A real-time monitoring and control system for the operation state of a generator

Abstract

The application discloses a generator operation state real-time monitoring control system and belongs to the technical field of generator control. The system comprises a parameter acquisition module, which acquires the oil level, the cooling liquid level and the storage battery terminal voltage before the generator starts; a scene matching module, which matches each parameter with a working condition scene judgment matrix to determine the current working condition scene code; a start control module, which calls the initial excitation current value and the initial throttle opening value to control the start when the working condition scene code belongs to the startable scene; a signal acquisition module, which acquires the crankshaft rotation angle pulse and the output voltage instantaneous value; a characteristic calculation module, which calculates the start acceleration characteristic value and the voltage establishment time characteristic value; and a scene updating module, which obtains the updated working condition scene code by using a working condition scene updater and re-calls the corrected excitation current value and the corrected throttle opening value to complete the start adjustment. The application can realize the dynamic matching and self-adaptive adjustment of the generator start parameters under complex operation conditions.

Description

Technical Field

[0001] This invention relates to the field of generator control technology, specifically to a real-time monitoring and control system for generator operating status. Background Technology

[0002] Generators face control challenges during startup due to variations in multiple parameters, including oil level, coolant level, and battery voltage. Existing solutions typically employ fixed excitation current and throttle opening for startup, or rely solely on a single parameter threshold to determine startup permission. When the generator is in complex environments such as low temperatures, partial coolant loss, or battery aging, the preset fixed startup parameters often fail to accommodate all conditions, leading to excessively long startup times, slow output voltage build-up, or even startup failure due to insufficient torque. Current generator startup control strategies lack the ability to finely analyze the combination of multiple pre-start parameters. Many parameter processing methods rely on independent thresholds for switching judgments, failing to analyze oil level, coolant level, and battery voltage as multi-dimensional variables. This prevents the identification of specific operating conditions resulting from the coupling of different parameters, thus hindering the provision of differentiated control parameters for the startup actuator. Furthermore, the utilization of dynamic feedback information during startup is insufficient. The acceleration information implied during crankshaft rotation and the frequency stabilization moment information during output voltage establishment have not been extracted and used for closed-loop correction of starting parameters. The control parameters during the starting phase cannot be adjusted according to the actual drag characteristics and pressure build-up response. The generator's starting adaptability is limited by a single mapping relationship set in the open loop. Summary of the Invention

[0003] The problem this invention aims to solve is how to generate an indexable operating condition scenario code from multiple parameters before startup, and update the operating condition scenario based on the acceleration features and voltage establishment time features extracted during startup, thereby achieving real-time correction of startup parameters.

[0004] This invention provides a real-time monitoring and control system for generator operation status. The purpose is to determine the operating conditions by using a multi-dimensional combination index of engine oil level, coolant level and battery terminal voltage before startup, and to update the operating conditions based on crankshaft acceleration and voltage establishment time during startup, thereby dynamically retrieving excitation current and throttle opening, so that the generator can obtain matching startup control parameters under different operating conditions.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a real-time monitoring and control system for generator operating status, the system comprising a parameter acquisition module, a scenario matching module, a start-up control module, a signal acquisition module, a feature calculation module, and a scenario update module. The parameter acquisition module acquires a set of status parameters before generator start-up, including oil level parameters, coolant level parameters, and battery terminal voltage parameters; the scenario matching module matches the oil level parameters, coolant level parameters, and battery terminal voltage parameters with their respective corresponding operating condition scenario judgment matrices to determine the current operating condition scenario code; when the operating condition scenario code belongs to a preset set of startable scenarios, the start-up control module retrieves the corresponding initial excitation current value and initial throttle opening value from the start-up parameter mapping table according to the operating condition scenario code, and controls the generator start-up according to the initial excitation current value and initial throttle opening value; the signal acquisition module... The acquisition module acquires the crankshaft rotation angle pulse sequence and the generator output voltage instantaneous value sequence in real time during startup. The feature calculation module calculates the startup acceleration feature value based on the crankshaft rotation angle pulse sequence and the voltage settling time feature value based on the generator output voltage instantaneous value sequence. The scenario update module inputs the startup acceleration feature value and the voltage settling time feature value into the operating condition scenario updater to obtain the updated operating condition scenario code. Based on the updated operating condition scenario code, it retrieves the corrected excitation current value and the corrected throttle opening value from the startup parameter mapping table to complete the parameter adjustment during the startup phase.

[0006] As a technical solution of the present invention, when the scene matching module matches the engine oil level parameter, coolant level parameter, and battery terminal voltage parameter with their respective corresponding operating condition scene judgment matrices, it is specifically used to: obtain the first quantization interval number corresponding to the engine oil level parameter, the second quantization interval number corresponding to the coolant level parameter, and the third quantization interval number corresponding to the battery terminal voltage parameter; concatenate the first quantization interval number, the second quantization interval number, and the third quantization interval number according to a preset combination order to generate a multi-dimensional combined index vector; calculate the Hamming distance between the multi-dimensional combined index vector and each scene row vector in the operating condition scene judgment matrix, and determine the scene code corresponding to the scene row vector with the smallest Hamming distance as the current operating condition scene code. Preferably, when generating the multidimensional combined index vector, the scene matching module arranges the first quantization interval number, the second quantization interval number, and the third quantization interval number in the order of oil level parameter, coolant level parameter, and battery terminal voltage parameter to form an original index sequence; each element in the original index sequence is expanded by one-hot encoding, and each element is expanded into a binary bit vector with a length equal to the total number of quantization intervals of the corresponding parameter; the three binary bit vectors are concatenated in sequence to generate the multidimensional combined index vector. By vectorizing and encoding the multidimensional state parameters and matching them with the scene matrix, the current complex operating condition scenario of the generator can be accurately identified, providing a reliable basis for subsequent differentiated start-up control.

[0007] As a technical solution of the present invention, when the start control module retrieves the corresponding initial excitation current value and initial throttle opening value from the start parameter mapping table according to the operating condition scenario code, it specifically performs the following steps: using the operating condition scenario code as the row index, it queries the corresponding initial excitation current mapping value and initial throttle opening mapping value in the start parameter mapping table; it obtains the current ambient temperature value, and extracts the excitation current temperature compensation coefficient and throttle opening temperature compensation coefficient from the temperature compensation coefficient table based on the current ambient temperature value; it multiplies the initial excitation current mapping value by the excitation current temperature compensation coefficient to obtain the initial excitation current value; and it multiplies the initial throttle opening mapping value by the throttle opening temperature compensation coefficient to obtain the initial throttle opening value. Therefore, the initial start parameters not only match the state of the engine oil, coolant, and battery, but also can be adaptively corrected according to the ambient temperature, enabling the generator to obtain suitable start excitation and intake conditions in both low and high temperature environments, thus improving the success rate of first-time start-up.

[0008] As a technical solution of the present invention, the signal acquisition module, when realizing real-time acquisition during the startup process, is specifically used for: outputting the initial excitation current value to the excitation winding drive circuit, and simultaneously outputting the initial throttle opening value to the throttle actuator to start the starter motor; within a preset acquisition period after the starter motor starts, acquiring the pulse rising edge time sequence output by the crankshaft position sensor according to a first sampling frequency, and calculating the crankshaft angular velocity sequence based on the time interval between two adjacent rising edges in the pulse rising edge time sequence; synchronously, acquiring the instantaneous voltage value sequence at the generator output terminal according to a second sampling frequency, and aligning the crankshaft angular velocity sequence and the instantaneous voltage value sequence by timestamp to generate the crankshaft rotation angle pulse sequence and the generator output voltage instantaneous value sequence. This synchronous acquisition and alignment method ensures the integrity and time-domain correspondence of the dynamic characteristics of the startup process.

