CN114379535B - Output control method and device for oil-electricity hybrid power system - Google Patents
Output control method and device for oil-electricity hybrid power system Download PDFInfo
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- CN114379535B CN114379535B CN202210079457.0A CN202210079457A CN114379535B CN 114379535 B CN114379535 B CN 114379535B CN 202210079457 A CN202210079457 A CN 202210079457A CN 114379535 B CN114379535 B CN 114379535B
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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
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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
- 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
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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
- 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
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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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0677—Engine power
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/086—Power
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/24—Energy storage means
- B60W2710/242—Energy storage means for electrical energy
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- 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)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
The application discloses a method and a device for controlling output of a hybrid electric power system, wherein the method comprises the following steps: determining the numerical value of the output power of the oil-electricity hybrid power system at each time point in a time interval; according to the output power, taking the minimum fuel consumption as an optimization target, distributing the engine output power and the battery discharge power of the hybrid electric system, determining the distribution coefficient of the engine output power, the battery charging power and the distribution coefficient of the battery discharge power, and determining the distribution coefficient of the charging power and the distribution coefficient of the discharge power according to the residual electric quantity of the battery; and adjusting the output power of the engine, the charging power of the battery and the discharging power of the battery. According to the technical scheme, the distribution coefficient of the battery charging power and the distribution coefficient of the battery discharging power are determined according to the residual battery power, and the technical problem that the advantages of the hybrid power system cannot be fully exerted due to the fact that the distribution coefficient is fixed is solved.
Description
Technical Field
The application relates to the technical field of power system energy optimization, in particular to an output control method and device of a hybrid electric power system.
Background
The fuel engine has been used as the preferred proposal of various power systems due to the advantages of high energy density and strong load capacity of the fuel. With the popularization of new energy power systems, the motor gradually becomes another scheme of the power system. The motor efficiency is higher, but the energy density of a battery matched with the motor is lower, and a pure electric power system is difficult to run for a long time and has poor cruising ability. Therefore, the technical scheme of the oil-electricity hybrid power system is provided in engineering practice, the oil-electricity hybrid power system has the advantages of high flexibility, high efficiency, fuel saving and the like, and the energy utilization rate of the power system can be better improved on the basis of ensuring certain endurance.
In order for the hybrid electric vehicle to take its greatest advantage, it is necessary to make a hybrid electric vehicle output control method. The existing control method fixes the distribution coefficient of the charging power and the distribution coefficient of the discharging power of the battery, and cannot fully exert the advantages of the oil-electricity hybrid power system.
Disclosure of Invention
Purpose of (one) application
One of the purposes of the present application is to provide a method and an apparatus for controlling output of a hybrid electric power system, which optimize a distribution coefficient of charging power and a distribution coefficient of discharging power of a battery according to an output power requirement of the hybrid electric power system.
(II) technical scheme
According to an embodiment, a first aspect of the present application provides an output control method of an oil-electric hybrid system, including: determining the numerical value of the output power of the oil-electricity hybrid power system at each time point in a time interval; according to the output power, taking the minimum fuel consumption as an optimization target, distributing the engine output power and the battery discharge power of the hybrid electric system, determining the distribution coefficient of the engine output power, the battery charging power and the distribution coefficient of the battery discharge power, and determining the distribution coefficient of the charging power and the distribution coefficient of the discharge power according to the residual electric quantity of the battery; the battery discharges to provide energy for the motor, the engine drives the generator to generate power output by consuming fuel oil, and the generator provides energy for the motor and charges the battery; and adjusting the output power of the engine, the charging power of the battery and the discharging power of the battery.
In one embodiment, the distribution coefficient of the charging power and the distribution coefficient of the discharging power are in a linear relationship with the remaining battery power.
In one embodiment, the step of determining the distribution coefficient of the battery charging power and the distribution coefficient of the battery discharging power comprises: and calculating the distribution coefficient of the battery charging power and the distribution coefficient of the battery discharging power by using the particle swarm optimization algorithm with minimum fuel consumption as an optimization target.
