Microsoft Word - 6 Nomographs for Design of two input transmissions using fuzzy logic in Matlab

Al-Qadisiya Journal For Engineering Sciences Vol. 5 No. 1 Year 2012

DESIGN OF TWO INPUT TRANSMISSION USING FUZZY
LOGIC IN MATLAB

ESSAM LAUIBI ESMAIL

Lecturer
College of Engineering/University of Qadisyah

ABSTRACT
This work presents proposed design of a parallel hybrid transmission with only one electric
motor/generator (MG) and without any rotating clutches. The proposed motor/generator integrated
hybrid transmission serves to regulate the engine's effective gear ratio (engine rotational velocity
versus vehicle velocity) by mixing the engine and electric MG powers through a power controlling
device. The proposed design provides some of the benefits and flexibility of a power-split design
but using conventional available components in a simpler mechanical layout that makes the design
compact, mechanically simple, and operationally flexible. With a control unit, four major modes of
operation excluding a regenerative braking capability are shown to be feasible in the proposed
hybrid transmission; electric motor mode, engine mode, engine/charge mode, and power modes.
Continuously variable transmission (CVT) capability is provided with the engine/charge mode and
with the power mode. The power mode can be further subdivided into three hybrid sub-modes that
correspond to the direct drive, under-drive, and over-drive of a conventional automatic
transmission.
The feasibility of the proposed hybrid transmission is demonstrated with a numerical example
employing a simple gear train. In this work a controller is designed to vary the speed of the vehicle
for different driving conditions. All basic driving conditions for a car are studied and identified. The
new controller is implemented by using fuzzy logic and simulated in MATLAB/ Simulink.

KEYWORDS: Fuzzy Logic, MATLAB, Mechanisms, Nomograph, Planetary Gear trains,
Simulink, Two Inputs, Transmission.

ق الغامض في برنامج الماتالبطنقل حركه ثنائية المدخل بأستخدام المن ةتصميم آلي
كلية الهندسه/جامعة القادسيه/مدرس/ عصام العيبي إسماعيل

الخالصه

مولــد كهربــائي واحــد ودون أي قــوابض /ذا البحــث تصــميم جديــد آلليــة نقــل حركــه هجينــه بأســتخدام محــركھيقــّدم

السـرعه الدورانيـه للمحـرك مقابـل سـرعه (جديد على تنظـيم النسـبه السـرعيه الفعالـه للمحـرك يعمل التصميم ال. دواره

يقـدم التصـميم . المولد الكهربائي خالل وحـدة تنظـيم القـدره/بخلط قدرتي ماكنة االحتراق الداخلي والمحرك) العربه

ليديــه متاحــه بتركيــب ميكــانيكي المقتــرح بعــض فوائــد ومرونــة التصــميم الشــاطر للقــدره ولكــن بأســتخدام مكونــات تق

بوجـــود وحـــدة ســـيطرة ، وآلليـــه نقـــل الحركـــه ". بســـيط ، يجعـــل التصـــميم مـــدمجا ، بســـيط ميكانيكيـــا، ومـــرن تشـــغيليا

االيقـاف بتوليـد الكهربـاء وهـي طـور المحـرك الهجينه المقترحه هناك أربعة أطـوار رئيسـيه ممكنـه عمليـا عـدا طـور

Al-Qadisiya Journal For Engineering Sciences Vol. 5 No. 1 Year 2012

المولــد الكهربــائي وطــور القــدرة /اق الــداخلي ، طــور ماكنــة االحتــراق الــداخلي الكهربــائي فقــط ، طــور ماكنــة االحتــر

أن الحصــول علــى آليــة نقــل حركــه ذات أمكانيــه لتغييــر الســرعه ). المحــرك الكهربــائي/ماكنــة االحتــراق الــداخلي (

ويمكـن تقسـيم . المولد الكهربائي الثاني وفي طور القدرة /بصوره مستمره ممكن في طور ماكنة االحتراق الداخلي