[0009] When calculating the starting acceleration feature value, the feature calculation module extracts the first crankshaft angular velocity value and the second crankshaft angular velocity value from the crankshaft rotation angle pulse sequence. The first crankshaft angular velocity value is the average angular velocity during the first complete rotation cycle after the starter motor starts running, and the second crankshaft angular velocity value is the average angular velocity during the second complete rotation cycle after the starter motor starts running. The second crankshaft angular velocity value is subtracted from the first crankshaft angular velocity value to obtain the angular velocity increment value, and the angular velocity increment value is divided by the start time difference between the first and second complete rotation cycles to obtain the instantaneous starting acceleration value. The instantaneous starting acceleration value is used as the starting acceleration feature value. When calculating the voltage settling time feature value, the feature calculation module extracts the fundamental voltage component sequence from the instantaneous output voltage sequence of the generator and performs zero-crossing detection on the fundamental voltage component sequence to obtain the voltage zero-crossing time sequence. Based on the voltage zero-crossing time sequence, it calculates the time interval sequence between adjacent zero-crossing times and the voltage frequency value sequence. The moment when three consecutive frequency values ​​in the voltage frequency value sequence first fall within the rated frequency fluctuation band is taken as the voltage stabilization settling time. The time difference between the voltage stabilization settling time and the starter motor start-up time is calculated as the voltage settling time feature value. By extracting these two key dynamic features—starting acceleration and voltage settling time—the module can comprehensively reflect the mechanical drag capability and electrical voltage build-up performance of the generator during startup.

[0010] The scenario update module compares the startup acceleration feature value with preset upper and lower threshold values ​​for acceleration qualification to generate an acceleration qualification flag; it compares the voltage establishment time feature value with preset upper and lower threshold values ​​for establishment time qualification to generate an establishment time qualification flag; it combines the acceleration qualification flag and the establishment time qualification flag to form a two-digit status code, and uses the current operating scenario code and the two-digit status code as input to query the operating scenario transition status table to obtain the updated operating scenario code. Then, using the updated operating condition scenario code as the row index, the corresponding reference excitation current value and reference throttle opening value are queried from the starting parameter mapping table; the real-time speed value at the moment the generator starts is completed is obtained, and the absolute value of the speed deviation between the real-time speed value and the target speed value is calculated; based on the deviation range in which the absolute value of the speed deviation lies, the corresponding excitation current deviation correction coefficient and throttle opening deviation correction coefficient are extracted from the deviation correction coefficient table; the reference excitation current value is multiplied by the excitation current deviation correction coefficient to obtain the corrected excitation current value; the reference throttle opening value is multiplied by the throttle opening deviation correction coefficient to obtain the corrected throttle opening value. In this way, during the startup process, the scenario judgment is dynamically updated based on the real-time acceleration and voltage establishment, and the excitation current and throttle opening are corrected a second time based on the speed deviation, so that the startup parameters achieve closed-loop self-adjustment during the startup phase, effectively suppressing startup oscillation and shortening the pressure build-up time.

[0011] As a technical solution of the present invention, the system further includes a data acquisition module and a regulation calculation module for steady-state operation. After the generator enters steady-state operation, the data acquisition module acquires the generator load active power value and the current speed value in real time, extracts the corresponding desired speed value from the load-speed mapping table based on the load active power value, and calculates the speed difference between the current speed value and the desired speed value. The regulation calculation module has a built-in integral separation speed regulator, receives the speed difference, and determines whether the absolute value of the speed difference is greater than a preset integral separation threshold. If it is greater than the preset integral separation threshold, only the proportional regulation channel and the derivative regulation channel are activated; if it is less than or equal to the preset integral separation threshold, the proportional regulation channel, the integral regulation channel, and the derivative regulation channel are activated, and the excitation regulation amount and the throttle regulation amount are output. By adopting an integral separation regulation strategy, overshoot and oscillation caused by integral saturation are avoided when there is a large speed deviation, and integral action is introduced to eliminate steady-state error when there is a small speed deviation, enabling the generator speed to recover quickly and smoothly when the load changes. Simultaneously, the excitation and throttle are regulated in a coordinated manner to maintain the stability of the output voltage and frequency.

[0012] Through the coordinated operation of the above modules, this invention can accurately match the operating scenario based on multi-dimensional state parameters before startup, monitor dynamic characteristics in real time and iteratively correct control parameters during startup, and perform integral separation speed regulation based on load changes during steady-state operation. Thus, it can achieve adaptive real-time monitoring and precise control throughout the entire generator operating cycle, thereby improving startup reliability and operational stability.

[0013] The technical effects and advantages provided by the present invention in the above technical solution are as follows:

[0014] The oil level, coolant level, and battery terminal voltage parameters are quantized and numbered into three quantization intervals: a first quantization interval, a second quantization interval, and a third quantization interval. These intervals are then concatenated in a preset order to form an original index sequence. Each element is then expanded using one-hot encoding, and the resulting sequence generates a multi-dimensional combined index vector. The Hamming distance between this multi-dimensional combined index vector and the row vectors of each scenario in the scenario judgment matrix is ​​calculated. The scenario code corresponding to the row vector with the smallest Hamming distance is then determined as the current scenario code. This method transforms multiple discrete state parameters into multi-dimensional vectors with explicit codes. By using Hamming distance to perform nearest neighbor matching across all scenarios in the scenario judgment matrix, it avoids the shortcomings of traditional schemes that rely on simple threshold judgments to distinguish parameter coupling effects. This ensures that similar parameter combinations are grouped under the same scenario code, preventing small parameter fluctuations from causing scenario jumps, and providing consistency and robustness in scenario partitioning. During startup, the average angular velocity within the first and second complete rotational cycles is extracted from the crankshaft rotation angle pulse sequence, and the instantaneous startup acceleration value is calculated as the startup acceleration characteristic value. Simultaneously, the fundamental voltage component is extracted from the instantaneous generator output voltage value sequence and zero-crossing detection is performed. The moment when three consecutive frequency values ​​first fall within the rated frequency fluctuation band is determined from the obtained voltage frequency value sequence, and the time difference between this moment and the starter motor startup moment is calculated as the voltage settling time characteristic value. The startup acceleration characteristic value is compared with the upper and lower thresholds for acceleration qualification to generate an acceleration qualification flag, and the voltage settling time characteristic value is compared with the upper and lower thresholds for settling time qualification to generate a settling time qualification flag. These are combined to form a two-digit status code. Using the current operating condition scenario code and this two-digit status code as input, the operating condition scenario transition status table is queried to obtain the updated operating condition scenario code. Using the updated operating condition scenario code, the corrected excitation current value and corrected throttle opening value are retrieved from the startup parameter mapping table to complete the parameter adjustment during the startup phase. By using the dual dynamic characteristics of acceleration and voltage settling time to update the state transition of the initial working condition scenario, the open-loop control mode of fixed scenario coding is broken through. It can adjust the scenario positioning in real time according to the actual start response, so that the start parameters have closed-loop correction capability during the start process. Parameter adaptation can be completed without waiting for the complete start cycle, and the start consistency and success rate are improved. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the generator operating status real-time monitoring and control system.

[0016] Figure 2 This is a flowchart of generator operating condition scenario matching based on multidimensional combined index vectors and Hamming distance;

[0017] Figure 3These are curves showing the changes in excitation current and throttle opening temperature compensation coefficient with ambient temperature.

