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Research on Fast Matching Method of Power System Parameters of Parallel Hybrid Electric Vehicles
5th IFAC Conference on 5th IFAC Conference on 5th IFACand Conference onControl, Simulation and Modeling Engine Powertrain 5th IFAC Conference on Engine and Powertrain Control,20-22, Simulation and online Modeling Available at www.sciencedirect.com 5th IFACand Conference onControl, Engine Powertrain Simulation Modeling Changchun, China, September 2018 and 5th IFACand Conference onControl, Engine and Powertrain Control,20-22, Simulation and Modeling Modeling Changchun, China, September 2018 Engine Powertrain Simulation Changchun, China, September 20-22, 2018 and Engine and Powertrain Control,20-22, Simulation Changchun, China, 2018 Changchun, China, September September 20-22, 2018 and Modeling Changchun, China, September 20-22, 2018
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IFAC PapersOnLine 51-31 (2018) 11–14
Research on Fast Matching Method of Power System Parameters of Parallel Research on Fast Matching Method of Power System Parameters of Parallel Research on Fast Matching Method of Power System Parameters of Parallel Research on Fast Matching Method of Power System Parameters of Parallel Hybrid Electric Vehicles Hybrid Electric Vehicles Research on Fast Matching Method of Power System Parameters of Parallel Hybrid Electric Vehicles Hybrid Electric Vehicles Guo Bin*, Chen Hong*,Vehicles Song Dafeng** Hybrid Electric
Guo Bin*, Bin*, Chen Chen Hong*, Hong*, Song Song Dafeng** Dafeng** Guo Guo Chen Hong*, Hong*, Song Guo Bin*, Bin*, Chen Song Dafeng** Dafeng** Guo Bin*, Chen Hong*,Jilin Song Dafeng**,Changchun, * Mechanical Engineering Institute, University ** Mechanical Mechanical Engineering Engineering Institute, Institute, Jilin Jilin University University ,Changchun, ,Changchun, Jilin*China, (Tel:0086-431-85789186; e-mail: [email protected]). Mechanical Engineering Institute, Jilin University ,Changchun, * Mechanical Engineering Institute, Jilin University ,Changchun, Jilin China, (Tel:0086-431-85789186; e-mail: [email protected]). Jilin (Tel:0086-431-85789186; [email protected]). ***China, College of Automotive Engineering, JilinUniversity University ,Changchun, Mechanical Engineering Institute,e-mail: Jilin ,Changchun, Jilin China, (Tel:0086-431-85789186; e-mail: [email protected]). Jilin China, (Tel:0086-431-85789186; e-mail: [email protected]). ** College of Automotive Engineering, Jilin University ,Changchun, **China, College of Automotive Engineering, Jilin University ,Changchun, Jilin China, (Tel:13504410334; [email protected]). Jilin (Tel:0086-431-85789186; e-mail: [email protected]). ** of Engineering, Jilin ,Changchun, ** College College of Automotive Automotive Engineering, Jilin University University ,Changchun, Jilin China, China, (Tel:13504410334; e-mail: [email protected]). Jilin (Tel:13504410334; e-mail: [email protected]). ** College of Automotive Engineering, Jilin University ,Changchun, Jilin China, (Tel:13504410334; e-mail: [email protected]). Jilin China, (Tel:13504410334; e-mail: [email protected]). Jilin China, (Tel:13504410334; e-mail: [email protected]). Abstract: Aiming at the parameter matching problem of the single-shaft hybrid SUV power system Abstract: Aiming Aiming at at the the parameter parameter matching matching problem problem of of the the single-shaft single-shaft hybrid hybrid SUV SUV power power system system Abstract: whose engine power has been determined by problem the manufacturer, a fast matching method for dynamic Abstract: Aiming at the parameter matching of hybrid SUV system Abstract: Aiming at has the been parameter matching of the the single-shaft single-shaft hybrid method SUV power power system whose engine engine power has been determined by problem the manufacturer, manufacturer, a fast fast matching matching method for dynamic dynamic whose power determined by the a for component parameters based on determined automobile theory proposed. parameters of BSG motor, ISG Abstract: Aiming at has the parameter matching of the The single-shaft hybrid method SUV power system whose engine engine power been by problem the is manufacturer, a main fast matching matching for dynamic whose power has been determined by the manufacturer, a fast method for dynamic component parameters based on automobile theory is proposed. The main parameters of BSG motor, ISG component parameters based on automobile theory is proposed. The main parameters of BSG motor, ISG motor and power battery are obtained by matching. Then a joint simulation model is established based on whose engine power has been determined by the manufacturer, a fast matching method for dynamic component parameters based on automobile automobile theory is is proposed. The main parameters parameters of BSG BSG motor, motor, ISG component parameters based on theory proposed. The main of ISG motor and power battery are obtained by matching. Then a joint simulation model is established based on motor and power battery are obtained by matching. Then a joint simulation model is established based on Cruise and MATLAB/Simulink simulation software. The results of the joint simulation show that the component parameters based on automobile theory is proposed. The main parameters of BSG motor, ISG motor and and power battery are are obtained obtained by matching. matching. Then a joint joint simulation model is established established based on motor power battery by Then a simulation model is based on Cruise and MATLAB/Simulink simulation software. The results of the joint simulation show that the Cruise and MATLAB/Simulink simulation software. The results of the joint simulation show that the matched vehicle dynamics meet the design targets and the fuel economy is improved by more than 30%. motor power battery are obtained by matching. Then a joint simulation model is established based on Cruise and and MATLAB/Simulink simulation software. The results of the theis joint joint simulation show that the Cruise and MATLAB/Simulink simulation software. The results of simulation show that the matched vehicle dynamics meet the design targets and the fuel economy improved by more than 30%. matched vehicle dynamics meet the design targets and the economy improved by more thanthat 30%. Cruise and MATLAB/Simulink simulation software. Thefuel results of theis joint simulation show the matched vehicle dynamics meet the design targets and the fuel economy is improved by more than 30%. matched vehicle dynamics the design targets the fuel economy is improved by rights more than 30%. © 2018, IFAC (International Federation of Automatic Control) Hosting by Elsevier Ltd. All reserved. Keywords: Parallel Hybrid,meet Electric Vehicle, Powerand System, Parameter Engine. matched vehicle dynamics the design targets the fuel economymatching, is improved by more than 30%. Keywords: Parallel Hybrid, Electric Vehicle, Power System, Parameter matching, Engine. Keywords: Parallel Hybrid,meet Electric Vehicle, Powerand System, Parameter matching, Engine. Keywords: Parallel Hybrid, Hybrid, Electric Electric Vehicle, Vehicle, Power Keywords: Parallel Power System, System, Parameter Parameter matching, matching, Engine. Engine. Keywords: Parallel Hybrid, Electric Vehicle, Power System, Parameter matching, Engine. or the ISG motor alone or together on the basis of power 0. FOREWORD or the motor or or the ISG ISG (Zhou motor etalone alone or together together on on the the basis basis of of power power distribution al., 2016). 0. 0. FOREWORD FOREWORD or the the ISG ISG (Zhou motor etalone alone or together together on on the the basis basis of of power power or motor or distribution al., 2016). distribution (Zhou et al., 2016). 0. FOREWORD 0. FOREWORD the ISG (Zhou motor etalone or together on theBattery basis of power Parallel Hybrid Electric Vehicle (PHEV) has more driving or distribution al., 2016). Inverter distribution (Zhou et al., 2016). 0. FOREWORD + Parallel Hybrid Electric Vehicle has more driving Parallel Hybrid Electric Vehicle (PHEV) (PHEV) driving Inverter Battery 2016).