Active-disturbance-rejection power coordination control method of electromechanical composite transmission system

Abstract

The invention provides an active-disturbance-rejection power coordination control method of an electromechanical composite transmission system, which comprises the following steps of: establishing an equivalent model of the electromechanical composite transmission system, establishing a dynamic equation set of the electromechanical composite transmission system according to the equivalent model, and determining an input variable and an output variable; discretizing the dynamic equation set to obtain each discretized model; according to each collected state variable and input variable of the electromechanical composite transmission system, estimating parameters in each discretization model by adopting a self-adaptive correction method, and correspondingly returning each obtained parameter estimation value to each discretization model to obtain an accurate output variable; and real-time vehicle speed adjustment and power balance are realized according to the output variable and a fuzzy rule. The method has the characteristics of high control precision, good real-time performance, strong anti-interference performance and the like, and can be widely applied to the field of automobiles.

Description

Technical Field

[0002] This invention relates to power coordination control technology, and in particular to a method for self-disturbance rejection power coordination control of an electromechanical composite transmission system. Background Technology

[0003] The series electromechanical hybrid drive system is the main configuration for current heavy-duty vehicle power transmissions. The engine-generator set and battery pack form the front-stage power chain, while the drive motor set forms the rear-stage power chain. In this system, the engine-generator set is the primary power source. The engine drives the generator to produce alternating current (AC), which is then converted to direct current (DC) by the generator control unit and transmitted to the DC bus. The motor control unit converts the DC power from the DC bus back to AC power, which then drives the vehicle. Therefore, maintaining a stable DC bus voltage is crucial for the normal operation of the series electromechanical hybrid drive system. During heavy-duty vehicle operation, the output power of the series electromechanical hybrid drive system needs frequent adjustment to meet the power changes during operational transitions. Especially under harsh conditions, the output power adjustment frequency is high and the amplitude is large, placing higher demands on the power coordination performance of the series electromechanical hybrid drive system. Traditional voltage regulation control methods employ a strategy of independently designing component controllers. This leads to a logical disconnect between the front-stage and rear-stage power chains, causing fluctuations in DC bus voltage and engine speed when power demand changes, and even potentially resulting in engine stall. In addition, excessively low or high bus voltage can also cause some electrical equipment to malfunction, which in turn can prevent the series electromechanical composite drive system from working.

[0004] Furthermore, the Chinese invention patent application filed by Beijing Institute of Technology, application number "202411117844.4" entitled "A Series Hybrid Power Control System for Heavy-Duty Vehicles," discloses a scheme that employs a battery-connected bus structure, eliminating the need for a DC-DC converter and braking resistor. This achieves drive and braking energy recovery and stable operation control, improving vehicle operating efficiency while ensuring system stability. However, this invention is an implementation scheme proposed under ideal conditions and does not fully consider the dynamic characteristics and mechanical load constraints under complex operating conditions. The invention patent application filed by Beijing Institute of Technology, application number "202311056315.3" entitled "An Adaptive Control Method for Electric Power Balance of an Electromechanical Composite Transmission System," discloses a scheme that uses a high-voltage DC bus connecting the front and rear power chains. Through power estimation methods based on Kalman filtering, it achieves real-time constraint and coordination of drive motor power, avoiding system overvoltage, undervoltage, and generator overcurrent faults under conditions such as rapid acceleration and deceleration. However, this invention does not fully consider the impact of actual operating conditions such as disturbances in system parameters, component aging, and sudden changes in external load.

[0005] Therefore, it is evident that there is currently no technology that can guarantee the stability of DC bus voltage. Summary of the Invention

[0006] In view of this, the main objective of the present invention is to provide a self-disruption power coordination control method for an electromechanical composite drive system that can maintain the voltage stability of the DC voltage bus under various operating conditions and has high control accuracy and good real-time performance.

[0007] To achieve the above objectives, the technical solution proposed by this invention is as follows:

[0008] The self-disturbance rejection power coordination control method for an electromechanical composite transmission system according to the present invention includes the following steps:

[0009] Step 1: Establish an equivalent model of the electromechanical composite transmission system, and based on the equivalent model, establish a set of dynamic equations for the electromechanical composite transmission system, and determine the input and output variables.

[0010] Step 2: Discretize the dynamic equations established in Step 1 to obtain each discretized model.

