CN108657168B - Multi-power unit power matching optimization control method - Google Patents

Multi-power unit power matching optimization control method Download PDF

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CN108657168B
CN108657168B CN201810384294.0A CN201810384294A CN108657168B CN 108657168 B CN108657168 B CN 108657168B CN 201810384294 A CN201810384294 A CN 201810384294A CN 108657168 B CN108657168 B CN 108657168B
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engine
torque
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power unit
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CN108657168A (en
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杨松樸
宫佳鹏
骆志伟
杨波
何刚
付进军
韦学中
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China Academy of Launch Vehicle Technology CALT
Beijing Institute of Space Launch Technology
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Beijing Institute of Space Launch Technology
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect

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  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
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Abstract

A multi-power unit power matching optimization control method is characterized in that the multi-power unit comprises at least two power units, and the method comprises the steps of firstly, determining the number of the current power units according to the electric quantity state and the current required power of the current power battery pack and the peak power which can be provided by each power unit; and then in the optimal working area of the power unit, according to the fuel consumption rates of the currently working power units under different output powers, and with the minimum fuel consumption as a target, determining the output power of each currently working power unit.

Description

Multi-power unit power matching optimization control method
Technical Field
The invention aims to provide a multi-power-unit power matching optimization control strategy, which is applied to the technical field of hybrid vehicle energy management.
Background
The power unit is an important component of a multi-shaft heavy hybrid vehicle energy system, the energy system comprises 3 independent power units, and each power unit can be independently controlled. Therefore, the energy management system needs to calculate and allocate the output power of each power unit according to a hybrid power allocation strategy.
At present, related researches of cooperative work of a plurality of power units are less, related researches and related experimental conditions are deficient, the principle of average distribution is generally adopted in similar situations, and the problems of low working efficiency of an engine, high fuel consumption rate, unnecessarily frequent starting and stopping of the engine and the like exist.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the method is characterized by providing a multi-power unit power matching optimization control method, providing a hybrid power distribution strategy, calculating and distributing the output power of each power unit, and mainly controlling the engine to work in an optimal oil consumption area and an optimal emission area.
The technical solution of the invention is as follows: a multi-power unit power matching optimization control method is characterized in that the multi-power unit comprises at least two power units, and the method comprises the steps of firstly, determining the number of the current power units according to the electric quantity state and the current required power of the current power battery pack and the peak power which can be provided by each power unit; and then in the optimal working area of the power unit, according to the fuel consumption rates of the currently working power units under different output powers, and with the minimum fuel consumption as a target, determining the output power of each currently working power unit.
Further, the specific implementation manner for determining the number of the current power units in operation is as follows:
if the electric quantity of the current power battery pack is less than 25%, all the power units are in a starting state; otherwise, the 1 power unit is in a hot standby state, and the number of the current power units in operation is determined in a hysteresis control mode according to the current required power and the peak power which can be provided by each power unit.
Further, the accumulated working time of the engine is used as a characteristic parameter, the working time of each power unit is compared at the initial power-on moment, and the starting sequence is confirmed according to the length of the working time, wherein the power unit with short working time is started preferentially; and after the number of the current power units working is determined, starting the corresponding number of power units according to the starting sequence.
Further, when the number of the power units operated is 1, the output power P of the power unitAPU1Is composed of
PAPU1＝Preq
When the number of the front power units is 2, the output power P of the two power unitsAPU1、PAPU2The allocation principle is as follows:
Figure BDA0001641807910000021
when the number of the front power units is 2, the output power P of the two power unitsAPU1、PAPU2、PAPU3The allocation principle is as follows:
Figure BDA0001641807910000022
in the formula: preqTo demand power, PAPU1maxThe peak power, P, may be output for power unit APU1APU2maxThe peak power, P, may be output for power unit APU2APU3maxPeak power may be output for power unit APU 3.
Further, the optimal working area is determined by the following method:
determining an engine speed-torque coordinate graph according to a power unit external characteristic calibration experiment; the abscissa of the rotating speed-torque coordinate graph is rotating speed, the ordinate is torque, and each rotating speed and each torque correspond to a working point;
the region where all the working points meet the following two constraints is the optimal working region for discretization of the engine:
a. under the condition of constant rotating speed, the torque is suddenly increased or decreased for the engine, and the engine does not stop;
b. the fuel consumption rate of the engine working at the working point is less than or equal to 215 g/(kW.h).
