CVT车辆爬长大坡道时的动力性和经济性控制策略

YAN Guang-hui; YU Qiang; GUAN Zhi-wei; DU Feng

doi:10.19818/j.cnki.1671-1637.2012.03.007

CVT车辆爬长大坡道时的动力性和经济性控制策略

doi: 10.19818/j.cnki.1671-1637.2012.03.007

闫光辉^{1, 2,},
余强^1,,
关志伟²,
杜峰²

1.
长安大学汽车学院，陕西西安 710064
2.
天津职业技术师范大学汽车与交通学院，天津 300222

基金项目:

Science and Technology Key Program of Ministry of Education of China 209004

Science and Technology Development Program of Tianjin Higher Education 20110405

详细信息

中图分类号: U463.212
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- 被引次数: 0
出版历程
- 收稿日期: 2011-11-22
- 刊出日期: 2012-06-25

Control strategy of power performance and fuel economy for CVT vehicle on long uphill highway

1.
School of Automobile, Chang'an University, Xi'an 710064, Shaanxi, China
2.
School of Automobile and Transportation, Tianjin University of Technology and Education, Tianjin 300222, China

Funds:

Science and Technology Key Program of Ministry of Education of China 209004

Science and Technology Development Program of Tianjin Higher Education 20110405

More Information

Author Bio:
YAN Guang-hui(1980-), Male, Suixi, Anhui, Lecturer of Tianjin University of Technology and Education, Doctoral Student of Chang'an University, Research on Automotive System Dynamics and Control, +86-22-88181104, yanguanghuiygh@sina.com

YU Qiang(1961-), Male, Nanyang, Henan, Professor of Chang'an University, PhD, +86-29-82334315, qiangyu@chd.edu.cn

摘要

摘要: 分析了车辆爬长大坡道时的动力性、经济性与CVT传动比控制策略, 在发动机最佳动力性和最佳经济性转速之间等间隔地选取多个工作点, 研究了各工作点的传动比对车辆动力性和经济性的影响, 通过Simulink仿真找出了车辆爬坡时兼顾动力性和经济性的CVT传动比最优控制策略。仿真结果表明: 与最佳经济性传动比相比, 采用最优控制策略时汽车的加速响应时间提高了1.2s, 与最佳动力性控制策略相比, 采用最优控制策略时汽车的燃油消耗率下降了7.9%, 且车辆加速度变化曲线平顺, 并无明显拐点, 因此, 采用传动比最优控制策略可以有效改善车辆爬长大坡道时的动力性和经济性。
- 汽车工程 /
- 无级变速器 /
- 传动比控制 /
- 整车仿真 /
- 长大坡道 /
- 动力性 /
- 经济性
Abstract: The control strategy of CVT transmission ratio, the power performance and fuel economy of vehicle on long uphill highway were analyzed. Multiple work points between the best dynamic and best economical rotational speeds of engine at equal interval were selected, and the influence of transmission ratio of every working point on the power performance and the fuel economy was studied. The optimal control strategy of CVT transmission ratio under considering the two properties was found by Simulink simulation. Simulation result indicates that the acceleration response time of the optimal control strategy decreases by 1.2 s compared with the best dynamic control strategy, the fuel consumption rate of the optimal control strategy decreases by 7.9% compared with the best economical control strategy, and the acceleration curve is smooth. Therefore, the two performances of vehicle on long uphill highway can be effectively improved by using the optimal control strategy of transmission ratio. 3 tabs, 12 figs, 14 refs.
- automotive engineering /
- continuously variable transmission /
- transmission ratio control /
- whole vehicle simulation /
- long uphill highway /
- power performance /
- fuel economy

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Figure 1. Engine speed's adjustment characteristics

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Figure 2. Engine power performance

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Figure 3. Engine fuel economy

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Figure 4. Simulation model of engine torque

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Figure 5. Simulation model of fuel consumption

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Figure 6. PID controller of CVT transmission ratio

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Figure 7. Vehicle simulation model

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Figure 8. Signal j

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Figure 9. Signal α

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Figure 10. Simulation result comparison of control strategies

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Figure 11. Comparison of simulation results

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Figure 12. MAP of transmission ratio

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Table 1. Optimal economical and dynamic speeds of engine

α/%	10	20	30	40	50	60	70	80	90	100
n_ee/(r·min^－1)	1 297	1 458	1 804	2 411	3 022	3 521	3 989	4 197	4 308	4 405
n_es/(r·min^－1)	1 343	1 754	2 799	3 497	3 992	4 498	4 876	5 078	5 156	5 189

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Table 2. Vehicle simulation parameters

m/kg	1 300
i₀	5.2
r_d/m	0.325
η	0.9
i	0.42-3.30
C_d	0.3
A/m²	1.99
δ	1.2
f	0.15
I_f/(kg·m²)	0.2
K_a/(N·m·rad^-1)	10 000
C_a/[N·m·(rad·s^-1)^-1]	150

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Table 3. CVT transmission ratios of optimal control strategies

α/%	j
α/%	0.04	0.05	0.06	0.07	0.08	0.09	0.10
40	1.17	1.26	1.32	1.52	1.78	2.13	2.54
50	1.16	1.17	1.25	1.38	1.61	1.88	2.14
60	1.15	1.16	1.18	1.31	1.49	1.72	1.94
70	1.14	1.14	1.17	1.27	1.38	1.59	1.79
80	1.14	1.14	1.14	1.22	1.33	1.48	1.68
90	1.11	1.15	1.15	1.18	1.25	1.37	1.54
100	1.01	1.11	1.14	1.16	1.22	1.29	1.44

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参考文献(14)

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