Coordinated Control Strategy for Improving the Starting Performance of Heavy Vehicle

doi:10.12382/bgxb.2023.0340

Abstract

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

CLC Number:

TK421

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.

Figures/Tables 21

Fig.1 Schematic diagram of power transmission system

Fig.2 GT-SUITE engine model

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Fig.16 Relationship between engine speed and fuel supply

Fig.17 Relationship between vehicle speed and turbine torque

Fig.18 Starting coordinated control strategy

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

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