外文翻译--基于控制器局域网的混合动力汽车底盘测功机检测平台【中英文文献译文】
外文翻译-基于控制器局域网的混合动力汽车底盘测功机检测平台【中英文文献译文】,中英文文献译文,外文,翻译,基于,控制器,局域网,混合,动力,汽车底盘,测功机,检测,平台,中英文,文献,译文
基于控制器局域网的混合动力汽车底盘测功机检测平台摘要:本文研究了基于CAN总线的混合动力汽车底盘测功机检测平台的发展和研究。分析了混合动力汽车测量方法和加载装置的底盘测功机检测平台,为底盘测功机检测平台的电驱动阻力仿真奠定了基础。同时本文还研究了混合动力汽车底盘测功机检测平台的道路阻力仿真,得到了底盘测功机检测平台电量模拟的驱动阻力。研究开发基于CAN总线的混合动力汽车底盘测功机检测平台有利于提高整车与汽车总成水平,本文还建立了测试程序,测试方法和测试标准,为混合动力汽车能源利用的测试评估提供研究平台和研究方法。一、介绍底盘测功机检测平台通过车辆模拟室内工作台上的道路行驶条件,检测多种载荷条件下的车辆动力学,排放目标和燃料消耗。混合动力汽车底盘测功机检测平台可以综合测试混合动力汽车,包括电池,电机,能源管理系统和制动能量回收系统。 在试验中,建立工作台与实车的关系,模拟混合动力汽车的滚动阻力,空气阻力和加速阻力,可以模拟室内混合动力汽车道路试验,缩短试验周期。混合动力汽车底盘测功机检测平台测试台可以分析和评估控制方案的优缺点,是混合动力汽车发展的基础设施。二、底盘测功机检测平台的测量原理1、测量和控制系统组成混合动力汽车底盘测功机检测平台测控系统采用模块化设计,主要由三个子系统组成。测量系统由传感器和数据采集模块组成。通过传感器,其他检测设备,前置放大器电路,其他外围设备和A / D转换器从模拟信号转换的数字信号和信号直接进入计算机。控制系统由控制模块和执行器组成。控制系统将用户给出的控制信号以数字信号的形式转换为模拟信号,以控制执行机构的行为,使受控对象的参数满足用户要求。计算机集成处理系统。这三个子系统通过CAN总线连接。2、直流电动测功机测量工作原理直流电动机用作混合动力电动汽车底盘测功机检测平台加载装置。它可以确定原始动力的输出功率数据,以能量回收的形式实现能量回收,电能回收率可达7080;测功机可以带动原动力,进行抗阻测试;负载和减载可以在测功机中用于原始动机(1)扭矩测量直流电机定子偏转通过测量臂将力传递给转矩传感器,通过放大和滤波将转矩传感器的电压信号转换成脉冲信号,并通过V / F转换器,然后将脉冲信号发送到下位机,在设定时间内获取脉冲数,计算后获得瞬时扭矩。(2)速度和距离测量齿轮旁边的速度传感器每转一圈用直流电机轴传输100脉冲信号,信号经过信号放大和整形后送到下位机。速度V(km / h)可以计算: V=2RcH100100t3.6=0.072RcHt (1)参考(1):Rc是滚子半径(m); H是以t为间隔的脉冲数。然后可以计算距离S(m):S=2RcH10100k (2)参考(2):k是累积脉冲的数量。 (3)恒速测量时每100公里的燃油消耗量可以在距离测量后计算燃料消耗量:Qs=100kMls (3)参考(3):Qs(L / km)是恒速时每100 km的燃油消耗量; k是来自燃料消耗传感器的脉冲数; M1是单位脉冲燃料消耗量(ml) (4)汽车功率测量 功率测量需要同时采样,驱动轮Pc的输出功率可以计算:Pc=2McNc60=McVa3600Rc (4)参考(4):Mc(NM)是鼓上的扭矩; Nc(r / min)是辊子速度。三、底盘测功机检测平台的电阻仿真混合动力汽车底盘测功机检测平台采用直流电机,控制扭矩测功机通过控制直流电机的转矩,最好的方法是控制直流电机的励磁电流,实现负载或减载。 车辆实际行驶阻力可表示如下公式: F=A+BV+Cu2+ETWdudt (5)参考(5):A是恒定电阻,不随速度变化而变化; B是随速度变化而变化的恒定电阻; C是恒定电阻随速度的平方变化; 是质量的校正系数; ETW是底盘测功机检测平台的测试质量:FDYNO=FTarget-FLOSS (6)参考(6):FDYNO是测功机吸收的阻力BS; FLOSS是旋转轮毂的寄生阻力FLOSS=A+Bu+Cu2 (7) FDYNO=A+Bu+Cu2+(ETW-M)dudt (8)参考(7-8):A“= A - A,B”= B-B,C“= C-C,M是旋转轮毂的惯性测试,ETW是测试的输入参数,u是速度,du / dt是加速度。直流电源底盘测功机检测平台是利用电机精确模拟电阻,考虑到测功机(Floss)的损耗力和旋转部件的惯性力(m),动力吸收单元直流电机(FPAU)的力可以表达如下:FPAU=A+Bu+Cu2m-mdudt-FLOSS (9)FPAU=K(U1+U2) (10)参考(10):K是变换系数。由于直流电机产生的力由电枢电压控制,所有上述公式都与模拟控制电压U1和U2成正比,上述公式可写如下:KU1=A+Bu+Cu2-FLOSS (11)KU2=m-mdudt (12)公式(12)是底盘测功机检测平台驱动电阻的电量模拟类型,只要精确控制模拟电压(U1 + U2),就可以模拟车辆驱动电阻。四、系统校准 系统校准对于确保系统精度至关重要。校准方法是测量已知参数,显示和实际值之间的偏差将通过各种调节手段满足精度要求。1、速度校准 (1)选择速度通道,速度指示误差为40km / h,60km / h,速度指示误差为0.5 (2)校准工具:一台精度等级为0.5的数字光速计 (3)校准方法:选择校准点,设定速度限制为40km / h或60km / h,校准点标准速度Vk(r / min)可以计算:Vk=60nkD10-6 (13)参考(13):nk是校准点的辊速(r / min); D是滚子直径(mm)在滚筒上做一个清晰的标记,启动汽车,驱动滚筒旋转,让速度稳定在校准点,使用光速计,重复测量三次,计算速度指示错误如下:v=|V-Vk|Vk (14)参考(14):_v是速度的指示误差; V是显示窗口的值(km / h).Vk是校准点的标准速度值2、驱动力校准 用士2.0选择驱动力通道和驱动力指示误差。驱动力指示误差可以如下计算:k=|F-Fk|Fk100% (15)将不同重量的重物悬挂在直流测功机的校准臂切口上,进行三次加载和卸载测试,并收集每秒的脉冲数。在回归分析后,在扭矩测量系统中建立扭矩和脉冲当量因子,并确定测量系统的测量误差。 采用最小二乘曲线拟合法建立扭矩传感器模型。当频率减去零误差时,实验数据点大致呈直线,因此选择线性函数拟合,取f(x)= ao + alx,使用多项式拟合函数a = polyfit(xdata,ydata,n)拟合MATLAB,其中a是未知系数矩阵,xdata是由实际校准扭矩值构成的矩阵,ydata是由频率值构成的矩阵,n是拟合曲线方程的阶数,扭矩和频率之间的关系可以在测试数据代入多项式拟合函数Mc=0.4724f-13-0.0001 (16)五、结论 本章探讨了基于CAN总线的混合动力汽车底盘测功机检测平台的发展,内容和结论如下: (1)分析了混合动力汽车测量方法和加载装置的底盘测功机检测平台,为底盘测功机检测平台的电阻仿真奠定了基础。 (2)研究了HEV底盘测功机检测平台的道路阻力模拟,得到底盘测功机检测平台驱动电阻的电量模拟类型,只要精确控制模拟电压(U1 + U2)即可模拟车辆行驶阻力。 基于CAN总线的混合动力车辆底盘测功机检测平台的研发有利于提高整车与车辆总成水平,建立测试程序,测试方法和测试标准,为HEV能量测试评估提供研究平台和方法。