CN110304044B - 基于ecms的phev四驱转矩分配方法 - Google Patents
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Abstract
本发明公开一种基于ECMS的PHEV四驱转矩分配方法,具体包括:步骤1,根据动力电池的剩余电量计算等效燃油消耗因子;步骤2,计算瞬时总等效燃油消耗率;步骤3,将发动机、BSG电机和后桥电机的所有工作转矩组合换算至驱动轮工作转矩,根据驱动轮工作转矩的范围,确定各动力源工作扭矩范围;步骤4,在各动力源的实际工作转矩范围内,求解瞬时总等效燃油消耗率的最小值;步骤5,将最小瞬时总等效燃油消耗率对应的各动力源的工作转矩作为PHEV最佳工作扭矩进行分配;本发明简化了转矩分配的计算过程,合理分配混合动力汽车各动力源的转矩,使得车辆的动力电池荷电状态保持平衡,等效油耗降低,车辆的驾驶性及乘车舒适性提高。
Description
技术领域
本发明属于新能源汽车技术领域,特别是涉及一种基于ECMS的PHEV四驱转矩分配方法。
背景技术
ECMS算法已经被广泛应用在学术研究中,但实际车用控制器一般仍然采用基于规则的能量管理策略,传统ECMS算法的计算量对车用控制器来说计算量仍然过大,需要进一步简化;此外根据ECMS算法得到的不规律的换挡策略,会造成换挡频繁,司机驾驶感受及乘员舒适性下降,传统ECMS仅考虑了油耗的优化,未能综合考虑车辆驾驶性,难以直接应用于实际控制。
发明内容
本发明的目的在于提供一种基于ECMS的PHEV四驱转矩分配方法,通过简化转矩分配计算过程,合理分配各动力源的工作转矩,使得车辆换挡次数减少,车辆的动力电池荷电状态保持平衡,等效油耗减小,车辆的驾驶性及乘车舒适性提高。
本发明所采用的技术方案是,基于ECMS的PHEV四驱转矩分配方法,具体包括以下步骤:
步骤1,根据动力电池的剩余电量,计算等效燃油消耗因子;
对动力电池剩余电量进行归一化处理,根据归一化处理结果构建由3次曲线和4次曲线拟合的S形函数,计算动力电池的等效燃油消耗因子se,公式如下:
公式(1)和公式(2)中XSOC是经过归一化处理的动力电池剩余电量值,SOC为动力电池的剩余电量,SOClow为动力电池剩余电量的下限值,SOCobj为动力电池剩余电量的目标值,a、b分别为拟合参数;
步骤2,根据等效燃油消耗因子se计算瞬时总等效燃油消耗率;
步骤3,将发动机、BSG电机和后桥电机的所有工作转矩组合换算至驱动轮工作转矩,根据驱动轮工作转矩的范围,确定各动力源工作扭矩范围;
步骤4,在各动力源的实际工作转矩范围内,求解发动机、BSG电机和后桥电机的所有工作转矩组合对应的瞬时总等效燃油消耗率中的最小值;
步骤5,将最小瞬时总等效燃油消耗率,对应的各动力源的工作转矩作为PHEV最佳工作扭矩分配至发动机、BSG电机和后桥电机。
进一步的,步骤1中参数a、b通过多项式拟合获得,a=1,b=0.6。
进一步的,步骤2中根据等效燃油消耗因子se,计算瞬时总等效燃油消耗率如公式(3)所示:
其中,是动力系统瞬时总等效燃油消耗率,是发动机系统的瞬时油耗率,Qhv为燃油低热值,Pbatt(t)为动力电池的充放电功率,Pbsg是BSG电机的功率,是BSG电机的工作效率,Pm是后桥电机的功率,是后桥电机的工作效率。
进一步的,步骤3中发动机的工作扭矩范围为:
后桥电机的工作扭矩范围为:
BSG电机的工作扭矩范围为:
其中Te是发动机工作扭矩,Tr是车辆驱动轮瞬时工作转矩,Tmmax是后桥电机最大工作转矩,ir是两挡变速器传动比,i1是主减速器Ⅱ速比,if是DCT变速器传动比,i0是主减速器I速比,Tbsgmax是BSG电机最大工作扭矩,ib是皮带轮传动比,Temin是发动机工作最小扭矩,Temax是发动机工作最大扭矩,Tm是后桥电机工作转矩,Tr_motor是BSG电机和后桥电机共同提供的驱动轮工作扭矩。
本发明的有益效果是:1)本发明能够维持车辆行驶中的动力电池荷电状态平衡,等效油耗减小;2)本发明使得车辆行驶过程中的燃油经济性高,车辆的驾驶性和乘坐舒适性提高;3)本发明使得转矩分配的计算过程简化,各动力源转矩分配合理,车辆换挡次数减少。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案,下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍,显而易见地,下面描述中的附图仅仅是本发明的一些实施例,对于本领域普通技术人员来讲,在不付出创造性劳动的前提下,还可以根据这些附图获得其他的附图。
图1是并联式插电式混合动力汽车动力系统的构型图。
图2是本发明的逻辑流程图。
图3是动力电池SOC与等效燃油消耗因子关系曲线。
图4是实施例的车辆车速跟随图。
图5是实施例的动力电池荷电状态变化曲线。
图6是实施例发动机的工作状态图。
图7是实施例六档双离合变速器换挡情况图。
图8是实施例两挡变速器换挡情况图。
图9是传统车辆NEDC工况下发动机工作点图。
图10是实施例的发动机工作点图。
具体实施方式
下面将结合本发明实施例中的附图,对本发明实施例中的技术方案进行清楚、完整地描述,显然,所描述的实施例仅仅是本发明一部分实施例,而不是全部的实施例。基于本发明中的实施例,本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例,都属于本发明保护的范围。
并联式插电式混合动力汽车动力系统的构型如图1所示,前驱动轴由发动机和BSG电机驱动,后驱动轴由后桥电机驱动,发动机连接有DCT变速器和主减速器I,后桥电机连接有两挡变速器和主减速器Ⅱ,BSG电机与动力电池、后桥电机依次电气连接,主减速器I和主减速器Ⅱ分别通过差速器连接车轮。
基于ECMS的PHEV四驱转矩分配方法的流程如图2所示,具体包括以下步骤:
步骤1,根据动力电池的剩余电量,计算等效燃油消耗因子se;
等效燃油消耗因子影响发动机和动力电池的功率分配比例,也影响动力电池剩余电量平衡的保持,若等效燃油消耗因子太高,电能的使用成本将被放大,不能充分发挥后桥电机的动力输出;若等效燃油消耗因子太低,电能的使用成本会被缩小,动力电池放电较多,致使动力电池的剩余电量失去平衡;当动力电池的剩余电量较低时,动力系统应调节等效燃油消耗因子增大,进而增大燃油的使用比例,当动力电池的剩余电量较高时,动力系统应增大电能的使用比例,即降低等效燃油消耗因子;对动力电池的剩余电量进行归一化处理,归一化方程如公式(1.1)所示,对动力电池剩余电量的归一化结果构建由3次曲线和4次曲线拟合的S形函数,计算得到动力电池的等效燃油消耗因子se,建立动力电池剩余电量与等效燃油消耗因子se之间的映射关系,如公式(1.2)所示:
公式(1.1)和公式(1.2)中XSOC是归一化处理后的动力电池剩余电量值,SOC为动力电池剩余电量,SOClow为动力电池剩余电量SOC的下限值,SOCobj为动力电池的剩余电量SOC的目标值,a、b分别为拟合参数;动力电池的燃油消耗因子se与动力电池SOC的关系如图3所示,其中参数a、b通过多项式拟合获得,a=1,b=0.6;当动力电池剩余电量取0.25时,等效燃油消耗因子se取1,无需对动力电池剩余电量的等效油耗进行修正,在SOC∈[0.20,0.24]时,需要增大等效燃油消耗因子se,减少对动力电池电能的使用,对动力电池进行充电,保持动力电池SOC的平衡;在动力电池SOC∈[0.24,0.30]时,等效燃油消耗因子逐渐变小,加大对动力电池电能的使用;