طــور القــدره الثــاني الــى ثــالث أطــوار ثانويــه هــي مــا دون ومــا فــوق القيــاده المباشــره والقيــاده المباشــره التــي تنــاظر

.مثيالتها في أآلليات اآلليه التقليديه

.تم التحقق من أمكانية أستخدام اآلليه الهجينه المقترحه بمثال عددي وبأستخدام مجموعة ترسيه كوكبيـه بسـيطه

وتـم تشـخيص جميـع ظـروف قيـادة السـياره . وتم تصميم مسيطر لتغيير سرعة العجله فـي ظـروف القيـاده المختلفـه

وقـــــد تـــــم تضـــــمين المســـــيطر باســـــتخدام المنطـــــق الضـــــبابي ومحاكاتهـــــا فـــــي االساســـــيه والتصـــــميم علـــــى ضـــــوءها

MATLAB/SIMULINK).(
NOMENCLATURE

mBω The rotational loss torque of the system.
C Clutch
EGM Epicyclic gear mechanism
EGT Epicyclic gear train

ESS nergy Storage System ُ◌ E
FLC Fuzzy Logic Controller
HEV Hybrid Electric Vehicle

ffm iKK .= ma ee / A constant, which is also the ratio

MG Electric Motor/Generator

xpN , Gear ratio defined by a planet gear p with respect to a sun or ring gear x.

xpxp ZZN /, ±= , where pZ and xZ denote the numbers of teeth on
the planet and the sun or ring gear, respectively, and the positive or
negative signs depend on whether x is a ring or sun gear.

OWC One way clutch
PGT Planetary gear train

CR Reverse Clutch
SOC State of Charge

THS Toyota Hybrid System
Two-dof Two-degree of freedom
Zi Number of teeth on gear i
c Carrier

s Sun Gear
r Ring Gear

p Planet Gear

iω Angular velocity of link i

aaqa RL /=τ The electrical time constant of the armature.
BJm /=τ The mechanical time constant of the system.

Al-Qadisiya Journal For Engineering Sciences Vol. 5 No. 1 Year 2012

INTRODUCTION AND LITERATURE REVIEW
A Hybrid System combines two motive power sources, such as an internal combustion engine and
an electric motor, to achieve efficient driving performance.
A hybrid electric vehicle (HEV) achieves fuel economy, and improved performance by combining a
smaller than normal engine with electric motor(s) and an energy storage system (ESS). The engine
is smaller in displacement, or downsized, so that the average loads that the vehicle has to meet
during acceleration and highway driving are closer to the engine's higher efficiency operating
zones, represented by the 30% efficiency in Figure 1 [1].
A HEV uses the electric motors and ESS to average the load on the engine, to achieve an efficient
use of fuel. One or two electric motors are used in a variety of ways, depending on how they are
connected to the vehicle power train [2]. Motors can provide a positive torque to drive the vehicle
alone in the forward or reverse direction, or assist the engine during acceleration. One way to
increase the average load and decrease fuel use is to shut off the engine when the vehicle load is
small. Commonly this is referred to as engine idle stop, but the engine can sometimes be kept off
for light accelerations and low cruising velocities.
Peak power demands on the engine, such as a hard acceleration, can be lowered by using the motors
to supply some of the additional power required, and discharge the batteries.
Under conditions in which motors demand negative torque, they operate as generators to recharge
the batteries.
By acting as a generator, the electric motor increases the average load on the engine.
Numerous HEV configurations have been proposed. John Miller's book [1] is a good resource for
more information about hybrid vehicles and hybrid systems. In the present work, only HEVs with
epicyclic-type power trains will be considered.
Tsai and Schultz [3], proposed an improved design of the novel parallel hybrid transmission
introduced earlier by Tsai et al. [4, 5]. The proposed design provides the transmission the
functional appearance of a conventional 4-speed ratio change automatic transmission. The design
needs a motor/generator unit with a conventional automatic transmission to function; therefore it
requires more complicated controllers and extra electronics hardware than with other hybrids.
Tsai [6] proposed an innovative approach using just one internal combustion (IC) engine, one
electric motor/generator, and a power regulating gearbox that can provide a vehicle with six
different operating modes including a regenerative braking capability. Recently Esmail [7]
proposed new designs of parallel hybrid transmissions with only one electric motor/generator (MG)
and without any rotating clutches.
Toyota Hybrid System (THS) [2], which is a series/parallel hybrid, contains a power split devise
that splits power into two paths. In one path, the power from the engine is directly transmitted to the
vehicle's wheels. In the other path (electrical path), the power from the engine is converted into
electricity by a generator to drive an electric motor or to charge the battery. Since the engine is the
primary converter on the vehicle, the direct fuel to engine to wheels path is the most efficient
energy path on the vehicle.
THS posses many favourable characteristics; however the potential disadvantages of THS design
include the need for two electrical motors and a constant split of the engine power. Also, the
simultaneous dual motor operation requires sophisticated control systems and intricate custom
fabrication [8].
Electric machines are used to generate mechanical work in industries. The DC machine is
considered to be basic electric machine. The aim of this work is to use computer simulation as a
tool for conducting transient and control studies. Next to having an actual system to experiment on,
simulation is often chosen by engineers to test conceptual designs [9].
SIMULINK is the program used to complete the modelling and simulation of a model; it is a
subprogram of MATLAB. In SIMULINK, a model is a collection of blocks which, in general,
represents a system. MATLAB/SIMULINK is used because of the short learning term that most
students require to start using it, its wide distribution, and its general-purpose nature. This will

