A high-pole aviation electric fuel pump mixing control method and device

Abstract

The present invention provides a method and device for hybrid control of a high-voltage electric fuel pump for aviation. The method comprises: obtaining a command speed of the high-voltage electric fuel pump for aviation, determining the deviation between the command speed and the actual speed, determining the motor speed adjustment direction based on the deviation, and determining whether the control strategy needs to be adjusted based on the current control strategy, actual speed, command speed, and adjustment direction of the high-voltage electric fuel pump for aviation. The method avoids the risk of vector control loss of control caused by a one-beat lag of the high-voltage electric fuel pump at high speeds; the control strategy has low dependence on motor model parameters, low utilization of digital signal processor computing and control resources, and strong implementability; and the method hardly increases the hardware volume and weight of the electric fuel pump. The method is suitable for controlling electric fuel pumps with high rated speeds and is more conducive to improving the power-to-weight ratio of the electric fuel pump.

Description

Technical Field

[0001] The present invention belongs to a fuel control and regulation system, and in particular relates to a high-pole aviation electric fuel pump mixing control method and device. Background Art

[0002] In recent years, there has been a surge of international research into more-electric and hybrid-electric aircraft engine technology, with varying degrees of research conducted on key components. The aircraft engine fuel pump control system, with its core architecture based on an electric fuel pump, is a key component in the development of more-electric and hybrid-electric engines and is considered by the industry to be a significant evolution in aircraft engine fuel control systems.

[0003] The electric fuel pump is a core component of the fuel pump control system. A high power-to-weight ratio is a key performance characteristic of fuel pump control systems, requiring electric fuel pumps to be designed with this approach. To achieve this, high-speed, high-power-density permanent magnet brushless DC (PBLD) / permanent magnet synchronous (PMSY) motors are often used in electric fuel pump motor designs. Using a high pole-to-slot ratio to reduce cogging torque improves control accuracy for these motors, but this results in a higher pole count. The rated speed of an electric fuel pump can reach 20,000 RPM. When the pole count is 10, the electrical speed reaches 100,000 RPM, making driver design extremely challenging. 100,000 RPM corresponds to an electrical speed of 1666.6 Hz, which reduces the carrier-to-frequency ratio in vector control. This one-beat lag significantly impacts high-speed motor operation and can even lead to speed oscillation and instability.

[0004] In response to this, people currently use two approaches to solve the problem: (1) Apply model predictive control, double sampling double update, hysteresis compensation and other methods to alleviate the impact of one-shot lag, but this strategy requires high accuracy of motor parameters. In actual operation, parameters such as motor resistance and inductance are time-varying variables, resulting in a decrease in the control accuracy of the control algorithm modeled with fixed parameters; on the other hand, the implementation of complex control algorithms places higher demands on the DSP's computing and control resources, increasing the difficulty of implementing vector control algorithms, or even making them impossible to implement. (2) Increase the carrier frequency and carrier frequency ratio. This strategy is a hardware solution strategy. The increase in carrier frequency will significantly increase the switching loss of the inverter, put more stringent requirements on the heat dissipation of the driver, reduce the efficiency of the motor driver, increase the volume and weight of the radiator, and affect the power-to-weight ratio of the electric fuel pump; in addition, the increase in carrier frequency reduces the modulation ratio, which may cause the motor to fail to reach the rated speed. Summary of the Invention

[0005] The present invention provides a high-pole hybrid control method and device for an aviation electric fuel pump, which realizes high-precision control of the electric fuel pump in the full speed range.

