3.2 實(shí)驗(yàn)結(jié)果與計(jì)算模型比較

試驗(yàn)臺(tái)的目的是由測(cè)功器傳遞到飛輪提供的運(yùn)動(dòng)能量證實(shí)數(shù)學(xué)模型,以及反過(guò)來(lái)控制齒輪箱齒圈的速度。這樣做,測(cè)功器的傳動(dòng)周期由三個(gè)加速一減速時(shí)間段組成。在每個(gè)時(shí)間段,唯制動(dòng)功率以運(yùn)動(dòng)能量?jī)?chǔ)存在飛輪內(nèi)。圖7(a)示試驗(yàn)由靜止起動(dòng), 而圖7(b)示相同的周期,但飛輪已經(jīng)起動(dòng)。

圖7 測(cè)功器速度ωDyna_exp、飛輪速度ωfw_exp和齒圈速度ωRing_exp的試驗(yàn)測(cè)量示(a)唯回收制動(dòng)和(b)全混合驅(qū)動(dòng)車(chē)輛運(yùn)行。破析線為用仿真作出的飛輪速度ωfw,底部線段表示為飛輪輔助加速的周期(FA),普通加速度(CA),回收制動(dòng)(RB)和常規(guī)制動(dòng)(CB).Fig.7 Experimental measurements of the speed ωDyna_expat the flywheel,and the speed ωRing_expat the ring showing(a)only regenerative braking and(b)full-hybrid-vehicle operation.The dashed curve corresponds to the speed ωfwat the flywheel predicted from the simulation.The segments on the pottom indicate the periods of flywheel-assisted acceleration(FA),conventional acceleration(CA),regenerative braking(RB),and conventional braking(CB).

第一試驗(yàn)?zāi)康?見(jiàn)圖7(a))是證實(shí)回收制動(dòng)原理：因而它進(jìn)行在飛輪由靜止至起動(dòng),測(cè)功器用馬達(dá)初始加速,用內(nèi)燃機(jī)模仿常規(guī)加速(時(shí)間段CA),以及用提供的回收制動(dòng)隨后制動(dòng)齒圈(時(shí)間段RB)。采用這種方法,飛輪由靜止位置加速到速度為45 rad/s,證實(shí)了采用PGS把運(yùn)動(dòng)能量由車(chē)輛傳遞到飛輪的工作原理。

試驗(yàn)提供的回收制動(dòng),利用一飛輪和PGS可以簡(jiǎn)單減速PGS的齒圈分支。

第二試驗(yàn)(圖7(b)所示)用來(lái)證實(shí)混合驅(qū)動(dòng)車(chē)輛的全工作循環(huán),它包括飛輪輔助加速、常規(guī)加速、回收制動(dòng)和常規(guī)制動(dòng)的各個(gè)時(shí)間段。該試驗(yàn)初始階段隨之飛輪已作343 rad/s(3280 r/m)轉(zhuǎn)速轉(zhuǎn)動(dòng),確保有足夠的能量來(lái)加速測(cè)功器,接著飛輪和測(cè)功器的之間能量傳遞采用整個(gè)機(jī)械混合驅(qū)動(dòng)模式來(lái)實(shí)現(xiàn)。

為了證實(shí)該計(jì)算機(jī)模型,測(cè)功器測(cè)出的轉(zhuǎn)矩和速度輸入計(jì)算機(jī)模型,進(jìn)行實(shí)驗(yàn)的全仿真。這些仿真包括PGS傳動(dòng)損失的估算以及風(fēng)阻和飛輪軸承損失。

圖7示飛輪計(jì)算的角速ωfw和實(shí)驗(yàn)角速度ωfw_exp由圖7(a)所示可見(jiàn),該裝置的計(jì)算模型有效仿真能量由測(cè)功器傳遞到飛輪,每次都采用回收制動(dòng)模式。明顯看到飛輪損失在裝置空檔工作也能正確表明。觀察圖7(b)可以看到,并在再次試驗(yàn)可看到相同的特性。在該情況,適當(dāng)模擬飛輪的加速和減速,每次能量?jī)?chǔ)存裝置在工作中。

