自励式缓速器关键技术研究
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摘要
自励式缓速器是一种新型的节能环保型车用缓速器,它集现代发电技术与车用电涡流制动技术于一体,将汽车行驶的惯性能量转化为电能,为缓速器提供制动所必需的励磁电流,克服了使用普通电涡流缓速器所带来的附加能耗问题。作为一种新型的车用缓速器,其发电性能的计算分析及其能否满足缓速器对励磁电流的要求、制动力矩计算与控制、转子温度场分布及其随时间变化规律等基础性研究相对落后。
自励式缓速器自身发电性能是制动力矩能否达到设计目标的关键因素。发电性能的分析离不开电磁场求解,文中建立了自励式缓速器发电装置瞬态电磁场方程、场路耦合方程及其空间与时间离散模型,利用有限元对其进行了求解,并对发电装置运行性能及其能否满足缓速器制动力矩对励磁电流的要求进行了计算分析。
制动力矩作为车用缓速器的一个主要设计目标,文中根据电磁感应定律和Maxwell理论详细推导了自励式缓速器制动功率、制动力矩计算公式；稀土永磁发电装置将汽车惯性能量转化为电能过程中,作用于转子的切向电磁力能够产生定的制动力矩,即电磁转矩,本文对计算电磁转矩的两种常用方法——磁通法和Maxwell张量法进行了阐述和比较。这些公式表示了缓速器制动功率、制动力矩与结构参数及使用参数的关系,为自励式缓速器的设计、性能分析奠定了理论基础。
自励式缓速器由于机械结构紧凑和复杂,结构散热设计尤为重要。研究转子温度场分布及其随时间变化规律不仅是自励式缓速器转子散热设计的理论基础,同时为基于转子温差及温差变化率的制动力矩闭环Fuzzy控制提供理论依据。文中建立了自励式缓速器转子瞬态温度场数学模型,确定了相关的边界条件,推导了内热源强度及深度计算公式,对瞬态温度场控制方程离散化、边界条件和源项处理及算法进行了详细阐述。利用有限元的方法研究了自励式缓速器转子瞬态温度场分布及转子外表面温度随时间的变化规律,分析了试验测试值与理论仿真之间的误差原因。
研究了自励式缓速器制动力矩的控制方法。当转子处于低温时,提出了以主制动器踏板压力信号为输入变量、以可控硅导电角为输出变量的制动力矩开环Fuzzy控制方法,以尽可能提供驾驶人员期望的制动力矩。关于转子高温问题,通常的处理方法是设计一个门限温度,超过这个门限则停止缓速器工作,避免高温膨胀导致的转子与定子之间的刮擦。但停止缓速器工作必然带来车辆前冲,尤其对于行驶在长距离下坡道路上的汽车。针对上述问题,提出了以转子温差及温差变化率为输入变量、以可控硅导电角变化量为输出变量的制动力矩闭环Fuzzy控制方法,实现了高温情况下对制动功率实时调整,避免了高温下因停止缓速器工作带来的车辆前冲问题。
自励式缓速器的安装使用改变了汽车原有的制动力分配。文中从制动力分配曲线、利用附着系数、附着效率分析了使用自励式缓速器对汽车制动稳定性的影响。根据ECE R13制动法规建立了主制动器制动力分配比与缓速器制动力之间的匹配关系,提出了安装车用自励式缓速器后汽车制动力分配比的优化设计方法。
The self-excited retarder is a kind of energy-saving retarder which integrates modern generation technology and eddy current braking technology. In the braking process, it could transform automotive inertial energy into electric energy and provide excitation current for the retarder unit by itself. So the self-excited retarder is free from additional energy consumption. As a new type retarder, however, some key technologies, such as generation performance, braking torque caculation and control, rotor temperature field distribution with time etc. are relatively backward.
Generation performance of a self-excited retarder determines whether the design goal of braking torque could be achieved. Transient electromagnetic field equation, field-circuit coupled equation and its discrete model about space and time were established and derived. On this basic, transient electromagnetic field of generation unit was caculated with Finite Element Method and the generation performance of a self-excited retarder was analyzed.
