纯电动客车动力总成控制策略研究
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摘要
电动汽车是解决能源危机和环境污染问题较为有效的途径，但续驶里程一直制约着电动汽车的普及和发展，提高续驶里程最直接的方法是研制高性能的储能装置，提高能量利用率。但是能量存储技术在短期内很难有突破性的提高，因此解决续驶里程问题最有效的方法是在现有车载储能技术的基础上提高能量利用率。电动汽车能量传递的载体是动力总成，因此研究开发高性能、高效率、高可靠性的动力总成是提高能量利用率、解决纯电动汽车续驶里程短较为有效的途径。本文以电动汽车工程项目“纯电动汽车试验车研究”和“增程式重型商用车关键技术研究及产业化”为依托，开发高性能、高效率的纯电动客车动力总成及控制系统，本文的主要研究工作包括：
（1）驾驶员驾驶意图识别。本文考虑到电动汽车与传统汽车的驾驶差异性，在制定电动汽车动力总成控制策略时，应考虑驾驶员操作电动汽车过程中的舒适性和习惯性，使得驾驶员驾驶意图在传统汽车和电动汽车上得到一致的反应，因此首先对驾驶员驾驶意图进行研究。根据驾驶员驾驶行为与驾驶意图的关系建立了第一层为驾驶员操作行为模型、第二层为驾驶员驾驶意图模型的双层隐形马尔科夫模型。然后根据道路试验获得不同驾驶行为和驾驶意图下的试验数据，运用Matlab工具分别对驾驶行为模型和驾驶意图模型进行离线训练和辨识验证。辨识结果表明：本文提出的基于双层隐形马尔科夫模型对驾驶员驾驶行为和驾驶意图识别的方法，具有准确率高、处理时间短、时效性强的优点。
（2）纯电动客车动力总成系统数学模型的建立。本文采用理论建模与试验建模相结合的方法建立了纯电动客车动力总成数学模型，对整车模型、踏板模型、电机模型、传动系统模型、车轮模型、蓄电池模型、超级电容模型、功率模块模型、液压制动系统模型、电机再生制动系统模型等进行了详细的分析研究，为动力总成控制系统的开发提供了可靠的仿真平台。
（3）蓄电池-超级电容双能量源主回路设计及控制策略研究。本文针对纯电动客车对能量源系统的要求，即起步、加速、爬坡时所需的大功率，长距离行驶所需的高能量，制动时所需的快速能量回收，设计了纯电动客车蓄电池-超级电容双能量源主回路。基于模糊自适应整定PID控制策略对主回路DC/DC变换器进行控制。最后对纯电动客车能量源及控制系统数学模型进行仿真，仿真结果表明：采用蓄电池-超级电容双能量源主回路能够满足纯电动客车对能量源系统的要求。
（4）纯电动客车动力总成驱动控制策略研究。本文考虑到纯电动客车运行环境复杂多变、难以预测、驾驶员驾驶意图随意性强等特点，针对纯电动客车驱动系统应满足精确控制车速、阻抗行驶阻力突变和适应不同驾驶习惯的要求，采用车速电流双闭环调速系统对纯电动客车驱动系统进行控制，其中采用模糊自适应整定PID控制策略对车速进行控制，采用Bang-Bang控制策略对电流进行控制，来满足纯电动客车驱动系统的要求。最后对纯电动客车动力总成驱动控制系统数学模型进行了仿真，仿真结果表明：采用车速电流双闭环调速系统能够在驱动过程中实现车速无静差和阻抗行驶阻力突变，使得控制系统具有良好的动、静态特性。
（5）纯电动客车动力总成制动控制策略研究。本文考虑到纯电动客车制动安全性和制动经济性的多目标共存，因此根据驾驶员驾驶意图和车速，应用多目标规划理论对复合制动系统中制动力分配策略进行了研究，同时考虑到前后轮制动器制动力分配比例、ECER13制动法规、滑移率、电机特性、储能装置特性、传动系统等因素的制约，使得纯电动客车复合制动系统能够实现在保证制动安全性的前提下最大限度的回收制动能量。最后在九种工况下对纯电动客车复合制动系统控制策略进行仿真，仿真结果表明：在各种工况下，液压制动系统和电机再生制动系统能够在控制策略作用下协调稳定的工作，达到制动安全性和经济性的双重要求。
（6）纯电动中型客车动力总成控制系统的设计与开发。本文基于FreescaleMC9S12DG128B单片机设计了主控制器；针对EUPEC FF800R12KF4型IGBT，基于CONCEPT2SD315AI芯片设计了IGBT驱动器，实现了主控制器对IGBT的驱动控制功能；针对纯电动客车仪表与传统汽车仪表在显示内容和使用功能等方面的差异性，基于MCGS嵌入式组态软件设计了一款纯电动客车智能仪表；最后遵循“软件工程”的设计思想，采用模块化设计方法，将动力总成控制系统软件分为管理层、任务层和功能层，并对各层程序进行设计实现。本文设计的动力总成控制系统能够满足纯电动中型客车复杂的运行环境，具有输出功率大、输出电流大、输出电压高、抗干扰能力强、响应速度快、跟随性好等优点，满足纯电动中型客车动力性、经济性、安全性、可靠性、舒适性等要求。
（7）纯电动客车整车性能试验研究。为了验证本文设计的纯电动客车动力总成控制系统的有效性和稳定性，本文根据国家标准要求和试验方法对自主研发的纯电动中型客车试验样车进行动力性、经济性以及制动性试验研究，试验结果表明：该车最高车速达到94.09km/h，续驶里程达到163km，制动性能良好，动力性、经济性和制动性均能够满足国家标准要求，并且能够满足普通中型客车的运行要求和使用条件，具有良好的普及意义和发展前景。
Electric vehicle (EV) is an effective way to solve the problems of energy crisis andenvironment pollution. However, driving mileage is a restriction to the popularity anddevelopment of EV. The best way to increase driving mileage is to study the energy storagedevice and improve energy utilization rate. In a short time, energy storage device can hardlymake a breakthrough. As a result, the best solution to increase driving mileage is to improvethe energy utilization rate on the basis of current vehicle energy storage technology. Thecarrier of energy transmission for EV is powertrain, so studying and developing thepowertrain of high performance is the best way to improve the energy utilization rate andsolve the problem of driving mileage for EV. The paper is based on the project of study onpure electric experiment vehicle and the study on key technology and industrialization forextended-range heavy commercial vehicle, which develops powertrain and control system ofhigh efficiency for pure electric bus. The main researches are as follows:
