混合动力汽车镍氢动力电池温度场测试系统_杨亚联

Construction and Analysis on the Hybrid System Test Bench of NewEnergy BusKun ZHOU 2, Qiu-Lin SUN 2, You-Ming TANG *,1,2, Gui-Bin SUN 1, Shui-TingZHOU 1, Yi ZHANG 1 and Yuan-Wei ZHANG 1,21Fujian Institute of New Energy Vehicles and Safety Technology, Xiamen University of Technology,Xiamen, Fujian, 361024, P .R. China2Fujian Fugong Power Technology Co, Ltd, Xiamen, Fujian, 361024, P .R. ChinaKeywords: ISG system, Hybrid system, Test bench, New energy bus.Abstract. There is high market demand for new energy vehicles. And the driving system of new energy bus gets improved day by day. Within the performance studies on core components such as electric machinery, controller, battery and gearbox and within the vehicle system performance matching and conformity, it is an important part to accurately and quickly construct a test bench of the new energy bus hybrid system. To achieve ideal results of the bench test, the paper probes into the test objects, the test items, the site layout and technology assessment and others, and has taken every relevant factors into consideration.BackgroundSince 21st century the hybrid system has made continuous extension and its techniques including oil gas, gas-electric and gas-electric and others have been brought gradually into market. The paper mainly discusses the new energy bus hybrid system which is divided into BSG system and ISG system as different positions of the generators.BSG hybrid system means linking generator and engine through the integration of the belt drive and mechanism in the front end of the engine, which replaces the former generator and achieves integration of hybrid system. ISG system driver modes mainly includes following four kinds: pure electric-operation mode, electric-operation in series mode, hybrid drive in parallel mode, and pure engine-driven mode [1]. The brake system modes mainly are double-motors braked mode and single-motor braked mode.Nowadays the mixed coaxial direct drive occupies main hybrid system market. ISG system has solved the problems that the belt grinds early and that the crankshaft bearings of engine have eccentric wear, meantime it owns high saving rate of fuel consumption and good stability. Compared with BSG system, ISG system has following advantages: various working modes, high stability, high reliability, high integration, efficient brake recovery, low-energy driver and convenient maintenance [2].The paper studies ISG system and BSG system to build hybrid system bench and discussesbuilding plans.Figure 1. BSG Sketch3rd Annual International Conference on Mechanics and Mechanical Engineering (MME 2016)Figure 2. ISG SketchPreparations for Building BenchesBuilding hybrid system benches are time-consuming and energy-consuming projects, which include previous preparation, project development, project acceptance. In the early stage of hybrid system bench construction, we should collect data and consider equipment utilization ratios, equipment price, importance, work confidentiality and overall plan. Besides, we should ascertain the test bench target and its relevant information and various parameters. Manufacturers generally aim at driving systems under multiple spectrum to build hybrid products. Therefore, we need to synthetically consider kinds of parameters of spectrum and take the maximum speed, torque and power as reference. When choosing dynamometer, its spectrum parameters needs to be enveloped [3] Principles of Bench Construction SelectionAs for manufacturers without developing engines, they mainly study the integration effects among engine and motor, controller, transmission. When selecting equipment, we should consider parameters like testing precision and response time which will directly affect the data or frequency collection.Dynamometer SelectionThe power and speed of dynamometer can be determined by combing the motor and engine spectrum in the early stage of project. When selecting dynamometer, we try to envelope all tested products into dynamometer curve [4].1) According to the characteristics of motor peak, the maximum output power changes as speed differs before rated speed, but peak torque basically remains invariant. The maximum output power remains same with the change of speed after rated speed, but peak torque gradually decreases.2) Formula of Power Torque Speed.P=T*N/9550Among them：P--- Power；T--- Torque；N--- SpeedTherefore the following two points need evaluating to judge whether the tested product is within dynamometer curve or not. 1) To analyze whether torque is lower than the peak torque before rated speed. 