ISG柴电混合动力汽车多能源管理策略研究
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摘要
与传统汽车相比，混合电动汽车具有较高的系统效率，更强的续航能力以及优良的燃油经济性，是新一代汽车动力系统的重点研究对象。本文研究的单轴并联式系统（ISG，Integrated Starter/Generator）是在发动机和飞轮之间增加薄型永磁同步电机；采用高功率镍氢蓄电池作为辅助能量源；通过高效智能的控制策略实现发动机自动起停、加速助力、制动回馈等多项功能。该系统结构紧凑、集成度高、适应性强，是目前最具有产业化前景的大功率城市公交车用混合动力类型。
本文在研究ISG混合动力系统结构和性能的同时主要对混合动力汽车核心控制策略多能源管理策略进行了比较深入的探索，包括如下的研究重点：
1)首先对国内外混合动力汽车的发展现状，特别是多能源管理策略所采取的控制方法进行调研，比较了各种方法的优缺点，吸收有益的经验为制订适合本系统的管理策略提供依据。
2)分析了ISG混合动力系统的结构、运行模式和功能。采用分层控制的思想的设计ISG混合动力控制系统，开发出与国际标准兼容的整车CAN通讯协议，提出以MC68376为核心的硬件设计方案。
3)采用汽车电子标准“v”开发流程，在Matlab/Simulink环境下建立ISG混合动力整车的前向式仿真平台和基本多能源控制策略；并采取多种道路工况对系统效率和蓄电池SOC平衡的影响进行关联分析，为制定合理的多能源管理策略提供了依据。
4)采用多模变结构控制理论和优化模糊算法设计功能完善，具有较快计算速度和较高鲁棒性的多能源管理策略。包括设计具有无扰动切换的运行模式调度机、智能的自动起停策略和自适应起动发动机策略等辅助策略；以及采取整车需求扭矩、蓄电池SOC和发动机转速等三参数的主控扭矩分配策略；并通过仿真平台对多能源管理策略进行优化和验证。
5)根据国标设计台架试验和道路试验来测试零部件以及ISG混合动力整车的实际性能。台架试验包括ISG电机特性试验、ISG混合动力总成外特性试验、混合动力功能试验等；道路试验包括动力性试验和经济性试验。试验表明，ISG电机最大扭矩为350N.m，基本满足设计要求；ISG总成最大外特性与原车装备的6缸机相当，而低转速阶段最大扭矩比4缸发动机提高27%。ISG样车0-50km/h的加速时间比原车缩短9.5%，0-80km/h的加速时间与原车相同，具有更好的起步加速特性。在满足蓄电池的SOC平衡的条件下道路试验表明ISG样车比原车油耗下降25%，节油效果处于国内领先水平。
The Hybrid Electric Vehicle (HEV) which combines the internalcombustion engine, electric motor and Nickel-metal hydride battery(NiMH)can achieve higher fuel economy and the same range compared with thetraditional internal combustion engine is the most promising next generationvehicle type.
The energy management control strategy is this thesis is based on thecity bus assembled with Integrated Stater/Generator (ISG) parallel dieselhybrid power-train which inserts a thin permanent magnetic motor betweenthe diesel engine and the flywheel. This type of HEV is a compact, highlyintegrated hybrid assemble which can be adapted into with all kinds oftransmissions to realize the functions like auto-stop, motor assistance andregeneration.
The energy management for HEV decides the energy distributionbetween the electric motor and the internal combustion engine is the keytechnology to achieve the fuel economy target. Because of the sophisticatedcharacteristics of the components, the energy management is a multi-purposeoptimal question. And as to the intelligent property issue, it also becomes theimportant item for the commercialization of the HEVs.
1) Lastest development about HEVs are collected and classified toshow the trend of HEV development. And the strengths andweakness of various methods for the control strategies are compared.
2) The construction, functions and configuration of the ISG dieselhybrid power-train are presented in this paper. The hierarchicalarchitecture of ISG hybrid control system is designed as well as theCAN protocol and the hardware for HCU (hybrid control unit) isalso developed.
3) By adopting the standard ‘V’ Cycle process， a forward-lookingmodel is developed in the Matlab/Simulink environment. Themethod for functions like regeneration brake, SOC balance, andmotor assistance in the multi-energy management strategy arecompared by the simulation model and a complete rule-basedmulti-energy control strategy is built.
4) The control stragegy is the key work in this thesis, including theauxiliary strategy and dominant strategy. The auxiliary strategy isused to realize the auto start-stop function and model switchingfunction. The dominant strategy is the torque distribution strategywhich is ultized by the fuzzy-optimal method to fulfill functions likeregeneration, SOC balance and motor assistance. The fuzzy-optimaltorque distribution deduces its control rules by the optimal algorithmand set various rule-base to implement different functions. Thistorque distribution method which can achieve a good trade-offbetween the conflicting dynamic and fuel-economy targets is themain innovation.