[0011] Step 3: Based on the collected state variables of the electromechanical composite transmission system and the input variables determined in Step 1, the parameters in each discretized model obtained in Step 2 are estimated using an adaptive correction method, and the estimated values ​​of each parameter are returned to each discretized model to obtain accurate output variables.

[0012] Step 4: Based on the output variables obtained in Step 3, real-time vehicle speed adjustment and power balance are achieved according to fuzzy rules.

[0013] In summary, the active disturbance rejection power coordination control method for an electromechanical composite transmission system described in this invention first establishes an equivalent model of the electromechanical composite transmission system based on its electrical functions and establishes a set of dynamic equations for the system to clarify the accurate mathematical model of the electromechanical composite transmission system. Based on this, the dynamic equations are further analyzed to obtain several discretized models. Input variables, output variables, and state variables are determined according to the equivalent model, mathematical model, or discrete model of the composite transmission system. An adaptive correction method is used to estimate the parameters in each discretized model. Then, the estimated parameter values ​​are substituted into each discretized model, making the discretized models more accurate. Active disturbance rejection power coordination control is performed based on the accurate discretized models, further obtaining more accurate output variables. Finally, based on the obtained more accurate output variables, real-time speed adjustment and real-time power balance are achieved according to fuzzy rules. This invention employs a fuzzy processing method and proposes and implements a comprehensive optimization of speed regulation and power balance. Therefore, the self-disruption power coordination control method for an electromechanical composite transmission system described in this invention can maintain the stability of the DC voltage bus voltage and power under various operating conditions, and has the characteristics of high control accuracy, good real-time performance, and strong anti-interference, making it worthy of widespread application. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the overall flow of the self-disturbance rejection power coordination control method for the electromechanical composite transmission system described in this invention.

[0015] Figure 2 This is the equivalent model of the electromechanical composite transmission system described in this invention.

[0016] Figure 3 The speed regulation range of the power engine described in this invention A schematic diagram of the membership degree distribution function.

[0017] Figure 4 The vehicle speed adjustment range described in this invention A schematic diagram of the membership degree distribution function.

[0018] Figure 5 The first speed regulation coefficient of the present invention A schematic diagram of the membership degree distribution function.

[0019] Figure 6 The first speed regulation coefficient of the present invention A schematic diagram of the membership degree distribution function. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0021] Figure 1 This is a schematic diagram of the overall flow of the active disturbance rejection power coordination control method for the electromechanical composite transmission system described in this invention. Figure 1 As shown, the self-disturbance rejection power coordination control method for an electromechanical composite transmission system of the present invention includes the following steps:

[0022] Step 1: Establish an equivalent model of the electromechanical composite transmission system, and based on the equivalent model, establish a set of dynamic equations for the electromechanical composite transmission system, and determine the input and output variables.

[0023] Step 2: Discretize the dynamic equations established in Step 1 to obtain each discretized model.

[0024] Step 3: Based on the collected state variables of the electromechanical composite transmission system and the input variables determined in Step 1, the parameters in each discretized model obtained in Step 2 are estimated using an adaptive correction method, and the estimated values ​​of each parameter are returned to each discretized model to obtain a more accurate output variable.

[0025] Step 4: Based on the output variables obtained in Step 3, real-time vehicle speed adjustment and power balance are achieved according to fuzzy rules.

[0026] In summary, the active disturbance rejection power coordination control method for an electromechanical composite transmission system described in this invention first establishes an equivalent model of the electromechanical composite transmission system based on its electrical functions and establishes a set of dynamic equations for the system to clarify the accurate mathematical model of the electromechanical composite transmission system. Based on this, the dynamic equations are further analyzed to obtain several discretized models. Input variables, output variables, and state variables are determined according to the equivalent model, mathematical model, or discrete model of the composite transmission system. An adaptive correction method is used to estimate the parameters in each discretized model. Then, the estimated parameter values ​​are substituted into each discretized model, making the discretized models more accurate. Active disturbance rejection power coordination control is performed based on the accurate discretized models, further obtaining more accurate output variables. Finally, based on the obtained more accurate output variables, real-time speed adjustment and real-time power balance are achieved according to fuzzy rules. This invention employs a fuzzy processing method and proposes and implements a comprehensive optimization of speed regulation and power balance. Therefore, the self-disruption power coordination control method for an electromechanical composite transmission system described in this invention can maintain the stability of the DC voltage bus voltage and power under various operating conditions, and has the characteristics of high control accuracy, good real-time performance, and strong anti-interference, making it worthy of widespread application.

