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南京工程學(xué)院車輛工程系本科畢業(yè)設(shè)計(jì)（論文）
附錄A：英文資料
STEADY-STATE AND IDLE OPTIMIZATION OF INTERNAL COMBUSTION ENGINE CONTROL STRATEGIES FOR HYBRID ELECTRIC VEHICLES
Abstract：A novel steady-state optimization (SS0) of internal combustion engine (ICE) strategy is proposed to maximize the efficiency of the overall power train for hybrid electric vehicles, in which the ICE efficiency, the efficiencies of the electric motor (EM) and the energy storage device are all explicitly taken into account. In addition, a novel idle optimization of ICE strategy is implemented to obtain the optimal idle operating point of the ICE and corresponding optimal parking generation power of the EM using the view of the novel SSO of ICE strategy. Simulations results show that potential fuel economy improvement is achieved relative to the conventional one which only optimized the ICE efficiency by the novel SSO of ICE strategy and fuel consumption per voltage increment decreases a lot during the parking charge by the novel idle optimization of ICE strategy.
Key words：Hybrid electric vehicle Internal combustion engine Steady-state optimization Idle optimization Energy conversion
0 INTRODUCTION
Internal combustion engine (ICE) which runs at high efficiency operating points or regions [1] can effectively improve fuel economy in hybrid electric vehicles (HEVs). Steady-state optimization (SSO) of ICE can achieve this task by using the characteristic of the electric motor (EM). The SSO of ICE can maintain the voltage balance of the energy storage device [2], such as an ultra capacitor in this study. The process of SSO of ICE is that the ICE torque increases by widening the electric throttle, and the ICE speed keeps constant. The increment of ICE torque drives the EM to charge the ultra capacitor. Later, the energy stored in the ultra capacitor can be re-used to propel the vehicle during subsequent acceleration. The SSO of ICE increases its efficiency active charge. The questions that must be solved include: What is the optimal operating point of the ICE? What is the optimal generation power of the EM during the SSO of ICE?
The conventional SSO of ICE control strategy is based on optimizing the ICE’ efficiency. The main problem of the conventional strategy did not take the efficiencies of the others power station components into account, such as the EM and the ultra capacitor. When the power transfers among the overall power train, the power losses are severe.
During parking，if the ultra capacitor voltage is lower than certain level，the ICE cannot Autos top. The ICE has to run at the idle operating point and produce more power than that of the conventional idle to drive the EM to charge the ultra capacitor. Therefore, the problem of idle optimization of ICE is coming.
The current research has two aims: to formulate a novel SSO of ICE strategy to maximize the efficiency of the overall power train; to propose a novel idle optimization of ICE strategy to find the optimal idle operating point of the ICE and corresponding optimal parking generation power of the EM using the view of the novel SSO of ICE strategy.
1 SYSTEM CONFIGURATION
The configuration of a parallel (ISG) HEV is shown in Fig. 1.
Fig.1 Configuration of a parallel ISG HEV
，―Speed of ICE and EM
―Torque of ICE
―Power of ICE
The parameters of the vehicle and power train are shown in Table 1.
Table 1 Parameters of the vehicle and power train
Component
Parameter
Value
Vehicle
Mass of the vehicle m/kg
Drag coefficient CD
Frontal area A/m2
Tire radius r/m
Final drive ratio
Gearbox ratio
1300
0.335
1.8
0.19
4.31
3.18-0.70
ICE
Displacement V/L
Maximal power
1.5
62
EM
Maximal power
Base speed
6
1500
Ultra capacitor
Rated voltage U/V
Capability C/F
42
200
Because an ICE and an EM are connected via one single shaft, equals.
Fig. 1 shows that there are two vehicles. When the EM is used energy paths to propel the from an ultra capacitor charged earlier by the ICE [3].The efficiency of the power flow from the ICE to the EM that is used as a generator, to the ultra capacitor during charging, and then from the ultra capacitor during discharging, to the EM that is used as a motor has to be analyzed. The power losses are at least 15% for this specific ISG HEV
Frequently and quickly charging and discharging of the ultra capacitor can be used to improve fuel economy.
2 STEADY-STATE OPTIMIZATION
The characteristic of the 1.5 L gasoline engine is displayed in Fig. 2
Fig.2 Characteristics of the 1.5L gasoline engine
The solid and dotted curves represent the ICE torque with the maximal efficiency () and the maximal ICE torque (), respectively. Fig 2 shows that for a fixed, the specific fuel consumption of the ICE (b) decreases as increases until reaches. Unfortunately, it increases on the contrary when is above to.
The ICE operating point is directed to change from one to two, while keeping constant, shown in Fig. 2. Because of the power train capacity restriction, the maximal value of defined as is the minimal value of +and. is the maximal generation torque of the EM under .
3 IDLE OPTIMIZATION
For the SSO of ICE, The variable keeps constant. It is the problem of single parameter optimization, which is . Howe ever, for the idle optimization of ICE, it is the problem of two parameters optimization, which are and.
The method of the conventional idle optimization of ICE strategy is that lower ultra capacitor voltage is, the bigger ICE torque is. In addition, the idle speed () and torque () of the conventional strategy can be represented as
=c
Tidlepre=U1TmU1-U2×U-U20 Umin?U
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