~ == ++modes than series configuration cars andhas canmore adapt to a distribution (Zhou et al., Inverter Battery = Parallel Hybrid Electric Vehicle has more driving Parallel Hybrid Electric Vehicle (PHEV) (PHEV) has more driving modes than series configuration cars and can adapt to aa Inverter Battery ++-modes than series configuration cars and can adapt to ~~ == Inverter Battery Clutch variety of driving conditions. The engine can directly drive Parallel Hybrid Electric Vehicle (PHEV) has more driving modes of thandriving seriesconditions. configuration cars andcan candirectly adapt drive to aa Inverter Battery Clutch +-modes than series configuration cars and can adapt to variety The engine ~ = Clutch ~ variety of driving conditions. The engine can directly drive the vehicle during medium-high speed driving, resulting modes than seriesconditions. configuration cars and candirectly adapt drive to ina Clutch ~ variety of driving driving Thespeed engine can Clutch variety of conditions. The engine can directly drive the vehicle during medium-high driving, resulting in the vehicle during conditions. medium-high speed resulting in higher transmission efficiencyThe (Hohn etdriving, al., Atdrive the Clutch variety of driving engine can 2010). directly the vehicle vehicle during medium-high medium-high speed driving, resulting in the during speed driving, resulting in higher transmission efficiency (Hohn et al., 2010). At the higher transmission efficiency (Hohn et al., 2010). At the same time, the parallel configuration is simpler and easier to the vehicle during medium-high speed driving, resulting in highertime, transmission efficiency (Hohnis et et al., 2010). 2010). At the the higher transmission efficiency (Hohn al., At same the parallel configuration simpler and easier to same time, parallel configuration simpler andal., easier to control thanthe the hybrid configuration (Zeng et 2015) higher transmission efficiency (Hohnis et al., 2010). At the same time, the parallel configuration is simpler and easier to same time, the parallel configuration is simpler and easier to control than the hybrid configuration (Zeng et al., 2015) control than the hybrid configuration (Zeng et al., 2015) (Yang, 2015). same time, thethe parallel configuration is simpler andal., easier to Engine control than hybrid configuration (Zeng et 2015) control than the hybrid configuration (Zeng et al., 2015) (Yang, 2015). CVT Engine (Yang, 2015). Engine control than the hybrid configuration (Zeng et al., 2015) CVT (Yang, 2015). CVT Engine (Yang, 2015). a power system parameter matching method is ISG Motor In this paper, Engine CVT (Yang, 2015). aa power CVT ISG Motor In this paper, system parameter matching method is Engine ISG Motor In this paper, power system parameter matching method is proposed for athe single-shaft parallel configuration hybrid CVT ISG Motor In this paper, power system parameter matching method is ISG Motor In this paper, athe power system parameter matching method is proposed for single-shaft parallel configuration hybrid proposed for the single-shaft parallel configuration hybrid Sport Utility Vehicle(SUV),whose engine power has been ISG Motor In this paper, a power system parameter matching method is proposed for Vehicle(SUV),whose the single-shaft single-shaft parallel parallel configuration hybrid Fig. 1. Power system configuration of parallel hybrid SUV. proposed for the configuration hybrid Sport Utility engine power been Sport Utility engine powerofhas has been determined the single-shaft manufacturer. The parameters the key Fig. proposed forbyVehicle(SUV),whose the parallel configuration hybrid Fig. 1. 1. Power Power system system configuration configuration of of parallel parallel hybrid hybrid SUV. SUV. Sport Utility Utility Vehicle(SUV),whose engine powerofhas has been Sport Vehicle(SUV),whose engine power been determined by the manufacturer. The parameters the key determined by the manufacturer. The parameters of thebeen key Fig. 1. Power system configuration of parallel hybrid components of the electric drive system can be calculated Fig. 1. Power system configuration of parallel hybrid SUV. SUV. Sport Utility Vehicle(SUV),whose engine power has determined by by the manufacturer. The parameters of the key key determined the manufacturer. The parameters of the components of the electric drive system can be calculated Fig. 1. Power system configuration of parallel hybrid SUV. components of the manufacturer. electric drive The system can be of calculated 2. POWER SYSTERM PARAMETER MATCHING simply and quickly. The results of the joint simulation determined by the parameters the key components of the electric electric drive system system can be simulation calculated 2. POWER SYSTERM PARAMETER MATCHING components of the drive can be calculated simply and quickly. The results of the joint 2. POWER SYSTERM PARAMETER MATCHING simply and show quickly. Thematched results of thedynamics joint verification thatelectric the meet the components of the drive vehicle system can be simulation calculated 2. simply and quickly. The results of joint 2. POWER POWER SYSTERM SYSTERM PARAMETER PARAMETER MATCHING MATCHING simply and show quickly. Thematched resultsvehicle of the thedynamics joint simulation simulation verification that the meet the verification show that the matched vehicle dynamics meet the 2. POWER SYSTERM PARAMETER MATCHING design requirement and the fuel economy is also greatly simply and show quickly. Thematched resultsvehicle of thedynamics joint simulation 2.1 Design Specifications verification that the meet the verification show that the matched vehicle dynamics meet the design requirement and the fuel economy is also greatly design requirement the fuel vehicle economy is alsomeet greatly improved. 2.1 Design Design Specifications Specifications verification show thatand the matched dynamics the 2.1 design requirement design requirement and and the the fuel fuel economy economy is is also also greatly greatly 2.1 improved. improved. 2.1 Design Design Specifications Specifications design requirement and the fuel economy is also greatly The Design parallel hybrid SUV is developed based on the improved. 2.1 Specifications improved. The parallel hybrid is developed based on improved. 1. SYSTERM CONFIGURATION The parallel hybrid SUV SUV developed based on the the traditional configuration. The is engine and CVT parameters 1. The parallel parallel hybrid SUV SUV isengine developed based on the the 1. SYSTERM SYSTERM CONFIGURATION CONFIGURATION The hybrid is developed based on traditional configuration. The and CVT parameters traditional configuration. The engine and CVT parameters have been determined the partner company. Components 1.this SYSTERM CONFIGURATION The parallel hybrid by SUV isengine developed based on the SYSTERM CONFIGURATION traditional configuration. Thepartner and CVT CVT parameters The object of1. article is a single-axis parallel hybrid SUV traditional configuration. The engine and parameters have been determined by the company. Components have beentodetermined the company. SYSTERM The object of article single-axis parallel SUV that need be matchedby include: BSG motor and Components pulley speed traditional configuration. Thepartner engine and CVT parameters The objectwith of1.this this article is is aaCONFIGURATION single-axis parallel hybrid hybrid(CVT) SUV that haveneed beentodetermined determined by the partner company. Components equipped a Continuously Variable Transmission been by the partner company. Components be matched include: BSG motor and pulley The object objectwith of this this article is is aa single-axis single-axis parallel hybrid hybrid(CVT) SUV have that need to be matched include: BSG motor andparameters pulley speed speed The of article parallel SUV equipped a Continuously Variable Transmission ratio, ISG motor and power battery. The basic of have been determined by the partner company. Components equipped with a Continuously Variable Transmission (CVT) that need to be matched include: BSG motor and pulley (Fig. 1). By the is Belt Driven Starter Generator (BSG) The object ofcoupling this article a single-axis parallel hybrid(CVT) SUV ratio, that need tomotor be matched include: BSGThe motor andparameters pulley speed speed ISG and power battery. basic of equipped with a Continuously Continuously Variable Transmission ratio, ISG motor and power battery. The basic parameters of equipped with a Variable Transmission (CVT) (Fig. 1). By coupling the Belt Driven Starter Generator (BSG) the vehicle and the Vehicle design indicators are shown as that need to be matched include: BSGThe motor andparameters pulley speed (Fig. 1).with By coupling theinBelt Driven Starter Generator (BSG) the ISG and power motor a apulley front of the engine, the engine equipped with Continuously Variable Transmission (CVT) ratio, ISG motor motor andVehicle power battery. battery. The basic basic parameters of vehicle and the Vehicle design indicators indicators are shown shown of as (Fig. 1). 