(完整版)串聯(lián)式混合動力碼頭車的結(jié)構(gòu)形式本科畢業(yè)設(shè)計(jì).doc

1、天津工程師范學(xué)院本科生畢業(yè)論文串聯(lián)式混合動力碼頭車的結(jié)構(gòu)形式及控制方案的選擇Research on Structure and control policy of seriesrecent years and . Hybrid Electric Vehicle will be at least 30 years in the automotive industry are the most practical solution to energy and pollution problems. Low-speed terminal tractor, since the frequent sto

2、ps and idling time, resulting in poor fuel economy, emissions reduction effect is more obvious than the other. In this paper, the use of motor vehicle-related theory by computer simulation analysis to determine the leading role is before carrying on expensive and the time-consuming prototype experim

3、ent to physical system's performance carries on the simulation analysis, the engineering design personnel may use it to appraise its design comprehensively, and discovers in the design through it some questions, but these questions through the survey and the experiment are which is not easy to d

4、iscover. The analysis and the emulation technique not only may save the massive development cost, moreover raised complicated system's system-leveloptimization level. Regarding the mix power research and development, when the earlier period carries on the plan choice and the parameter match, thr

5、ough the analysis simulation can quickly carry on the plan choice and the parameter match, thus determined that the synergy and the main parameter, and found early the problem avoids. If carries on this step through the trial manufacturing prototype's method in kind, then both time-consuming and

6、 takes the trouble, the price is expensive,and the effect is not good. Analyzes the simulation and the experiment in the research and development processis similarly important, , to analyzes the simulation result through the prototypical experiment in kind to carry on the confirmation and the revisi

7、on, optimizes repeatedly to the system, thus advances the research and development advancement powerfully.Key Words: Hybrid terminal tractor,Drive motor parameters,Vehicle dynamic analysis目錄1 概述 .12 混合動力汽車的結(jié)構(gòu)分析 . .錯誤！未定義書簽。2.1混合動力汽車的主要組成 .錯誤！未定義書簽。2.2混合動力汽車的分類 . .錯誤！未定義書簽。2.3典型混合動力卡車結(jié)構(gòu) .錯誤！未定義書簽。2.3

8、.1 Volvo 重型卡車 .錯誤！未定義書簽。2.3.2三菱 Canter Eco 輕型卡車 .錯誤！未定義書簽。2.3.3日產(chǎn)小型卡車 ATLAS20 .錯誤！未定義書簽。3 串聯(lián)式混合動力碼頭車動力裝置參數(shù)的選定 .錯誤！未定義書簽。3.1初步確定驅(qū)動電機(jī)參數(shù)和車輛動力性分析 .錯誤！未定義書簽。3.1.1整車參數(shù) .錯誤！未定義書簽。3.1.2輪胎參數(shù) .錯誤！未定義書簽。3.1.3變速比 .錯誤！未定義書簽。3.1.4根據(jù)最高車速確定驅(qū)動電機(jī)額定功率 .錯誤！未定義書簽。3.1.5初步確定驅(qū)動電機(jī)峰值功率及其它參數(shù) .錯誤！未定義書簽。3.1.6最大爬坡度計(jì)算 .錯誤！未定義書簽。3

9、.1.7驅(qū)動力 行駛阻力平衡圖和功率平衡圖 . .錯誤！未定義書簽。3.2電機(jī)擴(kuò)大恒功率區(qū)系數(shù)和過載系數(shù)對加速時(shí)間的影響錯誤！未定義書簽。3.2.1電機(jī)的擴(kuò)大恒功率系數(shù)對加速時(shí)間的影響 . .錯誤！未定義書簽。3.2.2電機(jī)過載系數(shù)對整車加速時(shí)間的影響 .錯誤！未定義書簽。3.3重新選定的驅(qū)動電機(jī)參數(shù)及車輛動力性分析 .錯誤！未定義書簽。3.3.1重新選定的驅(qū)動電機(jī) B 的參數(shù)及其特性曲線錯誤！未定義書簽。3.3.2選用驅(qū)動電機(jī) B 的車輛動力性分析 .錯誤！未定義書簽。3.4初步選擇發(fā)動機(jī)功率 . .錯誤！未定義書簽。4 串聯(lián)式混合動力碼頭車總成控制策略 .錯誤！未定義書簽。4.1控制系統(tǒng)的

