中英文文獻(xiàn)翻譯-混合動(dòng)力液壓挖掘機(jī)動(dòng)力系統(tǒng)控制戰(zhàn)略,中英文,文獻(xiàn),翻譯,混合,動(dòng)力,液壓,挖掘,發(fā)掘,機(jī)動(dòng)力,系統(tǒng),控制,節(jié)制,戰(zhàn)略 第 1 頁混合動(dòng)力液壓挖掘機(jī)動(dòng)力系統(tǒng)控制戰(zhàn)略肖清 1 王慶豐 1 張彥廷 21、浙江大學(xué)流體傳動(dòng)及控制國家重點(diǎn)實(shí)驗(yàn)室，杭州，310027，中國2、中國石油大學(xué)機(jī)械電氣工程學(xué)院，東營, 257061，中國2007 年 5 月 21 日概述曾成功應(yīng)用于汽車行業(yè)的混合動(dòng)力系統(tǒng)，現(xiàn)正引入到液壓挖掘機(jī)中。本課題的主要重點(diǎn)是研究液壓挖掘機(jī)混合動(dòng)力系統(tǒng)的控制策略。首先是對(duì)混合動(dòng)力液壓挖掘機(jī)的結(jié)構(gòu)和工作條件進(jìn)行了分析。在分析的基礎(chǔ)上，名為發(fā)動(dòng)機(jī)固定工作點(diǎn)控制策略被提出并在模擬實(shí)驗(yàn)系統(tǒng)中研究。名為雙工作點(diǎn)的控制策略的提出克服了恒定工作點(diǎn)控制策略的局限性。雙工作點(diǎn)控制策略的特點(diǎn)和實(shí)驗(yàn)結(jié)果表明，發(fā)動(dòng)機(jī)的效率和電容器的充電狀態(tài)（SOC）的不能同時(shí)優(yōu)化。因此，動(dòng)態(tài)調(diào)節(jié)發(fā)動(dòng)機(jī)的工作點(diǎn)的控制策略能使系統(tǒng)更好地工作。實(shí)驗(yàn)結(jié)果表明，動(dòng)態(tài)工作點(diǎn)控制策略，可以提高發(fā)動(dòng)機(jī)的工作點(diǎn)分布，抑制電容的SOC但是對(duì)系統(tǒng)的性能影響不大。關(guān)鍵詞：混合動(dòng)力系統(tǒng);挖掘機(jī);發(fā)動(dòng)機(jī)固定工作點(diǎn)控制策略;雙工作點(diǎn)控制策略; 動(dòng)態(tài)工作點(diǎn)控制策略1、前言能源消耗和污染在全球范圍內(nèi)越來越嚴(yán)重。由于工程機(jī)械高能耗和不良排氣，因此，對(duì)其的節(jié)能研究是十分必要和緊迫的，特別是液壓挖掘機(jī)。如果沒有重大的技術(shù)突破，那么液壓挖掘機(jī)的傳統(tǒng)能源的節(jié)能方法就不能大規(guī)模的提第 2 頁高影響力 [1,2]。從不同的工作條件下的液壓挖掘機(jī)（狀態(tài)數(shù)據(jù)從實(shí)際工作中派生）可以得出結(jié)論，其負(fù)載功率在較大范圍內(nèi)發(fā)生周期性的變化，從而發(fā)動(dòng)機(jī)的工作狀態(tài)也周期性變化，因此發(fā)動(dòng)機(jī)不能始終保持在一個(gè)高效率的狀態(tài)。這是液壓挖掘機(jī)的燃油經(jīng)濟(jì)性低的主要原因?；旌蟿?dòng)力系統(tǒng)，該系統(tǒng)包括一個(gè)發(fā)動(dòng)機(jī)和一個(gè)電動(dòng)馬達(dá)，發(fā)動(dòng)機(jī)工作在最佳效率范圍來提高燃油經(jīng)濟(jì)性的潛力已成功地應(yīng)用于車輛。因此，為達(dá)到節(jié)約能源，液壓挖掘機(jī)配備混合動(dòng)力系統(tǒng)成為了一種新的方式。最近，液壓挖掘機(jī)的結(jié)構(gòu)，控制策略和混合動(dòng)力系統(tǒng)的能源管理的研究已經(jīng)開展 [3-9]。其中，控制策略，它直接決定在動(dòng)力系統(tǒng)中的元件的工作狀態(tài)并最終影響液壓挖掘機(jī)的能源消耗，這是關(guān)心的主要問題之一。本文主要涉及液壓挖掘機(jī)混合動(dòng)力系統(tǒng)的控制策略。我們逐步提出這些控制策略。當(dāng)混合動(dòng)力系統(tǒng)的實(shí)現(xiàn)時(shí)，負(fù)載功率波動(dòng)被蓄能動(dòng)力系統(tǒng)吸收，使發(fā)動(dòng)機(jī)輸出平均負(fù)載功率。因此，發(fā)動(dòng)機(jī)在一個(gè)恒定的高效率點(diǎn)工作的控制策略，可實(shí)現(xiàn)增加發(fā)動(dòng)機(jī)和系統(tǒng)的效率與效益。然而，根據(jù)控制策略在恒定的工作效率高的觀點(diǎn)，發(fā)動(dòng)機(jī)選擇工作的能力不能和平均負(fù)載功率完全相同，經(jīng)過一個(gè)工作周期負(fù)載蓄能器（SOC）的狀態(tài)會(huì)上升或下降。經(jīng)過長時(shí)間的工作，SOC將超出其工作范圍，系統(tǒng)將不再正常工作。為了克服這種局限性，我們可以采用雙工作點(diǎn)控制策略，即發(fā)動(dòng)機(jī)工作在一個(gè)高功率點(diǎn)和一個(gè)高效率區(qū)域的低功率點(diǎn)。蓄能器的SOC超過指定的上限時(shí)，發(fā)動(dòng)機(jī)切換到低功率點(diǎn);當(dāng)蓄能器的SOC超過指定的下限時(shí)，發(fā)動(dòng)機(jī)切換到它的高功率點(diǎn)。發(fā)動(dòng)機(jī)的效率以這種方式保持穩(wěn)定較高，蓄能器的SOC將不超過其工作范圍。在雙工作點(diǎn)控制策略下，如果累加器的分配工作范圍很窄，考慮系統(tǒng)的穩(wěn)第 3 頁定性，發(fā)動(dòng)機(jī)頻繁的在這兩個(gè)工作點(diǎn)之間切換，這是不可取的。另一方面，如果累加器的SOC的工作范圍設(shè)置廣泛，累加器的效率和循環(huán)壽命將降低。因此，在我們的實(shí)驗(yàn)室，動(dòng)態(tài)調(diào)節(jié)發(fā)動(dòng)機(jī)的工作點(diǎn)這個(gè)控制策略已發(fā)展到可以克服這個(gè)缺點(diǎn)。這種控制策略下，根據(jù)累加器的SOC發(fā)動(dòng)機(jī)的工作點(diǎn)在高效率范圍內(nèi)動(dòng)態(tài)變化，也可避免在雙工作點(diǎn)控制策略中遇到的問題。本文組織如下。第2節(jié)致力于混合動(dòng)力系統(tǒng)的結(jié)構(gòu)和工作條件。第3節(jié)發(fā)動(dòng)機(jī)恒定工作點(diǎn)的控制策略。第4節(jié)發(fā)動(dòng)機(jī)雙工作點(diǎn)的控制策略。第5條與實(shí)驗(yàn)結(jié)果一起討論發(fā)動(dòng)機(jī)動(dòng)態(tài)工作點(diǎn)的控制策略。最后，結(jié)論是在第6節(jié)。2、動(dòng)力系統(tǒng)的結(jié)構(gòu)和工作條件2.1、動(dòng)力系統(tǒng)的結(jié)構(gòu)圖 1 并聯(lián)式混合動(dòng)力液壓挖掘機(jī)的示意圖動(dòng)力系統(tǒng)的結(jié)構(gòu)如圖1，發(fā)動(dòng)機(jī)和電動(dòng)馬達(dá)用并聯(lián)混合方式來驅(qū)動(dòng)液壓泵。與串行混合動(dòng)力系統(tǒng)發(fā)動(dòng)機(jī)機(jī)械動(dòng)力直接驅(qū)動(dòng)液壓泵相比能源轉(zhuǎn)換損失降低。電動(dòng)機(jī)，它既有電動(dòng)機(jī)的功能也可以作為發(fā)電機(jī)工作，輸出能量連同引擎或?qū)l(fā)動(dòng)機(jī)多余的機(jī)械能轉(zhuǎn)換成電能，并存儲(chǔ)在電容器。第 4 頁2.2、動(dòng)力系統(tǒng)的工作條件圖 2、挖掘工作條件下電源系統(tǒng)的輸出功率圖2顯示了動(dòng)力系統(tǒng)的歸一化輸出功率（P/ P max） ，其中 P是液壓挖掘機(jī)的輸出功率， Pmax是發(fā)動(dòng)機(jī)的額定功率。數(shù)據(jù)來自某些液壓挖掘機(jī)挖掘的實(shí)際工作周期。從圖中可以看出，輸出功率波動(dòng)較大并具有周期性，周期時(shí)間大約只有18秒。因此，具有快速充放電速度和周期壽命長的電容，在動(dòng)力系統(tǒng)中被用作蓄能器來快速平衡功率波動(dòng)。3、發(fā)動(dòng)機(jī)固定工作點(diǎn)控制策略3.1、控制策略的詳細(xì)信息根據(jù)上述分析，液壓挖掘機(jī)的負(fù)載功率是周期和循環(huán)的。在一個(gè)周期內(nèi)的負(fù)載能力，可以采取兩個(gè)組成部分：平均值和波動(dòng)。因此，它是混合動(dòng)力液壓挖掘機(jī)合理的利用發(fā)動(dòng)機(jī)固定工作點(diǎn)（恒轉(zhuǎn)速和恒轉(zhuǎn)矩）的控制策略，發(fā)動(dòng)機(jī)在一個(gè)固定點(diǎn)工作輸出的平均負(fù)載功率，波動(dòng)功率由電動(dòng)機(jī)電容器提供電源。