CN108657170B - Power optimization control method for power unit of multi-shaft heavy hybrid vehicle - Google Patents

Power optimization control method for power unit of multi-shaft heavy hybrid vehicle Download PDF

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CN108657170B
CN108657170B CN201810384295.5A CN201810384295A CN108657170B CN 108657170 B CN108657170 B CN 108657170B CN 201810384295 A CN201810384295 A CN 201810384295A CN 108657170 B CN108657170 B CN 108657170B
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power
torque
rotating speed
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CN108657170A (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
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0666—Engine power
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0676—Engine temperature
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0677—Engine power
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

A power optimization control method for a multi-shaft heavy hybrid vehicle power unit is characterized in that power points of the power unit are calibrated by referring to an external characteristic curve of an engine under the condition of full-range rotating speed, and the discretized optimal working area of the engine is determined; the power unit receives a target output power instruction in real time, and determines the actual target power when the engine enters a power generation state; 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 invention adopts a variable rotating speed/torque control method, so that the working point of the power unit is always in the optimal working area, the rapidity of power output response is considered, and the improvement of two aspects of response speed and fuel economy can be realized.

Description

Power optimization control method for power unit of multi-shaft heavy hybrid vehicle
Technical Field
The invention aims to provide a power optimization control strategy for a multi-shaft heavy hybrid vehicle power unit, which is applied to the technical field of hybrid vehicle energy management.
Background
The power unit is one of important electric energy sources of a multi-shaft heavy hybrid power special vehicle, and the components of the power unit mainly comprise an Auxiliary Power Unit (APU), an engine controller, a generator and a generator controller, so that the power optimization control of the power unit is one of core technologies of the energy management technology of the whole vehicle.
In general power unit control, the engine power control usually adopts a constant rotation speed control mode, the engine always works at a rated rotation speed (or is switched between two rotation speeds according to the magnitude of required power), and the output of different powers is completed through generator torque control. There are several limitations to this approach: a. in the operating region of the engine, only a small portion is in the efficient operating region of the engine. Therefore, the engine has low operation efficiency and poor fuel economy; b. when the light load is suddenly switched to the heavy load, the response speed of the output power is very slow under the influence of the dynamic characteristics of the selected engine.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the invention aims to provide a power optimization control strategy for a multi-shaft heavy hybrid vehicle power unit, which can improve two aspects of response speed and fuel economy in the tracking control of power output of the power unit and improve the operation efficiency, the fuel economy and the power switching response speed of the power unit.
The technical solution of the invention is as follows: a power optimization control method for a multi-shaft heavy hybrid vehicle power unit is realized by the following steps:
under the full-range rotating speed, the power point of a power unit is calibrated by referring to an external characteristic curve of the engine, and the discretized optimal working area of the engine is determined;
the power unit receives a target output power instruction in real time, and determines the actual target power when the engine enters a power generation state;
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.
Further, 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 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.
Further, the actual target power PaimThe determination steps are as follows:
judging the maximum limit value of the output power of the engine at the moment according to the temperature of the engine coolant; if the required generated power does not exceed the maximum limit, the actual target power PaimI.e. the power required at this time, or else the actual target power PaimIs the above maximum limit.
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＝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.
Furthermore, the method is realized by hardware by adopting the APU, and the power unit power tracking control is realized by embedded programming of the engine controller.
Compared with the prior art, the invention has the beneficial effects that:
the invention provides a power optimization control strategy of a multi-shaft heavy hybrid vehicle power unit, which optimizes the traditional constant rotating speed control mode of an engine, takes an APU (auxiliary Power Unit) as a hardware carrier, adopts a variable rotating speed/torque control method, enables the working point of the power unit to be always in the optimal working area, gives consideration to the rapidity of power output response, and can realize the improvement of two aspects of response speed and fuel economy.
The invention can provide an effective power unit calibration method;
the power control method provided by the invention can realize high-efficiency, low-emission and high-response-speed power unit output and power switching control.
Drawings
FIG. 1 is a diagram of the power unit calibration results of the present invention;
FIG. 2 is a flow chart of the power unit power output control 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 according to the present invention.
Detailed Description
The invention is described in detail below with reference to the figures and examples.
The invention discloses a power optimization control method for a power unit of a multi-shaft heavy hybrid vehicle, which is realized by the following steps:
under the full-range rotating speed, the power point of a power unit is calibrated by referring to an external characteristic curve of the engine, and the discretized optimal working area of the engine is determined;
the power unit calibration is mainly determined by determining the discretization optimal working area. Loading different generator torques according to an external characteristic curve of the engine under the full-range rotating speed, and observing the loading capacity of the power unit under each rotating speed, 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. Thus, the working states of all points in the rotating speed-torque coordinate graph are obtained, and the rotating speed-torque coordinate graph is divided into 4 different running areas according to the state parameters such as the fuel consumption rate of each point, wherein the running areas are respectively an optimal working area c, an unavailable area a, an unstable area b and a residual area d as shown in fig. 1; 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).
As shown in fig. 2, after receiving a target output power command in real time, the power unit determines whether the command is an "idle-speed" command or the output required power is too small, and accordingly enters an idle-speed state or a power generation state; and if the engine enters the power generation state, judging the maximum limit value of the output power of the engine at the moment according to parameters such as the temperature of the engine cooling liquid and the like. If the required generating power does not exceed the over-limit value, the actual target power PaimI.e. power is required at this time, otherwise PaimGiving a power generation power limit value at the moment; finally, the APU is based on PaimAnd carrying out power closed-loop control, including selection of a target operating point and carrying out output power switching control.
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 BDA0001641807670000061
(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＝TaimTurning (4) after the adjustment 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 method is realized by hardware by adopting the APU, and the power unit power tracking control is realized by embedded programming of the controller. The APU is used as a hardware carrier for realizing the power optimization control algorithm and plays an important role in realizing the control algorithm. Because the communication network of the APU control system is complex, the APU controller must have the capability of the cooperative work of the communication of a plurality of CAN buses and the characteristic of quick response. The method adopts the main control chip with abundant interfaces, higher operation speed and better stability for the APU.
The invention has not been described in detail in part of the common general knowledge of those skilled in the art.

Claims (6)

1. A power optimization control method for a multi-shaft heavy hybrid vehicle power unit is characterized by being realized by the following modes:
under the full-range rotating speed, the power point of a power unit is calibrated by referring to an external characteristic curve of the engine, and the discretized optimal working area of the engine is determined;
the power unit receives a target output power instruction in real time, and determines the actual target power when the engine enters a power generation state;
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;
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; if the torque is reduced, the optimal mode is that in the optimal working area, switching is carried out along a downward straight line track or a downward convex right-angle broken line track;
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;
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＝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.
2. The method of claim 1, wherein: 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 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).
3. The method of claim 2, 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.
4. The method of claim 1, wherein: the actual target power determination steps are as follows:
judging the maximum limit value of the output power of the engine at the moment according to the temperature of the engine coolant; if the required generating power does not exceed the maximum limit value, the actual target power is the required power at the moment, otherwise, the actual target power is the maximum limit value.
5. The method of claim 1, 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.
6. The method of claim 1, wherein: the method is realized by hardware by adopting the APU, and the power unit power tracking control is realized by embedded programming of the engine controller.
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