CN113859214B - Method and device for controlling dynamic energy efficiency of engine of hybrid power system - Google Patents

Method and device for controlling dynamic energy efficiency of engine of hybrid power system Download PDF

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CN113859214B
CN113859214B CN202111146581.6A CN202111146581A CN113859214B CN 113859214 B CN113859214 B CN 113859214B CN 202111146581 A CN202111146581 A CN 202111146581A CN 113859214 B CN113859214 B CN 113859214B
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engine
combustion mode
value
control track
current
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CN113859214A (en
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王志
张昊
刘尚
雷诺
王巍
赵自庆
刘伟
张日东
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Tsinghua University
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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
    • 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
    • B60W20/10—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
    • 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
    • B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
    • 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
    • B60W2510/0614—Position of fuel or air injector
    • B60W2510/0619—Air-fuel ratio
    • 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
    • B60W2510/0638—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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
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  • Hybrid Electric Vehicles (AREA)

Abstract

The invention provides a method and a device for controlling dynamic energy efficiency of an engine of a hybrid power system, which can solve a globally optimal engine combustion mode control track as a control track reference value by a global optimization algorithm aiming at complex driving conditions, control the engine combustion mode in real time by adopting an instantaneous optimization algorithm based on the control track reference value, determine the optimal combustion mode in the current state by taking the energy consumption and emission of the whole vehicle as targets, improve the optimality and robustness of engine combustion mode decision, optimally switch the engine between a lean combustion mode and an equivalence ratio combustion mode by cooperatively controlling a motor, the air-fuel ratio of the engine and the opening of a throttle valve, realize the intelligent and fine control of the engine combustion mode, and improve the energy-saving and emission-reducing effects of the hybrid power system.

Description

Method and device for controlling dynamic energy efficiency of engine of hybrid power system
Technical Field
The invention relates to the technical field of engine control, in particular to a method and a device for controlling dynamic energy efficiency of an engine of a hybrid power system.
Background
With the gradual deepening of the energy-saving and emission-reducing concept, an advanced hybrid special engine carries a lean combustion technology, the hybrid engine has two combustion modes of equivalence ratio combustion and lean combustion, and the combustion mode selection of the engine needs to be considered when a hybrid power system is controlled.
At present, control methods for a dual-mode lean-burn engine are mostly based on a threshold logic level and do not have the capability of dynamically optimizing the engine combustion mode based on real-time traffic information, so that the advantage of efficient combustion of the engine is difficult to fully exert. And frequent rich-lean switching of the combustion mode of the engine can occur in the hybrid working mode, and the engine can frequently run in an air-fuel ratio transition region (namely 1.3 lambda is less than or equal to 1.6) in the process, so that the oil consumption and the emission are deteriorated.
For a hybrid power special engine with lean combustion and equivalent ratio combustion dual combustion modes, the hybrid power special engine can work under engine universal characteristic MAPs (MAP) corresponding to the two combustion modes respectively, the engine MAP has obvious non-convex characteristics, and the complexity of energy efficiency optimization is greatly improved. The existing energy management optimization algorithm does not consider the combustion characteristics of the dual-combustion mode hybrid power special engine, and the problems of optimal selection and dynamic switching of the combustion mode of the engine do not exist, namely the engine only works under a single MAP, so that the energy management strategy cannot solve the problem of hybrid power energy management of the engine with the dual combustion modes.
Therefore, a hybrid system engine dynamic energy efficiency control method capable of optimally switching between the engine equivalence ratio combustion mode and the lean combustion mode at the same time is needed to solve the problems.
Disclosure of Invention
The invention provides a method and a device for controlling dynamic energy efficiency of an engine of a hybrid power system, which are used for solving the defect that an energy management optimization algorithm in the prior art cannot handle the optimal switching problem of an equivalence ratio combustion mode and a lean combustion mode.
In a first aspect, the present invention provides a method for controlling dynamic energy efficiency of an engine of a hybrid power system, the method comprising:
solving a globally optimal engine combustion mode control track through a global optimization algorithm in a rolling time domain to obtain a control track reference value;
acquiring a control track actual value of the engine in a current combustion mode, solving a difference value between a control track reference value and the control track actual value, and acquiring power source state information of the hybrid power system;
taking the power source state information and the difference value between the control track reference value and the control track actual value as state variables, and solving the optimal combustion mode given value, the current torque component given value, the engine throttle opening and the air-fuel ratio given value of the engine at the current moment through an instantaneous optimization algorithm;
acquiring an actual value of a combustion mode of the engine at the current moment, judging whether the actual value of the current combustion mode is consistent with the set value of the optimal combustion mode, if so, keeping the current combustion mode, otherwise, switching the combustion mode, and adjusting the hybrid power running mode to a series mode;
and cooperatively controlling the motor, the air-fuel ratio of the engine and the opening degree of a throttle valve according to the given value of the current torque component, the opening degree of the throttle valve of the engine and the given value of the air-fuel ratio.