[0027] Figure 2 This is the equivalent model of the electromechanical composite transmission system described in this invention. For example... Figure 2 As shown, in step 1 of this invention, establishing the equivalent model of the electromechanical composite transmission system specifically includes the following steps:

[0028] Step A1: Based on the electrical functions implemented by the generator in the generator control unit (GCU), the generator is equivalent to a first equivalent circuit consisting of a first current source ig, a first capacitor Cg, a first resistor Rg, a first inductor Lg, and a first DC-DC converter Ug; wherein, the positive terminal of the first current source ig is connected to one end of the first capacitor Cg and one end of the first resistor Rg, and the negative terminal of the first current source ig is connected to the other end of the first capacitor Cg; the other end of the first resistor Rg is connected to one end of the first inductor Lg, the other end of the first inductor Lg is connected to one end of the first DC-DC converter Ug, and the other end of the first DC-DC converter Ug is connected to the negative terminal of the first current source ig.

[0029] Step A2: Based on the electrical functions implemented by the drive motor in the motor control unit (MCU), the motor is equivalently represented as a second equivalent circuit consisting of a second current source im, a second capacitor Cm, a second resistor Rm, a second inductor Lm, and a second DC-DC converter Um. The negative terminal of the second current source im is connected to one end of the second capacitor Cm and one end of the second inductor Lm, while the positive terminal of the second current source im is connected to the other end of the second capacitor Cm. The other end of the second inductor Lm is connected to one end of the second resistor Rm, the other end of the second resistor Rm is connected to one end of the second DC-DC converter Um, and the other end of the second DC-DC converter Um is connected to the positive terminal of the second current source im.

[0030] Step A3: The first DC converter Ug and the second DC converter Um are connected through an equivalent battery, specifically: the equivalent battery consists of an internal resistance R bo It is composed of a DC voltage source connected in series, wherein the internal resistance R bo One end is connected to the positive terminal of a DC voltage source, with an internal resistance R. bo The other end is connected to one end of the first DC converter Ug and one end of the second DC converter Um via a DC bus. The negative terminal of the DC voltage source is connected to the other end of the first DC converter Ug and the other end of the second DC converter Um via a DC bus.

[0031] In step 1 of this invention, the dynamic equations of the electromechanical composite transmission system are as follows:

[0032] ;

[0033] in, , These represent the real-time induced electromotive force of the generator and the real-time induced electromotive force of the drive motor, respectively. , , , , These represent the back EMF coefficient of the generator, the back EMF coefficient of the drive motor, and the total transmission ratio of the composite transmission system, respectively. , These represent the real-time speed of the motor and the real-time speed of the vehicle, respectively. , , , This represents the real-time torque of the power motor, the real-time torque of the generator, the real-time torque of the drive motor, and the real-time torque of the vehicle. , , , These represent the generator torque coefficient and the drive motor torque coefficient, respectively. , Let represent the equivalent output current of the generator and the equivalent input current of the drive motor, respectively, and satisfy . , , , , , These represent the generator control current, the first capacitor Cg current, the drive motor control current, and the second capacitor Cm current, respectively. , This represents the equivalent output voltage at the generator terminals. This represents the conversion efficiency of the first DC-DC converter Ug. This represents the DC bus current transmitted between the first DC converter Ug and the equivalent battery. This represents the output voltage of the equivalent battery; , This represents the DC bus current between the equivalent battery and the second DC converter Um. This represents the conversion efficiency of the second DC-DC converter, Um. This represents the equivalent input voltage at the drive motor terminal; , These represent the equivalent internal resistance of the equivalent battery and the equivalent electromotive force of the equivalent battery, respectively. , , , These represent the real-time rotational inertia of the power motor, the generator, the drive motor, and the vehicle's real-time equivalent inertia, respectively. The unit is rpm (revolutions per minute). The unit is km / h (kilometers per hour).

[0034] In this invention, step 2 specifically involves: using Shannon's theorem and a zero-order hold to discretize the dynamic equations, resulting in the following discretized models:

[0035] ;

[0036] ;

[0037] ;

[0038] ;

[0039] ;

[0040] ;

[0041] ;

[0042] ;

[0043] ;

[0044] in, Sampling interval time, The sampling time, and It is an integer; This represents the total equivalent inertia of the power motor-generator unit, and .

