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Abstract— A research project for a drive system for components and the electric components have a lower rating.
hybrid electric vehicles is described. The main target is to A drawback however is that the ICE load is more dependent
develop a system, which enables the combustion engine on the actual driving situation. So called power-split hybrids,
(ICE) to operate at optimal conditions, thus decreasing which try to combine the advantages of series and parallel
fuel consumption and emissions. The electrical system hybrids have been introduced. The system described in this
consists primarily of an electrical machine with two rotors paper belongs to this category.
and one stator, two converters and a battery. The concept
The Department of Electrical Machines and Power
enables the vehicle to be operated at different speed and
Electronics at the Royal Institute of Technology in Stockholm
torque independent of the engine’s operating point. The
has been working with various HEV drive system projects for
sizes of the electrical components are limited depending on almost 15 years. The present paper presents some ideas from a
the required variation in speed and torque. Simulations
currently on-going project, which engages four postgraduate
show a significant reduction of fuel consumption for
students, and in addition a few seniors. The present project
vehicles in urban traffic. The concept, which is very
originates from an earlier one reported in a thesis by Thomas
compact, can be implemented with both radial and axial
Bäckström with the title “Integrated Energy Transducer Drive
flux electrical machines. Several modes of operation are
for Hybrid Electric Vehicles”, Stockholm 2000. In that
possible, such as hybrid mode, electrical mode, pure ICE project, the ICE was directly coupled to a double-rotor electric
driving, cranking and regenerative braking.
machine (DRM), thus enabling the ICE to operate at an
Keywords—hybrid vehicle, hybrid driveline, permanent magnet optimal speed independent of the vehicle speed. In order to
motor, double- rotor motor also allow variation of the torque, a CVT (continuously
variable transmission) was inserted after the DRM. A CVT
I. INTRODUCTION has some significant drawbacks related to cost and efficiency.
Hybrid electric vehicles (HEV) are currently the most In the current project, an electrical machine (SM) is therefore
realistic concept for introduction of vehicles with alternative used to replace the CVT.
drivelines. The battery electric vehicles suffer from the well
known limitations in battery performance and the fuel cell II. CONCEPT
vehicles are yet far from cost effective. The HEVs have The main target for the present project is to find a compact
become an interesting option to conventional vehicles due to and cost-effective HEV drive system, which allows for
their capability of reducing fuel consumption and emissions optimal operation of the ICE and consequently reduces fuel
while maintaining the same high performance as conventional consumption and emissions. The proposed system combines
vehicles. A key factor for achieving this is to let the internal advantages of a series hybrid with some of the advantages of
combustion engine (ICE) operate under as optimal conditions parallel hybrids. Most important is that it allows independent
as possible. ICE operation while it at the same time limits the size of the
electrical components and the power these have to handle. A
simple block diagram of the system is shown below (fig. 1).
A number of different HEV driveline concepts have been
developed and demonstrated, a few also in commercial
applications. All of them have their advantages and Red.
disadvantages related to the type of vehicles and drive cycles ICE DRM SM gear
they are intended for. The series hybrid, in which the ICE
drives a generator, which then provides the motor with electric
power is a fairly simple concept. It is with respect to the drive ~ ~
system similar to the battery and fuel cell electric vehicles. It
allows the ICE to operate under optimal conditions but it = =
requires a full-sized electric system and the efficiency suffers
Battery
from many series connected components. In the parallel
hybrid, the electric motor and the ICE are both mechanically
connected to the wheels. Such a system contains fewer Figure 1. System concept.
The system allows the vehicle to operate in all four V. CONTROL STRATEGY OF THE ICE
quadrants relative to almost any operating point of the ICE. There are of course several methods of controlling the
That is why the system is referred to as “Four Quadrant ICE. The choice of the most suitable control strategy will
Transducer” (4QT). The DRM transfers the torque from the depend on the drive cycle and the overall total cost of the
ICE and it can increase or decrease the speed depending on the system taking into consideration both the reductions in fuel
slip-frequency between the two rotors. It has to be consumption and emissions from the vehicle.
dimensioned for transmitting the ICE torque, but the power is
limited depending on which maximum slip-speed is required.
Torque
The SM (stator machine) increases or decreases the torque and ICE operating point
its size depends on the level of the required torque variations.
Therefore, with a reference to the torque-speed diagram in Fig.
3, the sizes of these machines and of the two converters are ∆T Vehicle
determined by the required ∆T and ∆n. SM operating
The efficiency of this system can be considerably better point
than in a traditional series hybrid because the amount of ∆n
electric power, which is transmitted, is mostly much lower DRM Speed
than in the series hybrid. At steady-state operation with ∆T
and ∆n close to zero, the electric power is limited to the losses
in the machines and the converters. It is possible to further Figure 3. The vehicle can be operated in all four quadrants relative to any
optimal ICE operating point through variaton of torque and speed.
reduce these losses through introduction of a mechanical lock-
4 Conv. Car
4QT HEV VIII. PROTOTYPE ARRANGEMENTS
2
To verify the simulations, a laboratory prototype for the
0 radial-radial concept has been built and will be ready for
EC Japan 10-15 FT P 75 testing in autumn this year. Figure 7 below shows a three
dimensional view of the prototype. A special cooling
arrangement is made to ensure an adequate cooling of the
Figure 4. Calculated fuel consumption (lit/100 km) for a mid-sized passenger inner rotor [3].
car with 4QT system compared to a conventional car.
Flux line
Figure 6. Illustration of three different electrical machine concepts for the 4QT system.
Figure 7. A blow-up of the radial-radial flux prototype machines for a 4QT Figure 8. Laboratory set up for testing of 4QT prototypes.
system. The outer rotor is shown in the center of the picture and is provided
with permanent magnets on both the outer and the inner sides.
REFERENCES
X. CONCLUSIONS
[1] T. Bäckström, Integrated Energy Transducer Drive for Hybrid Electric
A unique hybrid drive system, the so-called 4QT hybrid Vehicles, PhD-thesis, June 2000, Stockholm, Sweden.
system has been presented. This system belongs to the group [2] E. Nordlund, P. Thelin, C. Sadarangani, Four-quadrant Energy
of split power hybrids and the basic idea is to enable the ICE Trandsducer for Hybrid Electric Vehicles, 15th International Conference
to operate at its optimal operating point independent of the on Electrical Machines, ICEM, August 2002, Brugge, Belgium.
working point at the wheel. [3] E. Nordlund, C. Sadarangani, Four-quadrant Energy Transducer for
Hybrid Electrical Vehicles Simulations and System Description, EVS19,
Simulations of the system show that a substantial fuel 2002, Busan, Korea.
saving of the order of 40-50% can be achieved in urban traffic [4] F. Magnussen, C.Sadarangani, Electromagnetic Transducer for Hybrid
for passenger cars and 20-30% for heavy vehicles. Electric Vehicles, NORPIE, August 2002, Stockholm, Sweden.
[5] M. Cirani, Analysis of an innovative design of an axial flux Torus-
Several 4QT topologies are presented and advantages and machine, Licentiate thesis, June 2002, Stockholm, Sweden..
disadvantages are characterized. A prototype has been built [6] S. Chatelet, C.Sadarangani, Four-Quadrant Energy Transducer Test
and will be ready for testing in the autumn of 2002. Bench, EVS19, 2002, Busan, Korea.