[0018] Figure 4 It is a curve showing the instantaneous changes in crankshaft angular velocity and output voltage during the generator startup phase;

[0019] Figure 5 It is a curve showing the variation of the excitation current and throttle opening deviation correction coefficient with speed deviation;

[0020] Figure 6 This is a schematic diagram showing the activation of the speed difference and integral regulation channel during the steady-state operation of the generator. Detailed Implementation

[0021] All other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this invention.

[0022] See Figure 1 This invention provides a real-time monitoring and control system for generator operation status. The system includes a parameter acquisition module, a scene matching module, a start-up control module, a signal acquisition module, a feature calculation module, and a scene update module. The parameter acquisition module acquires a set of state parameters before generator start-up, including engine oil level, coolant level, and battery terminal voltage. The scene matching module matches the engine oil level, coolant level, and battery terminal voltage parameters with their respective operating condition scene judgment matrices to determine the current operating condition scene code. When the start-up control module determines that the operating condition scene code belongs to a preset set of startable scenes, it retrieves the corresponding initial excitation current value and initial throttle opening value from the start-up parameter mapping table according to the operating condition scene code, and controls the generator start-up according to the initial excitation current value and initial throttle opening value. The signal acquisition module acquires the crankshaft rotation angle pulse sequence and the generator output voltage instantaneous value sequence in real time during the start-up process. The feature calculation module calculates the start-up acceleration feature value based on the crankshaft rotation angle pulse sequence and the voltage settling time feature value based on the generator output voltage instantaneous value sequence. The scenario update module inputs the startup acceleration characteristic value and voltage establishment time characteristic value into the operating condition scenario updater to obtain the updated operating condition scenario code. Based on the updated operating condition scenario code, it retrieves the corrected excitation current value and corrected throttle opening value from the startup parameter mapping table to complete the parameter adjustment during the startup phase.

[0023] In specific implementation, please refer to Figure 2The scenario matching module acquires the engine oil level, coolant level, and battery terminal voltage parameters collected by the parameter acquisition module before generator startup. The engine oil level parameter represents the oil level in the generator's lubrication system, the coolant level parameter represents the coolant level in the generator's cooling system, and the battery terminal voltage parameter represents the state of charge of the starting battery. The scenario matching module pre-establishes quantification interval tables for the engine oil level, coolant level, and battery terminal voltage parameters.

[0024] The quantification interval table for engine oil level parameters divides the continuous range of engine oil level parameters into N1 non-overlapping numerical intervals. Each numerical interval corresponds to a unique quantification interval number. For example, if the engine oil level parameter is divided into 5 intervals at equal intervals from the minimum allowable value to the maximum allowable value, the first quantification interval numbers are 1, 2, 3, 4, and 5, respectively. The quantification interval table for coolant level parameters divides the continuous range of coolant level parameters into N2 non-overlapping numerical intervals. Each numerical interval corresponds to a unique quantification interval number. For example, if the coolant level parameter is divided into 4 intervals at equal intervals from the minimum allowable value to the maximum allowable value, the second quantification interval numbers are 1, 2, 3, and 4, respectively. The quantization interval division table for battery terminal voltage parameters divides the continuous range of battery terminal voltage parameters into N3 non-overlapping numerical intervals. Each numerical interval corresponds to a unique quantization interval number. For example, the battery terminal voltage parameters are divided into 3 intervals from the minimum allowable voltage value to the maximum allowable voltage value, and the third quantization interval number is 1, 2, and 3 respectively.

[0025] After obtaining the current values ​​of the engine oil level, coolant level, and battery voltage, the scene matching module looks up the current engine oil level value in a quantization interval table to determine its corresponding range and obtains the first quantization interval number. Similarly, it looks up the current coolant level value in the same table to determine its corresponding range and obtains the second quantization interval number. Finally, it looks up the current battery voltage value in the same table to determine its corresponding range and obtains the third quantization interval number.

[0026] The scene matching module concatenates the obtained first, second, and third quantization interval numbers according to a preset combination order to generate a multi-dimensional combined index vector. The preset combination order is the order of engine oil level parameters, coolant level parameters, and battery terminal voltage parameters. During the process of concatenating and generating the multi-dimensional combined index vector, the scene matching module first arranges the first, second, and third quantization interval numbers in the preset combination order to form an original index sequence of length 3. In the original index sequence, the element in the first position is the first quantization interval number, the element in the second position is the second quantization interval number, and the element in the third position is the third quantization interval number.

[0027] The scene matching module performs one-hot encoding expansion on each element in the original index sequence. When expanding the element at the first position in the original index sequence, the element is expanded into a binary bit vector with a length equal to the total number of quantization intervals N1 of the oil level parameter. Only the positions with the same value as the element are set to 1, and the remaining positions are set to 0. For example, if the total number of quantization intervals N1 of the oil level parameter is 5, and the first quantization interval is numbered 3, then the expanded binary bit vector is [0,0,1,0,0]. When expanding the element at the second position in the original index sequence, the element is expanded into a binary bit vector with a length equal to the total number of quantization intervals N2 of the coolant level parameter. Only the positions with the same value as the element are set to 1, and the remaining positions are set to 0. When expanding the element at the third position in the original index sequence using one-hot encoding, this element is expanded into a binary bit vector with a length equal to the total number of quantization intervals N3 of the battery terminal voltage parameter. Only the positions with the same value as the element are set to 1, while the remaining positions are set to 0. The three expanded binary bit vectors are then concatenated end-to-end according to the original index sequence to obtain a binary vector of total length (N1+N2+N3). This binary vector is the generated multidimensional combined index vector.

[0028] The scenario matching module pre-sets a working condition scenario judgment matrix. This matrix contains multiple scenario row vectors, each with the same length as the multi-dimensional combined index vector (N1+N2+N3). Each scenario row vector is a binary vector, corresponding to a known working condition scenario, and is associated with a unique scenario code. The construction method of the scenario row vectors is consistent with that of the multi-dimensional combined index vectors. Each known working condition scenario corresponds to a set of quantization interval numbers for the engine oil level parameter, coolant level parameter, and battery terminal voltage parameter. These three are arranged according to the preset combination order and cascaded after being expanded by one-hot encoding to form the corresponding scenario row vector.

[0029] The scene matching module calculates the Hamming distance between the multi-dimensional combined index vector and each scene row vector in the scene judgment matrix. The Hamming distance is calculated using the following formula:

[0030]

[0031] in, This represents the Hamming distance between the multidimensional combined index vector and the j-th scene row vector in the working condition scene judgment matrix; This represents the value of the k-th element in the multidimensional combined index vector, which can be either 0 or 1. This represents the value of the k-th element in the j-th scenario row vector of the scenario judgment matrix, and its value can be 0 or 1; Represents the XOR logical operation, when and The result of the operation is 0 when they are the same. and The result of the operation is 1 if they are not performed simultaneously; This represents the total number of quantization intervals for the engine oil level parameter, and its value is determined by the number of divisions in the quantization interval division table for the engine oil level parameter. This represents the total number of quantization intervals for the coolant level parameter, and its value is determined by the number of divisions in the quantization interval division table for the coolant level parameter. This represents the total number of quantization intervals for the battery terminal voltage parameters, and its value is determined by the number of divisions in the quantization interval division table for the battery terminal voltage parameters.