(1) Recognition of the driving intention. Driving comfort and habit should be consideredin the development of powertrain control strategy for EV due to driving differences betweenEV and traditional vehicle. So it is necessary to study on the driving intention to make surethat the responses to the same driving intention between EV and traditional vehicle areidentical. According to the relationship between driving behavior and driving intention, thepaper built as a double layer hidden markov model which first layer is the driving behaviormodel and the second layer is the driving intention model. And then the experiment data ofdifferent driving behavior and driving intention is achieved according to the road experiment.The driving behavior model and driving intention model is trained off line and identified withMatlab software, the result of which indicates that the recognition method of driving behaviorand driving intention based on double layer hidden markov model put forward in the paperhas the advantages of high accuracy, short process time and strong timeliness.
(2) The building of mathematical model of powertrain for pure electric bus. The buildingof mathematical model of powertrain for pure electric bus is based on detailed analysis andthe combination of theory modeling and reality modeling. Detailed studies were done on whole vehicle model, pedal model, motor model, transmission system model, wheel model,battery model, super capacitor model, power module model, hydraulic brake system modeland motor regenerative braking system model, all of which provide a reliable simulationplatform for the development of powertrain control system.
(3) The design and study on control strategy for main circuit of battery–super capacitordouble power source. Main circuit of battery–super capacitor double power source wasdesigned per the requirement of pure electric bus power source system, including high powerfor starting, acceleration and climbing, enough energy for long-distance driving and fastenergy regeneration during braking. To control the main circuit DC/DC converter based onthe fuzzy self-adaptive PID control strategies. Finally, the simulations of mathematical modelof the pure electric bus power source system and control system were done, the result ofwhich indicates that main circuit of battery–super capacitor double power source can meet thepower source system requirement of pure electric bus.