According to the dynamic energy efficiency control method for the engine of the hybrid power system, provided by the invention, a globally optimal engine combustion mode control track is solved through a global optimization algorithm in a rolling time domain to obtain a control track reference value, and the method comprises the following steps:
constructing a hybrid power system model; wherein the hybrid system model comprises a dual combustion mode engine model having a lean combustion mode and an equivalence ratio combustion mode, a battery model, and a transmission system model;
acquiring global driving condition information, taking the global driving condition information as input data, taking a battery SOC value of a battery model as a state variable, taking the engine output power of the dual-combustion mode engine model, a combustion mode and the motor torque of a transmission system model as control variables, and constructing an optimization function taking the minimum energy consumption of a hybrid power system as a target;
applying constraint conditions of power system parts and/or constraint conditions of total pollutant emission of the engine to the optimization function to construct a dynamic planning model;
and in the rolling time domain, solving an optimal control track through the dynamic programming model, and outputting the obtained globally optimal engine combustion mode control track to obtain a control track reference value.
According to the dynamic energy efficiency control method for the engine of the hybrid power system, provided by the invention, the engine emission characteristic constraint condition comprises the following steps: NO over full cycle for dual combustion mode engine x The method comprises the following steps of emission constraint conditions, HC emission constraint conditions of the dual-combustion mode engine in the whole cycle working condition and CO emission constraint conditions of the dual-combustion mode engine in the whole cycle working condition.
According to the dynamic energy efficiency control method of the hybrid power system engine, NO of the dual-combustion mode engine in the whole cycle working condition x The emission constraint conditions are as follows:
Figure BDA0003285722310000031
the HC emission constraint conditions of the dual combustion mode engine in the whole cycle working condition are as follows:
Figure BDA0003285722310000032
the constraint conditions of the CO emission of the dual-combustion mode engine in the whole cycle working condition are as follows:
Figure BDA0003285722310000041
wherein BSNOx (P) ICE (n)) is the engine output power P ICE Instantaneous NO at time (n) x Emission, BSHC (P) ICE (n)) is the engine output power P ICE (n) instantaneous HC emission, BSCO (P) ICE (n)) is the engine output power P ICE (n) instantaneous CO emission at time, Δ t being the time step
According to the dynamic energy efficiency control method for the engine of the hybrid power system, the power source state information comprises an engine combustion mode error, an instantaneous driving power demand value, a current engine speed, a current engine torque and a power battery SOC value.
According to the dynamic energy efficiency control method of the hybrid system engine, the motor, the air-fuel ratio of the engine and the throttle opening are cooperatively controlled according to the given value of the current torque component, the opening of the throttle valve of the engine and the given value of the air-fuel ratio, and the method comprises the following steps:
obtaining a current torque component actual value, subtracting the current torque component given value from the current torque component actual value to obtain a current torque component difference value, and inputting the current torque component difference value into a current torque component PI regulator to regulate and control the current torque component;
and respectively controlling the throttle valve and the fuel supply quantity of the engine according to the throttle opening of the engine and the given value of the air-fuel ratio of the engine.
In a second aspect, the present invention further provides a hybrid system engine dynamic energy efficiency control apparatus, including:
the global optimization module is used for solving a globally optimal engine combustion mode control track through a global optimization algorithm in a rolling time domain to obtain a control track reference value;
the state quantity acquisition module is used for acquiring a control track actual value of the engine in the current combustion mode, solving a difference value between a control track reference value and the control track actual value and acquiring power source state information of the hybrid power system;
the instantaneous optimization module is used for solving an optimal combustion mode given value, a current torque component given value, an engine throttle opening and an air-fuel ratio given value of the engine at the current moment through an instantaneous optimization algorithm by taking the power source state information and a difference value between the control track reference value and the control track actual value as state variables;
the mode control module is used for acquiring the actual value of the current combustion mode of the engine at the current moment, judging whether the actual value of the current combustion mode is consistent with the set value of the optimal combustion mode, if so, keeping the current combustion mode, otherwise, switching the combustion mode, and adjusting the hybrid power running mode to be a series mode;
and the cooperative control module is used for cooperatively controlling the motor, the air-fuel ratio of the engine and the opening of a throttle valve according to the given value of the current torque component, the opening of the throttle valve of the engine and the given value of the air-fuel ratio.
In a third aspect, the present invention further provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the method for controlling the dynamic energy efficiency of the engine of the hybrid power system according to any one of the above aspects.
In a fourth aspect, the present invention further provides a non-transitory computer readable storage medium, having a computer program stored thereon, where the computer program, when executed by a processor, implements the steps of the method for controlling dynamic energy efficiency of an engine in a hybrid system as described in any one of the above.
In a fifth aspect, the present invention further provides a computer program product comprising a computer program which, when executed by a processor, implements the steps of the hybrid system engine dynamic energy efficiency control method according to any one of the above aspects.