[0032] After calculating the Hamming distance between the multi-dimensional combined index vector and each scene row vector, the scene matching module selects the smallest Hamming distance from all Hamming distances and determines the scene code associated with the scene row vector corresponding to the smallest Hamming distance as the current working condition scene code. If multiple scene row vectors simultaneously have the smallest Hamming distance, the scene matching module selects the scene code associated with any one of these scene row vectors as the current working condition scene code. At this point, the scene matching module completes the determination of the current working condition scene code.

[0033] In practice, after obtaining the current operating condition scenario code determined by the scenario matching module, the start-up control module uses the current operating condition scenario code as a row index to query the start-up parameter mapping table. The start-up parameter mapping table is a two-dimensional data structure pre-stored in the memory connected to the start-up control module. The table contains multiple rows, each corresponding to an operating condition scenario code, and each row records the initial excitation current mapping value and the initial throttle opening mapping value corresponding to that operating condition scenario code. The start-up control module uses the current operating condition scenario code as the search keyword, traverses the row index field of the start-up parameter mapping table, locates the row that matches the current operating condition scenario code, and reads the initial excitation current mapping value and the initial throttle opening mapping value from the located row.

[0034] Optionally, the process of constructing the starting parameter mapping table includes: during the generator design phase or bench test phase, for each preset operating condition scenario, obtaining the initial set value of excitation current and the initial set value of throttle opening through test calibration to enable the generator to achieve the preset starting performance index under that operating condition scenario, storing the initial set value of excitation current as the initial excitation current mapping value in the table row where the corresponding operating condition scenario code is located, and storing the initial set value of throttle opening as the initial throttle opening mapping value in the table row where the corresponding operating condition scenario code is located.

[0035] Optionally, the start-up control module also acquires the current ambient temperature value through a signal interface connected to an ambient temperature sensor. The ambient temperature sensor is installed at the generator air inlet or outside the control cabinet to monitor the temperature of the environment surrounding the generator in real time. The start-up control module pre-stores a temperature compensation coefficient table, which contains excitation current temperature compensation coefficients and throttle opening temperature compensation coefficients corresponding to multiple temperature points. Each row in the temperature compensation coefficient table corresponds to a temperature range or a discrete temperature value, and the fields in the row include the temperature value, excitation current temperature compensation coefficient, and throttle opening temperature compensation coefficient. Based on the acquired current ambient temperature value, the start-up control module searches the temperature compensation coefficient table for the row containing the temperature value closest to the current ambient temperature value, and extracts the excitation current temperature compensation coefficient and throttle opening temperature compensation coefficient from that row.

[0036] The values ​​of the excitation current temperature compensation coefficient and the throttle opening temperature compensation coefficient in the temperature compensation coefficient table are pre-calibrated based on the temperature characteristics of the generator excitation winding resistance, the battery discharge temperature characteristics, and the temperature characteristics of the throttle actuator mechanical structure. The numerical range of the excitation current temperature compensation coefficient is between 0.80 and 1.20, and the numerical range of the throttle opening temperature compensation coefficient is between 0.85 and 1.15. At a specific ambient temperature, the specific values ​​of the excitation current temperature compensation coefficient and the throttle opening temperature compensation coefficient are discretized from the temperature-compensation coefficient curve obtained from the calibration test and stored in the temperature compensation coefficient table. When the current ambient temperature value is between two calibration temperature points, it can be understood that the start control module can use linear interpolation to calculate the corresponding compensation coefficient.

[0037] After acquiring the initial excitation current mapping value, the initial throttle opening mapping value, the excitation current temperature compensation coefficient, and the throttle opening temperature compensation coefficient, the startup control module calculates the initial excitation current value using the following formula:

[0038]

[0039] in, This represents the calculated initial excitation current value. This represents the initial excitation current mapping value obtained from the startup parameter mapping table. This represents the excitation current temperature compensation coefficient extracted from the temperature compensation coefficient table.

[0040] The startup control module calculates the initial throttle opening value by multiplying the initial throttle opening mapping value by the throttle opening temperature compensation coefficient. The startup control module then outputs the initial excitation current value to the excitation winding drive circuit and simultaneously outputs the initial throttle opening value to the throttle actuator to control the generator startup.

[0041] See Figure 3 The horizontal axis of the graph represents the ambient temperature (in degrees Celsius, ranging from approximately -30°C to 65°C), and the vertical axis represents the temperature compensation coefficient, ranging from approximately 0.85 to 1.15. The graph includes two curves: the solid line represents the excitation current temperature compensation coefficient, and the dashed line represents the throttle opening temperature compensation coefficient. The overall trend of the curves shows that as the ambient temperature gradually increases from the low-temperature zone to the high-temperature zone, both the excitation current temperature compensation coefficient and the throttle opening temperature compensation coefficient show an upward trend, indicating that the start-up control module adjusts the compensation coefficients of the excitation current and throttle opening accordingly based on changes in ambient temperature.

[0042] Specifically, the excitation current temperature compensation coefficient is close to 0.87 at extremely low temperatures (approximately -30℃), then gradually increases with rising temperature, reaching a stable range of approximately 1.07 at an ambient temperature of approximately 40℃. It then further increases to a peak value of approximately 1.13 at higher ambient temperatures (above 55℃). The throttle opening temperature compensation coefficient exhibits relatively small fluctuations overall, remaining between 0.92 and 0.95 in the low-temperature range (approximately -30℃ to 0℃), gradually increasing with rising temperature, and stabilizing between 1.02 and 1.08 in the range of 20℃ to 55℃, reaching a maximum of nearly 1.10. The two curves show a high correlation in the medium- and high-temperature ranges, indicating that both compensation coefficients are adjusted synchronously according to the ambient temperature to ensure reasonable compensation of the excitation current and throttle opening during the startup phase.

[0043] In practical implementation, the start control module outputs the calculated initial excitation current value to the excitation winding drive circuit in the form of an analog voltage signal or a digital communication message. Upon receiving the initial excitation current value, the excitation winding drive circuit adjusts the excitation voltage across the excitation winding to ensure the current flowing through the excitation winding reaches the initial excitation current value. Simultaneously, the start control module outputs the calculated initial throttle opening value to the throttle actuator in the form of a pulse width modulation signal or an analog voltage signal. Upon receiving the initial throttle opening value, the throttle actuator drives the throttle valve plate to rotate to the angle position corresponding to the initial throttle opening value. After the excitation current is established and the throttle opening is in place, the start control module outputs a closing command to the starter motor relay, energizing the starter motor and initiating the rotation of the generator crankshaft.

[0044] During a preset acquisition period after the starter motor starts, the signal acquisition module acquires the pulse rise edge sequence output by the crankshaft position sensor at a first sampling frequency. The preset acquisition period is a fixed time length starting from the moment the starter motor is powered on. This fixed time length covers the complete process of the generator accelerating from a standstill to successful ignition and voltage establishment, and is typically set to a value between 3 and 5 seconds. The first sampling frequency is set to a frequency capable of capturing the edge change of a single tooth pulse from the crankshaft position sensor. The first sampling frequency is set to an integer multiple of the product of the number of teeth on the crankshaft position sensor's tooth sprocket and the upper limit of the generator's rated speed. The crankshaft position sensor is a magnetoelectric sensor or a Hall effect sensor. The crankshaft position sensor senses the alternating magnetic field changes generated by the tooth tips and grooves of the crankshaft front tooth sprocket and converts these magnetic field changes into pulse signal outputs. The high-speed counter inside the signal acquisition module timestamps the rise edges of the pulses output by the crankshaft position sensor, recording the time interval between each two adjacent rise edges to form a pulse rise edge sequence. The crankshaft angular velocity sequence is calculated based on the time interval between two adjacent rising edges in the pulse rising edge time sequence as follows: Divide the crankshaft tooth angle interval value by the time interval between two adjacent rising edges to obtain the instantaneous crankshaft angular velocity value for the corresponding time period. Arrange all the calculated instantaneous crankshaft angular velocity values ​​in chronological order to form the crankshaft angular velocity sequence.

