基于c2b模式的二手车鉴定评估方法研究说明书论文
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姣 涓 璁 璁紙璁 鏂囷級浠 鍔 涔 璁捐 锛堣 鏂囷級棰樼洰锛氬熀浜巆 2b妯紡鐨勪簩鎵嬭溅閴村畾璇勪及鏂规硶鐮旂 瀛敓濮撳悕锛氱帇鎬濊繙 瀛 鍙凤細 1204202028 涓 涓氾細杞締宸 鎵鍦 闄細鏈虹數宸瀛櫌 鎸囧 鏁欏笀锛氳淳姘稿垰 鑱 绉帮細璁插笀 鍙戜换鍔功鏃湡锛015骞2鏈0鏃浠诲姟涔鍐欒 姹 1锛庢瘯涓氳璁紙璁烘枃锛変换鍔功鐢辨寚瀵兼暀甯堟牴鎹悇璇鹃鐨勫叿浣撴儏鍐靛鍐欙紝 鐢 鍦 涓氱 浜 锛 櫌锛 瀵 瀛 鐢 浠诲姟涔 鍦 瘯 涓氳璁紙璁烘枃锛 濮 涓 骞 欏鐢2锛换鍔功鍐 currency1“鐢 fifl 鏁功鍐欙紝涓 溅変功鍐欙”鏁欏姟 涓璁捐 鐨數瀛枃 紙鍙 鏁欏姟 涓嬭锛 帮紝 枃 鍙 浣 紝 1.5 紝 鎵撳鍦 涓 3锛换鍔功鍐鍐 鍐 锛 诲 瀛敓姣 璁捐 锛堣 鏂囷級 鐨 儏鍐 涓 紝 鍙锛 鍦 涓氬強绯伙紙闄 級涓荤 棰嗗壒鍚庢柟鍙噸鏂板鍐欍4锛换鍔功鍐鍏斥滃 闄濄佲滀 涓氣濈瓑鍚嶇 鐨勫鍐欙紝搴 啓涓 枃鍏 锛屼笉鑳藉啓鏁板瓧浠爜 傚 鐢熺 鈥滃 鍙封濊鍐欏叏鍙凤紝涓 兘鍙 啓鏈鍚浣嶆垨 1浣嶆暟瀛椼5锛换鍔功鍐呪滀富 佸弬鑰冩枃鐚 濈 啓锛 鎸夌収 婇噾闄 鎶瀛櫌鏈 姣 璁捐 锛堣 鏂囷級鎾板啓瑙勮寖 嬬 涔啓 6锛庢鍏冲勾鏈堟棩绛棩鏈熺 啓锛 撴鐓 浗鏍嘒B/T 7408鈥4 婃暟鎹 厓鍜屼氦鎹忋佷俊鎭 氦鎹 棩鏈熷 鏃堕棿琛娉曘嬭氱 锛屼竴寰嬬敤闃挎媺浼暟瀛椾功鍐欍傚 鈥 002骞 鏈 鏃濇垨鈥 002-04-02鈥濄姣 涓 璁 璁紙璁 鏂囷級浠 鍔 涔 1锛庢湰姣 璁捐 锛堣 鏂囷級璇鹃搴旇揪鍒扮 鐩 锛 鐩 涓 浗姹借溅鐨勪繚鏈 噺閫愬勾涓 崌宸茬 鎺繎浜嗙摱棰堬紝鎵浠繎犲勾浜 墜杞 競鍦虹 绀村灞曪紝鐗瑰埆鏄 鑱旂鐨勫 鍏 寰椾簩鎵嬭溅琛屼 鏈 琛屼 村 鐨勫鏃 紝O2O鐨勫灞 寰 涓 涓嬬 浜 村 鏂 锛 鑰 鑳鏄 競鍦虹 锛 鍏 涓氬灞 閫熷浗 瀵瑰 鏈変竴涓 叿浣 瑙勫畾鏍囧 锛浼浜 墜杞 璇勪及鐨 柟娉currency1鈥噸“鏈硶鈥濄佲琛競浠fi硶鈥濄佲fl 鐩 兼硶鈥濊涓 鐨勪绉紝浣 溅鐨勪杞”涓浠fi锛屼杞 浜烘浠 浣 浠fi涔板 鏈 杞紝 湰 鏄 鐩 锛 鏂规 硶 辨 鍙 涓涓 锛 涔浣 鍒 竴涓 锛熷浣 寰椾 鏂 兘 鍙 锛 鏃欏 鏈 妯紡鎵 浠 鍐 涓 鐩 紝鏈 枃涓鎺 c2b 2c 2b绛 悇绉 鐢 忋 c2b妯紡鐨勮琛 柟 浼 柟娉 敤 涓 鍜 鍏 琛 愬 鎺 2锛庢湰姣 璁捐 锛堣 鏂囷級璇鹃浠诲姟鐨勫 瑰 锛 濮 暟鎹 鏈 姹 佸浣 姹 瓑锛細撳 宸 鎺 c2b 2c 2b绛 悇绉 鐢 忋 c2b妯紡鐨勮琛 柟 浼 柟娉 敤 涓 鍜 鍏 琛 愬 鎺 姣 涓 璁 璁紙璁 鏂囷級浠 鍔 涔 3锛庡 鏈瘯涓氳璁紙璁烘枃锛夎 棰 浘琛佸疄鐗瓑纭欢 曪細鐫 c2b妯紡鐨勮琛 柟 浼 柟娉 敤 涓 鍜 鍏 琛 愬 鎺 傚畬愪笉 戜簬 1.5涓囧瓧鐨勮 绋嬭 鏂囥 4锛富 佸弬鑰冩枃鐚細 1 闄锛浼 鎶 “崲铔嬬硶 J. 涓 浗鏂 椂浠 2011(08) 2 鏈辨濆瓨锛 瑙勫嚭鍙板 浜 墜杞氦鏄撳洶灞鏈湜鎵 牬 J. 涓 浗姹借溅甯傚満 .2011(19) 3 瀛稕锛璇诲洶绐 瀵绘壘鸿矾 J. 涓 浗 ” . 2010(05) 4 钄簯,鍞愬矚,璋 噾浼氾紝涓浗浜 墜杞競鍦虹 鍙睍鍒瀽 J. 涓 浗闆嗕綋 忔祹 . 2009(28) 5 闊繋鍜岋紝浜 墜杞競鍦 灞 秼鍔挎濊僛J. 鍙睍. 2007(11) 6 鐜嬬 锛浗鍐呬簩鎵嬭溅甯傚満SWOT鍒瀽J. 姹借溅 慨. 2006(12) 7 楂案 浣currency1窇姊咃紝浗浜 墜杞競鍦虹 鍙睍鎬濊僛 J. 姹借溅 慨. 2006(11) 8 涓 尝锛屼簩鎵嬭溅甯傗泲绯曗濇 鍦仛 J. 娴笢鍙 2003(11) 9 捐礉鍒紝浗浜 墜杞氦鏄撳競鍦虹 惀妯紡J. 鍚堜 忔祹涓 鎶 . 2003(09) 10 鏉功姹 琚佸缓姘 闈冲缓骞筹紝纭畾姹借溅 鐜囩 鏂伴 緞 J. 鐭冲 搴悊宸亴涓氬 闄 鏈 爺绌 2013(03) 11 睙涓璧甸锛熀浜嶢 HP绠楁硶鐨勪簩鎵嬭溅璇勪及鏂规硶鐨爺绌禰J. 閭彴鑱屼 鎶鏈 闄 鎶 2013(03) 12 鏉 澃锛 祬璁祫浜 浼 柟娉昜J. 鐜 唬钀攢(瀛嫅鐗. 2013(06) 13 涓 鐜 郊 ,楂樺媷,犱簹钀紝涓 浗浜 墜涔樼敤杞 浼 綋绯荤鐘強 J. 鍖椾含姹借溅. 2013(02) 14 灞犲崼鏄燂紝浜 墜杞疆鎹 笌鍝 墝浜 墜杞 鎺 J. 鎶鏈 笌甯傚満 . 2013(03) 15 闄堣崳绔 椹織 紝璞 鍝 墝浜 墜杞 规 鍙楁佸 鐮旂 J. 涓婃姹借溅. 2013(03) 16 瀵囩収,妯婃 紝姹借溅 慨涓氬灞 鐘強瀵 鐮旂J. 浠 绋 2012(29) 17 骞筹紝浜 墜杞 及浠fi柟娉 閫 涓庢 僛 J. 浜 .杞締). 2012(10) 18 , 鏂囷紝涓 浗浜 墜杞競鍦虹鐘 愬強鍙睍瀵 J. 