[0045] In this invention, the input variable mentioned in step 1 The output variable ;in, This indicates the matrix transpose.

[0046] In this invention, the state variable mentioned in step 3 is:

[0047] .

[0048] In this invention, the parameter to be estimated in step 3 is:

[0049] .

[0050] In step 3 of this invention, the method of using adaptive correction to estimate the parameters in each discretized model obtained in step 2 specifically includes the following steps:

[0051] Step B1, Joint Discretization Model and Direct solution That is Estimates; for discretized models Direct solution ,get Estimated values; Joint discretization model and Direct solution That is Estimated value;

[0052] Step B2, for the discretized model The Levenberg-Marquardt (LM) method was used for optimization to obtain... , The estimated value; for the discretized model The LM method is used for optimization to obtain... , The estimated value; for the discretized model The LM method is used for optimization to obtain... , Estimates; Joint Discretization Model and Then, the LM method was used for optimization to obtain... , , , , , The estimated value; for the discretized model The LM method is used for optimization to obtain... , , The estimated value.

[0053] In practical applications, the Levenberg-Marquardt (LM) method is a nonlinear least squares method, which is existing technology and will not be elaborated here. In this invention, the adaptive correction method can detect and correct parameter errors in the operation of the electromechanical composite drive system to ensure that the electromechanical composite drive system can accurately achieve the control objective.

[0054] In this invention, the vehicle speed regulation includes speed regulation of the power motor-generator unit and speed regulation of the drive motor.

[0055] Speed ​​regulation of the power motor-generator set, specifically:

[0056] ;

[0057] ;

[0058] ;

[0059] in, This indicates the maximum real-time torque determined based on the torque external characteristic curve of the motor. express The derivative of express The derivative; This is an intermediate parameter representing the generator's fuzzy torque; This represents the first speed regulation coefficient, and It is a real number.

[0060] The speed control of the drive motor is as follows:

[0061] ;

[0062] ;

[0063] in, It is also an intermediate parameter, representing the fuzzy torque of the power motor; This represents the second speed regulation coefficient, and It is a real number.

[0064] In practical applications, according to the dynamic equations of the electromechanical composite transmission system, it can be seen that when the load power demand increases significantly, the real-time torque of the drive motor needs to be increased. In other words, the generator's real-time torque The given value increases. In the actual operation of the electromechanical composite transmission system, the generator's torque response is faster than the power motor's torque response. During speed regulation, if... In such cases, the output shaft of the power engine may experience vibration or even stall. To solve this problem, the real-time torque of the generator can be limited. Given a specific value, this invention introduces a first speed regulation coefficient. That is, setting the real-time torque of the generator. The upper limit value is the given torque of the power motor. of times.

[0065] In this invention, the power balance refers to the power relationship between the power motor-generator unit and the drive motor, specifically as follows:

[0066] ;

[0067] ;

[0068] At the same time, constraints ;in, Pi is the mathematical constant of a circle.

[0069] In practical applications, to ensure the stability of the DC bus voltage, the output power of the drive motor must be equal to the output power provided by the power motor-generator unit. The above constraints must also be met.

[0070] In practical applications, under the premise of stable bus voltage, this invention can obtain the power relationship between the power motor-generator unit and the drive motor based on the dynamic equation of the electromechanical composite transmission system.

[0071] In practical applications, due to the first speed regulation coefficient This limits the real-time torque of the generator. Therefore, the output power of the power motor-generator set This is also subject to limitations. Accordingly, while ensuring the stability of the DC bus voltage, the real-time torque of the drive motor is also limited. It was also subject to restrictions: The larger the size, the slower the drive motor speed regulation, but the greater the power output of the power motor-generator unit, the faster the vehicle speed regulation; The smaller the value, the faster the drive motor speed regulation, but the lower the power output of the generator set, and the slower the vehicle speed regulation. Therefore, when determining the limit of the generator's given torque, the impact on both drive motor speed regulation and vehicle speed regulation must be considered simultaneously. To this end, this invention employs a fuzzy control method to determine the limit in real time. It is used to coordinate and control the balance between the output power of the power motor-generator unit and the output power of the drive motor, and has good robustness and adaptability.