Further, according to actual working requirements, the engine speed-torque coordinate graph can be divided into four operation areas, namely an optimal working area, an unavailable area, an unstable area and a residual area; the unavailable area is an area which does not meet the working condition of the engine, and the unstable area is an area which suddenly adds or reduces torque to the engine under the condition of constant rotating speed and causes flameout of the engine.
Furthermore, each power unit which works currently determines a target working point and switches the target working point in an optimal working area according to the current output power and the actual target power of the engine and the principle of rotation speed regulation minimization to complete the power switching control of the engine; the actual target power is the determined output power of each power unit which is currently operated.
Further, the principle of minimizing the rotation speed regulation is that in the optimal working area, a point with the minimum difference with the engine rotation speed of the current working point is found out from all the working points on the target output power equipower curve as the target working point.
Further, switching from the current working point to the target working point, if the torque is loaded, optimally switching along an upward straight line track or an upward convex right-angle broken line track in an optimal working area; in order to reduce the torque, it is preferable to switch along a downward straight line trajectory or a downward convex rectangular polygonal line trajectory in the optimum operating region.
Further, the switching from the current operating point to the target operating point is specifically realized by the following steps:
the first step, judge whether the present output power is smaller than the actual target power, if smaller, turn to the second step, otherwise, turn to the fourth step;
secondly, in the optimal working area, inquiring the maximum torque T of the engine at the current rotating speed0MaxIf T is0MaxLess than target torque TaimThen the engine torque is adjusted to a constant torque Tc＝T0MaxAfter the adjustment is finished, the third step is carried out; otherwise, the engine torque is adjusted to a fixed torque Tc＝TaimAfter the adjustment is finished, the third step is carried out;
thirdly, adjusting the rotation speed of the engine until reaching the given rotation speed nc＝naimCompleting the switching; wherein n isaimA target rotating speed corresponding to the target working point;
fourthly, in the optimal working area, inquiring the minimum torque T of the engine at the current rotating speed0MinIf T is0MinGreater than target torque TaimThen the engine torque is adjusted to a constant torque Tc＝T0MinRegulating is madeTurning to the fifth step after finishing; otherwise, the engine torque is adjusted to a fixed torque Tc＝TaimTurning to the fifth step after the adjustment is finished;
fifthly, adjusting the rotating speed of the engine until reaching the given rotating speed nc＝naimAnd the switching is completed.
Compared with the prior art, the invention has the beneficial effects that:
the invention provides a multi-power unit power matching optimization control strategy, which is characterized in that a power unit start-stop control strategy is designed through required power sliding filtering and start-stop power hysteresis according to the dynamic requirements of an energy system and the management requirements of a power battery pack; according to the fuel economy requirement of the whole vehicle running, a power unit power matching strategy is designed, and reasonable distribution of power of multiple power units is realized.
The invention can realize the cooperative work of a plurality of power units and realize the maximized high-efficiency, low-emission and high-response-speed power output control of each power unit.
Drawings
FIG. 1 is a power unit start-stop control power hysteresis curve of the present invention;
FIG. 2 is a graph of the operating efficiency of the power unit of the present invention;
FIG. 3 is a schematic diagram of the selection of a target operating point and a switching route of the operating point according to the present invention;
FIG. 4 is a flow chart of the power closed loop control of the present invention;
FIG. 5 is a graph of the power unit calibration results of the present invention.
Detailed Description
The invention is described in detail below with reference to the figures and examples.
A multi-power unit power matching optimization control method is characterized in that the multi-power unit comprises at least two power units, and the method comprises the steps of firstly, determining the number of the current power units according to the electric quantity state and the current required power of the current power battery pack and the peak power which can be provided by each power unit; and then in the optimal working area of the power unit, according to the fuel consumption rates of the currently working power units under different output powers, and with the minimum fuel consumption as a target, determining the output power of each currently working power unit. The power unit start-stop control strategy is determined mainly according to the state information of the power unit, the power battery pack and the driving system controller, and the power unit is controlled after information integration calculation: (details will be given by taking 3 power units as an example)
Power unit starting calculation power PfStartComprises the following steps:
Figure BDA0001641807910000051
in the formula, n is the cumulative average number. The power unit output power comprises battery charging power and driving system power, wherein the driving system power is dynamically changed, and the energy management system is used for managing the required power PreqAnd controlling the start and stop of the power unit, and in order to reduce the frequent start and stop of the power unit caused by the frequent change of the driving power, filtering the driving power by adopting sliding average filtering.
