A load disturbance suppression device for an electric fuel pump

Abstract

This invention discloses a load disturbance suppression device for an electric fuel pump. The device acquires the phase current of a permanent magnet synchronous motor during operation via a motor phase current measurement module and converts it into digital phase current signals. A motor rotor position and speed measurement module measures the motor rotor position in real time and calculates the rotor speed. A phase current AC-DC conversion module transforms the digital phase current signals into currents iα and iβ in a two-phase stationary coordinate system using Clark transformation, and then performs a Park transformation with the motor rotor position θ to convert currents iα and iβ into a direct-axis current id and a quadrature-axis current iq in a two-phase rotating coordinate system. A control algorithm module, on the one hand, uses the motor command speed and actual electric current... The system performs high-bandwidth closed-loop control of the motor rotor speed, outputting a quadrature-axis voltage Uq. Simultaneously, using zero direct-axis current as a command, it performs direct-axis current closed-loop control with feedback using direct-axis current id, outputting a direct-axis voltage Ud. The space vector control module converts the direct-axis voltage Ud and quadrature-axis voltage Uq into voltages Uα and Uβ in a two-phase stationary coordinate system through inverse Park transformation. The space vector control algorithm then converts Uα and Uβ into the PWM duty cycle of the motor's three-phase switches and transmits this information to the power drive module. The power drive module, based on the PWM duty cycle output by the space vector control module, drives its internal power devices to convert DC bus power to AC power for the motor phases. This invention solves the problems of reduced environmental adaptability of the fuel system and low electromagnetic compatibility and electrical airworthiness of existing load disturbance suppression methods.

Description

Technical Field

[0001] This invention relates to, but is not limited to, the field of aircraft engine fuel control technology, and particularly to a load disturbance suppression device for an electric fuel pump. Background Technology

[0002] In recent years, multi-electric / hybrid electric aero-engine technology has sparked a research boom internationally, with researchers conducting studies on its key components to varying degrees. The aero-engine fuel pump control system, with its core architecture based on an electric fuel pump, is one of the key components in the development of multi-electric / hybrid electric engines and is considered by the industry as a major revolution in aero-engine fuel control systems.

[0003] Load disturbance suppression performance is crucial for aero-engine fuel systems. Existing electric fuel pump systems improve load disturbance suppression performance by increasing the carrier frequency. However, existing methods for improving load disturbance suppression performance have the following problems: First, increasing the carrier frequency increases the switching losses of power electronic devices and the power losses of gate drivers, leading to decreased fuel system efficiency, significantly increased difficulty in temperature rise control, and reduced environmental adaptability of the fuel system. Second, increasing the carrier frequency increases the average electromagnetic radiation energy of the fuel system, reducing its electromagnetic compatibility and electrical airworthiness. Summary of the Invention

[0004] The purpose of this invention is to solve the above-mentioned technical problems. This invention provides a load disturbance suppression device for an electric fuel pump to address the issues that existing load disturbance suppression methods, which improve load disturbance suppression performance by increasing the carrier frequency, lead to decreased fuel system efficiency, significantly increased difficulty in temperature rise control, reduced environmental adaptability of the fuel system, and reduced electromagnetic compatibility and electrical airworthiness of the fuel system due to increased average electromagnetic radiation energy.

[0005] The technical solution of the present invention: The present invention provides a load disturbance suppression device for an electric fuel pump, comprising: a motor phase current measurement module, a motor rotor position and speed measurement module, a phase current AC-DC conversion module, a control algorithm module, a space vector control module, and a power drive module;

[0006] The permanent magnet synchronous motor is connected to the input of the phase current AC-DC converter module via the motor phase current measurement module and the motor rotor position and speed measurement module, respectively. The output of the motor rotor position and speed measurement module is also connected to the control algorithm module and the external host computer. The output of the external host computer and the phase current AC-DC converter module are respectively connected to the control algorithm module. The control algorithm module is connected to the permanent magnet synchronous motor via the space vector control module and the power drive module.

[0007] The motor phase current measurement module is used to collect the phase current during the operation of the permanent magnet synchronous motor and convert it into a phase current digital signal, and then transmit the phase current digital signal to the phase current AC-DC conversion module.

[0008] The motor rotor position and speed measurement module is used to measure the motor rotor position θ in real time, and calculate the motor rotor speed based on the physical relationship between the motor rotor position θ and the angular velocity. The measured motor rotor position is transmitted to the phase current AC-DC conversion module, and the calculated motor rotor speed is transmitted to the control algorithm module and the host computer as feedback of the motor rotor speed.

