外文翻译---基于advisor的混合动力车辆动力系统的开发(编辑修改稿)

外文翻译---基于advisor的混合动力车辆动力系统的开发(编辑修改稿)内容摘要：

a given driving profile goal, ADVISOR then works its way backwards from the required vehicle and wheel speeds to the required torques and speeds of each ponent between the wheels and the energy source, which is either fuel from the hybrid power unit (HPU) or electricity from the batteries. Limits for each of the ponents are included, so the actual speed vs. time profile puted is the one that is within the limits of all ponents and includes all ponent losses and vehicle drag. Figure 1 shows the top level of the series hybrid model in ADVISOR. Figure 1: Top level of ADVISOR series hybrid model Validation of the model and correlation with other vehicle simulations is extremely important to establish the credibility of a model. Through subcontracts with university teams who have built and tested successful hybrid vehicles, NREL has acquired many validated ponent models that include quantified uncertainties, increasing the credibility of that data. Final vehiclelevel validation including detailed uncertainty analysis is scheduled to be pleted in September, 1996. In the meantime, correlation with established public vehicle models has been performed, in addition to some correlations with proprietary models in the 武汉科技大学本科毕业论文外文翻译 13 automotive industry. Based on these parisons, ADVISOR appears to be within 2% of most models based on identical inputs. Thus, minimal uncertainty in Advisor’s results is introduced by its algorithms。 uncertainty in the input data will be the primary source of the uncertainty in Advisor’s results. Therefore, the source of all input data for the simulations in this analysis is specified below. Vehicles Modeled and Assumptions Five different vehicle configurations were modeled. Both series and parallel hybrids with very low masses and highly Efficient drivetrains were modeled in order to obtain PNGVlike hybrid vehicles that achieved a bined city/highway fuel economy of 80 mpg. These are referred to as 3X vehicles because they get 3 times the fuel economy of a conventional vehicle with a bined city/highway fuel economy of mpg (PNGV baseline, PNGV Program Plan). A third configuration was obtained by unhybridizing those vehicles to create a conventional vehicle. The fourth and fifth vehicle configurations were created by taking a conventional vehicle (at roughly due to a diesel engine and manual transmission) and making it a parallel hybrid. Table 1 provides the key differences between the five vehicle configurations modeled and the baseline fuel economy for each vehicle configuration, while Table 2 gives the sources for the input data. Table 1: Key Parameter Values for Vehicle Configurations Modeled Vehicle Config 3X Parallel Hybrid 3X Series Hybrid Light Wt (non hybrid) Conv. (diesel) Parallel Hybrid Mass (kg) 1000. 000 1000. 000 1000. 000 1611. 000 1611. 000 Battery Cap. (kWh) n/a n/a P e a k H P U Power (kW) 0 0 0 0 Peak Motor Power (kW) 0 0 n/a n/a CDA C 武汉科技大学本科毕业论文外文翻译 14 Scaling Since acceleration time from 060 mph and gradeability at 55 mph are performance requirements for all vehicles, the HPU, which in this case is an Audi 5cylinder turbo diesel engine, and the electric motor have both been sized so that the vehicles meet these performance targets. One major assumption in the scaling of these two ponents is that the torque/speed power loss maps (equivalent information as in efficiency maps) can be scaled by simply scaling the torque scale on the map. It is known that this is not the most accurate scaling method, but was used for lack of an available and justifiable scaling algorithm. Mass The source of the data for the mass of the conventional conventional vehicle and the hybridized version of this vehicle came from the OTA report for a current Ford Taurus. For the 3X vehicles, the mass of 1000 kg is roughly the mass for the Advanced Conventional vehicle for the year 2020 from the OTA report in which almost all metal ponents are made of aluminum. This is certainly a significant reduction in mass from today39。 s vehicles。 this value was used to allow the efficiencies for other ponents and parameters to stay within today39。 s technologies or at least the PNGV goals. Hybrid Control Strategies The series hybrid uses a simple thermostat on/off strategy to operate the HPU, with the HPU operating at a fixed torque and speed point when it is on. In this study, the HPU turns on when the batteries39。 stateofcharge (SOC) drops below 40% and turns off when the SOC rises above 80%. The parallel hybrid control strategy has the effect of using the batteries for highly transient vehicle launches, unless the batteries are so low that they need to be charged. It can be defined as follows, with high SOC defined as 60% and low SOC defined as 50%: * The HPU does not idle (it turns off when not needed). rolling resistance City (mpg) 0 0 0 0 High way (mpg) 0 0 0 0 Combined (mpg) 0 0 0 0 武汉科技大学本科毕业论文外文翻译 15 * The motor performs regenerative braking regardless of the batteries39。 SOC. * The HPU generally provides the power necessary to meet the trace and the motor generally helps if necessary, with the following exceptions: * when the batteries39。 SOC is low the HPU launches the vehicle and provides extra torque to recharge the batteries, a。