Page - 278 - in Emerging Technologies for Electric and Hybrid Vehicles

Energies 2017,10, 437 thanthatof thepowersplitmode.Asaresult, candidates#5,#11,#13,and#16,whichcan implement theparallelmode,havesmallerPEloss (524.3–540.1kJ) thantheothercandidates (935–950kJ). It is alsonotedthat the fueleconomyimprovement (3.77%)ofcandidate#16 is less thanthatofcandidate #11 (4.04%),even if it can implementonemoreoperatingmodethancandidate#11; this isbecause the drivetrain losswas increaseddueto theadditionalelements,BK1andCL1. FromTable4,wecanselect candidate#11asanewPHEVconfigurationthatprovides thebest fueleconomyusingtheEV#1,EV#2,powersplit, andparallelmodes. Asshowninthedesignprocedure,whichconsidersthespeedandtorqueleveranalogy,drivetrain loss, andPEloss, it is seenthat thedesignmethodologyproposed in this studycanbeusedeffectively for thedevelopmentofanewPHEVconfigurationandthat thedrivetrain lossesmustbe includedin the fueleconomyevaluation. Table 4. Fuel economyandcomponent losses of eight candidates forHWFETwhen thevehicle is operated inchargesustaining(CS)mode. Candidate #1 Basic (EV#1, Power Split) #4 Basic+ EV#2 #5 Basic+ Parallel #6 Basic +Series #11 Basic+ EV#2, Parallel #12 Basic+ EV#2, Series #13 Basic+ Parallel Series #16 Basic+ EV#2, Parallel, Series Additionalelement - BK2 BK3 BK1,CL1 BK2,BK3 BK1,BK2,CL1 BK1, BK3,CL1 BK1, BK2, BK3,CL1 No. ofmodes 2 3 3 3 4 4 4 5 Operation time(s) EV#1 89 64 169 89 118 60 172 110 EV#2 X 45 X X 69 47 X 79 Powersplit 586 566 69 586 33 568 61 30 Parallel X X 437 X 455 X 442 456 Series X X X 0 X 0 0 0 FE(km/L) 25.47 25.47 26.47(+3.92%) 25.37 (−0.39%) 26.5 (+4.04%) 25.36 (−0.43%) 26.4 (+3.65%) 26.43 (+3.77%) PEloss (kJ) MG2 658.2 645.5 486.1 658.1 463 645.1 485.7 460.3 MG1 264.1 290.4 15.2 265.9 49.4 292.7 13.3 55 HDC 12.6 11.5 25.3 12.3 25.2 11.7 25.3 24.8 TotalPEloss (kJ) 934.9 947.4 526.6 936.3 537.6 949.5 524.3 540.1 Drivetrain loss (kJ) MG1-unload 49.7 41.1 80.6 50 60.4 39.7 81.5 57.3 PG 182.6 175.7 129 182.1 122.4 175.4 128.1 121.6 Gear 182.3 182.3 182.3 182.3 182.3 182.3 182.3 182.3 Bearing 133.1 133.1 133.1 133.1 133.1 133.1 133.1 133.1 CL1&BK# 0 10.6 25.1 20.4 34.7 31 33.3 42.5 Pump 18.3 19 25.5 30.9 27 30.9 30.9 30.9 Totaldrivetrainloss (kJ) 566 561.8 575.6 598.8 559.9 592.4 589.2 567.7 6.Conclusions Adesignmethodologyofapowersplit typePHEVwasproposedbyconsideringthedrivetrain losses. Asadesignreference, an input split typePHEVusingasingleplanetarygearwasselected. First, todetermine theenginepositiononthespeedleverof thesingleplanetarygear, themechanical point (MP)atwhich thepowersplit transmission (PST)has thehighestefficiencywas investigated with respect to the speed ratio, and itwas found that the engine should be located at the carrier tohave theMPathigh speeds,whichprovidedahigherPSTefficiency in themaindriving range. In addition, thepositions ofMG1andMG2on the speed leverweredetermined,whichprovides abetterPSTefficiencyby reducing thepower thatflows through theelectricalpath. Basedon the reference topology, feasible locationsof theadditionalclutchandbrakewere investigatedtorealize the multi-mode inadditionto thebasicoperatingmodeof thereferencePST.Amongthemathematically 278