A drive mode switching control method, device, electronic device and storage medium

Abstract

The present invention discloses a driving mode switching control method, device, electronic device and storage medium. The method includes substituting the current first output quantity and the historical first output quantity into an objective function and a constraint function to obtain the current first moment of inertia of the diesel engine; calculating the current output torque of the diesel engine according to the current first moment of inertia, and calculating the current clutch transmission torque; controlling the operation of the diesel engine according to the current output torque of the diesel engine and the additional torque provided by the motor, controlling the action of the clutch according to the current clutch transmission torque, and controlling the operation of the motor according to the current output torque of the motor; substituting the current output torque of the diesel engine, the current output torque of the motor, the current clutch transmission torque and the current error value into a prediction model to obtain the next first output quantity; until the first moment of inertia reaches a preset value, so that the motor and the diesel engine enter a hybrid driving mode. The present invention achieves the effect of controlling the smooth, fast and accurate switching of the driving mode of a parallel diesel-electric hybrid ship.

Description

Technical Field

[0001] The present invention relates to the field of control technologies, and in particular, to a drive mode switching control method, device, electronic device, and storage medium. Background Art

[0002] An oil-electric hybrid ship has multiple working modes. With the change of the navigation working conditions, the working modes will be frequently switched. During the mode switching process, the target torque of each power source will change instantaneously, and at the same time, it will also affect other related components. If the dynamic coordination control effect is not good, it may lead to a large fluctuation in the output torque or an interruption of power, which will cause a certain impact on the transmission system, may damage the components, cause the diesel engine to stall, and even lead to serious accidents.

[0003] Therefore, it is necessary to study the drive switching mode to avoid excessive impact during mode switching.

[0004] Currently, when solving the problem of excessive impact in the drive switching mode, the following two solutions are mainly adopted: One solution is for some specific diesel-electric hybrid systems. Through their coupling relationship, the torque relationship between the engine and the motor can be obtained, and the torque of each power source can be coordinated and controlled to avoid torque mutation and meet the smoothness requirements of the transmission system. Another solution is for a diesel-electric hybrid system without a clutch as a coupling mechanism between the engine and the motor. By estimating and monitoring the engine torque, the motor compensates for the engine torque. However, the first solution is only applicable to specific power coupling systems and has low accuracy; the second solution cannot accurately obtain the engine torque. Summary of the Invention

[0005] The present invention provides a drive mode switching control method, device, electronic device, and storage medium to improve the accuracy of drive mode switching.

[0006] According to an aspect of the present invention, a drive mode switching control method is provided. The drive mode switching control method includes:

[0007] Substitute the current first output quantity and all historical first output quantities into the objective function and the constraint function to obtain the current first moment of inertia of the diesel engine; the first output quantity includes the motor angular velocity, the clutch angular velocity, and the diesel engine angular velocity;

[0008] Calculate the current diesel engine output torque of the diesel engine according to the current first moment of inertia, and calculate the current clutch transmission torque of the clutch according to the current motor output torque;

[0009] Control the operation of the diesel engine according to the current output torque of the diesel engine and the additional torque provided by the motor for the diesel engine, control the operation of the clutch according to the current clutch transmission torque, and control the operation of the motor according to the current output torque of the motor;

[0010] Substitute the current output torque of the diesel engine, the current output torque of the motor, the current clutch transmission torque, and the current error value into the prediction model to obtain the next first output quantity;

[0011] Substitute the next first output quantity and all historical first output quantities into the objective function and the constraint function to obtain the next first moment of inertia of the diesel engine. Until the first moment of inertia reaches the preset value, control the operation of the diesel engine according to the diesel engine output torque and additional torque corresponding to the preset value, so that the motor and the diesel engine enter the hybrid drive mode.

[0012] Optionally, before substituting the current first output quantity and all historical first output quantities into the objective function and the constraint function, it further includes:

[0013] When it is necessary to switch from motor drive to hybrid drive of the motor and the diesel engine, input the initial motor output torque of the motor into the power reference model to obtain the initial motor angular velocity of the motor, so as to obtain the initial first output quantity.

[0014] Optionally, before controlling the operation of the diesel engine according to the current output torque of the diesel engine and the additional torque provided by the motor for the diesel engine, it further includes:

[0015] Substitute the desired torque and desired speed of the diesel engine into the proportional-integral-derivative controller to obtain the additional torque provided by the motor for the diesel engine.

[0016] Optionally, before substituting the current output torque of the motor into the proportional-integral-derivative controller, it further includes:

[0017] Optimize the proportional coefficient, integral coefficient, and derivative coefficient in the proportional-integral-derivative controller according to the particle swarm optimization algorithm to obtain the optimized proportional coefficient, optimized integral coefficient, and optimized derivative coefficient.

[0018] Optionally, substituting the current output torque of the motor into the proportional-integral-derivative controller to obtain the additional torque provided by the motor for the diesel engine includes:

[0019] Calculate the angular velocity difference between the desired angular velocity and the actual angular velocity of the diesel engine;

[0020] Calculate the sum of the product of the optimized proportionality coefficient and the angular velocity difference, the product of the optimized integral coefficient and the integral of the angular velocity difference, and the product of the optimized derivative coefficient and the derivative of the angular velocity difference to obtain the additional torque.

[0021] Optionally, optimize the proportionality coefficient, integral coefficient, and derivative coefficient in the proportional-integral-derivative controller according to the particle swarm algorithm to obtain an optimized proportionality coefficient, an optimized integral coefficient, and an optimized derivative coefficient, including:

[0022] Calculate the current fitness value of the particle corresponding to the proportional-integral-derivative controller based on the current position and the current velocity; wherein, the current position is the proportionality coefficient, integral coefficient, and derivative coefficient corresponding to the proportional-integral-derivative controller, and the current velocity is the change rate of the proportionality coefficient, integral coefficient, and derivative coefficient.

[0023] When it is determined that the current fitness value of the particle is greater than the fitness value corresponding to the historical best position, update the historical best position with the current position.

[0024] Determine the maximum current fitness value among the current fitness values of the particles. When the maximum current fitness value is greater than the fitness value corresponding to the global historical best position, update the global historical best position with the position corresponding to the maximum current fitness value.

[0025] Update the fitness value variance of the population and the adaptive weight of the particle.

[0026] Generate a random number. If the random number is greater than the mutation probability of the global historical best position, perform a mutation operation on the global historical best position.

[0027] Update the position and velocity of the particle, update the iteration count, and return to the step of calculating the current fitness value of the particle corresponding to the proportional-integral-derivative controller based on the current position and the current velocity.

[0028] When it is determined that the iteration count reaches the preset iteration count, end the iteration and output the updated global historical best position, that is, obtain the optimized proportionality coefficient, optimized integral coefficient, and optimized derivative coefficient.