According to the method and the device for controlling the dynamic energy efficiency of the engine of the hybrid power system, provided by the invention, the globally optimal engine combustion mode control track can be solved for the complex running condition through a global optimization algorithm to be used as a control track reference value, the engine combustion mode is controlled in real time by adopting an instantaneous optimization algorithm based on the control track reference value, the optimal combustion mode in the current state is determined by taking the energy consumption and the emission of the whole vehicle as targets, the optimality and the robustness of the engine combustion mode decision are improved, the engine is optimally switched between a lean combustion mode and an equivalent ratio combustion mode through the cooperative control of the motor, the air-fuel ratio of the engine and the opening of a throttle valve, the intelligent and fine control of the engine combustion mode is realized, and the energy-saving and emission reduction effects of the hybrid power system are improved.
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In order to more clearly illustrate the technical solutions of the present invention or the prior art, the drawings needed for the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a schematic flow diagram illustrating a method for controlling the dynamic energy efficiency of an engine of a hybrid powertrain system according to the present invention;
FIG. 2 is a second schematic flow chart illustrating a method for controlling dynamic energy efficiency of an engine of a hybrid power system according to the present invention;
FIG. 3 is a schematic diagram of an optimization solution principle of an underlying controller of the dual combustion mode hybrid power system;
FIG. 4 is a schematic structural diagram of a hybrid power system engine dynamic energy efficiency control device provided by the invention;
fig. 5 is a schematic structural diagram of an electronic device provided in the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 and fig. 2 show a method for controlling dynamic energy efficiency of an engine of a hybrid power system, which comprises the following steps:
s110: and solving a globally optimal engine combustion mode control track through a global optimization algorithm in the rolling time domain to obtain a control track reference value.
The process mainly realizes global optimization in a rolling time domain, needs to input a global driving power demand, a battery SOC initial value and a terminal value, solves a global optimal combustion mode by taking minimum energy consumption of a hybrid power system as a target under the constraint of the total emission of pollutants of an engine, and outputs a reference value of a global optimal control track of the engine combustion mode.
S120: and acquiring an actual value of a control track of the engine in the current combustion mode, solving a difference value between a reference value of the control track and the actual value of the control track, and acquiring power source state information in the hybrid power system.
The power source state information in this embodiment includes information such as engine combustion mode error, instantaneous drive power demand, current engine speed, current engine torque, and power battery SOC value.
S130: and taking the power source state information and the difference value between the control track reference value and the control track actual value as state variables, and solving the optimal combustion mode given value, the current torque component given value, the engine throttle opening and the air-fuel ratio given value of the engine at the current moment through an instantaneous optimization algorithm.
In the embodiment, the instantaneous optimization algorithm aims at minimizing the energy consumption of the hybrid power system during solving.
S140: and acquiring a current combustion mode actual value of the engine at the current moment, judging whether the current combustion mode actual value is consistent with the optimal combustion mode set value, if so, keeping the current combustion mode, otherwise, switching the combustion mode, and adjusting the hybrid power operation mode to a series mode.
The method comprises the steps of judging whether a current actual value of a combustion mode is consistent with a set value of an optimal combustion mode or not, so as to determine whether an operation mode switching requirement exists or not, and when the mode switching requirement exists, switching a hybrid mode into a series mode first, and then switching between a lean combustion mode and an equivalence ratio combustion mode.
S150: and cooperatively controlling the motor, the air-fuel ratio of the engine and the opening degree of a throttle valve according to the given value of the current torque component, the opening degree of the throttle valve of the engine and the given value of the air-fuel ratio.
It can be understood that the global optimization algorithm mentioned in this embodiment may be implemented by using a global optimization scheme such as a dynamic programming algorithm and a poincar's minimum principle, and the link of solving the globally optimal engine combustion mode control trajectory through the global optimization algorithm is specifically implemented in the top layer controller, and the link of implementing combustion mode control and cooperative control of the air-fuel ratio of the motor, the engine and the throttle opening by using the instantaneous optimization algorithm is specifically implemented in the bottom layer controller.
In this embodiment, the global optimization algorithm is implemented by using a Dynamic Programming (DP) algorithm, which is widely applied to the field of vehicle control as a global optimization method. Because the DP algorithm needs to predict the global working condition information, the global working condition information can be acquired by the existing Intelligent Transportation System (ITS), intelligent internet information, GPS, digital map and working condition prediction method.
Since the DP algorithm solves the global optimal solution, and the operation speed is slow, the present embodiment employs a hierarchical control method for guiding the underlying controller to follow the global optimal engine combustion mode control trajectory.
Specifically, the process of solving the globally optimal engine combustion mode control trajectory by using a dynamic programming algorithm includes:
firstly, constructing a hybrid power system model; the hybrid power system model comprises a double-combustion mode engine model with a lean combustion mode and an equivalence ratio combustion mode, a battery model and a transmission system model;
the expression for the dual combustion mode engine model is as follows:
Figure BDA0003285722310000081
wherein k is p A fuel penalty factor for combustion mode switching, k after completion of the combustion mode switching process p Is set to 1. q. q of BSFC The fuel consumption is given in g/kWh. T is ICE 、ω ICE 、M ICE And P ICE Representing torque, speed, combustion mode and output of the engine, respectively, F st The fuel consumption penalty generated for the starting process can be determined according to the experimental result, and Λ is an identifier of the starting process of the engine, and the expression is as follows:
Figure BDA0003285722310000082
wherein t is time. When Λ is 1 during the starting process of the engine, Λ is 0 in the starting completion or shutdown state.