[0006] A first aspect of the present invention provides a high-pole hybrid control method for an aviation electric fuel pump, comprising:

[0007] S1. Obtain the command speed of the aviation electric fuel pump from the high-voltage terminal, determine the deviation between the command speed and the actual speed, and determine the motor speed adjustment direction based on the deviation. The adjustment direction includes: positive adjustment and negative adjustment;

[0008] S2. When the current control strategy of the high-pole aviation electric fuel pump is six-step commutation control, when the adjustment direction is negative adjustment and the lower boundary of the hysteresis speed region is between the actual speed and the command speed, the non-commutation phase current value in the six-step commutation control is extracted in real time, and the real-time torque of the motor is calculated according to the calculation method of the electromagnetic torque of the motor in the six-step commutation control. The high-frequency component in the real-time torque is filtered out by a low-pass filter to obtain the real-time electromagnetic torque Te; when the actual speed is less than the lower boundary of the hysteresis speed region, the current value Iq of the quadrature-axis current loop in the vector control strategy is calculated according to the real-time electromagnetic torque Te and the calculation method of the electromagnetic torque of the motor in the vector control, and is used as the initial command value Iq of the quadrature-axis current loop in the vector control strategy when the control strategy is switched; thus, the current strategy is switched from six-step commutation control to vector control;

[0009] S3. When the current control strategy of the high-pole aviation electric fuel pump is vector control, when the adjustment direction is forward adjustment and the upper boundary of the hysteresis speed area is between the actual speed and the command speed, the current value Iq of the quadrature-axis current loop in the vector control strategy is obtained, and the real-time torque of the motor is calculated according to the calculation method of the electromagnetic torque of the motor in the vector control. A low-pass filter is used to filter out the high-frequency components in the real-time torque to obtain the real-time electromagnetic torque Te; when the actual speed is greater than the upper boundary of the hysteresis speed area, the motor current value is calculated according to the real-time electromagnetic torque Te and the calculation method of the electromagnetic torque of the motor in the six-step commutation control, and is used as the initial command value of the current loop in the six-step commutation control strategy when the control strategy is switched; thus, the current control strategy is switched from vector control to six-step commutation control.

[0010] Optionally, the method further includes:

[0011] When the current control strategy of the high-voltage aviation electric fuel pump is six-step commutation control, when the adjustment direction is forward adjustment, the current control strategy remains unchanged;

[0012] When the current control strategy for the aviation electric fuel pump at the high pole is six-step commutation control, if the adjustment direction is negative but the command speed is higher than the lower limit of the hysteresis speed area, the current control strategy remains unchanged;

[0013] When the current control strategy of the aviation electric fuel pump at the high pole is vector control, when the adjustment direction is negative adjustment, the current control strategy remains unchanged;

[0014] When the current control strategy of the aviation electric fuel pump at the high pole is vector control, when the adjustment direction is forward adjustment, but the command speed is less than the upper boundary of the hysteresis speed area, the current control strategy remains unchanged.

[0015] Optionally, the hysteresis speed region is [Low%, High%] with the high pole being the rated speed of the aviation electric fuel pump.

[0016] Optional, Low is 49, High is 51.

[0017] Optionally, the low-pass filter is a second-order IIR low-pass filter, the time domain sampling rate fs is 20 kHz, and the cutoff frequency fh is 1 kHz.

[0018] Optionally, when the current high-pole control strategy for the aviation electric fuel pump is six-step commutation control, the actual speed is obtained by differential calculation of the orthogonal encoder position signal, and a fractional multiple of the Hall commutation period is used as the motor speed adjustment period.

[0019] A second aspect of the present invention provides a high-pole-pair aviation electric fuel pump mixing control device, the device comprising: a judgment module and a switching module;

[0020] The judgment module is used to obtain the command speed of the aircraft electric fuel pump from the high pole, determine the deviation between the command speed and the actual speed, and determine the motor speed adjustment direction based on the deviation. The adjustment direction includes: positive adjustment and negative adjustment;

[0021] A switching module is used to extract the non-commutated phase current value in the six-step commutation control in real time when the current control strategy of the high-pole aviation electric fuel pump is six-step commutation control, when the adjustment direction is negative adjustment and the lower boundary of the hysteresis speed region is between the actual speed and the command speed, calculate the real-time torque of the motor according to the calculation method of the electromagnetic torque of the motor in the six-step commutation control, and use a low-pass filter to filter out the high-frequency components in the real-time torque to obtain the real-time electromagnetic torque Te; when the actual speed is less than the lower boundary of the hysteresis speed region, calculate the current value Iq of the quadrature-axis current loop in the vector control strategy according to the real-time electromagnetic torque Te and the calculation method of the electromagnetic torque of the motor in the vector control, and use it as the initial command value Iq of the quadrature-axis current loop in the vector control strategy when the control strategy is switched, thereby realizing the switching of the current control strategy from six-step commutation control to vector control;