[0029] Optionally, before calculating the current fitness value of the particle corresponding to the proportional-integral-derivative controller based on the current position and the current velocity, further include:

[0030] Determine the initial position and initial velocity of the particle in the population.

[0031] According to another aspect of the present invention, there is provided a drive mode switching control device, and the drive mode switching control device includes:

[0032] The first moment of inertia determination module is configured to substitute the current first output quantity and all historical first output quantities into the objective function and the constraint function to obtain the current first moment of inertia of the diesel engine; the first output quantity includes the motor angular velocity, the clutch angular velocity, and the diesel engine angular velocity.

[0033] The torque determination module is configured to calculate the current diesel engine output torque of the diesel engine according to the current first moment of inertia, and calculate the current clutch transmission torque of the clutch according to the current motor output torque.

[0034] The operation control module is configured to control the operation of the diesel engine according to the current diesel engine output torque and the additional torque provided by the motor for the diesel engine, control the action of the clutch according to the current clutch transmission torque, and control the operation of the motor according to the current motor output torque.

[0035] The first output quantity determination module is configured to substitute the current diesel engine output torque, the current motor output torque, the current clutch transmission torque, and the current error value into the prediction model to obtain the next first output quantity.

[0036] The judgment module is configured to substitute the next first output quantity and all historical first output quantities into the objective function and the constraint function to obtain the next first moment of inertia of the diesel engine, and judge whether the next first moment of inertia reaches a preset value.

[0037] The mode switching control module is configured to, if the first moment of inertia reaches the preset value, control the operation of the diesel engine according to the diesel engine output torque and the additional torque corresponding to the preset value, so that the motor and the diesel engine enter the hybrid drive mode.

[0038] According to another aspect of the present invention, there is provided an electronic device, the electronic device includes:

[0039] At least one processor; and

[0040] A memory communicatively connected to the at least one processor; wherein,

[0041] The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the drive mode switching control method according to any embodiment of the present invention.

[0042] According to another aspect of the present invention, there is provided a computer-readable storage medium, the computer-readable storage medium stores computer instructions, and the computer instructions are used to implement the drive mode switching control method according to any embodiment of the present invention when executed by a processor.

[0043] In the technical solution of the embodiment of the present invention, when the ship switches from the pure electric drive mode to the hybrid drive mode, by gradually changing the angular velocity of the motor, the angular velocity of the clutch, and the angular velocity of the diesel engine, that is, gradually changing the first output quantity, the first moment of inertia changes step by step, so that the output torque of the diesel engine, the output torque of the motor, the additional torque provided by the motor for the diesel engine, and the clutch transmission torque change gradually, the rotational state of the motor and the rotational state of the diesel engine change gradually, and the clutch is controlled to gradually engage, so as to ensure the smoothness of the mode switch, avoid excessive impact during the mode switch process, and thus reduce the sliding friction work of the clutch. Until the first moment of inertia reaches the preset value, at this time, the first output quantity corresponding to the first moment of inertia is the optimal solution, that is, the angular velocity of the motor, the angular velocity of the diesel engine, and the angular velocity of the clutch reach the target state, calculate the output torque of the diesel engine according to the preset value, determine the output torque of the motor according to the first output quantity corresponding to when the first moment of inertia reaches the preset value, and determine the additional torque and the clutch transmission torque. Then, according to the control increment corresponding to when the first moment of inertia reaches the preset value, update the output torque of the diesel engine, the additional torque, the output torque of the motor, and the clutch transmission torque, control the operation of the diesel engine according to the updated output torque of the diesel engine and the additional torque, control the operation of the motor according to the updated output torque of the motor, and control the action of the clutch according to the updated clutch transmission torque, so as to ensure that the speeds on both sides of the clutch better follow the target speed and enable the clutch to achieve rapid and accurate engagement. The technical solution of the embodiment of the present invention achieves the effect of controlling the parallel diesel-electric hybrid ship to smoothly, rapidly and accurately switch the drive mode.

[0044] It should be understood that the content described in this part is not intended to identify the key or important features of the embodiments of the present invention, nor is it used to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0046] Figure 1 is a flowchart of a drive mode switching control method provided by an embodiment of the present invention;

[0047] Figure 2 is a schematic structural diagram of a drive mode switching control strategy provided by an embodiment of the present invention;

[0048] Figure 3 is a flowchart of another drive mode switching control method provided by an embodiment of the present invention;

[0049] Figure 4 It is a schematic diagram of a dynamic model of a hybrid electric drive system;

[0050] Figure 5 is Figure 4 a schematic diagram of the corresponding simplified model;

[0051] Figure 6 It is a schematic diagram of a power reference model provided by an embodiment of the present invention;

[0052] Figure 7 It is a flowchart of another drive mode switching control method provided by an embodiment of the present invention;

[0053] Figure 8 It is a schematic structural diagram of another drive mode switching control strategy provided by an embodiment of the present invention;

[0054] Figure 9 It is a flowchart of an optimization method for the proportional coefficient, integral coefficient, and differential coefficient in a proportional-integral-derivative controller provided by an embodiment of the present invention;

[0055] Figure 10 It is a schematic structural diagram of a drive mode switching control device provided by an embodiment of the present invention;

[0056] Figure 11 It is a schematic structural diagram of an electronic device for implementing the drive mode switching control method of an embodiment of the present invention. Detailed implementation manners

[0057] In order to enable those skilled in the art to better understand the solution of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without making creative efforts shall fall within the protection scope of the present invention.

[0058] It should be noted that the terms "first", "second", etc. in the description, claims and the above drawings of the present invention are used to distinguish similar objects, and do not necessarily have to be used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances, so that the embodiments of the present invention described here can be implemented in an order other than those illustrated or described here. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device comprising a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0059] Figure 1 is a flowchart of a driving mode switching control method provided by an embodiment of the present invention. Figure 2 is a schematic structural diagram of a driving mode switching control strategy provided by an embodiment of the present invention. Refer to Figure 1 and Figure 2 , the driving mode switching control method includes:

[0060] S110. Substitute the current first output quantity and all historical first output quantities into the objective function and the constraint function to obtain the current first moment of inertia of the diesel engine; the first output quantity includes the motor angular velocity, the clutch angular velocity, and the diesel engine angular velocity.

[0061] Among them, the diesel engine is, for example, a diesel engine of a ship, and the ship is a parallel diesel-electric hybrid ship. When the diesel engine operates, a clutch is required to cooperate. The ship includes a diesel engine and a motor. When the motor drives alone, the ship operates in a pure electric drive mode; when the diesel engine drives alone, the ship operates in a diesel engine drive mode; when the diesel engine and the motor drive together, the ship operates in a hybrid drive mode. When switching from the pure electric drive mode to the hybrid drive mode, the driving mode switching control method provided by this embodiment can be used to control the diesel engine, the clutch, and the motor.