[0045] Synchronously, during the preset acquisition period after the starter motor starts, the signal acquisition module acquires a sequence of instantaneous voltage values ​​at the generator output terminal according to a second sampling frequency. The second sampling frequency is set to an integer multiple of the generator's rated frequency, for example, 100 times the generator's rated frequency. The signal acquisition module obtains the voltage signal at the generator output terminal through a voltage sensor or voltage divider circuit, and converts the voltage signal into discrete instantaneous voltage values ​​through an analog-to-digital converter. The signal acquisition module aligns each angular velocity value in the crankshaft angular velocity sequence with each instantaneous voltage value in the instantaneous voltage value sequence according to a timestamp. The timestamp alignment method is as follows: taking the midpoint of the time interval corresponding to each angular velocity value in the crankshaft angular velocity sequence as the alignment time, the voltage instantaneous value in the instantaneous voltage value sequence closest to the timestamp of the alignment time is found, and this voltage instantaneous value is paired with the corresponding angular velocity value to form a data pair. The aligned and merged data are arranged in chronological order to generate a crankshaft rotation angle pulse sequence and a generator output voltage instantaneous value sequence. The crankshaft rotation angle pulse sequence contains timestamp information and the crankshaft angular velocity value corresponding to each timestamp, while the generator output voltage instantaneous value sequence contains timestamp information and the voltage instantaneous value corresponding to each timestamp.

[0046] The feature calculation module extracts the first and second crankshaft angular velocity values ​​from the crankshaft rotation angle pulse sequence. The method for determining the first complete rotational cycle after the starter motor begins operation is as follows: detect the initial moment when the crankshaft angular velocity value increases from zero in the crankshaft rotation angle pulse sequence, then perform time integration on the crankshaft angular velocity value; when the integrated value first reaches...

[0047] The time corresponding to the radian is the end time of the first complete rotational cycle. The arithmetic mean of all crankshaft angular velocity values ​​within this first complete rotational cycle is taken to obtain the first crankshaft angular velocity value. After the end time of the first complete rotational cycle, the crankshaft angular velocity value is integrated over time until the integrated value accumulates to a certain value. The moment corresponding to the radian is the end of the second complete rotational cycle. The second crankshaft angular velocity value is obtained by arithmetically averaging all crankshaft angular velocity values ​​within the second complete rotational cycle. The first crankshaft angular velocity value is then subtracted from the second crankshaft angular velocity value to obtain the angular velocity increment. The start time of the first complete rotational cycle is denoted as... The start time of the second complete rotation cycle is denoted as Calculate the starting time difference Divide the increment of angular velocity by the initial time difference. The instantaneous start-up acceleration value is obtained, and the feature calculation module outputs the instantaneous start-up acceleration value as the start-up acceleration feature value.

[0048] The feature calculation module extracts the fundamental voltage component sequence from the instantaneous generator output voltage sequence as follows: It performs a Fast Fourier Transform (FFT) on the instantaneous generator output voltage sequence, extracts the complex amplitude corresponding to the fundamental frequency from the frequency domain, and performs an Inverse Fourier Transform on the complex amplitude to obtain the fundamental voltage component sequence. Zero-crossing detection of the fundamental voltage component sequence is performed as follows: iterates through the values ​​of all adjacent pairs of sampling points in the fundamental voltage component sequence. When the product of the values ​​of two adjacent sampling points is less than zero, a zero-crossing point is determined to exist between the two sampling points. Linear interpolation is used to calculate the precise time corresponding to the zero-crossing point, and the zero-crossing points are recorded sequentially as a voltage zero-crossing time sequence. The time interval sequence between adjacent zero-crossing points is calculated based on the voltage zero-crossing time sequence. The time difference between two adjacent zero-crossing points is taken as a time interval value, and all time interval values ​​are arranged sequentially to obtain the time interval sequence. The reciprocal of each time interval value in the time interval sequence is taken to obtain the voltage frequency value sequence. The rated frequency fluctuation band is a frequency range within a certain percentage range above and below the generator's rated frequency, for example, ±2% of the generator's rated frequency. The voltage frequency value sequence is checked sequentially over time. When three consecutive frequency values ​​fall within the rated frequency fluctuation range for the first time, the moment corresponding to the first of the three consecutive frequency values ​​is taken as the voltage stabilization establishment moment. The time difference between the voltage stabilization establishment moment and the starter motor start moment is calculated. The starter motor start moment is the moment when the starter control module outputs a closing command to the starter motor relay. This time difference is used as the voltage stabilization time characteristic value.

[0049] See Figure 4 In the graph, the horizontal axis represents time in seconds, the left side of the vertical axis represents the crankshaft angular velocity in radians per second (rad / s), and the right side of the vertical axis represents the instantaneous value of the generator output voltage in volts (V). The solid green line represents the crankshaft angular velocity curve, and the dashed red line represents the instantaneous value of the generator output voltage curve.

[0050] Starting from 0 seconds, the crankshaft angular velocity rises rapidly from zero, showing an accelerating trend, reaching a peak of about 310 rad / s at about 2.7 seconds. Subsequently, the crankshaft angular velocity curve tends to stabilize, indicating that the generator crankshaft has basically reached the set speed and entered the steady-state operation stage.

[0051] The instantaneous output voltage of the generator remains near zero volts during the initial startup phase (from 0 to approximately 0.6 seconds), before the crankshaft generates effective voltage output. Around 0.6 seconds later, the generator begins to output voltage, which exhibits periodic fluctuations with gradually increasing amplitude. The peaks and troughs gradually expand from near zero volts to approximately ±300 volts, reflecting the gradual establishment of the generator voltage.

[0052] In practical implementation, the scenario update module receives the startup acceleration characteristic value and voltage settling time characteristic value output by the feature calculation module. The startup acceleration characteristic value is the instantaneous startup acceleration value, and the voltage settling time characteristic value is the time difference between the voltage stabilization time and the starter motor startup time. The scenario update module internally stores an upper threshold and a lower threshold for acceptable acceleration. The upper threshold is the maximum allowable instantaneous startup acceleration of the generator under ideal startup conditions, and the lower threshold is the minimum allowable instantaneous startup acceleration of the generator under ideal startup conditions. The upper and lower thresholds are determined after calibration based on generator design parameters and extensive startup test data, and are stored numerically in the scenario update module's read-only memory. The scene update module compares the startup acceleration feature value with the upper and lower thresholds for qualified acceleration. If the startup acceleration feature value is greater than or equal to the lower threshold for qualified acceleration and less than or equal to the upper threshold for qualified acceleration, the acceleration qualified flag is generated as logic "1"; if the startup acceleration feature value is less than the lower threshold for qualified acceleration or greater than the upper threshold for qualified acceleration, the acceleration qualified flag is generated as logic "0".

[0053] The scene update module pre-stores an upper threshold and a lower threshold for qualified establishment time. The upper threshold represents the maximum allowed time for the generator voltage establishment process, while the lower threshold represents the minimum allowed time. These thresholds are determined based on the generator excitation system response characteristics and load characteristics, and are stored numerically in the scene update module's read-only memory. The scene update module compares the voltage establishment time characteristic value with these thresholds. If the characteristic value is greater than or equal to the lower threshold and less than or equal to the upper threshold, a logic "1" is generated for the qualified establishment time flag; otherwise, a logic "0" is generated.