這樣發(fā)動(dòng)機(jī)可以具有較高的燃油經(jīng)濟(jì)性和低排放的性能始終工作在高效率范圍第 5 頁內(nèi)。在控制策略的控制下，發(fā)動(dòng)機(jī)轉(zhuǎn)速恒定工作點(diǎn)是一個(gè)預(yù)設(shè)值。由于電動(dòng)機(jī)與發(fā)動(dòng)機(jī)同軸連接，其轉(zhuǎn)速和發(fā)動(dòng)機(jī)相同。從圖1中可以看出。發(fā)動(dòng)機(jī)的扭矩是液壓泵和電動(dòng)機(jī)的轉(zhuǎn)矩的差。當(dāng)負(fù)載變化時(shí)，我們應(yīng)調(diào)整電動(dòng)機(jī)的轉(zhuǎn)矩，保持發(fā)動(dòng)機(jī)的扭矩恒定。這可以通過改變通過調(diào)節(jié)轉(zhuǎn)速同步電動(dòng)機(jī)的轉(zhuǎn)差率實(shí)現(xiàn)。圖 3、電動(dòng)機(jī)的機(jī)械特性曲線圖3顯示了電動(dòng)機(jī)的機(jī)械特性曲線。圖中的符號(hào)有以下幾種:n 轉(zhuǎn)速M(fèi) 轉(zhuǎn)矩nm 電動(dòng)機(jī)的實(shí)際轉(zhuǎn)速轉(zhuǎn)差率?在這里，n m是一個(gè)常數(shù)。正如圖中所示，電動(dòng)馬達(dá)的同步轉(zhuǎn)速變化時(shí)，機(jī)械特性曲線向上或向下移動(dòng)和電動(dòng)馬達(dá)的輸出扭矩的變化是相對(duì)應(yīng)的。當(dāng)同步轉(zhuǎn)速比n m低， 變?yōu)樨?fù)，電動(dòng)馬達(dá)的扭矩也變?yōu)樨?fù)數(shù)（電動(dòng)馬達(dá)作為發(fā)電機(jī)） 。第 6 頁否則 和電動(dòng)馬達(dá)的扭矩是正數(shù)。 和電動(dòng)機(jī)的轉(zhuǎn)矩之間的關(guān)系是由電機(jī)的n?n?機(jī)械特性曲線決定的。圖 4、控制發(fā)動(dòng)機(jī)扭的矩控制框圖圖4是發(fā)動(dòng)機(jī)在恒定的工作點(diǎn)的扭矩控制策略框圖。圖中使用的符號(hào)如下：Mei 發(fā)動(dòng)機(jī)的額定扭矩nmi 電動(dòng)機(jī)的額定同步轉(zhuǎn)速nmo 電動(dòng)機(jī)的實(shí)際同步轉(zhuǎn)速電動(dòng)機(jī)的轉(zhuǎn)差率m?Mm 電動(dòng)機(jī)的輸出轉(zhuǎn)矩Meo 發(fā)動(dòng)機(jī)的輸出扭矩 通過控制算法（PID選擇）給出發(fā)動(dòng)機(jī)的額定扭矩M ei，電動(dòng)機(jī)的額定同步轉(zhuǎn)速; 同步電動(dòng)機(jī)速度控制是由一個(gè)矢量控制器控制； nmo和n m之間的差異 和mn?電動(dòng)機(jī)輸出扭矩M m由n m決定；然后發(fā)動(dòng)機(jī)輸出扭矩M eo來配合電動(dòng)馬達(dá)驅(qū)動(dòng)液壓泵。第 7 頁3.2、實(shí)驗(yàn)系統(tǒng)圖 5、實(shí)驗(yàn)系統(tǒng)的示意圖圖5所示是建立在我們的實(shí)驗(yàn)室的一個(gè)模擬實(shí)驗(yàn)臺(tái)，研究的是混合動(dòng)力系統(tǒng)的控制策略。比例溢流閥是用來模擬混合動(dòng)力系統(tǒng)的負(fù)載壓力。交替液壓泵的排量實(shí)現(xiàn)了負(fù)載流量的模擬。圖中的符號(hào)有以下幾種：pp 液壓泵的壓力 Q 液壓泵的流量 M1 Mot1的轉(zhuǎn)矩M2 Mot2的轉(zhuǎn)矩 U 電容器的電壓 I 電容器的電流f1 Inv1控制信號(hào)的頻率f2 Inv2控制信號(hào)的頻率qc 液壓泵排量控制信號(hào)pc 比例溢流閥壓力控制信號(hào)第 8 頁為方便控制，我們使用一臺(tái)37kW的變頻電機(jī)MOT1，它是變頻器INV1控制由圖1中發(fā)動(dòng)機(jī)代替。Mot2是功率為22kW的可變頻率電動(dòng)機(jī)，由變頻器INV2控制。并行連接MOT1和Mot2驅(qū)動(dòng)液壓泵。一個(gè)電容為12.5 F、最大電壓400伏的電容器組，被用來作為實(shí)驗(yàn)系統(tǒng)的蓄能器。該系統(tǒng)的主要控制單元由工業(yè)控制計(jì)算機(jī)，數(shù)據(jù)采集卡和一個(gè)數(shù)據(jù)控制卡組成合適的傳感器，用于測(cè)量PP， n， Q，M 1，M 2，U，I等?？刂破魇占吞幚韥碜詡鞲衅鞯臄?shù)據(jù)，并輸出控制信號(hào)f 1， f2，q c，p c控制轉(zhuǎn)速電動(dòng)馬達(dá)和液壓系統(tǒng)的壓力流量。3.3、控制策略的實(shí)驗(yàn)結(jié)果圖 6、液壓泵的壓力和流量根據(jù)分析，用上文所述的實(shí)驗(yàn)系統(tǒng)對(duì)發(fā)動(dòng)機(jī)在固定工作點(diǎn)控制策略進(jìn)行研究。圖6顯示了在一個(gè)工作周期的液壓泵的流動(dòng)速率(Q/ Q max)和壓力（p/ p max）（數(shù)據(jù)來自實(shí)際工作循環(huán)的液壓挖掘機(jī)） 。我們將流速和壓力轉(zhuǎn)換為相應(yīng)q c和p c來控制實(shí)驗(yàn)中液壓泵和比例溢流閥。第 9 頁圖 7、輸出功率的比較圖7給出了標(biāo)準(zhǔn)化Mot1、 Mot2和電容的輸出功率（P/ P max）的比較。可以看出，在工作周期中MOT1輸出功率波動(dòng)小，說明發(fā)動(dòng)機(jī)工作點(diǎn)幾乎是恒定的，而Mot2 的輸出功率是波動(dòng)的。圖7還顯示，輸出功率Mot2總是低于電容器，它們之間的區(qū)別是電源轉(zhuǎn)換損失。圖7顯示發(fā)動(dòng)機(jī)恒定的工作點(diǎn)的控制策略基本上是可行的，但MOT1 的輸出功率不是完全不變。其原因是發(fā)動(dòng)機(jī)扭矩控制算法是一種簡(jiǎn)單的PID，是不夠準(zhǔn)確的。提高控制算法是我們下一步研究的重點(diǎn)。4、發(fā)動(dòng)機(jī)雙工作點(diǎn)控制策略由于選擇的發(fā)動(dòng)機(jī)工作電源能力和平均負(fù)載功率不完全一樣，SOC的電容器長時(shí)間工作將超過其工作范圍。我們進(jìn)一步制定了一種控制策略，當(dāng)SOC超過其上限的時(shí)候，發(fā)動(dòng)機(jī)切換到一個(gè)在高效率范圍內(nèi)的低功率的工作點(diǎn)，當(dāng)SOC到其下限，發(fā)動(dòng)機(jī)切換到一個(gè)在高效率范圍內(nèi)高功率的工作點(diǎn)，并命名為發(fā)動(dòng)機(jī)雙工作點(diǎn)控制策略。在我們上面的實(shí)驗(yàn)系統(tǒng)提到的雙工作點(diǎn)控制策略的研究。其控制方法是恒定的工作點(diǎn)控制策略，即電動(dòng)機(jī)的扭矩恒定是通過調(diào)節(jié)電動(dòng)機(jī)的同步轉(zhuǎn)速。實(shí)第 10 頁驗(yàn)曲線如圖8，大功率發(fā)動(dòng)機(jī)的工作點(diǎn)是P h，低功耗的工作點(diǎn)是P l ，P/P max是MOT1額定輸出功率，S是電容的SOC 。這個(gè)數(shù)字說明根據(jù)電容的 SOC，Mot1工作點(diǎn)在P l和P h之間切換，交換機(jī)的特點(diǎn)與上述分析是一致的，這表明這種控制策略的可行性。在發(fā)動(dòng)機(jī)恒定的工作點(diǎn)的控制策略中，該控制策略不能穩(wěn)定在P l和P h工作點(diǎn)之間的一個(gè)恒定值上。圖 8、雙工作點(diǎn)控制策略的實(shí)驗(yàn)曲線由此可以推斷的實(shí)驗(yàn)結(jié)果，如果電容的SOC的工作范圍窄，該發(fā)動(dòng)機(jī)將在兩個(gè)工作點(diǎn)之間切換頻繁，這是不利于系統(tǒng)的穩(wěn)定工作的。如果電容的SOC的工作范圍很廣，電容器的工作效率和工作環(huán)境將降低。因此，動(dòng)態(tài)調(diào)整發(fā)動(dòng)機(jī)的工作點(diǎn)的控制策略，被用于優(yōu)化發(fā)動(dòng)機(jī)的工作狀態(tài)和電容的SOC。5、發(fā)動(dòng)機(jī)動(dòng)態(tài)工作點(diǎn)控制策略5.1、 控制策略的詳細(xì)內(nèi)容在此控制策略下，根據(jù)電容器的每一個(gè)工作周期后的SOC來動(dòng)態(tài)調(diào)整發(fā)動(dòng)機(jī)的工作點(diǎn)。有兩種控制策略的目標(biāo)：一個(gè)是確保發(fā)動(dòng)機(jī)的工作點(diǎn)分布在其高效率的范圍內(nèi)或附近。另一種是抑制變幅電容的SOC的變化范圍。控制策略如下所示。