[0062] Specifically, the first output quantity includes the motor angular velocity, the clutch angular velocity, and the diesel engine angular velocity, and the first output quantity is, for example, in matrix form. The current first output quantity is, for example, y(K+h), which is the first output quantity at the (K+h)-th time, and can also be expressed as y(K+h|K); where K is an integer greater than 0, and h is an integer greater than or equal to 0. The historical first output quantity is the first output quantity before the current first output quantity. Exemplarily, when the current first output quantity is y(5), all historical first output quantities are y(1), y(2), y(3), and y(4). The objective function is where J1 is the first moment of inertia of the output shaft of the diesel engine. ω ref (K + h|K) is the reference angular velocity at the (K + h)-th time, Q1 = diag(q 11 , q 12 , q 13 ) is the weight matrix, q 11 , q 12 and q 13 are weight coefficients; Np is the value of h when stopping calculating the first moment of inertia. By gradually changing the angular velocity of the motor, the angular velocity of the clutch, and the angular velocity of the diesel engine, that is, gradually changing the first output quantity, the first moment of inertia changes step by step, thereby gradually changing the operating state of the diesel engine and gradually changing the state of the clutch. Finally, the first moment of inertia reaches a preset value, enabling the diesel engine to gradually reach the target state and achieve a smoother switching of the drive mode.

[0063] Moreover, in order to ensure that the diesel engine, the motor, and the clutch operate within the output torque range and avoid excessive changes in the states of the diesel engine, the motor, and the clutch, resulting in a large impact, a constraint function for the first output quantity is formulated. The constraint function of the first output quantity y(K) is where ω m_min is the minimum angular velocity of the diesel engine, ω c_min is the minimum angular velocity of the clutch, ω m_max is the maximum angular velocity of the diesel engine, ω c_max is the maximum angular velocity of the clutch, Δω is the difference threshold between the angular velocity of the diesel engine and the angular velocity of the motor. When the difference between the output torque of the diesel engine and the output torque of the motor is equal to Δω, the clutch enters the slip grinding stage, and the slip grinding stage is the stage between the pure electric drive mode and the hybrid drive mode. The "0" in y min indicates that the output torque of the motor is equal to the output torque of the diesel engine, that is, the speed difference on both sides of the clutch is 0, and at this time, the clutch ends the slip grinding stage. ε is the change coefficient, is the minimum change rate of the first output quantity, is the maximum change rate of the first output quantity.

[0064] Exemplarily, as Figure 2 shown, by inputting the current first output quantity y(k) into the objective function and the constraint function, the current first moment of inertia J1 within the constraint conditions is obtained.

[0065] S120. Calculate the current diesel engine output torque of the diesel engine according to the current first moment of inertia, and calculate the current clutch transmission torque of the clutch according to the current motor output torque.

[0066] Specifically, the current motor output torque Te is calculated, for example, based on the motor angular velocity in the current first output quantity. If just entering the drive mode switch, the previous moment is pure electric drive, and the current motor output torque Te is the motor output torque when the motor is in the pure electric drive mode. The current diesel engine output torque Tm of the diesel engine can be calculated based on the current first moment of inertia, and the current clutch transmission torque of the clutch can be calculated based on the current motor output torque Te or the current diesel engine output torque Tm.

[0067] In addition, as Figure 2 shown, in order to gradually change the motor output torque, diesel engine output torque, and clutch transmission torque, a control increment Δu(k) can be added. The control increment Δu(k) includes a motor output torque increment, a diesel engine output torque increment, and a clutch transmission torque increment. The current diesel engine output torque is superimposed with the diesel engine output torque increment in the control increment Δu(k) to update the current diesel engine output torque; the current motor output torque is superimposed with the motor output torque increment in the control increment Δu(k) to update the current motor output torque; the current clutch transmission torque is superimposed with the clutch torque increment in the control increment Δu(k) to update the current clutch transmission torque.

[0068] Moreover, in order to ensure that the diesel engine, motor, and clutch operate within the output torque range, constraint functions for the control increment Δu(k) and the control quantity u(k) are formulated. The constraint function for the control increment Δu(k) is where M is the preset torque, N is the change coefficient, ΔV(K) is the preset increment, is the minimum change rate of the control increment, is the maximum change rate of the control increment, D is the increment coefficient, for example, D = [1, 0, 1]. The constraint function for the control quantity is where, T m_min is the minimum diesel engine output torque, T c_min is the minimum clutch transmission torque, T e_min is the minimum motor output torque, u min is the minimum control quantity; T m_max is the maximum diesel engine output torque, T c_max is the maximum clutch transmission torque, T e_max is the maximum motor output torque, u max is the maximum control quantity, is the minimum change rate of the control quantity. The current control quantity u(k) can be obtained based on the previous control quantity u(K - 1) and the current control increment Δu(k). The maximum transmission torque and minimum transmission torque of the clutch satisfy the relationship

[0069] Combining the constraint function of the first output quantity and the constraint function of the control quantity, the overall constraint function is

[0070] S130. Control the operation of the diesel engine according to the current output torque of the diesel engine and the additional torque provided by the motor for the diesel engine, control the action of the clutch according to the current clutch transmission torque, and control the operation of the motor according to the current output torque of the motor.

[0071] Specifically, during the process of converting from the pure electric drive mode to the hybrid drive mode, the motor provides additional torque for the diesel engine, and the diesel engine operates according to the current output torque of the diesel engine and the additional torque; the clutch acts according to the current clutch transmission torque. By controlling the gradual change of the diesel engine output torque and the additional torque, the clutch transmission torque is gradually changed, so that the diesel engine and the clutch act gradually until the diesel engine and the clutch reach the target state, which can reduce the sliding friction work of the clutch action and avoid large changes in the clutch action, causing large impacts.

[0072] S140. Substitute the current diesel engine output torque, the current motor output torque, the current clutch transmission torque and the current error value into the prediction model to obtain the next first output quantity.

[0073] Among them, the matrix formed by the diesel engine output torque, the motor output torque and the clutch transmission torque is the second output quantity x(K). The prediction model is Among them, A is the first coefficient, B is the second coefficient, H is the third coefficient, C is the fourth coefficient, and E(K) is the error. By determining the prediction error e(K) and replacing the error E(K) with the determined prediction error e(K), the corrected prediction model is e(K) is the prediction error, and the calculation formula of the prediction error e(K) is e(K) = x(K) - x(K|K - 1), where x(K|K - 1) is the previous second output quantity, which can also be expressed as x(K - 1).

[0074] Specifically, according to the prediction model, substitute the current diesel engine output torque, the current motor output torque, the current clutch transmission torque and the current error value into the prediction model, that is, substitute the current second output quantity x(K) and the current error value e(K) into the prediction model, and the next first output quantity y(K + 1) can be obtained.

[0075] S150. Substitute the next first output quantity and all historical first output quantities into the objective function and the constraint function to obtain the next first moment of inertia of the diesel engine.

