XXX設(shè)計(jì)（XX）PAGEPAGE62附錄A：英文資料STEADY-STATEANDIDLEOPTIMIZATIONOFINTERNALCOMBUSTIONENGINECONTROLSTRATEGIESFORHYBRIDELECTRICVEHICLESAbstract：Anovelsteady-stateoptimization(SS0)ofinternalcombustionengine(ICE)strategyisproposedtomaximizetheefficiencyoftheoverallpowertrainforhybridelectricvehicles,inwhichtheICEefficiency,theefficienciesoftheelectricmotor(EM)andtheenergystoragedeviceareallexplicitlytakenintoaccount.Inaddition,anovelidleoptimizationofICEstrategyisimplementedtoobtaintheoptimalidleoperatingpointoftheICEandcorrespondingoptimalparkinggenerationpoweroftheEMusingtheviewofthenovelSSOofICEstrategy.SimulationsresultsshowthatpotentialfueleconomyimprovementisachievedrelativetotheconventionalonewhichonlyoptimizedtheICEefficiencybythenovelSSOofICEstrategyandfuelconsumptionpervoltageincrementdecreasesalotduringtheparkingchargebythenovelidleoptimizationofICEstrategy.Keywords：HybridelectricvehicleInternalcombustionengineSteady-stateoptimizationIdleoptimizationEnergyconversion0INTRODUCTION Internalcombustionengine(ICE)whichrunsathighefficiencyoperatingpointsorregions[1]caneffectivelyimprovefueleconomyinhybridelectricvehicles(HEVs).Steady-stateoptimization(SSO)ofICEcanachievethistaskbyusingthecharacteristicoftheelectricmotor(EM).TheSSOofICEcanmaintainthevoltagebalanceoftheenergystoragedevice[2],suchasanultracapacitorinthisstudy.TheprocessofSSOofICEisthattheICEtorqueincreasesbywideningtheelectricthrottle,andtheICEspeedkeepsconstant.TheincrementofICEtorquedrivestheEMtochargetheultracapacitor.Later,theenergystoredintheultracapacitorcanbere-usedtopropelthevehicleduringsubsequentacceleration.TheSSOofICEincreasesitsefficiencyactivecharge.Thequestionsthatmustbesolvedinclude:WhatistheoptimaloperatingpointoftheICE?WhatistheoptimalgenerationpoweroftheEMduringtheSSOofICE?TheconventionalSSOofICEcontrolstrategyisbasedonoptimizingtheICE’efficiency.Themainproblemoftheconventionalstrategydidnottaketheefficienciesoftheotherspowerstationcomponentsintoaccount,suchastheEMandtheultracapacitor.Whenthepowertransfersamongtheoverallpowertrain,thepowerlossesaresevere.Duringparking，iftheultracapacitorvoltageislowerthancertainlevel，theICEcannotAutostop.TheICEhastorunattheidleoperatingpointandproducemorepowerthanthatoftheconventionalidletodrivetheEMtochargetheultracapacitor.Therefore,theproblemofidleoptimizationofICEiscoming.Thecurrentresearchhastwoaims:toformulateanovelSSOofICEstrategytomaximizetheefficiencyoftheoverallpowertrain;toproposeanovelidleoptimizationofICEstrategytofindtheoptimalidleoperatingpointoftheICEandcorrespondingoptimalparkinggenerationpoweroftheEMusingtheviewofthenovelSSOofICEstrategy.1SYSTEMCONFIGURATIONTheconfigurationofaparallel(ISG)HEVisshowninFig.1.Fig.1ConfigurationofaparallelISGHEV，―SpeedofICEandEM―TorqueofICE―PowerofICETheparametersofthevehicleandpowertrainareshowninTable1.Table1ParametersofthevehicleandpowertrainComponentParameterValueVehicleMassofthevehiclem/kgDragcoefficientCDFrontalareaA/m2Tireradiusr/mFinaldriveratioGearboxratio13000.3351.80.194.313.18-0.70ICEDisplacementV/LMaximalpower1.562EMMaximalpowerBasespeed61500UltracapacitorRatedvoltageU/VCapabilityC/F42200BecauseanICEandanEMareconnectedviaonesingleshaft,equals.Fig.1showsthattherearetwovehicles.WhentheEMisusedenergypathstopropelthefromanultracapacitorchargedearlierbytheICE[3].TheefficiencyofthepowerflowfromtheICEtotheEMthatisusedasagenerator,totheultracapacitorduringcharging,andthenfromtheultracapacitorduringdischarging,totheEMthatisusedasamotorhastobeanalyzed.Thepowerlossesareatleast15%forthisspecificISGHEVFrequentlyandquicklycharginganddischargingoftheultracapacitorcanbeusedtoimprovefueleconomy.2STEADY-STATEOPTIMIZATIONThecharacteristicofthe1.5LgasolineengineisdisplayedinFig.2Fig.2Characteristicsofthe1.5LgasolineengineThesolidanddottedcurvesrepresenttheICEtorquewiththemaximalefficiency()andthemaximalICEtorque(),respectively.Fig2showsthatforafixed,thespecificfuelconsumptionoftheICE(b)decreasesasincreasesuntilreaches.Unfortunately,itincreasesonthecontrarywhenisaboveto.TheICEoperatingpointisdirectedtochangefromonetotwo,whilekeepingconstant,showninFig.2.Becauseofthepowertraincapacityrestriction,themaximalvalueofdefinedasistheminimalvalueof+and.isthemaximalgenerationtorqueoftheEMunder.3IDLEOPTIMIZATION FortheSSOofICE,Thevariablekeepsconstant.Itistheproblemofsingleparameteroptimization,whichis.Howeever,fortheidleoptimizationofICE,itistheproblemoftwoparametersoptimization,whichareand. ThemethodoftheconventionalidleoptimizationofICEstrategyisthatlowerultracapacitorvoltageis,thebiggerICEtorqueis.Inaddition,theidlespeed()andtorque()oftheconventionalstrategycanberepresentedas=cTidleprewherec―Constant,―Calibrationparameters―MaximalgenerationtoqueoftheEMunder