提升重型车辆起步性能协调控制策略

doi:10.12382/bgxb.2023.0340

摘要/Abstract

摘要：

针对重型车辆起步响应性差的问题,根据车辆动力传动系统结构,基于GT-SUITE软件建立废气涡轮增压柴油发动机以及控制系统的仿真模型,并基于台架试验对仿真模型进行了校核,保证动力传动系统模型具有较高的仿真精度。通过仿真探究冒烟极限限制、液力变矩器耦合工作点对起步加速性能的影响规律,明确发动机和液力变矩器耦合特性对提升车辆起步性能的作用机理,以提升车辆0~32km/h加速性能为目标,制定车辆起步协调控制策略,并基于搭建的动力传动系统仿真模型对提出的协调控制策略进行仿真验证。研究结果表明:采用提出的协调控制策略车辆从0km/h加速到32km/h的弹射起步时间为9.8s,而常规起步车辆从 0km/h 加速到32km/h的时间为14s,新提出的协调控制策略对提升重型车辆的起步加速性能具有显著的效果。

关键词: 重型车辆, 起步性能, 涡轮滞后, 协调控制

Abstract:

For the problem of poor starting response of heavy vehicles, a simulation model of the exhaust turbocharged diesel engine and control system is established using GT-SUITE software based on the structure of the vehicle powertrain system. The simulation model is verified through bench test, ensuring that the powertrain system model has high simulation accuracy. Through simulation, the influences of smoke limit and coupling working point of hydraulic torque converter on starting acceleration performance are explored, and the mechanism of the coupling characteristics of engine and hydraulic torque converter on the improvement of vehicle starting performance is clarified. A vehicle starting coordinated control strategy is developed to improve 0-32km/h acceleration performance of vehicle. The proposed coordinated control strategy is simulated and verified based on the established power transmission system simulation model. The results show that the starting time of vehicle to accelerate from 0km/h to 32km/h is 9.8s when the proposed coordinated control strategy is used, while the time for conventional starting vehicle to accelerate from 0km/h to 32km/h is 14s. The proposed coordinated control strategy has a significant effect on improving the starting acceleration performance of heavy vehicle.

Key words: heavy vehicle, starting performance, turbine lag, coordinated control

中图分类号:

TK421

商显赫, 张付军, 吕航, 刘涛, 韩雪峰, 王密琪. 提升重型车辆起步性能协调控制策略[J]. 兵工学报, 2024, 45(1): 264-275.

SHANG Xianhe, ZHANG Fujun, LÜ Hang, LIU Tao, HAN Xuefeng, WANG Miqi. Coordinated Control Strategy for Improving the Starting Performance of Heavy Vehicle[J]. Acta Armamentarii, 2024, 45(1): 264-275.

图/表 21

图1 动力传动系统结构简图

Fig.1 Schematic diagram of power transmission system

图2 GT-SUITE发动机模型

Fig.2 GT-SUITE engine model

图3 GT发动机模型的稳态仿真与试验结果对比

Fig.3 Comparison of steady-state simulated and test results of GT engine models

表1 3组试验均方根误差统计

Table 1 Root mean square error statistics for three sets of experiments

稳态特性试验名称	发动机转矩/%	发动机功率/%
外特性试验	1.4	1.4
万有特性试验	2.7	2.9
全程调速试验	2.4	2.5
3组试验误差平均值	2.17	2.27
稳态误差平均值	2.22

图4 换挡离合器C1、C2、C3油压曲线对比

Fig.4 Comparison of oil pressure curves for shift clutch C1、C2 and C3

图5 发动机转速、转矩、进气压力和涡轮转速仿真和试验对比

Fig.5 Simulation and experimental comparison of engine speed, torque, intake pressure, and turbine speed

图6 输出轴转矩、解闭锁、挡位和车速换仿真和试验结果对比

Fig.6 Simulation and experimental comparison of output shaft torque, unlocking and locking, gear shift, and vehicle speed change

表2 1挡和2挡起步过程动态仿真误差(%YRMSE)统计

Table 2 Dynamic simulation error (%YRMSE) statistics of 1st and 2nd gear starting processes

起步工况	发动机转矩/%	发动机转速/%	进气压力/%	进气流量/%
1挡起步	22.6	5.8	24.1	18.5
2挡起步	24.7	7.2	25.1	19.4
起步工况	涡轮转速/%	挡位/%	输出轴转矩/%	车速/%
1挡起步	11.4	3.7	20.6	4.7
2挡起步	14.1	4.2	31.5	4.8

图7 不同冒烟极限空燃比齿杆位置变化

Fig.7 Position change of tooth rod with different smoke limit air-fuel ratios

图8 不同限制方式进气压力、空燃比挡位和车速对比

Fig.8 Comparison of intake pressure, air-fuel ratio gear and vehicle speed in different restriction modes

图9 发动机与液力变矩器共同输入特性

Fig.9 Common input characteristics of engine and hydraulic torque converter

图10 发动机与液力变矩器共同输出特性

Fig.10 Common output characteristics of engine and hydraulic torque converter

图11 常规起步过程涡轮转矩、转矩系数和速比与车速对应关系

Fig.11 Corresponding relationship among turbine torque, torque coefficient, speed ratio and vehicle speed in conventional starting process

图12 常规起步过程发动机转速与转矩、功率对应关系

Fig.12 Corresponding relationship among engine speed, torque and power in conventional starting process

图13 车辆制动时不同发动机转速升挡过程

Fig.13 Different engine speed up-shift processes during vehicle braking

图14 车辆制动时不同发动机转速升挡与油量对应关系

Fig.14 Corresponding relationship between different engine speed rise and fuel quantity during vehicle braking

图15 不同松制动油量车辆动态过程

Fig.15 Dynamic processes of vehicles with different loosening fuel volumes

图16 发动机转速与供油量关系

Fig.16 Relationship between engine speed and fuel supply

图17 车速与涡轮转矩关系

Fig.17 Relationship between vehicle speed and turbine torque

图18 起步协调控制策略

Fig.18 Starting coordinated control strategy

图19 有无协调控制策略0~32km/h加速对比

Fig.19 Comparison of 0-32km/h accelerations with or without coordinated control strategy

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