49 4 2013 2 JOURNAL OF MECHANICAL ENGINEERING Vol.49 No.4 Feb. 2013 DOI10.3901/JME.2013.04.114 * 1 1 2 BOUKEHILI Adel 1 (1. 100081 2. 065000) (Proportional-integral-differential, PID) PID U467 Dynamic Torque Control Strategy of Engine Clutch in Hybrid Electric Vehicle NI Chengqun 1 ZHANG Youtong 1 ZHAO Qiang 2 BOUKEHILI Adel 1 (1. Low Emission Vehicle Research Laboratory, Beijing Institute of Technology, Beijing 100081; 2. PetroChina Pipeline R&D Center, Langfang 065000) AbstractHybrid electric vehicles(hevs) generate the power required to drive the vehicle via a combination of internal combustion engines and motor, the mode switch between internal combustion engines and motor is essential to vehicle s power and drivability performance. In single-axle parallel hybrid electric vehicle, considering the difference of dynamic characteristics between ICE and motor, there are fluctuation of torque and the longitudinal impact during mode switch, making drivers uncomfortable. Dynamic torque control strategy is designed in order to solve drivability issues caused by propulsion mode s switch during motor-drive mode to engine-drive mode and engine-motor-drive mode. This strategy includes fuzzy adaptive proportional-integral-differential(pid) control for engine speed and dynamic torque compensation control. The control strategy is finally validated by experimental tests based on the test bench of hybrid electric vehicle. The bench test results show that the proposed control strategy can effectively suppress the longitudinal degree of jerk caused by power coupling, which is the fundamental for our deeply research in the future. Key wordshybrid electric vehicle Dynamic torque control Engine clutch Control strategy 0 1 [1] * (2010CDA010) (T201114)20120509 20121228 [2] THS(Toyota hybrid system) [3-4] HWANG [5]
2013 2 115 AMESim 1 1 CANOVA [6] P e /kw 172 T max /(Nm) 678 P e /kw 115 [7] ISG T max /(Nm) 540 2 U/V 288 Q/(Ah) 180 [8] 1 i 1 6.90 [9] 2 i 2 3.83 3 i 3 2.32 S5-80AMT 4 i 4 1.49 5 i 5 i R 1.00 5.89 [2] [10] CAN AMT () 2 2.1 + [11] 1-1 (Autornated mechanical transnlissionamt) 2 2 1
116 49 4 2 () 2.2 2.2.1 (Proportional-integraldifferential, PID) PID PID [12] PID PID PID 2 e Δe PI PI 2 PID PI K p K i K p K i (1) (2) 01 K' p K' i Kp Kp,min K p (1) Kp,max Kp,min Ki Ki,min K i (2) Ki,max Ki,min K p,max K p,min K i,max K i,min K p K i K' p 3 K' i e 4 {NB NSZOPSPB} Δe 3 3 4 K' p K' i PI
2013 2 117 K p K i PID 5 4 (3) T m,target e e 3 K' p Δe NB NS ZO PS PB NB B B B B B NS S B B B S ZO S S B S S PS S B B B S PB B B B B B 4 K' i Δe NB NS ZO PS PB NB B S S S B NS B B S B B ZO B B B B B PS B B S B B PB B S S S B 2.2.2 ( ) 5 CAN T e,set T e Tm,target Te,set Te (3) (3) (4) T K( T T ) (4) m,target e,set e K 3 3.1 6a 6b AMT 3.2 dspace MicroAutobox C
118 49 4 ( 7) 6 100 Nm 1 200 r/min 100 Nm 120 Nm 1 200 r/min 100 Nm 20 Nm 2 3.2.1 7b 7 8 8b 8a 8
2013 2 119 3.2.2 9 9a 7a PI 9b 8 PI 3.2.3 11 11a 7a 9b 1.2 9 10 10 11 12 8 3.2.4 1314 1314
120 49 4 12 14 5 /(m/s 3 ) 1 2 46.5 44.7 24.0 35.4 37.3 39.8 8.9 9.1 4 13 5 1 2 10 m/s 3 5 dspace MicroAutobox (1) (2) (3) [1] CHAN C C, WONG Y S. The state of art of electric vehicles[j]. Journal of Asian Electric Vehicles, 2004(2)
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