The expression of the battery model is as follows:
Figure BDA0003285722310000091
Figure BDA0003285722310000092
P bat ＝U oc I bat -R bat I bat 2 (5)
wherein, SOC and SOC 0 Current and initial state of charge of the battery, respectively, and C is the capacity of the battery pack. t is time, I bat 、U oc Current and open circuit voltage, R, of the battery pack, respectively bat Is the battery resistance, P bat Is the battery power.
The expression for the driveline model is as follows:
Figure BDA0003285722310000093
when the clutch is engaged, there are:
T eng +T mot +T ISG ＝T (7)
W eng ＝T mot ＝W ISG ＝W (8)
when the clutch is disengaged, there are:
T eng ＝T ISG ，T mot ＝T (9)
W eng ＝W ISG ，W mot ＝W (10)
further, there are also:
P ISG +P mot ＝P bat /μ (11)
wherein T, W, P represent torque, rotational speed and power, respectively. T without a corner mark represents the final output torque on the drive shaft, and W represents the rotational speed of the drive shaft. The corner marks eng, mot, ISG, bat represent an engine, a driving motor, a starter/generator, and a battery, respectively. Mu is the charge-discharge efficiency of the battery, r represents the wheel radius, v, m, A represent the vehicle speed, total mass and frontal area, respectively, f represents the rolling resistance coefficient, sigma represents the road inclination, g represents the gravitational acceleration, rho and C D Respectively representing air density and air resistance coefficient.
And solving the optimal control law which minimizes the cost function by adopting an inverse iteration method according to the pre-constructed global driving condition. In the embodiment, the response time of the actual vehicle transmission system is considered, the sampling time of the speed signal is set to be T =10s, an inverse dynamic solution algorithm is adopted, the sampled speed curve is dispersed into N parts, and the calculation is carried out step by step from the Nth step forward. The present embodiment designs the engine operating strategy to operate along an optimal fuel consumption curve, i.e., the torque and speed of the engine can be uniquely determined for a given output power.
Then, the global driving condition information, i.e., the required speed and torque, is used as input data, the battery SOC value of the battery model is used as a state variable x (n), and the engine output power P of the dual combustion mode engine model is used ICE Combustion mode M ICE And drive motor torque T of the driveline model mot To control variable u (n), i.e.:
x(n)＝SOC(n) (12)
u(n)＝[P ICE (n),M ICE (n),T mot (n)] T (13)
through the information, an optimization function which aims at the minimum energy consumption of the hybrid power system can be constructed, and the expression of the optimization function is as follows:
Figure BDA0003285722310000101
wherein J (x, u, t) is energy consumption of the hybrid power system, P ICE (n) engine output, BSFC (P) ICE (n)) is the engine output is P ICE (n) instantaneous fuel consumption, Δ t, in time steps.
Then, applying system part constraint conditions and/or engine global pollutant total emission constraint conditions to the energy consumption constraint optimization function, and constructing to obtain a dynamic planning model; the embodiment adopts the constraint conditions of system parts and the constraint conditions of the total emission of pollutants of the engine to constrain the optimization function.
In one aspect, system component constraints are applied to the optimization function as follows:
ω ICE_min ≤ω ICE (n)≤ω ICE_max (15)
T ICE_min ≤T ICE (n)≤T ICE_max (16)
ω mot_min ≤ω mot (n)≤ω mot_max (17)
T mot_min ≤T mot (n)≤T mot_max (18)
-P bat_Cmax ≤P bat (n)≤P bat_Dmax (19)
SOC min ≤SOC(n)≤SOC max (20)
wherein, ω is ICE 、ω mot Respectively representing the rotational speed of the engine and the rotational speed of the electric machine, T ICE 、T mot Representing the torque of the engine and the torque of the electric machine, respectively. The indices min and max represent the minimum and maximum values of each variable, respectively. P bat For battery output power, P bat_Cmax 、P bat_Dmax Respectively representing the maximum charge and discharge power of the battery.
And additionally applying constraint conditions aiming at the emission characteristics of the engine to the optimization function so as to ensure that the total emission of the dual-combustion mode engine in the whole cycle working condition is below a specified limit value, wherein the specific constraint conditions are as follows:
Figure BDA0003285722310000111
Figure BDA0003285722310000112
Figure BDA0003285722310000113
wherein BSNOx (P) ICE (n)) is the engine output is P ICE Instantaneous NO at time (n) x Emission, BSHC (P) ICE (n)) is the engine output is P ICE (n) instantaneous HC emission, BSCO (P) ICE (n)) is the engine output is P ICE (n) instantaneous CO emission at time, Δ t, is a time step.
And finally, in the rolling time domain, solving through a dynamic programming model to obtain a reference value of the global optimal control track of the engine combustion mode.
Because the whole-course working condition is changed along with time, the dynamic programming algorithm can not be carried out once, and needs to be repeatedly calculated and updated at intervals. And performing DP operation in a rolling time domain to realize timing update on the reference control track of the optimal engine combustion mode.