andare30Vand50V,respectively.Theoptimalidlespeediscandequals1inthissystem.WhenUisgreaterthan(40),startstodecreasefromto0tillUreaches(48V). ThekeyproblemoftheconventionalidleoptimizationofICEstrategydidnotconsidertheoverallpowertrainefficiency,aswellasthepowerlosses.Usingviewoftheabove-mentionednovelSSOofICEstrategy,anovelidleoptimizationofICEstrategyisimplementedtogaintheoptimalidleoperatingpointoftheICEandICEandcorrespondingoptimalparkinggenerationpoweroftheEM.WhentheICErunsatthisoptimaloperatingpointtochargetheultracapacitor,themaximaloverallpowertrainefficiencycanbeachieved.ThespeedoftheidleoperatingpointoftheconventionalvehicleiscontrolledbypassvalvetomaketheICEindicatedpowerequaltothemechanicalpowerlosses.Therefore,theeffectiveoutputtorqueorpowerequalszero.4SIMULATIONRESULTS AforwardHEVsimulationmodel,whichhasbeenimplementedinMATLAB/SimulinkanddevelopmentatShanghaiJiaotongUniversity,China[5],isadoptedtoassesstheperformanceoftheSSOandidleoptimizationofICEstrategies.4.1Steady-stateoptimization Thedriving-cycleofChinaurbantransient-statecondition[6]ispickedupastypicalsimulationcyclewithaninitialUof38V.AfterascertainingtheoccurrenceandexitconditionsoftheSSOofICE,thesimulationsstate.Fig.3showstheICEoperatingpoints(theICEspeedandtorque)andcorrespondinghappeningtimethatcancarryouttheSSOofICE.ItcanbefoundthattheICEtrendstorunatsmalltorqueregions.Fig.3ICEoperatingpointsthatcanbedonetheSSOofICEThesolidanddottedcurvesinFig.4representtheultracapacitorvoltageusingthetwostrategies,respectively.Lotsofsimulationresults,usingdifferentinitialUanddriving-cycles,demonstratetheeffectivenessoftheSSOofICEinmaintainingtheultracapacitorvoltage.Fig.4UltrapacitorvoltageduringtheSSOofICE4.2IdleoptimizationTheinitialUandtheparkingchargetimeare38Vand20s,respectively.TheincreasesofUaredisplayedtogetherwiththeICEoperatingpointsinFig.5.Fig.5ashowsthatUincreasesfrom38Vto49.13Vforthenovelidleoptimizationstrategy,while38Vto44.12Vforconventionalone.Fig.5bshowsthattheICEoperatingpointsarethesameforthenovelstrategy.Fig.5SimulationresultsduringtheparkingchargeFig.6showstheEMoperatingpointsplottedonitsefficiencymapusingthetwostrategies.Fig.6EMoperatingpointsduringtheparkingchargeFig.7presentstheworkingpointsoftheultracapacitorplottedonitsefficiencymapusingthetwostrategies.Fig.7Workingpointsoftheultracapacitorduringtheparkingcharge