步骤2,根据等效燃油消耗因子se计算瞬时总等效燃油消耗率,由后桥电机和BSG电机的功率和工作效率计算动力电池的充放电功率Pbatt(t),计算如公式(1.3)所示:
由等效燃油消耗因子se,计算瞬时总等效燃油消耗率如公式(1.4)所示:
步骤3,将发动机、BSG电机和后桥电机的所有工作转矩组合换算至驱动轮工作转矩,确定各动力源工作扭矩范围;
PHEV汽车各动力源的工作转矩约束条件如下所示:
上式中,Tm是后桥电机工作转矩,Tmmax是后桥电机最大工作转矩,Tbsgmax是BSG电机最大工作扭矩,Tbsg是BSG电机工作扭矩,Temin是发动机工作最小扭矩,Te是发动机工作扭矩,Temax是发动机工作最大扭矩;
车辆驱动轮瞬时工作转矩Tr计算公式如下:
Tr=(Te+Tbsg·ib)·if·i0+Tm·ir·i1 (1.5)
公式(1.5)中ib是皮带轮传动比,if是DCT变速器传动比,i0是主减速器I速比,ir是两挡变速器传动比,i1是主减速器Ⅱ速比;
根据约束条件和公式(1.5)可知发动机的工作扭矩范围为:
车辆瞬时驱动轮工作扭矩由发动机、BSG电机和后桥电机三个动力源提供,对于确定的发动机扭矩,BSG电机和后桥电机共同提供的驱动轮工作扭矩Tr_motor为:
Tr_motor=Tr-Te·if·i0 (1.6)
又有:
Tr_motor=Tbsg·ib·if·i0+Tm·ir·i1 (1.7)
根据各动力源工作转矩约束条件、公式(1.6)和公式(1.7)可知后桥电机的工作扭矩范围为:
由公式(1.6)和公式(1.7)可知BSG电机的工作扭矩需求为:
则BSG电机的工作扭矩范围为:
步骤4,在各动力源的实际工作转矩范围内,求解发动机、BSG电机和后桥电机的所有工作转矩组合中对应的瞬时总等效燃油消耗率中的最小值;
步骤5,将最小瞬时总等效燃油消耗率,对应的各动力源的工作转矩作为PHEV最佳工作扭矩分配至发动机、BSG电机和后桥电机。
当并联式插电式混合动力汽车处于剩余电量维持阶段时,动力电池需要通过发动机带动BSG电机发电和制动能量回收进行充电,动力电池的电能本质上还是来源于燃油,本发明通过建立所消耗电能与补偿消耗电能所需燃油的等效关系,将混合动力汽车的各动力源归结为同一能耗指标,进行转矩分配,使得计算过程简单,转矩分配合理,且能直观的将转矩分配与燃油消耗联系,实际降低车辆的燃油消耗。
实施例
利用Simulink搭建ECMS控制策略模型,包括信号输入模块、ECMS控制模块和输出模块;其中ECMS控制模块包含工作转矩计算模块、驱动和制动判断模块、CD模块、ECMS算法模块和制动能量回收模块;
ECMS工作转矩计算模块根据当前车辆工作点等参数,计算得到发动机、BSG电机和后桥电机需要输出或输入的转矩范围,即此时各动力源的可行域;对于可行域内所有的动力分配方案,根据等效燃油消耗因子和发动机、电机的效率特性数据计算得到瞬时总等效燃油消耗,选择具有最小等效燃油消耗的动力源动力输出组合作为最佳的控制量,分配各动力源的工作转矩,对车辆模型行驶中的各工作参数进行跟踪;
1、车辆的跟随情况如图4所示,本发明的转矩分配使得车辆各动力源的输出,能够满足预期车速下车辆驱动轮的需求,使得车辆的实际车速始终与预期车速保持一致;
