at the planet carrier portJanuary 12, 20054’th VI Winter Workshop SeriesSlide 33
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsTHS: Propulsion System Strategy To further develop the propulsion system strategy we first define the powersplit operating modesThen, an efficiency optimizing strategy is defined for highway cruise thataims to hold the ICE in or near the high plateau’s of BSFC – brake specificfuel consumption (g/kWh)wheels274 er Split, e-CVTUn-Buffered ESSJanuary 12, 20054’th VI Winter Workshop SeriesSlide 34
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsTHS: Propulsion System Strategy Operating modes– In this study five modes will bedefined Batt-EV & Regen modeNormal driving modeBattery charge modePower boost modeNegative split mode Some power split systemsenter negative split as a meansto further lug the engine (lowerits speed at given torque)January 12, 20054’th VI Winter Workshop SeriesSlide 35
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsTHS: Propulsion System Strategy Positive split is primarily used (which is most of the time)when ESS state of charge, SOC, is low, vehicle speed isrelatively low and the engine delivers power to the ESS –battery. Negative split is used when the ESS, SOC is high,vehicle is under cruise condition with engine ON.– ESS discharges into generator (runs in motoring quadrant(s))– Generator in motoring mode drives engine speed lower to furtheroptimize fuel efficiency Series mode is used when parked, during idle and forreverse (Batt-EV mode).January 12, 20054’th VI Winter Workshop SeriesSlide 36
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsTHS: Propulsion System Modes Batt-EV (electric drive and regeneration mode)– Engine OFF and generator not used.– Also called series modeBatt-EV and Regeneration ModeGENInverterMOTICEESSBatteryNote: series modeFor reverse – speedConstrained in S/WBy rev limiter.FDJanuary 12, 20054’th VI Winter Workshop SeriesSlide 37
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsTHS: Propulsion System Modes Normal driving, cruise mode– Engine ON, power splits from engine to wheels mechanically and viagenerator electrically.– ESS has nominal SOC, electrical power circulates from engine viagenerator to the motor where it sums mechanically with enginemechanical path powerNormal Driving ModeGENInverterESSBatteryMOTICEFDJanuary 12, 20054’th VI Winter Workshop SeriesSlide 38
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsTHS: Propulsion System Modes Battery charge mode– Vehicle parked or during idleBattery Charging ModeGENInverterESSBatteryMOTICEFDJanuary 12, 20054’th VI Winter Workshop SeriesSlide 39
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsTHS: Propulsion System Modes Power boost mode– Engine torque augmentation– Similar to EMT mode 3, engine has insufficient torque/power to meetroad load demandPower Boost ModeGENInverterESSBatteryMOTICEFDJanuary 12, 20054’th VI Winter Workshop SeriesSlide 40
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsTHS: Propulsion System Modes Negative split mode– Forced engine lugging to optimize fuel economy– Engine control strategies also come into play in the form of advanced orretarded VVT when SOC is low Advanced VVT lowers speed, but higher torque op point Retarded VVT increases speed, lowers torque op pointNegative Split ModeGENInverterESSBatteryMOTICEFDJanuary 12, 20054’th VI Winter Workshop SeriesSlide 41
