外文翻译--ADVISOR 使用说明

黑龙江工程学院本科生毕业论文 1 附 录 ADVISOR Documentation 3.1 ADVISOR file structure 3.1.1 File interactions & data flow The above schematic represents data flow in the ADVISOR file system. The four main agent types are: Input Scripts define variables in the workspace and/or call other input scripts. An example is MC_PM32.M. Block Diagrams are Simulink files containing the equations used to compute outputs such as fuel use from inputs such as an engine map. They are the models. One example is BD_PAR.MDL. Output Scripts post process the model outputs by querying the workspace. These may include plotting routines or error checking routines. chkoutputs.m is an example. Control Scripts may both develop inputs and process outputs. Examples include the ADVISOR GUI and optimization routines. 3.1.2 File locations The main ADVISOR directory (e.g. c:ADVISOR or c:Program FilesADVISOR) contains several sub directories. Among these are the data, GUI, and models directories that contain the corresponding files. 3.1.3 File naming conventions All model and data files use a prefix followed by an underscore (_) that is the same as the prefix used for (nearly all of) the variables it defines, which in turn is in pointy brackets () at the end of the Simulink block in which those variables are used. Here are ADVISORs component file types: ACC_*.M Accessory load files CYC_*.M Driving cycle files, which define variables starting with cyc_, used in the block labeled ESS_*.M Energy storage system data files, which likewise define variables starting with 黑龙江工程学院本科生毕业论文 2 ess_, used in the block labeled EX_*.M Exhaust after treatment files (such as catalysts) FC_*.M Fuel converter data files TX_*.M Transmission data files (these include gearbox-gb and final drive-fd variables) GC_*.M Generator/controller data files MC_*.M Motor/controller data files PTC_*.M Powertrain control data files, which define engine control, clutch control, and hybrid control strategy variables starting with vc_ and cs_, used in blocks labeled and TC_*.M Torque coupler data files VEH_*.M Vehicle data files WH_*.M Wheel/axle data files In addition to the above component data files, there is one other type that use prefixes: BD_*.MDL Simulink block diagrams (models) All filenames that include prefixes are entirely in capital letters to avoid confusion with variable names, which are entirely in lower-case letters. 3.1.4 Adding files to ADVISOR The easiest way to add a particular kind of file to ADVISOR is to modify an existing file of that kind and save it with a new file name, entirely in capital letters, in the appropriate ADVISOR directory. This will ensure that all variables necessary to fully define the particular component will be included in your new file. For adding vehicle component or drive cycle files, clicking the pushbutton in the graphical user interface brings up a window to guide the process. 3.1.5 Inspecting input files Component files and nearly all other files in ADVISOR are text files (the exceptions are mat files, which contain Matlab-specific data), and can be viewed and edited in any text editor. A fixed pitch font helps. We recommend using the Matlab editor/debugger packaged with Matlab 5.3. Additionally, text files can be viewed in the Matlab command window by entering type filename at the MATLAB command line. 3.1.6 Deleting files from ADVISORs database Files can be removed from ADVISOR by either deleting them using your operating system or by entering the following at the Matlab command line: !rm filename 黑龙江工程学院本科生毕业论文 3 Deleting files via the operating system is