[0054] After obtaining the acceleration qualification flag and the setup time qualification flag, the scene update module combines the acceleration qualification flag and the setup time qualification flag into a two-bit status code. The acceleration qualification flag is the high bit of the two-bit status code, and the setup time qualification flag is the low bit of the two-bit status code. The two-bit status code can take the values ​​of four binary numbers: 00, 01, 10, and 11.

[0055] The scenario update module uses the current operating condition scenario code previously determined by the scenario matching module and the two-digit status code obtained by combining them as joint inputs to query the operating condition scenario transition status table. The operating condition scenario transition status table is a two-dimensional table structure. The row index of the operating condition scenario transition status table is marked with the current operating condition scenario code, and the column index is marked with the two-digit status code. The table cell stores the corresponding updated operating condition scenario code. The updated operating condition scenario code stored in each table cell of the operating condition scenario transition status table is pre-calibrated and generated based on the optimal operating condition mode of the generator under the corresponding combination of the current operating condition scenario and startup dynamic performance. The calibration process of the optimal operating condition mode aims to minimize the speed overshoot and the steady-state recovery time after startup. It records the corresponding optimal operating condition scenario number after traversing the operating condition scenarios and startup dynamic performance combinations through bench tests. The scenario update module uses the current operating condition scenario code to retrieve the row of the operating condition scenario transition status table, uses the two-digit status code to retrieve the column of the operating condition scenario transition status table, and reads the value stored in the table cell at the intersection of the row and column. This value is the updated operating condition scenario code.

[0056] After obtaining the updated operating condition scenario code, the scenario update module uses the updated operating condition scenario code as the row index to query the startup parameter mapping table. The row in the startup parameter mapping table that matches the updated operating condition scenario code stores the reference excitation current value and the reference throttle opening value. The scenario update module reads the reference excitation current value and the reference throttle opening value from the queried row.

[0057] The scene update module acquires the real-time speed value at the moment the generator starts up through the speed sensor signal interface. This start-up completion moment is defined as the voltage stabilization establishment moment. The speed sensor is either an electromagnetic or photoelectric sensor, and its output is a frequency signal proportional to the generator crankshaft speed. The scene update module calculates the real-time speed value by measuring the period of this frequency signal. The scene update module internally stores a target speed value, which is the generator's rated speed. It calculates the absolute value of the difference between the real-time speed value and the target speed value to obtain the absolute value of the speed deviation.

[0058] The scenario update module pre-stores a deviation correction coefficient table, which contains multiple deviation intervals and corresponding excitation current deviation correction coefficients and throttle opening deviation correction coefficients for each interval. The deviation intervals are divided as follows: the absolute value of the speed deviation is divided into several consecutive closed intervals from zero to the maximum permissible deviation value, and each interval is assigned a pair of correction coefficients. The specific values ​​of the excitation current deviation correction coefficient and the throttle opening deviation correction coefficient are calibrated through repeated experiments under different speed deviation conditions, with the shortest generator speed recovery time as the optimization objective. Each coefficient value is stored in fixed-point decimal form. Based on the calculated absolute value of the speed deviation, the scenario update module determines the deviation interval into which the absolute value falls and extracts the corresponding excitation current deviation correction coefficient and throttle opening deviation correction coefficient from the deviation correction coefficient table.

[0059] The scenario update module multiplies the baseline excitation current value by the excitation current deviation correction coefficient to obtain the corrected excitation current value. The calculation method is shown in the following formula:

[0060]

[0061] in, This indicates the correction of the excitation current value. This represents the reference excitation current value obtained from the startup parameter mapping table. This represents the excitation current deviation correction factor extracted from the deviation correction factor table.

[0062] The scenario update module multiplies the baseline throttle opening value by the throttle opening deviation correction coefficient to obtain the corrected throttle opening value. The scenario update module outputs the corrected excitation current value to the excitation winding drive circuit and the corrected throttle opening value to the throttle actuator, completing the parameter adjustment during the generator start-up phase.

[0063] See Figure 5 In the figure, the horizontal axis represents the absolute value of the speed deviation (rpm), and the vertical axis represents the value range of the excitation current deviation correction coefficient and the throttle opening deviation correction coefficient. The curves represent the excitation current deviation correction coefficient (solid line) and the throttle opening deviation correction coefficient (dashed line), respectively. Both of them show a non-linear fluctuation trend with the change of the absolute value of the speed deviation.

[0064] In the range where the absolute value of the speed deviation is low (approximately 0 to 50 rpm), the excitation current deviation correction coefficient increases slightly, remaining between 1.00 and 1.02, indicating that the excitation current regulation effect is slightly enhanced in this stage; the throttle opening deviation correction coefficient shows a slight downward trend, with values ​​between approximately 0.99 and 0.97, reflecting the regulation strategy of relatively reducing the throttle opening.

[0065] As the absolute value of the speed deviation further increases (approximately 50 to 150 rpm), the excitation current deviation correction coefficient gradually decreases to its lowest point, approximately 0.95, indicating that the excitation current adjustment range is appropriately reduced to prevent over-adjustment; while the throttle opening deviation correction coefficient shows a significant rebound, with the highest point exceeding 1.04, reflecting that the throttle opening compensation is increased to promote speed recovery.

[0066] When the absolute value of the speed deviation reaches a large range (approximately 150 to 200 rpm), the excitation current deviation correction coefficient rises again, approaching 1.03, while the throttle opening deviation correction coefficient shows a downward trend, falling back to close to 1.00. This indicates that the system dynamically adjusts the excitation current and throttle opening compensation strategy according to the large deviation, thereby achieving dynamic correction of the starting parameters.

[0067] In practical implementation, after completing the parameter adjustment during the startup phase, the generator enters a steady-state operating state under the real-time monitoring and control system for generator operation status. The conditions for determining whether the generator enters a steady-state operating state are: the corrected excitation current value and corrected throttle opening value corresponding to the updated operating scenario code have been output to the excitation winding drive circuit and the throttle actuator, and the current generator speed value has been maintained within the preset steady-state deviation range of the target speed value for a preset steady-state duration.

[0068] After the generator enters steady-state operation, the data acquisition module acquires the generator load active power value and current speed value in real time. The module collects the instantaneous three-phase voltage and current values ​​at the generator output terminals using voltage and current transformers, respectively. The primary side of the voltage transformer is connected in parallel with the generator output terminals, and the primary side of the current transformer is connected in series with the generator output circuit. The module samples the instantaneous three-phase voltage and current values ​​at a frequency that is an integer multiple of the generator's rated frequency. Based on the sampled instantaneous three-phase voltage and current values, the module calculates the generator load active power value using the three-phase instantaneous power averaging method, which involves low-pass filtering the sum of the products of the three-phase voltage and current values. The data acquisition module obtains the current speed value through the speed signal interface. The speed signal interface is connected to the speed sensor installed on the flywheel side of the generator crankshaft. The speed sensor is a magnetoelectric sensor. The pulse frequency output by the speed sensor is proportional to the generator crankshaft speed. The data acquisition module obtains the current speed value in revolutions per minute by measuring the pulse frequency period and converting it.