[0076] Specifically, the next first output quantity y(K + 1) and all historical first output quantities are substituted into the objective function and the constraint function to obtain the next first moment of inertia J1 of the diesel engine, which is convenient for judging whether the diesel engine reaches the target state according to the next first moment of inertia J1.

[0077] As Figure 2 shown, according to the current control increment Δu(k) and the previous control quantity u(k - 1), the current control quantity u(k) can be obtained. Combining the current control quantity u(k), the current diesel engine output torque, the current motor output torque, and the current clutch transmission torque of the clutch for lower-level control, that is, controlling the diesel engine, the motor, and the clutch, and according to the matrix formed by the current diesel engine output torque, the current motor output torque, and the current clutch transmission torque, the current second output quantity x(K) is obtained. The prediction error e(K) is obtained according to the previous second output quantity x(K - 1) and the current second output quantity x(K). After substituting the current second output quantity x(K) into the prediction model and then combining the prediction error e(K) for feedback correction, the next first output quantity y(K + 1) can be obtained.

[0078] S160. Judge whether the first moment of inertia reaches the preset value; if so, execute step S170; if not, return to execute step S120.

[0079] Specifically, if the first moment of inertia reaches the preset value, it indicates that the diesel engine reaches the target state. At this time, the first output quantity corresponding to the first moment of inertia is the optimal solution, that is, the motor angular velocity, the diesel engine angular velocity, and the clutch angular velocity reach the target state, so as to ensure that the speeds on both sides of the clutch better follow the target speed, enabling the clutch to achieve fast and accurate engagement; if the first moment of inertia does not reach the preset value, that is, it is greater than or less than the preset value, return to execute step S120, and continue to update the diesel engine output torque, the motor output torque, and the clutch transmission torque until the first moment of inertia reaches the preset value.

[0080] S170. Control the operation of the diesel engine according to the diesel engine output torque and the additional torque corresponding to the preset value, so that the motor and the diesel engine enter the hybrid drive mode.

[0081] Specifically, if the first moment of inertia reaches a preset value, calculate the output torque of the diesel engine according to the preset value, determine the output torque of the motor according to the first output quantity corresponding to when the first moment of inertia reaches the preset value, and determine the clutch transmission torque according to the output torque of the motor or the output torque of the diesel engine. Determine the additional torque according to the desired torque and desired angular velocity of the diesel engine. Then, according to the control increment corresponding to when the first moment of inertia reaches the preset value, update the output torque of the diesel engine, the additional torque, the output torque of the motor, and the clutch transmission torque, control the operation of the diesel engine according to the updated output torque of the diesel engine and the additional torque, control the operation of the motor according to the updated output torque of the motor, and control the action of the clutch according to the updated clutch transmission torque, so that the motor and the diesel engine enter the hybrid drive mode.

[0082] In the technical solution of the embodiment of the present invention, when the ship switches from the pure electric drive mode to the hybrid drive mode, by gradually changing the angular velocity of the motor, the angular velocity of the clutch, and the angular velocity of the diesel engine, that is, gradually changing the first output quantity, the first moment of inertia changes step by step, so that the output torque of the diesel engine, the output torque of the motor, the additional torque provided by the motor for the diesel engine, and the clutch transmission torque change step by step, so that the rotation state of the motor and the rotation state of the diesel engine change step by step, and control the clutch to gradually engage, thereby ensuring the smoothness of the mode switch, avoiding excessive impact during the mode switch, and thus reducing the sliding friction work of the clutch. Until the first moment of inertia reaches the preset value, at this time, the first output quantity corresponding to the first moment of inertia is the optimal solution, that is, the angular velocity of the motor, the angular velocity of the diesel engine, and the angular velocity of the clutch reach the target state, calculate the output torque of the diesel engine according to the preset value, determine the output torque of the motor according to the first output quantity corresponding to when the first moment of inertia reaches the preset value, and determine the additional torque and the clutch transmission torque. Then, according to the control increment corresponding to when the first moment of inertia reaches the preset value, update the output torque of the diesel engine, the additional torque, the output torque of the motor, and the clutch transmission torque, control the operation of the diesel engine according to the updated output torque of the diesel engine and the additional torque, control the operation of the motor according to the updated output torque of the motor, and control the action of the clutch according to the updated clutch transmission torque, so as to ensure that the speeds on both sides of the clutch better follow the target speed, and enable the clutch to achieve fast and accurate engagement. The technical solution of this embodiment achieves the effect of controlling the parallel diesel-electric hybrid ship to switch the drive mode smoothly, quickly, and accurately.

[0083] Figure 3 It is a flowchart of another drive mode switching control method provided by the embodiment of the present invention. Optionally, refer to Figure 3 and this drive mode switching control method includes:

[0084] S210. When it is necessary to switch from motor drive to hybrid drive of motor and diesel engine, input the initial motor output torque of the motor into the power reference model to obtain the initial motor angular velocity of the motor, so as to obtain the initial first output quantity.

[0085] Specifically, as Figure 2 shown, during motor drive, that is, in pure electric mode, only the motor output torque exists. When it is necessary to switch from motor drive to hybrid drive of motor and diesel engine, the input quantity is only the initial motor output torque T den of the motor. Therefore, substitute the initial motor output torque T den into the power reference model to obtain the initial motor angular velocity of the motor, so as to obtain the initial first output quantity.

[0086] The establishment process of the power reference model will be described below, but it is not limited.

[0087] Figure 4 is a schematic diagram of a dynamic model of a hybrid electric drive system. Referring to Figure 4 , the diesel engine and the clutch are connected by a shaft, and the other end is connected to the gearbox. The motor and the propeller can be equivalent to the B axis through the transmission ratio, so as to form a larger equivalent inertia. As Figure 4 shown, T D is the output torque of the diesel engine, T M / G is the output torque of the motor, T pro is the load torque, for example, the load torque of the propeller of a ship, T f is the resistance torque of the diesel engine, T c is the clutch transmission torque; J D is the moment of inertia of the output shaft of the diesel engine, J M / G is the moment of inertia of the output shaft of the motor, J pro is the moment of inertia of the propeller, J c_A is the moment of inertia of the side of the clutch close to the A axis, J c_B is the moment of inertia of the side of the clutch close to the B axis; i1 and i2 are the transmission ratios of gear set 1 and gear set 2 respectively, J g1 is the moment of inertia of gear set 1, J g2 is the moment of inertia of gear set 2. ω1 is the angular velocity of the A axis (i.e., the angular velocity of the output shaft of the diesel engine), ω2 is the angular velocity of the B axis, ω M / G is the angular velocity of the motor, ω pro is the angular velocity of the propeller.