Chassis Dynamometer for Hybrid Electric Vehicle Based on Controller Area NetworkAbstract:The development of chassis dynamometer of hybrid vehicle based on CAN bus was studied. Chassis dynamometer of hybrid vehicle measurement methods and loading devices are analyzed, and laid the foundation for the resistance simulation of chassis dynamometer.Road resistance simulation on HEV chassis dynamometer is researched,getting electric quantity simulation type of chassis dynamometer driving resistance.The research and development of hybrid vehicle chassis dynamometer based on CAN Bus is conducive to enhance the level of whole hybrid vehicle and car assembly, establish the test procedures, test methods and test standards, provide a research platform and methods for test evaluation of HEV energy utilization.I INTRODUCTIONThe chassis dynamometer detects the vehicle dynamics, emission targets and fuel consumption of multiple loading conditions through vehicle simulating road driving conditions on indoor bench. Chassis dynamometer for Hybrid Electric Vehicle can synthetically test hybrid car vehicle include batteries, motors, energy management system and braking energy recovery system. 1 In the trial, establishing the relationship between the bench and the real vehicle, and simulating the rolling resistance, air resistance and acceleration resistance of Hybrid Electric Vehicle can simulate hybrid vehicle road test indoor to shorten the test cycle. Hybrid vehicle chassis dynamometer test bench can analyze and evaluate the pros and cons of control scheme, is the infrastructure for hybrid electric vehicle development.II The measuring principle of chassis dynamometerA. Measurement and Control System composition Measurement and control system of hybrid vehicle chassis dynamometer use modular design mainly composed of three subsystems. The measurement system consists of sensors and data acquisition module. Digital signal and signals transformed from analog signal through sensors, other detection equipment, the preamplifier circuit, other peripheral e 1quipment and the A / D converter, were directly taken into computer. The control system consists of the control module and the actuator. 2The control system is to convert control signal given by the user in the form of digital signals to analog signals to control the behavior of the executing agency, making the parameters of the controlled object can meet user requirements. Computer integrated processing system. The three subsystems are connected through the CAN bus.B. DC electric dynamometer measurement principle DC motor is used as a hybrid electric vehicle chassis dynamometer loading device. It can determine the output power data of original motivation and realize energy recovery in the form of energy recovery, electrical energy recovery rate can reach 70% to 80%; Dynamometer can drive the original motivation, carrying out anti-drag test; Load and load shedding can be used in the dynamometer for the original motivation(1) Torque measurement DC motor stator deflection transmits the force to torque sensor through measuring arm, voltage signal from torque sensor converted into pulse signal by amplifying and filtering, and V / F converter, then pulse signal was sent to lower computer to acquire pulse number in the setting time, and obtain Instantaneous torque after calculation.