重度混合动力汽车油耗和排放综合控制策略研究
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摘要
混合动力汽车在模式切换过程中发动机频繁起停，造成排气温度和三元催化器蜂窝层温度下降，催化转化效率降低，影响其排放性能。混合动力汽车装备有发动机和电动机两个动力源，电动机辅助发动机进行转矩输出或者发电，可以在满足动力性要求的前提下对发动机工作点进行优化，为加快三元催化器起燃、降低发动机冷起动阶段的排放提供了更灵活的控制自由度；利用混合动力电动汽车上的大容量电池和高电压设备为三元催化器提供大功率的外接热源，也可以为解决冷起动阶段的排放问题提供一种新的解决方案。研究混合动力汽车油耗和排放、尤其是冷起动阶段三元催化器出口排放的综合控制，对于进一步提高油耗和排放水平具有重要的现实意义。
本文以某双离合器重度混合动力汽车为研究对象，以提高燃油经济性和改善冷起动阶段排放水平为研究目标，开展了混合动力汽车能量管理策略的优化设计，具体研究工作概括如下：
(1)建立了重度混合动力汽车整车动力学模型。以发动机平均值理论为基础，结合热力学定律，建立了计算发动机输出转矩、油耗与排放的发动机动力学模型和计算HC/CO催化转化效率的三元催化器动力学模型；在此基础之上，基于经典车辆纵向动力学理论，建立了在NEDC工况下AMT以经济性换挡规律进行换挡的整车冷起动排放仿真模型，并且分析了燃油补偿控制对空燃比和三元催化器效率的影响。
(2)建立了重度混合动力汽车油耗和排放多目标全局优化控制策略。首先建立了重度混合动力汽车油耗和排放综合控制数学模型，针对重度混合动力汽车在运行模式切换时发动机频繁起停的特点，在建立油耗模型时考虑了发动机起停的影响。然后依据Bellman最优性原理，将混合动力汽车在特定工况下的全局最优控制问题转化为一个单步、多阶段决策问题，采用动态规划算法建立递归方程并进行求解，得到最优控制量。最后将最优控制量在整车动力学模型中正向求解，得到最优状态变量和多目标函数的最优值。
(3)建立了重度混合动力汽车油耗和排放多目标实时控制策略。首先提出以加快三元催化器起燃为目的的能量管理模糊控制策略，通过提高发动机排气温度加快催化器起燃，改善冷起动阶段的排放。然后提出利用重度混合动力汽车的大功率电池对三元催化器进行加热以缩短其起燃时间的电加热控制策略，并计算了电加热型三元催化器EHCS(electrically heated catalyst system)冷起动阶段的蓄电池电量等效油耗，同时分析了EHCS电加热功率和安装位置对催化器温度、起燃时间、HC/CO排放量、等效油耗和整车运行模式的影响；最后依据庞特里亚金极小值原理，分别针对加速三元催化器起燃、降低油耗与三元催化器出口处排放两个不同的优化目标函数，依次应用时间最短控制和燃料最少控制方法，对目标泛函求极值以得到相应的最优控制策略，并且对制动、停机工况下的控制策略进行比较，以分析发动机起停优化控制对整车油耗和排放的影响。
(4)建立了重度混合动力汽车油耗和排放多目标随机最优控制策略。首先在对沿固定线路上采集到的实际车速进行分析的基础上，提出将实际路况等效为一段标准路况与白噪声随机干扰的叠加，从而将实际道路条件下的混合动力汽车油耗和排放的控制问题转化为标准路况条件下的随机白噪声干扰最优控制问题。然后以发动机油耗和三元催化器出口排放为多目标优化函数，建立了包含三元催化器温度状态的重度混合动力汽车二次型状态方程。最后采用随机线性二次型最优控制方法，对蓄电池SOC(state of charge)、车速、三元催化器温度和出口排放等实际状态进行卡尔曼滤波估计，以对电机功率和发动机功率等输出变量进行最优反馈，从而实现了重度混合动力汽车的油耗与排放优化控制。
(5)完成了重度混合动力传动系统台架实验。搭建了重度混合动力传动系统硬件在环实验台，基于MATLAB/Simulink/dSPACE仿真平台开发了相应数据采集与控制程序，实现了对被测试对象的数据采集及控制，完成了重度混合动力传动系统的行车充电等工况下的油耗和排放综合控制台架实验。实验结果验证了所建立的混合动力汽车仿真模型的正确性，也部分验证了所开发的控制策略的有效性。
The engine’s frequent start/stop of full hybrid vehicle dropped the temperature ofcatalytic converter and emission exhaust in urban driving cycle. As a result, thethree-way catalyst’s efficiency was lowered and the vehicle’s emission performance wasdecreased. Hybrid vehicle was equipped with two power sources, which were engineand electric motor. As an auxiliary power source, the motor can output or generatepower, which can optimize the engine’s operation under the premise of the powerrequirements. In this way, the increase of the three-way catalyst’s light-off was providedwith flexible measures in order to reduce the engine’s emission during cold start stage.The high-capacity batteries and high voltage facilities in hybrid electric vehiclessupplied the catalyst with high-power external heat source which offered a new solutionto decrease the emission. Therefore, the research of the integrated control strategy forthe hybrid vehicle’s fuel consumption and emission have important practicalsignificance for decreasing fuel consumption and emission exhaust furtherly, especiallythe emission during catalytic converter’s cold start stage.