(4) The study of powertrain driving control strategy for pure electric bus. Consideringthe Complexity of environment, difficulty to foresee and driving randomness, regarding thepure electric bus driving system should meet the accurate control speed, impedance drivingresistance mutation and adapt to the requirements of different driving habits, thespeed-electric current double closed loop speed-adjusting system is used to control the drivingsystem of pure electric bus. In which fuzzy self-adaptive PID control strategy is used forspeed control, Bang-Bang control strategy is used for current control to meet the requirementof driving system for pure electric bus. Finally, the simulations of mathematical model of pureelectric bus powertrain driving control system was done, the result of which indicates thatspeed-electric current double closed loop speed-adjusting system can realize the floating ofvehicle speed as well as the sudden changing of impedance driving resistance during driving,which makes the control system in a good dynamic and static characteristics.
(5) The study of powertrain braking control strategy for pure electric bus. Consideringthe multi-objective coexistence of safety and economy during braking for pure electric bus, aresearch was done by applying multi-objective programming theory to study the braking force distribution strategy in composite braking system according to the driving intention and speed,while considering the restriction of distribution ratio of braking force upon front and rear,ECER13braking regulation, slip ratio, motor characteristic, energy storage characteristic andtransmission system, to ensure braking system of pure electric bus achieve the maximumrecycling brake energy under premise of safety. Finally, the simulation of control strategy ofcomposite braking system was done under nine operating mode, the result of which indicatesthat hydraulic braking system and motor regenerative braking system can work coordinatelyand steadily under the control strategy in various operating mode, and well meet the dualrequirement of safety and economy during braking.
(6) The design and development of powertrain control system for pure electric bus. Thedesign of primary controller is based on Freescale MC9S12DG128B singlechip, EUPECFF800R12KF4IGBT driver is based on CONCEPT2SD315AI chip, to achieving IGBTdriven and controlled by primary controller. For the differences exist in display and functionbetween the instrument of pure electric bus and traditional vehicle, an intelligent instrumentfor pure electric bus is designed based on MCGS embedded software. Following the softwareengineering design concept, the powertrain control system software is divided intomanagement layer, task layer and function layer with the design method of modularization.And then the program of each layer is designed. The powertrain control system designed inthe paper will meet complex driving condition for pure electric bus, with high output power,high output current, high output voltage, strong ant-interference ability, fast response andgood tacking characteristic, all of which will meet the requirement of pure electric bus withpower performance, economy, safety, reliability and comfortableness.
(7) The experiment study on pure electric bus performance. To verify the effectivenessand stability of powertrain control system for pure electric bus, the experimental research ofpower, economy and braking for independent research and development pure electric bus areconducted according to the national standard and experiment method, the results of whichindicate the maximum speed can reach to94.09km/h and the driving mileage to163km withan excellent braking performance. The power, economy and braking characteristics not only meet the national standard, but also meet the operational requirements of ordinarymedium-sized bus, which has a good universal significances and development prospects.
