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上海交通大学硕士学位论文混合动力大客车换挡决策研究姓名：周国清申请学位级别：硕士专业：车辆工程指导教师：陈俐20090212IIIISGTMISG(SOC)TMSOCAMTAMTIVAMTAMTAMTABSTRACTVRESEARCHONSHIFT-DECISIONOFHYBRIDELECTRICBUSABSTRACTAstheglobalenergyissuesandenvironmentalproblemsbecomingmoreandmoreserious,thedemandsofenergy-savingandenvironment-protectiononvehiclesbecomeshigherandhigher.Asareliablesubstitutefortraditionalvehicle,HEV(HybridElectricvehicle)hasagreatdevelopmentandapplication.TheessenceofHEVistoimprovetheworkingsituationofengineandtorecoverbrakingenergyusingelectricalmotor.Asaresult,theeconomicalperformanceisimprovedandtheemissionisreduced.Thispaperdescribedtheprincipleandfactorsoftheshift-decisionofHEVbusesequippedwithISG(IntegrativeStarterGenerator)andTM(TractionMotor).Intheaspectofdynamicshiftschedule,theinfluenceofISGandTMonHEVisstudiedindetail.SOC(StateofCharge)isregardedasthethirdfactorwhichrepresentsthestateofISGbasedonthetraditionaltwo-factordynamicshiftschdule.Intheaspectofeconomicshiftschedule,theequivalentfuelconsumptionofelectricmotorisusedtocalculate.AndSOC(StateofCharge)isregardedassameasinthedynamicshiftschedule.ABSTRACTVIConsideringthedemandofpracticalrunningofthevehicle,intellectualshiftscheduleisresearchedanddevelopedwithrespecttoenginestart-up,braking,rampingandsteeringstates.SoftwareandhardwareofAMTcontrolmodulearedeveloped,whichmainlyfocusonthesoftwareofshiftdecisionandtheprocessflowoftheshiftschedulewhenAMTworkinginpassiveandactivestates.AMThasbeeninstalledontheHEVbusandworkswell.Comparedwiththemanualtransmissiononthesametypeofvehicle,AMTismuchbetterinvehicleintegratedcontrol.Comparedwiththetraditionalshiftdecision,thestrategyinthispapercanimprovethedynamicandeconomicperformanceobviously.ThispaperprovidesvaluablereferencesinATshiftscheduleandsoftware/hardwaredevelopment.Keywords:HEV,AMT,shift-decidedstrategy,intellectualcontrolI20092211.11070001015100150[1]2008940182010550082008474020402/3199385%54026%33%12%122HEVHEVHEVHEVHEVHEV863“SWB6116HEV”AMTAMT1-1SWB6116HEV1-1SWB6116HEVFigure1-1HybridelectricbusofSWB6116HEV1.21.2.11.2.1.11997Prius200841002001EstimaMVPCrown20053HighlanderRX400h2007LS600hL1999Insight2002Civic2005Tino2006Altima[29]1.2.1.2200810MalibuHybridTahoeAuraGreenLineGMC-SierraSaturn-VUESUV,ChevyEquinoxEscapHybridMercuryMarinerMazdaTributFordFusionMercuryMilanDurangoAspenTWINDRIVEGolfTouranS400BlueHybridML450HybridSmartFortwoVisionGLKBLUETECHybrid7X,V62“++”“Fullhybrid”[30]1.2.2200712182007“”“863”43030160km/h80km/h20081125201,SWB6116HEVPrius2005;20057:“BSG”06;CM92008;2010(AMT)“”“”“”AMT“”ISG5(IntegrativeStarterGenerator)“”ISG