[0009] The phase current AC-DC conversion module is used to receive the phase current digital signal transmitted by the motor phase current measurement module, and transform the phase current digital signal into currents iα and iβ in a two-phase stationary coordinate system through Clark transformation. It is then combined with the motor rotor position θ transmitted by the motor rotor position and speed measurement module and Park transformation is performed to convert the currents iα and iβ into direct-axis current id and quadrature-axis current iq in a two-phase rotating coordinate system, and then transmitted to the control algorithm module.

[0010] The control algorithm module forms two closed-loop control loops through two sets of input, output, and feedback quantities. In one control loop, high-bandwidth closed-loop control of the motor rotor speed is performed by receiving the motor command speed output from the external host computer and the actual motor rotor speed output from the motor rotor position and speed measurement module, and the quadrature-axis voltage Uq is output. In the other control loop, the direct-axis current is controlled by using the 0 direct-axis current as the command and the direct-axis current id output from the phase current AC-DC conversion module as feedback, and the direct-axis voltage Ud is output. The space vector control module receives the direct-axis voltage Ud and quadrature-axis voltage Uq output from the control algorithm module, and, combined with the motor rotor position θ, converts them into voltages Uα and Uβ in a two-phase stationary coordinate system through inverse Park transformation. The space vector control algorithm then converts Uα and Uβ into the PWM duty cycle of the motor's three-phase switch and transmits them to the power drive module.

[0011] The power drive module is used to drive the operation of its internal power devices according to the PWM duty cycle output by the space vector control module, so as to convert the DC bus power supply to the motor phase AC power.

[0012] Optionally, in the load disturbance suppression device for the electric fuel pump as described above, the motor phase current measurement module includes: a Hall current sensor, an I / V converter, an active filter amplifier, and a synchronous A / D converter and data processor connected in sequence;

[0013] The Hall current sensor is installed by a wire, with the motor phase wire passing through its measurement center hole in the direction indicated by the sensor. The ratio between the primary current and the secondary output current of the Hall current sensor is 1000:1.

[0014] The I / V converter is composed of four 100-ohm resistors connected in parallel;

[0015] The active filter amplifier is a second-order Salley-key low-pass filter. Its bandwidth, passband gain, and stopband attenuation parameters are adjusted by its internal resistors and capacitors. Its passband gain is 3, its stopband attenuation is 40dB, and its bandwidth is 1.2*Bs, where Bs is the bandwidth of the Hall current sensor.

[0016] The synchronous A / D converter and data processor is used to realize the synchronous sampling and conversion of three-phase current signals, and to convert the sampled data into a phase current digital signal by combining the sampling results with the conversion relationship between the phase current.

[0017] Optionally, in the load disturbance suppression device for the electric fuel pump described above, the motor rotor position and speed measurement module includes: a rotary transformer excitation signal generator, a rotary transformer excitation signal conditioner, a rotary transformer, a rotary transformer output signal conditioner, a rotor position solver, and a speed measuring device connected in sequence; and the rotary transformer excitation signal generator is also connected to the rotor position solver; the rotary transformer excitation signal generator is used to emit a sinusoidal signal with a preset frequency and amplitude as an excitation signal;

[0018] The rotary transformer is deployed inside the permanent magnet synchronous motor and rotates synchronously with the motor rotor. It is used to receive excitation signals and output sine differential and cosine differential signals. The rotor position solver calculates the motor rotor position θ based on the relationship between the excitation signal and the sine differential and cosine differential signals output by the rotary transformer.

[0019] The rotary transformer excitation signal conditioner amplifies the sinusoidal signal with preset frequency and amplitude output by the rotary transformer excitation signal generator with high bandwidth power, so that the peak-to-peak value of the output excitation signal is amplified to 12V.

[0020] The rotary transformer output signal conditioner is used to condition the signal output by the rotary transformer into a sinusoidal differential signal and a cosine differential signal with a preset peak value.

[0021] The rotor position solver is used to receive the excitation signal generated by the rotary transformer excitation signal generator and the sine differential and cosine differential signals output by the rotary transformer output signal conditioner, and calculate the motor rotor position θ by the internal decoding algorithm.

[0022] The speed measuring device includes a differentiator, a low-pass filter, and a speed calculator connected in series. The differentiator performs differentiation operations based on the motor's rotor position θ to calculate the motor's rotor angular velocity, which includes high-frequency noise introduced by the differentiation operation. The low-pass filter is a first-order infinite-length impulse response filter with adaptively adjustable cutoff frequency fc = n. r / 60*2*π*1.2, where n r The motor's commanded speed is denoted as ω, and the rotor angular velocity after filtering by a low-pass filter is recorded as ω. The speed calculator calculates the motor's feedback speed in the following way:

[0023] n = ω / (2*π)*60, where n is the actual rotor speed of the motor.

