考虑不确定延迟的并联式气电混合动力系统模式切换控制

doi:10.16183/j.cnki.jsjtu.2023.473

摘要/Abstract

摘要：

并联式气电混合动力系统排放少、动力性好,在低碳船舶上的应用前景广阔.但是,受多个执行延迟不确定的影响,混合动力模式切换过程中传动轴系易发生转速异常波动甚至剧烈冲击.提出级联内模控制(IMC)思路,设计显式包含名义延迟信息的滤波器,提高转速跟踪性能,消除延迟的影响.首先建立动力传动系统动力学模型,然后根据切换过程以离合器为分界的传动机理,设计级联IMC,包括抗饱和补偿器、两级跟踪控制器和两级抗干扰控制器,推导满足不确定延迟上界的鲁棒稳定性条件.仿真与台架试验结果表明,级联IMC对不确定延迟具有良好的鲁棒性,显著降低模式切换过程轴系冲击度,实现平稳切换.

关键词: 气电混合动力系统, 模式切换控制, 不确定延迟, 级联内模控制, 鲁棒性

Abstract:

Parallel gas-electric hybrid systems have broad application prospects in low-carbon ships due to their few emissions and dynamic performance. However, uncertain delays in multiple actuators during mode transition can cause violent fluctuations in the shaft speed along the power drive. In this paper, a cascaded internal mode control (IMC) consisting of filters with explicit nominal delay is proposed to improve speed tracking performance and eliminate the effect of delay. A dynamic model of the marine driveline is developed, and the cascade IMC is designed based on the driveline mechanism with the clutch serving as the separating component. The cascade IMC consists of an anti-saturation compensator, a two-stage tracking controller, and a two-stage anti-interference controller. Finally, the small-gain theorem is derived to ensure robust stability conditions, taking the upper bound of the uncertain delays into consideration. The results of simulation and dynamometer test show that the cascaded IMC has excellent robustness in handling uncertain delays, significantly reduces shaft jerk, and ensures smooth mode transition.

Key words: gas-electric hybrid power system, mode transition control, uncertain delay, cascaded internal mode control (IMC), robustness

中图分类号:

U661.31+3

傅圣来, 陈俐, 陈自强. 考虑不确定延迟的并联式气电混合动力系统模式切换控制[J]. 上海交通大学学报, 2025, 59(9): 1225-1236.

FU Shenglai, CHEN Li, CHEN Ziqiang. Mode Transition Control of Parallel Gas-Electric Hybrid Power System with Uncertain Delay[J]. Journal of Shanghai Jiao Tong University, 2025, 59(9): 1225-1236.

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参数	取值	参数	取值
J_e/(kg·m²)	1.85	k₁/(N·m·rad^-1)	600
J_c1/(kg·m²)	0.03	k₂/(N·m·rad^-1)	30 000
J_c2/(kg·m²)	0.03	i₁	4.5
J_pro/(kg·m²)	2.50	i₂	3
J_fd/(kg·m²)	0.30	τ₁/s	0.20
J_tm/(kg·m²)	0.40	τ₂/s	0.10
c₁/(N·m·s·rad^-1)	30	τ₃/s	0.03
c₂/(N·m·s·rad^-1)	1 000	D/m	1.05
c_e/(N·m·s·rad^-1)	0.03	K_Q	0.015
c_tm/(N·m·s·rad^-1)	0.03	ρ/(kg·m^-3)	1 025

位置	转速均方根误差/(rad·s^-1)
位置	鲁棒级联IMC	全极点近似级联IMC	广义逆IMC
发动机侧	0.366	0.429	2.206
螺旋桨侧	0.079	0.163	1.662

不确定度/%	位置	转速均方根误差/(rad·s^-1)
不确定度/%	位置	鲁棒级联IMC	全极点近似级联IMC
-50	发动机侧	3.195	4.139
	螺旋桨侧	0.029	0.228
50	发动机侧	2.995	4.952
	螺旋桨侧	0.147	0.235