[0072] In this invention, the first speed regulation coefficient The speed adjustment range of the power engine was obtained using a Mamdani-type fuzzy controller. Speed ​​adjustment range As input to the Mamdani-type fuzzy controller, The fuzzy sets and their corresponding universes are {VS, S, M, B, VB} and {-20, -5, 0, 5, 20}, respectively. The fuzzy sets and their corresponding universes of discourse are {VS, S, M, B, VB} and {-5, -2, 0, 2, 5}, respectively. The fuzzy sets and universes of discourse correspond to {OVS, OS, OM, OB, OVB} and {-4, -2, 0, 2, 4}, respectively. The first fuzzy rule of the Mamdani-type fuzzy controller is as follows:

[0073] when , hour, ;when , hour, ;

[0074] when , hour, ;when , hour, ;

[0075] when , hour, ;

[0076] when , hour, ;when , hour, ;

[0077] when , hour, ;when , hour, ;

[0078] when , hour, ;

[0079] when , hour, ;when , hour, ;

[0080] when , hour, ;when , hour, ;

[0081] when , hour, ;

[0082] when , hour, ;when , hour, ;

[0083] when , hour, ;when , hour, ;

[0084] when , hour, ;

[0085] when , hour, ;when , hour, ;

[0086] when , hour, ;when , hour, ;

[0087] when , hour, ;

[0088] in, This indicates the target speed of the power motor when the power motor-generator unit is being adjusted. The target speed of the vehicle is indicated by: VS for very small, S for small, M for medium, B for large, VB for very large, O for output, OVS for very small output, OS for small output, OM for medium output, OB for large output, and OVB for very large output.

[0089] The first fuzzy rule mentioned above can also be represented as shown in Table 1:

[0090] Table 1 First Fuzzy Rule

[0091]

[0092] Figure 3 The speed regulation range of the power engine described in this invention A schematic diagram of the membership degree distribution function. Figure 4 The vehicle speed adjustment range described in this invention A schematic diagram of the membership degree distribution function. Figure 5 The first speed regulation coefficient of the present invention A schematic diagram of the membership distribution function. (See diagram below.) Figures 3-5 As shown, the membership distribution functions corresponding to the first fuzzy rule mentioned above are related to the speed adjustment range of the power engine. The domain of discussion and the range of vehicle speed adjustment The domain of discourse, the first speed regulation coefficient The domains of discourse are consistent

[0093] In this invention, the second speed regulation coefficient It was also obtained using a Mamdani-type fuzzy controller, and the speed adjustment range of the power engine was... As input to the Mamdani-type fuzzy controller, and The fuzzy sets and their corresponding universes are {VS, S, M, B, VB} and {-20, -5, 0, 5, 20}, respectively. The fuzzy sets and universes of discourse correspond to {OVS, OS, OM, OB, OVB} and {-6, -3, 0, 3, 6}, respectively. The second fuzzy rule of the Mamdani-type fuzzy controller is as follows:

[0094] when hour, ;when hour, ;

[0095] when hour, ;when hour, ;

[0096] when hour, .

[0097] The second fuzzy rule mentioned above can also be represented as shown in Table 2:

[0098] Table 2 Second Fuzzy Rule

[0099]

[0100] Figure 6 The first speed regulation coefficient of the present invention A schematic diagram of the membership distribution function. (See diagram below.) Figure 6 As shown, the membership distribution function corresponding to the second fuzzy rule and the second speed regulation coefficient are... The domains of discussion are consistent. The above... Figures 3-6 In the schematic diagram of the membership distribution function shown, the horizontal axis represents the universe of discourse, and the vertical axis represents the membership degree.

[0101] In summary, the self-disturbance rejection power coordination control method for the electromechanical composite transmission system of the present invention introduces a first speed regulation coefficient. Second speed regulation coefficient This enables the electromechanical composite transmission system to make real-time adjustments according to changes in working conditions, and to achieve coordinated speed regulation between the power motor-generator unit and the drive motor, as well as power balance between the power motor-generator unit and the drive motor, provided that the DC bus output voltage is stable.