[0024] Optionally, in the load disturbance suppression device for the electric fuel pump described above, the rotary transformer excitation signal conditioner is composed of an active filter bias circuit and a voltage amplifier circuit connected in series.

[0025] The active filter bias circuit is used to superimpose a 2V sinusoidal signal output from the rotary transformer excitation signal generator with a 2.5V DC bias signal, and then perform a second-order active Chebyshev filter on the superimposed signal. The filter parameters are adjusted by resistors and capacitors, the filter stopband attenuation is configured to -40dB, and the cutoff frequency is configured to 50KHz. The voltage amplifier circuit conditions the signal to an excitation signal with a peak value of 6V and a peak-to-peak value of 12V by adjusting the amplification parameters.

[0026] The output signal conditioner of the rotary transformer consists of an electrostatic discharge (ESD) protector, an active filter, and a signal amplifier connected in series. The ESD protector is used to prevent damage to the subsequent circuitry caused by static electricity from the human body during the insertion and removal of the rotary transformer's electrical connector. The active filter is a second-order active Chebyshev filter with DC bias function, and its parameter configuration is consistent with that of the excitation signal conditioner. The signal amplifier is used to condition the 2.6V peak value signal output by the rotary transformer into a 3.2V peak value sine differential and cosine differential signal.

[0027] Optionally, in the load disturbance suppression device for the electric fuel pump described above, the phase current AC-DC conversion module includes: a Clark converter and a Park converter;

[0028] The Clark converter takes the AC phase current digital signal as input and converts the AC current in the three-coordinate system into currents iα and iβ in the two-phase stationary coordinate system through equal amplitude transformation. The Park converter receives the currents iα and iβ in the two-phase stationary coordinate system and performs Park transformation through a Park matrix with the motor rotor position θ as the trigonometric function variable, converting them into direct-axis current id and quadrature-axis current iq. Both id and iq are DC currents. After the two transformations, the three-phase AC current is converted into DC current.

[0029] Optionally, in the load disturbance suppression device of the electric fuel pump as described above, the control algorithm module forms two closed-loop control loops through two sets of input quantities, feedback quantities and output quantities, which respectively include: a motor speed closed-loop control loop and a direct-axis current closed-loop control loop.

[0030] The motor speed closed-loop control circuit uses the motor command speed n r With the actual motor rotor speed n as input, in the motor speed closed-loop control loop, the commanded speed n is first calculated. r The deviation e between the actual rotational speed n and the actual rotational speed n n The deviation is input to the motor speed closed-loop control algorithm unit to calculate the increment ΔUq of the quadrature axis voltage Uq. After performing an integral limiting operation on the increment ΔUq, Uq is output. The absolute value of the limiter is set to the DC bus voltage.

[0031] The direct-axis current closed-loop control loop takes the 0 direct-axis current command and the actual direct-axis current id as inputs. In the direct-axis current closed-loop control loop, the deviation e between the 0 direct-axis current command and the actual current id is first calculated. id The deviation is input to the direct-axis current closed-loop control algorithm unit to calculate the increment ΔUd of the direct-axis voltage Ud. After performing an integral limiting operation on the increment ΔUd, Ud is output. The absolute value of the limiter is set to the DC bus voltage.

[0032] Optionally, in the load disturbance suppression device for the electric fuel pump described above, the control algorithm module includes: a motor speed closed-loop control algorithm unit and a direct-axis current closed-loop control algorithm unit;

[0033] The motor speed closed-loop control algorithm unit is used to control the motor speed based on the motor speed deviation e. n High-bandwidth dynamic control and high-precision steady-state control are performed separately to meet the requirements of high-bandwidth and high-precision steady-state control for motor speed control.

[0034] High-bandwidth dynamic control and high-precision steady-state control are two states of the motor speed closed-loop control algorithm. The dynamic steady-state decision-making mechanism determines whether the algorithm performs high-bandwidth dynamic control or high-precision steady-state control.

[0035] The direct-axis current closed-loop control algorithm unit also adopts a control method that combines dynamic and steady-state control.

[0036] Optionally, in the load disturbance suppression device for the electric fuel pump described above, the space vector control module converts the orthogonal DC voltages Ud and Uq into three-phase AC voltages. The inputs are the orthogonal DC voltages Ud and Uq, and the output is the three-phase AC voltage value, i.e., the PWM duty cycle value.