因此一個(gè)滿意的數(shù)字仿真結(jié)果在兩低和高的飛輪速度由實(shí)驗(yàn)仿真來(lái)實(shí)現(xiàn),從而證實(shí)了該數(shù)學(xué)模型。

4 全尺寸機(jī)械混合驅(qū)動(dòng)車(chē)輛仿真

常規(guī)和兩型機(jī)械混合驅(qū)動(dòng)在市區(qū)和市區(qū)外道路進(jìn)行的車(chē)輛的計(jì)算機(jī)仿真,采用由Diego-Ayala[22]和North等[23]開(kāi)發(fā)的 Ford Focus Estale計(jì)算模型。在該模型中,穩(wěn)態(tài)發(fā)動(dòng)機(jī)特性線圖用發(fā)動(dòng)預(yù)熱修正。

評(píng)價(jià)在市區(qū)行駛工況下混合驅(qū)動(dòng)車(chē)輛,廣泛選擇三種駕駛周期：ECE周期[24],Artemis市區(qū)周期和Hyzem市區(qū)周期,其主要數(shù)據(jù)列于表2。

4.1 常規(guī)車(chē)輛模型

用于試驗(yàn)的車(chē)輛是1999年Ford Focus Estate 1.8 L渦輪增壓柴油機(jī)的模型,它的主要特性概括于表3。

4.2 混合驅(qū)動(dòng)車(chē)輛模型

4.2.1 唯制動(dòng)型混合驅(qū)動(dòng)車(chē)輛模型是把唯制動(dòng)裝置綜合在串聯(lián)的一個(gè)常規(guī)動(dòng)力系中獲得的。該混合驅(qū)動(dòng)車(chē)輛和其機(jī)械能儲(chǔ)存裝置的主要特性示于表4。該齒輪箱行星架和終傳動(dòng)間的效率值可以用式(31)算出,簡(jiǎn)單地作為常數(shù)。

PGS的效率線圖和飛輪損失如圖8所示,PGS的效率線圖是以報(bào)告現(xiàn)有的線圖為基礎(chǔ)開(kāi)發(fā)的,而飛輪的損失線圖則包括軸承的摩擦和風(fēng)阻損失,以Shah[18]進(jìn)行的試驗(yàn)為基礎(chǔ)開(kāi)發(fā)的。這些數(shù)值的變化作為運(yùn)轉(zhuǎn)動(dòng)態(tài)模擬。

表2 行駛過(guò)程主要參數(shù)Table 2 Main parameters of driving cycles

表3 Ford Focus技術(shù)條件Table 3 Specifications of the Ford Focus

表4 Ford Focus混合驅(qū)動(dòng)機(jī)械儲(chǔ)能裝置主要特性Table 4 Main characteristics of mechanical energy storage system for the hybrid Ford Focus

該混合驅(qū)動(dòng)車(chē)輛基于太陽(yáng)輪(飛輪)、齒圈和行星架(車(chē)輛)和終傳動(dòng)要求的轉(zhuǎn)矩運(yùn)行。

對(duì)混合驅(qū)動(dòng)車(chē)輛運(yùn)行的飛輪速度的影響與以下三個(gè)預(yù)定值有關(guān)：

(a)飛輪最大速度：飛輪最大安全運(yùn)轉(zhuǎn)速度;

(b)飛輪最低速度：低于該速度時(shí)飛輪將停止輔助加速;

(c)飛輪最小運(yùn)轉(zhuǎn)速度：飛輪啟動(dòng)車(chē)輛加速助動(dòng)前要求的最小速度。

這些參數(shù)的大小列于表5。

根據(jù)飛輪速度和混合驅(qū)動(dòng)裝置的工作狀況,要求開(kāi)和關(guān)發(fā)動(dòng)機(jī)。如果發(fā)動(dòng)機(jī)關(guān)閉,則用飛輪加速車(chē)輛,發(fā)動(dòng)機(jī)應(yīng)由起動(dòng)馬達(dá)起動(dòng)。因?yàn)檐?chē)輛的飛輪輔助加速發(fā)生在幾秒,控制系統(tǒng)應(yīng)有時(shí)間,在要求接替由飛輪的車(chē)輛推進(jìn)前起動(dòng)發(fā)動(dòng)機(jī)。