[0069] The data acquisition module pre-stores a load-speed mapping table, a one-dimensional lookup table structure. The input index is the load active power value, and the output is the desired speed value. The load-speed mapping table is established based on the generator's speed regulation characteristic curve, which specifies the target speed value the generator should maintain under different load active power values ​​to achieve optimal fuel economy or best power response characteristics. The data acquisition module uses the real-time acquired load active power value as the search keyword to find the desired speed value corresponding to the load point closest to that load active power value in the load-speed mapping table. After extracting the desired speed value, it calculates the speed difference between the current speed value and the desired speed value using the following formula:

[0070]

[0071] in, This represents the difference in rotational speed at time t, expressed in revolutions per minute (rpm). This represents the current rotational speed value acquired by the data acquisition module at time t, in revolutions per minute (rpm). This represents the desired rotational speed, expressed in revolutions per minute, extracted by the data acquisition module from the load-speed mapping table based on the load active power value at time t. The data acquisition module will then calculate the speed difference. It is continuously transmitted to the adjustment and calculation module in digital form.

[0072] The adjustment and calculation module receives the speed difference value transmitted by the data acquisition module. The module incorporates an integral-separated speed regulator, which consists of a proportional control channel, an integral control channel, a derivative control channel, an integral separation judgment logic unit, and an output summation unit. The adjustment and calculation module has a preset integral separation threshold, set at 5% of the generator's rated speed. This 5% threshold is based on the following: when the speed deviation exceeds 5% of the rated speed, it falls under the large deviation dynamic adjustment stage. In this case, the integral action will cause the regulation to saturate and increase the speed overshoot, thus requiring the integral control to be cut off. When the speed deviation is less than or equal to 5% of the rated speed, it falls under the small deviation stable correction stage. In this case, introducing the integral control channel can eliminate steady-state speed errors and improve speed control accuracy.

[0073] The integral separation judgment logic unit of the adjustment calculation module calculates the absolute value of the speed difference in real time. The absolute value of the speed difference is compared with a preset integral separation threshold. If the absolute value of the speed difference is greater than the preset integral separation threshold, the integral separation judgment logic unit sets the integral separation flag to logic "0", which sets the integral coefficient of the integral adjustment channel to zero and forces the output of the integral adjustment channel to zero. At this time, only the proportional adjustment channel and the derivative adjustment channel participate in the adjustment calculation. If the absolute value of the speed difference is less than or equal to the preset integral separation threshold, the integral separation judgment logic unit sets the integral separation flag to logic "1", and the integral coefficient of the integral adjustment channel is restored to the preset integral coefficient value. At this time, the proportional adjustment channel, integral adjustment channel, and derivative adjustment channel are all activated simultaneously.

[0074] In the adjustment and calculation module, the proportional adjustment channel performs proportional calculations on the speed difference, and the output of the proportional adjustment channel is:

[0075]

[0076] in, This is the proportional coefficient, which ranges from 0.5 to 5.0. The specific value is determined through on-site debugging based on the gain characteristics of the generator excitation system and the throttle actuator, and is stored in the parameter register of the adjustment calculation module.

[0077] In the adjustment and calculation module, the differential adjustment channel performs differential calculations on the speed difference, and the output of the differential adjustment channel is:

[0078]

[0079] in, The differential coefficient ranges from 0.01 to 0.5. The specific value is determined through on-site debugging based on the impact of the speed change rate on system stability and is stored in the parameter register of the adjustment and calculation module. The differential operation is implemented using a lag filter, i.e., the speed difference is subjected to a first-order low-pass filter before the difference is calculated. The filtering time constant is set based on the generator speed measurement noise level.

[0080] In the adjustment and calculation module, the integral adjustment channel performs integral calculations on the speed difference, and the output of the integral adjustment channel is:

[0081]

[0082] in, The integral coefficient ranges from 0.1 to 2.0. The specific value is determined through on-site debugging based on the convergence speed requirements of the generator speed steady-state error and is stored in the parameter register of the regulation calculation module. These are the integral separation coefficients; when the integral separation flag is logic "1"... The value is 1 when the integral separation flag is logic "0". The value is 0; the integral operation adopts an incremental anti-saturation mechanism. When the integral result reaches the preset upper limit value, the upper limit value is maintained; when the integral result reaches the preset lower limit value, the lower limit value is maintained. The integral limit value is determined based on the allowable adjustment range of the excitation current and the throttle opening.

[0083] The output summation unit of the adjustment module will adjust the output of the proportional adjustment channel. Differential adjustment channel output and integral adjustment channel output Add them together to get the total adjustment. The regulation calculation module maps the total regulation value into excitation regulation value and throttle regulation value outputs. The excitation regulation value is mapped by multiplying the total regulation value by the excitation regulation gain coefficient, which is pre-calibrated based on the transfer function relationship between the excitation current change and the speed change, and stored in the regulation calculation module. The throttle regulation value is mapped by multiplying the total regulation value by the throttle regulation gain coefficient, which is pre-calibrated based on the transfer function relationship between the throttle opening change and the speed change, and stored in the regulation calculation module. The regulation calculation module outputs the excitation regulation value to the excitation winding drive circuit to adjust the excitation current, and outputs the throttle regulation value to the throttle actuator to adjust the throttle opening, thereby completing the closed-loop speed control during the generator's steady-state operation.

[0084] See Figure 6 In the graph, the horizontal axis represents time in seconds, and the vertical axis represents the speed difference in revolutions per minute (rpm). The blue solid line curve shows the trend of the speed difference between the current and desired generator speed over time. The orange dashed line represents the upper and lower limits of the preset integral separation threshold, with a value of ±75 rpm, indicating the boundary between the activation and deactivation of the integral control channel. The green background area indicates the effective time period for the integral control channel to be activated.

[0085] Judging from the trend of the curve, in the initial stage (about 0 to 1.4 seconds), the speed difference is maintained in the positive range of about 75 rpm. When the speed difference exceeds the upper limit of the preset integral separation threshold, the integral separation judgment logic unit sets the integral separation flag to logic "0", the integral adjustment channel is cut off, and the adjustment calculation module only relies on the proportional adjustment channel and the derivative adjustment channel to adjust the speed, so as to prevent the integral action from causing the adjustment amount to saturate and the speed to overshoot.

[0086] At approximately 1.4 seconds, the speed difference rapidly decreases and enters the preset integral separation threshold range. Subsequently, for a period of 3 to 10 seconds, the speed difference remains basically between -25 rpm and 5 rpm, and for most of the time it is within the threshold range of ±75 rpm. At this time, the integral separation judgment logic unit sets the integral separation flag to logic "1", the integral adjustment channel is activated, and it participates in the adjustment calculation, which can effectively eliminate steady-state speed error and improve speed control accuracy.

[0087] The green shaded area covers the period of stable fluctuation in the speed difference, indicating that the integral control channel is activated within this range, which helps the control module achieve closed-loop speed control during steady-state operation. The small fluctuation range of the speed difference within the threshold range indicates that the integral-separated speed regulator of the control module achieves good dynamic response and smooth regulation.

Claims

1. A real-time monitoring and control system for generator operating status, characterized in that, The system includes: The parameter acquisition module acquires a set of status parameters before the generator starts, including engine oil level, coolant level, and battery terminal voltage. The scenario matching module matches the engine oil level parameters, coolant level parameters, and battery terminal voltage parameters with their respective operating condition scenario judgment matrices to determine the current operating condition scenario code. The start control module retrieves the corresponding initial excitation current value and initial throttle opening value from the start parameter mapping table according to the operating condition scenario code, and controls the generator to start according to the initial excitation current value and initial throttle opening value. The signal acquisition module acquires the crankshaft rotation angle pulse sequence and the generator output voltage instantaneous value sequence in real time during the startup process; The feature calculation module calculates the starting acceleration feature value based on the crankshaft rotation angle pulse sequence and the voltage settling time feature value based on the generator output voltage instantaneous value sequence. The scenario update module inputs the startup acceleration characteristic value and voltage establishment time characteristic value into the operating condition scenario updater to obtain the updated operating condition scenario code. Based on the updated operating condition scenario code, it retrieves the corrected excitation current value and corrected throttle opening value from the startup parameter mapping table to complete the parameter adjustment during the startup phase.