2) To analyze whether peak torque power of the tested product is lower than peak power at maximum speed.When selecting torque flange we should pay attention to the following three points. 1) The speed of torque flange and the choice of torque; 2) The precision choice; 3) The linking methods. Dynamometer Frequency Converter SelectionBefore selecting dynamometer frequency converters we firstly need to consider the ways to use electricity of bench. In general there are two modes showed in table 1.Table 1. Electric Way of BenchWhen choosing dynamometer converters we should think the electricity modes whose maximum input voltage and maximum input current depend on maximum voltage and maximum current, and whose response time depends on the response time of tested motor controller.Direct-Current and Stable-Voltage Power Supply SelectionDirect-current and stable-voltage power supply is also called battery simulator selection which is taken into consideration together with the ways to use electricity of bench. Both single-channel direct-current and stable-voltage power supply and double-channels one are the energy-feedback type. When choosing direct-current and stable-voltage power supply we must consider the impact on grid from energy-feedback. According to the national standard GB/T 14549-93, there are two key requirements about implanting harmonic into grid.1) The power factor of direct-current and stable-voltage power supply is less than 0.99.2) The current distortion is less than 5%.If the above two requirements fail to meet, the grid frequency can be affected when the system gives back energy to the grid, which makes the grid unstable even shows a sudden power outage. Regulating System SelectionThe main regulating equipments of bench system are engine fuel, engine cooling water, engine oil, transmission oil and motor cooling water temperature control systems, all of which are controlled by temperature. Besides, although the car engine and gearbox have cooling device, the changes of temperature will directly affect the test results. And it is suggested to adapt separate regulation system.Test ItemsHybrid system platform construction can test engine and gearbox, however the main purpose of construction is to study the integration effects of driving system and the working efficiency and running state of every components under different running modes. Therefore, the main basis of test standards is GB/T18488, and simulation road bases on related standards of pure electric or hybrid [5]. To see table 2.Table 2.Test Items and Test StandardsLaboratory Arrangements and General RequestsHybrid system laboratory arrangements should take the electricity utilization, water usage, air conditioning, ventilation, fire protection, transportation, vibration reduction, noise reduction and exhaust and other factors into consideration [6].1) Vibration reduction: Hybrid system tests makes high speed and vibration. Running engine also makes bigger vibration. In general dynamometer is fixed into large iron floor with T-slot, and damping spring is used to decrease vibration under the iron floor. The pits fits the land building.2) Noise reduction: That dynamometer runs at high speed will produce noise. We need to use some sound insulation and noise reduction measures about walls, doors and windows.3) Electricity Usage: Dynamometer inverter and battery simulator are high-power electricalappliances, therefore we need to offer high power electricity to the power point.Given power dynamometer is W1, and maximum power for all tested prototype is W2, according to the following two modes, the choices of dynamometer power consumption and breakers are shown in table 3.4) Water Usage: Dynamometer are usually air cooling as well as water cooling. Many systems are water cooling, so the laboratory needs to circulate cooling water for the use of motor cooling system. At the same time, we also need to consider water temperature and flow requirements of the main equipment. In general, every test temperature is shown in the following table, and the equipment flow is related to its peak power.Table 3.Power Consumption of Dynamometer and Breaker SelectionTable 4. Cooling water requirements of Main EquipmentIn addition, we should take arrangements of the fuel supply system, the engine’s intake air