Al-Qadisiya Journal For Engineering Sciences Vol. 5 No. 1 Year 2012

demonstrate the advantages of using MATLAB for analyzing system steady state behaviour and its
capabilities for simulating transients in systems, including control system dynamic behaviour [10].
This work presents a new design of a hybrid transmission with only one electric motor/generator
and without any clutches.
Any epicyclic gear set is considered adaptable to suit the new design of the hybrid transmission. For
the kinematic analysis of epicyclic gear mechanisms (EGMs) various approaches have been
proposed. In this work the new developed nomograph method [11] will be used.

NOMOGRAPHS
A nomograph is defined as three or more axes, or scales, arranged such that problems of three or
more variables can be solved using a straightedge. In the particular case of EGTs, a nomograph can
be constructed using three or more vertical parallel axes [11 and 12].
A basic EGT consists of sun gear, ring gear, planet, and carrier as shown in Figure 2. Figure 3
shows the basic form of the graph to be created for a basic EGT. The term "gear ratio" is used in
this paper to denote the ratio of a meshing gear pair. It is defined by a planet gear p with respect to a
sun or ring gear x

xpxp ZZN m=, (1)

Where Zp and Zx denote the numbers of teeth on the planet and the sun or ring gear, respectively,
and the positive or negative sign depends on whether x is a ring or sun gear.
Considering the kinematics of a fundamental circuit, the fundamental circuit equation can be written
as Buchsbaum and Freudenstein [13]:

xpcpcx N ,)()( =−− ωωωω (2)

Equation (2) can be re-written for the links of the basic EGT to find cpppsprp NandNNN ,,,, ,, .

These values are used to place the axes of the nomograph shown in Figure 3. The cω axis passes at
the origin, and the pω axis is one unit apart from it. The gear ratios for this train are

rprp ZZN =, (3)
and

spsp ZZN −=, (4)

From Figure 3 the characteristic equation can be written as follows:

sprp

−
=

−
−

ωω
ωω

(5)

The number of teeth of ring gear is 71, the number of teeth of planet gear is 16 and the number of
teeth of sun gear is 39.
By substituting these values in Equations3, 4 and 5 the following equation is obtained

0.35427+ 0.64566 = rc sωωω (6)

