外文翻译--混合动力驱动的概念

附录 A.英文文献 Conventional 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 disadvantages 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 overcome 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 Trains Basically, any vehicle power train is required to (1) develop sufficient power to meet the demands of vehicle performance, (2) carry sufficient energy onboard 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 cellelectric 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. In the case of hybridization with a gasoline (diesel)IC engine (power train 1) 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 flexibility 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). 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. 附录 B.中文翻译 装备有内燃机的传统汽车利用高能量密度的化石燃料，可以提供优良的性能以及行驶里程长 。然而，传统内燃机车有经济性差和污染环境的缺点。燃油经济性差的主要原因是： (1)发动机燃油效率特性和实际运行工况的不匹配 ； (2)制动过程中的动能损失，尤其在城市区域运行的时候 ； (3)目前汽车停止 -前进驱动模式中液力传动装置效率的低下。电池驱动的电动汽车 , 在一方面 ,相比传统内燃机车具有一些优点 ,如高能量效率和零污染。然而 , 性能 , 尤其是每次充电的行驶里程 , 远无法和传统内燃机车比 ,由于电池的能量密度远低于汽油。混合动力汽车 , 有两个动力源（一个主要的和一个辅助的） , 拥有内燃机车和电动汽车的优点而且避 免了它们的缺点。在这一章里 , 将讨论混合动力汽车动力传递路线的基本概念和运行规则。 5.1 混合动力驱动的概念 基本上 ,任何汽车动力系都需要 (1) 提供充足的动力来满足性能需要 , (2)携带足够的能量以支持行驶足够的里程 , (3) 高效 , (4) 排放较少的环境污染物。大体上 , 一个汽车可以拥有多于一个动力系统。在这里，这个动力系统被定义成能量源和能量转换装置的结合或者动力源，比如汽油（或柴油） 热机系统， 氢燃料电池电动系统，化学电池 电机系统等等。一个拥有两个或以上动力系统的汽车称为混合动力车。一个 具有电动动力系统的混合动力车称为电动混合动力车。车辆的传动系将所有的动力系统聚集起来。 通常混合动力车的驱动系不会多于两个动力系统。多于两个动力系统会似的驱动系非常的复杂。出于回收传统内燃机车辆制动过程中变成热消耗掉的能量，混合动力驱动系通常有一个动力系统允许能量双向流动。另外一个可能是双向的也可能不是。图 5.1表示的是混合动力驱动系的概念和可能的能量流动路线。混合动力驱动系可以将动力通过可选择的路线传递给负载。两个动力系统满足负载的有效方式有很多种： 1、 动力系统 1单独传递动力到负载。 2、 动力系统 2单独传递动力到负载。 3、 动力系统 1和 2同时传递动力到负载。 4、 动力系统 2从负载获得能量 (再生制动 )。 5、 动力系统 2从动力系统 1获得能量。 6、 动力系统 2同时从动力系统 1和负载获得能量。 7、动力系统 1同时将动力传递给动力系统 2和负载。 8、动力系统 1将能量传递给动力系统 2，动力系统 2将能量传递给负载。 9、 动力系统 1将动力传递给负载，负载将动力传递给动力系统 2。 汽油机（柴油机） 内燃机（动力系统 1）和电动动力系统（动力系统 2）组合的情况下，方式 (1)是发动机单独驱动模式。通常是电 池几乎完全用尽并且发动机没有剩余动力给电池充电，或者