第 11 頁圖 9、發(fā)動(dòng)機(jī)的效率圖第1步：預(yù)估負(fù)載所需的平均功率，確定發(fā)動(dòng)機(jī)的高功率和低功率限，高、低功率限所確定的區(qū)域與發(fā)動(dòng)機(jī)高校區(qū)的重疊部分為其工作區(qū)，即圖9所示虛線所覆蓋的H區(qū)。圖9中的坐標(biāo)標(biāo)為轉(zhuǎn)速（n /n max ）和轉(zhuǎn)矩(M /Mmax).。第2步：根據(jù)負(fù)載所需平均功率在H區(qū)選擇發(fā)動(dòng)機(jī)的初始工作點(diǎn)P0（n e，M e） 。第3步：設(shè)置電容初始SOC值 S0及其靈敏度 tS?第4步： i（i = 1，2，3 .）工作周期后，如果SOC當(dāng)前值 Si和SOC的前一個(gè)周期的值 滿足式（1）和（2） ，則系統(tǒng)不改變數(shù)值繼續(xù)工作，否則，調(diào)整?iS發(fā)動(dòng)機(jī)的工作點(diǎn)，其方法如式（3） 。, (1)tiiSS???1, (2)ti0, (3)????????????? 011 &;,, SSKMnPn iiideiei其中：Pi+1(ne, Me) 發(fā)動(dòng)機(jī)的工作點(diǎn)后，第i個(gè)工作周期Pi(ne, Me) 發(fā)動(dòng)機(jī)的工作點(diǎn)后，第 i-1個(gè)工作周期 第 12 頁Kc 發(fā)動(dòng)機(jī)功率過高時(shí)的調(diào)整系數(shù) Kd 發(fā)動(dòng)機(jī)功率過低時(shí)的調(diào)整系數(shù)SOC的變化值, 等于S i?Si ? 1 S?圖 10、控制策略的流程圖第 13 頁第5步：如果有必要，發(fā)動(dòng)機(jī)的工作點(diǎn)沿等功率線移動(dòng)到H 區(qū)或附近（圖9所示） 。第6步：根據(jù)發(fā)動(dòng)機(jī)的工作點(diǎn)的改變來調(diào)節(jié)液壓系統(tǒng)的控制信號(hào)，來滿足負(fù)載要求。第7步：當(dāng)發(fā)動(dòng)機(jī)的工作點(diǎn)沿等功率線調(diào)節(jié)，若液壓系統(tǒng)的控制信號(hào)做相應(yīng)的調(diào)整后不再控制范圍內(nèi)，應(yīng)犧牲發(fā)動(dòng)機(jī)的效率 來滿足負(fù)載的需要?？刂撇呗缘牧鞒虉D如圖10. 在發(fā)動(dòng)機(jī)等功率線上調(diào)整其轉(zhuǎn)速N e和轉(zhuǎn)矩M e將工作點(diǎn)P i+1（ ne，M e）調(diào)至 ，應(yīng)滿足下面列出的條件：??einP,1??, (4)eM??, (5)1?iiQ其中：發(fā)動(dòng)機(jī)的工作點(diǎn)調(diào)整后的轉(zhuǎn)速和轉(zhuǎn)矩en?,發(fā)動(dòng)機(jī)工作點(diǎn)調(diào)整前液壓泵輸出流量1?iQ發(fā)動(dòng)機(jī)工作點(diǎn)調(diào)整后液壓泵輸出流量?i和 , (6)11??ieiqnQ, (7)??ii其中：:qi+1 發(fā)動(dòng)機(jī)工作點(diǎn)調(diào)整前液壓泵的排量發(fā)動(dòng)機(jī)工作點(diǎn)調(diào)整后液壓泵的排量1??i由式(4)-(7),當(dāng)發(fā)動(dòng)機(jī)的轉(zhuǎn)速調(diào)節(jié)為 時(shí)，發(fā)動(dòng)機(jī)的控制力矩 應(yīng)是en? eM?, (8)eM??而液壓泵的排量需調(diào)整為:第 14 頁, (9)11????ieiqn液壓泵的排量可通過調(diào)節(jié)揉機(jī)制來控制?？梢酝ㄟ^調(diào)節(jié)速度調(diào)節(jié)裝置控制發(fā)動(dòng)機(jī)的轉(zhuǎn)速,發(fā)動(dòng)機(jī)的扭矩是:, (10)mpeM??從式（10）中可以看出?？梢酝ㄟ^改變電動(dòng)機(jī)的輸出轉(zhuǎn)矩 調(diào)節(jié)發(fā)動(dòng)機(jī)m的扭矩 。也提到了可以通過調(diào)整同步電動(dòng)機(jī)的轉(zhuǎn)速來實(shí)現(xiàn)發(fā)動(dòng)機(jī)恒定的工eM作點(diǎn)控制策略中 的變化。 m因此,控制策略可通過以控制發(fā)動(dòng)機(jī)的轉(zhuǎn)速,同步電動(dòng)機(jī)轉(zhuǎn)速和揉機(jī)制實(shí)現(xiàn)液壓泵的流量。5.2、控制策略的實(shí)驗(yàn)結(jié)果5.2.1、發(fā)動(dòng)機(jī)的工作點(diǎn)分布圖 11、無混合動(dòng)力系統(tǒng)的發(fā)動(dòng)機(jī)工作分布點(diǎn)第 15 頁圖 12、混合動(dòng)力系統(tǒng)的發(fā)動(dòng)機(jī)工作分布點(diǎn)圖11顯示僅發(fā)動(dòng)機(jī)驅(qū)動(dòng)液壓系統(tǒng)時(shí)的發(fā)動(dòng)機(jī)工作點(diǎn)分布。隨著負(fù)載的波動(dòng)，發(fā)動(dòng)機(jī)的工作點(diǎn)也伴隨著各種效率改變而改變。因此，該系統(tǒng)的效率不可能很高。圖12說明了混合動(dòng)力系統(tǒng)驅(qū)動(dòng)液壓系統(tǒng)系統(tǒng)時(shí)的發(fā)動(dòng)機(jī)工作點(diǎn)分布。與圖11上所顯示的不同，圖12中發(fā)動(dòng)機(jī)工作重點(diǎn)集中在高效率工作點(diǎn)分布區(qū)與所需的控制策略是一致的。圖11和12中的坐標(biāo)都和圖9相同。5.2.2、電容的 SOC 的變化圖 13、電容的 SOC 變化曲線第 16 頁圖13電容的SOC在5個(gè)工作周期的變化曲線。由此可以看出，通過對(duì)發(fā)動(dòng)機(jī)工作點(diǎn)的動(dòng)態(tài)調(diào)整，電容的SOC雖有變化，但在一個(gè)小范圍內(nèi)，SOC幾個(gè)周期后趨于穩(wěn)定。由于液壓挖掘機(jī)的工作是周期性的，圖13可以推導(dǎo)出，SOC會(huì)穩(wěn)定在某一個(gè)值使得的電容器和系統(tǒng)工作很長時(shí)間。5.2.3、響應(yīng)性能圖 14、流量響應(yīng)性能的比較當(dāng)發(fā)動(dòng)機(jī)完全驅(qū)動(dòng)系統(tǒng)時(shí)，可以通過控制液壓泵的排量和比例溢流閥的壓力實(shí)現(xiàn)模擬負(fù)載。當(dāng)系統(tǒng)在混合方案的控制策略帶動(dòng)下，應(yīng)同時(shí)控制發(fā)動(dòng)機(jī)的轉(zhuǎn)速和電動(dòng)機(jī)的轉(zhuǎn)速。圖14顯示了在兩個(gè)不同的驅(qū)動(dòng)方法，其中 為液maxQ壓泵的歸一化的流率。雖然混合驅(qū)動(dòng)更復(fù)雜并且需要更多的控制變量，但是在這兩種動(dòng)態(tài)控制策略驅(qū)動(dòng)方式下的流量響應(yīng)變化小.6、結(jié)論在本文中，對(duì)發(fā)動(dòng)機(jī)固定工作點(diǎn)控制策略進(jìn)行了分析。實(shí)驗(yàn)結(jié)果表明，發(fā)動(dòng)機(jī)固定工作點(diǎn)控制策略基本上可以保持發(fā)動(dòng)機(jī)工作在電動(dòng)機(jī)調(diào)整的恒功率下，但不能保證以后很長一段時(shí)間電容的SOC工作在所需的工作范圍內(nèi)。然后雙工第 17 頁作點(diǎn)控制策略克服了恒定工作點(diǎn)控制策略的不足之處。實(shí)驗(yàn)結(jié)果表明，該控制策略可以保持SOC在以后很長一段時(shí)間工作在一個(gè)理想的工作范圍內(nèi)，但它不能使系統(tǒng)穩(wěn)定和電容在處高效率狀態(tài)下，并會(huì)造成電容快速充放電的不良現(xiàn)象。最后，以消除雙工作點(diǎn)控制策略弊端為目的，動(dòng)態(tài)調(diào)整發(fā)動(dòng)機(jī)的工作點(diǎn)的控制策略被提出并實(shí)驗(yàn)研究。這種控制策略下，發(fā)動(dòng)機(jī)的工作點(diǎn)是保持在高效率的區(qū)域內(nèi)或附近，電容的SOC限制在一個(gè)狹小的區(qū)域，從而避免了快速充放電并且提高電容器的使用壽命。盡管該系統(tǒng)變得更加復(fù)雜并需要更多的控制變量，但流量響應(yīng)變化不大。實(shí)驗(yàn)結(jié)果表明，這種控制策略的可行性。這個(gè)研究提供了一種新的混合動(dòng)力系統(tǒng)和可行的控制策略。這個(gè)研究有改善目前液壓挖掘機(jī)的效率的潛力。參考文獻(xiàn)[1]. 