1).with By coupling theinBelt Belt Driven Starter Generator (BSG) ratio, the vehicle and the design are as (Fig. By coupling the Driven Starter Generator (BSG) motor a pulley front of the engine, the engine below (Table 1, Table 2). ratio, ISG motor and power battery. The basic parameters of motor a pulley inBelt front ofBehind the engine, the and engine vehicle and the Vehicle design indicators are shown as start/stop function canthe be realized. theGenerator engine the the (Fig. 1).with By coupling Driven Starter (BSG) the vehicle and the Vehicle design indicators are shown as below (Table 1, Table 2). motor with a pulley in front of the engine, the engine below (Table 1, Table 2). motor with a pulley in realized. front ofBehind the engine, the and engine start/stop function can be the engine the vehicle and the Vehicle design indicators are shown as start/stop can Starter be Behind the (ISG) engine and the below clutch, thefunction Integrated andofGenerator is the motor with a pulley in realized. front the engine, themotor engine below (Table (Table 1, 1, Table Table 2). 2). start/stop function can be realized. Behind the engine and the start/stop function can be realized. Behind the engine and the clutch, the Integrated Starter and Generator (ISG) motor is Table 1. Vehicle parameters below (Table 1, Table 2). clutch, the Integrated and Generator (ISG) motor is coupled with the engine All the the power is output to start/stop function can Starter becoaxially. realized. Behind engine and the Table 1. clutch, the Integrated Starter and Generator (ISG) motor is Table 1. Vehicle Vehicle parameters parameters clutch, the Integrated Starter and Generator (ISG) motor to is coupled with the engine coaxially. All the power is output coupled with the engine coaxially. All the power is output to TableAir 1. Vehicle Vehicle parameters parameters the wheels through the Starter CVT transmission (Zhao, 2014). clutch, the Integrated and Generator (ISG) motor to is Table 1. Frontal Main coupled with the engine coaxially. All the power is output coupled with the engine coaxially. All the(Zhao, power2014). is output to the wheels through the transmission Mass Frontal Final CVT TableAir 1. Vehicle parameters Main the wheels through the CVT CVT transmission (Zhao, 2014). Frontal Air Main coupled with the engine coaxially. All the power is output to area resistance reducer Final CVT Mass the wheels through the CVT transmission (Zhao, 2014). Mass Final CVT the wheels through the CVT transmission (Zhao, 2014). Frontal Air Main Thus, the parallel hybrid SUV can realize five main driving /kg ratio ratio Frontal Air Main resistance reducer area 2 area resistance reducer Mass Final CVT the wheels throughhybrid the CVT transmission (Zhao, 2014).driving /m2 coefficient efficiency Mass Final CVT ratio ratio /kg Thus, the parallel SUV can realize five main Frontal Air Main Thus, the parallel hybrid SUV can realize five main driving /kg ratio ratio area resistance reducer 2 modes, namely: pure electric motor, engine starting, engine area resistance reducer /m coefficient efficiency Mass Final CVT /m2 coefficient Thus, the the parallelpure hybrid SUVmotor, can realize realize five main driving driving /kg ratio efficiency ratio Thus, parallel hybrid SUV can five main /kg ratio ratio modes, namely: electric engine starting, engine area resistance reducer 2 modes, namely: pure electric motor, engine starting, engine 2165 2.543 0.384 6.08 0.92 0.4~2.32 /m coefficient efficiency operation(including engine-only mode(ICE), /m2 coefficient efficiency Thus, parallelpure hybrid SUVmotor, candrive realize five main enginedriving /kg ratio ratio modes,the namely: electric engine starting, engine 2165 2.543 0.384 6.08 0.92 0.4~2.32 modes, namely: pure electric motor, engine starting, engine operation(including engine-only drive mode(ICE), engine/m coefficient efficiency 2165 2.543 0.384 6.08 0.92 0.4~2.32 operation(including engine-only driveengine mode(ICE), enginedriven and electricity-generating(CHEV) , Engine and ISG modes, namely: pure electric motor, starting, engine 2165 2.543 0.384 6.08 0.92 0.4~2.32 operation(including engine-only drive drive mode(ICE), mode(ICE), engine2165 2.543 0.384 6.08 0.92 0.4~2.32 operation(including engine-only enginedriven and , Engine ISG driven and electricity-generating(CHEV) electricity-generating(CHEV) Engine and and ISG 2165 2.543 0.384 6.08 0.92 0.4~2.32 motor drive togetherengine-only (BHEV)) modes. In,, different driving operation(including drive mode(ICE), enginedriven and electricity-generating(CHEV) Engine and ISG driven and electricity-generating(CHEV) , Engine and ISG motor drive together (BHEV)) modes. In different driving motor drive together (BHEV)) modes. In different driving modes, it is necessary to control the cooperation of the engine driven and electricity-generating(CHEV) , Engine and ISG motor drive together (BHEV)) modes. In driving motor together to (BHEV)) modes. In different different modes, it control cooperation of engine modes,drive it is is necessary necessary control the the cooperation of the the driving engine motor drive together to (BHEV)) modes. In different driving modes, it is necessary to control the cooperation of the engine modes, it©is2018, necessary to control theFederation cooperation of the engine 2405-8963 IFAC (International of Automatic Control) Copyright IFAC 11 Hosting by Elsevier Ltd. All rights reserved. modes, it is2018 necessary to control the cooperation of the engine Copyright ©under 2018 responsibility IFAC 11 Control. Peer review© of International Federation of Automatic Copyright 2018 IFAC 11 Copyright © 2018 2018 IFAC IFAC 11 10.1016/j.ifacol.2018.10.003 Copyright © 11 Copyright © 2018 IFAC 11
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rated power and Peak power of BSG motor are 8 kW and 13 kW respectively. Table 2. Vehicle design indicators Maximum speed in 30 minutes 140km/h
Maximum gradebility
0~100km/h acceleration time
Improvement of economic performance
≥26%@24km/h
≤12s
≥20%
2.3 ISG Motor Parameter Matching The ISG motor is mainly used for auxiliary drive needs in low-speed pure electric driving and high speed or large acceleration. Therefore, the power of the ISG motor must be assisted to meet the dynamic requirements of the vehicle: the maximum speed required when driving, the required power at the maximum climbing grade, and the accelerated demand power per-hundred kilometers is as in (3)
2.2 BSG motor and pulley parameter matching
Pv max (
The BSG motor is used to realize the idle start and stop of the engine and the power generation function during driving. Therefore, the peak power of the BSG motor should meet the power requirement for starting the engine. Meanwhile the high-efficiency section is matched with the engine to improve work efficiency.
2 I e ne + Tef 60
According to (3), when the vehicle is operating at the maximum speed of 140 km/h, the total demand power is 54.5 kW. At the same time, the target speed ratio of the CVT transmission at the highest speed needs to be calculated: the engine works on the best power curve to meet the vehicle power demand, and the engine can work at the maximum power when the ratio of the speed ratio is 0.56.
(1)
Where Tm _ bsg is the BSG motor peak torque (Nm), I e is the engine crankshaft inertia (kg·m2), ne is the engine Engine
In summary, when the vehicle is operating at the maximum speed, the total required power is 54.5 kW, the engine provides 54.5 kW, the ISG motor provides 0 kW.
speed (r/min), Tef is the drag torque when dragging the engine (Nm).
According to the characteristics of the engine, the maximum torque is 4000 rpm. However, considering that the ISG motor's high efficiency zone matches the engine, its rated speed is limited to 1500~3000 rpm. Therefore, the speed of the engine and ISG motor is controlled to 3000 rpm during climbing. At this time, the engine can provide 137 Nm of torque, can be obtained by the theory of the car, when the engine speed is 3000 rpm, CVT is the maximum speed ratio of 2.32, the corresponding speed is 27.3 km/h. According to the climbing speed and the torque of the CVT input shaft, the maximum climbing degree of the vehicle can be calculated as 26%. The maximum climbing grade corresponds to the required power is as in (4)
According to the engine mechanical power loss curve, the engine anti-torsion torque can be fitted and estimated. From the calculation results, when the engine speed increases to 1200 rpm within 0.3 s, the required torque is 61Nm and the motor peak torque provides a minimum of 61 Nm, and the rated speed is not less than the target speed. The engine and the BSG are coupled via a pulley. The product of the maximum speed of the BSG motor and the pulley speed ratio cannot be lower than the maximum engine speed 6000 rpm. Since the high efficiency area of the motor is usually located near the rated speed, the speed ratio between the maximum speed of the motor and the base speed is generally between 2 and 4, that is, when the maximum speed of the motor is 6000 rpm, the rated speed should not be less than 1500 rpm. In sum, the initial rated speed is 2000 rpm. Motor peak power calculation equation is as in (2)
Pmax = TM max NMb / 9549
(3)
Where g is the gravity acceleration (m/s2), vmax is the maximum speed (km/h), is the driveline efficiency (%).