According to a second aspect of the present application, there is provided an oil-electric hybrid system output control apparatus including: the output determining module is used for determining the numerical value of the output power of the oil-electricity hybrid power system at each time point in a time interval; the power distribution module is used for distributing the engine output power and the battery discharge power of the oil-electricity hybrid power system according to the output power by taking the minimum fuel consumption as an optimization target, determining the distribution coefficient of the engine output power, the battery charging power and the distribution coefficient of the battery discharge power, determining the distribution coefficient of the charging power and the distribution coefficient of the discharge power according to the residual battery power, discharging the battery to provide energy for the motor, driving the generator to generate the output power by consuming the fuel, and providing energy for the motor and charging the battery by the generator; and the adjusting module is used for adjusting the output power of the engine, the battery charging power and the battery discharging power.
In one embodiment, the power distribution module is further configured to: the distribution coefficient of the charging power and the distribution coefficient of the discharging power are in linear relation with the residual electric quantity of the battery.
In one embodiment, the power distribution module is further configured to: and calculating the distribution coefficient of the battery charging power and the distribution coefficient of the battery discharging power by using the particle swarm optimization algorithm with minimum fuel consumption as an optimization target.
According to a third aspect of the present application, there is provided an aircraft employing a hybrid electric powertrain controlled by the method provided in the first aspect of the present application.
(III) beneficial effects
The technical scheme of the application has the following beneficial technical effects: according to the residual electric quantity of the battery, the distribution coefficient of the charging power and the distribution coefficient of the discharging power of the battery are determined, and the technical problem that the advantages of the hybrid power system cannot be fully exerted due to the fact that the distribution coefficient is fixed is solved.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following description will briefly explain the drawings needed in the embodiments or the prior art description, and it is obvious that the drawings in the following description are one embodiment of the present application, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic flow chart of an output control method of an oil-electric hybrid power system according to an embodiment of the application;
FIG. 2 is a schematic diagram illustrating a system output power requirement of an output control method of a hybrid electric vehicle according to an embodiment of the present disclosure;
FIG. 3 (a) is a schematic diagram of fuel consumption during operation of a prior art fuel-electric hybrid powertrain;
FIG. 3 (b) is a schematic diagram of battery power variation during operation of a prior art hybrid electric powertrain;
FIG. 3 (c) is a schematic diagram of engine power variation during operation of a prior art hybrid electric powertrain;
FIG. 4 (a) is a schematic diagram of fuel consumption during operation of the hybrid electric powertrain of the present embodiment;
FIG. 4 (b) is a schematic diagram of a battery power change during operation of the hybrid electric powertrain according to the embodiment of the present application;
FIG. 4 (c) is a schematic diagram of engine power variation during operation of the hybrid electric powertrain of the present embodiment;
fig. 5 is a schematic structural diagram of an output control device of a hybrid electric vehicle according to an embodiment of the present application.
Detailed Description
For the purposes of making the objects, technical solutions and advantages of the present application more apparent, the present application will be further described in detail below with reference to the accompanying drawings. It should be understood that the description is only exemplary and is not intended to limit the scope of the present application. In addition, in the following description, descriptions of well-known structures and techniques are omitted so as not to unnecessarily obscure the concepts of the present application.
Fig. 1 is a schematic flow chart of an output control method of a hybrid electric vehicle according to an embodiment of the present application.
As shown in fig. 1, this method embodiment includes the following three steps.
Step S101: the output power of the hybrid electric powertrain is determined. Specifically, a value of an output power of the hybrid electric vehicle system at each point in time within a time interval is determined. For example, the output power of the hybrid electric powertrain system may be determined based on the tasks of the system, such as based on operating conditions of the system, to determine the output power of each phase.
Fig. 2 is a schematic diagram of a system output power requirement of an output control method of a hybrid electric vehicle according to an embodiment of the present application.
By way of example, referring to fig. 2, the power values of the hybrid electric system are schematically shown for an operating interval of 0-3000 seconds, with an output of 70KW during the start phase and the end phase and an output of 35KW during the run phase.