[0102] In summary, the above are merely preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for coordinated control of active disturbance rejection power in an electromechanical composite transmission system, characterized in that, The active disturbance rejection power coordination control method specifically includes the following steps: Step 1: Establish an equivalent model of the electromechanical composite transmission system, and based on the equivalent model, establish a set of dynamic equations for the electromechanical composite transmission system, and determine the input and output variables; Step 2: Discretize the dynamic equations established in Step 1 to obtain each discretized model; Step 3: Based on the collected state variables of the electromechanical composite transmission system and the input variables determined in Step 1, the parameters in each discretized model obtained in Step 2 are estimated using an adaptive correction method, and the estimated values ​​of each parameter are returned to each discretized model to obtain a more accurate output variable. Step 4: Based on the output variables obtained in Step 3, real-time vehicle speed adjustment and power balance are achieved according to fuzzy rules.

2. The self-disturbance rejection power coordination control method for the electromechanical composite transmission system according to claim 1, characterized in that, Step 1, establishing the equivalent model of the electromechanical composite transmission system, specifically includes the following steps: Step A1: Based on the electrical functions implemented by the generator in the generator controller, the generator is equivalent to a first equivalent circuit consisting of a first current source, a first capacitor, a first resistor, a first inductor, and a first DC-DC converter; wherein, the positive terminal of the first current source is connected to one end of the first capacitor and one end of the first resistor, and the negative terminal of the first current source is connected to the other end of the first capacitor; the other end of the first resistor is connected to one end of the first inductor, the other end of the first inductor is connected to one end of the first DC-DC converter, and the other end of the first DC-DC converter is connected to the negative terminal of the first current source; Step A2: Based on the electrical functions implemented by the drive motor in the motor controller, the motor is equivalently represented as a second equivalent circuit consisting of a second current source, a second capacitor, a second resistor, a second inductor, and a second DC-DC converter; wherein, the negative terminal of the second current source is connected to one end of the second capacitor and one end of the second inductor, and the positive terminal of the second current source is connected to the other end of the second capacitor; the other end of the second inductor is connected to one end of the second resistor, the other end of the second resistor is connected to one end of the second DC-DC converter, and the other end of the second DC-DC converter is connected to the positive terminal of the second current source; Step A3: The first DC converter and the second DC converter are connected through an equivalent battery. Specifically, the equivalent battery consists of an internal resistance and a DC voltage source connected in series. One end of the internal resistance is connected to the positive terminal of the DC voltage source, and the other end of the internal resistance is connected to one end of the first DC converter and one end of the second DC converter through a DC bus. The negative terminal of the DC voltage source is connected to the other end of the first DC converter and the other end of the second DC converter through a DC bus.

3. The self-disturbance rejection power coordination control method for the electromechanical composite transmission system according to claim 2, characterized in that, In step 1, the dynamic equations of the electromechanical composite transmission system are as follows: ； in, , These represent the real-time induced electromotive force of the generator and the real-time induced electromotive force of the drive motor, respectively. , , , , These represent the back EMF coefficient of the generator, the back EMF coefficient of the drive motor, and the total transmission ratio of the composite transmission system, respectively. , These represent the real-time speed of the motor and the real-time speed of the vehicle, respectively. , , , These represent the real-time torque of the power motor, the real-time torque of the generator, the real-time torque of the drive motor, and the real-time torque of the vehicle, respectively. , , , These represent the generator torque coefficient and the drive motor torque coefficient, respectively. , Let represent the equivalent output current of the generator and the equivalent input current of the drive motor, respectively, and satisfy . , , , , , These represent the generator control current, the first capacitor current, the drive motor control current, and the second capacitor current, respectively. , This represents the equivalent output voltage at the generator terminals. This indicates the conversion efficiency of the first DC-DC converter. This represents the DC bus current transmitted between the first DC converter and the equivalent battery. This represents the output voltage of the equivalent battery; , This represents the DC bus current between the equivalent battery and the second DC converter. This indicates the conversion efficiency of the second DC-DC converter. This represents the equivalent input voltage at the drive motor terminal; , These represent the equivalent internal resistance of the equivalent battery and the equivalent electromotive force of the equivalent battery, respectively. , , , These represent the real-time rotational inertia of the power motor, the real-time rotational inertia of the generator, the real-time rotational inertia of the drive motor, and the real-time equivalent inertia of the vehicle, respectively.

4. The self-disturbance rejection power coordination control method for the electromechanical composite transmission system according to claim 3, characterized in that, Step 2 specifically involves discretizing the dynamic equations using Shannon's theorem and a zero-order hold, resulting in the following discretized models: ； ； ； ； ； ； ； ； ； in, Sampling interval time, The sampling time, and It is an integer; This represents the total equivalent inertia of the power motor-generator unit, and .