preferable, especially on PC and Macintosh platforms, where deleted files will be preserved in Trash or the Recycle Bin. 3.2 Drivetrain model descriptions ADVISOR has six different vehicle types and two specific vehicle choices, as listed below. Each of these has a different drivetrain. There is also an option to use a custom drivetrain. Conventional Drivetrain: The conventional vehicle represents a typical passenger car. It uses only a fuel converter for motive power. The default gearbox is a 5 speed. The conventional accessories are a constant mechanical power load. Series Drivetrain: The series vehicle components include a fuel converter, a generator, batteries, and a motor. The fuel converter does not drive the vehicle shaft directly. Instead, it converts mechanical energy directly into electrical energy via the generator. All torque used to move the vehicle comes from the motor. The default gearbox is a one speed. The default control strategy is a series power follower. The hybrid accessories are a constant electrical power load. Parallel Drivetrain: The parallel vehicle components include an engine, batteries, and a motor. Is is named parallel because both the motor and the engine can apply torque to move the vehicle. The motor can act in reverse as a generator for braking and to charge the batteries. The default control strategy is an electric assist. The default gearbox is a 5 speed. The hybrid accessories are a constant electrical power load. Parallel Starter/Alternator: The parallel starter/alternator vehicle components include an engine, batteries, and a motor. It is named parallel starter/alternator because the motor behaves like the starter and the alternator of a conventional vehicle. It allows for engine shutdown and restart and for minimal electric assist. It is a parallel design because both the motor and the engine can apply torque to move the vehicle. The major difference between the parallel starter/alternator design and the basic parallel design is the location of the clutch. The clutch is positioned between the gearbox and torque coupler in the parallel starter/alternator design while it is located between the torque coupler and the engine in the basic parallel design. This means that if the vehicle is moving and the clutch is engage both the engine and motor shafts must be rotating. The motor can act in reverse as a generator for braking and to charge the batteries. The default control strategy is an electric assist . The default gearbox is a 5 speed. The hybrid accessories are a constant electrical power load. 黑龙江工程学院本科生毕业论文 4 Custom:The above figure represents a conventional vehicles drivetrain using components from ADVISOR. Note that most blocks have two inputs and two outputs. Each block passes and transforms a torque and speed request, and each block also passes an achievable or actual torque and speed. The top arrows, feeding left-to-right, are the torque and speed requests. The drive cycle requests or requires a given speed. Each block between the driving cycle and the torque provider, in this case the ICE, then computes its required input given its required output. It does this by applying losses, speed reductions or multiplications, and its performance limits. At the end of the line, the ICE fuel converter uses its required torque output and speed to determine how much torque it can actually deliver and its maximum speed. Then passing information back to the left, each component determines its actual output given its actual input, using losses computed during the input requirement pass described above. Finally, the