Fuelconsumptionpervoltageincrement()isdefinedasQwhereQ―FuelconsumptionΔU―UltracapacitorvoltageincrementTheaverageefficienciesofthepowertraincomponentsandfuelconsumptionareshowninTable3.Table3SimulationresultsoftheidleoptimizationofICE參數(shù)新戰(zhàn)略傳統(tǒng)戰(zhàn)略AverageICEefficiency/%AverageEMefficiency/%AverageUltracapacitorefficiency/%FuelconsumptionQ/gVoltageincrement△U/VIncrement/(g.V-1)Decreaser/%24.8484.1196.1111.3111.131.01610.123.5181.1097.726.926.121.130-BoththeICEandEMefficienciesarehigherforthenovelidleoptimizationofefficiencyisoppositeMoreover,equals1.016forthenovelidleoptimizationofICEstrategy,while1.130fortheconventionalone.Therefore,usingthenovelstrategy,theimpactonthegenerallydecreasesby10.1%.5CONCLUSIONSAnovelsteady-stateoptimization(SSO)ofinternalcombustionengine(ICE)strategyforhybridelectricvehiclesisformulatedtomaximizetheefficiencyoftheoverallpowertrain.Thereisatrade-offbetweentheICEefficiencyandtheefficienciesoftheotherspowertraincomponentsbyconsideringthepowerconversionefficiency.AnovelidleoptimizationofICEstrategyisproposedtofindtheoptimalidleoperatingpointoftheICEandcorrespondingoptimalparkinggenerationpoweroftheelectricmotorusingtheviewofthenovelSSOofICEstrategy.ResultsshowthatlesspowerlossesmakefueleconomyimprovementbythenovelSSOofICEstrategy.Inaddition,thenovelidleoptimizationofICEstrategysucceedsinlowerthefuelconsumptionpervoltageincrementduringtheparkingcharge.References[1]JOHNSONVH,WIPKEKB,RAUSENDJ.HEVcontrolstrategyforreall-timeoptimizationoffueleconomyandemissions[G].SAEPaper2000-01-1543,2000[2]PAGANELLIG,ERCOLEG,BRAHMAA,etal.Generalsupervisorycontrolpolicyfortheenergyoptimizationofcharge-sustaininghybridelectricvehicles[J].JSAEReview,2001,22(4):511-518.[3]NIELS1S,MUTASIMAS,NAIMAK.Energymanagementstrategiesforparallelhybridvehiclesusingfuzzylogic[J].ControlEngineeringPractice,2003,11(2):171-177[4]SALVATOREC.ProposalandevaluationofdynamicassignmentofprioritiesinCAN[J].ComputerStandardsandInterfaces,2006,28(5):531-552.[5]PUJinhuan,YINChengliang,ZHANGJianwu,etal.Modelinganddevelopmentofthecontrolstrategyforahybridcar[7].JournalofShanghaiJiaotongUniversity,2004,38(11):1917-1921.(inChinese)[6]ChineseNationalDevelopmentandReformCommission.以!汀759-2006.Urbandriving-cycleinautomotiveexperimentation[S].Beijing:ChinaPlanningPress.(inChinese)

