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It can be seen from (15) that the decisive factors for DRM operate as motor to increase the torque and speed from
evaluating the SM electromagnetic torque are the measured the ICE output to the load. This operating mode can provide a
torques at the output and input shafts and the converted torque better accelerated performance at high speeds with the battery
of the DRM loss. Due to it is very difficult to precisely adding its power.
measure and calculate the DRM loss, whose converted torque 5) Interval V: In this operating mode the SM operates as
is thus difficult to be calculated within the very small error, motor to increase the torque while the DRM operates as
the effect of the DRM load operation on the SM is difficult to generator with negative speed. This case is used when the
evaluate. However, the conclusion that the DRM has little vehicle is at low speed and heavy loads, or meets with uphill
effect on the SM magnetic field indicates that the DRM would path, the vehicle can ensure a full acceleration to provide a
have little effect on the SM electromagnetic torque [6]. smooth and powerful response. This mode realizes the low-
On the other hand, when the DRM and SM operate together gear function of gearbox.
steadily, the measured torques via the torque/speed sensor at 6) Interval VI: If the battery SOC is low and the battery
the input and output shafts have little fluctuation, which also needs immediate charging, both machines can operate as
indicates the feasibility of magnetic decoupling and generator. In this case the ICE is working with a higher speed
independent control. Thanks to this feasibility, the CS-PMSM and torque than what are required by the load, as shown in Fig.
functions can be proven by experiments, which are shown in 3 and 4.
part IV. 7) Interval VII: In this case the SM operates as generator to
decrease the torque and the DRM operates as motor due to the
IV. EXPERIMENTAL VALIDATION OF THE CS-PMSM increased speed. The situation may happen when the vehicle
FUNCTIONS meets with the downhill path. This operating mode realizes the
The CS-PMSM not only has the function of adjusting the high-gear function of gearbox.
speed and torque from the ICE to the load which could help 8) Interval VIII: This interval shows the decelerating and
the ICE operate within optimum efficiency region, but also breaking of the vehicle. In this case the ICE and DRM shut off,
can act as starter motor and allow regenerative breaking. The then the SM provides a breaking torque to make the vehicle
process of a hybrid electric vehicle from starting to a stop speed down and acts as a generator to recharge the battery. As
which could contain the CS-PMSM various functions is a permanent-magnet machine acts as the vehicle load on the
designed and carried out on the test bench, the tested torque test bench, the decelerating time is very short and the breaking
and speed curves are shown in Fig. 3 and 4, respectively. The torque of the SM should be limited to prevent the load
whole process is divided into 9 intervals, which are described machine reversely speeding up.
as followed. 9) Interval IX: When the vehicle is stopped and the battery
FIG. 3 HERE SOC is low, the ICE can run only to charge the battery by
FIG. 4 HERE operating the DRM as a generator. So the hybrid electric
1) Interval I: Only the SM provides the demanded torque to vehicle with the CS-PMSM system does not have to be
drive the vehicle from 0 to 1000rpm. This operating mode plugged in for recharging.
happens when the demand of engine power is low, such as As the prototype machine is quite downsized and can only
when starting or running at light load, and when the battery provide small torque, and on the test bench two electric
status of charge (SOC) is high. The SM can use the battery machines are used to replace the ICE and the load, which have
power to drive the vehicle, thus avoiding the ICE operating at much faster response than the actual vehicle, the torque and
low-speed and low-torque region which has quite low speed values in Fig. 3 and 4 are not consistent with the actual
efficiency. situation as well as the accelerating and decelerating time are
2) Interval II: If the battery SOC is low when the vehicle both quite short. However, the operating modes of the CS-
starts, the ICE is driven to the required speed for ignition PMSM are the same as the actual ones and the functions of the
firstly by the DRM which works as starter motor, as shown in CS-PMSM acting as starter motor, regenerative breaking, and
Fig. 3 and 4 II(1). Then the ICE operates and provides power, helping the ICE operate at optimum efficiency point are
of which one part is to drive the vehicle and one part is to validated by the tested results.
recharge the battery via the DRM, and the DRM switches to
generating operatoin, as shown in Fig. 3 and 4 II(2). V. CONCLUSION
3) Interval III: After the ICE runs into its optimum The CS-PMSM used in HEVs is investigated. The design
efficiency region, DRM can operate in the electromagnetic method to realize the magnetic decoupling is employed and a
clutch condition at speed of 0 rpm, and the DRM only prototype machine was manufactured. The mathematical
transfers the ICE torque. model based on the magnetic decoupling is presented and the
Here we suppose the ICE can operate with optimum independent control of the SM and DRM is performed.
efficiency at 1500rpm and 30Nm. In the next four intervals we The feasibility of the magnetic decoupling and independent
will validate the speed-adjustment and torque-adjustment control is discussed by comparing the mutual influence of the
funtion of the DRM and SM for keeping the ICE operate with DRM and SM at different operating conditions. The
optimum efficiency. experimental results show that one machine is little affected
4) Interval IV: As shown in Fig. 3 and 4, both the SM and by another machine, thus the magnetic decoupling and
> CEFC2010-1849-34P12 < 4
ACKNOWLEDGMENT
This work was supported in part by the 863 Plan of China 40
ICE Torque
under Project 2006AA05Z231, in part by National Natural 30
Torque (Nm)
20
Science Foundation of China under Project 50577011, and in 10
part by Program for New Century Excellent Talents in 0
40
REFERENCES 30
DRM Torque
Torque (Nm)
[1] T. Bäckström, Integrated Energy Transducer Drive for Hybrid Electric 20
Jun. 2000. 0
Torque (Nm)
Electronics, pp. 5–6, Aug. 2002. 10
[4] M. J. Hoeijmakers and M. Rondel, “The electrical variable transmission 0
in a city bus,” in Proc. IEEE Power Electronics Specialists Conf., pp.
-10
2773–2778, Jun. 2004.
[5] L. Xu, “Dual-mechanical-port electric machines —A new concept in 0 100 200 300
Time (s)
400 500 600 700
reduction gear Fig. 3. The tested torque curves of the ICE, DRM, SM and load machine.
permanent magnets stator
inner rotor
2500
1500
outer rotor 1000
slip rings 500
-500
0 100 200 300 400 500 600 700
inverter inverter Time (s)
1500
(DRM) battery (SM) 1000 DRM Speed
500
-500
-1000
-1500
0 100 200 300 400 500 600 700
Time (s)
2500
2000
SM Speed
Speed (rpm)
1500
Fig. 2. Main components of the manufactured CS-PMSM prototype machine: 1000
the inner rotor (left), the outer rotor with permanent magnets on both sides 500
-500
TABLE I 0 100 200 300 400 500 600 700
Time (s)
MEASURED INPUT TORQUE AT DIFFERENT SM OPERATING CONDITIONS 2500
2000
Load Speed
Measured Torque at the
SM Operating Conditions
Speed (rpm)
1500
Input Shaft(Nm) 1000
load operation with 32Nm at 2000rpm 31.493 Fig. 4. The tested speed curves of the ICE, DRM, SM and load machine.