[0022] The switching module is also used to obtain the current value Iq of the quadrature axis current loop in the vector control strategy when the current control strategy of the high-pole aviation electric fuel pump is vector control, when the adjustment direction is forward adjustment, and the upper boundary of the hysteresis speed area is between the actual speed and the command speed, and calculate the real-time torque of the motor according to the calculation method of the electromagnetic torque of the motor in the vector control, and use a low-pass filter to filter out the high-frequency components in the real-time torque to obtain the real-time electromagnetic torque Te; when the actual speed is greater than the upper boundary of the hysteresis speed area, the motor current value is calculated according to the real-time electromagnetic torque Te and the calculation method of the electromagnetic torque of the motor in the six-step commutation control, as the initial instruction value of the current loop in the six-step commutation control strategy when the control strategy is switched; realize the switching of the current control strategy from vector control to six-step commutation control.

[0023] Optionally, for a high-pole-pair aviation electric fuel pump, the high-pole-pair aviation electric fuel pump includes: a high-pole-pair permanent magnet synchronous motor and a high-pole-pair permanent magnet synchronous motor driver; the high-pole-pair permanent magnet synchronous motor includes: a Hall sensor and an orthogonal encoder; the device also includes: a motor position and speed measurement module;

[0024] The orthogonal encoder is connected to the motor position and speed measurement module to send the collected motor rotor position signal to the motor position and speed measurement module. The motor position and speed measurement module is used to obtain the actual speed through differential calculation based on the collected motor rotor position signal when the current high-voltage control strategy for the aviation electric fuel pump is six-step commutation control;

[0025] The high-pole-pair permanent magnet synchronous motor driver is used to obtain the Hall commutation period from the Hall sensor. When the current control strategy of the high-pole-pair aviation electric fuel pump is six-step commutation control, a fractional multiple of the Hall commutation period is used as the motor speed regulation period.

[0026] The present invention provides a high-pole hybrid control method and device for an aviation electric fuel pump, and proposes a high-precision control strategy and implementation device for the electric fuel pump in the full speed range without increasing the carrier frequency; avoids the risk of vector control loss of control caused by a one-beat lag of the electric fuel pump at high speeds; the control strategy has low dependence on motor model parameters, low occupancy rate of digital signal processor computing and control resources, and strong implementability; and hardly increases the hardware volume and weight of the electric fuel pump. The method is suitable for controlling electric fuel pumps with high rated speeds and is more conducive to improving the power-to-weight ratio of the electric fuel pump. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 A schematic diagram of the high-pole aviation electric fuel pump mixing control device provided by the present invention;

[0028] Figure 2 Hall current sensor and I / V conversion;

[0029] Figure 3 Sallen - key filter principle;

[0030] Figure 4 Rotor position signal conditioning. Specific implementation manner

[0031] The following combines the accompanying drawings to specifically explain the high - pole - pair aviation electric fuel pump hybrid control method and device provided by the present invention.

[0032] Combined with Figure 1 To further illustrate the present invention for the high - pole - pair aviation electric fuel pump hybrid control method, this method includes the following steps:

[0033] 1) When compiling the control software, set the hysteresis speed region [Low%, High%] for switching between the vector control and six - step commutation control methods through variable assignment, where Low corresponds to the lower boundary of the hysteresis speed region and High corresponds to the upper boundary;

[0034] 2) The judgment module obtains its commanded speed n from the superior controller of the electric fuel pump through the RS422 communication interface r , combined with the motor position and speed measurement module c to output the actual motor speed n c , calculate the deviation through e = n r - n c , obtain the sign of e through the sign function. If e is positive, the motor speeds up in the positive direction; otherwise, it speeds up in the negative direction.