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsTHS: Propulsion System Strategy Overall strategy is to operate the engine at high torque, low speed,most efficient operating points– Atkinson cycle provides inherent 10% higher thermodynamiccombustion efficiency– Improves highway FEGInverter1501005015Torque reservefor driveability(me-ωe) constrainedmapping pointsTe147013Peng126011210109821522050Engine power (kW)200Brake mean effective pressure x100 (kN/m 2)Torque 2700BSFC1001000150020002500300035004000104500 5000Engine speed (rpm)January 12, 20054’th VI Winter Workshop SeriesSlide 42
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsTHS: Propulsion System Strategy Efficiency optimizing strategy for cruise mode– Define using N/V plot– Piecewise linear approximation of the engine control strategy– Generator speed responds to these discontinuties – artifact of the method41 .103Angular speed, rad/s5.544 10N m( i)5000N e( i)N g( i)003 3.712 10500000204060V( i)Speed, mph80100100Note that the generator speed is restricted to 3rd quadrant operation. LoweringGenerator speed increases engine speed and vice versa regardless ofMotor speed (i.e., vehicle speed)January 12, 20054’th VI Winter Workshop SeriesSlide 43
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsTHS: Propulsion System Strategy Lever “stick” diagrams aresometimes used to illustrate theinterplay of engine and electricM/G’s in the power split system.EngineCrankingVehicle SpeedM/G2SRSFDEngine rpmM/G1 rpmPower Split, E-CVTComponent Speeds (m/s, rad/s)M/G1CiseCruC292.00413640010 .V( i )ω r( i )200ω c( i )ω s( i )167.170167020000January 12, 2005Runchle lacihVeM/G2 leration4’th VI Winter Workshop Series246t( i )Time (s)81010Slide 44
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsPower Split Propulsion System Strategy The strategy to be employed can be described in look up tableformat (and applied to the THS-I system)Vehicle SpeedV (mph)Engine SpeedNe (rpm)Motor SpeedNm (rpm)Generator SpeedNg (rpm)Battery PowerPb (W)0OFF00030OFF1733-4504-3,2904015002310-608 6705018002890-1027 20-1937 430January 12, 20054’th VI Winter Workshop SeriesSlide 45
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsPS Propulsion System in Cruise Mode Observations on the selected Power Split strategy––––Batt-EV mode 0Æ30mph thenBatt-charge mode at 40 and 50 mphPower boost mode at 60 and 70 mphICE to near WOT torque at 80 mph At max vehicle speed the PS motor will be at max speed– As will the planetary gear set Engine operation at WOT torque (Ne 4000 rpm) willoccur during high load conditions, grade, etc.January 12, 20054’th VI Winter Workshop SeriesSlide 46
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsPS Propulsion System in Cruise Mode The maximum Batt-EV mode speed is limited by the generator maxspeed– Ne 0 engine is OFF– Ng 6500 rpm maximumGENInverterMOTICEESSBatteryVci Ω gm rwkg fd680.6(0.292) 19.35m / s2.6(3.95)19.35 43.3mphVci 0.447Vci FDMax engine cut-in speed can be approachedBy very gradual acceleration in Batt-EV modeJanuary 12, 20054’th VI Winter Workshop SeriesSlide 47
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsPS Propulsion System in Cruise Mode First step is to calculate the road load during cruiseFt R0 mv g cos α 0.5 ρ air C d A f V 2 mv g sin αR0 0.008mv 1254kgg 9.902m / s 3α 0 gradeρ air 1.225kg / m 3 @ STPC d 0.29(Pr ius )A f 0.9WH 2.31m 2 Froll 98.33N and Faero 0.4103V2January 12, 20054’th VI Winter Workshop SeriesSlide 48
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsPS Propulsion System in Cruise Mode Steps used in the evaluation of power split operation 1st: Calculate the road load for the stated condition 2nd: Reflect the road load to the driveline – speed andtorque 3rd: Assign the engine speed per the strategy 4th: Use the planetary gear speed equation to determinethe generator speed, 5th: Calculate the engine mechanical path torque per theplanetary gear torque expression (see power split deviceslides) 6th: Calculate all power flows and insure balance tomatch the stated battery loading condition.January 12, 20054’th VI Winter Workshop SeriesSlide 49