[0037] Optionally, in the load disturbance suppression device for the electric fuel pump described above, the power drive module includes a gate driver and a power transistor. The gate driver receives a PWM signal and converts it into a power signal for controlling the switching on and off of the power transistor. The power transistor switches on and off under the action of the gate driver to adjust the motor phase voltage and drive the permanent magnet synchronous motor to rotate.

[0038] Optionally, the load disturbance suppression device for the electric fuel pump described above further includes: a communication module;

[0039] The communication module monitors the motor speed command issued by the host computer in real time and uploads the actual speed to the host computer in real time.

[0040] The beneficial effects of this invention: This invention provides a load disturbance suppression device for an electric fuel pump. In this device, a permanent magnet synchronous motor is connected to the input terminal of a phase current AC-DC converter module via a motor phase current measurement module and a motor rotor position and speed measurement module. The output terminal of the motor rotor position and speed measurement module is also connected to a control algorithm module and an external host computer. The output terminals of the external host computer and the phase current AC-DC converter module are respectively connected to the control algorithm module. The control algorithm module is connected to the permanent magnet synchronous motor via a space vector control module and a power drive module. The electric fuel pump load disturbance suppression device provided by this invention has the following beneficial effects:

[0041] 1) The dual-loop cascade control between the motor rotor speed and the quadrature shaft voltage Uq is changed to single-loop control. By controlling the dual-loop to single-loop conversion, the bandwidth of motor speed control is increased, thereby improving the load disturbance suppression performance of the electric fuel pump.

[0042] 3) Enhance the robustness of the aero-engine fuel control system by improving the load disturbance suppression performance of the electric fuel pump;

[0043] 4) It provides a guarantee for the safe operation of aircraft engines.

[0044] In summary, the load disturbance suppression device for the electric fuel pump provided in this embodiment of the invention can improve the load disturbance suppression performance of the electric fuel pump and enhance the fuel control stability of the electric fuel pump without increasing the carrier frequency, i.e. without reducing the environmental adaptability and electromagnetic compatibility of the fuel system, thus laying the foundation for the safe and reliable operation of the aero-engine fuel control system and the engine. Attached Figure Description

[0045] The accompanying drawings are provided to further understand the technical solutions of the present invention and constitute a part of the specification. They are used together with the embodiments of this application to explain the technical solutions of the present invention and do not constitute a limitation on the technical solutions of the present invention.

[0046] Figure 1 This is a schematic diagram of the load disturbance suppression device for an electric fuel pump provided in an embodiment of the present invention;

[0047] Figure 2 A schematic diagram of the structure of the rotary transformer excitation signal conditioner in the load disturbance suppression device of the electric fuel pump provided in an embodiment of the present invention;

[0048] Figure 3 for Figure 2 The schematic diagram of the signal conditioning principle of the rotary transformer excitation signal conditioner provided in the embodiment shown;

[0049] Figure 4 A schematic diagram of the structure of the rotary transformer output signal conditioner in the load disturbance suppression device of the electric fuel pump provided in an embodiment of the present invention;

[0050] Figure 5 for Figure 4 The illustrated embodiment provides a schematic diagram of the signal conditioning principle of the rotary transformer output signal conditioner. Detailed Implementation

[0051] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that, unless otherwise specified, the embodiments and features described in this application can be arbitrarily combined with each other.

[0052] The present invention provides the following specific embodiments, which can be combined with each other. For the same or similar concepts or processes, they may not be described again in some embodiments.

[0053] This invention provides a load disturbance suppression device for an electric fuel pump, the purpose of which is to suppress load disturbances without reducing the environmental adaptability and electromagnetic compatibility of the fuel system, thereby enhancing the operational safety of the fuel system and engine by improving the disturbance suppression performance of the electric fuel pump.

[0054] Figure 1 This is a schematic diagram of the load disturbance suppression device for an electric fuel pump provided in an embodiment of the present invention. Figure 1 As shown, the load disturbance suppression device for the electric fuel pump in this embodiment of the invention includes: a motor phase current measurement module, a motor rotor position and speed measurement module, a phase current AC-DC conversion module, a control algorithm module, a space vector control module, and a power drive module.

[0055] like Figure 1 In the structure of the load disturbance suppression device shown, the permanent magnet synchronous motor is connected to the input terminal of the phase current AC-DC conversion module through the motor phase current measurement module and the motor rotor position and speed measurement module, respectively. The output terminal of the motor rotor position and speed measurement module is also connected to the control algorithm module and the external host computer. The output terminals of the external host computer and the phase current AC-DC conversion module are respectively connected to the control algorithm module. The control algorithm module is connected to the permanent magnet synchronous motor through the space vector control module and the power drive module.