After the reference value of the optimal engine combustion mode control track is obtained, the reference value of the optimal engine combustion mode control track is further input into the bottom layer controller for optimization solution, and the instantaneous optimization solution of the bottom layer controller can be realized by adopting schemes such as reinforcement learning, model prediction control and the like, for example, a DQN algorithm, a DDPG algorithm, an A3C algorithm, a PPO algorithm and the like.
Referring to fig. 3, the present embodiment takes the DQN algorithm as an example, and details the optimization solution of the underlying controller. In fig. 3, the line segment with an arrow indicates signal flow transmission, the line segments of two horizontal lines indicate electrical connection, and the line segments of three horizontal lines indicate mechanical connection.
Firstly, a DQN framework is established, and the DQN algorithm of the embodiment adopts two neural networks, namely a current value Q network and a target value
Figure BDA0003285722310000121
A network. They are two fully connected networks with identical structure but different parameters, and the parameters are theta and theta respectively - The output Q value of the system can be mapped with the state and the action through training. Loss function of DQN is defined as current value Q network and target value
Figure BDA0003285722310000122
The difference in Q values of the network outputs is as follows:
Figure BDA0003285722310000123
Figure BDA0003285722310000124
wherein Q is an agent action a t I.e. at state s t Lower execution a t Predicted value of movement, r t For actual value, t is the time step, α is the learning rate, and γ is the decay rate for future potential rewards.
On the premise of not losing experience diversity, experience with larger return is preferentially used, and the utilization rate of experience data is further improved. Defining timing error delta (t), empirical priority p t And the sampling probability p (t) is as follows:
Figure BDA0003285722310000125
p t ＝1/rank(t) (27)
Figure BDA0003285722310000126
wherein rank (t) is a sequence number of the sequence errors sorted from large to small according to absolute values, n is the size of the memory storage space, β is the degree of controlling the preferential sampling, and takes a value of [0,1], and when β =0, uniform sampling is represented.
The hybrid power system is used as an environment to interact with the energy management intelligent agent. In the aspect of reward function design, the bottom-layer controller aims at minimizing energy consumption and emission, and meanwhile, the SOC value of the battery is considered to be in a specified range. Since both of the above indexes adversely affect the system, when defining the reward function, both are set to penalty coefficients, i.e. to negative values, and the penalty weights are represented by a, b, and c, respectively, as shown in the following formula:
r＝-(a(Fuel_con t )+b(NOx_out)+c(SOC_diff t ) 2 ) (29)
in the formula: r is reward, fuel _ con t Is an action a t Fuel consumption in duration, NOx _ out t Is an action a t The amount of NOx discharged during the duration, SOC _ diff, is the difference between the actual value of the battery SOC and the reference value.
The state information provided to the agent for decision-making includes the actual value of the engine combustion mode, the power battery SOC value, the instantaneous drive power demand value, and the current engine power information.
Defining a combustion mode error based on a reference value of an engine combustion mode control trajectory output by the top layer controller
Figure BDA0003285722310000131
Specifically, combustion mode error
Figure BDA0003285722310000132
Defined as the actual value at time t of combustion mode of the engine
Figure BDA0003285722310000133
Value at time t +1 from the reference value
Figure BDA0003285722310000134
The difference, namely:
Figure BDA0003285722310000135
a state space S of the hybrid system model can thus be defined, which is expressed as follows:
Figure BDA0003285722310000136
therein, SOC t The SOC value of the power battery is shown,
Figure BDA0003285722310000137
an error in the combustion mode is indicated,
Figure BDA0003285722310000138
a value representing the instantaneous drive power demand value,
Figure BDA0003285722310000139
which is indicative of the current engine speed of rotation,
Figure BDA00032857223100001310
representing torque.
The output of the underlying controller is used to adjust the combustion mode of the hybrid engine, thus defining the action variables of the DQN transient optimization algorithm as: reference value M for optimum combustion mode ICE (obtainable by argmax algorithm), vector-controlled current torque component setpoint value I q Engine throttle opening degree theta thrtl And an air-fuel ratio given value λ. The action space a of the energy management policy is shown as follows:
A＝[M ICE ,I q ,θ thrtl ,λ] (32)
thereafter, the optimum combustion mode reference value M is judged ICE Whether the actual value is consistent with the actual value or not, if so, the switching is not carried out; if they are not the same, thenThe combustion mode is switched. If the combustion mode is switched, the hybrid operation mode is firstly adjusted to the series mode. A current torque component I output by the instantaneous optimization algorithm q After the difference is made between the given value and the actual value, the current torque component PI regulator is input, and the control of the permanent magnet synchronous motor can be realized by matching with the current excitation component PI regulator, the current sensor, the frequency converter and the SVPVM algorithm. The permanent magnet synchronous motor is connected with the dual-mode hybrid power special engine through a crankshaft position/rotating speed sensor.
Throttle opening degree theta according to the output thrtl And an air-fuel ratio given value lambda, which respectively control the throttle valve and the fuel supply amount. The air-fuel ratio given value is finally used for regulating and controlling the oil injector, the opening degree of the throttle valve is finally used for regulating and controlling the dual-mode hybrid power special engine, and the oxygen content is detected through the oxygen sensor during actual application.