10、功能 . .錯誤！未定義書簽。4.2控制系統(tǒng)的組成 . .錯誤！未定義書簽。4.3SHEV能量流動模式 . .錯誤！未定義書簽。4.4串聯(lián)式混合動力碼頭車控制策略模型 .錯誤！未定義書簽。4.4.1恒溫器的控制策略模型 .錯誤！未定義書簽。4.4.2功率跟隨控制策略模型 .錯誤！未定義書簽。4.5串聯(lián)式混合動力碼頭車發(fā)動機(jī)的控制策略 .錯誤！未定義書簽。5 結(jié)論及展望 .錯誤！未定義書簽。5.1結(jié)論 .錯誤！未定義書簽。5.2展望 .錯誤！未定義書簽。參考文獻(xiàn)： .錯誤！未定義書簽。致謝.3英文資料與翻譯.4譯文.181 概述隨著世界范圍內(nèi)能源危機(jī)和環(huán)境污染問題的出現(xiàn)，節(jié)能和環(huán)保成為汽車工業(yè)所

11、面臨的最大挑戰(zhàn)。汽車工業(yè)作為我國的支柱產(chǎn)業(yè)， 每年仍保持 12%-14%的年均增長率，預(yù)計(jì)到 2020 年底我國汽車保有量將達(dá)到 1 億 3 千萬輛，如果采用傳統(tǒng)的內(nèi)燃機(jī)技術(shù)，按最保守的估計(jì)， 2020 年僅各類汽車每年消耗石油將達(dá) 2 億 5,000 萬噸，這將使我國石油總需求超過 4 億噸，因此，開發(fā)新型能源、節(jié)能、環(huán)保的車輛已關(guān)系到國家的經(jīng)濟(jì)安全和可持續(xù)發(fā)展。人們越來越關(guān)注其它燃料的汽車和電動汽車得開發(fā)，電動汽車成為最主要得選擇之一。電動汽車（ Electric Vehicle, EV ）包括純電動汽車（ EV）、混合動力汽車（ Hybrid Electric Vehicle, HEV

12、或 HV）和燃料電池汽車三種形式。受現(xiàn)在科技條件所限制，純電動汽車和燃料汽車很難實(shí)現(xiàn)產(chǎn)業(yè)化，而融合內(nèi)燃機(jī)汽車和電動汽車優(yōu)點(diǎn)的混合動力汽車，在世界范圍內(nèi)成為新型汽車開發(fā)得熱點(diǎn)?？梢韵嘈?，在電動汽車得儲能部件電池沒有根本性突破之前，使用混合動力汽車是解決排污和能源問題最具現(xiàn)實(shí)意義得途徑之一。所謂混合動力汽車（ HEV或 HV）是在一輛汽車上同時(shí)配備電力驅(qū)動系統(tǒng)(Traction和輔助動力單元（ Auxiliary Power Unit ,APU ）, 其中 APU是燃燒某種燃料 Motor)的原動機(jī)或由原動機(jī)驅(qū)動的發(fā)電機(jī)組，目前HEV 所采用的原動機(jī)一般為柴油機(jī)、汽油機(jī)和燃汽輪機(jī)?；旌蟿恿ζ噷?nèi)

13、燃機(jī)、電動機(jī)與蓄電池通過控制系統(tǒng)相組合，電動機(jī)可補(bǔ)充提供車輛起步、加速所需的轉(zhuǎn)矩，又可以吸收并存儲內(nèi)燃機(jī)富余的功率和車輛制動能量，從而可大幅度降低油耗，減少污染物排放?；旌蟿恿ζ囯m然沒有實(shí)現(xiàn)零排放，但其動力性、經(jīng)濟(jì)性和排放等綜合指標(biāo)均能滿足當(dāng)前各國苛刻的法規(guī)要求，可緩解汽車需求與環(huán)境污染及石油短缺的矛盾?；旌蟿恿ζ嚱陙戆l(fā)展迅速，并已經(jīng)實(shí)現(xiàn)了產(chǎn)業(yè)化。混合動力汽車將至少在30 年內(nèi)都是汽車工業(yè)最切實(shí)可行的解決能源和污染問題的途徑1 。混合動力汽車基本上不改變現(xiàn)有的汽車常見結(jié)構(gòu)，不改變現(xiàn)有能源（石油燃料）的體系，不改變用戶對汽車的使用習(xí)慣，這也是他能夠迅速實(shí)現(xiàn)產(chǎn)業(yè)化的重要因素。專家預(yù)測，在未來

