乘用车发动机电控冷却系统控制策略  

Control strategy of electrically controlled passenger vehicle engine cooling system

作　　者：刘震涛[1] 尹旭[1] 韩松[1] 孙正[1] 俞小莉[1] 

机构地区：[1]浙江大学动力机械及车辆工程研究所,浙江杭州310027

出　　处：《浙江大学学报（工学版）》2013年第11期1976-1982,共7页Journal of Zhejiang University：Engineering Science

摘　　要：针对乘用车发动机冷却系统水温控制问题.建立某车型冷却系统仿真模型,通过台架试验验证模型,在模型的基础上设计PI反馈控制和前馈-反馈综合控制的控制策略,将3种冷却系统控制方式在暖机、负荷突变情况下进行对比,并在新欧洲行驶循环(NEDC)下考虑冷却系统功耗进行综合分析.结果表明:PI反馈控制策略可将发动机冷却液出口水温波动控制在±1.5℃,而综合控制则将温度波动控制在±0.5℃,PI反馈控制和综合控制较原机减小暖机时间,相对原机系统在NEDC循环下分别降低功耗55.3%、58.0%.采用前馈-反馈的综合控制方式较PI反馈控制策略冷却液温度波动更小且冷却系统附件功耗能够进一步降低.Temperature control problem was studied on a passenger car engine cooling system, and a certain car cooling system model was established. The model was also verified by the bench test. Based on the cooling system model, PI feedback control strategy and feedforward-feedback control strategy were de- signed. The three different cooling system control modes were compared under warm-up g〉 mutation load operations. The comprehensive analysis was also done for the cooling system parasitic cost under （new eu ropean driving cycle NEDC）. Results show that, coolant temperature fluctuation could be controlled with- in ~1.5 ~C by means of PI feedback control and !0.5 ~C by means of integrated control. Compared to the original cooling system, the warm up time of the PI feedback control system and the integrated control sys- tem are reduced, and the parasitic costs are reduced by 55.3O//oo and 58.0Y00 respectively. The feedforward- feedback control system has lower coolant temperature fluctuation and the parasitic cost is also further re- duced.

关 键 词：PI反馈 前馈反馈 温度 模型 

分 类 号：TK414.2[动力工程及工程热物理—动力机械及工程]