CONCEPTAL DESIGN AND MODELLING OF THE HYBRID TRANSMISSION
The new hybrid transmission system consists of an engine and an electric motor/generator coupled
together by a simple gear train in such a way that both of the engine and electric motor/generator

Al-Qadisiya Journal For Engineering Sciences Vol. 5 No. 1 Year 2012

can simultaneously provide torque to the wheels. Figure 4 shows the new hybrid transmission
system.
The electric motor/generator can function as a motor to add torque to or as a generator to subtract
torque from that produced by the engine. The electric generator regulates the speed of the vehicle
by varying its loading so that the engine can be operated at a constant speed.
Figure 5 shows the block diagram of the new hybrid system. The engine serves as one power
source and the battery as the second power source. The motor/generator can receive power from
the battery to drive the vehicle or take power from the engine to charge the battery depending on the
driving condition.
A power controlling epicyclic gear train (PC EGT) is used to control the power flow among the
engine, the motor/generator and the vehicle, so that the vehicle can operate in several different
modes. These modes are shown schematically in Figures 6, 7, 8 and 9.

OPERATION MODES
1. Electric Motor Mode
When first started, the vehicle begins to operate using the motor unless the battery state of charge
(SOC) is low. The one-way clutch (OWC) is engaged and the electric motor alone drives the
vehicle in the forward direction. To drive the vehicle in the reverse direction, the reverse clutch is
engaged and the motor rotates in the opposite direction.
The electric motor alone drives the vehicle in the forward or reverse direction to avoid low load
engine operation in which the engine experiences poor efficiency. The electric motor is used to
lunch the vehicle from a standstill and for driving in city traffic.

2. Engine/Charge or First CVT Mode
Once the engine has started, MG begins generating electricity, or adding power depending on the
power demand and the battery SOC.
When both of the demand for power and SOC are low with MG functioning as a generator part of
the engine power is directed to the wheels and the other part goes to the electric MG for charging
the batteries.
These conditions force the EGT to function as a power splitting; one-input and two-output device.
Part of the engine power is directed to the wheels and the other part goes to the electric MG for
charging the batteries. The ratio of these two powers is continuously variable. Therefore, it is
possible to run the engine at optimal operating conditions while regulating the load of the output
shaft by controlling the load of the generator. Also, for a given output power, it is possible to run
the engine at an optimal operating efficiency point by controlling the load of the generator. Figure
10 shows the nomograph for this mode with the upper and lower limits of the generator velocities
for certain engine velocity.
From this Figure, we can easily visualize that the engine can operate at any desired velocity while
the velocity of the vehicle is regulated by controlling the generator velocity. When all of the engine
power is converted to electric power then the engine is idling and the vehicle is stationary. When
MG is stationary the mode is the engine mode.

3. Engine Mode
During steady-state highway cruising and when the battery SOC is high to handle accessory loads,
the transmission can operate in the engine mode.
The battery supplies MG with current to generate sufficient torque to lock it in place. The engine
alone drives the vehicle in the forward direction, electricity generation is basically not necessary.

4. Power or Second CVT Mode
At moderate and high vehicle velocities with MG functioning as a motor, both the electric motor
and the engine drive the vehicle simultaneously in a power mode [14].

Al-Qadisiya Journal For Engineering Sciences Vol. 5 No. 1 Year 2012

There are three cases:
• When both of the motor and engine rotate at the same velocity, the gear set locks up

as a rigid body. A hybrid mode that corresponds to the direct drive of a conventional
automatic transmission except for the fact that both of the electric motor and engine
transmit their power to the output shaft with a one-to-one gear ratio.

• At moderate vehicle velocities, the motor rotates slower than the engine; both of
them drive the vehicle in an under-drive.

• At high vehicle velocities, the motor rotates faster than the engine; both of them
drive the vehicle in an over-drive.

From Figure 11 by regulating the amount of the motor power (by varying its rotational velocity),
the motor allows the engine to operate at an optimal condition. In this regard the EGT functions as a
CVT.
In another words, the engine can be operated at any desired velocity while the velocity of the
vehicle is regulated by the electric motor.