conditioning, the engine exhaust system and the whole room ventilation or air conditioning system into consideration. It is also highly required to solve vibration and noise.Hybrid Bench Basic Function Requirements InstructionsBuilt hybrid bench has the following basic functions:1) It can adjust to the working mode of manual transmissions and automatic transmission (AMT, AT, CVT, DCT and general hybrid transmission).2) The platform system has the inertia simulation of the whole vehicle, the simulation of the road resistance, the simulation of the mechanical braking force and the simulation of the automatic driving functions.3) Bench system can adjust to recycling energy of hybrid energy braking systems and studying power allocation strategies. The brake system should fit two kinds structure forms in series or in parallel from the moto feedback energy r brake and mechanical brake.4) The system can simulate the using electricity order of the whole vehicle, including the use of low-voltage power system and the use of high voltage system.5) The protection of bench system should suit parking ways of hybrid power train and working ways of pure electric mode and other hybrid systems, which can set protection strategies of current and voltage by usingcurrent and voltage measurement parameters.6) In the dynamic model it can achieve “time – speed” closed-loop control; it also can control the speed of opening loops (users set accelerator pedals, the opening of brakes and the time of shifting gears before tests) to reappear torque and speed of the tested vehicle in test bench.7) The dynamic parameters of working condition can be input easily by users, for example, users can set different rolling resistance coefficient, relative wind speed, slope and bend coefficient that reflect road conditions; and users can set entire vehicle quality, radius of the tire, windward area, and unexisted inertia parameters that reflect the status of the vehicle condition; and users can set operating conditions such as vehicle starting, accelerating, uniform, sliding, decelerating, braking, the start point and end point of parking.8) There is common vehicle driving cycles in the system. If the operating mode cycle, defined by users, can create and lead in controlling systems by simple files like Excel, the system can run according to the defined control system of powertrain test bench.9) Bench can timely measure and store the operation data of the powertrain system including rotational speed, torque, fuel consumption, voltage, current and the pedal position, block information and some command data of the platform and others, which can be obtained by CAN protocol at the same time.ConclusionsTo build the hybrid system of passenger cars, we are supposed to understand the information of the test object, test content and support conditions etc. In this paper, we mainly discuss the preparation of the hybrid system, the main equipment selection criteria, the use of electricity and other aspects of the discussion rather than the battery test because of its high requirements to exam construction and fire protection. At the same time, EMC test, due to the high construction cost and low utilization rate, is suggested to outsource test, which is not explored in this paper either. AcknowledgementsThis study was financially supported by the Research and Development Project of State High Technology of China (‘863 Project’, 2012AA111105) and the Fujian Science & Technology Project of China (2016H2003).References[1] Ye Xianjun et al. Han Zhao, Bingli Zhang and Xizhen Wang. The Parameters Design and Experimental Study for the Powertrain of BSG Hybrid Electric Car[C], Automobile Technology ,2008.[2] Wu Qitang, Powertrain System of New Energy Vehicle at Home and Abroad [J], Beijing: State Administration of Machinery Industry, 2009.[3] Yang Yajuan, Han Zhao and Maofei Zhu, A Study on the Control Strategy for Maximum Energy Recovery by Regenerative Braking in Electric Vehicles [J], Automotive Engineering, 2013.[4] Gao Meng, Ziming Liu, Research on Driving Resistance Simulation System by using Automobile Chassis Dynamometer[J], Vehicle & Power Technology,2012.[5] Liang Jingjing, and Jiang Zhishen, Analysis on Chinese and European New Energy Vehicle Market Entry Certification System [J], automotive technology research center of China, 2013. [6] Sun Xiaoxin, Brief Analysis on Disciplines Structure of State Key Lab [J], scientific research regulation, 2008.。