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsPS Propulsion System in Cruise Mode V 30 mphGeneratorPg 0ωg -471.6 r/smg 0Electric power path:ηmi ηm*ηi 0.91*0.94 0.855PM/G 0GENInverterEnginePem 0ωe 0mem 0me 0Pe 0January 12, 2005ESSBatteryMOTICEFDPb -3.9 kWMotor/Ring GearPm 2.81 kWωm 181.4 r/smm 15.5 Nmgfd 3.95ηfd 0.82DrivelinePdl 2.81 kWωdl 181.4 r/smdl 15.5 Nm4’th VI Winter Workshop SeriesVehicleV 30 mphFt 172 NPt 2.31 kWSlide 50
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsPS Propulsion System in Cruise Mode Engine and M/G maps for 30 mphT(Nm)Generator map80115736055 kW8224023090210220200Torque (Nm)Atkinson Engine Map35 kW2702506529035Consumptiong/kWh20 kW15 kW8840209310 kW8 kW001000200030004000Engine Speed (rpm)January 12, 20055000004’th VI Winter Workshop Series123456Speed (krpm)Slide 51
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsPS Propulsion System in Cruise Mode V 40 mphGeneratorPg 1.47 kWωg -63.74 r/smg 6.74 NmElectric power path:ηmi ηm*ηi 0.91*0.94 0.855GENInverterEnginePem 4.5 kWωe 157 r/sm em 28.62m e 41.2Pe 6.47 kWESSBatteryMOTICEJanuary 12, 2005Pb 670WPM/G 585WFDMotor/Ring GearPm 0.5 kWωm 241.9 r/smm 2.07 Nmgfd 3.95ηfd 0.82DrivelinePdl 5 kWPdlm 4.5 kWPdle 0.5 kWωdl 241.9 r/smdl 20.67 Nm4’th VI Winter Workshop SeriesVehicleV 40 mphFt 229.5 NPt 4.1 kWSlide 52
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsPS Propulsion System in Cruise Mode Engine and M/G maps for 40 mphT(Nm)Generator map8011555 kW82240230907360200210220Torque (Nm)Atkinson Engine Map35 kW2702506529035Consumptiong/kWh20 kW15 kW8840209310 kW8 kW001000200030004000Engine Speed (rpm)January 12, 20055000004’th VI Winter Workshop Series123456Speed (krpm)Slide 53
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsPS Propulsion System in Cruise Mode V 50 mphGeneratorPg 2.035 kWωg -107.5 r/smg 18.93 NmElectric power path:ηmi ηm*ηi 0.91*0.94 0.855GENInverterEnginePem 7.14 kWωe 188.5 r/sm em 37.9 Nmm e 48.7 NmPe 9.175 kWESSBatteryMOTICEJanuary 12, 2005Pb 430 WPM/G 1.31 kWFDMotor/Ring GearPm 1.12 kWωm 302m m 3.71 Nmgfd 3.95ηfd 0.82DrivelinePdl 8.27 kWPdlm 7.14 kWPdle 1.12 kWωdl 302.3 r/smdl 27.354’th VI Winter Workshop SeriesVehicleV 50 mphFt 303 NPt 6.78 kWSlide 54
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsPS Propulsion System in Cruise Mode Engine and M/G maps for 50 mphT(Nm)Generator map8011555 kW82240230907360200210220Torque (Nm)Atkinson Engine Map35 kW2702506529035Consumptiong/kWh20 kW15 kW8840209310 kW8 kW001000200030004000Engine Speed (rpm)January 12, 200550000014’th VI Winter Workshop Series23456Speed (krpm)Slide 55
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsPS Propulsion System in Cruise Mode V 60 mphElectric power path:ηmi ηm*ηi 0.91*0.94 0.855GeneratorPg 4.64 kWωg -302.5r/smg 15.33 NmGENInverterEnginePem 8.745 kWωe 178 r/smem 49.1 Nmme 75.2 NmPe 13.385 kWESSBatteryMOTICEJanuary 12, 2005Pb -860 WPM/G 4.824 kWFDMotor/Ring GearPm 4.125 kWωm 362.8 r./smm 11.4 Nmgfd 3.95ηfd 0.82DrivelinePdl 12.87 kWPdlm 8.745 kWPdle 4.125 kWωdl 362.8 r/smdl 35.47 Nm4’th VI Winter Workshop SeriesVehicleV 60 mphFt 393.5 NPt 10.6 kWSlide 56
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsPS Propulsion System in Cruise Mode Engine and M/G maps for 60 mphT(Nm)Generator map80115736055 kW8224023090210220200Torque (Nm)Atkinson Engine Map35 kW2702506529035Consumptiong/kWh20 kW15 kW8840209310 kW8 kW001000200030004000Engine Speed (rpm)January 12, 20055000004’th VI Winter Workshop Series123456Speed (krpm)Slide 57