(IntegrativeStarterGenerator)1.31.3.1ATAutomaticTransmissionAMTAutomaticMechanicalTransmissionCVTContinuouslyVariableTransmission[2]1ATATATATAT601939HydramaticOldsmobile[3]50ATATATATAT[4]607080906ECT(ElectronicControlledAutomaticTransmission)90%AT70%30%AT19981.8GLIAG4A61.8T5B5AT[2]1-276ATATAT[5]1-27Figure1-27-speedAutomaticTransmissionofMercedes-BenzAT[6]72AMTAMTAMT3AMT(SAMT)ScandiaCAGDaimlerBenzEPSEatonSAMTEatonSAMTEatonSAMT1984NAVI-5CarreraTipTronicNissanHinoEaton1988ZFAutoshiftFordFIATRenaultSachsAMT1993Autonov1994VolvoAMT1997BMWM3AMT1998AMTLopu2000SmartAMT[8]AMTAMT8AMT10AMT1-3ATAMT0%20%40%60%80%100%2003200520072010CVT6/7speedsAT5speedsAT4speedsATAMTMT1-3Figure1-3PredictionofTransmissioninEurope3CVT,ContinuouslyVariableTransmission,CVTCVTCVTCVT1886VCVTCVT(135Nm)[7]CVTCVTCVTCVTCVT92090CVTCVTCVTCVTCVTCVT1.0L3.0L1999ZFCVT2001CFT23CVTZFCVTZFCVTZFCVT10%10%-15%CVTCVTZF1999Rover216VT1CVTCVTECU1-4Figure1-4StructureofContinuousVariableTransmissionCVT1-410CVTCVTVVCVTVVVVCVTCVTAT(500)(300)CVTATCVTATCVTCVTATAMTCVT1.3.211[2]αenauau(1-5)maxenmaxenUa/(km/h)/(%)123212321-5Figure1-5ShiftingschedulecontrolledbySingleparameterauαauenauα:;12:4(1-6)[8](1)au∆(2)au∆au∆(3)(4)Ua/(km/h)/(%)aUa/(km/h)/(%)bUa/(km/h)/(%)cUa/(km/h)/(%)d1-6Figure1-6Shiftingschedulecontrolledbytwoparameters13----1.4(1)(2)(3)3-54-61.5AMT1.6FreescaleMC9S12DP51214FreescaleMC9S12DP512AMT15AVLCruise2.1[9]1maxau2t3maxi120402.5m−01/4mile−0400m−096.6/kmh−060/mileh−-maxi16maxi30%16.5o60%30o2.1.1tFF=∑2-1tFF∑2-1ttTFr=2-2tF;tT.Nmrm2-1Figure2-1Drivingforceofvehicle2-12-3tfwijFFFFF=+++2-3tFfFwFiFjF1702cossin21.15tqgTDaTiiCAduGfuGmrdtηααδ=+++2-4tqTNmggi0iTηrmGNfαDCA2mau1kmh−gδmkgdudt2ms−g2.1.2100%-2-25tFfwFF+maxauUa/(km/h)F/(N)1tF2tF3tF4tF5tFfwFF+2-2-Figure2-2Drivingforce-resistance182.2[9](1)(2)()TnnFfV=1(1)()TnFnfV++=()TnnPfV=(1)1()TnnPfV++=2-3F/(N)Acceleratorpedalngearn+1gearUa/(km/h)2-3Figure2-3Shiftingscheduleforbestpowerperformance(3)α-au192-4Ua/(km/h)/(%)123452-4Figure2-4Upshiftingscheduleforbestpowerperformance(4)“”2-5Ua/(km/h)/(%)2-5Figure2-5Downshiftingscheduleforbestpowerperformance202.32.3.1MildHybridFullHybridPlugInHybridBSG/A5BSG10KW10%ISG/EcoHybrid15KW20%TOYOTAPRIUS50KW40%TwinDrive130KW82.512-6212-6Figure2-6Serieshybridpowersystem--2222-7Figure2-7Parallelhybridpowersystem32-8Figure2-8Seriesparallelhybridpowersystem2.3.2863“SWB6116HEV”2-623ISGISGISGAMTCANBUSAMTCANBUS2-9Figure2-9SketchofhybridbusISGISGAMTAMT24ISG1ISGISG[10]ISGISG-ISGabcabISGISGISGISG[11]ISG2-12-1IS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本文标题：硕士论文-混合动力大客车换挡决策研究
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