[0035] 3) During the process of the motor speeding up in the positive direction, and when the current control strategy is six - step commutation control, keep the current control strategy unchanged; if the current control strategy is vector control, and n c < High, keep the vector control strategy unchanged; if it satisfies n c < High and n r > High, then obtain the current value Iq of the quadrature - axis current loop from the Clark and Park transformations f1 in the vector control module, calculate the real - time torque of the motor according to the motor electromagnetic torque Te calculation method Te = 1.5 * P * ψ f * Iq, where P is the number of pole pairs of the motor and ψ f is the rotor magnetic flux of the motor; then filter Te by the low - pass filter to obtain the filtered electromagnetic torque Tem;

[0036] Among them, the form of the low - pass filter is:

[0037] Y(n) = X(n) * B0 + X(n - 1) * B1 + X(n - 2) * B2 + Y(n - 1) * A1 + Y(n - 2) * A2;

[0038] Where, X(n) is the current input of the filter, X(n - 1) is the input of the filter in the previous cycle, X(n - 2) is the input of the filter in the previous two cycles, Y(n) is the output of the filter, Y(n - 1) is the output of the filter in the previous cycle, Y(n - 2) is the output of the filter in the previous two cycles, and A1, A2, B0, B1, B2 are filter coefficients. n is the sampling serial number. It can be understood that the low-pass filter starts to be used from the third sampling cycle.

[0039] The cut-off frequency of the filter fc = 1KHz, the stopband attenuation is -20dB, and the sampling rate is fs = 20KHz. According to the calculation principle of the filter, the five filter coefficients A1, A2, B0, B1, B2 can be determined.

[0040] When n c > High and n r > High, according to Tem and I = Tem / K T , calculate the motor current value I, where K T is the motor torque constant, and use I as the initial command value of the current loop in the six-step commutation control strategy when switching the control strategy;

[0041] 4) During the negative speed regulation process of the motor, if the current control strategy is six-step commutation control and n r > Low, then keep the current control strategy unchanged; if the current control strategy is vector control, then keep the current control strategy unchanged; if n r < Low and n c > Low, extract g1 from the non-commutating phase current to obtain the real-time current I, calculate the real-time torque of the motor through Te = K T * I, and then filter Te by the low-pass filter described in step 3) to obtain the filtered electromagnetic torque Tem; when n r < Low and n c < Low, calculate the current value Iq of the quadrature-axis current loop in the vector control strategy through Iq = Tem / (1.5 * P * ψ f ), and use it as the initial command value of the quadrature-axis current Iq of the current control loop f in the vector control strategy when switching the control strategy; where P is the number of pole pairs of the motor and ψ f is the motor magnetic flux.

[0042] Furthermore, in the high pole pair aero-electric fuel pump hybrid control method, the differential method used to calculate the actual speed of the motor is: the differential step size Td = 20 * Ts, where Ts is the carrier period. Denote the motor rotor position at time k as θ(k) and the motor rotor position at time k + 1 as θ(k + 1), then the real-time speed n of the motor c = (θ(k + 1) - θ(k)) / Td; k is the sampling time.

[0043] Furthermore, when the six-step commutation control is applied to the motor control in the hybrid control method of the high-pole aviation electric fuel pump, in order to improve the motor speed control accuracy, the control strategy used by the speed loop is: when the Hall position signal changes, the motor is commutated and controlled, and a decimal multiple of the Hall commutation period is used as the motor speed adjustment period.

[0044] like Figure 1 As shown, a high-pole aviation electric fuel pump mixing control device, the device at least includes:

[0045] The high-pole-pair permanent magnet synchronous motor includes sensor terminal a1, quadrature encoder a2, Hall sensor a3, and high-power terminal a4. The quadrature encoder a2 and Hall sensor a3 are integrated into the electromagnetic encoder, which is deployed at the end of the high-pole-pair permanent magnet synchronous motor, approximately 2 mm away from the sensing magnet mounted on the end of the motor rotor. The electromagnetic encoder senses and interprets the motor rotor position, converting it into quadrature encoding and Hall sensor signals. The quadrature encoder a2 and Hall sensor a3 are interconnected to sensor terminal a1 via connecting wires. The high-power terminal a4 is interconnected to the motor driver's high-power terminal h3 for power output via a power cable to drive the motor.