[0088] Figure 5 is Figure 4 a schematic diagram of the corresponding simplified model. From the perspective of degrees of freedom of motion, since the angular velocity ω M / G of the motor, the angular velocity ω proThe speed ratio between the angular velocity ω2 of the B-axis is fixed and has only one degree of freedom. Therefore, the dynamic model of the hybrid power system can be simplified to Figure 5 the simplified model shown in the figure. During the process of switching from the pure electric drive mode to the hybrid drive mode, the power system satisfies: T c (t) = T′ c (t), where is the equivalent torque of the motor, is the equivalent load torque of the propeller, T′ c (t) is the torque at the other end of the clutch; J1 and J2 are the equivalent moments of inertia, J1 = J D + J c_A J2 = J M / G + J c_B + J pro ; the load torque of the propeller where n pro is the propeller speed, K Q is the propeller torque coefficient, d is the propeller diameter; ρ is the density of water.

[0089] According to the simplified dynamic model, the mode switching process is divided into three stages: the pure electric drive mode, the diesel engine starting clutch engagement process, and the hybrid drive mode. The following analyzes the three stages.

[0090] In the pure electric drive mode, at this time the clutch is in the disengaged state, and only the motor provides power. Then the dynamic relationship of the B-axis is where T tm is the equivalent torque of the motor acting on the B-axis; T r is the equivalent load torque acting on the B-axis, J2 is the equivalent moment of inertia of the B-axis, is the angular velocity of the B-axis.

[0091] During the diesel engine starting process, that is, during the clutch engagement process, the clutch is in the slip grinding stage. During the mode switching process, the disengaged clutch is in the sliding friction state, generating a sliding friction torque. The dynamic relationship of the A-axis in this stage is where J1 is the equivalent moment of inertia of the A-axis, is the angular velocity of the A-axis. The dynamic relationship of the B-axis is

[0092] In the hybrid drive mode, at this time the clutch is in the locked state, and the diesel engine and the motor jointly provide power. At this time, the dynamic relationships of the A-axis and the B-axis are

[0093] Figure 6 It is a schematic diagram of a power reference model provided by an embodiment of the present invention. Refer to Figure 6 , a power reference model before the diesel engine starts is established. At this time, the clutch is in a disengaged state, and the dynamic relationship is where T M / G_cmd is the output torque of the motor, is the angular velocity of shaft B in the reference model. According to the reference model and the output torque of the motor, the angular velocity of shaft B can be determined, and then the angular velocity of the motor can be determined.

[0094] S220: Substitute the current first output quantity and all historical first output quantities into the objective function and the constraint function to obtain the current first moment of inertia of the diesel engine; the first output quantity includes the angular velocity of the motor, the angular velocity of the clutch, and the angular velocity of the diesel engine.

[0095] S230: Calculate the current diesel engine output torque of the diesel engine according to the current first moment of inertia, and calculate the current clutch transmission torque of the clutch according to the current motor output torque.

[0096] S240: Control the operation of the diesel engine according to the current diesel engine output torque and the additional torque provided by the motor for the diesel engine, control the action of the clutch according to the current clutch transmission torque, and control the operation of the motor according to the current motor output torque.

[0097] S250: Substitute the current diesel engine output torque, the current motor output torque, the current clutch transmission torque, and the current error value into the prediction model to obtain the next first output quantity.

[0098] S260: Substitute the next first output quantity and all historical first output quantities into the objective function and the constraint function to obtain the next first moment of inertia of the diesel engine.

[0099] S270: Determine whether the first moment of inertia reaches a preset value; if so, execute step S280; if not, return to execute step S230.

[0100] S280: Control the operation of the diesel engine according to the diesel engine output torque and the additional torque corresponding to the preset value, so that the motor and the diesel engine enter the hybrid drive mode.

[0101] Figure 7 It is a flowchart of another drive mode switching control method provided by an embodiment of the present invention. Optionally, refer to Figure 7 , the drive mode switching control method includes:

[0102] S301. When it is necessary to switch from motor drive to hybrid drive of motor and diesel engine, input the initial motor output torque of the motor into the power reference model to obtain the initial motor angular velocity of the motor, so as to obtain the initial first output quantity.

[0103] S302. Substitute the current first output quantity and all historical first output quantities into the objective function and the constraint function to obtain the current first moment of inertia of the diesel engine; the first output quantity includes the motor angular velocity, the clutch angular velocity, and the diesel engine angular velocity.

[0104] S303. Calculate the current diesel engine output torque of the diesel engine according to the current first moment of inertia, and calculate the current clutch transmission torque of the clutch according to the current motor output torque.

[0105] S304. Optimize the proportional coefficient, integral coefficient, and differential coefficient in the proportional-integral-derivative (PID) controller according to the particle swarm optimization algorithm to obtain the optimized proportional coefficient, optimized integral coefficient, and optimized differential coefficient.

[0106] Specifically, Figure 8 is a schematic structural diagram of another drive mode switching control strategy provided by an embodiment of the present invention. As Figure 8 shown, optimize the proportional coefficient, integral coefficient, and differential coefficient in the proportional-integral-derivative (PID) controller through the particle swarm optimization algorithm A-PSO to obtain the optimized proportional coefficient Kp, optimized integral coefficient Ki, and optimized differential coefficient Kd, so as to improve the speed response accuracy of the proportional-integral-derivative controller and avoid the lag in the torque response of the diesel engine, resulting in the actual torque of the diesel engine not being able to reach the target torque quickly.

[0107] S305. Substitute the diesel engine desired torque and desired speed into the proportional-integral-derivative controller to obtain the additional torque provided by the motor for the diesel engine.

[0108] Specifically, refer to Figure 8 , the ideal diesel engine dynamics equation is where J L is the moment of inertia of the output shaft of the diesel engine, is the diesel engine desired speed, that is, the current diesel engine angular velocity in the first output quantity y(K) in the control strategy shown as Figure 2 , T O is the diesel engine desired torque, that is, the current diesel engine output torque in the second output quantity x(K) in the control strategy shown as Figure 2 , b e is the fuel consumption rate. By inputting the diesel engine desired torque and desired speed into the proportional-integral-derivative controller PID, the additional torque provided by the motor for the diesel engine is obtained where Δωe is the difference between the desired speed and the actual speed of the diesel engine. In this way, the torque of the diesel engine is compensated so that the torque of the diesel engine can quickly reach the target torque, thereby improving the control speed and accuracy and reducing the sliding friction work of the clutch. It should be noted that Figure 8 the MPC in Figure 2 is the control strategy shown.

[0109] Optionally, substitute the current motor output torque into the proportional-integral-derivative controller to obtain the additional torque provided by the motor for the diesel engine, including:

[0110] Step a1: Calculate the angular velocity difference between the desired angular velocity and the actual angular velocity of the diesel engine.

[0111] Specifically, the desired angular velocity of the diesel engine is the actual angular velocity of the diesel engine is ω e , then the angular velocity difference is Based on the angular velocity difference, it is convenient to compensate the torque of the diesel engine so that the diesel engine can quickly reach the target torque.