姹借溅宸 鐮旂. 2012(07) 19 楂樺 锛熀浜嶢 HP绠楁硶鐨 鏈 杞 鏂扮鐮旂J. 鑱屼 鎶鏈笀currency1瀛 鎶 2012(02)姣 涓 璁 璁紙璁 鏂囷級浠 鍔 涔 5锛庢湰姣 璁捐 锛堣 鏂囷級璇鹃宸 璁“锛 2015.12.05-2016.01.15纭 畾閫 锛鍐欏 棰锛寚瀵兼暀甯堜fi鍙戜换鍔功锛 鐢 fl闃 棰樼 鍏冲弬鑰冩枃鐚祫鏂欙紝鎾板啓棰 2016.01.16-2016.02.25 愪氦棰 佸 鏂囧弬鑰祫鏂欏強璇枃 瘯涓氳璁紙璁烘枃锛 ”濮 瘯涓氳璁璁烘枃 ) 2016.02.26-2016.04.15鍏 綋璁捐 爺绌柟疄鏂紝 愪氦姣 璁捐 锛堣 鏂囷級夌 锛鍐 鏈 2016.04.16-2016.05.05 璁烘枃璁 鏄功 佸浘 瓑鏉锛 浜 瘯涓氳璁紙璁烘枃锛 畾绋紝鎸囧 鑰佸笀 2016.05.06-2016.05.13 愪氦姣 璁捐 鏂 锛 鐢熷 囩 ”璇鏁欏笀璇 瀛敓姣 璁捐 锛堣 鏂囷級 2016.05.13-2016.05.26鏍规 瀛櫌 竴锛 琛 瘯涓氳璁紙璁烘枃锛夌 鎵鍦 涓氬 瑙細閫氳 浜 細 2016 骞 1 鏈 22 鏃姣 涓 璁 璁紙璁 鏂囷級寮 棰 鎶 鍛 璁捐 锛堣 鏂囷級棰樼洰锛氬熀浜巆 2b妯紡鐨勪簩鎵嬭溅閴村畾璇勪及鏂规硶鐮旂 瀛敓濮撳悕锛氱帇鎬濊繙 瀛 鍙凤細 1204202028 涓 涓氾細杞締宸 鎵鍦 闄細鏈虹數宸瀛櫌 鎸囧 鏁欏笀锛氳淳姘稿垰 鑱 绉帮細璁插笀 2016 骞 1 鏈8 鏃 寮棰樻姤鍛婂鍐欒 姹 1锛庡紑棰樻姤鍛婏紙鍚 滄枃鐚 患杩扳濓級浣滀负姣曚笟璁捐 锛堣 鏂囷級绛旇京濮斿憳浼氬 瀛 敓绛旇京璧勬牸瀹煡鐨勪緷鎹潗鏂欎 涓 鎶 斿 鎸囧 鏁欏笀鎸囧 涓 姣 曚笟璁捐 锛堣 鏂囷級宸 鍐 鎵鍦涓氬 currency1 “锛2锛庡紑棰樻姤鍛婂瀹fifl 姘 宸” 鏁欏 涓璁捐 鐨數瀛枃牸寮 帮 鎵撳鍦 瀹涓婂currency1 锛 currency1 斿鏃 3锛 滄枃鐚患杩扳 鎸 鏂 枃锛 ”锛 鎵撳锛 鏈 紑棰樻 姤鍛 涓 洰鍐 瀛敓鍐 枃鐚 患杩 鍙 枃鐚 涓 浜 5 囷紙涓 鍐 級锛4锛 鏈 绛 鏈 ”锛 撴鐓 浗 嘒B/T 7408鈥4 婃暟鎹 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槑锛屼栧弻鏂 愮 濇姢閮 槸浜屾杞鍙板 璇 仛鍒 鍩烘 瑕眰 屼簩鎵嬭溅浠峰肩 璇勪及骞 浠呬粎鍙 杩 鏂规硶 傚 楂 濠 婂熀浜嶢 HP绠楁硶鐨勬棫鏈哄姩杞垚鏂鐮旂 嬩腑琛槑姹借溅鐨勬垚鏂鍙 互閫氳繃姹借溅鐨傘 杞 拰姹借溅鎬 鏉瀹氬悇鑷 彇涓 悓鐨勬潈 嶏 告 杈冧 杩 鐞 鐨 浜屾杞 及浠锋 娉 傚満璇勪及娉曟槸鏈鏂 鏈嗙鐨勩 浗浜屾杞 鍦虹 彂灞 浼 鐨勪簩鎵嬭溅浜槗妯紡宸 负浜嗗彂灞 堕 锛岃數嗗鍙颁浣幇虹 旂 虹 锛 浠 涓 鐨勬 腑 傚鏈変 鏂 鍒 涓 鍦板 浗 簩鎵嬭溅鐨 崇 屾墠 嚭閫傚 鍥鐨勪 撴 寮忋傚涓 鐨勪互鍚庣 細鏈 鍔 鍠 浜屾杞 寮 垚 鐨勬 杞currency1浜 笟 鍙 枃鐚細 1 闄 锛浼 鎶 currency1“嬬硶 J. 涓 浗鏂版椂浠 2011(08) 2 鏈辨 锛屾嚭鍙板 浜屾杞 撳灞鏈 鎵 fi J. 涓 浗姹借溅 傚満. 2011(19) 3 瀛fl锛岃璇诲 J. 涓 浗 崠 . 2010(05) 4, ,璋 浼氾 涓浗浜屾杞 鍦虹 鍙”鍒 J. 涓 浗 祹 . 2009(28) 5 鍜 浜屾杞 鍦哄彂灞 鍔挎濊J. 鍙”. 2007(11) 6 嬬锛浗鍐呬簩鎵嬭溅 傚満SWOT鍒J. 姹借溅 . 2006(12) 7 楂樻案寮 浣曟窇姊浗浜屾杞 鍦虹 鍙”鎬濊J. 姹借溅 . 2006(11) 8 涓锛屼簩鎵嬭溅 濇 鍦仛 J. 娴寮鍙 2003(11) 9 捐鍒 浗浜屾杞 撳 鍦虹 忚惀妯紡J. 鍚 祹涓庣 鎶 . 2003(09) 10 鏉庝功姹 姘 骞 纭 畾姹借溅 鏂 斿 J. 宸 涓氬 闄 鏈 2013(03) 11 渚 涓璧甸锛熀浜嶢 HP绠楁硶鐨勪簩鎵嬭溅璇勪及鏂规硶鐨 J. 鑱屼笟鎶鏈 闄 鎶 2013(03) 12 鏉 锛屾 璁祫浜 浼版 娉J. 颁 钀(瀛. 2013(06) 13 涓 ,楂 ,寮 钀嶏 涓 浗浜屾樼 杞 浼颁 fl幇闂 J. 椾 姹借溅. 2013(02) 14 灞 浜屾杞疆鎹 笌 佺 浜屾杞 J. 鎶鏈 笌 傚満 . 2013(03) 15 闄堣 寮猴 佺 浜屾杞规鍙楁害 鍥 鐮旂J. 涓婃 姹借溅. 2013(03) 16 ,妯婃 姹借溅 涓氬彂灞 幇 鐮旂J. 浠峰 2012(29) 17 骞 浜屾杞壌瀹氫及浠锋 娉 閫 嫨涓 杈J. 浜氫笘鐣 杩愯緭 .杞締). 2012(10) 18 寮犺緣,閮畨鏂囷 涓 浗浜屾杞 鍦虹幇垎鏋 鍙” J. 姹借溅宸 笟鐮旂. 2012(07) 19 楂 濠 愯嫳锛熀浜嶢 HP绠楁硶鐨勬棫鏈哄姩杞垚鏂鐮旂J. 