CN111900909B - Control method of airplane starting and generating integrated motor - Google Patents
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- 230000007704 transition Effects 0.000 claims abstract description 15
- 238000010248 power generation Methods 0.000 claims abstract description 12
- 238000006243 chemical reaction Methods 0.000 claims abstract description 11
- 238000011217 control strategy Methods 0.000 claims abstract description 7
- 230000001360 synchronised effect Effects 0.000 claims abstract description 4
- 230000009466 transformation Effects 0.000 claims description 12
- 230000008859 change Effects 0.000 claims description 4
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- 230000005611 electricity Effects 0.000 claims description 3
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- 230000005284 excitation Effects 0.000 description 2
- 230000004907 flux Effects 0.000 description 2
- 238000004088 simulation Methods 0.000 description 2
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- 210000000078 claw Anatomy 0.000 description 1
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
- H02P21/22—Current control, e.g. using a current control loop
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
- H02P9/02—Details of the control
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
- H02P9/14—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field
- H02P9/26—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices
- H02P9/30—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices using semiconductor devices
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P2101/00—Special adaptation of control arrangements for generators
- H02P2101/30—Special adaptation of control arrangements for generators for aircraft
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Abstract
The application belongs to the technical field of aircraft correlation, and particularly relates to a control method of an aircraft starting integrated motor, which comprises the following steps: in the start mode, the coordinates of the current are first changed S1. The current waveform under the natural coordinate system is converted into a synchronous rotating shaft, and the measured value is compared with the reference value at the moment, and then the error-free adjustment can be realized through the PI controller. And S2, SG transition control comprises control of ground power connection and disconnection, conversion of a closed-loop control strategy and connection and disconnection of a load switch of the equipment. S3, in the power generation mode, the maximum dc voltage output by the SG is limited by the bus voltage. The invention provides a set of complete control strategies for the aircraft starting and generating integrated motor, which can ensure that the SG provides enough kinetic energy when an aircraft engine is started, can also ensure the safety of transition conversion, can be smoothly switched to a generating mode, provides high-quality electric energy for the whole aircraft, and provides technical support for the application of the starting and generating integrated motor to multi-electric aircraft and all-electric aircraft.
Description
Technical Field
The application belongs to the technical field of aircraft correlation, and particularly relates to a control method of an aircraft starting integrated motor.
Background
In order to meet the increasing demand of power load, reduce Aircraft emission, improve fuel economy, reduce the total cost of a system, adapt to the development of the aerospace industry, the concept of a multi-electrical Aircraft (MEA) is provided at home and abroad. A starter-generator (SG) is one of the key subsystems of the MEA, and in a start mode the SG can be used to start the engine or auxiliary power unit, and in a generate mode the SG operates as a generator to provide electrical power for the entire engine. The continuous increase in the capacities of electronic systems and power conversion electronics in recent decades provides conditions for the electric starting of engines.
The SG as an integrated unit can still be realized by using a model based on a three-stage generator system architecture, and includes three independent brushless generators, i.e., a permanent magnet generator, a Main Exciter (ME), and a Main Generator (MG). In start mode, the dc bus of the Main Exciter (ME) excitation source is powered by the on-board dc supply, and the ME stator windings are powered by the excitation supply, forming a rotating magnetic field. The rotor current of the induction ME is rectified by a rotating rectifier and then fed to the field winding (MG) of the main generator. The power generation mode can be developed by taking the basis of the working mode of the existing civil aircraft and military aircraft as reference.
The complete starting integrated motor SG is researched in the field of automobiles, for example, CN 108845254A IBSG starting integrated motor system rack, test method and device, and CN 108964306A claw pole and rotor for 48V starting integrated motor. And its application to airplanes has not been explored. CN 208401697U is a starting and power generating integrated device for unmanned aerial vehicles, and is not researched on a specific starting and power generating integrated control method aiming at how information data on an airplane are collected and processed. The aircraft environment has more complicated electromagnetic environment and severer working condition than a ground automobile, and the research result of the integrated motor in the automobile field cannot be directly used for reference. At present, researches on SG motor structures, materials and semiconductor devices in the aviation field are more at home and abroad, but the researches on the strategies of starting, transition conversion and power generation control of the whole airplane do not appear.
Disclosure of Invention
In order to overcome the defects in the prior art, the invention provides a control method of an aircraft starting and generating integrated motor, which ensures that an SG provides enough kinetic energy when an aircraft engine is started, can be smoothly switched to a generating mode when being switched and provides high-quality electric energy for the whole aircraft.
