普锐斯电路分析

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电路描述这个例子显示了多域仿真的混合动力汽车动力总成的根底SimPowerSystems的SimDriveline上。HEV动力列车的串并联型，如丰田Prius汽车中发现[2]。此混合动力汽车动力源有两种：一个电动马达和内燃机〔ICE〕，为了增加提高传动效率，并减少空气污染。它的优点结合起来的电动马达驱动器〔没有污染，在低转速高的可用功率〕的内燃机〔在高速行驶时的高动态性能，低污染〕的优点。电气子系统由四局部组成：的电气马达，发电机，电池和DC/DC变换器。电机是一个500伏，50千瓦内部永磁同步电机〔PMSM〕相关的驱动器〔基于对AC6块SimPowerSystems的电力驱动库〕。该电机具有8极的磁铁埋入〔凸极转子的类型〕。通量弱化矢量控制，实现了电机的最大速度为6000rpm的速度。发电机为500VDC，2极，30千瓦永磁同步电机相关的驱动器〔基于对AC6块SimPowerSystems的电力驱动库〕。使用矢量控制，实现了电机最高转速13000转。电池为6.5安，200伏，21千瓦的镍金属氢化物电池。该DC/DC转换器〔升压型〕电压调节。该DC/DC转换器以适应低的电池电压〔200V〕供应的交流电动机的直流总线电压500V。行星齿轮子系统

型号功率分流装置。它使用了一个行星的移动设备发送的机械动力从发动机，电机和发电机通过分配和组合它们。内燃机

子系统模型57千瓦@6000转汽油燃料发动机调速。油门的输入信号位于零和一之间，并指定为一小局部的最大可能的扭矩从发动机要求的转矩。此信号也间接控制发动机的转速。发动机型号不包括空气燃料燃烧动力学。车辆动态子系统模型的所有机械部件的车辆：的单级减速齿轮降低了电机的转速，使转矩增大。差分输入分割两个相等的扭矩车轮的扭矩。轮胎的动态表示的力施加到地面。车辆的动态表示对系统整体的运动的影响。粘性摩擦模型的机械系统的​​一切损失。的能源管理子系统

〔EMS〕确定电动马达驱动，电动发电机驱动器和所述内燃机的参考信号，以准确的功率分配这三个来源。这些信号是主要的加速器的位置，它是-100％和100％之间，和测得的混合动力电动汽车的速度计算。请注意，一个负的加速器位置代表了积极的制动位置。电池管理系统保持充电状态〔SOC〕的40％和80％之间。此外，它可以防止电压崩溃控制从电池所需的功率。混合动力管理系统控制的参考功率电机分裂作为一个功能的可用功率电池和发电机的电力需求。所需的发电机的功率是通过控制发电机转矩和ICE速度。模型中有五个主要范围：汽车中的主系统的范围示出的加速踏板位置，轿厢速度，驱动转矩和功率流。电气子系统命名范围永磁同步电机驱动器

电机驱动的结果。你可以观察到的定子电流ia，转子的转速和电机的转矩〔电磁和参考〕。范围在电气子系统命名为永磁同步电机驱动发电机，

发电机驱动器显示的结果。你可以观察到的定子电流ia，转子的转速和电机的转矩〔电磁和参考〕。在电气的子系统/电气测量的范围示出的电压〔DC/DC转换器，DC总线和电池〕，电流〔电动机，发电机和电池〕的电池的SOC。在能源管理子系统/电源管理系统的范围示出的电源施加到电气部件的引用。示范演示显示了一个完整的周期不同的工作模式的混合动力汽车：加速，巡航，加速时，电池的充电和再生制动。开始模拟。当您使用加速器模式，它应该运行约一分钟。你可以看到HEV的速度开始0公里每小时14S到达73公里/小时，终于下降到61公里每小时16秒