触鑱屼笟鎶鏈笀鑼冨瀛 鎶 2012(02) 姣 涓 璁 璁紙璁烘枃锛 寮 棰 鎶 鍛 2锛 璇鹃 瑕佺 喅鐨棶棰 拰熼噰 鐮旂鎵 锛堥斿 锛夛細 1 撳 鑷韩宸 瀹 檯 c2b 乧2c 乥2b绛 悇绉 寮忋傜 c2b妯紡鐨勮繍琛屾 寮忚 浼版 娉 瀹炶返涓 獙鍜屾渚嬪 惰 琛垎鏋 拰 2 硅嚜宸辨墍鍦 徃鈥滃張涓杞濈 浜槗妯紡锛屼紭 虹 杩 瀹 鍒 姣 涓 璁 璁紙璁烘枃锛 寮 棰 鎶 鍛 鎸囧 鏁欏笀鎰忚锛1锛庡 鈥滄枃鐚患杩扳濈 璇勮 锛 介拡 硅 棰樻墍娑 鐨棶棰 娉涢槄璇枃鐚 骞惰 硅 棰樼 堕鍩 姸 姩鎬 拰鍙” 櫙绛 琛患鍚 垎鏋 拰璇勮堪锛 鍚 枃鐚 患杩拌姹傘 2锛庡 鏈 棰樼 娣 害 宸 鎰忚鍜 璁捐锛堣 鏂囷級 撴灉鐨娴 細 硅 棰樻墍娑 鐨 瀹 版 稿叧涓撲笟 瘑鐨熀纭涓婏 撳 鑷韩宸 瀹檯锛氳繃瀹 檯璋 煡鐮旂 斿 瀹屾垚鏈姣曚笟璁捐 3. 惁鍚屾寮棰橈細鈭鍚屾 鈻涓 悓鎰鎸囧 鏁欏笀锛 2016 骞 03 鏈 09 鏃鎵鍦涓氬 細鍚屾 熻矗浜猴細 2016 骞 04 鏈 07 鏃毕 业 设 计（论 文）外 文 参 考 资 料 及 译 文译文题目：Electric Vehicles 电动汽车 学生姓名： 王思远 学 号： 1204202028 专 业： 车辆工程 所在学院： 机电工程学院 指导教师： 贾 永 刚 职 称： 讲 师 2016 年 2 月 4 日Electric VehiclesEVs use an electric motor for traction, and chemical batteries, fuel cells, ultracapacitors, and/or flywheels for their corresponding energy sources. The EV has many advantages over the conventional internal combustion engine vehicle (ICEV), such as absence of emissions, high efficiency, independence from petroleum, and quiet and smooth operation. The operational and fundamental principles in EVs and ICEVs are similar, as described in Chapter2. There are, however, some differences between ICEVs and EVs, such as the use of a gasoline tank versus batteries, ICE versus electric motor, and different transmission requirements. This chapter will focus on the methodology of power train design and will investigate the key components, including traction motor, energy storage, and so on.4.1 Configurations of EVsPreviously, the EV was mainly converted from the existing ICEV by replacing the IC engine and fuel tank with an electric motor drive and battery pack while retaining all the other components, as shown in Figure 4.1. Drawbacks such as its heavy weight, lower flexibility, and performance degradation have caused the use of this type of EV to fade out. In its place, the modern EV is purposely built, based on original body and frame designs. This satisfies the structure requirements unique to EVs and makes use of the greater flexibility of electric propulsion.1A modern electric drive train is conceptually illustrated in Figure 4.2.1 The drive train consists of three major subsystems: electric motor propulsion, energy source, and auxiliary. The electric propulsion subsystem is comprised of the vehicle controller, the power electronic