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Kagoshima, Power simulation on the actual operation in hybrid excavator, JSAE (Society of Automotive Engineers of Japan) Annual Congress, JSAE 86 (2003) 13–18.第 18 頁[8]. Y. Kanezawa, Y. Daisho, T. Kawaguchi, et al., Increasing efficiency of construction machine by hybrid system, JSAE (Society of Automotive Engineers of Japan) Annual Congress, JSAE 100 (2001) 17–20.[9]. M. Kagoshima, T. Sora, M. Komiyama, Development of hybrid power train control system for excavator, JSAE (Society ofAutomotive Engineers of Japan) Annual Congress, JSAE 86 (2003) 1–6. 第 1 頁Control strategies of power system in hybrid hydraulic excavatorQing Xiaoa,*, Qingfeng Wanga, Yanting ZhangbaThe State Key Laboratory of Fluid Power Transmission and Control, Zhejiang University, 310027 Hangzhou, ChinabCollege of mechanical and electrical engineering, China University of Petroleum, 257061 Dongying, ChinaAccepted 21 May 2007AbstractHybrid system, which has been successfully used in vehicles, is introduced to hydraulic excavators nowadays. The primary focus of this study is to investigate the control strategies of hybrid system used in hydraulic excavators. At first, the structure and working conditions of hybrid hydraulic excavators are analyzed .Based on the analyses, a control strategy named the engine constant-work-point is proposed and studied in a simulative experimental system. Then the control strategy named double-work-point is presented to overcome the limitations of the constant-work-point control strategy. The features and experimental results of the double-work-point control strategy show that the engine's efficiency and the capacitor's state of charge(SOC)cannot be optimized simultaneously. Thus a dynamic-work-point control strategy, which regulates the engine's working point dynamically, is developed to make the system work better. Experimental results show that the dynamic-work-point control strategy can improve the distribution of engine's 第 2 頁working points, restrain the capacitor's SOC and has little influence on the performance of the system.Keywords: Hybrid system; Excavator; Engine constant-work-point control strategy; Double-work-point control strategy; Dynamic-work-point control strategy1. IntroductionEnergy is consuming up and pollution is more and more serious in the world range. So research on the energy saving of construction machinery, especially hydraulic excavators, is very necessary and urgent due to their high energy consumption and bad exhaust. Traditional energy saving methods for hydraulic excavator cannot raise the effect on a large scale if there are no major technology breakthrough [1,2].It can be concluded from different working conditions of a hydraulic excavator (condition data derived from the actual work) that its load power varies periodically in a large range, thus the working condition of the engine also changes periodically and therefore cannot always remain in a high efficiency state. That's the main cause that hydraulic excavators have low fuel economy. Hybrid system, which consists of an engine and an electric motor, has the potential of improving fuel economy by operating the engine in an optimum efficiency range and it has been successfully applied in vehicles. So equipping hydraulic excavators with the hybrid system provides a new way to achieve energy savings.Recently, research on the structure, control strategy and energy management of hybrid system in hydraulic excavators has been carrying out [3–9]. Among them, the control strategy, which determines the working state of the components in the power system directly and affects the energy consumption of hydraulic excavators 第 3 頁ultimately, is one of the major concerns.This paper mainly deals with the control strategies of a hybrid system in hydraulic excavators. We present these control strategies step by step.When a hybrid system is implemented, the fluctuation of load power is absorbed by the accumulator of the power system, making the engine only output the averaged load power. Thus the control strategy of working