In order to achieve the technical effects, the technical scheme of the application is as follows:
a control method of an aircraft starting integrated motor specifically comprises the following steps:
s1, start mode control
In the start-up mode, the current is first subjected to a coordinate change. The current waveform in the natural coordinate system (abc) is converted into a synchronous rotating shaft (dq), and the measured value is compared with a reference value and then adjusted without error through a PI controller. Fig. 1 is a diagram showing a relationship among a stationary abc coordinate system, a stationary α β coordinate system, and a rotating dq coordinate system.
To obtain the variables in the dq coordinate system. Firstly, a variable x in a static abc coordinate system is transformed by Clarke transformation with equal powerabcConverting into a stationary alpha beta coordinate system, and converting variables in the stationary alpha beta coordinate system into a rotating dq coordinate system by utilizing Park conversion to obtain variables xdqThe complete coordinate transformation formula is:
wherein, [ x ]abc]And [ x ]dq]Representing variables in the three-phase stationary abc coordinate system and the two-phase rotating dq coordinate system, respectively. As shown in FIG. 1, the angular velocity θ is ωmt。
Correspondingly, under the condition that variables in the dq coordinate system are changed back to the abc coordinate system, only Park and Clarke inverse transformation are needed, and the specific transformation formula is as follows:
as shown in FIG. 2, a multi-closed-loop proportional-integral (PI) control system is used, in which the rotation speed ω ismAnd voltage E as outer loop control, current as inner loop control:
wherein the proportional-integral coefficient k of the q-axis PI controllersqpAnd k sqi1 and 10, respectively, proportional-integral coefficient k of d-axis PI controllersdpAnd k sdi1 and 10, omega, respectively* mAnd E*Respectively, a rated rotation speed and a rated voltage.
Three-phase current i using formula (1)abcObtaining d-axis current i through coordinate transformationdAnd q-axis current iq，i* dAnd i* qReference values for d-axis current and q-axis current, respectively, further based on the current of the dq coordinate system, error-free regulation can be achieved by using a PI controller:
the obtained d-axis control voltage udAnd q-axis control voltage uqAnd the available formula (2) is inversely transformed back to a natural coordinate system, and the converter is regulated and controlled through the SPWM. Wherein the proportional-integral coefficient k of the PI controlleripAnd kii1.4 and 100 respectively.
In addition, voltage
For closed loop control.
FIG. 2 shows the magnetic flux and inductance of the generator
And L denotes the main generator rated electric power of 64kVA, the pole pair number P of 4 and the rated output line voltage of 110V. From fig. 5, it can be seen that the speed variation of the engine n2 simulates a test chart, and the SG will drive the engine to rotate.
S2 transition mode control
The SG transition control comprises the control of the connection and disconnection of a ground power supply, the conversion of a closed-loop control strategy and the connection and disconnection of a load switch of equipment. A transition control process based on the signal f (k) is established. f (k) is used to specifically control the operation of the multiple-input multiple-output switch in the circuit. FIG. 3 shows a logic diagram of f (k), namely:
after the ground power supply or the storage battery is connected and confirmed, the rotating speed n2 of the high-voltage rotor of the engine is judged to be more than or equal to 57 percent, and SG electromagnetic torque is confirmed to be less than or equal to omegasoffSending a request for allowing the ground power supply to be closed to the airplane power supply system;
after receiving the closing signal, confirming that the SG electromagnetic torque is more than or equal to (0.9-1.0) omegagminThe airplane sends a command of forwarding the electric mode to the SG;
wherein ω issoffAnd ωgminThe electromagnetic torque limits of SG in start mode and generate mode, respectively.
The SG is converted into a power generation mode, after the output voltage is collected by a Hall sensor and stabilized at 270V, a main direct current contactor of the airplane is switched on, power supply to a load is allowed, the specific load power supply determines the switching on of a load end breaker by an airplane system instruction, wherein K1 and K2 are change-over switches.
S3, control of generating mode
In the generating mode, the maximum dc voltage output by the SG is limited by the bus voltage. When the rotation speed is from omegaDCmin～ωDCmaxIn time, the voltage can be adjusted to 270VAC, and the electricity utilization requirement of the airplane is met. But when the rotating speed is less than omegaDCminWhen the output voltage is limited by the maximum output power, and when the rotation speed exceeds omegaDCmaxThe terminal voltage is out of control. The invention selects the minimum limit value of the rotating speed omegaDCminAnd a maximum limit rotation speed omegaDCmax2000rpm and 12000rpm, respectively.
