电动公交客车增程器开关控制策略和等效能耗最小化策略优化
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摘要
本文中旨在解决增程式电动公交客车单点恒温器能量管理策略下电量维持阶段油耗较高和锂电池组循环充放电深度较大等问题。首先对增程器开关控制策略和等效燃油消耗最小化策略(ECMS)进行优化和仿真验证,然后在增程式电动公交客车半实物仿真平台上进行了试验验证。结果表明:电量维持阶段,优化增程器开关控制策略后,增程式电动公交客车百公里油耗由原来的39. 1降至36. 23L,锂电池组循环充电系数由19. 8/100km降至13. 2/100km,分别降低了7. 3%和33. 3%,但增程器的起停次数有所增加。进一步采用优化的ECMS能量管理策略后,增程式电动公交客车百公里油耗再降至35. 22L,锂电池组循环充电系数进一步降至9. 9/100km,比原单点恒温器控制策略分别降低了9. 9%和50%。
This paper aims to solve the problem of high fuel consumption and large charge/discharge depth of lithium battery in charge sustain stage for the range-extended electric bus with single point on/off energy management strategy. Firstly the single-point on/off strategy and the equivalent fuel consumption minimum strategy( ECMS) are optimized and verified by simulation. Then a verification test is carried out on a semi-physical platform.The results show that in charge sustain stage,after single-point on/off strategy is optimized,the fuel consumption per 100 km reduces from original 39. 1L to 36. 23 L and the cycle charging factor of lithium battery reduces from19. 8/100 km to 13. 2/100 km,decreasing by 7. 3% and 33. 3% respectively; and with optimized ECMS,the fuel consumption per 100 km reduces again to 35. 22 L and cycle charging factor further reduces to 9. 9/100 km,lowering by 9. 9% and 50% respectively compared with the original single point on/off strategy.
This paper aims to solve the problem of high fuel consumption and large charge/discharge depth of lithium battery in charge sustain stage for the range-extended electric bus with single point on/off energy management strategy. Firstly the single-point on/off strategy and the equivalent fuel consumption minimum strategy( ECMS) are optimized and verified by simulation. Then a verification test is carried out on a semi-physical platform.The results show that in charge sustain stage,after single-point on/off strategy is optimized,the fuel consumption per 100 km reduces from original 39. 1L to 36. 23 L and the cycle charging factor of lithium battery reduces from19. 8/100 km to 13. 2/100 km,decreasing by 7. 3% and 33. 3% respectively; and with optimized ECMS,the fuel consumption per 100 km reduces again to 35. 22 L and cycle charging factor further reduces to 9. 9/100 km,lowering by 9. 9% and 50% respectively compared with the original single point on/off strategy.
引文
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[11]周维,张承宁,李军求.增程式电动车BL和CD-CS型最优能量管理策略比较研究[J].汽车工程,2016,38(12):1407-1414.
[12]邓涛,罗俊林,李军营,等.基于近似ECMS策略的HEV自适应规则能量管理控制研究[J].汽车工程,2017,39(6):607-614.
[13]林歆悠,孙冬野.基于ECMS混联式混合动力客车工况识别控制策略[J].湖南大学学报(自然科学版),2012,39(10):43-49.
[2]徐哲.我国电动汽车发展现状与对策研究[J].上海汽车,2006(5):6-9.
[3]胡平,张浩.基于用户接受度的增程式混合动力汽车控制策略研究[J].汽车工程学报,2011(6):455-463.
[4]欧阳明高,李建秋,杨福源,等.汽车新型动力系统:构型、建模与控制[M].北京:清华大学出版社,2008. 12.
[5]叶冬金.增程式电动车动力系统参数匹配及控制策略研究[D].长春:吉林大学,2012.
[6]闵海涛,叶冬金,于远彬.增程式电动汽车控制策略的优化[J].汽车工程,2014,36(8):899-903+943.
[7]曲晓冬,王庆年,于远彬.增程式电动车的APU控制策略的研究[J].汽车工程,2013,35(9):763-768.
[8]李哲.纯电动汽车磷酸铁锂电池性能研究[D].北京:清华大学,2011.
[9]重型混合动力电动汽车能量消耗量试验方法:GB 19754—2015[S].北京:中国标准出版社,2015.
[10]重型混合动力电动汽车能量消耗量试验方法:GB 19754—2005[S].北京:中国标准出版社,2015.
[11]周维,张承宁,李军求.增程式电动车BL和CD-CS型最优能量管理策略比较研究[J].汽车工程,2016,38(12):1407-1414.
[12]邓涛,罗俊林,李军营,等.基于近似ECMS策略的HEV自适应规则能量管理控制研究[J].汽车工程,2017,39(6):607-614.
[13]林歆悠,孙冬野.基于ECMS混联式混合动力客车工况识别控制策略[J].湖南大学学报(自然科学版),2012,39(10):43-49.