Under the whole driving working condition, the power unit can quickly track the power required by the load, and particularly, the power battery pack is in a low-power state, so that the over-discharge of a lithium battery is avoided. Therefore, when the SOC of the battery is less than 25%, the 3 power units are all in a starting state, the required power is responded in real time, and the battery discharge is reduced; when the battery capacity is more than 25%, 1 power unit is in a hot standby state, and the start/stop control of the other 2 power units is controlled by PfStartIt is determined that, in order to quickly respond to the load power demand, the power unit start/stop control adopts a hysteresis control mode, in this example, the power hysteresis interval is 10kW, and 2 power unit start/stop hysteresis curves are shown in fig. 1. P in FIG. 1APU1maxCan provide peak power, P for the 1 st power unitAPU2maxPeak power may be provided for the 2 nd power unit.
In order to realize the health management of the whole life cycle work of 3 engines, the working time of the power unit is ensured to be approximately equivalent, the accumulated working time of the engines is taken as a characteristic parameter, the working time of the 3 power units is compared at the initial power-on moment, the starting sequence is confirmed, and the power unit with short working time preferentially starts the output power.
The power unit power matching design of the invention mainly optimizes the vehicle fuel economy, and fig. 2 is a working efficiency curve of a single power unit, wherein the left view is an engine working area, and the right view is a generator working area.
The multi-power unit fuel consumption may be expressed as:
Fuelall＝Fuel1(PAPU1)+Fuel2(PAPU2)+Fuel3(PAPU3)
in the formula, Fuel1、Fuel2、Fuel3The consumption rates of the fuel oil of the power units 1-3 are respectively. Thus, the power matching design translates into solving for PAPU1、PAPU2、PAPU3So that FuelallAnd minimum. According to the discrete data of fuel consumption of a single power unit in the figure 2, the fuel consumption is optimal by adopting the power average distribution principle through interpolation calculation, namely, P is calculated according to the number of the current power unit working stationsreqAnd carrying out average distribution, wherein the power unit can provide peak power in the average distribution process, and the specific distribution strategy is as follows.
1) The working power distribution principle of one unit is as follows:
PAPU1＝Preq
in the formula: pAPU1Output power, P, for APU1reqIs the required power.
2) The working power distribution principle of the two units is as follows:
Figure BDA0001641807910000061
in the formula: pAPU2Output power, P, for APU2APU1maxPeak power, P, may be output for APU1APU2maxPeak power may be output for APU 2.
3) The working power distribution principle of the three units is as follows:
Figure BDA0001641807910000071
in the formula: pAPU3Output power, P, for APU3APU3maxPeak power may be output for APU 3.
Recording the determined output power of the power unit which works currently as an actual target power; each power unit which works at present determines a target working point in an optimal working area and switches according to the current output power and the actual target power of the engine and the principle of rotation speed regulation minimization, so as to complete the power switching control of the engine; the actual target power is the determined output power of each power unit which is currently operated. The principle of minimum regulation of the rotating speed is that in the optimal working area, a point with the minimum difference with the rotating speed of the engine at the current working point is found out from all working points on a target output power equipower curve to be used as the target working point.
Fig. 3 shows a schematic diagram of the selection of the target operating point and the switching route of the operating point, and in order to complete the power tracking quickly, the selection of the target power point should follow the principle of minimizing the rotation speed adjustment, that is, in the optimal operating area of the power unit, a point with the minimum difference from the engine rotation speed of the current operating point is found out from all the operating points on the power curve of the target output power and the like as the target operating point.
If the torque is loaded, the optimal torque is that in the optimal working area, switching is carried out along an upward straight line track or an upward convex right-angle broken line track; for example, the power needs to be loaded to 50kw from the current working point a, the optimal trajectory is to directly switch from the point a to the point B; if the power is required to be loaded to 60kw from the current working point B, the optimal switching route is to be switched from B to D according to the route S1, but the optimal switching route is also the route S2, but the part of a power curve of an engine and the like in the optimal working area is considered, and the optimal switching route is an inverse proportional function with a derivative in a range of (-1,0), on one hand, the mathematical characteristics show that the power change speed is faster when the rotating speed is unchanged and the torque is adjusted when the power is switched; when the rotating speed is adjusted without changing the torque, the change speed of the power is slower. When the load is switched from the point B to the point D, the power curve of 55kW and the like is reached more quickly along the route of S1 than along the route of S2; on the other hand, because the torque response speed of the generator is far greater than the rotational speed response speed of the engine, the tracking speed of the power is firstly high and then low in a torque control priority mode, and the tracking can be quickly carried out in a short time from the viewpoint of power tracking, so that the power output is quickly adjusted to a value which is closer to a target power point, and then the power is finely adjusted. The manner of the torque-priority response is certainly more appropriate in view of the purpose of quickly responding to the power demand in actual use. Therefore, the control method with priority over torque control is selected.