专利名称：一种动力电池温度调节装置及动力电池系统专利类型：发明专利
发明人：周强,杨培蕾,刘波,苏岭
申请号：CN201110378943.4
申请日：20111124
公开号：CN102437393A
公开日：
20120502
专利内容由知识产权出版社提供
摘要：本发明公开了一种动力电池温度调节装置，包括用于安装在动力电池上的温度调节管道，温度调节管道用来供温度调节介质流动。

本发明提供的动力电池温度调节装置，通过在动力电池上安装温度调节管道，在不同温度条件工作时，向温度调节管道中注入用来升温或者降温的温度调节介质，利用温度调节介质在温度调节管道中的流动，与动力电池进行热交换，来使动力电池的温度升高或者降低，以实现对动力电池的温度调节，降低了动力电池的温度差值，并控制动力电池在最佳温度范围内工作，从而保障了动力电池的性能以及安全，延长了其使用寿命。

本发明还公开了一种动力电池系统。

申请人：重庆长安汽车股份有限公司,重庆长安新能源汽车有限公司
地址：400023 重庆市江北区建新东路260号
国籍：CN
代理机构：北京信远达知识产权代理事务所(普通合伙)
代理人：王学强
更多信息请下载全文后查看。

电动汽车用镍氢蓄电池组热量仿真与控制
何小明;杨林;张毅;卓斌
【期刊名称】《汽车技术》
【年(卷),期】2004(000)006
【摘要】在Ni-MH蓄电池热效应分析中,阐述了温度对电池的影响、电池热量来源及仿真计算.对镍氢蓄电池组充放电产生的热量控制是非常重要的,应使电池工作在最佳温度范围内,并减少模块之间的温度差异.介绍了Ni-MH蓄电池组通风方式的选择、温度仿真计算结果分析及不同倍率下的充电温升仿真结果分析.
【总页数】3页(P10-12)
【作者】何小明;杨林;张毅;卓斌
【作者单位】上海交通大学;上海交通大学;上海交通大学;上海交通大学
【正文语种】中文
【中图分类】U469.72
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南京航空航天大学硕士学位论文RAV-4电动汽车电池组风冷系统的研究姓名：朱晓彤申请学位级别：硕士专业：车辆工程指导教师：杨正林20070301南京航空航天大学硕士学位论文摘要电池能量管理系统(BMS)是电动车商品化、实用化的关键。

本文致力于电动汽车蓄电池热管理系统的研究，分析了丰田RAV-4电动汽车电池冷却系统的结构设计，针对电池包内对冷却气体的要求，采用计算空气动力学数值模拟方法，利用FLUENT软件，探索模拟电池包内部空气流动的情况。