MOTOR MODELLING AND SIMULATION
To perform the simulation of a system, an appropriate model needs to be established. For this work,
the system contains a DC motor. Therefore, a model based on the motor specifications needs to be
obtained.
DC machines are one of the most commonly used machines for electromechanical energy
conversion. Converters are used continuously to convert electrical input to mechanical output or
vice versa. They are called electric machines. An electric machine is therefore a link between an
electrical system and a mechanical system. In these machines, the conversion is reversible. If the
conversion is from mechanical to electrical, the machine is said to act as a generator. If the
conversion is from electrical to mechanical, the machine is said to act as a motor.
Therefore, the same electric machine can be made to operate as a generator as well as a motor [9].
DC machines may also work as brakes. The brake mode is a generator action but with the electrical
power either regenerated or dissipated within the machine system, thus developing a mechanical
braking effect. It also converts some electrical or mechanical energy to heat, but this is undesired.
The major advantages of DC machines are easy speed and torque regulation. The major parts of any
machine are the stationary component, the stator, and the rotating component, the rotor. Assuming
magnetic linearity [9], the basic motor equations are

amaff iKiiKT ... == (7)

mmmff KiKe ωω ... == (8)

The Laplace transforms of Equations (7) and (8) are

)()( . sams iKT = (9)

)(. smma KE ω= (10)

Let the switch SW be closed at t = 0. After the switch is closed,

di
LiReV aaqaaat ++= (11)

From Equation (8) and (11)

Al-Qadisiya Journal For Engineering Sciences Vol. 5 No. 1 Year 2012

di
LiRKV aaqaammt ++= ω. (12)

The Laplace transform of Equation (12) for zero initial conditions is

)()()()( ... saaqsaasmmst IsLIRKV ++= ω (13)
Or

)1.(.. )()()( asaasmmst sIRKV τω ++= (14)

The dynamic equation for the mechanical system is represents the rotational loss torque of the
system

Lm
m

am TB
dt

d
JiKT ++== ω

ω
.. (15)

The Laplace transform of Equation (15) is

)()()()()( ... sLsmsmsams TBsJiKT ++== ωω (16)

From Equation (15) and (16)

)1()/.1(
)()()()(

)(
m

sLsamsLS
sm sB

TIK

BJsB

τ
ω

+
−

=
+

−
= (17)

From Equation (16) and (17),

).1().1(
)()()()(

)(
aa

smmst

sast
sa sR

EV
I

τ
ω

τ +
−

=
+
−

= (18)

A block diagram representation of Equation (1 7) and (1 8) is shown in Figure 13. This block
diagram can be simplified and implemented in SIMULINK and the model window shown in Figure
14 should appear; where

aaRL τ.= and mBJ τ.= .
For DC motor and as given by reference [15], the following parameters are used:
J=0.01 N.m.s^2/rad
B=0.1
km=10 N.m/A (Engine-motor constant)
km=8 N.m/A (DC-motor constant)
R=1 ohm
L=0.5 F
Load =0.001 N.m
The engine is simulated as a motor in the operational block diagram of the speed control system.

INTELLIGENT CONTROLLER DESIGN
The intelligent speed control system should be designed to provide smooth ride and robustness of
the system to varying operating conditions [15 and 16]. In this work a controller has been designed
to vary the speed of the vehicle for different driving conditions. The block diagram identifying all
necessary functional relations between the controller and other subsystems of the mobile is shown
in Figure 15. The controller is used as an interface between the vehicle driver and two power
sources, IC engine and DC motor. Driver controls the vehicle by pressing accelerator/decelerator
pedal. The controller responds to the driver commands and selects an optimal driving condition for
the car vehicle mixing intelligently the energies from the two power sources by means of epicyclic