When the BSG motor starts the engine, The torque relationship between them is as in (1)
Tm _ bsg
mgf r CD Avmax 2 vmax + ) 3600 76140
Pi max
Where
vi C Av 2 (mgf r cos + mg sin + D i ) 3600 21.15
(4)
vi is the uniform speed when climbing (km/h), is
the slope of the road (radian).
(2)
The total demand power of the vehicle when the vehicle is 27 % climbing at 27 km/h is 54 kW. The CVT speed ratio 2.32 is chosen and the engine is controlled to work at the maximum engine power corresponding to the current vehicle speed. The corresponding engine and ISG speed is 2963 rpm. At this point, the working power of engine and ISG motor are 8 kW and 13 kW respectively.
Where TM max is the motor's maximum drive torque (Nm),
N Mb is the motor base speed (r/min). Different speed ratios of the pulleys cause the BSG motor torque point to move. The speed ratio increases, the torque demand decreases, but the rotational speed demand increases. In combination with the existing motor conditions in the current market, choose a pulley speed ratio of 1.5 and the
From automotive theory (Yu, 2009), the need for acceleration time for the vehicle's drive power can be calculated as in (5) 12
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13
v2 v CD Avm3 1 tm ) (5) ( m m + mgf r m tm + 3600hbtm 7.2 1.5 21.15*2.5
voltage of the battery (V) respectively, U b is the average battery operating voltage (V).
Where Pt max is the corresponding power demand for
In summary, the matching results of the power battery parameters for the hybrid vehicle are shown as below (Table 3).
Pt max
automotive acceleration (kW), tm is the acceleration time (s),
vm is the acceleration speed at the end of the process (km/h).
Table 3. Selected Battery Parameter
According to the matching conditions, the total vehicle drive power for the 12 s acceleration to 100 km/h is 105 kW. According to the approximate change of the vehicle speed when the vehicle's limit is accelerating, and reasonably controlling the CVT ratio, the demand power of the engine and the motor are 80 kW and 25 kW respectively.
Continuous discharge power /kW 20 Capacity /Ah 6
Under the condition of half load, the vehicle's maximum speed simulation result can be obtained by setting the simulation speed of higher speed in Cruise(Fig. 2). The maximum speed of the vehicle can reach 179 km/h and the limit acceleration time of 0~100 km/h is 12 s approximately, As in Fig. 2. Under the condition of full load, the results obtained by setting gradually increasing speed and road slope conditions in Cruise (Fig. 3). It can clearly be seen the vehicle can travel on 27% climbing grade at 24km/h to meet the climbing performance index in Fig. 3.
Batteries are generally classified into two types: energy type and power type. Since the vehicle does not have a pure electric mileage requirement, the power battery is selected as a power type and its power demand is mainly considered when matching. The battery power level is related to the motor, that is, the output power of the battery must meet the power demand of the motor, as shown in (6)
Vehicle speed during rapid acceleration
(6)
200
Vehicle speed (km/h)
b m
Where m and b separately for motor and battery efficiency (%), take the empirical value as average 0.9. The steady state conditions (highest stable speed and maximum stable climbing) determine the motor rated power is 18kW, then the battery continuous discharge power demand may be 20 kW; according to the 0~100 km/h limit acceleration working conditions, the demand of the motor peak power is 28 kW Calculated, the battery short-time peak discharge power demand is about 30 kW.
Cci Pm cmV
Wbat = C Ub /1000
Simulation vehicle speed Target vehicle speed
150
100 X: 12.1 Y: 100
50
0
0
50
100
150
Time(s)
Fig. 2. Vehicle speed during rapid acceleration. CVT input torque(Nm) Speed(km/h) Solpe(%)
Maximum climbing simulation
The battery capacity is related to its maximum charge/discharge capacity. When the voltage level is determined, its capacity is inversely proportional to its maximum charge/discharge current, as shown in (7). According to the relationship between battery capacity and energy, the energy demand of the battery can be calculated as shown in (8) C = Cci I MAX =
1.728 Charge rate /C 10
On the basis of matching the parameters of the system components, using Cruise and MATLAB/Simulink simulation software to establish a joint simulation platform to verify the dynamic and economic performance of the vehicle.
2.4 Battery Parameter Matching
Pm
Power /kWh
3. CO-SIMULATION VERIFICATION
Comprehensive above the matching results of high speed, climbing, and acceleration conditions, It can be initially determined that the peak and rated power of ISG motor are 28 kW and 15 kW respectively, peak and rated torque are 90 Nm and 48 Nm respectively.
Pb =
Peak discharge power /kW 35 Discharge rate /C 20
(7)
30
X: 194.9 Y: 24.1
20
X: 194.9 Y: 27.1
10
Cycle target speed Actual speed Road slope
0 0 200
50
100
150
200
250
300
150 100 50 0
CVT input torque CVT maximum input torque 0
50
100
150
200
250
300
Time(s)
Fig. 3. Maximum climbing simulation results.
(8)
The vehicle driving mode is defined and the vehicle control algorithm is built on MATLAB/Simulink platform. In accordance with the requirements of the national standard,
Where Cci is the reciprocal of the maximum charge rate, and I MAX , V are the maximum discharge current (A) and 13
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the “Curb weight + 100 kg” is used to perform economic simulation under the NEDC cycle conditions. The simulation results of engine are as follows (Fig. 4, Fig. 5).
component parameters quickly and accurately, but also improve the dynamic performance of the vehicle to meet the requirements of design index and economic performance. Of course, the methods of the study also has certain limitations to be improved: The method in this paper is based on the determination of engine power, if the engine power needs to be determined, you must make some adjustments; In this paper, the efficiency of each component is simplified in the matching process, which will bring some deviation to the actual performance of the vehicle. REFERENCES Hohn, B. R., Pflaum, H., Lechner, C., and Other, (2010). Efficient CVT hybrid driveline with improved drivability. International Journal of Vehicle Design, 53(1-2), 70-88. Yang, N. (2015). Optimal design and dynamic control of dual planetary hybrid electric bus. Jilin University. Yu, Z. (2009). Automotive theory. Page 16 . CHINA MACHINE PRESS, Bei Jing. Zeng, X., Yang, N., Wang, J., and Other, (2015). Predictivemodel-based dynamic coordination control strategy for power-split hybrid electric bus. Mechanical Systems and Signal Processing, (60), 785-798. Zhao, X., (2014). Study on Energy Management Strategy for Plug-in Hybrid Electrical Vehicle with CVT. Chongqing University. Zhou, Y., Jia, J., Li, H., and Other, (2016). Economic Control Strategy for a Plug-in Hybrid Electric Vehicle Equipped with CVT. Journal of Hunan University(Natural Sciences), 43 (08):25-31.
Fig. 4. Location of engine operating points.
FUNDING
Fig. 5. Time distribution of engine operating points.
The author(s) disclosed receipt of the following finacial support fir the research authorship, and/or publication of this article: This work was financially supported by the National Key Research and Development Program (2018YFB010590 0).
