普銳斯電路分析

HybridElectricVehicle(HEV)PowerTrainUsingBatteryModelDemonstrationofahybridelectricvehicle(HEV)powertrainusingSimPowerSystems?andSimDriveline?.OlivierTremblay,Louis-A.Dessaint(EcoledeTechnologieSuperieure).ContentsCircuitDescriptionDemonstrationNotesReferencesSeeAlsoCircuitDescriptionThisexampleshowsamulti-domainsimulationofaHEVpowertrainbasedonSimPowerSystemsandSimDriveline.TheHEVpowertrainisoftheseries-paralleltype,suchastheonefoundintheToyotaPriuscar[2].ThisHEVhastwokindsofmotivepowersources:anelectricmotorandaninternalcombustionengine(ICE),inordertoincreasethedrivetrainefficiencyandreduceairpollution.Itcombinestheadvantagesoftheelectricmotordrive(nopollutionandhighavailablepoweratlowspeed)andtheadvantagesofaninternalcombustionengine(highdynamicperformanceandlowpollutionathighspeeds).TheElectricalSubsystemiscomposedoffourparts:Theelectricalmotor,thegenerator,thebattery,andtheDC/DCconverter.Theelectricalmotorisa500Vdc,50kWinteriorPermanentMagnetSynchronousMachine(PMSM)withtheassociateddrive(basedonAC6blocksoftheSimPowerSystemsElectricDriveslibrary).Thismotorhas8poleandthemagnetsareburied(salientrotor'stype).Afluxweakeningvectorcontrolisusedtoachieveamaximummotorspeedof6000rpm.Thegeneratorisa500Vdc,2pole,30kWPMSMwiththeassociateddrive(basedonAC6blocksoftheSimPowerSystemsElectricDriveslibrary).Avectorcontrolisusedtoachieveamaximummotorspeedof13000rpm.Thebatteryisa6.5Ah,200Vdc,21kWNickel-Metal-Hydridebattery.TheDC/DCconverter(boosttype)isvoltage-regulated.TheDC/DCconverteradaptsthelowvoltageofthebattery(200V)totheDCbuswhichfeedstheACmotoratavoltageof500V.ThePlanetaryGearSubsystemmodelsthepowersplitdevice.Itusesaplanetarydevice,whichtransmitsthemechanicalmotiveforcefromtheengine,themotorandthegeneratorbyallocatingandcombiningthem.TheInternalCombustionEnginesubsystemmodelsa57kW@6000rpmgasolinefuelenginewithspeedgovernor.Thethrottleinputsignalliesbetweenzeroandoneandspecifiesthetorquedemandedfromtheengineasafractionofthemaximumpossibletorque.Thissignalalsoindirectlycontrolstheenginespeed.Theenginemodeldoesnotincludeair-fuelcombustiondynamics.TheVehicleDynamicssubsystemmodelsallthemechanicalpartsofthevehicle:Thesinglereductiongearreducesthemotor'sspeedandincreasesthetorque.Thedifferentialsplitstheinputtorqueintwoequaltorquesforwheels.Thetiresdynamicsrepresenttheforceappliedtotheground.Thevehicledynamicsrepresentthemotioninfluenceontheoverallsystem.Theviscousfrictionmodelsallthelossesofthemechanicalsystem.TheEnergyManagementSubsystem(EMS)determinesthereferencesignalsfortheelectricmotordrive,theelectricgeneratordriveandtheinternalcombustionengineinordertodistributeaccuratelythepowerfromthesethreesources.Thesesignalsarecalculatedusingmainlythepositionoftheaccelerator,whichisbetween-100%and100%,andthemeasuredHEVspeed.Notethatanegativeacceleratorpositionrepresentsapositivebrakeposition.TheBatterymanagementsystemmaintainstheState-Of-Charge(SOC)between40and80%.Also,itpreventsagainstvoltagecollapsebycontrollingthepowerrequiredfromthebattery.TheHybridManagementSystemcontrolsthereferencepoweroftheelectricalmotorbysplittingthepowerdemandasafunctionoftheavailablepowerofthebatteryandthegenerator.TherequiredgeneratorpowerisachievedbycontrollingthegeneratortorqueandtheICEspeed.Therearefivemainscopesinthemodel:ThescopeintheMainSystemnamedCarshowstheacceleratorposition,thecarspeed,thedrivetorqueandthepowerflow.ThescopeintheElectricalSubsystemnamedPMSMMotorDriveshowstheresultsforthemotordrive.Youcanobservethestatorcurrentsia,therotorspeedandthemotortorque(electromagneticandreference).ThescopeintheElectricalSubsystemnamedPMSMGeneratorDriveshowstheresultsforthegeneratordrive.Youcanobservethestatorcurrentsia,therotorspeedandthemotortorque(electromagneticandreference).ThescopeintheElectricalSubsystem/Electricalmeasurementsshowsthevoltages(DC/DCconverter,DCbusandbattery),thecurrents(motor,generatorandbattery)andthebatterySOC.ThescopeintheEnergyManagementSubsystem/PowerManagementSystemshowsthepowerreferencesappliedtotheelectricalcomponents.DemonstrationThedemonstrationshowsdifferentoperatingmodesoftheHEVoveronecompletecycle:accelerating,cruising,rechargingthebatterywhileacceleratingandregenerativebraking.Startthesimulation.Itshouldrunforaboutoneminutewhenyouusetheacceleratormode.YoucanseethattheHEVspeedstartsfrom0km/handreaches73km/hat14s,andfinallydecreasesto61km/hat16s.Thisresultisobtainedbymaintainingtheacceleratorpedalconstantto70%forthefirst4s,andto10%forthenext4swhenthepedalisreleased,thento85%whenthepedalispushedagainfor5sandfinallysetsto-70%(braking)untiltheendofthesimulation.Openthescope“Car”inthemainsystem.ThefollowingexplainswhathappenswhentheHEVismoving:Att=0s,theHEVisstoppedandthedriverpushestheacceleratorpedalto70%.Aslongastherequiredpowerislowerthan12kW,theHEVmovesusingonlytheelectricmotorpowerfedbythebattery.ThegeneratorandtheICEprovidenopower.Att=1.4s,therequiredpowerbecomesgreaterthan12kWtriggeringthehybridmode.Inthiscase,theHEVpowercomesfromtheICEandthebattery(viathemotor).Themotorisfedbythebatteryandalsobythegenerator.Intheplanetarygear,theICEisconnectedtothecarriergear,thegeneratortothesungearandthemotorandtransmissiontotheringgear.TheICEpowerissplittothesunandthering.Thisoperatingmodecorrespondstoacceleration.Att=4s,theacceleratorpedalisreleasedto10%(cruisingmode).TheICEcannotdecreaseitspowerinstantaneously;thereforethebatteryabsorbsthegeneratorpowerinordertoreducetherequiredtorque.Att=4.4s,thegeneratoriscompletelystopped.Therequiredelectricalpowerisonlyprovidedbythebattery.Att=8s,theacceleratorpedalispushedto85%.TheICEisrestartedtoprovidetheextrarequiredpower.Thetotalelectricalpower(generatorandbattery)cannotreachtherequiredpowerduetothegenerator-ICEassemblyresponsetime.Hencethemeasureddrivetorqueisnotequaltothereference.Att=8.7s,themeasuredtorquereachesthereference.Thegeneratorprovidesthemaximumpower.Att=10s,thebatterySOCbecomeslowerthan40%(itwasinitialisedto41.53%atthebeginningofthesimulation)thereforethebatteryneedstoberecharged.Thegeneratorsharesitspowerbetweenthebatteryandthemotor.Youcanobservethatthebatterypowerbecomesnegative.ItmeansthatthebatteryreceivespowerfromthegeneratorandrechargeswhiletheHEVisaccelerating.Atthismoment,therequiredtorquecannotbemetanymorebecausetheelectricmotorreducesitspowerdemandtorechargethebattery.Att=13s,theacceleratorpedalissetto-70%(regenerativebrakingissimulated).Thisisdonebyswitchingoffthegenerator(thegeneratorpowertakes0.5stodecreasetozero)andbyorderingthemotortoactasageneratordrivenbythevehicle’swheels.ThekineticenergyoftheHEVistransformedaselectricalenergywhichisstoredinthebattery.Forthispedalposition,therequiredtorqueof-250Nmcannotbereachedbecausethebatterycanonlyabsorb21kWofenergy.Att=13.5s,thegeneratorpoweriscompletelystopped.Someinterestingobservationscanbemadeineachscope.Duringthewholesimulation,youcanobservetheDCbusvoltageoftheelectricalsystemwellregulatedat500V.Intheplanetarygearsubsystem,youcanobservethattheWillisrelationisequalto-2.6andthepowerlawoftheplanetarygearisequalto0duringthewholesimulation.Notes1.Thepowersystemhasbeendiscretizedwitha60ustimestep.2.Inordertoreducethenumberofpointsstoredinthescopememory,adecimationfactorof10isused.3.TheAC6blocksofSimPowerSystems(representingthemotorandthegenerator)andtheDC/DCconverterusetheaveragevalueoptionofthedetailedlevel.Thisoptionallowstousealargersimulationtimestep.References電路描述這個(gè)例子顯示了多域仿真的混合動(dòng)力汽車動(dòng)力總成的根底SimPowerSystems的SimDriveline上。