(完整版)串联式混合动力码头车的结构形式本科毕业设计.doc

1、天津工程师范学院本科生毕业论文串联式混合动力码头车的结构形式及控制方案的选择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目录1 概述 .12 混合动力汽车的结构分析 . .错误！未定义书签。2.1混合动力汽车的主要组成 .错误！未定义书签。2.2混合动力汽车的分类 . .错误！未定义书签。2.3典型混合动力卡车结构 .错误！未定义书签。2.3

8、.1 Volvo 重型卡车 .错误！未定义书签。2.3.2三菱 Canter Eco 轻型卡车 .错误！未定义书签。2.3.3日产小型卡车 ATLAS20 .错误！未定义书签。3 串联式混合动力码头车动力装置参数的选定 .错误！未定义书签。3.1初步确定驱动电机参数和车辆动力性分析 .错误！未定义书签。3.1.1整车参数 .错误！未定义书签。3.1.2轮胎参数 .错误！未定义书签。3.1.3变速比 .错误！未定义书签。3.1.4根据最高车速确定驱动电机额定功率 .错误！未定义书签。3.1.5初步确定驱动电机峰值功率及其它参数 .错误！未定义书签。3.1.6最大爬坡度计算 .错误！未定义书签。3

9、.1.7驱动力 行驶阻力平衡图和功率平衡图 . .错误！未定义书签。3.2电机扩大恒功率区系数和过载系数对加速时间的影响错误！未定义书签。3.2.1电机的扩大恒功率系数对加速时间的影响 . .错误！未定义书签。3.2.2电机过载系数对整车加速时间的影响 .错误！未定义书签。3.3重新选定的驱动电机参数及车辆动力性分析 .错误！未定义书签。3.3.1重新选定的驱动电机 B 的参数及其特性曲线错误！未定义书签。3.3.2选用驱动电机 B 的车辆动力性分析 .错误！未定义书签。3.4初步选择发动机功率 . .错误！未定义书签。4 串联式混合动力码头车总成控制策略 .错误！未定义书签。4.1控制系统的

10、功能 . .错误！未定义书签。4.2控制系统的组成 . .错误！未定义书签。4.3SHEV能量流动模式 . .错误！未定义书签。4.4串联式混合动力码头车控制策略模型 .错误！未定义书签。4.4.1恒温器的控制策略模型 .错误！未定义书签。4.4.2功率跟随控制策略模型 .错误！未定义书签。4.5串联式混合动力码头车发动机的控制策略 .错误！未定义书签。5 结论及展望 .错误！未定义书签。5.1结论 .错误！未定义书签。5.2展望 .错误！未定义书签。参考文献： .错误！未定义书签。致谢.3英文资料与翻译.4译文.181 概述随着世界范围内能源危机和环境污染问题的出现，节能和环保成为汽车工业所

11、面临的最大挑战。汽车工业作为我国的支柱产业， 每年仍保持 12%-14%的年均增长率，预计到 2020 年底我国汽车保有量将达到 1 亿 3 千万辆，如果采用传统的内燃机技术，按最保守的估计， 2020 年仅各类汽车每年消耗石油将达 2 亿 5,000 万吨，这将使我国石油总需求超过 4 亿吨，因此，开发新型能源、节能、环保的车辆已关系到国家的经济安全和可持续发展。人们越来越关注其它燃料的汽车和电动汽车得开发，电动汽车成为最主要得选择之一。电动汽车（ Electric Vehicle, EV ）包括纯电动汽车（ EV）、混合动力汽车（ Hybrid Electric Vehicle, HEV

12、或 HV）和燃料电池汽车三种形式。受现在科技条件所限制，纯电动汽车和燃料汽车很难实现产业化，而融合内燃机汽车和电动汽车优点的混合动力汽车，在世界范围内成为新型汽车开发得热点。可以相信，在电动汽车得储能部件电池没有根本性突破之前，使用混合动力汽车是解决排污和能源问题最具现实意义得途径之一。所谓混合动力汽车（ HEV或 HV）是在一辆汽车上同时配备电力驱动系统(Traction和辅助动力单元（ Auxiliary Power Unit ,APU ）, 其中 APU是燃烧某种燃料 Motor)的原动机或由原动机驱动的发电机组，目前HEV 所采用的原动机一般为柴油机、汽油机和燃汽轮机。混合动力汽车将内