As can be seen from the engine operating point distribution in the universal characteristic map (Fig. 4), under the control of the control strategy, Appropriate power ratings of ISG motor, as well as the adjustment of CVT speed ratio make the engine work in the high efficiency range usually(1000~3000 rpm, 40~120 Nm), and the time ratio exceeds 86 %. And most of the engine operating points are located in low-speed, medium-load efficiency areas(Fig. 5). This will greatly reduce the fuel consumption of vehicle. In addition, the SOC difference before and after simulation is very small, and the electric energy proportion is less than 1 %. The comprehensive fuel consumption according to the national standard is 5.82 L/100km, which can achieve a fuel saving rate of 31.5 % compared with 8.5 L/100km for a conventional car, resulting in a better economic performance. 4. CONCLUSIONS For parallel hybrid vehicles with single-axis parallel configuration, vehicle theory methods are used and parameters of other key components of the power system are matched based on the engine power required by the manufacturer. On this basis, a joint simulation model of Cruise and MATLAB/Simulink was built to verify the dynamic and economical simulation. The results show that the proposed matching method can not only obtain the main 14
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IFAC PapersOnLine 51-31 (2018) 11–14
Research on Fast Matching Method of Power System Parameters of Parallel Research on Fast Matching Method of Power System Parameters of Parallel Research on Fast Matching Method of Power System Parameters of Parallel Research on Fast Matching Method of Power System Parameters of Parallel Hybrid Electric Vehicles Hybrid Electric Vehicles Research on Fast Matching Method of Power System Parameters of Parallel Hybrid Electric Vehicles Hybrid Electric Vehicles Guo Bin*, Chen Hong*,Vehicles Song Dafeng** Hybrid Electric
Guo Bin*, Bin*, Chen Chen Hong*, Hong*, Song Song Dafeng** Dafeng** Guo Guo Chen Hong*, Hong*, Song Guo Bin*, Bin*, Chen Song Dafeng** Dafeng** Guo Bin*, Chen Hong*,Jilin Song Dafeng**,Changchun, * Mechanical Engineering Institute, University ** Mechanical Mechanical Engineering Engineering Institute, Institute, Jilin Jilin University University ,Changchun, ,Changchun, Jilin*China, (Tel:0086-431-85789186; e-mail: [email protected]). Mechanical Engineering Institute, Jilin University ,Changchun, * Mechanical Engineering Institute, Jilin University ,Changchun, Jilin China, (Tel:0086-431-85789186; e-mail: [email protected]). Jilin (Tel:0086-431-85789186; [email protected]). ***China, College of Automotive Engineering, JilinUniversity University ,Changchun, Mechanical Engineering Institute,e-mail: Jilin ,Changchun, Jilin China, (Tel:0086-431-85789186; e-mail: [email protected]). Jilin China, (Tel:0086-431-85789186; e-mail: [email protected]). ** College of Automotive Engineering, Jilin University ,Changchun, **China, College of Automotive Engineering, Jilin University ,Changchun, Jilin China, (Tel:13504410334; [email protected]). Jilin (Tel:0086-431-85789186; e-mail: [email protected]). ** of Engineering, Jilin ,Changchun, ** College College of Automotive Automotive Engineering, Jilin University University ,Changchun, Jilin China, China, (Tel:13504410334; e-mail: [email protected]). Jilin (Tel:13504410334; e-mail: [email protected]). ** College of Automotive Engineering, Jilin University ,Changchun, Jilin China, (Tel:13504410334; e-mail: [email protected]). Jilin China, (Tel:13504410334; e-mail: [email protected]). Jilin China, (Tel:13504410334; e-mail: [email protected]). Abstract: Aiming at the parameter matching problem of the single-shaft hybrid SUV power system Abstract: Aiming Aiming at at the the parameter parameter matching matching problem problem of of the the single-shaft single-shaft hybrid hybrid SUV SUV power power system system Abstract: whose engine power has been determined by problem the manufacturer, a fast matching method for dynamic Abstract: Aiming at the parameter matching of hybrid SUV system Abstract: Aiming at has the been parameter matching of the the single-shaft single-shaft hybrid method SUV power power system whose engine engine power has been determined by problem the manufacturer, manufacturer, a fast fast matching matching method for dynamic dynamic whose power determined by the a for component parameters based on determined automobile theory proposed. parameters of BSG motor, ISG Abstract: Aiming at has the parameter matching of the The single-shaft hybrid method SUV power system whose engine engine power been by problem the is manufacturer, a main fast matching matching for dynamic whose power has been determined by the manufacturer, a fast method for dynamic component parameters based on automobile theory is proposed. The main parameters of BSG motor, ISG component parameters based on automobile theory is proposed. The main parameters of BSG motor, ISG motor and power battery are obtained by matching. Then a joint simulation model is established based on whose engine power has been determined by the manufacturer, a fast matching method for dynamic component parameters based on automobile automobile theory is is proposed. The main parameters parameters of BSG BSG motor, motor, ISG component parameters based on theory proposed. The main of ISG motor and power battery are obtained by matching. Then a joint simulation model is established based on motor and power battery are obtained by matching. Then a joint simulation model is established based on Cruise and MATLAB/Simulink simulation software. The results of the joint simulation show that the component parameters based on automobile theory is proposed. The main parameters of BSG motor, ISG motor and and power battery are are obtained obtained by matching. matching. Then a joint joint simulation model is established established based on motor power battery by Then a simulation model is based on Cruise and MATLAB/Simulink simulation software. The results of the joint simulation show that the Cruise and MATLAB/Simulink simulation software. The results of the joint simulation show that the matched vehicle dynamics meet the design targets and the fuel economy is improved by more than 30%. motor power battery are obtained by matching. Then a joint simulation model is established based on Cruise and and MATLAB/Simulink simulation software. The results of the theis joint joint simulation show that the Cruise and MATLAB/Simulink simulation software. The results of simulation show that the matched vehicle dynamics meet the design targets and the fuel economy improved by more than 30%. matched vehicle dynamics meet the design targets and the economy improved by more thanthat 30%. Cruise and MATLAB/Simulink simulation software. Thefuel results of theis joint simulation show the matched vehicle dynamics meet the design targets and the fuel economy is improved by more than 30%. matched vehicle dynamics the design targets the fuel economy is improved by rights more than 30%. © 2018, IFAC (International Federation of Automatic Control) Hosting by Elsevier Ltd. All reserved. Keywords: Parallel Hybrid,meet Electric Vehicle, Powerand System, Parameter Engine. matched vehicle dynamics the design targets the fuel economymatching, is improved by more than 30%. Keywords: Parallel Hybrid, Electric Vehicle, Power System, Parameter matching, Engine. Keywords: Parallel Hybrid,meet Electric Vehicle, Powerand System, Parameter matching, Engine. Keywords: Parallel Hybrid, Hybrid, Electric Electric Vehicle, Vehicle, Power Keywords: Parallel Power System, System, Parameter Parameter matching, matching, Engine. Engine. Keywords: Parallel Hybrid, Electric Vehicle, Power System, Parameter matching, Engine. or the ISG motor alone or together on the basis of power 0. FOREWORD or the motor or or the ISG ISG (Zhou motor etalone alone or together together on on the the basis basis of of power power distribution al., 2016). 0. 0. FOREWORD FOREWORD or the the ISG ISG (Zhou motor etalone alone or together together on on the the basis basis of of power power or motor or distribution al., 2016). distribution (Zhou et al., 2016). 0. FOREWORD 0. FOREWORD the ISG (Zhou motor etalone or together on theBattery basis of power Parallel Hybrid Electric Vehicle (PHEV) has more driving or distribution al., 2016). Inverter distribution (Zhou et al., 2016). 0. FOREWORD + Parallel Hybrid Electric Vehicle has more driving Parallel Hybrid Electric Vehicle (PHEV) (PHEV) driving Inverter Battery 2016).