Regulating the rotating speed of the engine to a high-efficiency rotating speed interval corresponding to a given combustion mode by controlling a motor; controlling the air-fuel ratio to enable the engine to operate in a specified combustion mode; and adjusting the rotation speed of the engine to a high-efficiency torque interval corresponding to a given combustion mode by controlling the opening degree of a throttle valve. According to the scheme, on the premise of optimizing the energy consumption of the whole vehicle, the motor, the air-fuel ratio of the engine and the opening degree of the throttle valve are cooperatively controlled, and the engine is switched between a lean combustion mode and an equivalence ratio combustion mode.
It should be noted that, in the above scheme provided by the present invention, the top controller is implemented by using a dynamic programming algorithm, the bottom controller is implemented by using a deep reinforcement learning algorithm, and in the actual application process, a combination mode of other global optimization algorithms and an instantaneous optimization algorithm may also be used.
Therefore, the method for controlling the dynamic energy efficiency of the engine of the hybrid power system provided by the embodiment of the invention controls the engine to dynamically switch between the lean combustion mode and the equivalence ratio combustion mode according to the global traffic information, so that the optimal energy efficiency and emission control of the engine are realized. The global optimization algorithm with engine global pollutant emission constraint can solve a globally optimal engine combustion mode control track aiming at a complex driving working condition to serve as a control track reference value, real-time control is carried out on an engine combustion mode by adopting an instantaneous optimization algorithm based on the control track reference value, an optimal combustion mode in the current state is determined by taking the whole vehicle energy consumption and emission as targets, the optimality and robustness of engine combustion mode decision are improved, the air-fuel ratio of a motor and the engine and the opening of a throttle valve are cooperatively controlled, the engine is enabled to operate in a lean combustion mode and an equivalent ratio combustion mode to be optimally switched, the intelligent and fine control over the engine combustion mode is realized, and the energy saving and emission reduction effects of a hybrid power system are improved.
The following describes the dynamic energy efficiency control device for the engine of the hybrid power system, and the dynamic energy efficiency control device for the engine of the hybrid power system described below and the dynamic energy efficiency control method for the engine of the hybrid power system described above may be referred to correspondingly.
Fig. 4 shows a hybrid system engine dynamic energy efficiency control apparatus provided by an embodiment of the present invention, which includes:
the global optimization module 410 is used for solving a globally optimal engine combustion mode control track through a global optimization algorithm in a rolling time domain to obtain a control track reference value;
the state quantity obtaining module 420 is configured to obtain a control trajectory actual value in a current combustion mode of the engine, obtain a difference between a control trajectory reference value and the control trajectory actual value, and obtain power source state information of the hybrid power system;
the instantaneous optimization module 430 is used for solving an optimal combustion mode given value, a current torque component given value, an engine throttle opening and an air-fuel ratio given value of the engine at the current moment through an instantaneous optimization algorithm by taking the power source state information and a difference value between a control track reference value and a control track actual value as state variables;
the mode control module 440 is used for acquiring a current combustion mode actual value of the engine at the current moment, judging whether the current combustion mode actual value is consistent with an optimal combustion mode set value, if so, keeping the current combustion mode, otherwise, switching the combustion mode, and adjusting the hybrid power operation mode to a series mode;
and the cooperative control module 450 is used for cooperatively controlling the motor, the air-fuel ratio of the engine and the opening degree of a throttle valve according to the given value of the current torque component, the opening degree of the throttle valve of the engine and the given value of the air-fuel ratio.
The hybrid power system engine dynamic energy efficiency control device provided by the embodiment can determine a reference value of a globally optimal engine combustion mode control track according to a complex driving condition through a global optimization algorithm with engine emission characteristic constraint, the engine combustion mode is controlled in real time through an instantaneous optimization algorithm, the optimal combustion mode in the current state is determined, the robustness of the optimal decision of the combustion mode is improved, meanwhile, the whole vehicle energy efficiency is taken as a target, the air-fuel ratio of a motor, the engine and the opening of a throttle valve are cooperatively controlled, so that the hybrid power special engine runs in the optimal combustion mode, the refined control of the engine combustion mode is realized, the energy-saving effect of a hybrid power system is improved, and meanwhile, an energy management control scheme is provided for a hybrid power vehicle carrying a lean-burn engine.