本文主要内容有：(1)介绍镍氢电池的生热机理，并通过不同温度下镍氢电池以1C充放电时温度对电池性能的影响，比较分析了镍氢电池的温度特性。

(2)分析RAV-4电池包内部电池模块的冷却方式，比较串行和并行通风冷却的特点，证明本文研究对象通风结构设计的优越性。

(3)采用数值模拟的方法,研究了电动汽车实际镍氢电池组结构热管理的通风冷却效果。

通过对RAV-4的电池包内部结构的建模仿真得出它内部气流流场的情况。

(4)实施40路多点温度传感器对丰田RAV-4电动汽车电池包内部温度进行三种典型工况（行使、停车充电、充电完成后）的实时监控试验。

试验结果表明:电池组内温度能保持在MH/Ni电池最佳工作温度范围内，温差小于5℃,系统冷却效果良好。

(5)对仿真结果和多点测量结果进行比较分析，提出改进意见。

本文的研究结果将对电动汽车电池包内部电池模块的布置，冷却结构的设计具有重要的参考价值。

关键词：电动汽车，电池，冷却，数值仿真，试验RAV-4电动汽车电池组风冷系统的研究ABSTRACTAs one of the key technologies in the development of battery electric vehicles, battery management system (BMS) is the key factor in the commercialization and practiclization of electric vehicles. This paper dedicates on the research of thermal management system of electric vehicle battery, analyzing the cooling system in the Toyota electric vehicle RAV-4. With the help of FLUENT software, using the computational aerodynamics numerical simulation methods, exploring the internal air flow situation in the battery simulation for the flow situation of cooling gas in the battery packet.The main content of this paper are as follows:(1) Introduce the heating mechanism of the nickel-hydrogen battery and comparatively analyze the temperature of the nickel-hydrogen battery through the influence on them when the IC charges and discharges under different temperature.(2)Analyze the cooling mode of the internal battery module within the RAV-4 battery packet, compare the serial and parallel ventilation cooling and shows the superiority of object structural design in this paper.(3) Using numerical simulation method to research on the ventilation cooling effect on the thermal management during the nickel-hydrogen batteries practices. Achieving its internal airflow situation according to the actual vehicles (RAV-4) modeling and simulation of the internal structure of the battery package(4)To conduct real-time monitoring tests on the three typical conditions (the exercise, parking charge, post-charging) through 40 multi-point temperature sensors on the internal temperature of the batteries packages. The running result on Toyota RAV-4 in the national electric vehicle Experiment Demonstration Centre showed: if the temperature of the battery package can remain the optical working temperature range of MH/ Ni batteries, the difference of the temperature will be less than 5℃, while the cooling system can run very well.(5) Conduct comparative analysis on the simulation results and the result on the multi-point measurement, raise suggestion for further improvement.The result of this study will be highly reference valued in the layout of the internal batteries module and the design for cooling system in electric vehicles.Key words: Electric vehicle, Battery, Wind Cooling, Simulation, Test图、表清单图2.1 不同温度下1C充电曲线 (16)图2.2 充入电量与温度关系 (16)图2.3 1C放电容量与温度关系 (17)图2.4 不同温度下1C放电曲线 (17)图2.5 不同温度下氢镍电池放电效率 (18)图3.1 对流换热示意图 (21)图3.2 不同通风方式示意图 (23)图3.3 不同通风方式电池组的温度场分布 (24)图3.4 两种型线 (26)图3.5 控制体 (27)图4.1 电池包平面结构尺寸 (31)图4.2 单体电池结构尺寸图 (32)图4.3 通风冷却系统图 (32)图4.4 电池模块安装在电池包底座上的视图 (33)图4.5电池模块冷却的二维模型 (35)图4.6二维网格划分 (36)图4.7 网格局部放大图 (36)图4.8 湍流模型选择 (37)图4.9求解控制器设定 (38)图4.10 残差曲线 (39)图4.11 二维速度矢量图 (39)图4.12 电池上下面气流速度矢量图 (40)图4.13 改进后的二维流场图 (41)图4.14 电池包网格划分图 (42)图4.15 电池模块上平面的网格划分局部放大图 (43)图4.16 残差曲线 (44)图4.17 电池包内部流场分布 (45)图4.18 电池包上端气体速度矢量图 (45)RAV-4电动汽车电池组风冷系统的研究图4.19 单体电池侧面通气槽内气体流动图 (46)图4.20 电池包底座出口速度矢量图 (46)图4.21 平面Z=-80的速度分布图 (47)图4.22 垂直于X面和Y面的速度分布图 (47)图5.1 热电阻的三线制接法 (50)图5.2 现场布置图 (51)图5.3 模块外部连接图 (52)图5.4 Temper Watch界面 (53)图 5.5 20km/h匀速行驶时温度变化曲线 (54)图 5.6 停车充电时温度变化曲线 (55)图5.7 充电完成后的温度变化曲线 (55)图5.8 非正常温度曲线 (56)图5.9充电某一时刻的温度分布图和电池包Z=20平面上气流分布图 (57)表1.1 电动车用主要蓄电池性能对比 (5)表5.1 某时刻测量温度与气流速度对照表 (58)表5.2 三种车辆充放电效率比较 (59)承诺书本人郑重声明：所呈交的学位论文，是本人在导师指导下，独立进行研究工作所取得的成果。