~ == ++modes than series configuration cars andhas canmore adapt to a distribution (Zhou et al., Inverter Battery = Parallel Hybrid Electric Vehicle has more driving Parallel Hybrid Electric Vehicle (PHEV) (PHEV) has more driving modes than series configuration cars and can adapt to aa Inverter Battery ++-modes than series configuration cars and can adapt to ~~ == Inverter Battery Clutch variety of driving conditions. The engine can directly drive Parallel Hybrid Electric Vehicle (PHEV) has more driving modes of thandriving seriesconditions. configuration cars andcan candirectly adapt drive to aa Inverter Battery Clutch +-modes than series configuration cars and can adapt to variety The engine ~ = Clutch ~ variety of driving conditions. The engine can directly drive the vehicle during medium-high speed driving, resulting modes than seriesconditions. configuration cars and candirectly adapt drive to ina Clutch ~ variety of driving driving Thespeed engine can Clutch variety of conditions. The engine can directly drive the vehicle during medium-high driving, resulting in the vehicle during conditions. medium-high speed resulting in higher transmission efficiencyThe (Hohn etdriving, al., Atdrive the Clutch variety of driving engine can 2010). directly the vehicle vehicle during medium-high medium-high speed driving, resulting in the during speed driving, resulting in higher transmission efficiency (Hohn et al., 2010). At the higher transmission efficiency (Hohn et al., 2010). At the same time, the parallel configuration is simpler and easier to the vehicle during medium-high speed driving, resulting in highertime, transmission efficiency (Hohnis et et al., 2010). 2010). At the the higher transmission efficiency (Hohn al., At same the parallel configuration simpler and easier to same time, parallel configuration simpler andal., easier to control thanthe the hybrid configuration (Zeng et 2015) higher transmission efficiency (Hohnis et al., 2010). At the same time, the parallel configuration is simpler and easier to same time, the parallel configuration is simpler and easier to control than the hybrid configuration (Zeng et al., 2015) control than the hybrid configuration (Zeng et al., 2015) (Yang, 2015). same time, thethe parallel configuration is simpler andal., easier to Engine control than hybrid configuration (Zeng et 2015) control than the hybrid configuration (Zeng et al., 2015) (Yang, 2015). CVT Engine (Yang, 2015). Engine control than the hybrid configuration (Zeng et al., 2015) CVT (Yang, 2015). CVT Engine (Yang, 2015). a power system parameter matching method is ISG Motor In this paper, Engine CVT (Yang, 2015). aa power CVT ISG Motor In this paper, system parameter matching method is Engine ISG Motor In this paper, power system parameter matching method is proposed for athe single-shaft parallel configuration hybrid CVT ISG Motor In this paper, power system parameter matching method is ISG Motor In this paper, athe power system parameter matching method is proposed for single-shaft parallel configuration hybrid proposed for the single-shaft parallel configuration hybrid Sport Utility Vehicle(SUV),whose engine power has been ISG Motor In this paper, a power system parameter matching method is proposed for Vehicle(SUV),whose the single-shaft single-shaft parallel parallel configuration hybrid Fig. 1. Power system configuration of parallel hybrid SUV. proposed for the configuration hybrid Sport Utility engine power been Sport Utility engine powerofhas has been determined the single-shaft manufacturer. The parameters the key Fig. proposed forbyVehicle(SUV),whose the parallel configuration hybrid Fig. 1. 1. Power Power system system configuration configuration of of parallel parallel hybrid hybrid SUV. SUV. Sport Utility Utility Vehicle(SUV),whose engine powerofhas has been Sport Vehicle(SUV),whose engine power been determined by the manufacturer. The parameters the key determined by the manufacturer. The parameters of thebeen key Fig. 1. Power system configuration of parallel hybrid components of the electric drive system can be calculated Fig. 1. Power system configuration of parallel hybrid SUV. SUV. Sport Utility Vehicle(SUV),whose engine power has determined by by the manufacturer. The parameters of the key key determined the manufacturer. The parameters of the components of the electric drive system can be calculated Fig. 1. Power system configuration of parallel hybrid SUV. components of the manufacturer. electric drive The system can be of calculated 2. POWER SYSTERM PARAMETER MATCHING simply and quickly. The results of the joint simulation determined by the parameters the key components of the electric electric drive system system can be simulation calculated 2. POWER SYSTERM PARAMETER MATCHING components of the drive can be calculated simply and quickly. The results of the joint 2. POWER SYSTERM PARAMETER MATCHING simply and show quickly. Thematched results of thedynamics joint verification thatelectric the meet the components of the drive vehicle system can be simulation calculated 2. simply and quickly. The results of joint 2. POWER POWER SYSTERM SYSTERM PARAMETER PARAMETER MATCHING MATCHING simply and show quickly. Thematched resultsvehicle of the thedynamics joint simulation simulation verification that the meet the verification show that the matched vehicle dynamics meet the 2. POWER SYSTERM PARAMETER MATCHING design requirement and the fuel economy is also greatly simply and show quickly. Thematched resultsvehicle of thedynamics joint simulation 2.1 Design Specifications verification that the meet the verification show that the matched vehicle dynamics meet the design requirement and the fuel economy is also greatly design requirement the fuel vehicle economy is alsomeet greatly improved. 2.1 Design Design Specifications Specifications verification show thatand the matched dynamics the 2.1 design requirement design requirement and and the the fuel fuel economy economy is is also also greatly greatly 2.1 improved. improved. 2.1 Design Design Specifications Specifications design requirement and the fuel economy is also greatly The Design parallel hybrid SUV is developed based on the improved. 2.1 Specifications improved. The parallel hybrid is developed based on improved. 1. SYSTERM CONFIGURATION The parallel hybrid SUV SUV developed based on the the traditional configuration. The is engine and CVT parameters 1. The parallel parallel hybrid SUV SUV isengine developed based on the the 1. SYSTERM SYSTERM CONFIGURATION CONFIGURATION The hybrid is developed based on traditional configuration. The and CVT parameters traditional configuration. The engine and CVT parameters have been determined the partner company. Components 1.this SYSTERM CONFIGURATION The parallel hybrid by SUV isengine developed based on the SYSTERM CONFIGURATION traditional configuration. Thepartner and CVT CVT parameters The object of1. article is a single-axis parallel hybrid SUV traditional configuration. The engine and parameters have been determined by the company. Components have beentodetermined the company. SYSTERM The object of article single-axis parallel SUV that need be matchedby include: BSG motor and Components pulley speed traditional configuration. Thepartner engine and CVT parameters The objectwith of1.this this article is is aaCONFIGURATION single-axis parallel hybrid hybrid(CVT) SUV that haveneed beentodetermined determined by the partner company. Components equipped a Continuously Variable Transmission been by the partner company. Components be matched include: BSG motor and pulley The object objectwith of this this article is is aa single-axis single-axis parallel hybrid hybrid(CVT) SUV have that need to be matched include: BSG motor andparameters pulley speed speed The of article parallel SUV equipped a Continuously Variable Transmission ratio, ISG motor and power battery. The basic of have been determined by the partner company. Components equipped with a Continuously Variable Transmission (CVT) that need to be matched include: BSG motor and pulley (Fig. 1). By the is Belt Driven Starter Generator (BSG) The object ofcoupling this article a single-axis parallel hybrid(CVT) SUV ratio, that need tomotor be matched include: BSGThe motor andparameters pulley speed speed ISG and power battery. basic of equipped with a Continuously Continuously Variable Transmission ratio, ISG motor and power battery. The basic parameters of equipped with a Variable Transmission (CVT) (Fig. 1). By coupling the Belt Driven Starter Generator (BSG) the vehicle and the Vehicle design indicators are shown as that need to be matched include: BSGThe motor andparameters pulley speed (Fig. 1).with By coupling theinBelt Driven Starter Generator (BSG) the ISG and power motor a apulley front of the engine, the engine equipped with Continuously Variable Transmission (CVT) ratio, ISG motor motor andVehicle power battery. battery. The basic basic parameters of vehicle and the Vehicle design indicators indicators are shown shown of as (Fig. 1). 