Fig. 5 illustrates a physical structure diagram of an electronic device, which may include, as shown in fig. 5: a processor (processor) 510, a communication Interface (Communications Interface) 520, a memory (memory) 530 and a communication bus 540, wherein the processor 510, the communication Interface 520 and the memory 530 communicate with each other via the communication bus 540. Processor 510 may invoke logic instructions in memory 530 to perform a hybrid powertrain engine dynamic energy efficiency control method comprising: solving a globally optimal engine combustion mode control track through a global optimization algorithm in a rolling time domain to obtain a control track reference value; acquiring a control track actual value of the engine in a current combustion mode, solving a difference value between a control track reference value and the control track actual value, and acquiring power source state information of the hybrid power system; taking the power source state information and the difference value between the control track reference value and the control track actual value as state variables, and solving the optimal combustion mode given value, the current torque component given value, the engine throttle opening and the air-fuel ratio given value of the engine at the current moment through an instantaneous optimization algorithm; acquiring an actual value of a combustion mode of the engine at the current moment, judging whether the actual value of the current combustion mode is consistent with a set value of an optimal combustion mode, if so, keeping the current combustion mode, otherwise, switching the combustion mode, and adjusting a hybrid power running mode to a series mode; and cooperatively controlling the motor, the air-fuel ratio of the engine and the opening degree of a throttle valve according to the given value of the current torque component, the opening degree of the throttle valve of the engine and the given value of the air-fuel ratio.
Furthermore, the logic instructions in the memory 530 may be implemented in the form of software functional units and stored in a computer readable storage medium when the software functional units are sold or used as independent products. Based on such understanding, the technical solution of the present invention or a part thereof which substantially contributes to the prior art may be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
In another aspect, the present invention further provides a computer program product, the computer program product including a computer program, the computer program being stored on a non-transitory computer-readable storage medium, wherein when the computer program is executed by a processor, the computer is capable of executing the hybrid system engine dynamic energy efficiency control method provided by the above methods, the method including: solving a globally optimal engine combustion mode control track through a global optimization algorithm in a rolling time domain to obtain a control track reference value; acquiring a control track actual value of the engine in a current combustion mode, solving a difference value between a control track reference value and the control track actual value, and acquiring power source state information of the hybrid power system; taking the power source state information and the difference value between the control track reference value and the control track actual value as state variables, and solving the optimal combustion mode given value, the current torque component given value, the engine throttle opening and the air-fuel ratio given value of the engine at the current moment through an instantaneous optimization algorithm; acquiring an actual value of a combustion mode of the engine at the current moment, judging whether the actual value of the current combustion mode is consistent with a set value of an optimal combustion mode, if so, keeping the current combustion mode, otherwise, switching the combustion mode, and adjusting a hybrid power running mode to a series mode; and cooperatively controlling the motor, the air-fuel ratio of the engine and the opening degree of a throttle valve according to the given value of the current torque component, the opening degree of the throttle valve of the engine and the given value of the air-fuel ratio.
In yet another aspect, the present invention also provides a non-transitory computer readable storage medium, on which a computer program is stored, the computer program being implemented by a processor to perform the hybrid system engine dynamic energy efficiency control method provided by the above methods, the method including: solving a globally optimal engine combustion mode control track through a global optimization algorithm in a rolling time domain to obtain a control track reference value; acquiring a control track actual value of the engine in a current combustion mode, solving a difference value between a control track reference value and the control track actual value, and acquiring power source state information of the hybrid power system; taking the power source state information and the difference value between the control track reference value and the control track actual value as state variables, and solving the optimal combustion mode given value, the current torque component given value, the engine throttle opening and the air-fuel ratio given value of the engine at the current moment through an instantaneous optimization algorithm; acquiring a combustion mode actual value of the engine at the current moment, judging whether the current combustion mode actual value is consistent with an optimal combustion mode set value, if so, keeping the current combustion mode, otherwise, switching the combustion mode, and adjusting the hybrid power operation mode to a series mode; and cooperatively controlling the motor, the air-fuel ratio of the engine and the opening degree of a throttle valve according to the given value of the current torque component, the opening degree of the throttle valve of the engine and the given value of the air-fuel ratio.
The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims (8)

1. A method for controlling dynamic energy efficiency of an engine of a hybrid power system is characterized by comprising the following steps:
solving a globally optimal engine combustion mode control track through a global optimization algorithm in a rolling time domain to obtain a control track reference value;
acquiring a control track actual value of the engine in a current combustion mode, solving a difference value between a control track reference value and the control track actual value, and acquiring power source state information of the hybrid power system;
taking the power source state information and the difference value between the control track reference value and the control track actual value as state variables, and solving the optimal combustion mode given value, the current torque component given value, the engine throttle opening and the air-fuel ratio given value of the engine at the current moment through an instantaneous optimization algorithm;
acquiring a combustion mode actual value of the engine at the current moment, judging whether the current combustion mode actual value is consistent with the optimal combustion mode set value, if so, keeping the current combustion mode, otherwise, switching the combustion mode, and adjusting the hybrid power operation mode to a series mode;
performing cooperative control on the motor, the air-fuel ratio of the engine and the opening degree of a throttle valve according to the given value of the current torque component, the opening degree of the throttle valve of the engine and the given value of the air-fuel ratio;
solving a globally optimal engine combustion mode control track through a global optimization algorithm in a rolling time domain to obtain a control track reference value, wherein the control track reference value comprises the following steps:
constructing a hybrid power system model; wherein the hybrid system model comprises a dual combustion mode engine model having a lean combustion mode and an equivalence ratio combustion mode, a battery model, and a transmission system model;
acquiring global driving condition information, taking the global driving condition information as input data, taking a battery SOC value of a battery model as a state variable, taking the engine output power of the dual-combustion mode engine model, a combustion mode and the motor torque of a transmission system model as control variables, and constructing an optimization function taking the minimum energy consumption of a hybrid power system as a target;
applying constraint conditions of power system parts and/or constraint conditions of total pollutant emission of the engine to the optimization function, and additionally applying constraint conditions of engine emission characteristics to the optimization function to construct and obtain a dynamic planning model;
and in the rolling time domain, solving an optimal control track through the dynamic programming model, and outputting the obtained globally optimal engine combustion mode control track to obtain a control track reference value.