[0112] Step a2: Calculate the sum of the product of the optimized proportional coefficient and the angular velocity difference, the product of the optimized integral coefficient and the integral of the angular velocity difference, and the product of the optimized derivative coefficient and the derivative of the angular velocity difference to obtain the additional torque.

[0113] Specifically, the additional torque provided by the motor for the diesel engine where, Kp is the optimized proportional coefficient of the proportional-integral-derivative PID controller, Ki is the optimized integral coefficient of the proportional-integral-derivative PID controller, and Kd is the optimized derivative coefficient of the proportional-integral-derivative PID controller. Through the proportional-integral-derivative PID controller, the additional torque is obtained to compensate the torque of the diesel engine, which is convenient for the diesel engine to quickly reach the target torque, and then enables the diesel engine and the motor to quickly enter the hybrid drive mode.

[0114] S306: Control the operation of the diesel engine according to the current diesel engine output torque and the additional torque provided by the motor for the diesel engine, control the action of the clutch according to the current clutch transmission torque, and control the operation of the motor according to the current motor output torque.

[0115] S307: Substitute the current diesel engine output torque, the current motor output torque, the current clutch transmission torque, and the current error value into the prediction model to obtain the next first output quantity.

[0116] S308: Substitute the next first output quantity and all historical first output quantities into the objective function and the constraint function to obtain the next first moment of inertia of the diesel engine.

[0117] S309. Determine whether the first moment of inertia reaches a preset value. If so, execute step S310. If not, return to execute step S303.

[0118] S310. Control the operation of the diesel engine according to the diesel engine output torque and the additional torque corresponding to the preset value, so that the motor and the diesel engine enter the hybrid drive mode.

[0119] Based on the above technical solution, Figure 9 is a flowchart of an optimization method for the proportional coefficient, integral coefficient, and differential coefficient in the proportional-integral-derivative controller provided by an embodiment of the present invention. Optionally, refer to Figure 9 , S304. Optimize the proportional coefficient, integral coefficient, and differential coefficient in the proportional-integral-derivative controller according to the particle swarm algorithm to obtain the optimized proportional coefficient, optimized integral coefficient, and optimized differential coefficient, including:

[0120] S3041. Calculate the current fitness value of the particle corresponding to the proportional-integral-derivative controller based on the current position and the current speed. Wherein, the current position is the proportional coefficient, integral coefficient, and differential coefficient corresponding to the proportional-integral-derivative controller, and the current speed is the change rate of the proportional coefficient, integral coefficient, and differential coefficient.

[0121] Specifically, the current position of the particle corresponds to the proportional coefficient, integral coefficient, and differential coefficient corresponding to the proportional-integral-derivative controller, and the current speed of the particle corresponds to the change rate of the proportional coefficient, integral coefficient, and differential coefficient. Calculating the current fitness value of the particle is to substitute the current position into the proportional-integral-derivative controller and calculate the controller output value corresponding to the current position.

[0122] S3042. When it is determined that the current fitness value of the particle is greater than the fitness value corresponding to the historical best position, update the historical best position with the current position.

[0123] Specifically, when the current fitness value of the particle is greater than the fitness value corresponding to the historical best position, it indicates that the controller output value corresponding to the current position of the particle is better than the PID controller output value corresponding to the historical best position, and the current position is the more suitable proportional coefficient, integral coefficient, and differential coefficient. Therefore, update the historical best position with the current position, that is, the current position is used as the historical best position.

[0124] S3043. Determine the maximum current fitness value among the current fitness values of each particle. When the maximum current fitness value is greater than the fitness value corresponding to the global historical best position, update the global historical best position with the position corresponding to the maximum current fitness value.

[0125] Specifically, determine the maximum current fitness value among the current fitness values of all particles. When the maximum current fitness value is greater than the fitness value corresponding to the global historical best position, it indicates that the controller output value corresponding to the maximum current fitness value is better than the PID controller output value corresponding to the global historical best position. The position corresponding to the maximum current fitness value corresponds to more appropriate proportional, integral, and derivative coefficients, and then the global historical best position can be updated using the position corresponding to the maximum current fitness value.

[0126] S3044. Update the fitness variance of the population and the adaptive weights of the particles.

[0127] Specifically, the calculation process of the adaptive weight of particle i is as follows:

[0128]

[0129] where ω max is the maximum value of the weight, ω min is the minimum value of the weight. Usually, ω max = 0.9, ω min = 0.4; f i is the fitness value of the i-th particle, f avg is the average fitness value of the entire particle, f g is the best fitness value of the entire particle.

[0130] The specific calculation of the fitness variance is as follows:

[0131]

[0132] where N is the overall size; f i is the fitness value of the i-th particle, i = 1, 2,..., N; f avg is the average fitness value of the entire population; S is the fitness variance of the entire population; f is the normalization factor used to control the range of the fitness variance.

[0133] S3045. Generate a random number. If the random number is greater than the mutation probability of the global historical best position, then perform a mutation operation on the global historical best position.

[0134] Among them, if the particle swarm optimization algorithm falls into a local optimal solution, then the population extreme value g best (global historical best position) mutates with a mutation probability p m The specific calculation of the mutation probability p m is expressed as where q is a random number in the interval [0, 0.4], and is much smaller than the maximum value of the fitness variance S.

[0135] Specifically, a random number r is generated, and the random number r follows a normal distribution N(0,1). The random number r is compared with the mutation probability p m If the random number r is less than or equal to the mutation probability p m , no mutation operation is required, and directly proceed to step S3046. If the random number r is greater than the mutation probability p m , then a mutation operation is performed on the globally historical best position. The specific calculation formula for the mutation operation is g best = g best (1 + r). By mutating the globally historical best position (the population extreme value g best ) of the current particle, the algorithm can avoid falling into a local optimal solution.

[0136] S3046. Update the position and velocity of the particle, and update the iteration count.

[0137] Specifically, the update formulas for the position and velocity of the particle are as follows:

[0138]

[0139] where is the velocity of the i-th particle in the j-th generation at the (k + 1)-th loop as shown in Figure 2 ; is the position of the i-th particle in the j-th generation at the k-th loop as shown in Figure 2 ; is the position of the i-th particle in the (j + 1)-th generation at the k-th loop as shown in Figure 2 ; c1 and c2 are learning factors, and r1, r2 are random numbers distributed between [0,1]; is the individual optimal value of the i-th particle in the k-th iteration; is the global optimal value in the k-th iteration; d is the dimensionality of the problem space, and ω i is the adaptive weight corresponding to particle i.

[0140] Update the position and velocity of the particle according to the position update formula and the velocity update formula, and update the iteration count by incrementing it by 1.

[0141] S3047. Determine whether the iteration count has reached the preset iteration count. If not, return to execute step S3041; if so, execute step S3048.