5) The bench test and road test are conducted to validate theperformance of the ISG hybrid city bus after fine-tuning the controlstrategy using the calibration system. The ISG motor is able toproduce the maximal350N.m torque and the maximal torque of thewhole power-train is equal to the original6-cylinder engine with27%improvement in low speed range. The0-50km/h accelerationtime is9.5%less than the original bus. The fuel economy is testunder the4-speed cycle with the requirement that the SOCdifference is less than1%and the result shows that there is25%improvement compared to the original bus.
本文在研究ISG混合动力系统结构和性能的同时主要对混合动力汽车核心控制策略多能源管理策略进行了比较深入的探索，包括如下的研究重点：
1)首先对国内外混合动力汽车的发展现状，特别是多能源管理策略所采取的控制方法进行调研，比较了各种方法的优缺点，吸收有益的经验为制订适合本系统的管理策略提供依据。
2)分析了ISG混合动力系统的结构、运行模式和功能。采用分层控制的思想的设计ISG混合动力控制系统，开发出与国际标准兼容的整车CAN通讯协议，提出以MC68376为核心的硬件设计方案。
3)采用汽车电子标准“v”开发流程，在Matlab/Simulink环境下建立ISG混合动力整车的前向式仿真平台和基本多能源控制策略；并采取多种道路工况对系统效率和蓄电池SOC平衡的影响进行关联分析，为制定合理的多能源管理策略提供了依据。
4)采用多模变结构控制理论和优化模糊算法设计功能完善，具有较快计算速度和较高鲁棒性的多能源管理策略。包括设计具有无扰动切换的运行模式调度机、智能的自动起停策略和自适应起动发动机策略等辅助策略；以及采取整车需求扭矩、蓄电池SOC和发动机转速等三参数的主控扭矩分配策略；并通过仿真平台对多能源管理策略进行优化和验证。
5)根据国标设计台架试验和道路试验来测试零部件以及ISG混合动力整车的实际性能。台架试验包括ISG电机特性试验、ISG混合动力总成外特性试验、混合动力功能试验等；道路试验包括动力性试验和经济性试验。试验表明，ISG电机最大扭矩为350N.m，基本满足设计要求；ISG总成最大外特性与原车装备的6缸机相当，而低转速阶段最大扭矩比4缸发动机提高27%。ISG样车0-50km/h的加速时间比原车缩短9.5%，0-80km/h的加速时间与原车相同，具有更好的起步加速特性。在满足蓄电池的SOC平衡的条件下道路试验表明ISG样车比原车油耗下降25%，节油效果处于国内领先水平。
The Hybrid Electric Vehicle (HEV) which combines the internalcombustion engine, electric motor and Nickel-metal hydride battery(NiMH)can achieve higher fuel economy and the same range compared with thetraditional internal combustion engine is the most promising next generationvehicle type.
The energy management control strategy is this thesis is based on thecity bus assembled with Integrated Stater/Generator (ISG) parallel dieselhybrid power-train which inserts a thin permanent magnetic motor betweenthe diesel engine and the flywheel. This type of HEV is a compact, highlyintegrated hybrid assemble which can be adapted into with all kinds oftransmissions to realize the functions like auto-stop, motor assistance andregeneration.
The energy management for HEV decides the energy distributionbetween the electric motor and the internal combustion engine is the keytechnology to achieve the fuel economy target. Because of the sophisticatedcharacteristics of the components, the energy management is a multi-purposeoptimal question. And as to the intelligent property issue, it also becomes theimportant item for the commercialization of the HEVs.
1) Lastest development about HEVs are collected and classified toshow the trend of HEV development. And the strengths andweakness of various methods for the control strategies are compared.
2) The construction, functions and configuration of the ISG dieselhybrid power-train are presented in this paper. The hierarchicalarchitecture of ISG hybrid control system is designed as well as theCAN protocol and the hardware for HCU (hybrid control unit) isalso developed.
3) By adopting the standard ‘V’ Cycle process， a forward-lookingmodel is developed in the Matlab/Simulink environment. Themethod for functions like regeneration brake, SOC balance, andmotor assistance in the multi-energy management strategy arecompared by the simulation model and a complete rule-basedmulti-energy control strategy is built.
4) The control stragegy is the key work in this thesis, including theauxiliary strategy and dominant strategy. The auxiliary strategy isused to realize the auto start-stop function and model switchingfunction. The dominant strategy is the torque distribution strategywhich is ultized by the fuzzy-optimal method to fulfill functions likeregeneration, SOC balance and motor assistance. The fuzzy-optimaltorque distribution deduces its control rules by the optimal algorithmand set various rule-base to implement different functions. Thistorque distribution method which can achieve a good trade-offbetween the conflicting dynamic and fuel-economy targets is themain innovation.
5) The bench test and road test are conducted to validate theperformance of the ISG hybrid city bus after fine-tuning the controlstrategy using the calibration system. The ISG motor is able toproduce the maximal350N.m torque and the maximal torque of thewhole power-train is equal to the original6-cylinder engine with27%improvement in low speed range. The0-50km/h accelerationtime is9.5%less than the original bus. The fuel economy is testunder the4-speed cycle with the requirement that the SOCdifference is less than1%and the result shows that there is25%improvement compared to the original bus.
引文
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