附錄B：英文資料翻譯穩(wěn)態(tài)和內(nèi)燃機(jī)怠速控制策略優(yōu)化混合動力電動汽車STEADY-STATEANDIDLEOPTIMIZATIONOFINTERNALCOMBUSTIONENGINGCONTROLSTRATEGIESFORHYBRIDELECTRICVEHICLES作者：WANGFeng，MAOXiaojian，YANGLin，ZHUOBin作者單位：SchoolofMechanicalEngineering,ShanghaiJiaotong，University,Shanghai200240,China刊名：機(jī)械工程學(xué)報（英文版）英文刊名：CHINESEJOURNALOFMECHANICALENGINEERING年，卷（期）：2008，21（2）被引用次數(shù)：1次摘要：一種新的穩(wěn)態(tài)優(yōu)化（SSO）的內(nèi)燃機(jī)（ICE）的戰(zhàn)略，提出最大限度地提高混合動力電動車輛的整體動力，效率。其中內(nèi)燃機(jī)效率，電動機(jī)（EM）的效率和能量存儲設(shè)備都明確地考慮進(jìn)去，此外，根據(jù)使用的新型內(nèi)燃機(jī)戰(zhàn)略SSO的看法，一種新型的ICE閑置優(yōu)化戰(zhàn)略的實(shí)施用以獲得最佳的閑置工作點(diǎn)和相應(yīng)的最優(yōu)停車的EM發(fā)電功率工作點(diǎn)。模擬結(jié)果表明，通過新的SSO的追求效率方法，潛在的燃油經(jīng)濟(jì)性相對于傳統(tǒng)的實(shí)現(xiàn)一個只有優(yōu)化內(nèi)燃機(jī)效率的戰(zhàn)略而言得到改善，每個電壓的增加和燃料消耗的減少在停車收費(fèi)時都以新穎的ICE戰(zhàn)略優(yōu)化了很多閑置。關(guān)鍵詞：混合動力電動車內(nèi)燃機(jī)穩(wěn)態(tài)優(yōu)化閑置優(yōu)化能源轉(zhuǎn)換0引言處在高效率的工作點(diǎn)或地區(qū)運(yùn)行的內(nèi)燃機(jī)（ICE）可以有效地改善混合電動汽車電動汽車的燃油經(jīng)濟(jì)性。穩(wěn)態(tài)優(yōu)化（SSO）的內(nèi)燃機(jī)可以通過使用的電動馬達(dá)（EM）的特點(diǎn)實(shí)現(xiàn)這項(xiàng)工作。內(nèi)燃機(jī)的穩(wěn)態(tài)優(yōu)化能維持儲能器件的電壓平衡模塊，如在本次研究中的超級電容器。內(nèi)燃機(jī)穩(wěn)態(tài)優(yōu)化的過程，就是通過擴(kuò)大電動油門使ICE的扭矩增大，而內(nèi)燃機(jī)的的轉(zhuǎn)度保持不變。內(nèi)燃機(jī)驅(qū)動器的電磁轉(zhuǎn)矩增量用來給超級電容器充電。后來，在超級電容器中儲存的能量可以被重新用于推進(jìn)隨后的加速車輛。內(nèi)燃機(jī)的穩(wěn)態(tài)優(yōu)化通過積極的充電而提高了效率。認(rèn)為必須解決的問題包括：什么是ICE的最佳工作點(diǎn)？在內(nèi)燃機(jī)穩(wěn)態(tài)優(yōu)化期什么是最佳的發(fā)電效率？傳統(tǒng)的內(nèi)燃機(jī)控制策略SSO是基于優(yōu)化內(nèi)燃機(jī)的效率，而傳統(tǒng)優(yōu)化戰(zhàn)略的主要問題并沒有考慮到動力總成元件的效率，如電動機(jī)和超級電容器。當(dāng)在整體動力系統(tǒng)的功率傳輸過程中，功率損失嚴(yán)重。在停車期間，如果超級電容器電壓低于一定水平，在ICE不能自動停止。相比傳統(tǒng)的閑置電磁驅(qū)動超級電容器充電，在ICE工作于閑置運(yùn)行工作點(diǎn)時能產(chǎn)生更多的電力。因此，內(nèi)燃機(jī)的閑置優(yōu)化問題出現(xiàn)了。目前的研究有兩個目的：制訂新戰(zhàn)略的內(nèi)燃機(jī)SSO以最大限度的提高動力總成的整體效率；運(yùn)用新的SSO內(nèi)燃機(jī)戰(zhàn)略的看法，提出了一種新的內(nèi)燃機(jī)戰(zhàn)略閑置優(yōu)化找出最佳的內(nèi)燃機(jī)閑置工作點(diǎn)和相應(yīng)的最優(yōu)發(fā)電功率的閑置停車工作點(diǎn)。1系統(tǒng)配置一個平行集成起動發(fā)電機(jī)配置（ISG型）混合動力電動汽車圖如圖1所示。圖1平行集成起動發(fā)電機(jī)配置混合動力電動汽車該汽車的參數(shù)和動力總成參數(shù)如表1所示。