14、十年內(nèi)將可能有40%的燃油汽車實(shí)現(xiàn)混合動力驅(qū)動。從上我們可以看出，混合動力汽車的研究和發(fā)展, 對于解決環(huán)境污染和能源危機(jī)這兩個人類目前面臨的兩大難題能起到相當(dāng)大的作用。集裝箱運(yùn)輸以其方便、安全、快捷的特點(diǎn)已成為貨物運(yùn)輸?shù)陌l(fā)展重點(diǎn)。隨著世界經(jīng)濟(jì)發(fā)展，自2003 年以來，集裝箱運(yùn)輸每年都以超過10%的幅度增長，截止2006年 1 月 31 日，全球集裝箱船隊(duì)總運(yùn)力已增長到913 萬標(biāo)準(zhǔn)箱。我國90%以上的外貿(mào)貨運(yùn)要依靠港口實(shí)現(xiàn)，而主要的運(yùn)輸方式就是集裝箱，2006 年上半年，我國主要港口完成集裝箱吞吐量4212.11 萬 TEU，同比增長 22.4%，并依然保持著較高增長態(tài)勢。圖 11 為我國集裝

15、箱的增長情況統(tǒng)計(jì)。單位：百萬 TEU20.0%807018.0%16.0%6014.0%5012.0%4010.0%308.0%6.0%204.0%102.0%00.0%1998 年1999 年 2000 年 2001 年2002 年 2003 年 2004 年2005 年中國集裝箱吞吐量占世界集裝箱吞吐量比隨著集裝箱吞吐量的增長，碼頭牽引車的需求也同步增長，與其他汽車相比，碼頭牽引車的運(yùn)行工況有如下特點(diǎn)：速度低碼頭內(nèi)的速度 <30km= 1500 rpm 時(shí)，車速 = 23.4 Km，L.B. Lave，Evaluationautomobilefuelpropulsionsystemt

16、echnologies.ProgressinEnergyandCombustion Science, 2003 (29):1 69;2O. Bitsche, G. Gutmann, System for , N. J. Schouten, Emission and fueleconomy trade-off for Simulation, Vol. 66, 2004:155172;4 麻友良，陳全世，混合電動汽車的發(fā)展，公路交通科技，2001（ 2），77885Morita K., Automotive Power Source in 21stCentury, JSAE Review,2003

17、(24):3 76Menahem Anderman, The challengeto fulfillelectricalpower requirementsof advanced vehicles, J. of Power Source 127(2004):277Maggetto, g., Van, M. J., Electric vehicles, . Chim. Sci. Mat. 2001,26(4):9 268 吳志新，元玉梅，褚韶華，清潔汽車和潔凈車用能源的發(fā)展， 國際石油經(jīng)濟(jì)， 2000（5）： 10169KennethJ. Kelly,Arun Rajagopalan,Bench

18、marking of OEM to the new Prius,TOYOTA Technical Review,2000, 50(1): 121712 張樂，美國環(huán)保署公布 2002 年款最省油轎車， 輕型汽車技術(shù)， 2002 （ 4）：1513 張?jiān)魄?，趙景山，美國“新一代汽車合作計(jì)劃” （PNGV）及其涉及的關(guān)鍵高新技術(shù)，科技進(jìn)步與對策， 2001（1）14 陳清泉，孫逢春，祝嘉光，現(xiàn)代電動汽車技術(shù)，北京：北京理工大學(xué)出版社，200215 王軍，申金升，國內(nèi)外混合動力開發(fā)動態(tài)及發(fā)展趨勢， 公路交通科技， 2000（ 2）：71 7416李寶文，申金升，郭文雙，國外先進(jìn)技術(shù)汽車的現(xiàn)狀與展望，

19、世界環(huán)境，2001（3）： 394117 許倞，“十五” 國家 863 計(jì)劃電動汽車重大專項(xiàng)正式啟動， 中國科技產(chǎn)業(yè)， 2002（3）:49 5018張翔，趙韓，張炳力，錢立軍，中國電動汽車的進(jìn)展，汽車研究與開發(fā)，2004（1）:19 2619電動汽車重大專項(xiàng)總體組，電動汽車重大專項(xiàng)辦公室十五國家高技術(shù)研究致謝經(jīng)過四個多月的不懈的努力，在老師和同學(xué)的幫助下，畢業(yè)論文也已經(jīng)到了走到了尾聲。在做畢業(yè)論文的過程中崔世海老師細(xì)心的給我講解，耐心的指導(dǎo)我走過了一個個難關(guān)，如果沒有崔世海老師的悉心指導(dǎo)，我也很難這么順利完成自己的畢業(yè)論文，崔老師嚴(yán)謹(jǐn)?shù)膶W(xué)風(fēng)、認(rèn)真的工作態(tài)度，給我樹立了榜樣，在此我對崔老師說一