at a constant high efficiency point can be realized for the engine with the benefit of increasing the efficiency of the engine and system.However, under the control strategy of working at a constant high efficiency point, since the chosen working power of the engine cannot be exactly the same as the average load power, the state of charge (SOC) of the accumulator will rise or drop after one work cycle. After a long time of work, the SOC will exceed its working range, and the system can work normally no longer. To overcome this limitation, we can employ a double-work point control strategy, that is, the engine works at one high power point and one low-power point in the high efficiency area. When the SOC of the accumulator exceeds the assigned upper limit, the engine switches to its low-power point; when the SOC comes to the assigned lower limit, the engine switches to its high-power point. In this way the engine's efficiency remains relatively high and the SOC of the accumulator won’t exceed its working range.Under the double-work-point control strategy, the engine will switch between two working points frequently if the assigned working range of the accumulator is narrow. This is not desirable considering the stability of the system. On the other hand, if the working range of the accumulator's SOC is set wide, the efficiency and cycle-life of the accumulator will be deteriorated. Thus a control strategy, which 第 4 頁regulates the engine's working point dynamically, has been developed to overcome this drawback in our lab. Under this control strategy, the engine's working point changes dynamically in a high efficiency range according to the accumulator's SOC, and the problems encountered in the double work-point control strategy can be avoided.The paper is organized as follows. Section 2 is devoted to the structure and working conditions of the hybrid system. Section 3 presents the engine constant-work-point control strategy. The engine double-work-point control strategy is demonstrated in section 4. The engine dynamic-work-point control strategy is addressed in section 5 together with experimental results. Finally, conclusions are provided in section 6.2. Structure and working condition of the power system2.1. Structure of the power systemFig. 1. Schematic of parallel hybrid hydraulic excavator.The structure of the power system is shown in Fig. 1. The engine and electric motor drive the hydraulic pump in a parallel hybrid style. The mechanical power of 第 5 頁the engine outputs to the hydraulic pump directly, which reduces energy conversion loss comparing with the serial hybrid system. The electric motor, which can work as a motor or generator, outputs energy together with the engine or converts the engine's redundant mechanical energy to electrical energy and stores in the capacitor.2.2. Working condition of the power systemFig. 2. Output power of the power system in digging working condition.Fig. 2 shows the normalized output power (P/Pmax) of the power system, where P is output power of the hydraulic excavator, and Pmax is the rated power of the engine. The data are derived from the actual digging work cycles of a certain hydraulic excavator. It can be seen from the figure that the output power fluctuates greatly and periodically, and the cycle time is only about 18 s. Hence a capacitor, which has a fast charge–discharge speed and long cycle-life, is used as an accumulator to balance the fast power fluctuation in the power system.