2. The hybrid system engine dynamic energy efficiency control method according to claim 1, characterized in that the constraint condition of the engine emission characteristic includes: NO over full cycle for dual combustion mode engine x The method comprises the following steps of emission constraint conditions, HC emission constraint conditions of the dual-combustion mode engine in the whole cycle working condition and CO emission constraint conditions of the dual-combustion mode engine in the whole cycle working condition.
3. The hybrid power system engine dynamic energy efficiency control method as claimed in claim 2, characterized in that NO of the dual combustion mode engine in the whole cycle working condition x The emission constraint conditions are as follows:
Figure FDA0004034676730000021
the HC emission constraint conditions of the dual-combustion mode engine in the whole cycle working condition are as follows:
Figure FDA0004034676730000022
the constraint conditions of the CO emission of the dual-combustion mode engine in the whole cycle working condition are as follows:
Figure FDA0004034676730000023
wherein BSNOx (P) ICE (n)) is the engine output power ofP ICE Instantaneous NO at time (n) x Emission, BSHC (P) ICE (n)) is the engine output is P ICE (n) instantaneous HC emission, BSCO (P) ICE (n)) is the engine output is P ICE (n) instantaneous CO emission, Δ t, is the time step.
4. The hybrid system engine dynamic energy efficiency control method according to claim 1, wherein the power source state information includes an engine combustion mode error, an instantaneous drive power demand value, a current engine speed, a current engine torque, and a power battery SOC value.
5. The hybrid system engine dynamic energy efficiency control method according to claim 1, wherein the cooperative control of the motor, the engine air-fuel ratio and the throttle opening degree according to the current torque component given value, the engine throttle opening degree and the air-fuel ratio given value includes:
obtaining a current torque component actual value, subtracting the current torque component given value from the current torque component actual value to obtain a current torque component difference value, and inputting the current torque component difference value into a current torque component PI regulator to regulate and control the current torque component;
and respectively controlling the throttle valve and the fuel supply quantity of the engine according to the opening degree of the throttle valve of the engine and the given value of the air-fuel ratio of the engine.
6. A hybrid system engine dynamic energy efficiency control apparatus, comprising:
the global optimization module is used for solving a globally optimal engine combustion mode control track through a global optimization algorithm in a rolling time domain to obtain a control track reference value;
the state quantity acquisition module is used for acquiring a control track actual value of the engine in the current combustion mode, solving a difference value between a control track reference value and the control track actual value and acquiring power source state information of the hybrid power system;
the instantaneous optimization module is used for solving an optimal combustion mode given value, a current torque component given value, an engine throttle opening and an air-fuel ratio given value of the engine at the current moment through an instantaneous optimization algorithm by taking the power source state information and a difference value between the control track reference value and the control track actual value as state variables;
the mode control module is used for acquiring a current combustion mode actual value of the engine at the current moment, judging whether the current combustion mode actual value is consistent with the optimal combustion mode set value or not, if so, keeping the current combustion mode, otherwise, switching the combustion mode, and adjusting the hybrid power operation mode to a series mode;
the cooperative control module is used for cooperatively controlling the motor, the air-fuel ratio of the engine and the opening degree of a throttle valve according to the given value of the current torque component, the opening degree of the throttle valve of the engine and the given value of the air-fuel ratio;
solving a globally optimal engine combustion mode control track through a global optimization algorithm in a rolling time domain to obtain a control track reference value, wherein the control track reference value comprises the following steps:
constructing a hybrid power system model; wherein the hybrid system model comprises a dual combustion mode engine model having a lean combustion mode and an equivalence ratio combustion mode, a battery model, and a transmission system model;
acquiring global driving condition information, taking the global driving condition information as input data, taking a battery SOC value of a battery model as a state variable, taking the engine output power of the dual-combustion mode engine model, a combustion mode and the motor torque of a transmission system model as control variables, and constructing an optimization function taking the minimum energy consumption of a hybrid power system as a target;
applying constraint conditions of power system parts and/or constraint conditions of total pollutant emission of the engine to the optimization function, and additionally applying constraint conditions of engine emission characteristics to the optimization function to construct and obtain a dynamic planning model;
and in the rolling time domain, solving an optimal control track through the dynamic programming model, and outputting the obtained globally optimal engine combustion mode control track to obtain a control track reference value.
7. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor when executing the program performs the steps of the hybrid system engine dynamic energy efficiency control method according to any one of claims 1 to 5.
8. A non-transitory computer readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, performs the steps of the hybrid powertrain engine dynamic energy efficiency control method as recited in any one of claims 1 through 5.
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