HEV動(dòng)力列車的串并聯(lián)型，如豐田Prius汽車中發(fā)現(xiàn)[2]。此混合動(dòng)力汽車動(dòng)力源有兩種：一個(gè)電動(dòng)馬達(dá)和內(nèi)燃機(jī)〔ICE〕，為了增加提高傳動(dòng)效率，并減少空氣污染。它的優(yōu)點(diǎn)結(jié)合起來的電動(dòng)馬達(dá)驅(qū)動(dòng)器〔沒有污染，在低轉(zhuǎn)速高的可用功率〕的內(nèi)燃機(jī)〔在高速行駛時(shí)的高動(dòng)態(tài)性能，低污染〕的優(yōu)點(diǎn)。電氣子系統(tǒng)由四局部組成：的電氣馬達(dá)，發(fā)電機(jī)，電池和DC/DC變換器。電機(jī)是一個(gè)500伏，50千瓦內(nèi)部永磁同步電機(jī)〔PMSM〕相關(guān)的驅(qū)動(dòng)器〔基于對(duì)AC6塊SimPowerSystems的電力驅(qū)動(dòng)庫〕。該電機(jī)具有8極的磁鐵埋入〔凸極轉(zhuǎn)子的類型〕。通量弱化矢量控制，實(shí)現(xiàn)了電機(jī)的最大速度為6000rpm的速度。發(fā)電機(jī)為500VDC，2極，30千瓦永磁同步電機(jī)相關(guān)的驅(qū)動(dòng)器〔基于對(duì)AC6塊SimPowerSystems的電力驅(qū)動(dòng)庫〕。使用矢量控制，實(shí)現(xiàn)了電機(jī)最高轉(zhuǎn)速13000轉(zhuǎn)。電池為6.5安，200伏，21千瓦的鎳金屬氫化物電池。該DC/DC轉(zhuǎn)換器〔升壓型〕電壓調(diào)節(jié)。該DC/DC轉(zhuǎn)換器以適應(yīng)低的電池電壓〔200V〕供應(yīng)的交流電動(dòng)機(jī)的直流總線電壓500V。行星齒輪子系統(tǒng)

型號(hào)功率分流裝置。它使用了一個(gè)行星的移動(dòng)設(shè)備發(fā)送的機(jī)械動(dòng)力從發(fā)動(dòng)機(jī)，電機(jī)和發(fā)電機(jī)通過分配和組合它們。內(nèi)燃機(jī)

子系統(tǒng)模型57千瓦@6000轉(zhuǎn)汽油燃料發(fā)動(dòng)機(jī)調(diào)速。油門的輸入信號(hào)位于零和一之間，并指定為一小局部的最大可能的扭矩從發(fā)動(dòng)機(jī)要求的轉(zhuǎn)矩。此信號(hào)也間接控制發(fā)動(dòng)機(jī)的轉(zhuǎn)速。發(fā)動(dòng)機(jī)型號(hào)不包括空氣燃料燃燒動(dòng)力學(xué)。車輛動(dòng)態(tài)子系統(tǒng)模型的所有機(jī)械部件的車輛：的單級(jí)減速齒輪降低了電機(jī)的轉(zhuǎn)速，使轉(zhuǎn)矩增大。差分輸入分割兩個(gè)相等的扭矩車輪的扭矩。輪胎的動(dòng)態(tài)表示的力施加到地面。車輛的動(dòng)態(tài)表示對(duì)系統(tǒng)整體的運(yùn)動(dòng)的影響。粘性摩擦模型的機(jī)械系統(tǒng)的??一切損失。的能源管理子系統(tǒng)

〔EMS〕確定電動(dòng)馬達(dá)驅(qū)動(dòng)，電動(dòng)發(fā)電機(jī)驅(qū)動(dòng)器和所述內(nèi)燃機(jī)的參考信號(hào)，以準(zhǔn)確的功率分配這三個(gè)來源。這些信號(hào)是主要的加速器的位置，它是-100％和100％之間，和測(cè)得的混合動(dòng)力電動(dòng)汽車的速度計(jì)算。請(qǐng)注意，一個(gè)負(fù)的加速器位置代表了積極的制動(dòng)位置。電池管理系統(tǒng)保持充電狀態(tài)〔SOC〕的40％和80％之間。此外，它可以防止電壓崩潰控制從電池所需的功率?；旌蟿?dòng)力管理系統(tǒng)控制的參考功率電機(jī)分裂作為一個(gè)功能的可用功率電池和發(fā)電機(jī)的電力需求。所需的發(fā)電機(jī)的功率是通過控制發(fā)電機(jī)轉(zhuǎn)矩和ICE速度。模型中有五個(gè)主要范圍：汽車中的主系統(tǒng)的范圍示出的加速踏板位置，轎廂速度，驅(qū)動(dòng)轉(zhuǎn)矩和功率流。電氣子系統(tǒng)命名范圍永磁同步電機(jī)驅(qū)動(dòng)器

電機(jī)驅(qū)動(dòng)的結(jié)果。你可以觀察到的定子電流ia，轉(zhuǎn)子的轉(zhuǎn)速和電機(jī)的轉(zhuǎn)矩〔電磁和參考〕。范圍在電氣子系統(tǒng)命名為永磁同步電機(jī)驅(qū)動(dòng)發(fā)電機(jī)，

發(fā)電機(jī)驅(qū)動(dòng)器顯示的結(jié)果。你可以觀察到的定子電流ia，轉(zhuǎn)子的轉(zhuǎn)速和電機(jī)的轉(zhuǎn)矩〔電磁和參考〕。在電氣的子系統(tǒng)/電氣測(cè)量的范圍示出的電壓〔DC/DC轉(zhuǎn)換器，DC總線和電池〕，電流〔電動(dòng)機(jī)，發(fā)電機(jī)和電池〕的電池的SOC。在能源管理子系統(tǒng)/電源管理系統(tǒng)的范圍示出的電源施加到電氣部件的引用。示范演示顯示了一個(gè)完整的周期不同的工作模式的混合動(dòng)力汽車：加速，巡航，加速時(shí)，電池的充電和再生制動(dòng)。開始模擬。當(dāng)您使用加速器模式，它應(yīng)該運(yùn)行約一分鐘。你可以看到HEV的速度開始0公里每小時(shí)14S到達(dá)73公里/小時(shí)，終于下降到61公里每小時(shí)16秒