第 6 頁3. Engine constant-work-point control strategy3.1. Details of the control strategyAccording to the above analyses, the load power of hydraulic excavator is regular and cyclic. The load power in one cycle can be taken as two constituent parts: the average value plus the fluctuation. So it is reasonable to employ the engine constant work- point (constant rotational speed and constant torque) control strategy for the hybrid hydraulic excavator, in which the engine works at a constant point to supply the load average power, and the fluctuating power is supplied by the electric motor-capacitor. In this way the engine can always work in its high efficiency range with high fuel economy and low emission.Under the control strategy of constant-work-point, the rotational speed of the engine is a preset value. Since the electric motor is connected with the engine coaxially, its rotational speed is the same as the engine. It can be seen from Fig. 1 that the torque of the engine is the difference of the torque of the hydraulic pump and that of the electric motor. When the load changes, we should adjust the torque of the electric motor to maintain the engine's torque constant. This can be realized by changing the revolutional slip of the electric motor via regulating its synchronous rotational speed.第 7 頁Fig. 3. Mechanical characteristic curve of electric motor.Fig. 3 shows the mechanical characteristic curve of the electric motor. Notations in the figure are the following:n Rotational speedM Torquenm Actual rotational speed of the electric motorRevolutional slip?Here nm is a constant. As shown in the figure, the mechanical characteristic curve moves up or down when the synchronous rotational speed of the electric motor changes, and the output torque of the electric motor alternates accordingly. When the synchronous rotational speed is lower than nm, becomes negative and the torque ?of the electric motor also becomes negative (the electric motor works as a generator). Otherwise and the torque of the electric motor are positive. The relationship n?between and the torque of the electric motor is decided by the motor's mechanical characteristic curve.第 8 頁Fig. 4. Control block diagram of engine torque control.Fig. 4 presents the block diagram of engine torque in the engine constant-work-point control strategy. Notations used in the figure are the following:Mei Target torque of the enginenmi Target synchronous rotational speed of the electric motornmo Actual synchronous rotational speed of the electric motor Revolutional slip of the electric motor m?Mm Output torque of the electric motorMeo Output torque of the engine Given a target torque of the engine Mei, the target synchronous rotational speed of the electric motor nmi is calculated by the control algorithm (Here the PID is chosen); the synchronous speed of the electric motor is controlled by one vector controller; the difference between nmo and nm is and the electric motor outputs ?the torque Mm according to ; then the engine outputs torque Meo to drive the m?hydraulic pump together with the electric motor.第 9 頁3.2. Experimental systemFig. 5. Schematic of the experimental system.A simulative experimental bench, illustrated in Fig. 5, was established in our lab to study the control strategies for hybrid system. A proportional relief valve was used to simulate the load pressure of hybrid system. The simulation of load flow rate was realized by alternating the displacement of the hydraulic pump. Notations in the figure are the following:pp Pressure of the hydraulic pump Q Flow rate of the hydraulic pump M1 Torque of Mot1M2 Torque of Mot2 U Voltage of the capacitor I Current of the capacitor f1 Frequency control signal of Inv1 f2 Frequency control signal of Inv2 qc Displacement control signal of the hydraulic pump 第 10 頁pc Pressure control signal of the proportional relief valveFor the convenience of control, we used a 37 kW variable frequency electric motor Mot1, which was controlled by the inverter Inv1, as the replacement of the engine in Fig. 1. A variable-frequency electric motor, Mot2, with the power of 22 kW, was controlled by the inverter Inv2. Mot1 and Mot2 were connected in parallel to drive the hydraulic pump. A set of capacitors, with the capacity of 12.5 F and maximum voltage of 400 V, was used as the accumulator of the experimental system. The main control unit of the system was composed of one industry control computer, one data acquisition card and one data control card. Appropriate sensors were used to measure pp, n, Q, M1, M2, U, I, etc. The controller collected and processed data from the sensors and output the control signals f1, f2, qc, pc to control the rotational speed of the electric motors and flow rate together with the pressure of the hydraulic system.3.3. Experimental results of the control strategyFig. 