converter, the electric motor, mechanical transmission, and driving wheels. The energy source subsystem involves the energy source, the energy management unit, and the energy refueling unit. The auxiliary subsystem consists of the power steering unit, the hotel climate control unit, and the auxiliary supply unit.Based on the control inputs from the accelerator and brake pedals, the vehicle controller provides proper control signals to the electronic powerconverter, which functions to regulate the power flow between the electric motor and energy source. The backward power flow is due to the regenera- tive braking of the EV and this regenerated energy can be restored into the energy source, provided the energy source is receptive. Most EV batteries as well as ultracapacitors and flywheels readily possess the ability to accept regenerative energy. The energy management unit cooperates with the vehicle controller to control the regenerative braking and its energy recovery. It also works with the energy refueling unit to control the refueling unit and to monitor the usability of the energy source. The auxiliary power supplyprovides the necessary power with different voltage levels for all the EV auxiliaries, especially the hotel climate control and power steering units.There are a variety of possible EV configurations due to the variations in electric propulsion characteristics and energy sources, as shown in Figure 4.3.1a. Figure 4.3a shows the configuration of the first alternative, in which an electric propulsion replaces the IC engine of a conventional vehicle drive train. It consists of an electric motor, a clutch, a gearbox, and a differential. The clutch and gearbox may be replaced by an automatic transmission. The clutch is used to connect or disconnect the power of the electric motor from the driven wheels. The gearbox provides a set of gear ratios to modify the speedpower (torque) profile to match the load requirement (refer to Chapter 2). The differential is a mechanical device (usually a set of planetary gears), which enables the wheels ofFIGURE 4.3 Possible EV configuration: (a) conventional driveline with multigear transmission