（1）驾驶员驾驶意图识别。本文考虑到电动汽车与传统汽车的驾驶差异性，在制定电动汽车动力总成控制策略时，应考虑驾驶员操作电动汽车过程中的舒适性和习惯性，使得驾驶员驾驶意图在传统汽车和电动汽车上得到一致的反应，因此首先对驾驶员驾驶意图进行研究。根据驾驶员驾驶行为与驾驶意图的关系建立了第一层为驾驶员操作行为模型、第二层为驾驶员驾驶意图模型的双层隐形马尔科夫模型。然后根据道路试验获得不同驾驶行为和驾驶意图下的试验数据，运用Matlab工具分别对驾驶行为模型和驾驶意图模型进行离线训练和辨识验证。辨识结果表明：本文提出的基于双层隐形马尔科夫模型对驾驶员驾驶行为和驾驶意图识别的方法，具有准确率高、处理时间短、时效性强的优点。
（2）纯电动客车动力总成系统数学模型的建立。本文采用理论建模与试验建模相结合的方法建立了纯电动客车动力总成数学模型，对整车模型、踏板模型、电机模型、传动系统模型、车轮模型、蓄电池模型、超级电容模型、功率模块模型、液压制动系统模型、电机再生制动系统模型等进行了详细的分析研究，为动力总成控制系统的开发提供了可靠的仿真平台。
（3）蓄电池-超级电容双能量源主回路设计及控制策略研究。本文针对纯电动客车对能量源系统的要求，即起步、加速、爬坡时所需的大功率，长距离行驶所需的高能量，制动时所需的快速能量回收，设计了纯电动客车蓄电池-超级电容双能量源主回路。基于模糊自适应整定PID控制策略对主回路DC/DC变换器进行控制。最后对纯电动客车能量源及控制系统数学模型进行仿真，仿真结果表明：采用蓄电池-超级电容双能量源主回路能够满足纯电动客车对能量源系统的要求。
（4）纯电动客车动力总成驱动控制策略研究。本文考虑到纯电动客车运行环境复杂多变、难以预测、驾驶员驾驶意图随意性强等特点，针对纯电动客车驱动系统应满足精确控制车速、阻抗行驶阻力突变和适应不同驾驶习惯的要求，采用车速电流双闭环调速系统对纯电动客车驱动系统进行控制，其中采用模糊自适应整定PID控制策略对车速进行控制，采用Bang-Bang控制策略对电流进行控制，来满足纯电动客车驱动系统的要求。最后对纯电动客车动力总成驱动控制系统数学模型进行了仿真，仿真结果表明：采用车速电流双闭环调速系统能够在驱动过程中实现车速无静差和阻抗行驶阻力突变，使得控制系统具有良好的动、静态特性。
（5）纯电动客车动力总成制动控制策略研究。本文考虑到纯电动客车制动安全性和制动经济性的多目标共存，因此根据驾驶员驾驶意图和车速，应用多目标规划理论对复合制动系统中制动力分配策略进行了研究，同时考虑到前后轮制动器制动力分配比例、ECER13制动法规、滑移率、电机特性、储能装置特性、传动系统等因素的制约，使得纯电动客车复合制动系统能够实现在保证制动安全性的前提下最大限度的回收制动能量。最后在九种工况下对纯电动客车复合制动系统控制策略进行仿真，仿真结果表明：在各种工况下，液压制动系统和电机再生制动系统能够在控制策略作用下协调稳定的工作，达到制动安全性和经济性的双重要求。
（6）纯电动中型客车动力总成控制系统的设计与开发。本文基于FreescaleMC9S12DG128B单片机设计了主控制器；针对EUPEC FF800R12KF4型IGBT，基于CONCEPT2SD315AI芯片设计了IGBT驱动器，实现了主控制器对IGBT的驱动控制功能；针对纯电动客车仪表与传统汽车仪表在显示内容和使用功能等方面的差异性，基于MCGS嵌入式组态软件设计了一款纯电动客车智能仪表；最后遵循“软件工程”的设计思想，采用模块化设计方法，将动力总成控制系统软件分为管理层、任务层和功能层，并对各层程序进行设计实现。本文设计的动力总成控制系统能够满足纯电动中型客车复杂的运行环境，具有输出功率大、输出电流大、输出电压高、抗干扰能力强、响应速度快、跟随性好等优点，满足纯电动中型客车动力性、经济性、安全性、可靠性、舒适性等要求。
（7）纯电动客车整车性能试验研究。为了验证本文设计的纯电动客车动力总成控制系统的有效性和稳定性，本文根据国家标准要求和试验方法对自主研发的纯电动中型客车试验样车进行动力性、经济性以及制动性试验研究，试验结果表明：该车最高车速达到94.09km/h，续驶里程达到163km，制动性能良好，动力性、经济性和制动性均能够满足国家标准要求，并且能够满足普通中型客车的运行要求和使用条件，具有良好的普及意义和发展前景。
Electric vehicle (EV) is an effective way to solve the problems of energy crisis andenvironment pollution. However, driving mileage is a restriction to the popularity anddevelopment of EV. The best way to increase driving mileage is to study the energy storagedevice and improve energy utilization rate. In a short time, energy storage device can hardlymake a breakthrough. As a result, the best solution to increase driving mileage is to improvethe energy utilization rate on the basis of current vehicle energy storage technology. Thecarrier of energy transmission for EV is powertrain, so studying and developing thepowertrain of high performance is the best way to improve the energy utilization rate andsolve the problem of driving mileage for EV. The paper is based on the project of study onpure electric experiment vehicle and the study on key technology and industrialization forextended-range heavy commercial vehicle, which develops powertrain and control system ofhigh efficiency for pure electric bus. The main researches are as follows:
(1) Recognition of the driving intention. Driving comfort and habit should be consideredin the development of powertrain control strategy for EV due to driving differences betweenEV and traditional vehicle. So it is necessary to study on the driving intention to make surethat the responses to the same driving intention between EV and traditional vehicle areidentical. According to the relationship between driving behavior and driving intention, thepaper built as a double layer hidden markov model which first layer is the driving behaviormodel and the second layer is the driving intention model. And then the experiment data ofdifferent driving behavior and driving intention is achieved according to the road experiment.The driving behavior model and driving intention model is trained off line and identified withMatlab software, the result of which indicates that the recognition method of driving behaviorand driving intention based on double layer hidden markov model put forward in the paperhas the advantages of high accuracy, short process time and strong timeliness.