And the power unit determines a target working point in an optimal working area and switches according to the current output power and the actual target power of the engine and the principle of minimum regulation of the rotating speed, so as to complete the power switching control of the engine.
The specific closed-loop control is shown in fig. 4, and comprises the following specific steps:
(1) judging whether power adjustment is needed; for example, when the actual target power-the current output power is less than 2kw, power adjustment is not required, otherwise, the current rotation speed n is used0Traversing all operating points of actual target power { p } in an engine optimal operating regioni}, selecting a target working point paimAnd (2) making:
|naim-n0|＝min|ni-n0|
determining a target torque Taim：
Figure BDA0001641807910000081
(2) Judging whether the current output power is smaller than the actual target power, if so, turning to (3), otherwise, turning to (5);
(3) in the optimal working area, inquiring the maximum torque T at the current rotating speed of the engine0MaxIf T is0MaxLess than target torque TaimThen the engine torque is adjusted to a constant torque Tc＝T0MaxTurning (4) after the adjustment is finished; otherwise, the engine torque is adjusted to a fixed torque Tc＝TaimRegulating the flow ofTurning (4) after the section is finished;
(4) regulating the speed of the engine until a given speed n is reachedc＝naimCompleting the switching; wherein n isaimA target rotating speed corresponding to the target working point;
(5) in the optimal working area, inquiring the minimum torque T at the current rotating speed of the engine0MinIf T is0MinGreater than target torque TaimThen the engine torque is adjusted to a constant torque Tc＝T0MinTurning (6) after the adjustment is finished; otherwise, the engine torque is adjusted to a fixed torque Tc＝TaimTurning (6) after the adjustment is finished;
(6) regulating the speed of the engine until a given speed n is reachedc＝naimAnd the switching is completed.
The main content of the optimal working area is that different generator torques are loaded by referring to an external characteristic curve of the engine under the full-range rotating speed, and the load capacity of the power unit under each rotating speed is observed, namely the torque loading range; and collecting parameters such as fuel consumption rate and the like when the engine works at each working point to obtain the working state information of the engine. Thereby obtaining the operating states of all points in the rotating speed-torque coordinate graph, dividing the rotating speed-torque coordinate graph into 4 different operating areas according to the state parameters such as the fuel consumption rate of each point, and the like, as shown in fig. 5, the operating areas are respectively an optimal operating area c, an unavailable area a, an unstable area b and a residual area d; the unavailable area is an area which does not meet the working condition of the engine, and the unstable area is an area which suddenly adds or reduces torque to the engine under the condition of constant rotating speed and causes flameout of the engine.
The optimal working area of the engine discretization is determined by the following method:
determining an engine speed-torque coordinate graph according to a power unit external characteristic calibration experiment; the abscissa of the rotating speed-torque coordinate graph is rotating speed, the ordinate is torque, and each rotating speed and each torque correspond to a working point;
the region where all the working points which satisfy the following two constraints are located is the optimal working region c for discretization of the engine:
1) under the condition of fixed rotating speed, suddenly adding or suddenly reducing the torque to the engine, and preventing the engine from stalling;
2) and the fuel consumption rate of the engine when the engine works at the working point is less than or equal to 215g/(kW & h).
The invention has not been described in detail in part of the common general knowledge of those skilled in the art.

Claims (9)

1. A multi-power unit power matching optimization control method is characterized by comprising the following steps: the method comprises the steps that firstly, the number of the current power units is determined according to the electric quantity state and the current required power of the current power battery pack and the peak power which can be provided by each power unit; then, in the optimal working area of the power unit, according to the fuel consumption rates of the power units working at present under different output powers, the output power of each power unit working at present is determined by taking the minimum fuel consumption as a target; comparing the working time of each power unit at the initial power-on moment by taking the accumulated working time of the engine as a characteristic parameter, and confirming a starting sequence according to the length of the working time, wherein the power unit with short working time is started preferentially; and after the number of the current power units working is determined, starting the corresponding number of power units according to the starting sequence.
