دانلود مقاله بهره وری انرژی وسایل نقلیه الکتریکی با استفاده از کنترل مستقیم
چکیده
اختصارات
1. مقدمه
2. مدل خودرو و مدل راننده
3. طراحی DYC برای بهره وری انرژی
4. DYC برای ثبات و قضاوت ثبات
5. عملکرد DYC برای بهره وری انرژی و DYC برای ثبات
6. اصل سوئیچینگ
7. نتایج ترکیب DYC برای بهره وری انرژی و DYC برای پایداری
8. نتیجه گیری
منابع
Abstract
Nomenclature
1. Introduction
2. Vehicle model and driver model
3. Design of DYC for energy-efficiency
4. DYC for stability and stability judgement
5. Performance of the DYC for energy-efficiency and the DYC for stability
6. Switching principle
7. Results of combining DYC for energy-efficiency and DYC for stability
8. Conclusion
References
چکیده
یک کنترل لحظه انحراف مستقیم (DYC) برای بهره وری انرژی و یک DYC برای پایداری وسایل نقلیه الکتریکی (EVs) پیشنهاد شده است. DYC برای بهره وری انرژی در طول مانورهای غیرایمنی در پیچ ها فعال است تا کارایی انرژی خودروهای برقی را بهبود بخشد. DYC برای پایداری در طول مانورهای ایمنی حیاتی برای پایدار نگه داشتن خودرو فعال است. ترکیبی از DYC برای بهره وری انرژی و DYC برای پایداری مورد مطالعه قرار گرفته است. یک قضاوت پایداری بر اساس نرخ انحراف و زاویه لغزش برای ارزیابی بحرانی بودن وضعیت کار خودرو طراحی شده است. یک اصل سوئیچینگ برای جایگزینی بین DYC برای بهره وری انرژی و DYC برای پایداری طراحی شده است. در طول مانورهای غیرایمنی در پیچ ها، نشان داده شده است که DYC برای بهره وری انرژی می تواند درصد قابل توجهی از انرژی را در مقایسه با رانندگی با گشتاور برابر و DYC برای پایداری ذخیره کند. نتایج شبیه سازی در این کار نشان می دهد که ترکیب DYC برای بهره وری انرژی و DYC برای پایداری می تواند بین 12 تا 18 درصد در مصرف انرژی صرفه جویی کند. DYC برای پایداری فقط برای وسیله نقلیه و مانورهای مورد مطالعه.
توجه! این متن ترجمه ماشینی بوده و توسط مترجمین ای ترجمه، ترجمه نشده است.
Abstract
A direct yaw moment control (DYC) for energy-efficiency and a DYC for stability of electric vehicles (EVs) are proposed. The DYC for energy-efficiency is active during non-safety-critical cornering manoeuvres to improve the energy-efficiency of EVs. The DYC for stability is active during safety-critical manoeuvres to keep the vehicle stable. A combination of the DYC for energy-efficiency and the DYC for stability is studied. A stability judgement based on the yaw rate and slip angle is designed for evaluating the criticality of the vehicle's working state. A switching principle for alternating between the DYC for energy-efficiency and the DYC for stability is designed. During non-safety-critical cornering manoeuvres, it is shown that the DYC for energy efficiency can save considerable percentage of energy compared to both equal torque driving and the DYC for stability. During cornering manoeuvres containing both non-safety-critical parts and safety-critical parts, the simulation results in this work show that the combination of the DYC for energy-efficiency and the DYC for stability can give 12% to 18% energy savings compared to the DYC for stability only for the vehicle and manoeuvres studied.
Introduction
Electric vehicles (EVs) are an important component of a fossil-fuel-free future and the number of EVs on the roads is increasing rapidly. There are several solutions for electrified powertrains, one of which is in-wheel motor technology. In the case of 4 in-wheel motors (4IWMs), the propelling power of each wheel can be independently controlled. Therefore, 4IWM EVs can provide more control flexibility than traditional centralised driving vehicles. For example, direct yaw moment control (DYC) can easily be implemented in a 4IWM EV.
The DYC usually follows a hierarchical structure consisting of a high-level yaw moment controller and a low-level torque distribution controller. Based on a reference model, the high-level controller can determine the stability yaw moment which provides an effective way to stabilise the vehicles. Tahami et al. [1] used a fuzzy logic controller, which adopted the yaw rate error (compared to the desired yaw rate) and this yaw rate error rate of change as inputs and the torque difference between the right and left wheels as the output to generate the DYC, for the purpose of enhancing the vehicle stability. Raksincharoensak et al. [2] proposed two types of desired yaw rate: one for the lane-keeping function and the other for vehicle stability control to improve the vehicle handling and stability. A driver steering behaviour recognition algorithm, using the steering wheel angle and the steering wheel velocity as inputs, was designed to determine the type of desired yaw rate. Geng et al. [3] took, besides the desired yaw rate, the desired body slip angle into account and adopted the linear quadratic regulator method to calculate the optimal yaw moment.
Conclusion
A DYC for energy-efficiency based on the desired lateral acceleration is designed for non-safety-critical cornering manoeuvres. A DYC for stability tracking the desired yaw rate is designed for safety-critical cornering manoeuvres. In order to improve the energy efficiency and keep the vehicle safe during cornering manoeuvres which contain both non-safety-critical parts and safety-critical parts, a DYC is proposed which combines DYC for energy-efficiency and DYC for stability, which has been evaluated by simulations. A stability judgement, consisting of the yaw rate and body slip angle, is suggested and a switching principle for alternating between DYC for energy-efficiency and DYC for stability has been developed.
The following five driving strategies have been analysed: 4WETD, 2WETD, DYC for energy-efficiency, DYC for stability and combined DYC. During non-safety-critical cornering manoeuvres, the DYC for energy-efficiency can make a considerable percentage of energy saving compared to 4WETD, 2WETD and DYC for stability. It has been shown that during cornering manoeuvres containing both non-safety-critical parts and safety-critical parts, only the DYC for stability and combined DYC can keep the vehicle safe and besides the combined DYC consumes less energy than the DYC for stability.