[0142] Specifically, after updating the iteration count, determine whether the iteration count has reached the preset iteration count. If not, return to step S3041 and perform a loop until the iteration count reaches the preset iteration count.

[0143] S3048. When it is determined that the number of iterations reaches the preset number of iterations, the iteration ends, and the updated global historical best position is output, that is, the optimized proportional coefficient, optimized integral coefficient, and optimized differential coefficient are obtained.

[0144] Specifically, when the number of iterations reaches the preset number of iterations, the iteration ends, and the last updated global historical best position is the optimal solution, that is, the optimized proportional coefficient, optimized integral coefficient, and optimized differential coefficient can be obtained, so that the PID controller can obtain a better output value.

[0145] Optionally, before S3041, calculating the current fitness value of the particle corresponding to the proportional-integral-derivative controller based on the current position and the current speed, it further includes:

[0146] Determining the initial position and initial speed of the particles in the population.

[0147] Specifically, first, the initial position and initial speed of the particles are randomly generated within a preset range. The initial position corresponds to the proportional coefficient, integral coefficient, and differential coefficient corresponding to the proportional-integral-derivative controller. The initial speed is, for example, preset, and can be preset according to empirical values, for example.

[0148] Figure 10 This is a schematic structural diagram of a drive mode switching control device provided by an embodiment of the present invention. As Figure 10As shown in the figure, the device includes: a first moment of inertia determination module 401, a torque determination module 402, an operation control module 403, a first output quantity determination module 404, a judgment module 405, and a mode switching control module 406. The first moment of inertia determination module 401 is configured to substitute the current first output quantity and all historical first output quantities into the objective function and the constraint function to obtain the current first moment of inertia of the diesel engine. The first output quantity includes the motor angular velocity, the clutch angular velocity, and the diesel engine angular velocity. The torque determination module 402 is configured to calculate the current diesel engine output torque of the diesel engine according to the current first moment of inertia, and calculate the current clutch transmission torque of the clutch according to the current motor output torque. The operation control module 403 is configured to control the operation of the diesel engine according to the current diesel engine output torque and the additional torque provided by the motor for the diesel engine, control the operation of the clutch according to the current clutch transmission torque, and control the operation of the motor according to the current motor output torque. The first output quantity determination module 404 is configured to substitute the current diesel engine output torque, the current motor output torque, the current clutch transmission torque, and the current error value into the prediction model to obtain the next first output quantity. The judgment module 405 is configured to substitute the next first output quantity and all historical first output quantities into the objective function and the constraint function to obtain the next first moment of inertia of the diesel engine, and judge whether the next first moment of inertia reaches a preset value. The mode switching control module 406 is configured to, if the first moment of inertia reaches the preset value, control the operation of the diesel engine according to the diesel engine output torque and the additional torque corresponding to the preset value, so that the motor and the diesel engine enter the hybrid drive mode.

[0149] Optionally, the drive mode switching control device further includes: an initial first output quantity determination module, which is configured to, when it is necessary to switch from motor drive to hybrid drive of the motor and the diesel engine, input the initial motor output torque of the motor into the power reference model to obtain the initial motor angular velocity of the motor, so as to obtain the initial first output quantity.

[0150] Optionally, the drive mode switching control device further includes: an additional torque determination module, which is configured to substitute the current motor output torque into the proportional integral derivative controller to obtain the additional torque provided by the motor for the diesel engine.

[0151] Optionally, the drive mode switching control device further includes: an optimization module, which is configured to optimize the proportional coefficient, the integral coefficient, and the differential coefficient in the proportional integral derivative controller according to the particle swarm algorithm to obtain the optimized proportional coefficient, the optimized integral coefficient, and the optimized differential coefficient.

[0152] The drive mode switching control device provided by the embodiment of the present invention can execute the drive mode switching control method provided by any embodiment of the present invention, and has the corresponding functional modules and beneficial effects for executing the method.

[0153] Figure 11FIG. 0 shows a schematic structural diagram of an electronic device 10 that can be used to implement an embodiment of the present invention. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or claimed herein.

[0154] As Figure 11 shown, the electronic device 10 includes at least one processor 11, and a memory communicatively connected to the at least one processor 11, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc. The memory stores a computer program executable by the at least one processor. The processor 11 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 12 or the computer program loaded from the storage unit 18 into the random access memory (RAM) 13. In the RAM 13, various programs and data required for the operation of the electronic device 10 can also be stored. The processor 11, the ROM 12, and the RAM 13 are connected to each other via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0155] A plurality of components in the electronic device 10 are connected to the I / O interface 15, including: an input unit 16, such as a keyboard, a mouse, etc.; an output unit 17, such as various types of displays, speakers, etc.; a storage unit 18, such as a magnetic disk, an optical disk, etc.; and a communication unit 19, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0156] The processor 11 can be various general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. The processor 11 executes the various methods and processes described above, such as the drive mode switching control method.

[0157] In some embodiments, the drive mode switching control method may be implemented as a computer program tangibly embodied in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed onto the electronic device 10 via the ROM 12 and / or the communication unit 19. When the computer program is loaded into the RAM 13 and executed by the processor 11, one or more steps of the drive mode switching control method described above may be performed. Alternatively, in other embodiments, the processor 11 may be configured to execute the drive mode switching control method by any other suitable means (e.g., by means of firmware).

[0158] The various embodiments of the systems and techniques described above in this document may be implemented in digital electronic circuitry, integrated circuit systems, field programmable gate arrays (FPGA), application specific integrated circuits (ASIC), application specific standard products (ASSP), systems on a chip (SOC), complex programmable logic devices (CPLD), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include: being implemented in one or more computer programs executable and / or interpretable on a programmable system including at least one programmable processor, which may be a special-purpose or general-purpose programmable processor that receives data and instructions from a storage system, at least one input device, and at least one output device, and transmits the data and instructions to the storage system, the at least one input device, and the at least one output device.

[0159] The computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus, such that the computer programs, when executed by the processor, cause the functions / operations specified in the flowchart and / or block diagram to be implemented. The computer programs may be executed entirely on the machine, partly on the machine, as a stand-alone software package partly on the machine and partly on a remote machine, or entirely on the remote machine or server.

[0160] In the context of the present invention, a computer-readable storage medium can be a tangible medium that can contain or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer-readable storage medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, the computer-readable storage medium can be a machine-readable signal medium. More specific examples of the machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0161] In order to provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which the user can provide input to the electronic device. Other kinds of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0162] The systems and techniques described herein can be implemented in a computing system that includes backend components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes frontend components (e.g., a user computer having a graphical user interface or a web browser through which the user can interact with an implementation of the systems and techniques described herein), or a computing system that includes any combination of such backend components, middleware components, or frontend components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local area network (LAN), wide area network (WAN), blockchain network, and the Internet.