5. The self-disturbance rejection power coordination control method for the electromechanical composite transmission system according to claim 4, characterized in that, In step 1, the input variables The output variable ;in, Indicates matrix transpose; In step 3, the state variable is: ； In step 3, the parameter to be estimated is: 。 6. The self-disturbance rejection power coordination control method for the electromechanical composite transmission system according to claim 5, characterized in that, In step 3, the adaptive correction method is used to estimate the parameters in each discretized model obtained in step 2, which specifically includes the following steps: Step B1, Joint Discretization Model and Direct solution That is Estimates; for discretized models Direct solution ,get Estimated values; Joint discretization model and Direct solution That is Estimated value; Step B2, for the discretized model The LM method is used for optimization to obtain... , The estimated value; for the discretized model The LM method is used for optimization to obtain... , The estimated value; for the discretized model The LM method is used for optimization to obtain... , Estimates; Joint Discretization Model and Then, the LM method was used for optimization to obtain... , , , , , The estimated value; for the discretized model The LM method is used for optimization to obtain... , , The estimated value.

7. The self-disturbance rejection power coordination control method for the electromechanical composite transmission system according to claim 6, characterized in that, The vehicle speed regulation includes speed regulation of the power motor-generator set and speed regulation of the drive motor; Speed ​​regulation of the power motor-generator set, specifically: ； ； ； in, This indicates the maximum real-time torque determined based on the torque external characteristic curve of the motor. express The derivative of express The derivative; This is an intermediate parameter representing the generator's fuzzy torque; This represents the first speed regulation coefficient, and It is a real number; The speed control of the drive motor is as follows: ； ； in, It is also an intermediate parameter, representing the fuzzy torque of the power motor; This represents the second speed regulation coefficient, and It is a real number.

8. The self-disturbance rejection power coordination control method for the electromechanical composite transmission system according to claim 7, characterized in that, The power balance refers to the power relationship between the power motor-generator unit and the drive motor, as detailed below: ； ； At the same time, constraints ;in, Pi is the mathematical constant of a circle.

9. The self-disturbance rejection power coordination control method for the electromechanical composite transmission system according to claim 7, characterized in that, The first speed regulation coefficient The speed adjustment range of the power engine was obtained using a Mamdani-type fuzzy controller. Speed ​​adjustment range As input to the Mamdani-type fuzzy controller, The fuzzy sets and their corresponding universes are {VS, S, M, B, VB} and {-20, -5, 0, 5, 20}, respectively. The fuzzy sets and their corresponding universes of discourse are {VS, S, M, B, VB} and {-5, -2, 0, 2, 5}, respectively. The fuzzy sets and universes of discourse correspond to {OVS, OS, OM, OB, OVB} and {-4, -2, 0, 2, 4}, respectively. The first fuzzy rule of the Mamdani-type fuzzy controller is as follows: when , hour, ;when , hour, ; when , hour, ;when , hour, ; when , hour, ; when , hour, ;when , hour, ; when , hour, ;when , hour, ; when , hour, ; when , hour, ;when , hour, ; when , hour, ;when , hour, ; when , hour, ; when , hour, ;when , hour, ; when , hour, ;when , hour, ; when , hour, ; when , hour, ;when , hour, ; when , hour, ;when , hour, ; when , hour, ; in, This indicates the target speed of the power motor when the power motor-generator unit is being adjusted. The target speed of the vehicle is indicated by: VS for very small, S for small, M for medium, B for large, VB for very large, O for output, OVS for very small output, OS for small output, OM for medium output, OB for large output, and OVB for very large output.

10. The self-disturbance rejection power coordination control method for the electromechanical composite transmission system according to claim 7, characterized in that, Second speed regulation coefficient It was also obtained using a Mamdani-type fuzzy controller, and the speed adjustment range of the power engine was... As input to the Mamdani-type fuzzy controller, and The fuzzy sets and their corresponding universes are {VS, S, M, B, VB} and {-20, -5, 0, 5, 20}, respectively. The fuzzy sets and universes of discourse correspond to {OVS, OS, OM, OB, OVB} and {-6, -3, 0, 3, 6}, respectively. The second fuzzy rule of the Mamdani-type fuzzy controller is as follows: when hour, ;when hour, ; when hour, ;when hour, ; when hour, .

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