[0046] ——High-pole-pair permanent magnet synchronous motor driver, including the deployment and implementation of motor phase current acquisition and processing module b, motor position and speed measurement module c, judgment module d, switching module e, vector control module f, six-step commutation control module g, and inverter module h. Each module is implemented by corresponding hardware and software and integrated into the driver chassis.

[0047] The motor phase current acquisition and processing module includes the Hall current sensor b1, I / V conversion b2, Sallen-key filtering b3, high-speed A / D b4, sampling quantization b5, and phase current calculation b6. It is used to monitor the three-phase current of the motor in real time for use by the control module. The principle of the Hall current sensor b1 and the I / V conversion b2 corresponds to Figure 2 The Hall current sensor b1 uses a high-precision through-hole Hall current sensor (U34, LA150P model sensor can be used) with a transformation ratio of 1000:1. The power connection cable between the high-power terminal h3 and the high-power terminal a4 passes through the opening of the sensor to convert the high-current signal into a low-current signal with a rated value of 150mA. The I / V conversion b2 is achieved by connecting two 25Ω power resistors (R55 and R56, packaged in 2512 standard) in parallel. One end of the resistor is connected to the output terminal of the sensor, and the other end is connected to the analog ground (AGND).

[0048] See the principle of Sallen-key filter b3 Figure 3The voltage signal output by I / V converter b2 is first quickly limited by two Schottky diodes D7 (model BAT54S, SOT package) to prevent damage to subsequent circuits caused by static electricity or current surges coupled from the space or I / O interface. It is then filtered by a second-order active Sallen-Key filter consisting of resistors R42, capacitors C94, R43, C95, and operational amplifier U18B (model LT1631CS). The filter parameters are adjusted using resistors and capacitors. Resistors R44 and R45 are used to further amplify and condition the voltage signal. High-speed A / D converter b4 implements high-speed sampling and quantization of the analog voltage signal. The quantized results are then used by phase current calculator b6 to determine the motor phase current.

[0049] ——Motor position and speed measurement module, including rotor position signal conditioning c1, QEP (quadrature encoder pulse counting) and CAP (capture) monitoring c2, rotor position solution c3, speed differential operation c4. The principle of rotor position signal conditioning c1 corresponds to Figure 4 , the rotor position signal conditioning c1 is connected to the sensor terminal a1 through the connecting cable, and the received digital signal (for example, Figure 4 The encoding signals A, B, Z, and I of the quadrature encoder are first pulled up through resistors R1-R4 to ensure that their initial state is stable. Then, they are electrically isolated from the motor system by the electromagnetic isolation chip U1 (for example, model ADuM140D1BRWZ) to improve the anti-interference performance of the weak current system. They are then filtered by a first-order RC filter composed of resistors R6-R9 and capacitors C7-C10 to simulate position signal jitter or error. The quadrature encoding signal output by the rotor position signal conditioning c1 is transmitted to the QEP interface of the QEP and CAP monitoring c2. The internal QEP controller performs rotor position conversion, and the Hall position signal is input to the CAP interface, which submits an interrupt request to the DSP ( Figure 4 This only illustrates the conditioning of the orthogonal encoding signal; the rotor position calculation C3 reads the register value by the QEP and calculates it into the motor position signal; the speed differential operation C4 is a software algorithm, the principle of which refers to the motor speed differential calculation method in the high-pole hybrid control method for aviation electric fuel pumps.

[0050] The judgment module includes a judgment module d, which obtains the motor command speed from the host computer, obtains the actual motor speed through the speed differential operation c4, and obtains the hysteresis interval from the internal variables of the processor. It calculates the motor speed adjustment direction and control method based on step 2 of the hybrid control method for aviation electric fuel pumps of the high-pole pair for use by other modules.

[0051] The switching module, which includes electromagnetic torque calculation (e1) for vector control, electromagnetic torque filtering (e2) for vector control, initial current command value inversion (e3) for six-step commutation control, electromagnetic torque calculation (e4) for six-step commutation control, electromagnetic torque filtering (e5) for six-step commutation control, and initial Iq command value inversion (e6) for vector control, is used to smoothly switch between vector and six-step commutation control methods during motor speed control. Each module is implemented using a high-pole hybrid control method for aviation electric fuel pumps.