Al-Qadisiya Journal For Engineering Sciences Vol. 5 No. 1 Year 2012

gear train. The feedback loop is used additionally to monitor the actual speed of the DC motor. All
basic driving conditions for the car have been identified as follows:
i) Vehicle idling -engine runs, car is still stationary, pedal is untouched.
ii) Vehicle accelerates – accelerator pedal is being pressed to some extent.
iii) Vehicle runs with constant speed – no change in position of the accelerator pedal.
iv)Vehicle decelerates –pedal is being pressed to less extent.
v) Vehicle stops – pedal has been released.
vi) Vehicle reverses – reverse switch is on, accelerator is being pressed.
The new controller is implemented by using fuzzy logic and simulated in MATLAB/SIMULINK.
The operational block diagram of the speed control system is shown in Figure 16. The default
settings are used when running fuzzy logic.
The apparent success of fuzzy logic controller (FLC) can be attributed to its ability to incorporate
expert information and generate control surfaces whose shapes can be individually manipulated for
different regions of the spaces with virtually no effects on neighbouring regions. FLC is ideal for
the velocity control problems, since there is no complete mathematical model of the engine and
other components of the car [17]. However, some human driving experience and visual feedback
can be used in the design of control system as well [18–23]. Human operators control the velocity
of the car by pressing the accelerator pedal. From these human actions, fuzzy rules were formulated
using the amount and the rate at which the accelerator and decelerator pedal is pressed [24–26].
The membership functions to represent the inputs and the outputs of FLC are symmetric triangles
with equal distribution over the entire range or the universe of discourse. For example, the input
values to the controller from the accelerator/decelerator pedal are divided into ten membership
functions to describe pedal position in terms of generation or taking electricity, the negative sign
refers to the generation of electricity and the positive sign refers to absorbing electricity from
batteries. They are ‘very high generation’, ‘high generation’, ‘medium generation’, ‘low
generation’, ‘very low generation’ ‘very low motor’, ‘low motor’, ‘medium motor’, ‘high motor’,
‘very high motor’. Similar functions are developed for the feedback velocity.
In the design of the controller the output is presented in the form of voltage signal. Therefore, the
output membership functions are named as ‘very high negative voltage’, ‘high negative voltage’,
‘medium negative voltage’, ‘low negative voltage’ , ‘very low negative voltage’, ‘very low positive
voltage’, ‘low positive voltage’, ‘medium positive voltage’, ‘high positive voltage’ , ‘very high
positive voltage’. There are total of 100 rules formulated for the controller design using Mamdani
implications.

SIMULATION RESULTS
In order to test the performance of the designed controller, the MATLAB software and its Fuzzy
Logic Toolbox (V7.6.0.320) is used. The toolbox provides a friendly Graphical User Interface
(GUI), which makes the testing faster and more efficient.

1. Power Mode
The first step in testing the controller is to generate an operator signal for testing. Figure 17 shows
a motor/generator signal that begins to work at second two as a motor till the eight second. The
response of the motor is shown in blue and that for the engine is shown in yellow. The total speed
of the vehicle is shown in purple colour in Figure 18. The engine is energized and picking up the
speed until it begins to rotate in a constant velocity. The DC motor is still off till the time when it
begins to pick up speed. The results of simulation are shown in Figure 18 and Figure19, for power
mode in which the vehicle accelerate, run with constant velocity or decelerate.

2. Engine/Charge Mode and Power Mode
Figure 20 shows another motor/generator signal that begins to work as generator, then after second
two it begins to work as a motor till the eight second. The response of the motor is shown in blue

Al-Qadisiya Journal For Engineering Sciences Vol. 5 No. 1 Year 2012

and that for the engine is shown in yellow. The total speed of the vehicle is shown in purple colour
in Figure 21. The engine is energized and picking up the speed until it begins to rotate in a constant
velocity. The DC motor is still off till second two when it begins to pick up speed. The results of
simulation are shown in Figure 21 and Figure 22 for a power mode in which the vehicle accelerate,
run with constant velocity or decelerate.