1).with By coupling theinBelt Belt Driven Starter Generator (BSG) ratio, the vehicle and the design are as (Fig. By coupling the Driven Starter Generator (BSG) motor a pulley front of the engine, the engine below (Table 1, Table 2). ratio, ISG motor and power battery. The basic parameters of motor a pulley inBelt front ofBehind the engine, the and engine vehicle and the Vehicle design indicators are shown as start/stop function canthe be realized. theGenerator engine the the (Fig. 1).with By coupling Driven Starter (BSG) the vehicle and the Vehicle design indicators are shown as below (Table 1, Table 2). motor with a pulley in front of the engine, the engine below (Table 1, Table 2). motor with a pulley in realized. front ofBehind the engine, the and engine start/stop function can be the engine the vehicle and the Vehicle design indicators are shown as start/stop can Starter be Behind the (ISG) engine and the below clutch, thefunction Integrated andofGenerator is the motor with a pulley in realized. front the engine, themotor engine below (Table (Table 1, 1, Table Table 2). 2). start/stop function can be realized. Behind the engine and the start/stop function can be realized. Behind the engine and the clutch, the Integrated Starter and Generator (ISG) motor is Table 1. Vehicle parameters below (Table 1, Table 2). clutch, the Integrated and Generator (ISG) motor is coupled with the engine All the the power is output to start/stop function can Starter becoaxially. realized. Behind engine and the Table 1. clutch, the Integrated Starter and Generator (ISG) motor is Table 1. Vehicle Vehicle parameters parameters clutch, the Integrated Starter and Generator (ISG) motor to is coupled with the engine coaxially. All the power is output coupled with the engine coaxially. All the power is output to TableAir 1. Vehicle Vehicle parameters parameters the wheels through the Starter CVT transmission (Zhao, 2014). clutch, the Integrated and Generator (ISG) motor to is Table 1. Frontal Main coupled with the engine coaxially. All the power is output coupled with the engine coaxially. All the(Zhao, power2014). is output to the wheels through the transmission Mass Frontal Final CVT TableAir 1. Vehicle parameters Main the wheels through the CVT CVT transmission (Zhao, 2014). Frontal Air Main coupled with the engine coaxially. All the power is output to area resistance reducer Final CVT Mass the wheels through the CVT transmission (Zhao, 2014). Mass Final CVT the wheels through the CVT transmission (Zhao, 2014). Frontal Air Main Thus, the parallel hybrid SUV can realize five main driving /kg ratio ratio Frontal Air Main resistance reducer area 2 area resistance reducer Mass Final CVT the wheels throughhybrid the CVT transmission (Zhao, 2014).driving /m2 coefficient efficiency Mass Final CVT ratio ratio /kg Thus, the parallel SUV can realize five main Frontal Air Main Thus, the parallel hybrid SUV can realize five main driving /kg ratio ratio area resistance reducer 2 modes, namely: pure electric motor, engine starting, engine area resistance reducer /m coefficient efficiency Mass Final CVT /m2 coefficient Thus, the the parallelpure hybrid SUVmotor, can realize realize five main driving driving /kg ratio efficiency ratio Thus, parallel hybrid SUV can five main /kg ratio ratio modes, namely: electric engine starting, engine area resistance reducer 2 modes, namely: pure electric motor, engine starting, engine 2165 2.543 0.384 6.08 0.92 0.4~2.32 /m coefficient efficiency operation(including engine-only mode(ICE), /m2 coefficient efficiency Thus, parallelpure hybrid SUVmotor, candrive realize five main enginedriving /kg ratio ratio modes,the namely: electric engine starting, engine 2165 2.543 0.384 6.08 0.92 0.4~2.32 modes, namely: pure electric motor, engine starting, engine operation(including engine-only drive mode(ICE), engine/m coefficient efficiency 2165 2.543 0.384 6.08 0.92 0.4~2.32 operation(including engine-only driveengine mode(ICE), enginedriven and electricity-generating(CHEV) , Engine and ISG modes, namely: pure electric motor, starting, engine 2165 2.543 0.384 6.08 0.92 0.4~2.32 operation(including engine-only drive drive mode(ICE), mode(ICE), engine2165 2.543 0.384 6.08 0.92 0.4~2.32 operation(including engine-only enginedriven and , Engine ISG driven and electricity-generating(CHEV) electricity-generating(CHEV) Engine and and ISG 2165 2.543 0.384 6.08 0.92 0.4~2.32 motor drive togetherengine-only (BHEV)) modes. In,, different driving operation(including drive mode(ICE), enginedriven and electricity-generating(CHEV) Engine and ISG driven and electricity-generating(CHEV) , Engine and ISG motor drive together (BHEV)) modes. In different driving motor drive together (BHEV)) modes. In different driving modes, it is necessary to control the cooperation of the engine driven and electricity-generating(CHEV) , Engine and ISG motor drive together (BHEV)) modes. In driving motor together to (BHEV)) modes. In different different modes, it control cooperation of engine modes,drive it is is necessary necessary control the the cooperation of the the driving engine motor drive together to (BHEV)) modes. In different driving modes, it is necessary to control the cooperation of the engine modes, it©is2018, necessary to control theFederation cooperation of the engine 2405-8963 IFAC (International of Automatic Control) Copyright IFAC 11 Hosting by Elsevier Ltd. All rights reserved. modes, it is2018 necessary to control the cooperation of the engine Copyright ©under 2018 responsibility IFAC 11 Control. Peer review© of International Federation of Automatic Copyright 2018 IFAC 11 Copyright © 2018 2018 IFAC IFAC 11 10.1016/j.ifacol.2018.10.003 Copyright © 11 Copyright © 2018 IFAC 11
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rated power and Peak power of BSG motor are 8 kW and 13 kW respectively. Table 2. Vehicle design indicators Maximum speed in 30 minutes 140km/h
Maximum gradebility
0~100km/h acceleration time
Improvement of economic performance
≥26%@24km/h
≤12s
≥20%
2.3 ISG Motor Parameter Matching The ISG motor is mainly used for auxiliary drive needs in low-speed pure electric driving and high speed or large acceleration. Therefore, the power of the ISG motor must be assisted to meet the dynamic requirements of the vehicle: the maximum speed required when driving, the required power at the maximum climbing grade, and the accelerated demand power per-hundred kilometers is as in (3)
2.2 BSG motor and pulley parameter matching
Pv max (
The BSG motor is used to realize the idle start and stop of the engine and the power generation function during driving. Therefore, the peak power of the BSG motor should meet the power requirement for starting the engine. Meanwhile the high-efficiency section is matched with the engine to improve work efficiency.
2 I e ne + Tef 60
According to (3), when the vehicle is operating at the maximum speed of 140 km/h, the total demand power is 54.5 kW. At the same time, the target speed ratio of the CVT transmission at the highest speed needs to be calculated: the engine works on the best power curve to meet the vehicle power demand, and the engine can work at the maximum power when the ratio of the speed ratio is 0.56.
(1)
Where Tm _ bsg is the BSG motor peak torque (Nm), I e is the engine crankshaft inertia (kg·m2), ne is the engine Engine
In summary, when the vehicle is operating at the maximum speed, the total required power is 54.5 kW, the engine provides 54.5 kW, the ISG motor provides 0 kW.
speed (r/min), Tef is the drag torque when dragging the engine (Nm).
According to the characteristics of the engine, the maximum torque is 4000 rpm. However, considering that the ISG motor's high efficiency zone matches the engine, its rated speed is limited to 1500~3000 rpm. Therefore, the speed of the engine and ISG motor is controlled to 3000 rpm during climbing. At this time, the engine can provide 137 Nm of torque, can be obtained by the theory of the car, when the engine speed is 3000 rpm, CVT is the maximum speed ratio of 2.32, the corresponding speed is 27.3 km/h. According to the climbing speed and the torque of the CVT input shaft, the maximum climbing degree of the vehicle can be calculated as 26%. The maximum climbing grade corresponds to the required power is as in (4)
According to the engine mechanical power loss curve, the engine anti-torsion torque can be fitted and estimated. From the calculation results, when the engine speed increases to 1200 rpm within 0.3 s, the required torque is 61Nm and the motor peak torque provides a minimum of 61 Nm, and the rated speed is not less than the target speed. The engine and the BSG are coupled via a pulley. The product of the maximum speed of the BSG motor and the pulley speed ratio cannot be lower than the maximum engine speed 6000 rpm. Since the high efficiency area of the motor is usually located near the rated speed, the speed ratio between the maximum speed of the motor and the base speed is generally between 2 and 4, that is, when the maximum speed of the motor is 6000 rpm, the rated speed should not be less than 1500 rpm. In sum, the initial rated speed is 2000 rpm. Motor peak power calculation equation is as in (2)
Pmax = TM max NMb / 9549
(3)
Where g is the gravity acceleration (m/s2), vmax is the maximum speed (km/h), is the driveline efficiency (%).