Step S102: and determining the distribution coefficients of the engine output power, the battery charging power and the battery discharging power. Specifically, according to the output power, taking the minimum consumption fuel oil as an optimization target, distributing the engine output power and the battery discharge power of the hybrid electric power system, determining the distribution coefficient of the engine output power, the battery charging power and the distribution coefficient of the battery discharge power, and determining the distribution coefficient of the charging power and the distribution coefficient of the discharge power according to the residual battery electric quantity; the battery discharges to provide energy for the motor, the engine drives the generator to generate output power by consuming fuel oil, and the generator provides energy for the motor and charges the battery.
It should be noted that both the generator and the battery may provide power to the motor. The engine output power, without losses, is approximately equal to the generator output power. When the generator output power is greater than the motor power demand, the generator may simultaneously power the motor and charge the battery.
FIG. 3 (a) is a schematic diagram of fuel consumption during operation of a prior art fuel-electric hybrid powertrain; FIG. 3 (b) is a schematic diagram of battery power variation during operation of a prior art hybrid electric powertrain; FIG. 3 (c) is a schematic diagram of engine power variation during operation of a prior art hybrid electric powertrain system.
Referring to fig. 3 (a) -3 (c), the distribution coefficient of the charging power and the distribution coefficient of the discharging power of the battery in the prior art are fixed values. As shown in fig. 3 (a), the total fuel consumption during system operation is approximately 14Kg. As shown in fig. 3 (b), the battery power is greatly reduced in the initial and final stages of the system operation, and the battery power is not changed in the operation stage of the system. As can be seen from fig. 3 (c), during the system operation phase, the engine is operated with the output power reciprocally changing at two values of 30KW and 45 KW. In this case, the output power of the system is 35KW, and in this section, there is also charging and discharging of the battery, for example, when the output power of the engine is 30KW, the discharging power of the battery is 5KW. On the other hand, for example, when the engine output power is 45KW, the generator charges the battery, and the amount of electricity obtained by charging the battery is equal to the amount of electricity consumed by discharging the battery, so that the amount of electricity of the battery does not change during the operation stage of the system. The distribution coefficient of the battery charging power and the distribution coefficient of the discharging power are fixed, and the distribution of the battery charging power and the discharging power cannot be dynamically adjusted, so that the frequent switching working condition of the engine is caused, and the technical problem that the advantages of the hybrid power system of the oil and electricity cannot be fully exerted is solved.
The power output power of the engine is not continuously adjustable, and the output power of the engine is switched between various operating points. When determining the output power of the engine, the output power working point of the engine, which is similar to the output power of the fuel-electric hybrid power system, can be selected according to the magnitude of the output power of the fuel-electric hybrid power system.
Illustratively, with the objective of optimizing the minimum fuel consumption, the following optimization function is established:
wherein J is min (t) is an objective function value; m is m e The fuel consumption of the engine in unit time is expressed as g/s; h is the heat value of the fuel oil, and the dimension is J/kg; s1 and s2 are equivalent fuel factors, s1 represents a battery discharge power distribution coefficient, and s2 represents a battery charge power distribution coefficient; p (P) e (t) is the output power of the engine at the moment t, and the dimension is kw; p (P) m (t) battery discharge power at a certain moment, the dimension is kw; p (P) c And (t) is the battery charging power at the moment t, and the dimension is kw.
The optimization function value refers to a rule followed by system output power distribution in the whole operation process of the oil-electricity hybrid power system. At any moment, the basis of the output power distribution is to distribute energy at the minimum value of the objective function value, namely, the fuel distribution is performed with the minimum equivalent fuel consumption.
In the output power distribution process of the oil-electricity hybrid power system, the core task is to optimize the running condition of the engine, ensure that the engine runs at a higher-efficiency working point, save oil, and ensure that the oil quantity can be changed from experimental dataObtained and directly quantized into m e The unit is g/s. The change in the electrical quantity can be determined by the power consumed by the motor, the unit of power consumed being kw. The fuel consumption of the engine and the discharge power of the battery are related at a certain moment, and the units of the fuel consumption and the discharge power of the battery are unified, so that the concept of equivalent fuel factor is introduced, and the fuel consumption and the electric energy consumption are unified by the combined action of the heat value of fuel and the fuel factor. The fuel heating value is a fixed constant, and the core problem of constructing the equivalent fuel minimum control strategy is to find the values of equivalent fuel factors s1 and s2, and the values of s1 and s2 determine the distribution of energy at any moment, namely the distribution of battery charging power and discharging power at any moment.