A control structure diagram as shown in fig. 4 was established. In the power generation mode, a voltage and current double closed-loop control system is adopted, wherein a voltage outer loop is improved voltage closed-loop control based on the rotating speed:
wherein the proportional-integral coefficient k of the q-axis PI controllergqpAnd kgqi0.03 and 0.6, d-axis PI controllers, respectivelyProportional-integral coefficient k ofgdpAnd kgdi0.03 and 0.6 respectively.
SG output maximum voltage and current limits Vmax and imaxBy optimizing the controller G on the basis of changes in the speed of rotationtransLimiting the SG terminal voltage within the maximum voltage Vmax, and when the SG voltage is lower than Vmax, GtransThe output is 0; when the SG voltage exceeds Vmax, the output reference current is adjusted to be a negative value-imaxAnd the output quality of the SG voltage is ensured.
The application has the advantages that:
the invention provides a set of complete control strategies for the aircraft starting and generating integrated motor, which can ensure that the SG provides enough kinetic energy when an aircraft engine is started, can also ensure the safety of transition conversion, can be smoothly switched to a generating mode, provides high-quality electric energy for the whole aircraft, and provides technical support for the application of the starting and generating integrated motor to multi-electric aircraft and all-electric aircraft.
Drawings
Fig. 1 is a schematic diagram of the relationship between a stationary abc coordinate system, a stationary α β coordinate system, and a dq coordinate system.
Fig. 2 is a block diagram of the overall control of the starter-alternator.
FIG. 3 is a flow chart of the control logic for transition control f (k).
Fig. 4 is a control diagram for optimizing the power generation mode based on the change in rotation speed.
Fig. 5 is a simulation test chart of the variation of the rotation speed of the engine n 2.
Fig. 6 is a SG output voltage simulation test chart.
Detailed Description
A control method of an aircraft starting integrated motor specifically comprises the following steps:
s1, start mode control
In the start-up mode, the current is first subjected to a coordinate change. The current waveform in the natural coordinate system (abc) is converted into a synchronous rotating shaft (dq), and the measured value is compared with a reference value and then adjusted without error through a PI controller. Fig. 1 is a diagram showing a relationship among a stationary abc coordinate system, a stationary α β coordinate system, and a rotating dq coordinate system.
To obtain the variables in the dq coordinate system. Firstly, a variable x in a static abc coordinate system is transformed by Clarke transformation with equal powerabcConverting into a stationary alpha beta coordinate system, and converting variables in the stationary alpha beta coordinate system into a rotating dq coordinate system by utilizing Park conversion to obtain variables xdqThe complete coordinate transformation formula is:
wherein, [ x ]abc]And [ x ]dq]Representing variables in the three-phase stationary abc coordinate system and the two-phase rotating dq coordinate system, respectively. As shown in FIG. 1, the angular velocity θ is ωmt。
Correspondingly, under the condition that variables in the dq coordinate system are changed back to the abc coordinate system, only Park and Clarke inverse transformation are needed, and the specific transformation formula is as follows:
as shown in FIG. 2, a multi-closed-loop proportional-integral (PI) control system is used, in which the rotation speed ω ismAnd voltage E as outer loop control, current as inner loop control:
wherein the proportional-integral coefficient k of the q-axis PI controllersqpAnd k sqi1 and 10, respectively, proportional-integral coefficient k of d-axis PI controllersdpAnd k sdi1 and 10, omega, respectively* mAnd E*Respectively, a rated rotation speed and a rated voltage.
Three-phase current i using formula (1)abcObtaining d-axis current i through coordinate transformationdAnd q-axis current iq，i* dAnd i* qReference values for d-axis current and q-axis current, respectively, further based on the electrical characteristics of the dq coordinate systemThe flow can be adjusted without error using a PI controller:
the obtained d-axis control voltage udAnd q-axis control voltage uqAnd the available formula (2) is inversely transformed back to a natural coordinate system, and the converter is regulated and controlled through the SPWM. Wherein the proportional-integral coefficient k of the PI controlleripAnd kii1.4 and 100 respectively.
In addition, voltage
For closed loop control.
FIG. 2 shows the magnetic flux and inductance of the generator
And L denotes the main generator rated electric power of 64kVA, the pole pair number P of 4 and the rated output line voltage of 110V. From fig. 5, it can be seen that the speed variation of the engine n2 simulates a test chart, and the SG will drive the engine to rotate.