Braking torque as one of the most important design goals, the calculation formulae for braking power and braking torque are detailedly derived based on the Electromagnetic Induction Law and the Maxwell's Law. When automotive inertial energy was transformed into electric energy by generation unit, tangential electricomagnetic force (EMF) acting on the rotor would produce certain braking torque that is so-called electromagnetic torque. Flux method and Maxwell tention which are two common methods for caculating electricomagnetic torque were presented detailedly in paper. All above caculation formulae described the relation between braking power or braking torque and structural parameters of a self-excited retarder. And this would lay a theoretical foundation for the design and performance analization of a self-excited retarder.
Because the mechanical structure of a self-excited retareder is more complex than other eddy current retareder, thermal design is especially important. Study on rotor transient temperature field distribution and how it changes with time not only are the theoretical basis for thermal design but also provide reference for closed loop fuzzy control of the braking torque based on rotor temperature difference and temperature difference ratio. Rotor transient temperature field, as well as boundary condition, was modeled and the caculation formula of inner heat source intensity was derived from braking power. Based on these models and caculation formulae, rotor transient temperature field distribution and how it changes with time were obtained with Finite Element Method and the error causes between theoretical and experimental results were analyzed.
Control methods of a self-excited retarder braking torque were studied too. When rotor temperature is low, the main brake pedal pressure was taken as input variable and SCR conduction angle taken as output variable, controler would run at open loop fuzzy control model so as to provide as possible as the expected braking torque. As far as rotor high temperature is concerned, the usual processing method is to set up a threshold temperature. If rotor temperature is higher than the threshold, retarder would stop work so as to avoid possible scratch brought by high temperature expansion between rotor and stator. However, this would inevitablly lead to sudden acceleration and risk the road safty especially for a vehicle running on the long downhill mountain road. To this question, rotor temperature difference and temperature difference ratio were taken as input variables and SCR conduction angle variation was taken as output variable, closed loop fuzzy control would be selected if rotor temperature exceeds the threshold temperature. Fuzzy controllor would realtimely regulate SCR conduction angle variation and bifittingly reduce brake power, instead of simply stopping retarder work. So above sudden acceleration and risk would be avoided and road safty would be be greatly improved.
Practices have proved that retarder has changed the vehicle's existing braking force distribution. Impact on vehicle braking stability brought by retarder were analized from the braking force distribution, utilization adhesion coefficient and adhesion efficiency. Matching relation between the braking force distribution ratio and retarder braking force was studied based on the ECE_R13 Law and the optimal design of the braking force distribution ratio of a vehicle was put forward after installing retarder.
自励式缓速器自身发电性能是制动力矩能否达到设计目标的关键因素。发电性能的分析离不开电磁场求解,文中建立了自励式缓速器发电装置瞬态电磁场方程、场路耦合方程及其空间与时间离散模型,利用有限元对其进行了求解,并对发电装置运行性能及其能否满足缓速器制动力矩对励磁电流的要求进行了计算分析。
制动力矩作为车用缓速器的一个主要设计目标,文中根据电磁感应定律和Maxwell理论详细推导了自励式缓速器制动功率、制动力矩计算公式；稀土永磁发电装置将汽车惯性能量转化为电能过程中,作用于转子的切向电磁力能够产生定的制动力矩,即电磁转矩,本文对计算电磁转矩的两种常用方法——磁通法和Maxwell张量法进行了阐述和比较。这些公式表示了缓速器制动功率、制动力矩与结构参数及使用参数的关系,为自励式缓速器的设计、性能分析奠定了理论基础。
自励式缓速器由于机械结构紧凑和复杂,结构散热设计尤为重要。研究转子温度场分布及其随时间变化规律不仅是自励式缓速器转子散热设计的理论基础,同时为基于转子温差及温差变化率的制动力矩闭环Fuzzy控制提供理论依据。文中建立了自励式缓速器转子瞬态温度场数学模型,确定了相关的边界条件,推导了内热源强度及深度计算公式,对瞬态温度场控制方程离散化、边界条件和源项处理及算法进行了详细阐述。利用有限元的方法研究了自励式缓速器转子瞬态温度场分布及转子外表面温度随时间的变化规律,分析了试验测试值与理论仿真之间的误差原因。
研究了自励式缓速器制动力矩的控制方法。当转子处于低温时,提出了以主制动器踏板压力信号为输入变量、以可控硅导电角为输出变量的制动力矩开环Fuzzy控制方法,以尽可能提供驾驶人员期望的制动力矩。关于转子高温问题,通常的处理方法是设计一个门限温度,超过这个门限则停止缓速器工作,避免高温膨胀导致的转子与定子之间的刮擦。但停止缓速器工作必然带来车辆前冲,尤其对于行驶在长距离下坡道路上的汽车。针对上述问题,提出了以转子温差及温差变化率为输入变量、以可控硅导电角变化量为输出变量的制动力矩闭环Fuzzy控制方法,实现了高温情况下对制动功率实时调整,避免了高温下因停止缓速器工作带来的车辆前冲问题。
自励式缓速器的安装使用改变了汽车原有的制动力分配。文中从制动力分配曲线、利用附着系数、附着效率分析了使用自励式缓速器对汽车制动稳定性的影响。根据ECE R13制动法规建立了主制动器制动力分配比与缓速器制动力之间的匹配关系,提出了安装车用自励式缓速器后汽车制动力分配比的优化设计方法。