The paper took the dual clutch full hybrid vehicle (DCFHV) as the object of study.In order to improve fuel economy and decrease emission during cold start, the energymanagement strategy had been designed and then optimized. The specific studies weresummarized as follows.
(1) The full hybrid vehicle’s mathematical model had been established. Both theengine model which can calculate torque and fuel consumption as well as emission, andthe three-way catalyst reflecting the catalytic efficiency had been established based onthe engine mean value theory and the thermodynamics law. Based on classic vehicle’slongitudinal driving dynamics, the model of vehicle’s cold start emission in NEDCdriving cycle had been established, which includes a mechanical automatic transmissionshifted by economy schedule.
(2) The multi-objective global optimization of the fuel consumption and emissionof hybrid vehicle had been proposed by means of dynamic programming algorithm. Themathematical model of optimal controller for full hybrid vehicle had been established.Focusing on the characteristic of the engine’s frequent start/stop when the DCFHEV’soperation modes changed, the additional fuel consumption caused by engine’s star/stopwas considered in the model. After that, the optimal control problem of the hybrid vehicle in the specific driving cycle was converted to a single-step, multi-stage decisionproblem. According to the Bellman principle, a recursive equation was created and thencalculated using the dynamic programming algorithm to obtain the optimum controller.Finally, the optimal control variables were transferred into the vehicle dynamic modelforwardly to obtain the optimal state variables and the optimal value of objectivefunction.
(3) The real-time control strategy for multi-objective optimization of hybridvehicle’s fuel consumption and emission had been established. In order to accelerate thecatalytic converter’s light-off, the fuzzy logic control strategy was presented. Controllercan reduce the cold start emission through improving the engine’s exhaust temperature.The electric heated control strategy which took advantage of the high power capacitybattery in hybrid vehicle to increase the catalytic converter’s light-off was proposed aswell. The equivalent fuel consumption of the battery in EHCS (electrically heatedcatalyst system) during cold-start was calculated. Some of the effects of EHCS’s heaterpower and location had been analyzed such as catalytic converter’s temperature andlight-off, HC/CO emission, equivalent fuel consumption and vehicle’s operating mode.In order to accelerate catalytic converter’s light-off and reduce fuel consumptionrespectively, the corresponding time shortest and fuel optimum control strategy wereapplied for different extrem objective function to obtain different optimum controlstrategy in according to the Pontryagin Minimum Principle.
(4) The multi-objective stochastic linear optimal control strategy for fuelconsumption and emission of hybrid vehicle was established. On the basis of analyzingthe data collected along a fixed road, the actual driving cycle was equivalent to thesuperposition of a standard driving cycle with white noise interference. Thus control offuel consumption and emission for hybrid vehicle under actual road condition wastransformed to the optimal control in a standard driving cycle interfered with randomwhite noise. The quadratic state equation of full hybrid vehicle with three-way catalyticconverter’s temperature status was created. The multi-objective optimization functionwhich consists of engine’s fuel consumption and catalytic converter’s outlet emissionwas solved by stochastic linear quadratic optimal control method. The battery SOC(state of charge), speed, the actual state of the catalytic converter’s temperature andoutlet’s emission was estimated by Kalman filter so as to the optimal feedback of motoror engine power and other output variables can be realized. The optimal control strategyof the fuel consumption and emission of hybrid vehicle can be achieved therefore.