and clutch, (b) single-gear transmission without need of a clutch, (c) integrated fixed gearing and differential, (d) two separate motors and fixed gearing with their driveshaft, (e) direct drive with two separate motors and fixed gearing, and (f) two separate in-wheel motor drives.1both sides to be driven at different speeds when the vehicle runs along a curved path.b. With an electric motor that has a constant power in a long speed range (refer to Chapter 2), a fixed gearing can replace the multispeed gearbox and reduce the need for a clutch. This configuration not only reduces the size and weight of the mechanical transmission, it also simplifies the drive train control because gear shifting is not needed.c. Similar to the drive train in (b), the electric motor, the fixed gearing, and the differential can be further integrated into a single assembly while both axles point at both driving wheels. The whole drive train is further simplified and compacted.d. In Figure 4.3d, the mechanical differential is replaced by using two traction motors. Each of them drives one side wheel and operates at a different speed when the vehicle is running along a curved path.e. In order to further simplify the drive train, the traction motor can be placed inside a wheel. This arrangement is the so-called in-wheel drive. A thin planetary gear set may be employed to reduce the motor speed and enhance the motor torque. The thin planetary gear set offers the advantage of a high-speed reduction ratio as well as an inline arrangement of the input and output shaft.f. By fully abandoning any mechanical gearing between the electric motor and the driving wheel, the out-rotor of a low-speed electric motor in the in-wheel drive can be directly connected to the driving wheel. The speed control of the electric motor is equivalent to the con- trol of the wheel speed and hence the vehicle speed. However, this arrangement requires the electric motor to have a higher torque to start and accelerate the vehicle.4.2 Performance of EVsA vehicles driving performance is usually evaluated by its acceleration time, maximum speed, and gradeability. In EV drive train