《車(chē)用驅(qū)動(dòng)電機(jī)原理與控制基礎(chǔ) 第2版》 課件英文 Chapter 1 Introduction

車(chē)用驅(qū)動(dòng)電機(jī)原理與控制基礎(chǔ)(第2版)PrincipleandControlFundamentalsofVehicleDriveMotorsChapter1

Introduction21.1TheBriefHistoryofElectricMotors1)“AccumulationofMotorTechnologyStage”:Theoriginofmotortechnologycanbetracedbackto1831whenFaradayinventedthedisc-typemotor.Theperiodtilltothesuccessfulinventionofthehigh-powerdirectcurrentgeneratorsin1866canbecalled“accumulationofmotortechnologystage”.2)“IndustrialApplicationofDCMotors”:In1866,theGermanengineerSiemenssuccessfullydevelopedself-excitedandcompound-woundhigh-powerDCgenerators,markingthebeginningoftheconversionofhigh-powermechanicalenergyintoelectricalenergy,andsparkingthelate19th-century“electrification”revolution.Thedevelopmentofmotortechnologyalsoentereditsfirstgoldendevelopmentperiod:“thematurestageofthemotortechnology.3)“InventionofACMotors”:Inthefirsthalfofthe19thcentury,variousACmotorswerecontinuouslyinventedanddeveloped,usheringinthefirstgoldenageofextensiveindustrialapplicationsofmotors.