[0056] The motor phase current measurement module in this embodiment of the invention is used to collect the phase current during the operation of the permanent magnet synchronous motor and convert it into a phase current digital signal, and transmit the phase current digital signal to the phase current AC-DC conversion module.

[0057] The motor rotor position and speed measurement module in this embodiment of the invention is used to measure the motor rotor position θ in real time, and calculate the motor rotor speed based on the physical relationship between the motor rotor position θ and the angular velocity. The measured motor rotor position is transmitted to the phase current AC-DC conversion module, and the calculated motor rotor speed is transmitted to the control algorithm module and the host computer as feedback of the motor rotor speed.

[0058] The phase current AC-DC conversion module in this embodiment of the invention is used to receive the phase current digital signal transmitted by the motor phase current measurement module, and transform the phase current digital signal into currents iα and iβ in a two-phase stationary coordinate system through Clark transformation. It is then combined with the motor rotor position θ transmitted by the motor rotor position and speed measurement module and subjected to Park transformation to convert the currents iα and iβ into direct-axis current id and quadrature-axis current iq in a two-phase rotating coordinate system, and transmitted to the control algorithm module.

[0059] In this embodiment of the invention, the control algorithm module has two closed-loop control loops. One control loop receives the motor speed command from an external host computer and the actual motor rotor speed from the motor rotor position and speed measurement module, performing high-bandwidth closed-loop control of the motor rotor speed and outputting a quadrature-axis voltage Uq. The other control loop uses the zero-axis current as the command and the direct-axis current id output from the phase current AC-DC converter module as feedback, performing direct-axis current closed-loop control and outputting a direct-axis voltage Ud. In other words, the control algorithm module forms two closed-loop control loops through its two sets of inputs, feedback, and outputs: the aforementioned motor speed closed-loop control loop and the direct-axis current closed-loop control loop.

[0060] In specific implementation, the control algorithm module has two closed-loop control loops, one of which contains a motor speed closed-loop control algorithm unit, and the other contains a direct-axis current closed-loop control algorithm unit. The specific algorithm is as follows: the motor speed closed-loop control algorithm unit calculates the adjustment increment ΔUq of the quadrature-axis voltage Uq based on the deviation between the commanded motor speed and the actual motor rotor speed; the direct-axis current closed-loop control algorithm unit calculates the adjustment increment ΔUd of the direct-axis voltage Ud based on the deviation between the actual direct-axis current id and 0.

[0061] In this embodiment of the invention, the space vector control module is used to receive the direct-axis voltage Ud and quadrature-axis voltage Uq output by the control algorithm module. Combined with the motor rotor position θ, it converts them into voltages Uα and Uβ in a two-phase stationary coordinate system through inverse Park transformation. The space vector control algorithm then converts Uα and Uβ into the PWM duty cycle of the motor's three-phase switch and transmits them to the power drive module.

[0062] In this embodiment of the invention, the power drive module drives the operation of its internal power devices according to the PWM duty cycle output by the space vector control module, so as to convert the DC bus power supply to the motor phase AC power.

[0063] In addition, the host computer is used to receive generator speed commands from the control algorithm module and to receive the actual motor rotor speed fed back by the motor rotor position and speed measurement module.

[0064] In one implementation of this invention, the motor phase current measurement module includes: a Hall current sensor, an I / V converter, an active filter amplifier, and a synchronous A / D converter and data processor connected in sequence.

[0065] In this implementation, the Hall current sensor is installed by a wire, with the motor phase wire passing through its measurement center hole in the direction indicated by the sensor. The ratio between the primary current and the secondary output current of the Hall current sensor is 1000:1.

[0066] The I / V converter consists of four 100-ohm resistors connected in parallel.

[0067] The active filter amplifier uses a second-order Salley-key low-pass filter, which consists of an operational amplifier, resistors, and capacitors. Its bandwidth, passband gain, and stopband attenuation parameters are adjusted by the resistors and capacitors. The passband gain is 3, the stopband attenuation is 40dB, and the bandwidth is 1.2*Bs, where Bs is the bandwidth of the Hall current sensor.

[0068] Synchronous A / D converter and data processor is used to realize synchronous sampling and conversion of three-phase current signals. It combines the sampled data with the conversion relationship between the sampling results and the phase current to convert it into a phase current digital signal.

[0069] In one implementation of this invention, the motor rotor position and speed measurement module includes: a rotary transformer excitation signal generator (for emitting a 10KHz excitation signal), a rotary transformer excitation signal conditioner, a rotary transformer, a rotary transformer output signal conditioner, a rotor position solver, and a speed measuring device, which are connected in sequence; and the rotary transformer excitation signal generator is also connected to the rotor position solver.

