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第一章整车控制系统第二章关键控制功能的实现第三章扭矩控制架构第四章能量管理第五章开发流程第一章第一章第一章第一章整车控制系统整车控制系统整车控制系统整车控制系统新能源汽车的新课题3.新能源汽车整车控制功能介绍新能源汽车的VCU功能可以实现为单一的VCU控制器硬件，也可以实现为某现有控制器的VCU功能板块。4一、整车控制功能重新集成的挑战福特：PS项目，VSC集成到IPU中，最小化和电机控制直接的通讯延迟，提高控制质量P2项目，VSC集成都EMS中，借用已有控制平台博世：VSC集成都EMS中，有多个版本的控制系统平台丰田：VSC形成于单独的VCU控制器主要支持PS项目•丰田的HCU独立模块3.新能源汽车整车控制功能介绍一、整车控制功能重新集成的挑战Bosch控制系统1223123UniqueforPSSharedproblembyPSandSHEV,smallerproblemforMHTSharedproblembyPSandMHT223224444444Sharedproblembyall•不同构型的混动系统有类似的控制问题CommoncontroltasksexistinallHEVconfiguration•从控制系统的难度看P2动力分流串联式71/22/2013一、整车控制功能重新集成的挑战4.不同构型中的控制问题第二章第二章第二章第二章关键控制功能的实现关键控制功能的实现关键控制功能的实现关键控制功能的实现新能源控制系统既包括传统动力总成的控制可能也包括新能源特有的部分9VehicleSystemControls(VSC)KEYPRNDAPPSEngineTorqueCommandCommandstoTCMContactorCommandEngine/ControlTractionBattery&BCMTCMringsungeneratorbrakemotorplanetaryo.w.cN3N1N5N2eN4highvoltagebusTrans-AxleN2mgeneratorbrakecontrolgeneratorcontrolmotorcontrolringElectroHydraulicBrakeSysHydraulicsBPPSFrictionTorqueCommandAPPS–AccelerationPedalPositionSensorBPPS–BrakePedalPositionSensor(mastercylinderpressure)PRND–GearPositionSC–SpeedControlsInputsVSC–VehicleSystemControlTCM–TransmissionControlModuleBCM–BatteryControlModuleO.W.C.–OneWayClutchCommandstoTCM:•WheelTorqueCommand•EngineSpeedCommand•GeneratorModeSCVehicleSystemControlDescriptionEngineTorqueCommandCommandstotransaxleactuatorsContactorCommandEngine/ControlTractionBattery&BCMTCMhighvoltagebusElectroHydraulicBrakeSysFrictionTorqueCommandAPPS–AccelerationPedalPositionSensorBPPS–BrakePedalPositionSensor(mastercylinderpressure)PRND–GearPositionSC–SpeedControlsInputsVSC–VehicleSystemControlTCM–TransmissionControlModuleBCM–BatteryControlModuleWheelTorque&EngSpeedCommandsTransaxledriver’storquecommandBPPSPRNDacceleratortorquedeterminegearmoderegentorquevehiclemode+-APPSgearmodeKEYdeterminekeypositionEnergyManagementSequentialcontrolInterpretDriver’sIntentskeyposition+VSCVehicleSystemControlOverview10•EnergyManagement(EM)–Managedinpowerdomainbecauseof2powersources:electricalandmechanical–EMincludesenergysourcingandengineoperationdeterminationXXVehSpeedDriverTq.Cmd.DriverPwr.Cmd.+-+EngPwr.Cmd.VehSpeedEngineOperationDeterminationEngSpd.Cmd.EngTq.Cmd.Batt.ConditionsSourcingOptimizationBatt.Pwr.Req.Note:PositiveBatt.PwrReq-DischargePowerSplitHybridPowertrainControlFundamental11DriverWh.Tq.Req.EnginePowerCommandDeterminationENGINEandeCVTTRANSAXLEWheelSpeedEstimatedEngPowerSOCPowerReqEngTorqueCommandDriverPowerReqActualBatt.PowerActualBatt.PowerWheelTorqueCommandEngSpeedCommandDriverPowerRequestDeterminationEnginePowerEstimationEngineSpeed&TorqueCommandsDeterminationωm,τm,ωg,τgWheelPowerCommandDeterminationDriverWh.Tq.Req.UnfilteredDriverPowerReqUnfilteredWheelTorqueCommandDeterminationWheelPowerCommandEngPowerCommandHybridPowertrainControlImplementation12动力分配式混合动力变速器控制•Generator&MotorTorqueCommandsEng.SpeedEngineSpeedController-++Gen.Tq.Cmd.Eng.Spd.Cmd.++-dtdJgenSunGearTqGen.Speed+gearratioMotor.Tq.Cmd.++gearratioDriverTq.Cmd.RingGearTq@mot动力分配式混合动力的控制•ConceptualControlDiagramPGBMWheelTorqueDeterminationAPPSVSCEnergyManagementτe_cmdτringeng.speedcontrollerωe_cmd+τring@m-+τm_cmdTCMτwh_cmd@mτwh_drvrτg_cmdBatt.ConditionsVehSpdB–batteryG–generatorM–motorP–planetaryPrius控制系统•SystemEfficiencyAnalysis–ChargeCaseEnergyManagementStrategyFundamentalNote:ηg-m2e–generator’smech.toelect.efficiencyηm-e2m–motor’select.tomech.EfficiencyΤe2r=1/(1+ρ)–enginetoringratioTe2g=ρ/(1+ρ)–enginetogeneratorratioplanetaryengineinter.shaftgeneratormotorbattery+towheelsfuelτeωeτrωrτgωgτmωmPwheelPbattηeηg_m2eηm_e2mηchargeηdischarge16DynamicProgramming17ComponentsEfficiencies最优工作点的选择1/22/201318222()outtotalinererDDegeggbatmeeePPTNTPητωτωηηητω=++=Pbattincrease),,(*),,,(maxarg*battvehDbattveheDtotalePPPPeωηωωηωω≡=系统效率最优的工作点10001500200025003000350040004500500055006000020406080100120140160180EngineSpeed(RPM)EngineTorque(Nm)systemoptimalxBestBSFCengineoptimalxMethodofSystemOptimization–continue…DuetonoarbitraryPbatt,F,VandPbattshouldbeinputstotheEMStable:EnergyManagementStrategyTableTractionForce(N)VehicleSpeed(kph)EngineTorqueDesired(NM)EngineSpeedDesired(RPS)BatteryPower(W)ThistablecanbecreatedforgivenF,VandPbattby:»Definefeasibleengineoperatingpoint»Computelossandensureenergyconservation»Reiterateuntilminimumloss(maximumηtotal)isachievedforthegivenF,VandPbatt20BatteryOptimalPowerDetermination•Optimumcontrolpolicyacrosscyclethatminimizesfuelconsumption•NeedtomaintainSOC•Empiricalmethodusedinpractice•Multipleoptimizationmethodscouldbeusedtofindtheoreticalresult–Dynamicprogramming–Stochasticdynamicprogramming–ModelPredictiveControl–EquivalentConsumptionManagementStrategy(ECMS)21Hyundai’sviewonP2SystemofVWTouregControlofVWTouregEngineStartControlofP2纯电动汽车的动力性•动力性指标和传统车接近，但更关注低速段的加速特性–0-50加速性一般好于传统车，0-100有挑战•动力性和经济性需要在加速指标和能耗方面平衡•仿真分析是设计阶段最高效的手段混合动力系统的最大能力混合动力系统的动力性•动力性指标和传统车接近•混合动力系统动力性受发动机和电池能力的影响（一般电机的能力大于电池的能力）•电动代步的电驱动系统的能力在加速过程中可以快速释放•发动机代步的传统动力的能力释放速度受发动机启动速度，发动机调试等方面的制约混合动力动力学提升的手段BoostConverter•IGBT的瞬间切换使得电感产生高电压•高频的IGBT控制策略可以保持VariableVoltageControl(VVC)的等效直流电压输