4)“PowerElectronicsEnabledSpeedControlofACMotors”:ThedevelopmentofpowersemiconductortechnologygreatlypromotestheadvancementofthespeedcontroltechnologyofACmotors.Fig.1-1PhysicalModelandCircuitDiagramofFaraday'sDiscGeneratorin1831Fig.1-2DiagramoftheMotorInventedbySteckinFig.1-3DiagramoftheMotorInventedbyPixie31.2CharacteristicsandCommonTypesofVehicleDriveMotorsDuetothespecificapplicationrequirementsinelectricvehicles,vehicledrivemotorshavedistinctivetechnicalcharacteristics:1)HighPower-to-WeightRatio:Lightweightisdirectlycontributedtovehicle'sefficiency,sounlikeindustrialmotorsforfixedapplicationequipment,vehicledrivemotorsgenerallyrequirethehighestpossiblepower-to-weightratio.2)HighPower-to-VolumeRatio:Optimizingtheavailablespaceinvehiclesisacontinuouslychallenge.Amorecompactmotorsystemmakesiteasiertomeetthevehicle'sneedsandallowsfordeeperintegrationforthesystemdesign.Therefore,thepower-to-volumeratioofthemotorshouldbeashighaspossible.3)HighEfficiency:Pursuinghighefficiencyisafundamentalrequirementforallmotorapplications.Oneofthekeycharacteristicsofvehicledrivemotorsisthattheyshouldhaveabroadhigh-efficiencyrange.It'snotjustabouthavinghighefficiencyatspecificoperatingpointsbuthavinghighefficiencyacrossawiderangeofspeedsandtorquestomeethighefficiencyrequirementsundervariousdrivingconditions.4)WideSpeedRange:Exceptforafewmodelsthatusegearboxeswithmultiplespeedratios,mostelectricvehicleshaveasinglefixed-ratioreducer.Tomeettheneedsofbothhigh-speeddrivingandlow-speedclimbing,vehicledrivemotorsmusthaveaverywidespeedrange.5)FastTorqueDynamicResponse:Vehicledrivemotorsoperatecontinuouslyundervaryingconditions.Afasttorquedynamicresponseisessentialforthedrivingexperienceofthedriverandacorekeyindicatorrelatedtothevehicle'ssafetyfunctions.6)HighShort-TimePeakPower:Thecontinuouspowerrequiredforsteady-statedrivingissignificantlylowerthantheshort-termpeakpowerneededforaccelerationconditions.However,accelerationconditionshavearelativelyshortduration.Therefore,thedifferencebetweenthe(short-term)peakpowerandthe(continuous)ratedpowercanbemorethandoubletimesinthedesignofvehicledrivemotors.7)LongLife,HighReliability,GoodEnvironmentalAdaptability,andLowCost.41)Inductionmotors(IMs),alsoknownasasynchronousmotors,arecharacterizedbytheirsimplestructure,convenientmanufacturing,robustness,lowcost,reliableoperation,lowtorqueripple,lownoise,noneedforpositionsensors,andhighspeedlimits.However,theirlimitationliesinaslipratecomparedtothesynchronousspeedoftheirrotatingmagneticfield,resultinginslightlypoorerspeedregulationperformance.Moreover,comparedtopermanentmagnetmotors,IMshavelowerefficiencyandpowerdensity.(2)Permanentmagnetsynchronousmotors(PMSMs)excelinpowerdensityandefficiency.Inaddition,theyexhibitprominentfeaturessuchasawidespeedrange,goodtorquecontrolperformance,simplestructure,andhighreliability,makingthemthepreferredtypeofmotorforautomotiveapplications.Forsomespecialapplications,suchasflatoraxialfluxstructuremotors,thetechnicaladvantagesofPMSMsareevenmorepronounced.Dependingontheinstallationpositionofthepermanentmagnetontherotor,theycanbeclassifiedintosurface-mounted(SPM)andinterior-mounted(IPM)types.Thelatterisfavoredinthedesignofvehicledrivemotorsduetothe"reluctancetorque"generatedbytherotor'ssaliencyeffect,whicheffectivelyimprovesthemotor'sefficiency.Forpermanentmagnetsynchronousmotorswithasquarewavebackelectromotiveforce,theyaresometimesclassifiedas"brushlessDCmotors."VehicledrivemotorsPermanentmagnetsynchronousmotors(PMSM)Inductionmotorssurface-mountedPMSMinterior-mountedPMSMFig.1-4CommonTypesofVehicleDriveMotors1.2CharacteristicsandCommonTypesofVehicleDriveMotors5DCBrushedMotorPMSMBasicComponentsandOperatingPrinciplesofthePermanentMagnetMotor61.3TypicalApplicationoftheVehicleDriveMotorTheISGmotor,alsoknownastheP1motor,itsinstalledposition,andstructuresareshowninFig.1-5.Themotorisdirectlyconnectedtotheengine,anditsrotorreplacesthetraditionalflywheel.Thisstructureminimallyaltersthetraditionalautomotivetransmissionsystem,offeringadvantagessuchasfewercomponents,lownoise,andrapidstart-up.Itiscurrentlythesimplestandmostmatureformofhybriddrive.TheinstallationoftheP2motorisattheinputendofthetransmission,asillustratedinFig.1-6.TheessentialdifferencefromtheISGconfigurationliesinanadditionalclutchbetweentheengineandthemotor,commonlyreferredtoastheK0clutch.Therefore,theP2motordriveconfigurationcanoperateinthreemodes:pureelectricdrive,internalcombustionenginedrive,andhybriddrive.SimilartotheISGconfigurationforhybridsystems,thereisnoneedtomodifythebasicstructureoftheoriginaltraditionalfuel-poweredvehicleengineandtransmission.Fig.1-5TheinstallationandstructureoftheISGmotorFig.1-6TheinstallationofP2motorstructure7Theintegrationofthemechanicalenergyoutputfromboththeinternalcombustionengineandtheelectricmotorinthetransmissioniscurrentlyacrucialtechnologicaldirectionforhybridelectricvehicles.Thisintegratedtransmission,alsoknownasaDedicatedHybridTransmission(DHT),operatesbyincorporatingoneormoreelectricmotorsintothetransmission,forminganautomatictransmissionsystemwithanelectricmotor.Thehybriddrivefunctionisachievedbysuperimposingtheinputpowerfromtheinternalcombustionengine.Toyota'sHybridSystem(THS)isatypicalexampleofaDHTtransmission.Thissystemutilizesthreepowersources,namely,theinternalcombustionengineanddualmotors(MG1,MG2).Throughaplanetarygearcoupling,itformsanelectronicallycontrolledcontinuouslyvariabletransmission.Thisconfigurationallowsforadual-degree-of-freedomadjustmentoftheenginespeedandtorquebasedondifferentvehicleconditions.WhendrivinginpureelectricmodewithmotorMG2,theenginechargesthebatterythroughmotorMG1.TheenginecanalsodrivethevehiclesimultaneouslywithelectricmotorMG2(orMG1).THSbelongstoapower-splithybridsystem,wheretorquedistributioniscontrolledbytheelectricmotorortheengine,enablingseamlessadjustmentofthetransmissionratio.Therefore,THSisalsoreferredtoasanelectronicallycontrolledcontinuouslyvariabletransmissionforelectricvehicles.Fig.1-7ThethirdgenerationoftheTHSsystemstructure1.3TheTypicalApplicationoftheVehicleDriveMotor8Thethree-in-oneelectricdrivesystem,integratingthemotor,controllerandreducer,isanimportantdirectioninthedevelopmentofautomotiveelectricdrivesystems.Theadvantagesofthisintegrateddesignareasfollows:Integrateddesignreducesthevolumeofthedrivesystem.Byconsolidatingthevariouscomponentsofthedrivesystemintoasingleunit,theoverallsystembecomesmorecompact,allowingforgreaterflexibilityinthelayoutofthevehicle'spowersystem.Integrateddesignreducestheweightofthedrivesystem.Withthehighdegreeofintegrationofmajorcomponents,theuseofconnectingwiresbetweencomponentsissignificantlyreduced,optimizingthesystem'sweightandresultinginlowerenergyconsumptionforthevehicle.Integrateddesigneffectivelyreducesthedistancebetweencomponents,optimizingenergytransmissionpaths,andfacilitatingthereductionoflosses.This,inturn,enhancestheoverallefficiencyofthepowertrain.Fig.1-8Three-in-oneelectricdrivesystem1.3TheTypicalApplicationoftheVehicleDriveMotor9Fig.1-9twodrivetypesofrimmotorandhubmotorCurrently,therearetwomaintypesofdrivesystemsforhubmotors:Thefirsttypeisknownasthe"rimmotor."Itstypicaltopologyisaninternal