混合动力汽车镍氢动力电池温度场测试系统
杨亚联;张昕;何培祥;钱三平;赵川林;李俊;杨辉前
【期刊名称】《四川兵工学报》
【年(卷),期】2008(29)4
【摘要】以长安某混合动力电动汽车为研究对象,分析了电池的结构,对镍氢动力电池温度测试系统提出了具体采集方案,设计了基于单片机HC16F877为微处理器的温度采集软硬件系统,进行了相应的软硬件设计的阐述.通过实车的温度场测试试验,表明温度场的测试方案正确可行,采集系统运行可靠.
【总页数】3页(P112-114)
【作者】杨亚联;张昕;何培祥;钱三平;赵川林;李俊;杨辉前
【作者单位】重庆大学机械传动国家重点实验室,重庆,400044;重庆大学机械传动国家重点实验室,重庆,400044;重庆大学机械传动国家重点实验室,重庆,400044;重庆大学机械传动国家重点实验室,重庆,400044;重庆长安汽车股份有限公司,重庆,400023;重庆长安汽车股份有限公司,重庆,400023;重庆长安汽车股份有限公司,重庆,400023
【正文语种】中文
【中图分类】U469.722
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力电池包热管理研究5.内蒙古稀奥科镍氢动力电池有限公司镍氢动力电池出口呈现增长态势
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（汽车行业）ISG型混合动力汽车模糊控制策略及仿真ISG型混合动力汽车模糊控制策略及仿真胡洪祥,秦大同,舒红,杨亚联,丁李辉(重庆大学机械传动国家重点实验室,重庆400030)摘要:针对配备CVT的ISG型混合动力汽车,采用模糊控制策略对整车燃油经济性进行了研究.以整车瞬时状态为基础,燃油消耗最小为目标,建立了模糊控制器.为了消除模糊控制规则获取过程中的不确定性因素,以序列二次规划法的优化计算结果作为制定模糊控制规则的基础,制定了模糊控制规则.结合本文研究车型,对ADVISOR仿真软件进行二次开发,且对整车燃油经济性进行了仿真计算.仿真结果表明,模糊控制策略能够有效提高ISG型混合动力汽车的燃油经济性.关键词:混合动力汽车;模糊控制策略;仿真ADVISOR;燃油经济性混合动力汽车的控制策略必须实现能量流在整车各总成部件之间的有效转换,使得包括发动机、ISG(IntegratedStarterandGenerator)电机等在内的整车各总成部件工作在高效率区域,达到改善整车燃油经济性和降低排放的目的.目前,混合动力汽车的控制策略主要有3种:第1种控制策略是基于简单规则的控制策略;第2种控制策略是对特定循环工况下混合动力汽车油耗进行全局优化,使之对整个循环来说,油耗最小,通常应用的是动态规划算法[1];第3种控制策略是对混合动力系统进行瞬时优化,能够使得混合动力汽车在任壹瞬时的等效油耗最小[2],常见的算法有经典最优化控制算法(如序列二次规划法)和模糊控制技术.在第3种控制策略中,由于传统最优化控制过分依赖于精确模型,对系统误差过于敏感,而混合动力汽车系统结构复杂,难于建立精确的数学模型,因此优化结果和实际情况往往相差较大.而模糊控制技术具有自适应性,不依赖于精确模型,适合应用于混合动力汽车系统[3].但模糊控制规则的获取和确定却依赖于人的经验,会受到不确定的因素影响,因此,为了得到有效的模糊控制规则,本文结合俩种算法的优点,以序列二次规划法(SQP)的优化计算结果作为制定模糊控制规则的指导依据,应用模糊控制技术对基于CVT(ContinuouslyVariableTransmission)的ISG型混合动力汽车控制策略进行了优化,得到了以整车燃油消耗最小为目标的模糊控制方法.1ISG型混合动力汽车结构如图1所示为配备无级变速器CVT的ISG型混合动力汽车的结构简图,发动机和ISG电机直接相连,ISG电机作为辅助动力源为车辆提供动力,同时发动机向电池充电时和制动能量回收时又作为发电机工作.采用CVT的优点是能够获得连续的传动比变化,实现发动机在低油耗、低排放区工作或使ISG电机在高效区工作,进壹步提高整车的燃油经济性或排放性能.整车主要参数见表1.2动力源数值模型2.1发动机数值模型采用排量为1.6升的JL475Q3型发动机,通过试验建立了发动机的数值模型,如图2所示.2.2电机数值模型根据ISG电机试验数据,建立了ISG电机效率特性图,如图3所示.2.3蓄电池模型根据QNY6.5镍氢电池的试验结果,获得了蓄电池不同温度下的放电效率,如图4所示3最优化控制策略数学模型将蓄电池中储存的化学能和各部件损失的机械能转化成等量的燃油消耗量,就能够建立混合动力汽车的等效模型[1].通过推导分析能够建立以等效燃油消耗量最小为目标的最优化数学模型,表示如下：采用序列二次规划法(SQP)求解上述非线性最优化问题,得出优化的发动机转矩和电机转矩.