6. Pressure and flow rate of the hydraulic pump.Based on the analyses, the engine constant-work-point control strategy was 第 11 頁studied in the experimental system mentioned above. Fig. 6 shows the normalized flow rate (Q/ Qmax) and pressure (p/pmax) of the hydraulic pump in one work cycle (the data were derived from actual work cycle of a hydraulic excavator). We converted the flow rate and pressure to the corresponding signals qc and pc for the hydraulic pump and proportional relief valve in the experiment.Fig. 7. Comparison of the output power.Fig. 7 presents the comparison of normalized output power (P/Pmax) of Mot1, Mot2 and the capacitor. It can be seen that the output power of Mot1 fluctuates little during the cycle, indicating the working point of the engine is almost constant, and the output power of Mot2 is fluctuant. Fig. 7 also shows that the output power of Mot2 is always lower than that of the capacitor; the difference between them is the power conversion loss. Fig. 7 shows that the engine constant-work-point control strategy is basically feasible, but the output power of Mot1 is not exactly constant. The reason is that the algorithm of engine torque control is a simple PID and not proper enough. Improving the control algorithm is the emphasis of our next study.第 12 頁4. Engine double-work-point control strategySince the chosen working power of the engine cannot be exactly the same as the average of the load power, the SOC of he capacitor will exceed its working range after a long time of work. We further developed a control strategy in which, when the SOC exceeds its upper limit, the engine switches to a low power working point in the high efficiency range, and, when the SOC comes to its lower limit, the engine switches to a high power working point in the high efficiency range, and it is named as the engine double-work-point control strategy. The double-work-point control strategy was studied in our experimental system mentioned above. Its control method is the same as the constant-work-point control strategy, that is, the engine's torque is stabilized via adjusting the synchronous rotational speed of the electric motor. The experimental curves are shown in Fig. 8, where the engine's high-power working point is Ph, the low-power working point is Pl, P/Pmax is the normalized output power of Mot1 and S is the SOC of the capacitor. The figure illustrates working points of Mot1 switching between Pl and Ph according to the capacitor's SOC and the switch style is consistent with the above analyses, which indicates the feasibility of this control strategy. As in the engine constant-work-point control strategy, this control strategy cannot stabilize working point Pl and Ph at exactly constants either.第 13 頁Fig. 8. Experimental curves of double-work-point control strategy.It can be deduced from the experimental results that the engine will switch between the two working points frequently if the working range of the capacitor's SOC is narrow; this is not favorable for the system's stable work. If the working range of the capacitor's SOC is wide, the efficiency and working life of the capacitor will be deteriorated. Thus, a control strategy, which adjusts the engine working point dynamically, was developed to optimize the engine's working state and capacitor's SOC.5. Engine dynamic-work-point control strategy5.1. Details of the control strategyUnder this control strategy, the engine's working point is dynamically adjusted according to the capacitor's SOC after every work cycle. There are two goals of this control strategy. One is to ensure the distribution of the engine's working points in or 第 14 頁near its high efficiency range. The other is to restrain the variation range of the capacitor's SOC. The control strategy is listed below.Fig. 9. Engine's