2.2. CONCLUSION 17
e input power of the CPGS is
P
c
D T
c
!
c
> 0: (2.65)
e output power for the CPGS can be defined as
P
S1
D T
S1
!
S1
< 0 (2.66)
P
S2
D T
S2
!
S2
< 0: (2.67)
e efficiency of the CPGS in the standstill mode can be expressed as
D
P
S1
P
S2
P
c
D
j
T
S1
!
S1
j
C
j
T
S2
!
S2
j
T
c
!
c
:
(2.68)
e torque loaded on the carrier can be defined as
T
engine
J
c
a
c
D T
c
; (2.69)
where T
engine
denotes the driving torque of the engine; J
c
refers to the inertia of the carrier and
a
c
is the angular acceleration of the carrier.
Combining Eqs. (2.44), (2.45), and (2.68), the efficiency of the CPGS in the standstill
mode can be written as
D
j
.
T
E1
J
S1
a
S1
/
!
S1
j
C
j
.
T
E2
J
S2
a
S2
/
!
S2
j
T
engine
J
c
a
c
!
c
: (2.70)
2.2 CONCLUSION
e dynamic equations for the transmission and the speed relationships of a power-split device
of the series-parallel type have been derived, and the efficiency of the power-split HEV has
been calculated under a range of working conditions: hybrid driving mode, pure electric driving
mode, over speed driving mode, and standstill charging mode. is section can provide a valuable
reference to guide the control design for power and efficiency of HEVs.
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