[0052] ——Vector control module, including Clark, Park transformation f1, speed control loop f2, current control loop f3, SVPWM algorithm f4, Clark, Park transformation f1 receives the motor position output by rotor position solution c3 and the motor phase current output by phase current calculation b6, and converts the motor phase current into Id and Iq current according to the Clark and Park calculation principle, which is input to the current control loop f3 as the feedback value of the current loop. The speed control loop f2 obtains the command speed through the host computer, obtains the actual motor speed by the speed differential operation c4, performs real-time closed-loop control on the motor speed, and outputs the Iq command to the current control loop f3. The Id command in the current control loop f3 is always equal to zero. The initial value of the Iq command of the current control loop f3 is obtained by back-calculating the initial value of the Iq command under the vector control method e6. The current control loop f3 outputs Uα and Uβ signals (such as Figure 1 The SVPWM algorithm f4 then combines the motor position output by the rotor position solution c3 to perform SVPWM calculations, and the resulting PWM signal is output to the gate driver h1.

[0053] ——Six-step commutation control module, including non-commutation phase current extraction g1, speed control loop g2, commutation control g3, current control loop g4, and PWM algorithm g5. The non-commutation phase current extraction g1 obtains the motor current value by the phase current calculation b6, and determines the non-commutation phase current in combination with the commutation table. On the one hand, it serves as the feedback value of the current loop, and on the other hand, it is output to the electromagnetic torque calculation e4 under the six-step commutation control method, which performs switching calculation; the speed control loop g2 obtains the command speed from the upper computer, and the speed differential operation c4 obtains the actual motor speed. The speed control is implemented in each carrier cycle, and the control result is output to the current control loop g4 as the current command; the current control loop g4 performs current loop control based on the current command and the actual current value, and its initial command value is obtained by the current command initial value inverse calculation e3 under the six-step commutation control method; the duty cycle output by the current control loop g4 is input to the PWM algorithm g5, and is converted into a PWM signal by the PWM algorithm g5 and output to the gate driver h1.

[0054] --Inverter module, including gate driver h1, MOSFET device h2, and high-power terminal h3. Gate driver h1 receives PWM signals, converts them into drive signals for the upper and lower bridges, and inputs them into the gate of MOSFET device h2 to control MOSFET device h2 to operate as required; under the drive of gate driver h1, MOSFET device h2 outputs a voltage duty cycle signal, which is connected to the high-power terminal h3 through the center of the inverter bridge arm, and then output to the high-power terminal a4 of the high-pole permanent magnet synchronous motor through a high-power cable.

[0055] ——Fuel pump: The present invention selects a fixed-displacement gear pump, which is interconnected with a high-pole-pair permanent magnet synchronous motor through a coupling to achieve fuel flow regulation.

[0056] The hysteresis region is the high pole of [Low%, High%] versus the rated speed of the aviation electric fuel pump.

[0057] Among them, Low is 49 and High is 51.

[0058] Among them, in the vector control and six-step commutation control methods, the actual speed of the motor is obtained by differential calculation of the orthogonal encoder position signal.

[0059] The method further comprises:

[0060] Furthermore, the high-power terminal h3 of the inverter module is deployed on the motor driver.

[0061] The high-power terminal a4 on the high-pole-pair permanent magnet synchronous motor is connected to the high-power terminal h3 of the inverter module through a high-power cable and a connector.

[0062] Furthermore, the Hall sensor a3 and the orthogonal encoder a2 are deployed at the end of the high-pole pair permanent magnet synchronous motor, sensing the position of the permanent magnet embedded in the end of the motor shaft, converting the position signal into Hall and orthogonal encoding signals, and outputting the signal to the sensor terminal a1 through the connecting cable, and then transmitting it from the sensor terminal to the rotor signal conditioning c1 through the connecting cable.

[0063] Furthermore, the connection cable between the high power terminal h3 and the high power terminal a4 passes through the Hall current sensor b1.

[0064] Furthermore, the phase current output by the phase current calculation b6 is transmitted to the Clark and Park transformation f1 and the non-commutated phase current extraction g1 in a variable assignment manner.