20、聲“您辛苦了” 。在做畢業(yè)論文的過程中，我的同學(xué)也給了我很多幫助，我的同學(xué)“謝謝你們”。畢業(yè)論文雖然結(jié)束了，在做畢業(yè)論文的過程中，既增進(jìn)了和同學(xué)們之間的友誼，又加深了與老師的交流，大學(xué)生活即將結(jié)束，在畢業(yè)論文的過程中不但又重新復(fù)習(xí)了自己的專業(yè)知識，而且還為自己的大學(xué)生活畫上了一個圓滿的句號，我深知畢業(yè)論文的結(jié)束并不是最終的結(jié)束，而是一個新的開始，我會好好的把握住這次機(jī)會，向老師做完美的答復(fù)，為自己的大學(xué)生活做一個深刻而又有意義的總結(jié)。但由于所學(xué)知識有限，論文中不免有失誤之處，懇請老師批評指正。英文資料與翻譯Technologiesforelectric,vehicles:Electricity

21、fromrenewable energy sources in transportAbstractThe article analyses and compares electricity and as transportation fuels. The analysis includes aspects such as the energy utilization from grid to wheels, vehicle range (linked to the physical properties of the onboard storage), costs, and durabilit

22、y (particularly of batteries). The article concludesthat it is not possibleto identify one option as the best choice given the wide range of aspects to consider and the substantial uncertainties. There is no clear cut priority between the main options e electric, fuel cell drive e or within these.On

23、 the other terms of energy efficiency, e.g. in internal combustion engines or liquid .1.IntroductionUsually, a key instrument in strategies to promote sustainable transport is the introduction of alternative fuels. Frequently, the principal objective of introducing a different energy carrier is to u

24、tilise it for introducing renewable energy sources into the transport sector andor improving energy security by reducing the dependence on oil. In this context, the main options as regards energy carriers for renewable energy sources are electricity, , bio-fuels and biogas.Regardless of their respec

25、tive strengths and weaknesses, as energy carriers in the transport sector, electricity and common the strengths of several renewableenergy sources. In contrast, liquid bio-fuels and biogas, which are frequently seen as more immediay applicable alternative fuel options in the short term, are in pract

26、ice (with acceptable conversion efficiencies) confined to a quite limited resource base of biomass. Since these energy carriers can relatively easily be generated from fossil fuels, the limited resource base poses a realistic risk, for instance in case the demand for bio-fuelsbiogas outstrips the pr

27、oduction capacity.The choice between and electricity as fuels, and between their different paths, is a complex evaluation of various aspects, also involving assumptions on the long-term development of technologieswith very different development trends, as seen today. The evaluation is further compli

28、cated by the fact that the electricity forms part of the electricity supply system and can only fully be analysed in this context.This article illustrates some of the problems in this context,the vehicle andthe generation of fuels, and does not include systems analysis of the electricity system.Inst

29、ead the article intends to raise vehiclefuel-related issuesthat are significant forsuch an analysis. An overall conclusion is that it is not possible to make simplerecommendationson the choice between electric,vehicles e partly becauseof thedifficulties in assessingthe different dimensions, and part

30、ly because considerablevariations exist between the different paths within the main options.2. Overview of fuel cycle of electricity andElectricity may be used either directly as fuel in batteryelectric vehicles or plug-in and applied in internal combustion engine-basedvehicles or in fuel cell vehic

31、les. A common feature, except for the internal combustion engine vehicle, is that they can be perceived as variations of electric drive, in which the electricity is either supplied from the grid via a battery (or similar electric storage technologies)or generated onboard either in an internal combus

32、tion engine (the plug-ina fuel cell.If electricity is used as fuel in battery-electric vehicles (BEV), this is typically supplied from the public grid, stored onboard the vehicle (typically in batteries) and used in electric motor drives. In principle, the recharging can be achieved though existing

33、sockets, and in this case the infrastructure is very inexpensive. This is, which imposes many restrictions on the place and speed of the recharging.Hence, in practice, more requirements and costs will be linked to this option, particularly if fast recharge is required and if the electricity consumpt

34、ion needs to be monitored. This is usually a very energy efficient option.Hybrid-electric vehicles (HEV) are characterised byengines in its drive system(Graham, 2001; Duvall, 2002; Gage, 2003; Lipman and Delucchi, 2003; Boschert,2006). The plug-inbe recharged from the grid. It can be perceived as a