efficiency map.Step 1: Calculate the load average power and set the upper and lower limits of the engine's power. The overlapping zone between the power limits and the high efficiency area of the engine is set as the engine's working area, as shown by the dashed line area H in Fig. 9. The coordinates of Fig. 9 are normalized rotational speed (n/nmax) and the torque (M/Mmax). Step 2: Choose engine's initial working point P0(ne,Me) in the area H according to the load average power.Step 3: Set the initial capacitor's SOC S0 and the sensitivity . tS?Step 4: After i′th (i=1, 2, 3…) work cycles, if the current SOC Si and the former SOC Si ? 1 meet Eqs. (1) and (2), the system continues to work without any parameter changes; otherwise, the engine's working point is adjusted by using Eq. (3). 第 15 頁, (1)tiiSS???1, (2)ti0, (3)????????????? 011 &;,, SSKMnPn iiideieiwhere:Pi+1(ne, Me) Engine's working point after i'th work cycles Pi(ne, Me) Engine's working point after (i?1)'th work cycles Kc Adjustment coefficient when engine's power is high Kd Adjustment coefficient when engine's power is low SOC difference, equal to Si?Si ? 1 S?Step 5: Move the engine's working point into or near the H area along the power contour if necessary (as shown in Fig. 9). Step 6: Regulate the control signals of hydraulic system to drive the load according to the changed engine's working point.Step 7: As the engine's working point is regulated along the power contour, the engine's efficiency may be sacrificed to fulfill the need of the load if the adjusted hydraulic control signals are out of the control range.第 16 頁Fig. 10. Flowchart of the control strategy.The flowchart of the control strategy is shown in Fig. 10. As the engine's working point Pi+1(ne,Me) is regulated to along the power contour by ??eiMnP,1??第 17 頁adjusting its rotational speed ne and torque Me, the conditions listed below should be met:, (4)een??, (5)1?iiQwhere:Rotational speed and torque of the adjusted engine's working pointeMn?,Flow rate of the hydraulic pump before the engine's working point is 1?iQadjustedFlow rate of the hydraulic pump after the engine's working point is 1??iadjusted and , (6)11??ieiqnQ, (7)??iiwhere:qi+1 Displacement of the hydraulic pump before the engine's working point is adjustedDisplacement of the hydraulic pump after the engine's working point 1??iis adjustedFrom Eqs. (4)–(7), as the rotational speed of the engine is regulated to , the en?control torque is: eM?, (8)eeMn??And the displacement of the hydraulic pump should be:1??iq, (9)1???ieinq第 18 頁The displacement of the hydraulic pump can be regulated by controlling its stoking mechanism. The rotational speed of the engine can be adjusted by the speed regulation device, and the engine's torque is: , (10)mpeM??It can be seen from Eq. (10) that the engine's torque can be regulated by echanging the output torque of the electric motor. It has also been mentioned in mthe engine constant-work point control strategy that the change of can be mMrealized by adjusting the synchronous rotational speed of the electric motor.Thus, the control strategy can be achieved by controlling the rotational speed of the engine, the synchronous rotational speed of the electric motor and the stoking mechanism of the hydraulic pump.5.2. Experimental results of the control strategy5.2.1. Distribution of the engine's working pointsFig. 11. Distribution of engine working points without hybrid system.第 19 頁Fig. 12. Distribution of engine working points with hybrid system.Fig. 11 shows the distribution of the engine's working points when the engine drives the hydraulic system solely. As the load fluctuates, the engine's working points shift with various efficiencies. Thus the efficiency of the system cannot be very high. Fig. 12 illustrates the distribution of the engine's working points when the hydraulic system is driven by the hybrid system. Different from that shown in Fig. 11, the engine's working points concentrate in the high efficiency area, and the distribution of the working points is consistent