2. The method of claim 1, wherein: the specific implementation mode for determining the number of the current power units in operation is as follows:
if the electric quantity of the current power battery pack is less than 25%, all the power units are in a starting state; otherwise, the 1 power unit is in a hot standby state, and the number of the current power units in operation is determined in a hysteresis control mode according to the current required power and the peak power which can be provided by each power unit.
3. The method of claim 1, wherein: when the number of the front power units is 1, the output power P of the power unitsAPU1Is composed of
PAPU1＝Preq
When the number of the front power units is 2, the output power P of the two power unitsAPU1、PAPU2The allocation principle is as follows:
Figure FDA0002339635620000011
when the number of the front power units is 3, the output power P of the three power unitsAPU1、PAPU2、PAPU3The allocation principle is as follows:
Figure FDA0002339635620000021
in the formula: preqTo demand power, PAPU1maxThe peak power, P, may be output for power unit APU1APU2maxThe peak power, P, may be output for power unit APU2APU3maxPeak power may be output for power unit APU 3.
4. The method of claim 1, wherein: the optimal working area is determined by the following method:
determining an engine speed-torque coordinate graph according to a power unit external characteristic calibration experiment; the abscissa of the rotating speed-torque coordinate graph is rotating speed, the ordinate is torque, and each rotating speed and each torque correspond to a working point;
the area where all the operating points meet the following two constraints is the optimal operating area of the power unit:
a. under the condition of constant rotating speed, the torque is suddenly increased or decreased for the engine, and the engine does not stop;
b. the fuel consumption rate of the engine working at the working point is less than or equal to 215 g/(kW.h).
5. The method of claim 4, wherein: according to actual working requirements, an engine rotating speed-torque coordinate graph can be divided into four operation areas, namely an optimal working area, an unavailable area, an unstable area and a residual area; the unavailable area is an area which does not meet the working condition of the engine, and the unstable area is an area which suddenly adds or reduces torque to the engine under the condition of constant rotating speed and causes flameout of the engine.
6. The method of claim 1, wherein: each power unit which works at present determines a target working point in an optimal working area and switches according to the current output power and the actual target power of the engine and the principle of rotating speed regulation minimization, so as to complete the power switching control of the engine; the actual target power is the determined output power of each power unit which is currently operated.
7. The method of claim 6, wherein: the principle of minimum regulation of the rotating speed is that in the optimal working area, a point with the minimum difference with the rotating speed of the engine at the current working point is found out from all working points on a target output power equipower curve to be used as the target working point.
8. The method of claim 7, wherein: switching from the current working point to the target working point, and optimally switching along an upward straight line track or an upward convex right-angle broken line track in an optimal working area if the current working point is the loading torque; in order to reduce the torque, it is preferable to switch along a downward straight line trajectory or a downward convex rectangular polygonal line trajectory in the optimum operating region.
9. The method of claim 8, wherein: the switching from the current working point to the target working point is realized by the following steps:
the first step, judge whether the present output power is smaller than the actual target power, if smaller, turn to the second step, otherwise, turn to the fourth step;
second step, in the bestIn the working area, inquiring the maximum torque T of the engine at the current rotating speed0MaxIf T is0MaxLess than target torque TaimThen the engine torque is adjusted to a constant torque Tc＝T0MaxAfter the adjustment is finished, the third step is carried out; otherwise, the engine torque is adjusted to a fixed torque Tc＝TaimAfter the adjustment is finished, the third step is carried out;
thirdly, adjusting the rotation speed of the engine until reaching the given rotation speed nc＝naimCompleting the switching; wherein n isaimA target rotating speed corresponding to the target working point;
fourthly, in the optimal working area, inquiring the minimum torque T of the engine at the current rotating speed0MinIf T is0MinGreater than target torque TaimThen the engine torque is adjusted to a constant torque Tc＝T0MinTurning to the fifth step after the adjustment is finished; otherwise, the engine torque is adjusted to a fixed torque Tc＝TaimTurning to the fifth step after the adjustment is finished;
fifthly, adjusting the rotating speed of the engine until reaching the given rotating speed nc＝naimAnd the switching is completed.
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