S2 transition mode control
The SG transition control comprises the control of the connection and disconnection of a ground power supply, the conversion of a closed-loop control strategy and the connection and disconnection of a load switch of equipment. A transition control process based on the signal f (k) is established. f (k) is used to specifically control the operation of the multiple-input multiple-output switch in the circuit. FIG. 3 shows a logic diagram of f (k), namely:
after the ground power supply or the storage battery is connected and confirmed, the rotating speed n2 of the high-voltage rotor of the engine is judged to be more than or equal to 57 percent, and SG electromagnetic torque is confirmed to be less than or equal to omegasoffSending a request for allowing the ground power supply to be closed to the airplane power supply system;
after receiving the closing signal, confirming that the SG electromagnetic torque is more than or equal to (0.9-1.0) omegagminThe airplane sends a command of forwarding the electric mode to the SG;
wherein ω issoffAnd ωgminThe electromagnetic torque limits of SG in start mode and generate mode, respectively.
The SG is converted into a power generation mode, after the output voltage is collected by a Hall sensor and stabilized at 270V, a main direct current contactor of the airplane is switched on, power supply to a load is allowed, the specific load power supply determines the switching on of a load end breaker by an airplane system instruction, wherein K1 and K2 are change-over switches.
S3, control of generating mode
In the generating mode, the maximum dc voltage output by the SG is limited by the bus voltage. When the rotation speed is from omegaDCmin～ωDCmaxIn time, the voltage can be adjusted to 270VAC, and the electricity utilization requirement of the airplane is met. But when the rotating speed is less than omegaDCminWhen the output voltage is limited by the maximum output power, and when the rotation speed exceeds omegaDCmaxThe terminal voltage is out of control. The invention selects the minimum limit value of the rotating speed omegaDCminAnd a maximum limit rotation speed omegaDCmax2000rpm and 12000rpm, respectively.
A control structure diagram as shown in fig. 4 was established. In the power generation mode, a voltage and current double closed-loop control system is adopted, wherein a voltage outer loop is improved voltage closed-loop control based on the rotating speed:
wherein the proportional-integral coefficient k of the q-axis PI controllergqpAnd kgqi0.03 and 0.6, respectively, proportional-integral coefficient k of d-axis PI controllergdpAnd kgdi0.03 and 0.6 respectively.
SG output maximum voltage and current limits Vmax and imaxBy optimizing the controller G on the basis of changes in the speed of rotationtransLimiting the SG terminal voltage within the maximum voltage Vmax, and when the SG voltage is lower than Vmax, GtransThe output is 0; when the SG voltage exceeds Vmax, the output reference current is adjusted to be a negative value-imaxAnd the output quality of the SG voltage is ensured.
The invention provides a set of complete control strategies for the aircraft starting and generating integrated motor, which can ensure that the SG provides enough kinetic energy when an aircraft engine is started, can also ensure the safety of transition conversion, can be smoothly switched to a generating mode, provides high-quality electric energy for the whole aircraft, and provides technical support for the application of the starting and generating integrated motor to multi-electric aircraft and all-electric aircraft.
Claims (2)
1. A control method of an aircraft starting integrated motor is characterized by comprising the following steps: the method specifically comprises the following steps:
s1, start mode control
In a starting mode, firstly, the current needs to be subjected to coordinate change, the current waveform in a natural coordinate system (abc) is converted into a synchronous rotating shaft (dq), and error-free adjustment can be realized through a PI controller after a measured value is compared with a reference value;
s2 transition mode control
The SG transition control comprises the steps of controlling the connection and disconnection of a ground power supply, switching a closed-loop control strategy and the connection and disconnection of a load switch of equipment, establishing a transition control process based on a signal f (k), and f (k) being used for specifically controlling the operation mode of a multi-input multi-output switch in a circuit;
s3, control of generating mode
In the power generation mode, the maximum direct current voltage output by the SG is limited by the bus voltage when the rotating speed is from omegaDCmin～ωDCmaxThe voltage can be adjusted to meet the electricity demand of the airplane, but when the rotating speed is less than omegaDCminWhen the output voltage is limited by the maximum output power, and when the rotation speed exceeds omegaDCmaxWhen the terminal voltage is out of control;
in order to obtain a variable in dq coordinate system in S1, first, a variable x in stationary abc coordinate system is transformed by Clarke transformation with equal powerabcConverting into a stationary alpha beta coordinate system, and converting variables in the stationary alpha beta coordinate system into a rotating dq coordinate system by utilizing Park conversion to obtain variables xdqThe complete coordinate transformation formula is:
wherein, [ x ]abc]And [ x ]dq]Respectively representing three phases staticVariables under the abac coordinate system and the two-phase rotation dq coordinate system;
correspondingly, under the condition that variables in the dq coordinate system are changed back to the abc coordinate system, only Park and Clarke inverse transformation are needed, and the specific transformation formula is as follows:
using a multi-closed-loop proportional-integral PI control system, in which the speed ω ismAnd voltage E as outer loop control, current as inner loop control:
wherein the proportional-integral coefficient k of the q-axis PI controllersqpAnd ksqi1 and 10, respectively, proportional-integral coefficient k of d-axis PI controllersdpAnd ksdi1 and 10, omega, respectively* mAnd E*Rated rotating speed and rated voltage respectively;
three-phase current i using formula (1)abcObtaining d-axis current i through coordinate transformationdAnd q-axis current iq，i* dAnd i* qReference values for d-axis current and q-axis current, respectively, further based on the current of the dq coordinate system, error-free regulation can be achieved by using a PI controller:
the obtained d-axis control voltage udAnd q-axis control voltage uqThe variable converter is regulated and controlled by SPWM under the condition that the variable converter can be reversely transformed into a natural coordinate system by the formula (2), wherein the proportional-integral coefficient k of the PI controlleripAnd kii1.4 and 100, respectively;
in addition, voltage
For closed loop control;
after the ground power supply or the storage battery is connected and confirmed in S2, the rotating speed n2 of the high-pressure rotor of the engine is judged to be more than or equal to 57 percent, and SG electromagnetic torque is confirmed to be less than or equal to omegasoffSending a request for allowing the ground power supply to be closed to the airplane power supply system;
after receiving the closing signal, confirming that the SG electromagnetic torque is more than or equal to (0.9-1.0) omegagminThe airplane sends a command of forwarding the electric mode to the SG;
wherein ω issoffAnd ωgminThe electromagnetic torque limit values of the SG in a starting mode and a generating mode respectively;
the SG is converted into a power generation mode, after the Hall sensor collects the stable preset voltage of the output voltage, the main direct current contactor of the airplane is switched on, power supply to a load is allowed, and the specific load power supply is determined by the instruction of the airplane system to switch on a load end breaker;
in the power generation mode, a voltage and current double closed-loop control system is adopted, wherein a voltage outer loop is improved voltage closed-loop control based on the rotating speed:
wherein the proportional-integral coefficient k of the q-axis PI controllergqpAnd kgqi0.03 and 0.6, respectively, proportional-integral coefficient k of d-axis PI controllergdpAnd kgdi0.03 and 0.6 respectively;
SG output maximum voltage and current limits Vmax and imaxBy optimizing the controller G on the basis of changes in the speed of rotationtransLimiting the SG terminal voltage within the maximum voltage Vmax, and when the SG voltage is lower than Vmax, GtransThe output is 0; when the SG voltage exceeds Vmax, the output reference current is adjusted to be a negative value-imaxAnd the output quality of the SG voltage is ensured.
2. The control method of the aircraft starting integrated motor according to claim 1, characterized in that: obtaining an inner loop of currentReference value
And
and (4) controlling in a mode of formula (4), converting SG into a power generation mode for calculation, and regulating voltage in a closed loop to ensure that the output voltage is stable direct current voltage.
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| CN115441781B (en) * | 2022-08-22 | 2024-07-30 | 陕西航空电气有限责任公司 | Starting function soft exit control method for starting and generating integrated system |
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| CN102287305A (en) * | 2006-03-24 | 2011-12-21 | 通用电气航空系统有限责任公司 | aircraft engine starter/generator and controller |
| CN103872971A (en) * | 2014-03-19 | 2014-06-18 | 北京工业大学 | Square wave combining excitation starter/ electric generator control method |
| CN111900909A (en) * | 2020-06-17 | 2020-11-06 | 成都飞机工业（集团）有限责任公司 | Control method of airplane starting and generating integrated motor |
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| US8264192B2 (en) * | 2009-08-10 | 2012-09-11 | Emerson Climate Technologies, Inc. | Controller and method for transitioning between control angles |
| GR1008117B (en) * | 2012-11-27 | 2014-02-12 | Αριστοτελειο Πανεπιστημιο Θεσσαλονικης-Ειδικος Λογαριασμος Κονδυλιων Ερευνας, | Method for efficiency optimization of a wind generator by controlling the electrical generator |
| CN108063574A (en) * | 2016-11-09 | 2018-05-22 | 密克罗奇普技术公司 | Start the system and method for synchronous motor |
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| CN102287305A (en) * | 2006-03-24 | 2011-12-21 | 通用电气航空系统有限责任公司 | aircraft engine starter/generator and controller |
| US7292003B1 (en) * | 2006-08-10 | 2007-11-06 | Hamilton Sundstrand Corporation | Starter/generator with permanent magnet generator position indicator |
| CN103872971A (en) * | 2014-03-19 | 2014-06-18 | 北京工业大学 | Square wave combining excitation starter/ electric generator control method |
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