When the BSG motor starts the engine, The torque relationship between them is as in (1)
Tm _ bsg
mgf r CD Avmax 2 vmax + ) 3600 76140
Pi max
Where
vi C Av 2 (mgf r cos + mg sin + D i ) 3600 21.15
(4)
vi is the uniform speed when climbing (km/h), is
the slope of the road (radian).
(2)
The total demand power of the vehicle when the vehicle is 27 % climbing at 27 km/h is 54 kW. The CVT speed ratio 2.32 is chosen and the engine is controlled to work at the maximum engine power corresponding to the current vehicle speed. The corresponding engine and ISG speed is 2963 rpm. At this point, the working power of engine and ISG motor are 8 kW and 13 kW respectively.
Where TM max is the motor's maximum drive torque (Nm),
N Mb is the motor base speed (r/min). Different speed ratios of the pulleys cause the BSG motor torque point to move. The speed ratio increases, the torque demand decreases, but the rotational speed demand increases. In combination with the existing motor conditions in the current market, choose a pulley speed ratio of 1.5 and the
From automotive theory (Yu, 2009), the need for acceleration time for the vehicle's drive power can be calculated as in (5) 12
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13
v2 v CD Avm3 1 tm ) (5) ( m m + mgf r m tm + 3600hbtm 7.2 1.5 21.15*2.5
voltage of the battery (V) respectively, U b is the average battery operating voltage (V).
Where Pt max is the corresponding power demand for
In summary, the matching results of the power battery parameters for the hybrid vehicle are shown as below (Table 3).
Pt max
automotive acceleration (kW), tm is the acceleration time (s),
vm is the acceleration speed at the end of the process (km/h).
Table 3. Selected Battery Parameter
According to the matching conditions, the total vehicle drive power for the 12 s acceleration to 100 km/h is 105 kW. According to the approximate change of the vehicle speed when the vehicle's limit is accelerating, and reasonably controlling the CVT ratio, the demand power of the engine and the motor are 80 kW and 25 kW respectively.
Continuous discharge power /kW 20 Capacity /Ah 6
Under the condition of half load, the vehicle's maximum speed simulation result can be obtained by setting the simulation speed of higher speed in Cruise(Fig. 2). The maximum speed of the vehicle can reach 179 km/h and the limit acceleration time of 0~100 km/h is 12 s approximately, As in Fig. 2. Under the condition of full load, the results obtained by setting gradually increasing speed and road slope conditions in Cruise (Fig. 3). It can clearly be seen the vehicle can travel on 27% climbing grade at 24km/h to meet the climbing performance index in Fig. 3.
Batteries are generally classified into two types: energy type and power type. Since the vehicle does not have a pure electric mileage requirement, the power battery is selected as a power type and its power demand is mainly considered when matching. The battery power level is related to the motor, that is, the output power of the battery must meet the power demand of the motor, as shown in (6)
Vehicle speed during rapid acceleration
(6)
200
Vehicle speed (km/h)
b m
Where m and b separately for motor and battery efficiency (%), take the empirical value as average 0.9. The steady state conditions (highest stable speed and maximum stable climbing) determine the motor rated power is 18kW, then the battery continuous discharge power demand may be 20 kW; according to the 0~100 km/h limit acceleration working conditions, the demand of the motor peak power is 28 kW Calculated, the battery short-time peak discharge power demand is about 30 kW.
Cci Pm cmV
Wbat = C Ub /1000
Simulation vehicle speed Target vehicle speed
150
100 X: 12.1 Y: 100
50
0
0
50
100
150
Time(s)
Fig. 2. Vehicle speed during rapid acceleration. CVT input torque(Nm) Speed(km/h) Solpe(%)
Maximum climbing simulation
The battery capacity is related to its maximum charge/discharge capacity. When the voltage level is determined, its capacity is inversely proportional to its maximum charge/discharge current, as shown in (7). According to the relationship between battery capacity and energy, the energy demand of the battery can be calculated as shown in (8) C = Cci I MAX =
1.728 Charge rate /C 10
On the basis of matching the parameters of the system components, using Cruise and MATLAB/Simulink simulation software to establish a joint simulation platform to verify the dynamic and economic performance of the vehicle.
2.4 Battery Parameter Matching
Pm
Power /kWh
3. CO-SIMULATION VERIFICATION
Comprehensive above the matching results of high speed, climbing, and acceleration conditions, It can be initially determined that the peak and rated power of ISG motor are 28 kW and 15 kW respectively, peak and rated torque are 90 Nm and 48 Nm respectively.
Pb =
Peak discharge power /kW 35 Discharge rate /C 20
(7)
30
X: 194.9 Y: 24.1
20
X: 194.9 Y: 27.1
10
Cycle target speed Actual speed Road slope
0 0 200
50
100
150
200
250
300
150 100 50 0
CVT input torque CVT maximum input torque 0
50
100
150
200
250
300
Time(s)
Fig. 3. Maximum climbing simulation results.
(8)
The vehicle driving mode is defined and the vehicle control algorithm is built on MATLAB/Simulink platform. In accordance with the requirements of the national standard,
Where Cci is the reciprocal of the maximum charge rate, and I MAX , V are the maximum discharge current (A) and 13
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the “Curb weight + 100 kg” is used to perform economic simulation under the NEDC cycle conditions. The simulation results of engine are as follows (Fig. 4, Fig. 5).
component parameters quickly and accurately, but also improve the dynamic performance of the vehicle to meet the requirements of design index and economic performance. Of course, the methods of the study also has certain limitations to be improved: The method in this paper is based on the determination of engine power, if the engine power needs to be determined, you must make some adjustments; In this paper, the efficiency of each component is simplified in the matching process, which will bring some deviation to the actual performance of the vehicle. REFERENCES Hohn, B. R., Pflaum, H., Lechner, C., and Other, (2010). Efficient CVT hybrid driveline with improved drivability. International Journal of Vehicle Design, 53(1-2), 70-88. Yang, N. (2015). Optimal design and dynamic control of dual planetary hybrid electric bus. Jilin University. Yu, Z. (2009). Automotive theory. Page 16 . CHINA MACHINE PRESS, Bei Jing. Zeng, X., Yang, N., Wang, J., and Other, (2015). Predictivemodel-based dynamic coordination control strategy for power-split hybrid electric bus. Mechanical Systems and Signal Processing, (60), 785-798. Zhao, X., (2014). Study on Energy Management Strategy for Plug-in Hybrid Electrical Vehicle with CVT. Chongqing University. Zhou, Y., Jia, J., Li, H., and Other, (2016). Economic Control Strategy for a Plug-in Hybrid Electric Vehicle Equipped with CVT. Journal of Hunan University(Natural Sciences), 43 (08):25-31.
Fig. 4. Location of engine operating points.
FUNDING
Fig. 5. Time distribution of engine operating points.
The author(s) disclosed receipt of the following finacial support fir the research authorship, and/or publication of this article: This work was financially supported by the National Key Research and Development Program (2018YFB010590 0).
As can be seen from the engine operating point distribution in the universal characteristic map (Fig. 4), under the control of the control strategy, Appropriate power ratings of ISG motor, as well as the adjustment of CVT speed ratio make the engine work in the high efficiency range usually(1000~3000 rpm, 40~120 Nm), and the time ratio exceeds 86 %. And most of the engine operating points are located in low-speed, medium-load efficiency areas(Fig. 5). This will greatly reduce the fuel consumption of vehicle. In addition, the SOC difference before and after simulation is very small, and the electric energy proportion is less than 1 %. The comprehensive fuel consumption according to the national standard is 5.82 L/100km, which can achieve a fuel saving rate of 31.5 % compared with 8.5 L/100km for a conventional car, resulting in a better economic performance. 4. CONCLUSIONS For parallel hybrid vehicles with single-axis parallel configuration, vehicle theory methods are used and parameters of other key components of the power system are matched based on the engine power required by the manufacturer. On this basis, a joint simulation model of Cruise and MATLAB/Simulink was built to verify the dynamic and economical simulation. The results show that the proposed matching method can not only obtain the main 14