并联混合动力汽车扭矩协调控制策略仿真研究

193©Vol.19No.320072JournalofSystemSimulationFeb.,2007·631·(,200030)(AMT)(PHEV)Matlab/SimulinkU469.72A1004-731X(2007)03-0631-06InvestigationtoCoordinatedTorqueControlStrategyofParallelHybridElectricVehiclesGUYan-chun,YINCheng-liang,ZHANGJian-wu(SchoolofMechanicalEngineering,ShanghaiJiaotongUniversity,Shanghai200240,China)Abstract:Theenergymanagementstrategyofaparallelhybridelectricvehicle(PHEV)withanautomaticmechanicaltransmission(AMT)couldberealizedbycoordinatelycontrollingtheengine,clutch,motorandtransmission.Ahierarchicalcontrolsystemwasdevelopedtomanagetheenergydistributionandthecoordinatedcontrolofthewholevehicle.Theimplementlayerofenergymanagementstrategywasusedfordeterminingthecontrolrulesofpowertraincomponentsinordertoimprovethedrivingsmoothnessandminimizetheclutchabrasion.ThedynamicsimulationmodelofpowertrainsystemofPHEVwasdevelopedtooptimizeandvalidatetheproposedcontrolstrategyinMatlab/Simulinkenvironment.Simulationandexperimentalresultsshowthatthegoodperformanceisachievedbasedontheproposedcontrolstrategy.Thedevelopedcontrolstrategyhasbeentestedandappliedintherealvehicle.Keywords:parallelhybridelectricvehicle(PHEV);automaticmechanicaltransmission(AMT);drivingsmoothness;clutchabrasion;coordinatedtorquecontrol*AMTEVPHEVCV[1,4,5]2005-11-202006-04-12863(2001AA501200,2003AA501200)(1977-),,,,Matlab/Simulink1AMT1.1ABS193Vol.19No.320072Feb.,2007·632·EMSEngineManagementSystemMCUMotorControlUnitEMSMCUCAN1.2SOC(1)reqreqbmTTT=+(1)reqT0bT≤0reqmT≤(2)reqreqreqemTTT=+(2)reqeTmineTmineωmaxeTopteT13110/(rmin)eω−−×⋅012345605010015021252525282828303030303232323333reqTreqeT{{mineTmaxeTmineωopteT1PHEVmineωminreqeTTSOC0reqeT=SOCSOC10reqmTminmaxreqeeTTTSOCSOC1SOC0reqmT=maxreqeTT61.32eJvJcTeTeωrTmωcTmT2eeeeecJcTTωω+=−(3)vminputrJTTω=−(4)eJecinputcmTTT=+eTmTcTrT220()vcmvgJJJJii=++gi0i2vwJJMr=+rMjaV==VaTe/(N·m)193Vol.19No.320072,Feb.,2007·633·reqT[10][2]20()ftJjWdt=+∫(5)0rT=1mxω=2mxω=1inputuT=(4)112xfx==(6)221//vrvxfuJTJ==−(7)(5-7)222112221221/vHjWffxWxuJλλτλλ=+++=+++(8)0//griiτ=iλ(,,)/iiiiHxWxλλ=−∂∂1,2i=(9)1/0Hu∂∂=2122vJuλτ=−(10)(10)0rT=(7)2222xλτ=−(11)(6)(11)(9)1/reqfuTt∗∗=(12)ix∗,iλ∗(8)()fHt∗()0fHt∗=ft∗/reqinputfTtTt∗∗=⋅0ftt∗≤≤(13)inputT∗inputT∗[2,3,6,7]cc0tELdt=∫(14)ctccemLTωω=−ˆcmdminputeTTT∗=−(15)ˆ(1)seeeTTγω=−γseTseTeωtα[9,11](1emFVωω=−)(2(||)/emFVddtωω=−)1FV2FV3FV1FVNBNMNSZPSPMPB2FVNBNMNSZP3FVNZPSPMPBNZPBMSNZPSPMPB13FVcmdcS1FV1FV2NBNMNSZPSPMPBNBNZZPSPSZNNMNZZPSPMPSZNSZZPSPBPMPSZZPSPSPMPBPMPMPSPPMPMPBPBPBPBPMmineeetωωω+⋅∆≥t∆minemax{,}taremetωωωω=−⋅∆(16)PIDPID193Vol.19No.320072Feb.,2007·634·tα∆tα∆EMScmdtαtα∆PIDtα∆PIDPIDPIDtKeKeKeα∆=⋅+⋅+⋅∫(17)tareeeωω=−PKIKDKPKIKDKPIDˆcmdminputcTTT∗=−(18)ˆcT(3)ˆˆceeeeeTTJbωω=−−(19)3EMSΣreqmTreqeTinputT∗tareωtα∆+-EMScmdtαPIDˆcT+-MCUcmdmTtαeωeω,αβVtGcmdcSeωmωe33EMSMCU2MATLAB/Simulink4[12]eeeeecJcTTωω+=−(1)cccccmccmJTckωωθ=−−(2)mmmccmccmsJTckTωωθ=++−(3)0ddsgddvddvJTiickωωθ=⋅⋅−−(4)vvddvddvrJckTωωθ=+−(5),,,,eeccmmddvvωθωθωθωθωθ=====(6)cmcmθθθ=−cmcmωωω=−dvdvθθθ=−dvdvωωω=−0cT=[8]2sign()cdnmecTFRµωω=⋅⋅⋅−(7)332201012()/(33)mRRRRR=−−0R1RdµnFecωω=ecωω=()()ceeeecemeccmcceJTcJcJkTJJωωωθ−+−+=+(8)00//mgdiiωω=0//mgdiiθθ=0220222200()()()dvddvmgsdgmdcmdmdmccccmdgmdgmckJiiT=JiiJJcJcJTckJiiJJiiJωθωωθ−−−+−+++++(9)cT4cT,,,mmmmTJθω,,,ccccTJθωckcc,,dddJθωsTgi0i,,,vvrvTJθωdkdcnF,,eeeTJω0gsiiT××cS193Vol.19No.320072,Feb.,2007·635·ddvddvckωθ+22kw@rpm78@57504Nm@rpm142@4000rm0.304rpm6000ckNm/rad1410rpm1200ccNm·s/rad0.5kw21dkNm/rad6000Nm@rpm±140@1500dcNm·s/rad98.8rpm6000eJkg·m20.1kg1650cJkg·m20.024s510-6dµ0.28s510-3mRm0.0855Matlab/SimulinkS-functionFuzzy33.16eωcω0246810024681002468100246810024681002468100246810024681002468100246810024681002468100501000100200050-200020002040012-1012050501000100200300-505-1001065Matlab/SimulinkEngineStateMonitormc_spd(rad/s)axle_spd(rad/s)TsynerSynchronizerGearshiftActuatorfc_on_infc_on_outbrk_forcevehspdTr(Nm)RESISTANCETORQUE(atwheel)mc_trq_cmdmc_trq_outMOTORTORQUEmc_trq_outT_drivelineTsynermc_speedMOTORinertiagear_ratio_taggear_num_tagTengine_outfc_onTc_loadSyned?Tc_capfc_spdENGINEFLYWHEELengine_speedfc_throttlefc_onTengine_outEnginetorqueproducerTsynerW_driveline(rad/s)TRANSMISSIONoutputshaftmc_spdTc_loadclutch_spdCLUTCHABSORBORfc_spd_out(rad/s)clu_cmdclutch_spd(rad/s)Tc_capSyned?CLUTCHACTUATORTr(Nm)drivelineTorquevehiclespeed(m/s)DRIVELINE&CHASSICS6break_force_cmd(Nm)5mc_trq_cmd4gear_cmd3clu_cmd2fc_throttle_cmd(0-100)1fc_on_cmdT_driveline(a)(b)(c)(d)(e)(f)(g)(h)(i)(j)(k)(l)Time(s)Time(s)Tereq(Nm)Tmreq(Nm)αt(%)Tm(Nm)ω(kr/m)Lc(kw)E(J)V(km/h)a(m/s2)j(m/s3)(mm)193Vol.19No.320072Feb.,2007·636·6(a,b)6(c,d,e,f)(6s)6(k,l)6(i,l)6(h)cL6(i)3.277(a)7(b-e)050100010203040024010203040010203040010203040010203040010203040010203040010203040050100402001500-15075-75012320-21-160-63-377(d,f)7(g,h)(310m/sj)4Matlab/Simulink[1]JohanssonStaffan.ShuntandShuffleEvaluationforVehiclePowertrains[D].DepartmentofSignalsandSystems,ChalmersUniversityofTechnology,Göteborg,Sweden,2004.[2]ZhangJ,ChenL,XiG.SystemDynamicModelingandAdaptiveOptimalControlforAutomaticClutchEngagemento