vehicle block computes the vehicles actual speed given the tractive force and speed limit it receives, and uses this speed to compute acceleration for the next time step. And so the cycle continues throughout the duration of the driving cycle. The following describe the torque, speed, and power transformations performed by the drivetrain component models that connected to each other as explained above to build a vehicle model. In addition, the somewhat trickier blocks that perform solely control functions are documented below. 3.2.3 Transmission Torque coupler Torque coupler block diagramRole of subsystem in vehicle Physically, a torque coupler is a three-sprocket belt or chain drive whereby two torque sources combine their torques to provide to a drivetrain component such as the gearbox or final drive. The torque coupler block diagram processes a torque and speed request from the downstream drivetrain component and apportions requests of the two feeder torque sources. Description of modeling approach The effects of torque loss and a gear ratio between the second of the torque input devices and the output are modeled here. The torque loss is a constant whenever the torque coupler is spinning. The torque coupler first requests the sum of necessary output torque and torque coupler loss from the first torque source. Using the actual/available torque of the first source, it requests the balance of the second torque source. The speeds of the two torque pro viders are in constant 黑龙江工程学院本科生毕业论文 5 proportion to the torque coupler output speed: the first input speed equals the output speed, and the second input speed is greater by a factor tc_mc_to_fc_ratio. Gearbox Gearbox block diagram Role of subsystem in vehicle The gearbox of a multi-speed transmission houses gears of different gear ratios that are used to transmit torque from the engine or tractive motor to the final drive and on to the wheels. I t thereby allows a number of discrete speed reduction and torque multiplication factors. Inclusion of a gearbox is critical to the drivetrain of conventional and parallel hybrid vehicles, and generally less important for series hybrids. Description of modeling approach The gearbox model in ADVISOR usually communicates physics (torque, speed, and power) information to and from the final drive submodel and engine, torque converter, and/or motor model. Control information as might be sensed or commanded by a CPU in the vehicle, such as gear number, is passed to and from the transmission control submodel. Effects on torque and speed in the gearbox include: torque multiplication and speed reduction via the gear ratio, torque loss due to the acceleration of rotational inertia, and torque loss due to the friction of the turning gears. These effects are modeled empirically. Data files such as /data/transmission/TX_5SPD.M are required to supply necessary physical parameters. The equations represented by the Simulink block diagram in the picture corresponding to the link above are as follows. Equations used in subsystem TORQUE AND SPEED REQUIRED (torque reqd into gearbox) = (torque reqd out of gearbox) / (current gear ratio) +(torque reqd to accelerate rotational inertia) + (torque loss due to friction), where (torque reqd out of gearbox) is a Simulink input (#1, in the top left of the above figure) (current gear ratio) is computed from (current gear number), which is provided by the gearbox controller interface block, using the look-up vector gb_ratio (torque reqd to accelerate rotational inertia) = gb_inertia * d(speed reqd into gearbox)/dt 黑龙江工程学院本科生毕业论文 6 (torque loss at transmission input due to friction) = function of torque at output-side of gearbox, angular speed at output side of gearbox, gear (e.g., 1st, 2nd, etc.)