(5) The tests of dual clutch full hybrid vehicle’s powertrain in test rig had beenaccomplished. The hardware-in-loop experiment test rig of the powertrain was set up.The test model based on the MATLAB/Simulink/dSPACE platform was founded andthe corresponding data acquisition and controller was developed. Some tests foroptimization of fuel consumption and emission in specific working mode such ascombined driving had been finished in the test rig. The accuracy and effectiveness of thesimulation and part of the control strategy of hybrid vehicle had been verified byexperiment results.
本文以某双离合器重度混合动力汽车为研究对象，以提高燃油经济性和改善冷起动阶段排放水平为研究目标，开展了混合动力汽车能量管理策略的优化设计，具体研究工作概括如下：
(1)建立了重度混合动力汽车整车动力学模型。以发动机平均值理论为基础，结合热力学定律，建立了计算发动机输出转矩、油耗与排放的发动机动力学模型和计算HC/CO催化转化效率的三元催化器动力学模型；在此基础之上，基于经典车辆纵向动力学理论，建立了在NEDC工况下AMT以经济性换挡规律进行换挡的整车冷起动排放仿真模型，并且分析了燃油补偿控制对空燃比和三元催化器效率的影响。
(2)建立了重度混合动力汽车油耗和排放多目标全局优化控制策略。首先建立了重度混合动力汽车油耗和排放综合控制数学模型，针对重度混合动力汽车在运行模式切换时发动机频繁起停的特点，在建立油耗模型时考虑了发动机起停的影响。然后依据Bellman最优性原理，将混合动力汽车在特定工况下的全局最优控制问题转化为一个单步、多阶段决策问题，采用动态规划算法建立递归方程并进行求解，得到最优控制量。最后将最优控制量在整车动力学模型中正向求解，得到最优状态变量和多目标函数的最优值。
(3)建立了重度混合动力汽车油耗和排放多目标实时控制策略。首先提出以加快三元催化器起燃为目的的能量管理模糊控制策略，通过提高发动机排气温度加快催化器起燃，改善冷起动阶段的排放。然后提出利用重度混合动力汽车的大功率电池对三元催化器进行加热以缩短其起燃时间的电加热控制策略，并计算了电加热型三元催化器EHCS(electrically heated catalyst system)冷起动阶段的蓄电池电量等效油耗，同时分析了EHCS电加热功率和安装位置对催化器温度、起燃时间、HC/CO排放量、等效油耗和整车运行模式的影响；最后依据庞特里亚金极小值原理，分别针对加速三元催化器起燃、降低油耗与三元催化器出口处排放两个不同的优化目标函数，依次应用时间最短控制和燃料最少控制方法，对目标泛函求极值以得到相应的最优控制策略，并且对制动、停机工况下的控制策略进行比较，以分析发动机起停优化控制对整车油耗和排放的影响。
(4)建立了重度混合动力汽车油耗和排放多目标随机最优控制策略。首先在对沿固定线路上采集到的实际车速进行分析的基础上，提出将实际路况等效为一段标准路况与白噪声随机干扰的叠加，从而将实际道路条件下的混合动力汽车油耗和排放的控制问题转化为标准路况条件下的随机白噪声干扰最优控制问题。然后以发动机油耗和三元催化器出口排放为多目标优化函数，建立了包含三元催化器温度状态的重度混合动力汽车二次型状态方程。最后采用随机线性二次型最优控制方法，对蓄电池SOC(state of charge)、车速、三元催化器温度和出口排放等实际状态进行卡尔曼滤波估计，以对电机功率和发动机功率等输出变量进行最优反馈，从而实现了重度混合动力汽车的油耗与排放优化控制。
(5)完成了重度混合动力传动系统台架实验。搭建了重度混合动力传动系统硬件在环实验台，基于MATLAB/Simulink/dSPACE仿真平台开发了相应数据采集与控制程序，实现了对被测试对象的数据采集及控制，完成了重度混合动力传动系统的行车充电等工况下的油耗和排放综合控制台架实验。实验结果验证了所建立的混合动力汽车仿真模型的正确性，也部分验证了所开发的控制策略的有效性。
The engine’s frequent start/stop of full hybrid vehicle dropped the temperature ofcatalytic converter and emission exhaust in urban driving cycle. As a result, thethree-way catalyst’s efficiency was lowered and the vehicle’s emission performance wasdecreased. Hybrid vehicle was equipped with two power sources, which were engineand electric motor. As an auxiliary power source, the motor can output or generatepower, which can optimize the engine’s operation under the premise of the powerrequirements. In this way, the increase of the three-way catalyst’s light-off was providedwith flexible measures in order to reduce the engine’s emission during cold start stage.The high-capacity batteries and high voltage facilities in hybrid electric vehiclessupplied the catalyst with high-power external heat source which offered a new solutionto decrease the emission. Therefore, the research of the integrated control strategy forthe hybrid vehicle’s fuel consumption and emission have important practicalsignificance for decreasing fuel consumption and emission exhaust furtherly, especiallythe emission during catalytic converter’s cold start stage.