2. The generator operating status real-time monitoring and control system according to claim 1, characterized in that, The step of matching the engine oil level parameters, coolant level parameters, and battery terminal voltage parameters with their respective operating condition scenario judgment matrices to determine the current operating condition scenario code includes: Obtain the first quantitative interval number corresponding to the engine oil level parameter, the second quantitative interval number corresponding to the coolant level parameter, and the third quantitative interval number corresponding to the battery terminal voltage parameter. The first quantization interval number, the second quantization interval number, and the third quantization interval number are concatenated according to a preset combination order to generate a multi-dimensional combined index vector; The Hamming distance is calculated between the multidimensional combined index vector and each scene row vector in the working condition scene judgment matrix. The scene code corresponding to the scene row vector with the smallest Hamming distance is determined as the current working condition scene code.

3. The generator operating status real-time monitoring and control system according to claim 2, characterized in that, The step of concatenating the first quantization interval number, the second quantization interval number, and the third quantization interval number according to a preset combination order to generate a multi-dimensional combined index vector includes: According to the order of engine oil level parameters, coolant level parameters, and battery terminal voltage parameters, the first quantization interval number, the second quantization interval number, and the third quantization interval number are arranged sequentially to form the original index sequence; Each element in the original index sequence is expanded by one-hot encoding, and each element is expanded into a binary bit vector with a length equal to the total number of corresponding parameter quantization intervals; The three binary bit vectors are concatenated in sequence to generate the multidimensional combined index vector.

4. The generator operating status real-time monitoring and control system according to claim 1, characterized in that, The step of retrieving the corresponding initial excitation current value and initial throttle opening value from the start-up parameter mapping table according to the operating condition scenario code includes: Using the operating scenario code as the row index, query the corresponding initial excitation current mapping value and initial throttle opening mapping value in the start-up parameter mapping table; Obtain the current ambient temperature value, and extract the excitation current temperature compensation coefficient and throttle opening temperature compensation coefficient from the temperature compensation coefficient table based on the current ambient temperature value; The initial excitation current value is obtained by multiplying the initial excitation current mapping value by the excitation current temperature compensation coefficient; the initial throttle opening value is obtained by multiplying the initial throttle opening mapping value by the throttle opening temperature compensation coefficient.

5. The generator operating status real-time monitoring and control system according to claim 1, characterized in that, The process of controlling generator start-up according to the initial excitation current value and initial throttle opening value, and real-time acquisition of crankshaft rotation angle pulse sequence and generator output voltage instantaneous value sequence during start-up, includes: The initial excitation current value is output to the excitation winding drive circuit, and the initial throttle opening value is output to the throttle actuator to start the starter motor. During the preset acquisition period after the starter motor starts, the pulse rising edge time sequence output by the crankshaft position sensor is acquired according to the first sampling frequency, and the crankshaft angular velocity sequence is calculated based on the time interval between two adjacent rising edges in the pulse rising edge time sequence. Synchronously, the instantaneous voltage value sequence at the generator output terminal is acquired according to the second sampling frequency, and the crankshaft angular velocity sequence is aligned with the instantaneous voltage value sequence by timestamp to generate the crankshaft rotation angle pulse sequence and the instantaneous voltage value sequence at the generator output terminal.

6. The generator operating status real-time monitoring and control system according to claim 1, characterized in that, The calculation of the starting acceleration characteristic value based on the crankshaft rotation angle pulse sequence includes: The first crankshaft angular velocity value and the second crankshaft angular velocity value are extracted from the crankshaft rotation angle pulse sequence. The first crankshaft angular velocity value is the average angular velocity during the first complete rotation cycle after the starter motor starts running, and the second crankshaft angular velocity value is the average angular velocity during the second complete rotation cycle after the starter motor starts running. Subtract the first crankshaft angular velocity value from the second crankshaft angular velocity value to obtain the angular velocity increment value, and divide the angular velocity increment value by the start time difference between the first complete rotation cycle and the second complete rotation cycle to obtain the instantaneous start acceleration value; The instantaneous start-up acceleration value is used as the start-up acceleration characteristic value.

7. The generator operating status real-time monitoring and control system according to claim 1, characterized in that, The calculation of voltage settling time characteristic values ​​based on the instantaneous value sequence of the generator output voltage includes: Extract the fundamental voltage component sequence from the instantaneous output voltage sequence of the generator, and perform zero-crossing detection on the fundamental voltage component sequence to obtain the voltage zero-crossing time sequence; Calculate the time interval sequence between adjacent zero-crossing moments based on the voltage zero-crossing moment sequence, and calculate the voltage frequency value sequence based on the time interval sequence; The moment when three consecutive frequency values ​​in the voltage frequency value sequence first fall within the rated frequency fluctuation band is taken as the voltage stability establishment moment, and the time difference between the voltage stability establishment moment and the start-up moment of the starter motor is calculated as the voltage establishment time characteristic value.

8. The generator operating status real-time monitoring and control system according to claim 1, characterized in that, The step of inputting the start-up acceleration feature value and voltage settling time feature value into the operating condition scenario updater to obtain the updated operating condition scenario code includes: The starting acceleration feature value is compared with the preset upper threshold and lower threshold for acceleration qualification to generate an acceleration qualification flag bit; The voltage establishment time characteristic value is compared with the preset establishment time qualified upper threshold and establishment time qualified lower threshold to generate an establishment time qualified flag bit; The acceleration qualification flag and the establishment time qualification flag are combined into a two-digit status code. The current working condition scenario code and the two-digit status code are used as input to query the working condition scenario transition status table to obtain the updated working condition scenario code.

9. The generator operating status real-time monitoring and control system according to claim 1, characterized in that, The step of retrieving the corrected excitation current value and corrected throttle opening value from the start-up parameter mapping table based on the updated operating condition scenario code includes: Using the updated operating condition scenario code as the row index, query the corresponding reference excitation current value and reference throttle opening value in the start-up parameter mapping table; Obtain the real-time speed value at the moment the generator starts up, and calculate the absolute value of the speed deviation between the real-time speed value and the target speed value; Based on the deviation range in which the absolute value of the speed deviation lies, extract the corresponding excitation current deviation correction coefficient and throttle opening deviation correction coefficient from the deviation correction coefficient table; The corrected excitation current value is obtained by multiplying the reference excitation current value by the excitation current deviation correction coefficient; the corrected throttle opening value is obtained by multiplying the reference throttle opening value by the throttle opening deviation correction coefficient.

10. A generator operating status real-time monitoring and control system according to claim 1, characterized in that, The system includes: The data acquisition module is used to acquire the generator load active power value and current speed value in real time after the generator enters steady-state operation, extract the corresponding expected speed value from the load-speed mapping table according to the load active power value, and calculate the speed difference between the current speed value and the expected speed value. The adjustment and calculation module has a built-in integral separation type speed regulator, which is used to receive the speed difference, determine whether the absolute value of the speed difference is greater than a preset integral separation threshold, if it is greater than the preset integral separation threshold, only the proportional regulation channel and the derivative regulation channel are activated, if it is less than or equal to the preset integral separation threshold, the proportional regulation channel, the integral regulation channel and the derivative regulation channel are activated, and the excitation regulation amount and the throttle regulation amount are output.

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