-this is implemented with a lookup-table (speed reqd into gearbox) = (speed reqd out of gearbox) * (current gear ratio) TORQUE AND SPEED AVAILABLE (torque avail. at output side of gearbox) = (torque avail. at input side of gearbox) * (output side power) / (input side power)required - (torque reqd to accelerate rotational inertia) * (current gear ratio) where (torque avail. at input side of gearbox) is a Simulink input (#2, in the bottom left of the above figure) (output side power) / (input side power)required is computed from the input and output torques and speeds of the REQUIRED calculations (speed avail. at output side of gearbox) = (speed avail. at input side of gearbox) / (current gear ratio) 黑龙江工程学院本科生毕业论文 7 ADVISOR 使用说明 3.1 ADVISOR的文件结构 3.1.1 文件交互与数据流 ADVISOR 文件系统的数据流如上图所示。图中有四种主要的代表类型： 输入脚本文件定义工作空间的变量或者调用其它输入脚本文件，如 MC_PM32.M；模块图表有一些 Simulink文件组成。这些文件含有许多根据输入（如发动机特性图） 计算输出（如燃油经济性）的方程；它们都是一些模型，如 BD_PAR.M.； 输出脚本文件通过搜索工作空间对模型输出作一些后续处理，包括一些画图程序和一些错误检查程序，如 chkoutputs.m。 控制脚本文件既生成输入，也对输出作一些处理。例如 ADVISOR图形用户界面（ GUI）和优化程序。 3.1.2 文件位置 ADVISOR 根目录下（如 c:ADVISOR或 c:Program FilesADVISOR）有一些子目录；这些子目录下是含有相应文件的数据、图形用户界面和模型子目录。 3.1.3 文件命名规则 变量名称前缀 代表的文件类型 ACC_*.M 附件负载文 件 CYC_*.M 驱动循环文件。定义变量时以 cyc_开头；在模块图里则以 作为标示 ESS_*.M 能量存储系统数据文件。同样在定义变量时以 ess_开头 ； 在模块图里则以 作为标示 EX_*.M 排放后处理文件（如催化剂等） FC_*.M 燃料转换器数据文件 TX_*.M 传动系数据文件，包括变速箱（ gb）和主减速器（ fd） GC_*.M 发电机 /控制器数据文件 MC_*.M 电机 /控制器数据文件 PTC_*.M 传动系控制数据文件。在定义发动机控制、离合器控制和混合控制策略 变量时以 vc_和 cs_开头；而在模块图中则分别以 和 标示 TC_*.M 扭矩合成装置数据文件 VEH_*.M 整车数据文件 黑龙江工程学院本科生毕业论文 8 WH_*.M 车轮 /车轴数据文件 模型和数据文件的命名都采用一个前缀加一下划线 （ _） 且使用的前缀几乎和定义的变量使用的前缀是一样的。而在模块图里这一前缀放在尖括号 （ ） 内。以 上 是 ADVISOR部件文件类型： 除了上述部件数据文件外，还有另一种类型文件也用前缀定义： BD_*.M 代表 Simulink 模块图（模型）； 所有带前缀文件名用大写字母，而变 量名则全部采用小写字母，以免相互混淆。 3.1.4 ADVISOR文件的添加 向 ADISOR中添加一特定类型的文件的最容易的方法是修改现有的同类型文件，并以新的文件名在适当的目录下存储。注意文件名要用大写字母。这样做容易保证定义一个部件所需的全部变量都包含在新的文件中。要添加汽车部件或驱动循环文件，用户只要点击图形用户界面中的相应按钮，按弹出菜单的指示去操作就可以了。 3.1.5 查看输入文件 除了 Matlab 文件含有特定的数据以外， ADVISOR 部件文件和其它几乎所有的文件都是文本文件，用户可以在任 何文本编辑器上查看并编辑文件。我们建议用户使用 Matlab5.3 自带的编辑器和调试器。另外，查看文本文件还可在 Matlab 命令窗口直接输入 type filename 即可。 3.1.6 文件的删除 删除文件用户可用两种方法：一是在操作系统下直接删除，二是在 Matlab 命令行下输入删除命令。建议用户在操作系统下进行，这样可暂时将 “ 删除 ” 的文件放在垃圾箱里。 3.2 传动系模型的描述 ADVISOR 有如下六种不同类型的汽车和两种现有的特殊的汽车供选择，每一类汽车都有不同的传动系。此外 ADVISOR 还提供了一种自定义类型的传动系。 1. 常规 一典型的常规汽车是客车或轿车，它仅用一个燃料转换装置（如汽油机）作为动力源。在 ADVISOR中，默认的变速箱为手动五速机械式变速箱，附件为恒机械负载。 2. 串联混合动力 串联混合动力汽车的部件包括燃料转换装置、发电机、电池和电机。燃料转换装置（如汽油机）不直接驱动汽车的车轴，而是把机械能通过发电机直接转换成电能。所有驱动汽车的转矩均来自于电机。在 ADVISOR 中，串联混合动力汽车默认的变速箱是单速的；默认的控制策略是串联功率跟随策略。混合动力汽车的负 载为恒电功率负载。 3. 并联混合动力 黑龙江工程学院本科生毕业论文 9 并联混合动力汽车的部件包括一个发动机、电池和一个电机。之所以命名为并联混合动力汽车，是因为燃料转换装置（如汽油机）和电机都可以直接驱动汽车的车轴。电机可反过来作为发电机给电池充电。在 ADVISOR 中，并联混合动力汽车默认的变速箱是五速的；默认的控制策略是并联电机辅助策略。混合动力汽车的负载为恒电功率负载。 4. 并联 SA 并联 SA 混合动力汽车的部件包括一个发动机、电池和一个电机。之所以命名为并联 SA 混合动力汽车，是因为电机的作用类似于常规汽车上的起动机（ Starter）和交流发动机（ Alternator），它可允许并联 SA 混合动力汽车上的发动机在获得最小电动辅助的情况下关闭和重新启动。称该类型汽车为并联是因为燃料转换装置（如汽油机）和电机都可以直接驱动汽车的车轴，电机可反过来作为发电机给电池充电。并联 SA 混合动力汽车和基本的并联混合动力汽车之间的主要区别是离合器的位置不同，前者的离合器位于变速箱和转矩合成装置之间，而后者离合器则位于转矩合成装置和发动机之间。这就意味着当汽车行驶时，发动机和电机轴都跟着转动。在 ADVISOR 中，并联混合动力汽车默认的变速箱是五速的；默认的控制策略是并联电机辅助策略。混合动力汽车的负载为恒电功率负载。 5. 自定义类型 上图是用 ADVISOR部件绘制的常规汽车的传动系图。值得注意的使大部分模块都有两各输入和两个输出。每一个模块都传递和变换要求的转矩，也同时传递和变换可达到的、实际的 转矩和车速。 图中上方的箭头（自左向右）表示的是转矩和车速需求。驱动循环模块提出车速要求，而介于驱动循环模块和转矩提供模块（此时是内燃机）之间的各个模块然后根据给定的输入计算输出。在计算过程中各个模块考虑损失、速度下降或提升以及自身的性能限 制。 在最后 内燃机 根据需求的转矩输出和车速确定其能够输出的转矩和最高转速；然后将信息自右向左传给各个部件；这些部件根据实际输入决定其实际输出。和输入路径计算一样，输出也要考虑损失。最后，整车模块根据收到的牵引力和速度限制信息，计算下一时间段汽车的加速度 。 这一过程在整个驱动循环内不断进行下去。 下文即将介绍的是相互联系的各