控制方案是只要飛輪在最低速度下轉(zhuǎn)動(dòng),發(fā)動(dòng)機(jī)要保持能量?jī)?chǔ)存裝置可僅在空檔或回收制動(dòng)模式下工作。發(fā)動(dòng)機(jī)可僅關(guān)閉一次,飛輪有足夠的能量可加速車(chē)輛(最低運(yùn)行速度),且該裝置在某一狀態(tài),可立刻在飛輪輔助加速模式內(nèi)運(yùn)行。

圖8 (a)飛輪損失和(b)PGS效率線圖Fig.8 Maps of(a)losses at the flywheel and(b)efficiency of the PGS

表5 混合驅(qū)動(dòng)Focus仿真值Table 5 Values for simulation of the hybrid Focus

4.2.2 CVT制動(dòng)型式混合驅(qū)動(dòng)模型

按汽車(chē)應(yīng)用的典型的CVTS設(shè)計(jì)CVT模型。輸出到該模型的輸入軸速比在0.4和2.5之間,它下降在典型極限值之內(nèi)[26-29]。CVT的工作和效率范圍用效率線圖(圖9)依據(jù)Soltic和Guzzella[29]提供的結(jié)果估算。該線圖是一干式帶變速器包括一液壓裝置的圖線。因效率是由要求的瞬時(shí)速比和轉(zhuǎn)矩求得,ηCVT值解式(27)作為混合驅(qū)動(dòng)車(chē)輛隨傳動(dòng)周期動(dòng)態(tài)變化。該CVT不可能在速比0.4至2.5以外運(yùn)轉(zhuǎn),除非它和離合器一起工作。對(duì)CVT零負(fù)荷損失不包括在該模型之內(nèi)。

圖9 相關(guān)于轉(zhuǎn)矩 TCVT_in/TCVT_max和速度ωCV T_out/ωCVT_in CVT模型的變速器效率線圖Fig.9 Variator efficiency map for CVT model correlating the torque TCVT_in/TCVT_max and velocity ωCVT_out/ωCVT_in

設(shè)計(jì)離合器的模型使作相似于常規(guī)離合器的改變,當(dāng)斷開(kāi)它時(shí),離合器兩邊可在任何方向自由轉(zhuǎn)動(dòng),同時(shí)不傳遞能量。當(dāng)它打滑時(shí),其一個(gè)元件將轉(zhuǎn)矩以相同方向作用在另一元件上,最后使其以相同速度轉(zhuǎn)動(dòng)。這種運(yùn)轉(zhuǎn)不要求特定的特性,因此,一濕式離合器足夠提供傳動(dòng)所要求的影響。離合器的效率與速比有關(guān),完全接合時(shí)效率可達(dá)0.98,還可作為屬于式(21)至(30)的機(jī)械部件。

4.3 仿真結(jié)果和討論

在市區(qū)Hyzem道路單純制動(dòng)和CVT制動(dòng)混合驅(qū)動(dòng)的性能見(jiàn)圖10(a)和(b)。

用檢視飛輪速度,證實(shí)作為驅(qū)動(dòng)車(chē)輛行星架(車(chē)輛)和飛輪之間的能量的周期性傳遞。該圖還表明飛輪用儲(chǔ)存的能量很短時(shí)間使車(chē)輛加速。推薦裝置性能趨向于作為驅(qū)動(dòng)車(chē)輛最大制動(dòng)回收能量。

表6列出采用常規(guī),單純制動(dòng)和CVT制動(dòng)車(chē)輛三種傳動(dòng)周期達(dá)到的燃油經(jīng)濟(jì)性以及車(chē)輛CO2的排放量[30]。預(yù)期采用常規(guī)車(chē)輛對(duì)所有傳動(dòng)周期達(dá)到最低的燃油消耗。而所有傳動(dòng)周期采用CVT制動(dòng)混合驅(qū)動(dòng)的燃油消耗高于單純制動(dòng)的混合驅(qū)動(dòng)。

