外文翻譯--混合動力驅(qū)動的概念

1、<p><b>　　附錄A.英文文獻</b></p><p>　　Conventional vehicles with IC engines provide good performance and long operating range by utilizing the high-energy-density advantages of petroleum fuels. How

2、ever, conventional IC engine vehicles have the disadvantages of poor fuel economy and environmental pollution. The main reasons for their poor fuel economy are (1) mismatch of engine fuel efficiency characteristics with

3、the real operation requirement (refer to Figures 2.34 and 2.35); (2) dissipation of vehicle kinetic energy during braking</p><p>　　5.1 Concept of Hybrid Electric Drive Trains</p><p>　　Basically,

4、 any vehicle power train is required to (1) develop sufficient power to meet the demands of vehicle performance, (2) carry sufficient energy onboard to support the vehicle driving a sufficient range, (3) demonstrate high

5、 efficiency, and (4) emit few environmental pollutants. Broadly, a vehicle may have more than one power train. Here, the power train is defined as the combination of the energy source and the energy converter or power so

6、urce, such as the gasoline (or diesel)–heat engine</p><p>　　A hybrid vehicle drive train usually consists of no more than two power trains. More than two power trains will make the drive train very complicat

7、ed. For the purpose of recapturing braking energy that is dissipated in the form of heat in conventional IC engine vehicles, a hybrid drive train usually has a power train that allows energy to flow bidirectionally. The

8、other one is either bidirectional or unidirectional. Figure 5.1 shows the concept of a hybrid drive train and the possible different </p><p>　　1. Power train 1 alone delivers its power to the load.</p>

9、<p>　　2. Power train 2 alone delivers its power to the load.</p><p>　　3. Both power train 1 and power train 2 deliver their power to the load simultaneously.</p><p>　　4. Power train 2 obt

10、ains power from the load (regenerative braking).</p><p>　　5. Power train 2 obtains power from power train 1.</p><p>　　6. Power train 2 obtains power from power train 1 and the load simultaneousl

11、y.</p><p>　　7. Power train 1 delivers power to the load and to power train 2 simultaneously.</p><p>　　8. Power train 1 delivers its power to power train 2, and power train 2 delivers its power t

12、o the load.</p><p>　　9. Power train 1 delivers its power to the load, and the load delivers the power to power train 2.</p><p>　　In the case of hybridization with a gasoline (diesel)–IC engine (

13、power train 1) and a battery–electric machine (power train 2), pattern (1) is the engine alone propelling mode. This may be used when the batteries are almost completely depleted and the engine has no remaining power to

14、charge the batteries, or when the batteries have been fully charged and the engine is able to supply sufficient power to meet the power demands of the vehicle. Pattern (2) is the pure electric propelling mode, in wh</

15、p><p>　　off. This pattern may be used for situations where the engine cannot operate effectively, such as very low speed, or in areas where emissions are strictly prohibited. Pattern (3) is the hybrid traction

16、mode and may be used when large power is needed, such as during sharp accelerating or steep hill climbing. Pattern (4) is the regenerative braking mode, by which the kinetic or potential energy of the vehicle is recovere

17、d through the electric motor functioning as a generator. The recovered energy </p><p>　　The abundant operation modes in a hybrid vehicle create much more flexibility over a single power train vehicle.With pr

18、oper configuration and control, applying a specific mode for a special operating condition can potentially optimize the overall performance, efficiency, and emissions. However, in a practical design, deciding which mode

19、should be implemented depends on many factors, such as the physical configuration of the drive train, power train efficiency characteristics, load characteristic</p><p>　　The load power of a vehicle varies r

20、andomly in real operation due to frequent acceleration, deceleration, and climbing up and down grades, as shown in Figure 5.2. Actually, the load power is composed of two components: one is steady (average) power, which

21、has a constant value, and the other is dynamic power, which has a zero average. In designing the control strategy of a hybrid vehicle, one power train that favors steady-state operation, such as an IC engine and fuel cel

22、l, may be used to supply</p><p><b>　　附錄B.中文翻譯</b></p><p>　　裝備有內(nèi)燃機的傳統(tǒng)汽車利用高能量密度的化石燃料，可以提供優(yōu)良的性能以及行駛里程長。然而，傳統(tǒng)內(nèi)燃機車有經(jīng)濟性差和污染環(huán)境的缺點。燃油經(jīng)濟性差的主要原因是：(1)發(fā)動機燃油效率特性和實際運行工況的不匹配; (2)制動過程中的動能損失，尤其在城市區(qū)域

23、運行的時候; (3)目前汽車停止-前進驅(qū)動模式中液力傳動裝置效率的低下。電池驅(qū)動的電動汽車, 在一方面,相比傳統(tǒng)內(nèi)燃機車具有一些優(yōu)點,如高能量效率和零污染。然而, 性能, 尤其是每次充電的行駛里程, 遠無法和傳統(tǒng)內(nèi)燃機車比,由于電池的能量密度遠低于汽油?；旌蟿恿ζ? 有兩個動力源（一個主要的和一個輔助的）, 擁有內(nèi)燃機車和電動汽車的優(yōu)點而且避免了它們的缺點。在這一章里, 將討論混合動力汽車動力傳遞路線的基本概念和運行規(guī)則。</p

24、><p>　　5.1 混合動力驅(qū)動的概念</p><p>　　基本上,任何汽車動力系都需要(1) 提供充足的動力來滿足性能需要, (2)攜帶足夠的能量以支持行駛足夠的里程, (3) 高效, (4) 排放較少的環(huán)境污染物。大體上, 一個汽車可以擁有多于一個動力系統(tǒng)。在這里，這個動力系統(tǒng)被定義成能量源和能量轉(zhuǎn)換裝置的結(jié)合或者動力源，比如汽油（或柴油）——熱機系統(tǒng)， 氫燃料電池電動系統(tǒng)，化學(xué)電池——