Illustratively, the values of s1, s2 may be optimized by an optimization algorithm.
In one embodiment, the distribution coefficient of the charging power and the distribution coefficient of the discharging power are in a linear relationship with the remaining battery power.
Illustratively, the relationship of s1, s2 with the remaining battery level SOC is:
s1(t)＝k 1 *SOC+b 1
s2(t)＝k 2 *SOC+b 2
wherein k is 1 ,k 2 ,b 1 ,b 2 For unknown coefficient, k is calculated by optimizing algorithm 1 ,k 2 ,b 1 ,b 2 And solving.
In one embodiment, the step of determining the distribution coefficient of the battery charging power and the distribution coefficient of the battery discharging power comprises: and calculating the distribution coefficient of the battery charging power and the distribution coefficient of the battery discharging power by using the particle swarm optimization algorithm with minimum fuel consumption as an optimization target.
Illustratively, k is determined by a particle swarm optimization algorithm 1 ,k 2 ,b 1 ,b 2 And solving.
FIG. 4 (a) is a schematic diagram of fuel consumption during operation of the hybrid electric powertrain of the present embodiment; FIG. 4 (b) is a schematic diagram of a battery power change during operation of the hybrid electric powertrain according to the embodiment of the present application; FIG. 4 (c) is a schematic diagram of engine power variation during operation of the hybrid electric powertrain of the present embodiment.
As shown in fig. 4 (a), the total fuel consumption during the operation of the system is about 12Kg, which is reduced by more than 10% compared to that in fig. 3 (a). As shown in fig. 4 (b), the battery charge drops relatively quickly during the initial and final phases of the system operation, and drops relatively slowly during the operational phases of the system. As can be seen from fig. 4 (c), the output of the engine was stabilized at 30KW during the operation phase of the system. The battery charging power and the battery discharging power are distributed according to the residual battery power, so that the engine is stabilized at the working condition point of 30KW. In the initial phase of system operation, no substantial step in engine output in fig. 3 (c) occurs. The working condition of the engine is optimized, the fuel consumption is reduced, and the technical problem that the advantages of the hybrid power system cannot be fully exerted due to the fixed distribution coefficient is solved.
Step S103: and adjusting the output power of the engine, the charging power of the battery and the discharging power of the battery. Specifically, the adjustment of the engine output power, the battery charging power, and the battery discharging power is performed according to the distribution coefficient obtained in step S102.
Fig. 5 is a schematic structural diagram of an output control device of a hybrid electric vehicle according to an embodiment of the present application.
The embodiment of the application provides an output control device of a hybrid electric power system, which is mainly used for executing the output control method of the hybrid electric power system provided by the embodiment of the application, and the output control device of the hybrid electric power system provided by the embodiment of the application is specifically introduced below.
As shown in fig. 5, the hybrid electric power system output control device 200 includes the following modules:
an output determining module 201, configured to determine a value of an output power of the hybrid electric vehicle at each time point in a time interval;
the power distribution module 202 is configured to distribute, according to the output power, the engine output power and the battery discharge power of the hybrid electric system with minimum fuel consumption as optimization targets, determine a distribution coefficient of the engine output power, a distribution coefficient of the battery charging power and a distribution coefficient of the battery discharge power, determine the distribution coefficient of the charging power and the distribution coefficient of the discharge power according to the remaining battery power, discharge the battery to provide energy for the motor, drive the generator to generate the output power by consuming the fuel, and the generator to provide energy for the motor and charge the battery;
the adjusting module 203 is configured to adjust the engine output power, the battery charging power, and the battery discharging power.
In one embodiment, the power distribution module 202 is further configured to: the distribution coefficient of the charging power and the distribution coefficient of the discharging power are in linear relation with the residual electric quantity of the battery.