表6列出對(duì)所有車(chē)輛和傳動(dòng)周期的能量損失分類。其中未表明的值表示它不能用于特殊的動(dòng)力系類型。

圖10 在Artemis市區(qū)道路(a)單純制動(dòng)混合驅(qū)動(dòng)車(chē)輛和(b)CVT制動(dòng)混合驅(qū)動(dòng)車(chē)輛的性能示飛輪速度ωfw和行星架速度ωC。圖中上部證實(shí)黑線表明發(fā)動(dòng)機(jī)工作(發(fā)動(dòng)機(jī)開(kāi)和關(guān))細(xì)破折線表示飛輪最大運(yùn)轉(zhuǎn)速度(上部),最小運(yùn)轉(zhuǎn)速度和最低速度(下方)Fig.10 Performance of(a)the brake-only hybrid and(b)the CVT-brake hybrid vehicles following the Artemis urban cycle,showing the speed ωfw of the flywheel and the speed ωCof the carrier.The solid thin black curve at the top of the figure illuslrates engine operation(engine on or off),while the dashed thin black lines refer to the flywheel maximum(upper),minimum operation and minimum(lower)speeds

對(duì)機(jī)械混合驅(qū)動(dòng)裝置明確給定控制方案,驅(qū)動(dòng)車(chē)輛時(shí)發(fā)動(dòng)機(jī)周期性開(kāi)關(guān),該給定的結(jié)果,與常規(guī)車(chē)輛相比較,不論車(chē)輛自身質(zhì)量大小都可降低燃油消耗。這樣改進(jìn)是由于制動(dòng)和關(guān)閉發(fā)動(dòng)機(jī)時(shí)回收了兩者的運(yùn)動(dòng)能量并再利用。

真實(shí)的結(jié)果建議混合驅(qū)動(dòng)車(chē)輛在要求頻繁停車(chē)的傳動(dòng)條件下(像在市區(qū)所碰到的工況)要達(dá)到最大的潛能,對(duì)于混合驅(qū)動(dòng)車(chē)輛制動(dòng)和采用飛輪加速時(shí),應(yīng)重復(fù)回收車(chē)輛運(yùn)動(dòng)能量,從而當(dāng)機(jī)械能量?jī)?chǔ)存裝置工作時(shí),為車(chē)輛關(guān)閉發(fā)動(dòng)機(jī)提供一個(gè)更好的機(jī)率。

在Artemis市區(qū)路面最大的燃油消耗發(fā)生于停車(chē)次數(shù)最多和多次減速如表6所示。單純制動(dòng)混合驅(qū)動(dòng)對(duì)于該路面在油耗方面改進(jìn)11.3%,相反比較CVT—制動(dòng)裝置可預(yù)計(jì)節(jié)約25.7%。因回收制動(dòng)和輔助加速對(duì)于單純制動(dòng)型要求在齒圈加制動(dòng),考慮相當(dāng)?shù)哪芰繐p耗于摩擦元件。此外,機(jī)械能量?jī)?chǔ)存裝置僅在制動(dòng)PGS齒圈下工作,故其可工作性大大降低。

如表6所示,在CVT—制動(dòng)型因采用CVT對(duì)PGS齒圈提供了必需的轉(zhuǎn)矩,減少了PGS的齒圈損失。并在相同時(shí)間用它作為一傳動(dòng)部件。該CVT還增加機(jī)械能量?jī)?chǔ)存裝置的可工作性,作為PGS齒圈或者減速或者加速的功能。CVT在裝置中的優(yōu)點(diǎn)顯然包括由常規(guī)制動(dòng)散熱固定降低,更重要的固定增加了能量?jī)?chǔ)存裝置的工作時(shí)間,大大地增加了發(fā)動(dòng)機(jī)的關(guān)閉時(shí)間。

