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Research Papers: Design of Energy, Fluid, and Power Handing Systems

Automatic Generation of Design Space Conversion Maps and Its Application for the Design of Compound Split Hybrid Powertrains

[+] Author and Article Information
Toumadher Barhoumi

Graduate School of Green Transportation,
Korea Advanced Institute of Science and
Technology (KAIST),
291 Daehak-ro,
Yuseong-gu,
Daejeon 34141, South Korea
e-mail: toumadher@kaist.ac.kr

Hyunjun Kim

Graduate School of Green Transportation,
Korea Advanced Institute of Science and
Technology (KAIST),
291 Daehak-ro,
Yuseong-gu,
Daejeon 34141, South Korea
e-mail: kindhyunjoon@kaist.ac.kr

Dongsuk Kum

Graduate School of Green Transportation,
Korea Advanced Institute of Science and
Technology (KAIST),
291 Daehak-ro,
Yuseong-gu,
Daejeon 34141, South Korea
e-mail: dskum@kaist.ac.kr

1Toumadher Barhoumi and Hyunjun Kim are co-first authors, and have equally contributed to this work.

2Corresponding author.

Contributed by the Power Transmission and Gearing Committee of ASME for publication in the JOURNAL OF MECHANICAL DESIGN. Manuscript received September 26, 2017; final manuscript received February 12, 2018; published online March 23, 2018. Assoc. Editor: Hai Xu.

J. Mech. Des 140(6), 063401 (Mar 23, 2018) (13 pages) Paper No: MD-17-1654; doi: 10.1115/1.4039451 History: Received September 26, 2017; Revised February 12, 2018

Most of the prior design studies on compound split hybrids focused on the selection of optimal configurations through evaluating their performance within the physical design space, i.e., powertrain configurations. However, the authors revealed that using the compound lever for the performance analysis dramatically reduces the design space as redundant configurations exist for a single compound lever design, resulting in computational load reduction. Nevertheless, using the compound lever results in the loss of information required to realize the given configurations as these two configurations are represented by two different sets of variables. The powertrain configuration is defined by two physical design variables, i.e., gear ratios of the two planetary gears. However, the compound lever design is defined by two nonphysical design variables, α and β, which are the vertical bar lengths between the output node (vehicle) and the two motor/generators' (MG) nodes. Thus, if the compound lever is used as a design tool, the selected designs should be converted into powertrain configurations. This paper introduces an automatic methodology to generate feasible powertrain configurations for any given compound lever using generic conversion equations that express the relationship between the nonphysical design variables, α and β, and the physical design variables, gear ratios. Conversion maps relating the 252 powertrain configurations to the compound lever design space were generated, and the results confirmed that the compound lever removes the redundancy existing in the physical design space.

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Topics: Levers , Design
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References

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Figures

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Fig. 1

Several elementary-lever configurations have one single compound lever defined by α and β: (a) four elementary-lever configurations and (b) one unique compound lever

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Fig. 2

Overview of the newly proposed exhaustive design method of compound split hybrids using the compound lever as a design tool

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Fig. 3

Definitions and the logic behind the proposed conversion model using the analogies between the elementary-lever and compound lever design spaces

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Fig. 4

Approach to generate an elementary-lever configuration for a given 2PG arrangement and components arrangement. (a) Approach used to generate a single elementary-lever configuration for given components arrangement and 2PG arrangements and (b) Conversion method used to convert any given 2PG arrangement into a physical compound lever.

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Fig. 5

All existing 21 2PG arrangements. Note that SR2 > SR1 for 2PG arrangements #1, #1r, #7, #7r, #11, and #11r.

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Fig. 6

Flowchart of the automation of the conversion methodology

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Fig. 7

All possible 21 elementary-lever configurations that can be generated for α=−2 and β=3, with only six of them feasible

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Fig. 8

Conversion map of 2PG arrangement #6 when the conversion methodology is applied across the entire design space

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Fig. 9

Conversion map of the entire compound split hybrids design space, i.e., 252 elementary-lever configurations

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Fig. 10

Conversion maps of five configurations including #6r-C1 s (Voltec 2nd) and Prius 3rd configurations plotted on the fuel economy and acceleration time contours for K = 4

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Fig. 11

Conversion maps of the 21 2PG arrangements illustrated in Fig. 5, except for 2PG arrangements #6

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