[0163] A computing system may include a client and a server. The client and the server are generally far from each other and usually interact via a communication network. The client-server relationship is created by computer programs running on respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or a cloud host, which is a host product in the cloud computing service system, solving the defects of difficult management and weak business scalability existing in traditional physical hosts and VPS services.

[0164] It should be understood that various forms of processes shown above can be used, steps can be reordered, added or deleted. For example, the steps described in the present invention can be executed in parallel, sequentially or in a different order, as long as the desired results of the technical solution of the present invention can be achieved, and no limitation is made herein.

[0165] The above specific embodiments do not constitute a limitation to the protection scope of the present invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A driving mode switching control method for switching from a pure electric driving mode to a hybrid driving mode, characterized in that, Including: Substitute the current first output quantity and all historical first output quantities into the objective function and the constraint function to obtain the current first moment of inertia of the diesel engine; The first output quantity includes the motor angular velocity, the clutch angular velocity, and the diesel engine angular velocity; Calculate the current diesel engine output torque of the diesel engine according to the current first moment of inertia, and calculate the current clutch transmission torque of the clutch according to the current motor output torque; Control the operation of the diesel engine according to the current diesel engine output torque and the additional torque provided by the motor for the diesel engine, control the action of the clutch according to the current clutch transmission torque, and control the operation of the motor according to the current motor output torque; Substitute the current diesel engine output torque, the current motor output torque, the current clutch transmission torque, and the current error value into the prediction model to obtain the next first output quantity; Substitute the next first output quantity and all historical first output quantities into the objective function and the constraint function to obtain the next first moment of inertia of the diesel engine, until the first moment of inertia reaches a preset value, and control the operation of the diesel engine according to the diesel engine output torque and the additional torque corresponding to the preset value, so that the motor and the diesel engine enter the hybrid drive mode.

2. The method according to claim 1, wherein Before substituting the current first output quantity and all historical first output quantities into the objective function and the constraint function, it further includes: When it is necessary to switch from motor drive to hybrid drive of the motor and the diesel engine, input the initial motor output torque of the motor into the power reference model to obtain the initial motor angular velocity of the motor, so as to obtain the initial first output quantity.

3. The method according to claim 1, characterized in that Before controlling the operation of the diesel engine according to the current diesel engine output torque and the additional torque provided by the motor for the diesel engine, it further includes: Substitute the desired torque and the desired speed of the diesel engine into the proportional-integral-derivative controller to obtain the additional torque provided by the motor for the diesel engine.

4. The method according to claim 1, wherein Before controlling the operation of the diesel engine according to the current diesel engine output torque and the additional torque provided by the motor for the diesel engine, it further includes: Calculate the angular velocity difference between the desired angular velocity and the actual angular velocity of the diesel engine; Calculate the sum of the product of the optimized proportional coefficient and the angular velocity difference, the product of the optimized integral coefficient and the integral of the angular velocity difference, and the product of the optimized derivative coefficient and the derivative of the angular velocity difference to obtain the additional torque.

5. The method according to claim 4, wherein Before calculating the sum of the product of the optimized proportional coefficient and the angular velocity difference, the product of the optimized integral coefficient and the integral of the angular velocity difference, and the product of the optimized derivative coefficient and the derivative of the angular velocity difference to obtain the additional torque, it further includes: Optimize the proportional coefficient, the integral coefficient, and the derivative coefficient in the proportional-integral-derivative controller according to the particle swarm optimization algorithm to obtain the optimized proportional coefficient, the optimized integral coefficient, and the optimized derivative coefficient.

6. The method according to claim 5, characterized in that Optimizing the proportional coefficient, the integral coefficient, and the derivative coefficient in the proportional-integral-derivative controller according to the particle swarm optimization algorithm to obtain the optimized proportional coefficient, the optimized integral coefficient, and the optimized derivative coefficient includes: Calculate the current fitness value of the particle corresponding to the proportional-integral-derivative controller based on the current position and the current speed; wherein, the current position is the proportional coefficient, integral coefficient, and derivative coefficient corresponding to the proportional-integral-derivative controller, and the current speed is the change rate of the proportional coefficient, integral coefficient, and derivative coefficient; When it is determined that the current fitness value of the particle is greater than the fitness value corresponding to the historical best position, update the historical best position with the current position; Determine the maximum current fitness value among the current fitness values of each particle. When the maximum current fitness value is greater than the fitness value corresponding to the global historical best position, update the global historical best position with the position corresponding to the maximum current fitness value; Update the fitness value variance of the population and the adaptive weight of the particle; Generate a random number. If the random number is greater than the mutation probability of the global historical best position, perform a mutation operation on the global historical best position; Update the position and speed of the particle, update the iteration count, and return to the step of calculating the current fitness value of the particle corresponding to the proportional-integral-derivative controller based on the current position and the current speed; When it is determined that the iteration count reaches the preset iteration count, end the iteration and output the updated global historical best position, that is, obtain the optimized proportional coefficient, optimized integral coefficient, and optimized derivative coefficient.

7. The method according to claim 6, characterized in that Before calculating the current fitness value of the particle corresponding to the proportional-integral-derivative controller based on the current position and the current speed, it further includes: Determine the initial position and initial speed of the particle in the population.

8. A driving mode switching control device for switching from a pure electric driving mode to a hybrid driving mode, characterized in that It includes: A first moment of inertia determination module, configured to substitute the current first output quantity and all historical first output quantities into the objective function and the constraint function to obtain the current first moment of inertia of the diesel engine; the first output quantity includes the motor angular velocity, the clutch angular velocity, and the diesel engine angular velocity; A torque determination module, configured to calculate the current diesel engine output torque of the diesel engine according to the current first moment of inertia, and calculate the current clutch transmission torque of the clutch according to the current motor output torque; An operation control module, configured to control the operation of the diesel engine according to the current diesel engine output torque and the additional torque provided by the motor for the diesel engine, control the operation of the clutch according to the current clutch transmission torque, and control the operation of the motor according to the current motor output torque; A first output quantity determination module, configured to substitute the current diesel engine output torque, the current motor output torque, the current clutch transmission torque, and the current error value into the prediction model to obtain the next first output quantity; A judgment module, configured to substitute the next first output quantity and all historical first output quantities into the objective function and the constraint function to obtain the next first moment of inertia of the diesel engine, and judge whether the next first moment of inertia reaches a preset value; A mode switching control module, configured to, if the first moment of inertia reaches the preset value, control the operation of the diesel engine according to the diesel engine output torque and the additional torque corresponding to the preset value, so that the motor and the diesel engine enter the hybrid drive mode.

9. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor, and when the computer program is executed by the at least one processor, the at least one processor is enabled to execute the drive mode switching control method according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for implementing the drive mode switching control method according to any one of claims 1-7 when the computer instructions are executed by a processor.

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