[0070] In this implementation, a rotary transformer is deployed inside the permanent magnet synchronous motor and rotates synchronously with the motor rotor. It is used to receive excitation signals and output sine differential and cosine differential signals. The rotor position solver calculates the motor rotor position θ based on the relationship between the excitation signal and the sine differential and cosine differential signals output by the rotary transformer.

[0071] In specific implementation, the rotary transformer excitation signal generator is used to emit a 10KHz excitation signal. The excitation signal received by the rotary transformer is a 12V peak-to-peak sine signal with a frequency of 10KHz. It outputs sine differential and cosine differential signals, and the transformation ratio between the output signal and the input signal is 0.4.

[0072] In this implementation, the rotary transformer excitation signal conditioner amplifies the 10kHz, 2V amplitude sine signal output by the rotary transformer excitation signal generator with high bandwidth power, so that the peak-to-peak value of the output excitation signal is amplified to 12V.

[0073] In specific implementation, such as Figure 2The diagram shown is a schematic of the rotary transformer excitation signal conditioner in the load disturbance suppression device for an electric fuel pump provided in an embodiment of the present invention. This rotary transformer excitation signal conditioner consists of an active filter bias circuit and a voltage amplifier circuit connected in series. The active filter bias circuit superimposes a 2V sinusoidal signal output from the rotary transformer excitation signal generator with a 2.5V DC bias signal, and then performs a second-order active Chebyshev filter on the superimposed signal. The filter parameters are adjusted by resistors and capacitors, with the filter stopband attenuation configured to -40dB and the cutoff frequency configured to 50kHz. The voltage amplifier circuit conditions the signal to an excitation signal with a peak value of 6V and a peak-to-peak value of 12V by adjusting the amplification parameters. Figure 3 As shown, Figure 2 The illustrated embodiment provides a schematic diagram of the signal conditioning principle of the rotary transformer excitation signal conditioner.

[0074] In this implementation method, such as Figure 4 The diagram shown is a schematic of the structure of the resolver output signal conditioner in the load disturbance suppression device for an electric fuel pump provided in an embodiment of the present invention. The resolver output signal conditioner consists of an electrostatic discharge (ESD) protector, an active filter, and a signal amplifier connected in series. The ESD protector prevents damage to downstream circuits caused by static electricity from the human body during the insertion and removal of the resolver's electrical connectors. The active filter is a second-order active Chebyshev filter with DC bias function, and its parameters are consistent with those of the excitation signal conditioner. The signal amplifier conditions the 2.6V peak value signal output from the resolver into a 3.2V peak value sinusoidal differential and cosine differential signal. Figure 5 As shown, Figure 4 The illustrated embodiment provides a schematic diagram of the signal conditioning principle of the rotary transformer output signal conditioner.

[0075] In this implementation, the rotor position solver receives the excitation signal generated by the rotary transformer excitation signal generator and the sine differential signal and cosine differential signal output by the rotary transformer output signal conditioner. The internal decoding algorithm then calculates the motor rotor position θ.

[0076] In this implementation, the speed measuring device consists of a differentiator, a low-pass filter, and a speed calculator connected in series. The differentiator performs differentiation operations based on the rotor position θ to calculate the rotor angular velocity, but this angular velocity includes high-frequency noise introduced by the differentiation operation. The low-pass filter is a first-order infinite-length impulse response filter with adaptively adjustable cutoff frequency fc = n r / 60*2*π*1.2, where nr is the motor command speed and the filtered rotor angular velocity is denoted as ω; the speed calculator calculates the motor feedback speed in the following way: n=ω / (2*π)*60, where n is the actual motor rotor speed.

[0077] In one implementation of this invention, the phase current AC-DC conversion module includes a Clark converter and a Park converter.

[0078] In this implementation, the Clark converter takes the digital signal of the AC phase current as input and converts it into currents iα and iβ in a two-phase stationary coordinate system after equal amplitude transformation. The Park converter receives the currents iα and iβ in the two-phase stationary coordinate system and performs Park transformation on the Park matrix with the motor rotor position θ as the trigonometric function variable, converting them into direct-axis current id and quadrature-axis current iq. Both id and iq are DC currents. After these two transformations, the three-phase AC current is converted into DC current.

[0079] In one implementation of this invention, the control algorithm module forms two closed-loop control loops through two sets of input quantities, feedback quantities, and output quantities, which respectively include a motor speed closed-loop control loop and a direct-axis current closed-loop control loop.