[0065] Furthermore, the rotor position solver c3 outputs the rotor position θ to the Clark and Park transform f1 and the SVPWM algorithm f4 through variable assignment, and outputs the HALL position to the commutation control g3.

[0066] Furthermore, the speed differential operation C4 outputs the motor speed in the form of variable assignment to the judgment module D, the speed control loop F2 in the vector control module, and the speed control G2 in the six-step commutation control module.

[0067] Furthermore, under the six-step commutation control method, the initial current value output by the current command initial value backcalculation e3 is transmitted to the current control loop g4 of the six-step commutation control module in a variable assignment manner.

[0068] Furthermore, under the vector control method, the initial current value output by the Iq command initial value backcalculation e6 is transmitted to the current control loop f3 of the vector control module in a variable assignment manner.

[0069] Furthermore, Iq under the vector control method obtained by Clark and Park transformation f1 is transmitted to the electromagnetic torque calculation e2 under the vector control method of the switching module in the form of variable assignment.

[0070] Furthermore, the non-commutated phase current extraction g1 is transmitted to the electromagnetic torque calculation e4 under the six-step commutation control method of the switching module in a variable assignment manner.

[0071] Furthermore, the PWM signal output by the SVPWM algorithm f4 is transmitted to the inverter gate driver h1 through PCB (printed circuit board) traces.

[0072] Furthermore, the PWM signal output by the PWM algorithm g5 is transmitted to the inverter gate driver h1 through PCB (printed circuit board) traces.

Claims

1. A high-pole hybrid control method for an aviation electric fuel pump, characterized in that: include: S1. Obtain the command speed of the aviation electric fuel pump from the high-speed controller, determine the deviation between the command speed and the actual speed, and determine the motor speed adjustment direction based on the deviation. The adjustment direction includes: positive adjustment and negative adjustment; S2. When the current control strategy of the high-pole aviation electric fuel pump is six-step commutation control, when the adjustment direction is negative adjustment and the lower boundary of the hysteresis speed region is between the actual speed and the command speed, the non-commutation phase current value in the six-step commutation control is extracted in real time, and the real-time torque of the motor is calculated according to the calculation method of the electromagnetic torque of the motor in the six-step commutation control. The high-frequency component in the real-time torque is filtered out by a low-pass filter to obtain the real-time electromagnetic torque Te; when the actual speed is less than the lower boundary of the hysteresis speed region, the current value Iq of the quadrature-axis current loop in the vector control strategy is calculated according to the real-time electromagnetic torque Te and the calculation method of the electromagnetic torque of the motor in the vector control, and is used as the initial command value Iq of the quadrature-axis current loop in the vector control strategy when the control strategy is switched; thus, the current strategy is switched from six-step commutation control to vector control; S3. When the current control strategy of the high-pole aviation electric fuel pump is vector control, when the adjustment direction is forward adjustment and the upper boundary of the hysteresis speed area is between the actual speed and the command speed, the current value Iq of the quadrature-axis current loop in the vector control strategy is obtained, and the real-time torque of the motor is calculated according to the calculation method of the electromagnetic torque of the motor in the vector control. A low-pass filter is used to filter out the high-frequency components in the real-time torque to obtain the real-time electromagnetic torque Te; when the actual speed is greater than the upper boundary of the hysteresis speed area, the motor current value is calculated according to the real-time electromagnetic torque Te and the calculation method of the electromagnetic torque of the motor in the six-step commutation control, and is used as the initial command value of the current loop in the six-step commutation control strategy when the control strategy is switched; thus, the current control strategy is switched from vector control to six-step commutation control.

2. The method according to claim 1, characterized in that The method further comprises: When the current control strategy of the high-voltage aviation electric fuel pump is six-step commutation control, when the adjustment direction is forward adjustment, the current control strategy remains unchanged; When the current control strategy for the aviation electric fuel pump at the high pole is six-step commutation control, if the adjustment direction is negative but the command speed is higher than the lower limit of the hysteresis speed area, the current control strategy remains unchanged; When the current control strategy of the aviation electric fuel pump at the high pole is vector control, when the adjustment direction is negative adjustment, the current control strategy remains unchanged; When the current control strategy of the aviation electric fuel pump at the high pole is vector control, when the adjustment direction is forward adjustment, but the command speed is less than the upper boundary of the hysteresis speed area, the current control strategy remains unchanged.