In one embodiment, the power distribution module 202 is further configured to: and calculating the distribution coefficient of the battery charging power and the distribution coefficient of the battery discharging power by using the particle swarm optimization algorithm with minimum fuel consumption as an optimization target.
The embodiment of the application also provides an aircraft, which adopts the oil-electricity hybrid power system, and the oil-electricity hybrid power system is controlled by adopting the method provided by the embodiment.
It is to be understood that the above-described embodiments of the present application are merely illustrative of or explanation of the principles of the present application and are in no way limiting of the present application. Accordingly, any modifications, equivalent substitutions, improvements, etc. made without departing from the spirit and scope of the present application are intended to be included within the scope of the present application. Furthermore, the appended claims are intended to cover all such changes and modifications that fall within the scope and boundary of the appended claims, or equivalents of such scope and boundary.
It will be appreciated by those skilled in the art that embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
Those of ordinary skill in the art will appreciate that all or a portion of the steps in implementing the methods of the above embodiments may be implemented by a program to instruct related hardware, where the program may be stored in a computer readable storage medium, where the program when executed includes the steps of the embodiments of the methods as described below. The storage medium may be a magnetic disk, an optical disc, a Read-only memory (ROM), a Random Access Memory (RAM), or the like.
The steps in the method of the embodiment of the application can be sequentially adjusted, combined and deleted according to actual needs. The modules in the system device of the embodiment of the application can be combined, divided and deleted according to actual needs.
Claims (7)
1. An output control method of a hybrid electric power system is characterized by comprising the following steps:
determining the numerical value of the output power of the oil-electricity hybrid power system at each time point in a time interval;
according to the output power, taking the minimum consumption fuel oil as an optimization target, distributing the engine output power and the battery discharge power of the fuel-electric hybrid power system, determining the distribution coefficient of the engine output power, the battery charging power and the distribution coefficient of the battery discharge power, wherein the distribution coefficient of the charging power and the distribution coefficient of the discharge power are determined according to the residual battery power;
the battery discharges to provide energy for the motor, the engine drives the generator to generate power output by consuming fuel oil, the generator provides energy for the motor, and the battery is charged;
and adjusting the output power of the engine, the charging power of the battery and the discharging power of the battery.
2. The method of claim 1, wherein the distribution coefficient of the charging power and the distribution coefficient of the discharging power are linearly related to the remaining battery power.
3. The method of claim 1, wherein the step of determining the distribution coefficient of battery charge power and the distribution coefficient of battery discharge power comprises:
and calculating the distribution coefficient of the battery charging power and the distribution coefficient of the battery discharging power by using a particle swarm optimization algorithm with minimum fuel consumption as an optimization target.
4. An output control device of a hybrid electric power system, characterized by comprising:
the output determining module is used for determining the numerical value of the output power of the oil-electricity hybrid power system at each time point in a time interval;
the power distribution module is used for distributing the engine output power and the battery discharge power of the oil-electricity hybrid power system according to the output power by taking the minimum consumption fuel as an optimization target, determining the distribution coefficient of the engine output power, the distribution coefficient of the battery charging power and the distribution coefficient of the battery discharge power, determining the distribution coefficient of the charging power and the distribution coefficient of the discharge power according to the residual battery power, discharging the battery to provide energy for the motor, driving the generator to generate the output power by the engine by consuming the fuel, and providing energy for the motor by the generator and charging the battery;
and the adjusting module is used for adjusting the engine output power, the battery charging power and the battery discharging power.
5. The apparatus of claim 4, wherein the power distribution module is further configured to: and the distribution coefficient of the charging power and the distribution coefficient of the discharging power are in linear relation with the residual electric quantity of the battery.
6. The apparatus of claim 4, wherein the power distribution module is further configured to: and calculating the distribution coefficient of the battery charging power and the distribution coefficient of the battery discharging power by using a particle swarm optimization algorithm with minimum fuel consumption as an optimization target.
7. An aircraft employing a hybrid electric powertrain, wherein the hybrid electric powertrain is controlled by the method of any one of claims 1-3.
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