(2) The building of mathematical model of powertrain for pure electric bus. The buildingof mathematical model of powertrain for pure electric bus is based on detailed analysis andthe combination of theory modeling and reality modeling. Detailed studies were done on whole vehicle model, pedal model, motor model, transmission system model, wheel model,battery model, super capacitor model, power module model, hydraulic brake system modeland motor regenerative braking system model, all of which provide a reliable simulationplatform for the development of powertrain control system.
(3) The design and study on control strategy for main circuit of battery–super capacitordouble power source. Main circuit of battery–super capacitor double power source wasdesigned per the requirement of pure electric bus power source system, including high powerfor starting, acceleration and climbing, enough energy for long-distance driving and fastenergy regeneration during braking. To control the main circuit DC/DC converter based onthe fuzzy self-adaptive PID control strategies. Finally, the simulations of mathematical modelof the pure electric bus power source system and control system were done, the result ofwhich indicates that main circuit of battery–super capacitor double power source can meet thepower source system requirement of pure electric bus.
(4) The study of powertrain driving control strategy for pure electric bus. Consideringthe Complexity of environment, difficulty to foresee and driving randomness, regarding thepure electric bus driving system should meet the accurate control speed, impedance drivingresistance mutation and adapt to the requirements of different driving habits, thespeed-electric current double closed loop speed-adjusting system is used to control the drivingsystem of pure electric bus. In which fuzzy self-adaptive PID control strategy is used forspeed control, Bang-Bang control strategy is used for current control to meet the requirementof driving system for pure electric bus. Finally, the simulations of mathematical model of pureelectric bus powertrain driving control system was done, the result of which indicates thatspeed-electric current double closed loop speed-adjusting system can realize the floating ofvehicle speed as well as the sudden changing of impedance driving resistance during driving,which makes the control system in a good dynamic and static characteristics.
(5) The study of powertrain braking control strategy for pure electric bus. Consideringthe multi-objective coexistence of safety and economy during braking for pure electric bus, aresearch was done by applying multi-objective programming theory to study the braking force distribution strategy in composite braking system according to the driving intention and speed,while considering the restriction of distribution ratio of braking force upon front and rear,ECER13braking regulation, slip ratio, motor characteristic, energy storage characteristic andtransmission system, to ensure braking system of pure electric bus achieve the maximumrecycling brake energy under premise of safety. Finally, the simulation of control strategy ofcomposite braking system was done under nine operating mode, the result of which indicatesthat hydraulic braking system and motor regenerative braking system can work coordinatelyand steadily under the control strategy in various operating mode, and well meet the dualrequirement of safety and economy during braking.
(6) The design and development of powertrain control system for pure electric bus. Thedesign of primary controller is based on Freescale MC9S12DG128B singlechip, EUPECFF800R12KF4IGBT driver is based on CONCEPT2SD315AI chip, to achieving IGBTdriven and controlled by primary controller. For the differences exist in display and functionbetween the instrument of pure electric bus and traditional vehicle, an intelligent instrumentfor pure electric bus is designed based on MCGS embedded software. Following the softwareengineering design concept, the powertrain control system software is divided intomanagement layer, task layer and function layer with the design method of modularization.And then the program of each layer is designed. The powertrain control system designed inthe paper will meet complex driving condition for pure electric bus, with high output power,high output current, high output voltage, strong ant-interference ability, fast response andgood tacking characteristic, all of which will meet the requirement of pure electric bus withpower performance, economy, safety, reliability and comfortableness.
(7) The experiment study on pure electric bus performance. To verify the effectivenessand stability of powertrain control system for pure electric bus, the experimental research ofpower, economy and braking for independent research and development pure electric bus areconducted according to the national standard and experiment method, the results of whichindicate the maximum speed can reach to94.09km/h and the driving mileage to163km withan excellent braking performance. The power, economy and braking characteristics not only meet the national standard, but also meet the operational requirements of ordinarymedium-sized bus, which has a good universal significances and development prospects.
引文
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