25、電機系統(tǒng)等等。一個擁有兩個或以上動力系統(tǒng)的汽車稱為混合動力車。一個具有電動動力系統(tǒng)的混合動力車稱為電動混合動力車。車輛的傳動系將所有的動力系統(tǒng)聚集起來。 </p><p>　　通?；旌蟿恿嚨尿?qū)動系不會多于兩個動力系統(tǒng)。多于兩個動力系統(tǒng)會似的驅(qū)動系非常的復(fù)雜。出于回收傳統(tǒng)內(nèi)燃機車輛制動過程中變成熱消耗掉的能量，混合動力驅(qū)動系通常有一個動力系統(tǒng)允許能量雙向流動。另外一個可能是雙向的也可能不是。圖5.1表示的是混合動

26、力驅(qū)動系的概念和可能的能量流動路線。混合動力驅(qū)動系可以將動力通過可選擇的路線傳遞給負載。兩個動力系統(tǒng)滿足負載的有效方式有很多種：</p><p>　　1、 動力系統(tǒng)1單獨傳遞動力到負載。</p><p>　　2、 動力系統(tǒng)2單獨傳遞動力到負載。</p><p>　　3、 動力系統(tǒng)1和2同時傳遞動力到負載。</p><p>　　4、 動力系統(tǒng)2

27、從負載獲得能量 (再生制動)。</p><p>　　5、 動力系統(tǒng)2從動力系統(tǒng)1獲得能量。</p><p>　　6、 動力系統(tǒng)2同時從動力系統(tǒng)1和負載獲得能量。</p><p>　　7、動力系統(tǒng)1同時將動力傳遞給動力系統(tǒng)2和負載。</p><p>　　8、動力系統(tǒng)1將能量傳遞給動力系統(tǒng)2，動力系統(tǒng)2將能量傳遞給負載。</p>&

28、lt;p>　　9、 動力系統(tǒng)1將動力傳遞給負載，負載將動力傳遞給動力系統(tǒng)2。</p><p>　　汽油機（柴油機）——內(nèi)燃機（動力系統(tǒng)1）和電動動力系統(tǒng)（動力系統(tǒng)2）組合的情況下，方式(1)是發(fā)動機單獨驅(qū)動模式。通常是電池幾乎完全用盡并且發(fā)動機沒有剩余動力給電池充電，或者是電池已經(jīng)完全充滿而發(fā)動機能夠提供足夠的動力來滿足車輛的負載需求。方式 (2) 是純電動模式，發(fā)動機關(guān)閉。這種方式是在發(fā)動機不能有效地運行

29、的場合，比如速度非常低，或者某些嚴禁排放的區(qū)域。方式 (3)是混合驅(qū)動模式，可能在需要大功率的情況下運用，比如急加速或者爬陡坡。方式 (4)是在生制動模式， 通過電動機作為發(fā)電機運行來回收動能或潛在的能量。再生的能量儲存到電池里，以后再利用。方式(5) 是充電模式，當(dāng)車輛停止，滑行或者下小斜坡的時候，沒有動力傳遞到負載，也沒有動力傳回來。方式 (6) 是再生制動和內(nèi)燃機同時給電池充電模式。方式 (7) 是發(fā)動機驅(qū)動車輛行駛同時給電池充電

30、。方式(8) 是發(fā)動機給電池充電，電池提供動力給負載。負載 (9) 是發(fā)動機將動力通過車身傳遞給電池。典型的這種模式是，兩個動力系統(tǒng)分別裝在前后軸上，在接下來的部分里將進行論述。</p><p>　　混合動力車豐富的操作模式相比于單一動力系統(tǒng)的汽車提供了更多的靈活性。用正確的結(jié)構(gòu)和控制， 針對特殊的工況運用相應(yīng)的模式可以潛在地優(yōu)化整體性能，效率和排放。然而，在一個特定的設(shè)計中， 決定執(zhí)行哪一種模式取決于很多因素，

31、比如驅(qū)動系的結(jié)構(gòu)，動力系統(tǒng)的效率特性,負載特性等等。在各自的優(yōu)化效率區(qū)域運行每個動力系統(tǒng)對一輛汽車總體性能至關(guān)重要。內(nèi)燃機一般在較大節(jié)氣門開度下具有最優(yōu)的效率運行區(qū)。離開這個區(qū)域?qū)?dǎo)致效率下降。另一方面，電動機不在最優(yōu)區(qū)域工作的效率則不像內(nèi)燃機那樣糟糕。</p><p>　　在實際操作中，因為頻繁加減速，上下坡，像圖5.2顯示的那樣，車輛的負載功率是隨機變化的。實際上，負載功率由兩部分組成：一是穩(wěn)定（平均）功率，

32、有一個固定不變的數(shù)值，另一個是動態(tài)功率，平均值為零。在混合動力車控制策略的設(shè)計中，一個動力系統(tǒng)支持穩(wěn)定的狀態(tài)的運行，如內(nèi)燃機和燃料電池，提供平均功率。另一方面，另一個動力系統(tǒng)，如電動機，可能用來提供動態(tài)功率。動態(tài)動力系統(tǒng)總的能量輸出是零，在一個完整的行駛循環(huán)里。這就意味著，動態(tài)動力系統(tǒng)在一個行駛循環(huán)的最后并沒有損失能量。它的功能僅相當(dāng)于一個能量緩沖器。在混合動力車里，穩(wěn)定的動力可能由內(nèi)燃機，轉(zhuǎn)子發(fā)動機，或者燃料電池等提供。內(nèi)燃機或燃料電