The paper took the dual clutch full hybrid vehicle (DCFHV) as the object of study.In order to improve fuel economy and decrease emission during cold start, the energymanagement strategy had been designed and then optimized. The specific studies weresummarized as follows.
(1) The full hybrid vehicle’s mathematical model had been established. Both theengine model which can calculate torque and fuel consumption as well as emission, andthe three-way catalyst reflecting the catalytic efficiency had been established based onthe engine mean value theory and the thermodynamics law. Based on classic vehicle’slongitudinal driving dynamics, the model of vehicle’s cold start emission in NEDCdriving cycle had been established, which includes a mechanical automatic transmissionshifted by economy schedule.
(2) The multi-objective global optimization of the fuel consumption and emissionof hybrid vehicle had been proposed by means of dynamic programming algorithm. Themathematical model of optimal controller for full hybrid vehicle had been established.Focusing on the characteristic of the engine’s frequent start/stop when the DCFHEV’soperation modes changed, the additional fuel consumption caused by engine’s star/stopwas considered in the model. After that, the optimal control problem of the hybrid vehicle in the specific driving cycle was converted to a single-step, multi-stage decisionproblem. According to the Bellman principle, a recursive equation was created and thencalculated using the dynamic programming algorithm to obtain the optimum controller.Finally, the optimal control variables were transferred into the vehicle dynamic modelforwardly to obtain the optimal state variables and the optimal value of objectivefunction.
(3) The real-time control strategy for multi-objective optimization of hybridvehicle’s fuel consumption and emission had been established. In order to accelerate thecatalytic converter’s light-off, the fuzzy logic control strategy was presented. Controllercan reduce the cold start emission through improving the engine’s exhaust temperature.The electric heated control strategy which took advantage of the high power capacitybattery in hybrid vehicle to increase the catalytic converter’s light-off was proposed aswell. The equivalent fuel consumption of the battery in EHCS (electrically heatedcatalyst system) during cold-start was calculated. Some of the effects of EHCS’s heaterpower and location had been analyzed such as catalytic converter’s temperature andlight-off, HC/CO emission, equivalent fuel consumption and vehicle’s operating mode.In order to accelerate catalytic converter’s light-off and reduce fuel consumptionrespectively, the corresponding time shortest and fuel optimum control strategy wereapplied for different extrem objective function to obtain different optimum controlstrategy in according to the Pontryagin Minimum Principle.
(4) The multi-objective stochastic linear optimal control strategy for fuelconsumption and emission of hybrid vehicle was established. On the basis of analyzingthe data collected along a fixed road, the actual driving cycle was equivalent to thesuperposition of a standard driving cycle with white noise interference. Thus control offuel consumption and emission for hybrid vehicle under actual road condition wastransformed to the optimal control in a standard driving cycle interfered with randomwhite noise. The quadratic state equation of full hybrid vehicle with three-way catalyticconverter’s temperature status was created. The multi-objective optimization functionwhich consists of engine’s fuel consumption and catalytic converter’s outlet emissionwas solved by stochastic linear quadratic optimal control method. The battery SOC(state of charge), speed, the actual state of the catalytic converter’s temperature andoutlet’s emission was estimated by Kalman filter so as to the optimal feedback of motoror engine power and other output variables can be realized. The optimal control strategyof the fuel consumption and emission of hybrid vehicle can be achieved therefore.
(5) The tests of dual clutch full hybrid vehicle’s powertrain in test rig had beenaccomplished. The hardware-in-loop experiment test rig of the powertrain was set up.The test model based on the MATLAB/Simulink/dSPACE platform was founded andthe corresponding data acquisition and controller was developed. Some tests foroptimization of fuel consumption and emission in specific working mode such ascombined driving had been finished in the test rig. The accuracy and effectiveness of thesimulation and part of the control strategy of hybrid vehicle had been verified byexperiment results.
引文
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