2、动力电池的SOC平衡情况如图5所示,在仿真过程开始时,动力电池的初始SOC为25%,仿真过程结束时的动力电池SOC为24.29%,仿真过程中动力电池的SOC变化量始终在3%的范围内浮动,动力电池SOC基本能保持平衡;起始阶段时,动力电池剩余电量相对较高,等效燃油消耗因子较小,整车工作转矩不大,所以使用电能不但能满足整车转矩工作而且更经济;随着动力电池SOC下降,等效燃油消耗因子增大,此时发电机、BSG电机和后桥电机协调驱动,以保持动力电池SOC的平衡;末段整车工作转矩较大,等效燃油消耗因子增大,发动机工作在最优转矩曲线附近且燃油消耗率低,此时发动机单独驱动;工况结束的减速阶段,后桥电机回收制动能量,动力电池的SOC变化量始终在3%以内;
3、发动机工作情况
在仿真过程中,发动机工作情况如下图6所示,基于本发明的转矩分配方法,发动机总体维持在较为平稳高效的工作区间,燃油经济性也更好;
4、DCT变速器和两挡变速器换挡情况
DCT变速器和两挡变速器换挡情况如图7、图8所示,DCT变速器和两挡变速器换挡平稳,车辆驾驶性和乘坐舒适性良好;
本实施例的仿真结果与传统油车油耗的比对如表1所示,使用本发明的转矩分配的车辆行驶百公里时,油耗为5.05,而传统车辆的油耗为7.98,本发明分配方法使用能够明显降低车辆的油耗,提高车辆的燃油经济性;传统车辆的发动机的工作点如图9所示,本发明车辆发动机工作点如图10所示,由图9~图10可知,本实施例的发动机工作点比传统车辆的发动机工作点数量少,且分布较集中,更多的分布在低燃油消耗区域,本发明使得车辆行驶过程中的燃油消耗最低,车辆的燃油经济性好。
表1本发明控制策略仿真结果及对比
仿真任务(NEDC工况下) | 油耗(L/100km) | 节油率 |
传统油车油耗 | 7.98 | --- |
基于ECMS优化策略电平衡油耗 | 5.05 | 36.72% |
本说明书中的各个实施例均采用相关的方式描述,各个实施例之间相同相似的部分互相参见即可,每个实施例重点说明的都是与其他实施例的不同之处。尤其,对于系统实施例而言,由于其基本相似于方法实施例,所以描述的比较简单,相关之处参见方法实施例的部分说明即可。
以上所述仅为本发明的较佳实施例而已,并非用于限定本发明的保护范围。凡在本发明的精神和原则之内所作的任何修改、等同替换、改进等,均包含在本发明的保护范围内。
Claims (5)
1.基于ECMS的PHEV四驱转矩分配方法,其特征在于,具体包括以下步骤:
步骤1,根据动力电池的剩余电量,计算等效燃油消耗因子;
对动力电池剩余电量进行归一化处理,根据归一化处理结果构建由3次曲线和4次曲线拟合的S形函数,计算动力电池的等效燃油消耗因子se,公式如下:
公式(1)和公式(2)中XSOC是经过归一化处理的动力电池剩余电量值,SOC为动力电池的剩余电量,SOClow为动力电池剩余电量的下限值,SOCobj为动力电池剩余电量的目标值,a、b分别为拟合参数;
步骤2,根据等效燃油消耗因子se计算瞬时总等效燃油消耗率;
步骤3,将发动机、BSG电机和后桥电机的所有工作转矩组合换算至驱动轮工作转矩,根据驱动轮工作转矩的范围,确定各动力源工作扭矩范围;
步骤4,在各动力源的实际工作转矩范围内,求解发动机、BSG电机和后桥电机的所有工作转矩组合对应的瞬时总等效燃油消耗率中的最小值;
步骤5,将最小瞬时总等效燃油消耗率,对应的各动力源的工作转矩作为PHEV最佳工作扭矩分配至发动机、BSG电机和后桥电机。
2.根据权利要求1所述的基于ECMS的PHEV四驱转矩分配方法,其特征在于,所述步骤1中参数a、b通过多项式拟合获得,a=1,b=0.6。
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