3. The method according to claim 1, characterized in that The hysteresis speed range is [Low%, High%] and the high pole is the rated speed of the aviation electric fuel pump.

4. The method according to claim 3, characterized in that The Low is 49 and the High is 51.

5. The method according to claim 1, wherein The low-pass filter is a second-order IIR low-pass filter with a time domain sampling rate fs of 20 kHz and a cutoff frequency fh of 1 kHz.

6. The method according to claim 1, characterized in that When the current high-voltage control strategy for the aviation electric fuel pump is six-step commutation control, the actual speed is obtained by differential calculation of the orthogonal encoder position signal, and a fractional multiple of the Hall commutation period is used as the motor speed adjustment period.

7. A high-pole aviation electric fuel pump mixing control device, characterized in that: The device includes: a judgment module and a switching module; The judgment module is used to obtain the command speed of the aircraft electric fuel pump from the high-voltage pole, determine the deviation between the command speed and the actual speed, and determine the motor speed adjustment direction based on the deviation. The adjustment direction includes: positive adjustment and negative adjustment; A switching module is used to extract the non-commutated phase current value in the six-step commutation control in real time when the current control strategy of the high-pole aviation electric fuel pump is six-step commutation control, when the adjustment direction is negative adjustment and the lower boundary of the hysteresis speed region is between the actual speed and the command speed, calculate the real-time torque of the motor according to the calculation method of the electromagnetic torque of the motor in the six-step commutation control, and use a low-pass filter to filter out the high-frequency components in the real-time torque to obtain the real-time electromagnetic torque Te; when the actual speed is less than the lower boundary of the hysteresis speed region, calculate the current value Iq of the quadrature-axis current loop in the vector control strategy according to the real-time electromagnetic torque Te and the calculation method of the electromagnetic torque of the motor in the vector control, and use it as the initial command value Iq of the quadrature-axis current loop in the vector control strategy when the control strategy is switched, thereby realizing the switching of the current control strategy from six-step commutation control to vector control; The switching module is also used to obtain the current value Iq of the quadrature axis current loop in the vector control strategy when the current control strategy of the high-pole aviation electric fuel pump is vector control, when the adjustment direction is forward adjustment, and the upper boundary of the hysteresis speed area is between the actual speed and the command speed, calculate the real-time torque of the motor according to the calculation method of the motor electromagnetic torque in the vector control, and use a low-pass filter to filter out the high-frequency components in the real-time torque to obtain the real-time electromagnetic torque Te; when the actual speed is greater than the upper boundary of the hysteresis speed area, calculate the motor current value according to the real-time electromagnetic torque Te and the calculation method of the motor electromagnetic torque in the six-step commutation control, as the initial instruction value of the current loop in the six-step commutation control strategy when the control strategy is switched, so as to realize the switching of the current control strategy from vector control to six-step commutation control.

8. The device according to claim 7, characterized in that Used for a high-pole-pair aviation electric fuel pump, the high-pole-pair aviation electric fuel pump includes: a high-pole-pair permanent magnet synchronous motor and a high-pole-pair permanent magnet synchronous motor driver; the high-pole-pair permanent magnet synchronous motor includes: a Hall sensor and an orthogonal encoder; the device also includes: a motor position and speed measurement module; The orthogonal encoder is connected to the motor position and speed measurement module to send the collected motor rotor position signal to the motor position and speed measurement module. The motor position and speed measurement module is used to obtain the actual speed through differential calculation based on the collected motor rotor position signal when the current high-voltage control strategy for the aviation electric fuel pump is six-step commutation control; The high-pole-pair permanent magnet synchronous motor driver is used to obtain the Hall commutation period from the Hall sensor. When the current control strategy of the high-pole-pair aviation electric fuel pump is six-step commutation control, a fractional multiple of the Hall commutation period is used as the motor speed regulation period.

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