表1車輛參數(shù)和動力總成元件參數(shù)值車輛汽車總質(zhì)量m/kg風(fēng)阻系數(shù)迎風(fēng)面積A/m2車輪半徑r/m最終傳動比變速箱比13000.3351.80.194.313.18-0.70內(nèi)燃機(jī)位移V/L最大功率1.562電動機(jī)最大功率基速61500超級電容器額定電壓U/V容量C/F42200因?yàn)閮?nèi)燃機(jī)和電動機(jī)通過同一根軸連接，所以發(fā)動機(jī)轉(zhuǎn)速和內(nèi)燃機(jī)轉(zhuǎn)速相等。表1表明，有兩個能量路徑推動電動車。當(dāng)電動機(jī)工作時，能量從已經(jīng)通過內(nèi)燃機(jī)充電的超級電容器中出來。電能從內(nèi)燃機(jī)流向作為發(fā)電機(jī)的電動機(jī)，給超級電容器充電，然后從超級電容器放電流向用作電動機(jī)的發(fā)電機(jī)，這部分效率須給予分析。超級電容器的頻繁快速的充放電有利于改善汽車的燃油經(jīng)濟(jì)性。2穩(wěn)態(tài)優(yōu)化該1.5L汽油發(fā)動機(jī)的特點(diǎn)如圖2所示。圖21.5L汽油發(fā)動機(jī)的特性實(shí)線和虛線代表了內(nèi)燃機(jī)的最大效率和最大扭據(jù)。相對地，圖2表示，對于一個固定的發(fā)內(nèi)燃機(jī)轉(zhuǎn)速，當(dāng)內(nèi)燃機(jī)的轉(zhuǎn)矩逐漸增加至最大轉(zhuǎn)矩過程中，內(nèi)燃機(jī)的燃油消耗率會逐漸降低。相反的，當(dāng)內(nèi)燃機(jī)的轉(zhuǎn)矩在和之間時，燃油消耗率會增加。內(nèi)燃機(jī)的工作點(diǎn)從一個變成兩個，而內(nèi)燃機(jī)的轉(zhuǎn)矩不變，如圖2所示。由于動力系統(tǒng)容量的限制，定義為的TICE_2的最大值是+與的最小值。3閑置優(yōu)化對于內(nèi)燃機(jī)的穩(wěn)態(tài)優(yōu)化而言，內(nèi)燃機(jī)的轉(zhuǎn)速這個變量是恒定的。內(nèi)燃機(jī)的轉(zhuǎn)矩是單參數(shù)的優(yōu)化問題。然而，對于內(nèi)燃機(jī)的閑置優(yōu)化問題，則涉及到兩個參數(shù)，即發(fā)動機(jī)轉(zhuǎn)速和發(fā)動機(jī)轉(zhuǎn)矩。傳統(tǒng)的內(nèi)燃機(jī)閑置優(yōu)化策略的方法是，內(nèi)燃機(jī)的電壓越低，其相應(yīng)的轉(zhuǎn)矩越大。此外，傳統(tǒng)的優(yōu)化策略中的怠速和轉(zhuǎn)矩可用如下公式表示Tidlepre此處c―常數(shù)、―標(biāo)準(zhǔn)參數(shù)―在下的最大扭據(jù)最高電壓和最低電壓分別是30V和50V。最佳怠速是常數(shù)，在此系統(tǒng)中相當(dāng)于每分鐘一千轉(zhuǎn)。當(dāng)電壓高于40V時，轉(zhuǎn)矩開始從降低至0，直到電壓達(dá)到48V。傳統(tǒng)的內(nèi)燃機(jī)閑置策略的關(guān)鍵問題是沒有考慮到動力總成的總體效率和能量損失。通過上述提到的最新的內(nèi)燃機(jī)穩(wěn)態(tài)優(yōu)化策略，一種新的內(nèi)燃機(jī)閑置優(yōu)化策略被加以運(yùn)用，以期獲得內(nèi)燃機(jī)的最佳操作工作點(diǎn)和電動機(jī)相應(yīng)的最優(yōu)發(fā)電停車功率。在對傳統(tǒng)的車輛一個閑置的經(jīng)營點(diǎn)的速度控制是由速度關(guān)閉旁通閥通過閑置循環(huán)，使內(nèi)燃機(jī)的指示功率等于機(jī)械的功率損耗。因此，內(nèi)燃機(jī)的有效輸出轉(zhuǎn)矩和電壓等于0。4模擬結(jié)果正向混合動力電動汽車仿真模型，已經(jīng)通過中國上海交通大學(xué)的MATLAB/Simulink的實(shí)驗(yàn)，并被內(nèi)燃機(jī)的閑置優(yōu)化策略和穩(wěn)態(tài)優(yōu)化策略運(yùn)用于該項(xiàng)目。4.1穩(wěn)態(tài)優(yōu)化中國城市的駕駛瞬態(tài)循環(huán)狀態(tài)條件的典型模擬周期是初始值38V。在確定內(nèi)燃機(jī)的穩(wěn)態(tài)優(yōu)化發(fā)生和退出條件后，模擬便開始了。圖3顯示了出自于內(nèi)燃機(jī)穩(wěn)態(tài)優(yōu)化的速度和轉(zhuǎn)矩的工作點(diǎn)與相應(yīng)的發(fā)生時間。從中可以看出內(nèi)燃機(jī)趨向于工作在低轉(zhuǎn)矩區(qū)域。圖3內(nèi)燃機(jī)穩(wěn)態(tài)優(yōu)化的可工作點(diǎn)圖4中的實(shí)線和虛線分別代表了在兩種優(yōu)化策略下超級電容器的電壓值。大量的模擬結(jié)果表明，在不同的初始電壓值和駕駛周期下，內(nèi)燃機(jī)的穩(wěn)態(tài)優(yōu)化策略在維持超級電容器的電壓方面起到了效果。圖4在內(nèi)燃機(jī)穩(wěn)態(tài)優(yōu)作用下的超級電容器電壓值4.2閑置優(yōu)化初始的電壓值和間隔充電時間分別為38V和