design, proper motor power rating and transmission parameters are the primary considerations to meet the performance specification. The design of all these parameters depends mostly on the speedpower (torque) characteristics of the traction motor, as mention in Chapter 2, and will be discussed in this chapter.4.2.1 Traction Motor CharacteristicsVariable-speed electric motor drives usually have the characteristics shown in Figure 4.4. At the low-speed region (less than the base speed as marked in Figure 4.4), the motor has a constant torque. In the high-speed region (higher than the base speed), the motor has a constant power. This characteristic is usually represented by a speed ratio x, defined as the ratio of its maximum speed to its base speed. In low-speed operation, voltage supply to the motor increases with the increase of speed through the electronic converter while the flux is kept constant. At the point of base speed, the voltage of the motor reaches the source voltage. After the base speed, the motor voltage is kept constant and the flux is weakened, dropping hyperbolically with increasing speed. Hence, its torque also drops hyperbolically with increasing speed.24 Figure 4.5 shows the torquespeed profiles of a 60 kW motor with different speed ratios x (x = 2, 4, and 6). It is clear that with a long constant power region, the maximum torque of the motor can be significantly increased, and hence vehicle acceleration and gradeability performance can be improved and the transmission can be simplified. However, each type of motor inherently has its limited maximum speed ratio. For example, a permanent magnet motor has a small x ( 6 and induction motors about x = 4.2,54.2.2 Tractive Effort and Transmission RequirementThe tractive effort developed by a traction motor on driven wheels and the vehicle speed are expressed as（4.1）=0and(4.2)=300where Tm and Nm are the motor torque output in N m and speed in rpm, respectively, ig is the gear ratio of transmission, i0 is the gear ratio of final drive, t is the efficiency of the whole driveline from the motor to the driven wheels, and rd is the radius of the driven wheels.The use of a