13、燃机、电动机与蓄电池通过控制系统相组合，电动机可补充提供车辆起步、加速所需的转矩，又可以吸收并存储内燃机富余的功率和车辆制动能量，从而可大幅度降低油耗，减少污染物排放。混合动力汽车虽然没有实现零排放，但其动力性、经济性和排放等综合指标均能满足当前各国苛刻的法规要求，可缓解汽车需求与环境污染及石油短缺的矛盾。混合动力汽车近年来发展迅速，并已经实现了产业化。混合动力汽车将至少在30 年内都是汽车工业最切实可行的解决能源和污染问题的途径1 。混合动力汽车基本上不改变现有的汽车常见结构，不改变现有能源（石油燃料）的体系，不改变用户对汽车的使用习惯，这也是他能够迅速实现产业化的重要因素。专家预测，在未来

14、十年内将可能有40%的燃油汽车实现混合动力驱动。从上我们可以看出，混合动力汽车的研究和发展, 对于解决环境污染和能源危机这两个人类目前面临的两大难题能起到相当大的作用。集装箱运输以其方便、安全、快捷的特点已成为货物运输的发展重点。随着世界经济发展，自2003 年以来，集装箱运输每年都以超过10%的幅度增长，截止2006年 1 月 31 日，全球集装箱船队总运力已增长到913 万标准箱。我国90%以上的外贸货运要依靠港口实现，而主要的运输方式就是集装箱，2006 年上半年，我国主要港口完成集装箱吞吐量4212.11 万 TEU，同比增长 22.4%，并依然保持着较高增长态势。图 11 为我国集装

15、箱的增长情况统计。单位：百万 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 年中国集装箱吞吐量占世界集装箱吞吐量比随着集装箱吞吐量的增长，码头牵引车的需求也同步增长，与其他汽车相比，码头牵引车的运行工况有如下特点：速度低码头内的速度 <30km= 1500 rpm 时，车速 = 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，陈全世，混合电动汽车的发展，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 吴志新，元玉梅，褚韶华，清洁汽车和洁净车用能源的发展， 国际石油经济， 2000（5）： 10169KennethJ. Kelly,Arun Rajagopalan,Bench

18、marking of OEM to the new Prius,TOYOTA Technical Review,2000, 50(1): 121712 张乐，美国环保署公布 2002 年款最省油轿车， 轻型汽车技术， 2002 （ 4）：1513 张云清，赵景山，美国“新一代汽车合作计划” （PNGV）及其涉及的关键高新技术，科技进步与对策， 2001（1）14 陈清泉，孙逢春，祝嘉光，现代电动汽车技术，北京：北京理工大学出版社，200215 王军，申金升，国内外混合动力开发动态及发展趋势， 公路交通科技， 2000（ 2）：71 7416李宝文，申金升，郭文双，国外先进技术汽车的现状与展望，

19、世界环境，2001（3）： 394117 许倞，“十五” 国家 863 计划电动汽车重大专项正式启动， 中国科技产业， 2002（3）:49 5018张翔，赵韩，张炳力，钱立军，中国电动汽车的进展，汽车研究与开发，2004（1）:19 2619电动汽车重大专项总体组，电动汽车重大专项办公室十五国家高技术研究致谢经过四个多月的不懈的努力，在老师和同学的帮助下，毕业论文也已经到了走到了尾声。在做毕业论文的过程中崔世海老师细心的给我讲解，耐心的指导我走过了一个个难关，如果没有崔世海老师的悉心指导，我也很难这么顺利完成自己的毕业论文，崔老师严谨的学风、认真的工作态度，给我树立了榜样，在此我对崔老师说一

20、声“您辛苦了” 。在做毕业论文的过程中，我的同学也给了我很多帮助，我的同学“谢谢你们”。毕业论文虽然结束了，在做毕业论文的过程中，既增进了和同学们之间的友谊，又加深了与老师的交流，大学生活即将结束，在毕业论文的过程中不但又重新复习了自己的专业知识，而且还为自己的大学生活画上了一个圆满的句号，我深知毕业论文的结束并不是最终的结束，而是一个新的开始，我会好好的把握住这次机会，向老师做完美的答复，为自己的大学生活做一个深刻而又有意义的总结。但由于所学知识有限，论文中不免有失误之处，恳请老师批评指正。英文资料与翻译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