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsPS Propulsion System in Cruise Mode Electric power path:ηmi ηm*ηi 0.91*0.94 0.855V 70 mphGeneratorPg 5.18 kWωg -272.6 r/smg 19 NmGENInverterEnginePem 14.37 kWωe 230 r/sm em 62.5 Nmm e 85 NmPe 19.55 kWESSBatteryMOTICEJanuary 12, 2005Pb -1.1 kWPM/G 5.532 kWFDMotor/Ring GearPm 4.73 kWωm 423.3 r/smm 11.17 Nmgfd 3.95ηfd 0.82DrivelinePdl 19.1 kWPdlm 14.37 kWPdle 4.73 kWωdl 423.3 r/smdl 45.12 Nm4’th VI Winter Workshop SeriesVehicleV 70 mphFt 500 NPt 15.65 kWSlide 58
Comparative Assessment of Hybrid Vehicle Power Split TransmissionsPS Propulsion System in Cruise Mode Engine and M/G maps for 70 mphT(Nm)Generator map80115736055 kW8224023090210220200Torque (Nm)Atkinson Engine Map35 kW2702506529035Consumptiong/kWh20 kW15
Comparative Assessment of Hybrid Vehicle Power Split Transmissions Historical Developments: ElectroMechanical The classic electro-mechanical power split transmission developed by TRW and published in a 1971 SAE paper is the basis of today’s electric power split systems. G.H.
SONATA Hybrid & Plug-in Hybrid Hybrid SE Hybrid Limited Plug-in Hybrid Plug-in Hybrid Limited Power & Handling 193 net hp, 2.0L GDI 4-cylinder hybrid engine with 38 kW permanent magnet high-power density motor —— 202 net hp, 2.0L GDI 4-cylinder hybrid engine with 50 kW permanent magnet high-power density motor —— 6-speed automatic .
Hybrid. [19] Plug-in hybrids (PHEVs) Main Article: Plug-in hybrid The first generation Chevrolet Volt was a plug-in hybrid that could run up to 35 miles (56 km) in all-electric mode. A plug-in hybrid electric vehicle (PHEV), also known as a plug-in hybrid
1.1 Definition, Meaning, Nature and Scope of Comparative Politics 1.2 Development of Comparative Politics 1.3 Comparative Politics and Comparative Government 1.4 Summary 1.5 Key-Words 1.6 Review Questions 1.7 Further Readings Objectives After studying this unit students will be able to: Explain the definition of Comparative Politics.
maximum performance. There are many hybrid vehicle architectures[1]. For the sake of simplicity, a pure series hybrid was chosen for this study. However, the methods used for series hybrid vehicles can be extended to apply to other hybrid vehicle architectures. This study was restricted to minimizing fuel economy. This method can be extended to .
mild hybrid electric vehicle (HEV) to full hybrid electric vehicle to plug-in hybrid electric vehicle (PHEV) to bat-tery electric vehicle (BEV). A 2015 study by the China Automo-tive Technology and Research Center (CATARC) indicated that fuel-saving potential and added technology cost rise with the electrification degree of
Keywords: hybrid electric vehicle simulation, hybrid vehicles, modeling and simulation, physics-based modeling Cite This Article: Essam M. Allam, “Study Power Management of Hybrid Electric Vehicle Using Battery Model Simulation.” Advances in Powertrains and Automotives, vol. 1, no.
A hybrid electric vehicle (HEV) (also referred to as non plug-in hybrid) uses an internal combustion engine plus an electric motor. The battery is charged while the fuel is used to motor the engine. A plug-in hybrid electric vehicle (PHEV) is a hybrid ele
I am My Brother’s Keeper (2004) As our New Year’s celebration draws near, I once again find myself pondering the enigmatic story that our tradition places before us at this time—the story of the Binding of Isaac. Once again, I walk for those three long days with father Abraham and ponder the meaning of his journey with his son to the mountain. And once again, I find fresh meaning in the .