以车速为70km/h为例,得到放电工况下的优化结果如图5所示.由于ISG型混合动力汽车无纯电动工况,在需求功率较低时,由发动机单独驱动,这点和上述优化结果有所区别.上述方法建立在发动机、ISG电机和蓄电池的稳态数值模型基础上,模型本身具有实验误差,且且和实际的动态特性差别较大,因此采用这种方法得出的优化结果和实际情况有壹定差别,但可将此优化结果作为指导模糊控制规则制订的基本依据,弥补模糊控制的不足.4ISG型混合动力汽车模糊控制策略国外研究表明,模糊控制适合于混合动力汽车的控制[3-5],具有智能化,高适应性,高灵活性的特点.本文以需求转矩、蓄电池SOC、发动机转速和汽车加速度为输入,电机转矩为输出,采用Mamdani推理方法,建立如图6所示的模糊模糊控制器.4.1输入变量的隶属度函数图7所示为采用梯形函数形式的模糊控制器各输入、输出变量的隶属函数曲线.“需求转矩(Treq)”的语言值模糊子集定义为:{负大,负中,负小,低,中,最佳,高,过高}.“SOC”的语言值模糊子集定义为:{过低,低,正常,高,过高}.“转速(n)”的语言值模糊子集定义为:{低,中,高}.“车辆加速度(a)”的语言值模糊子集定义为:{低,高}.“车辆加速度”的定义根据电机助力大小确定,加速度“高”,电机助力大,加速度“低”,电机不助力或助力小.4.2输出变量的隶属函数图7中显示了模糊控制器输出变量电机转矩(Tm)的隶属函数曲线,语言值模糊子集定义为:{负大,负中,负小,零,正小,正中,正大}4.3控制规则为了避免过分依赖于人的经验,消除不确定的误差影响,之上述序列二次规划法的优化结果为基础,按照汽车不同工况下的不同工作模式,制定了131条控制规则,部分控制规则如表2所示.表中规则①②表示蓄电池SOC过低,由发动机提供动力进行充电;③表示需求转矩低,不需要电机助力,发动机单独驱动;④表示汽车高速匀速行驶工况,发动机油耗较低,单独驱动;⑤⑥表示汽车处于爬坡或急加速工况,根据需求转矩的不同,ISG电机提供助力大小程度不同;⑦⑧表示汽车处于减速制动工况,ISG电机根据制动情况,不同程度地进行制动能量回收.不同工况需要不同控制规则,才能保证整车经济性能的提高.5ADVISOR二次开发及仿真美国可再生能源国家实验室(NREL)开发的ADVISOR2002(AdvancedVehIcleSimulatOR)仿真软件是基于MATLAB/SIMULINK平台设计的,对传统车、电动车和混合动力汽车燃油经济性和动力性进行分析的壹个仿真平台,由于其代码的开放性而得到了广泛的应用.5.1ADVISOR二次开发根据本文研究内容,对ADVISOR2002进行了二次开发:首先,建立用户自定义的仿真模块;根据用户需求,对发动机、电机、蓄电池等数据文件进行修改;且按照实际车型的参数及配置,修改PARALLEL_defaults_in.m文件.然后,将all_menus.ma文件调入工作空间,在options结构变量中添加用户自定义的模块名;修改gui_miage.m文件,实现车型图片显示在GUI界面中;修改InputFigcontro.lm,使得相关数据图形显示在GUI 界面中[6].最后,修改block_diagram_name.m文件,以实现仿真模块的调用.另外,根据用户不同需要仍能够进行相关修改.通过之上步骤的修改,就能够利用ADVISOR 的仿真环境进行用户自定义参数设置和仿真计算.5.2仿真结果及分析将装备CVT的ISG型混合动力汽车仿真模型嵌入ADVISOR仿真环境,利用ADVISOR的仿真功能,应用模糊控制策略对不同工况下的ISG型混合动力汽车进行了燃油经济性仿真.如图9所示为ECE循环工况下的仿真结果,从图中能够见出ISG电机在加速时对汽车进行了助力,在减速时进行了制动能量回收,蓄电池SOC 的变化在合理范围内,说明模糊控制策略能有效地实现发动机、电机的动力分配,实现ISG型混合动力汽车的所有工作模式.配备了1.6L发动机和10kW电机的ISG型混合动力汽车和1.8L的传统车动力性相当,因此它们的油耗具有可比性.表3为ECE,EUDC和ECE+EUDC三种工况下,排量为1.8L的传统车油耗试验结果(厂家提供的数据)和排量为1.6L混合动力汽车的油耗仿真结果比较,能够见出本文制定的模糊控制策略能有效达到降低油耗的目的.6结论1)以整车瞬时状态为基础,利用模糊控制技术,对ISG型混合动力汽车的控制策略进行了研究,得到了ISG型混合动力汽车的模糊控制方法.2)为了消除模糊控制规则制定过程中的不确定因素,采用了序列二次规划法的优化结果作为制定控制规则的基础,在壹定程度上弥补了模糊控制的不足.3)通过对ADVISOR的二次开发,充分利用ADVISOR较为完备的仿真环境,通过对整车燃油经济性的仿真计算,验证了模糊控制策略的有效性。