The self-excited retarder is a kind of energy-saving retarder which integrates modern generation technology and eddy current braking technology. In the braking process, it could transform automotive inertial energy into electric energy and provide excitation current for the retarder unit by itself. So the self-excited retarder is free from additional energy consumption. As a new type retarder, however, some key technologies, such as generation performance, braking torque caculation and control, rotor temperature field distribution with time etc. are relatively backward.
Generation performance of a self-excited retarder determines whether the design goal of braking torque could be achieved. Transient electromagnetic field equation, field-circuit coupled equation and its discrete model about space and time were established and derived. On this basic, transient electromagnetic field of generation unit was caculated with Finite Element Method and the generation performance of a self-excited retarder was analyzed.
Braking torque as one of the most important design goals, the calculation formulae for braking power and braking torque are detailedly derived based on the Electromagnetic Induction Law and the Maxwell's Law. When automotive inertial energy was transformed into electric energy by generation unit, tangential electricomagnetic force (EMF) acting on the rotor would produce certain braking torque that is so-called electromagnetic torque. Flux method and Maxwell tention which are two common methods for caculating electricomagnetic torque were presented detailedly in paper. All above caculation formulae described the relation between braking power or braking torque and structural parameters of a self-excited retarder. And this would lay a theoretical foundation for the design and performance analization of a self-excited retarder.
Because the mechanical structure of a self-excited retareder is more complex than other eddy current retareder, thermal design is especially important. Study on rotor transient temperature field distribution and how it changes with time not only are the theoretical basis for thermal design but also provide reference for closed loop fuzzy control of the braking torque based on rotor temperature difference and temperature difference ratio. Rotor transient temperature field, as well as boundary condition, was modeled and the caculation formula of inner heat source intensity was derived from braking power. Based on these models and caculation formulae, rotor transient temperature field distribution and how it changes with time were obtained with Finite Element Method and the error causes between theoretical and experimental results were analyzed.
Control methods of a self-excited retarder braking torque were studied too. When rotor temperature is low, the main brake pedal pressure was taken as input variable and SCR conduction angle taken as output variable, controler would run at open loop fuzzy control model so as to provide as possible as the expected braking torque. As far as rotor high temperature is concerned, the usual processing method is to set up a threshold temperature. If rotor temperature is higher than the threshold, retarder would stop work so as to avoid possible scratch brought by high temperature expansion between rotor and stator. However, this would inevitablly lead to sudden acceleration and risk the road safty especially for a vehicle running on the long downhill mountain road. To this question, rotor temperature difference and temperature difference ratio were taken as input variables and SCR conduction angle variation was taken as output variable, closed loop fuzzy control would be selected if rotor temperature exceeds the threshold temperature. Fuzzy controllor would realtimely regulate SCR conduction angle variation and bifittingly reduce brake power, instead of simply stopping retarder work. So above sudden acceleration and risk would be avoided and road safty would be be greatly improved.
Practices have proved that retarder has changed the vehicle's existing braking force distribution. Impact on vehicle braking stability brought by retarder were analized from the braking force distribution, utilization adhesion coefficient and adhesion efficiency. Matching relation between the braking force distribution ratio and retarder braking force was studied based on the ECE_R13 Law and the optimal design of the braking force distribution ratio of a vehicle was put forward after installing retarder.
引文
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