此外,能量?jī)?chǔ)存裝置工作初始加速時(shí),最重要的作為飛輪可提供比發(fā)動(dòng)機(jī)更大的功率,該作用有益于混合驅(qū)動(dòng)裝置,因?yàn)橛娠w輪獲得高的功率,證實(shí)發(fā)動(dòng)機(jī)尺寸降低,它甚至進(jìn)一步增加混合驅(qū)動(dòng)裝置的長(zhǎng)處。

因此,本研究的結(jié)論是在一常規(guī)車(chē)輛中安裝機(jī)械能量?jī)?chǔ)存裝置傾向于改善燃油經(jīng)濟(jì)性和減少排放,但車(chē)輛是被驅(qū)動(dòng),傳動(dòng)道路大大影響了其性能。然而,如果驅(qū)動(dòng)型式是典型的市區(qū)行駛工況,例如為低的平均速度和連續(xù)停車(chē),它將增加混合驅(qū)動(dòng)車(chē)輛的總效率和減少排放。但為避免CVT—制動(dòng)型混合驅(qū)動(dòng)的功率再循環(huán),CVT的工作限制PGS齒圈的周期為負(fù),影響裝置可工作的多數(shù)周期。識(shí)別該裝置的優(yōu)化作為進(jìn)一步改進(jìn)機(jī)械混合驅(qū)動(dòng)動(dòng)力系的可能機(jī)率。

表6 對(duì)于常規(guī)單一制動(dòng)混合驅(qū)動(dòng)和CVT一制動(dòng)混合驅(qū)動(dòng)車(chē)輛仿真結(jié)果和能量損失分類Table 6 Simulation and breakdown of energy losses for the conventional,brake-only hybrid,and CVT-brake hybrid vehicles

5 結(jié)論

已經(jīng)闡述了機(jī)械儲(chǔ)存能量裝置的工作原理和其工作原理在試驗(yàn)臺(tái)架上的試驗(yàn)。它已經(jīng)證實(shí)了該部件可以收集和儲(chǔ)存并提供要求的能量,對(duì)混合驅(qū)動(dòng)車(chē)輛提供該技術(shù)的可能性。

該裝置計(jì)算模型已經(jīng)由試驗(yàn)結(jié)果證實(shí),并且已表明,它是評(píng)價(jià)混合驅(qū)動(dòng)動(dòng)力系上能量?jī)?chǔ)存裝置性能的一個(gè)合適工具。一常規(guī)車(chē)輛和兩不同類型的機(jī)械混合驅(qū)動(dòng)車(chē)輛的性能的數(shù)字仿真已經(jīng)用該模型進(jìn)行。

在Artemis市區(qū)路面單純制動(dòng)型燃油經(jīng)濟(jì)性改進(jìn)11.3%,CVT—制動(dòng)型改進(jìn)25.7%?？梢钥吹交旌向?qū)動(dòng)裝置這樣的工具對(duì)在繁忙交通狀況行駛的車(chē)輛是良好適合的,因?yàn)轭l繁停車(chē)和起動(dòng)對(duì)能量的回收和再利用是有利的。

一個(gè)特別吸引人的特點(diǎn)是能很容易使一個(gè)通常的動(dòng)力系調(diào)整到混合驅(qū)動(dòng)的性能。和混合驅(qū)動(dòng)其他形式不同,這種混合驅(qū)動(dòng)車(chē)輛可以由對(duì)一通常的動(dòng)力系簡(jiǎn)單地加一機(jī)械能量?jī)?chǔ)存裝置獲得。因此,混合驅(qū)動(dòng)裝置也可以認(rèn)為是一個(gè)‘bolt-on'混合驅(qū)動(dòng)。對(duì)推薦的設(shè)計(jì)已經(jīng)作無(wú)成本的分析,然而像其機(jī)械部件的成本一樣將實(shí)際上低于現(xiàn)代在HEVS中采用的電子部件。(谷雨譯自 Proc.IMechE 2008 Vol.222 Part6 D：J.Automotile Engineering)

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附 錄

APPENDIX

符號(hào)

Notation

A,B 行星傳動(dòng)速度變量variables for the speed of the planetary gear set

CVT 無(wú)級(jí)變速器continuously variable transmission

GRC_CVT主輸入軸至無(wú)級(jí)變速器的速比gear ratio of the main input shaft to the continuously variable transmission