[0080] The motor speed closed-loop control loop of this implementation uses the motor command speed n r With the actual motor rotor speed n as input, in the motor speed closed-loop control loop, the commanded speed n is first calculated. r The deviation e between the actual rotational speed n and the actual rotational speed n n The deviation is input to the motor speed closed-loop control algorithm unit to calculate the increment ΔUq of the quadrature axis voltage Uq. After performing an integral limiting operation on the increment ΔUq, Uq is output. The absolute value of the limiter is set to the DC bus voltage.

[0081] The direct-axis current closed-loop control loop of this implementation takes the 0 direct-axis current command and the actual direct-axis current id as inputs. In the direct-axis current closed-loop control loop, the deviation e between the 0 direct-axis current command and the actual current id is first calculated. id The deviation is input to the direct-axis current closed-loop control algorithm unit to calculate the increment ΔUd of the direct-axis voltage Ud. After performing an integral limiting operation on the increment ΔUd, Ud is output. The absolute value of the limiter is set to the DC bus voltage.

[0082] In one implementation of this invention, the implementation of the motor speed closed-loop control algorithm unit and the direct-axis current closed-loop control algorithm unit in the control algorithm module is described below:

[0083] (1) Motor speed closed-loop control algorithm unit: In order to meet the requirements of high bandwidth and high precision steady-state control of motor speed control, based on the motor speed deviation e n High-bandwidth dynamic control and high-precision steady-state control are performed respectively.

[0084] It should be noted that high-bandwidth dynamic control and high-precision steady-state control are two states of the motor speed closed-loop control algorithm. The dynamic steady-state decision mechanism determines whether the algorithm performs high-bandwidth dynamic control or high-precision steady-state control. Specifically, the decision mechanism is as follows:

[0085] Using the ping-pong algorithm on e n To identify, e n Once the absolute value falls into a certain neighborhood, such as |e n If |>30, the control state switches to dynamic; if e n The absolute value continuously falls within a certain neighborhood, such as |e n If the condition <25 is met three times consecutively, the control state will switch to a steady state.

[0086] Among them, the high-bandwidth dynamic control adopts a sliding mode controller. In order to improve the dynamic response speed, an exponential sliding mode is used to approximate the deviation. The sliding mode function is defined as y = e x -1, where x is the input deviation and y is the output increment.

[0087] Among them, the high-precision steady-state control also adopts a sliding mode controller. In order to improve the stability of control, a linear sliding surface is used to approximate the deviation. The sliding mode function is defined as y = k * x, k = 0.5.

[0088] (2) The direct-axis current closed-loop control algorithm unit also adopts a control method that combines dynamic and steady-state control. The controllers are all sliding mode controllers. The dynamic and steady-state decision-making mechanisms and control parameter settings are consistent with those of the motor speed closed-loop control algorithm unit.

[0089] In one implementation of this invention, the space vector control module converts the orthogonal DC voltage (including Ud and Uq) into a three-phase AC voltage. The input is the orthogonal DC voltage Ud and Uq, and the output is the three-phase AC voltage value, i.e., the PWM duty cycle value.

[0090] In one implementation of this invention, the power drive module includes a gate driver and a power transistor. The gate driver receives a PWM signal and converts it into a power signal for controlling the switching on and off of the power transistor. The power transistor switches on and off under the action of the gate driver to adjust the phase voltage of the motor and drive the permanent magnet synchronous motor to rotate.

[0091] In one implementation of the present invention, the load disturbance suppression device for the electric fuel pump is characterized by further comprising: a communication module; the communication module monitors the motor speed command issued by the host computer in real time and uploads the actual speed to the host computer in real time.

[0092] The load disturbance suppression device for an electric fuel pump provided in this embodiment of the invention comprises a permanent magnet synchronous motor connected to the input terminals of a phase current AC-DC converter module via a motor phase current measurement module and a motor rotor position and speed measurement module. The output terminal of the motor rotor position and speed measurement module is also connected to a control algorithm module and an external host computer. The output terminals of the external host computer and the phase current AC-DC converter module are respectively connected to the control algorithm module. The control algorithm module is connected to the permanent magnet synchronous motor via a space vector control module and a power drive module. The load disturbance suppression device for an electric fuel pump provided in this embodiment of the invention has the following beneficial effects:

[0093] 1) The dual-loop cascade control between the motor rotor speed and the quadrature shaft voltage Uq is changed to single-loop control. By controlling the dual-loop to single-loop conversion, the bandwidth of motor speed control is increased, thereby improving the load disturbance suppression performance of the electric fuel pump.

[0094] 3) Enhance the robustness of the aero-engine fuel control system by improving the load disturbance suppression performance of the electric fuel pump;

[0095] 4) It provides a guarantee for the safe operation of aircraft engines.