CONCLUSION
This work successfully introduces a new hybrid transmission design for hybrid vehicles recently
immerged in automotive industry. The system does not require a physical braking subsystem which
will reduce the overall cost of a car.
The paper presents a new control approach in driving a vehicle. The controller is built on the speed
mixing capability of a two degree of freedom epicyclic gear train. Signals from the
accelerator/decelerator pedal and reverse button are intelligently treated in FLC to generate input
signals for two driving actuators – car engine and additional DC motor. They, in turn, jointly
control the speed of vehicle wheels according to the characteristic equation of the selected epicyclic
gear train.
This work illustrates the simulation results of basic driving conditions of a car, such as engine
idling, car acceleration, deceleration, stop, and reverse.

REFERENCES
[1]Miller, J.M.,"Propulsion Systems for Hybrid Vehicles", London, the Institution of Electrical
Engineering, 2004.

[2]Toyota Motor Corporation, http: // www.toyota.co.jp/en, printed in Japan in March 2007 on
recycled paper PR-E-07BC02.

[3]Tsai, L. W., and Schultz, G.,"A Motor-Integrated Parallel Hybrid Transmission", Journal of
Mechanical Design, 126(5), pp. 889-894, 2004.

[4]Tsai, L. W., Schultz, G. , Higuchi, N., "A Novel Parallel Hybrid Transmission", Journal of
Mechanical Design, 123(2), pp. 161-168, 2001.

[5]Schultz, G., Tsai, L.W., Higuchi, N., and Tong, I.C.,"Development of a Novel Parallel Hybrid
Transmission", SAE Transactions, Journal of Passenger Cars - Mechanical Systems, paper No.
2001-01-0875, 2001; also in SAE Special Publications on Transmission & Driveline Systems, SP-
1598.

[6]Tsai, L.W., "Design of a Power Regulating Gearbox for Parallel Hybrid Electric Vehicles",
Proceedings of the 4th National Conference on Applied Mechanisms and Robotics, Cincinnati, OH,
Paper No. AMR-95-052, 1995.

[7] Esmail, E.L., " HYBRID TRANSMISSION FOR MOBILE ROBOT", Accepted for publication
in the Journal of Mechanical Design, ASME, 2011.

[8]Boyd, S.J., "Hybrid Electric Vehicle Control Strategy Based on Power Loss Calculations", M.
Sc. Thesis, Department of Mechanical Engineering , Virginia Polytechnic Institute and State
University , Blacksburg , VA ,USA, 2006.

[9] M. H. Nehrir, F. Fatehi, and V. Gerez, "Computer modeling for enhancing instruction of electric
machinery, " IEEE Trans. Educ., vol. 38, pp. 166–170, May 1995.

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[10] Uriuhara, M., Hattori., T., and Morida, S., (1988). "Development of automatic cruising using
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Figure 1 Typical engine efficiency map [1].

Figure 2 A basic epicyclic gear train.

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Figure 3 Nomograph for the basic epicyclic gear train [8].

Figure 4 The new hybrid transmission system.

Figure 5 Block diagram of the new hybrid system.

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Figure 6 Electric motor mode.

Figure 7 Engine/charge mode.

Figure 8 Engine mode.

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Figure 9 Power mode.

Figure 10 Nomograph for the engine and engine-charge modes of the new hybrid transmission.

Figure 11 Nomograph for the power mode of the new hybrid transmission.

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Figure 12: Schematic diagram of a DC motor

Figure 13 Block diagram representation of a DC motor.

Figure 14 Block diagram representation of a DC motor in SIMULINK.

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Figure 15 Functional interrelations between subsystems.

Figure 16 Operational block diagram of the speed control system.

Figure 17 a motor/generator signal.

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Figure 18 Response of the motor, engine and vehicle.

Figure 19 Simulation results for acceleration, deceleration or cruising of the car.

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Figure 20 a motor/generator signal.

Figure 21 Response of motor, engine and vehicle.

Figure 22 Simulation results for idling, acceleration, deceleration or cruising of the car.