35、BEVsupplemented with an internal combustion engine-baseddrive. In fact, the PHEV category contains a wide range of different options,defined by factors such as:impacts of different options, but normally even the most efficient pathways the least efficient option based on electricity as fuel.On the o

36、ther than for BEVs and this will in all probability continue to be the case in the future. This is linked to the costs and physical properties and the two storage mediums as described in detail below (Amos, 1998; Kalhammer et al.,2007).A range of different options can be identified with regard to on

37、board storage. Storage in the form of liquid (LH2) can achieve ranges in the same order asconventional vehicles, but this option addition. From an energy efficiency viewpoint, the most attractive solutions at present are probably compressedgas tanks (CH2 storage) and metal order to reduce weight and

38、 costs.Infrastructure requirements and costs constitute a major drawback in conjunction with . In this respect, undoubtedly involves the greatest number of obstaclesof all alternative fuels. This weakness in combination with the currentlyshorter ranges in connection with vehicles the exploration of

39、options in which liquid fuels (gasoline, diesel, methanol etc.) are converted into onboard the vehicle. This solution involves considerable energy lossesand in addition, many technical problems as well as problems of reducing the volume.Hydrogen can be generated through other paths than via electric

40、ity, notably (ina renewable energy context) by conversion of biomass through gasification or other processes (Padroand Putsche, 1999; S?rensen et al., 2001; Ogden et al., 2004).It may also be produced from various fossil fuels, particularlynatural gas or coal. From a sustainability point of view, sh

41、ifting to if this is based on fossil fuels, even in the long term. Hydrogen produced by electrolysis based on electricity from the presentDanish or European electric grid and used as vehicle fuel generally and CO2 emissions than the present fuels used for the same applications.The non-grid-connected

42、HEV is generally not used in order to shift fuel but only to improve the energy efficiency of the vehicle. In principle, it can use any liquid or gaseousfuel, including , bio-fuels, biogas and others. Seen from today s point ofview, this is not a very likely option. However, this may change in the l

43、onger term if and when the type is developed into a state-of-the-art technology, particularly if thefuel cell technology is not successfulin the long term or only achieves a limited application. This as a competitor to the fuel cell and as a very efficient drive systemin the long term (Edwards et al

44、., 2007). While it will probably not reach the same energy efficiency levels as fuel cell drive systems,it will not need a break with thepresent automobile technologies,fuels and infrastructure. It is likely to remain a lower-cost option compared to fuel cells unless the latter experiencesa large-sc

45、ale breakthrough.3. Key dilemmas and trade-offsThe choice between different technologies and energy carriers and recommendationsin this connectionis very complicated and associatedwith great uncertainty, for many reasons. Both the potential solutions and the considerations to be taken into account a

46、re wide-ranging and character, further complicated by the uncertainties in conjunction with the future development of technologies not yet on the market. Moreover, the technologies in question generally .The principal considerationsin the assessmentof alternativefuels include the following (Kempton

47、et al., 2001;Kalhammer et al., 2007):direct and indirect energy and environmental impacts (including impacts through energy and transport systems);vehicle range between refueling;weight and volume of onboard energy storage, fuel cellsand the drive system in general;costs of purchase and operation of

48、 vehicle and fuels;durability of key components, particularly those with the context of this article, comparing different applications of electricity in vehicles, it is appropriate to limit the comparison to the specific electricity consumption per km off the grid e be it for direct supply of the ve

49、hicle or through conversion into . The energy efficiency is still a crucial indicator even with renewable energy replacing fossil fuels. Renewable energy is not likely to become an unlimited and unproblematic source without negative impacts in the form of costs, land requirements, environmental and

50、visual impacts etc. On this background, key trade-offs can be outlined to illustrate the evaluation and choice of different technologies. One crucial trade-off is between energyefficiencyCO2 emissions(as represented by the specific electricity consumption) on the one the other. Another is between co

51、sts on the one side and either range or energyefficiencyon the other. A further key trade-off is between flexibility towards energy resources and perspectivesof covering a substantial share of the transport sector energy demand (in principle 100%) on the one side and the requirements to and costs of

52、 infrastructure on the other, and in that connection, the need for a break with the development. In relation to the latter, there is the vital chicken-and-egg problem, in particular with regard to and fuel cells, as the market for vehicles and the refuelling infrastructure are dependant on each othe

53、r.4. Comparison of the energy efficiency of electricity andSince the article compares different utilisations of electricityas fuel in vehicles, a convenient energy chain applied to measure the energy efficiency runs between the electricity supply off the grid and the driving wheels of the vehicle. For electrici