(2) Speed and distance measurement Speed sensor beside the gear transmit 100 pulse signal with DC motor shaft each revolution, the signal was sent to lower computer after signal amplification and shaping. Speed V (km / h) can be calculated: V=2RcH100100t3.6=0.072RcHt (1)Refer to(1): Rc is the roller radius (m); H is the number of pulses at intervals of t.Then the distance S (m) can be calculated:S=2RcH10100k (2)Refer to (2): k is the number of accumulated pulses. (3)Fuel consumption per 100 km at constant speed measurementFuel consumption measuring can be calculated after distance measurement:Qs=100kMls (3)Refer to (3): Qs(L/km) is the fuel consumption per 100 km at constant speed; k is the number of pulses from fuel consume sensor; Ml is the unit pulse fuel consumption volume(ml) (4) Automotive power measurement Power measurement requires sample at the same time, output power of driving wheel Pc can be calculated:Pc=2McNc60=McVa3600Rc (4)Refer to (4): Mc (NM) is the torque on the drum; Nc (r/min) is the roller speed.III Resistance simulation of chassis dynamometerChassis dynamometer of Hybrid Electric Vehicle adopts DC motor, to control the torque of thedynamometer through control the DC motor torque, the best way is to control the excitation current of DC motor to realize load or load shedding. 3 Vehicles actual driving resistance can be expressed as follow formula: F=A+BV+Cu2+ETWdudt (5)Refer to(5): A is the constant resistance that does not vary with the speed change; B is the constant resistance that vary with the speed change; C is the constant resistance vary with the square of velocity; is the correction coefficient of mass; ETW is the test quality on the chassis dynamometer:FDYNO=FTarget-FLOSS (6)Refer to (6): FDYNO is the resistance that dynamometer absorbs; FLOSS is the parasitic drag of rotating hubFLOSS=A+Bu+Cu2 (7) FDYNO=A+Bu+Cu2+(ETW-M)dudt (8)Refer to(7-8): A”A - A, B”B-B, C”C- C, M is the Inertia test of rotating hub, ETW is the input parameters of test, u is the Speed, du/dt is the acceleration.DC power chassis dynamometer is to use the motor to accurately simulate the resistance, taking into account the loss force of the dynamometer (Floss ) and inertia force of rotating parts(m),the force of power absorption unit DC motor(FPAU) can be expressed as follows:FPAU=A+Bu+Cu2m-mdudt-FLOSS (9)FPAU=K(U1+U2) (10)Refer to(10): K is the transform coefficients .Because the force generated by the DC motor is controlled by armature voltage, all of the above formulas are proportional to the analog control voltage U1 and U2, above formulas can be written as follows:KU1=A+Bu+Cu2-FLOSS (11)KU2=m-mdudt (12)Equation (12) is the electric quantity simulation type of chassis dynamometer driving resistance, vehicle driving resistance can be simulated as long as accurate controlling the analog voltage (U1+U2). IV System calibration The system calibration is critical to ensure system accuracy. The calibration method is to measure the known parameter, bias between