multigear or single-gear transmission depends mostly on the motor speedtorque characteristic. That is, at a given rated motor power, if the motor has a long constant power region, a single-gear transmission would be sufficient for a high tractive effort at low speeds. Otherwise, a multigear (more than two gears) transmission has to be used. Figure 4.6 shows the tractive effort of an EV, along with the vehicle speed with a traction motor of x = 2 and a three-gear transmission. The first gear covers the speed region of abc, the second gear covers def, and the third gear covers gfh. Figure 4.7 shows the tractive effort with a traction motor of x = 4 and a two-gear transmission. The first gear covers the speed region of abc and the second gear def. Figure 4.8 shows the tractive effort with a traction motor of x = 6 and a single-gear transmission. These three designs have the same tractive effort versus vehicle speed profiles. Therefore, the vehicles will have the same acceleration and gradeability performance.4.2.3 Vehicle PerformanceBasic vehicle performance includes maximum cruising speed, gradeability, and acceleration. The maximum speed of a vehicle can be easily found by the intersection point of the tractive effort curve with the resistance curve (rolling resistance plus aerodynamic drag), in the tractive effort versus vehicle speed diagram shown in Figures 4.6 through 4.8. It should be noted that such an intersection point does not exist in some designs, which usually use a larger traction motor or a large gear ratio. In this case, the maximum vehicle speed is determined by the maximum speed of the traction motor as(4.3)= 30 0()where Nm max is the allowed maximum rpm of the traction motor and ig minis the minimum gear ratio of the transmission (highest gear).Gradeability is determined by the net tractive effort of the vehicle, Ftnet (Ftnet = Ft Fr Fw), as shown in Figures 4.6 through 4.8. The gradeability at mid- and high speeds is smaller than that at low speeds. The maximum grade that the vehicle can overcome at the given speed can be calculated by(4.4)=(+)where Ft is the
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