GRC_fd主輸入軸至終傳動(dòng)速比gear ratio of the main input shaft to the final drive

GRR_CVT齒圈至無(wú)級(jí)變速器速比gear ratio of the ring to the continuously variable transmission

Ifw飛輪慣量inertia of the flywheel

PGS 行星齒輪傳動(dòng)planetary gear set

R1,2,R2分別在雙排行星齒輪裝置內(nèi)1和2級(jí)齒圈的齒數(shù)number of teeth of the ring gear for stages 1 and 2 respectively in the double planetary gear set

S1,2,S2分別雙排行星齒輪裝置內(nèi)1和2級(jí)太陽(yáng)輪齒數(shù)number of teeth of the sun gear for stages 1 and 2 respectively in the double planetary gear set

TC行星架轉(zhuǎn)矩torque in the carrier

TC_CVT無(wú)級(jí)變速器輸出轉(zhuǎn)矩torque in the output of the continuously variable transmission

TClutch_in離合器輸入轉(zhuǎn)矩torque in the input of the clutch

TClutch_out離合器輸出轉(zhuǎn)矩torque in the output of the clutch

TCVT_in無(wú)級(jí)變速器輸入轉(zhuǎn)矩torque in the input of the continuously variable transmission

TCVT_out無(wú)級(jí)變速器輸出轉(zhuǎn)矩torque in the output of the continuously variable transmission

Tfd終傳動(dòng)軸轉(zhuǎn)矩torque in the final drive's shaft

Tfw_shaft飛輪軸轉(zhuǎn)矩torque in the flywheel's shaft

Tfw_loss飛輪轉(zhuǎn)矩?fù)p失torque loss at the flywheel

TR齒圈轉(zhuǎn)矩torque in the ring

TR_loss齒圈轉(zhuǎn)矩?fù)p失torque loss at the ring

TS太陽(yáng)輪轉(zhuǎn)矩torque in the sun

TS_loss太陽(yáng)輪轉(zhuǎn)矩?fù)p失torque loss at the sun

TShaft主輸入軸轉(zhuǎn)矩torque in the main input shaft

VRClutch離合器速比velocity ratio of the clutch

VRCVT無(wú)級(jí)變速器速比velocity ratio of the continuously variable transmission

Δt 仿真時(shí)間步階time step for the simulation

Δωfw已知時(shí)間段飛輪角速度變化change in the flywheel angular speed for a given time step

ηC_CVT無(wú)級(jí)變速器輸出和主輸入軸齒輪連接效率efficiency at the gear connection of the continuously variable transmission output and the main input shaft

ηC_fd主輸入軸和終傳動(dòng)齒輪連接效率efficiency at the gear connection of the main input shaft and the final drive

ηClutch離合器效率efficiency at the clutch

ηCVT無(wú)級(jí)變速器效率efficiency at the continuously variable transmission

ηGB行星齒輪傳動(dòng)效率efficiency of the planetary gear set

ηR_CVT齒圈和無(wú)級(jí)變速器連接效率efficiency at the connection ofthe ring and the continuously variable transmission

ωC行星架角速度angular speed of the carrier

ωClutch_in離合器輸入角速度angular speed of the input of the clutch

ωClutch_out離合器輸出角速度angular speed of the output of the clutch

ωCVT_in無(wú)級(jí)變速器輸入角速度angular speed of the input of the continuously variable transmission

ωCVT_out無(wú)級(jí)變速器輸出角速度angular speed of the output of the continuously variable transmission

ωDyna_exp測(cè)功儀角速度試驗(yàn)值experimental value of the dynamometer's angular speed

ωfd終傳動(dòng)角速度angular speed of the final drive

ωfw 飛輪平均角速度average flywheel angular speed

ωfw_exp 飛輪角速度試驗(yàn)值experimental value of the flywheel's angular speed

ωR齒圈角速度angular speed of the ring

ωRing_exp 齒圈角速度試驗(yàn)值experimental value of the ring's angular speed

ωS太陽(yáng)輪角速度angular speed of the sun