the display and actual value will meet the accuracy requirements through various regulation means.A. Speed calibration (1)Select the speed channels, while Speed indication error is at 40km / h,60km / h ,speed indication error at 0.5% (2) Calibration tool: one digital optical speed meter with accuracy class 0.5 (3) Calibration method: select the calibration points, setting a speed limit of 40km / h or 60km / h, standard speed of calibration points Vk(r/min) can be calculated:Vk=60nkD10-6 (13)Refer to (13): nk is the roller speed of calibration points(r/min); D is the roller diameter(mm)Do a clear mark on the roller, start the car, drive roller rotation, and let speed stabilize at the calibration points, Use an optical speed meter, repeat the measurement three times, calculate the speed indication error as follows: v=|V-Vk|Vk (14)Refer to(14): v is the indication error of speed; V is the value of display window (km/h) .Vk is the Standard speed value of calibration pointsB. Driving force calibration Select the driving force channel and the driving force indication error with 士 2.0%. The driving force indication error can be calculated as follows:k=|F-Fk|Fk100% (15)Hang the weights of different weights in the calibration arm incision of DC dynamometer, do loading and unloading test three times and collect the number of pulses per second. Establish the torque and pulse equivalency factors in the torque measurement system after regression analysis, and to determine the measurement error of the measurement system. Adopt the least square method of curve fitting to establish the model of the torque sensor. Experimental data points are approximately in a straight line when frequency subtract zero error, therefore selecting linear function fitting, take f(x) =ao +alx, use polynomial fitting function a=polyfit(xdata, ydata,n) to fit in MATLAB, where a is the unknown coefficient matrix, xdata is a matrix constituted by the actual calibrated torque value, ydata is a matrix constituted by frequency value, n is the order of the fitting curve equation, the relationship between torque and frequency can be calculated after the test data substituting into polynomial fitting functionMc=0.4724f-13-0.0001 (16)V Conclusion This chapter explores the development of chassis dynamometer of hybrid vehicle based on CAN bus, the contents and conclusions are as follows: (1) Chassis dynamometer of hybrid vehicle measurement methods and loading devices are analyzed, and laid the foundation for the resistance simulation of chassis dynamometer. (2) Road resistance simulation on HEV chassis dynamometer is researched, getting electric quantity simulation type of chassis dynamometer driving resistance, vehicle driving resistance can be simulated as long as accurate controlling the analog voltage (U1+U2). The research and development of hybrid vehicle chassis dynamometer based on CAN Bus is conducive to enhance the level of whole hybrid vehicle and car assembly, establish the test procedures, test methods and test standards, provide a research platform and methods for test evaluation of HEV energy utilization.
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