[0096] In summary, the load disturbance suppression device for the electric fuel pump provided in this embodiment of the invention can improve the load disturbance suppression performance of the electric fuel pump and enhance the fuel control stability of the electric fuel pump without increasing the carrier frequency, i.e. without reducing the environmental adaptability and electromagnetic compatibility of the fuel system, thus laying the foundation for the safe and reliable operation of the aero-engine fuel control system and the engine.

[0097] While the embodiments disclosed in this invention are as described above, they are merely illustrative of the embodiments to facilitate understanding of the invention and are not intended to limit the invention. Any person skilled in the art to which this invention pertains may make any modifications and variations in the form and details of the implementation without departing from the spirit and scope disclosed herein; however, the scope of patent protection for this invention shall still be determined by the scope defined in the appended claims.

Claims

1. A load disturbance suppression device for an electric fuel pump, characterized in that, include: Motor phase current measurement module, motor rotor position and speed measurement module, phase current AC-DC conversion module, control algorithm module, space vector control module, power drive module; The permanent magnet synchronous motor is connected to the input of the phase current AC-DC converter module via the motor phase current measurement module and the motor rotor position and speed measurement module, respectively. The output of the motor rotor position and speed measurement module is also connected to the control algorithm module and the external host computer. The output of the external host computer and the phase current AC-DC converter module are respectively connected to the control algorithm module. The control algorithm module is connected to the permanent magnet synchronous motor via the space vector control module and the power drive module. The motor phase current measurement module is used to collect the phase current during the operation of the permanent magnet synchronous motor and convert it into a phase current digital signal, and then transmit the phase current digital signal to the phase current AC-DC conversion module. The motor rotor position and speed measurement module is used to measure the motor rotor position θ in real time, and calculate the motor rotor speed based on the physical relationship between the motor rotor position θ and the angular velocity. The measured motor rotor position is transmitted to the phase current AC-DC conversion module, and the calculated motor rotor speed is transmitted to the control algorithm module and the host computer as feedback of the motor rotor speed. The phase current AC-DC conversion module is used to receive the phase current digital signal transmitted by the motor phase current measurement module, and transform the phase current digital signal into currents iα and iβ in a two-phase stationary coordinate system through Clark transformation. It is then combined with the motor rotor position θ transmitted by the motor rotor position and speed measurement module and Park transformation is performed to convert the currents iα and iβ into direct-axis current id and quadrature-axis current iq in a two-phase rotating coordinate system, and then transmitted to the control algorithm module. The control algorithm module forms two closed-loop control loops through two sets of input, output, and feedback quantities. In one control loop, high-bandwidth closed-loop control of the motor rotor speed is performed by receiving the motor command speed output from the external host computer and the actual motor rotor speed output from the motor rotor position and speed measurement module, and the quadrature-axis voltage Uq is output. In the other control loop, the direct-axis current is controlled by using the 0 direct-axis current as the command and the direct-axis current id output from the phase current AC-DC conversion module as feedback, and the direct-axis voltage Ud is output. The space vector control module receives the direct-axis voltage Ud and quadrature-axis voltage Uq output from the control algorithm module, and, combined with the motor rotor position θ, converts them into voltages Uα and Uβ in a two-phase stationary coordinate system through inverse Park transformation. The space vector control algorithm then converts Uα and Uβ into the PWM duty cycle of the motor's three-phase switch and transmits them to the power drive module. The power drive module is used to drive the operation of its internal power devices according to the PWM duty cycle output by the space vector control module, so as to convert the DC bus power supply to the motor phase AC power.

2. The load disturbance suppression device for the electric fuel pump according to claim 1, characterized in that, The motor phase current measurement module includes: a Hall current sensor, an I / V converter, an active filter amplifier, and a synchronous A / D converter and data processor connected in sequence; The Hall current sensor is installed by a wire, with the motor phase wire passing through its measurement center hole in the direction indicated by the sensor. The ratio between the primary current and the secondary output current of the Hall current sensor is 1000:

1. The I / V converter is composed of four 100-ohm resistors connected in parallel; The active filter amplifier is a second-order Salley-key low-pass filter. Its bandwidth, passband gain, and stopband attenuation parameters are adjusted by its internal resistors and capacitors. Its passband gain is 3, its stopband attenuation is 40dB, and its bandwidth is 1.2*Bs, where Bs is the bandwidth of the Hall current sensor. The synchronous A / D converter and data processor is used to realize the synchronous sampling and conversion of three-phase current signals, and to convert the sampled data into a phase current digital signal by combining the sampling results with the conversion relationship between the phase current.

3. The load disturbance suppression device for the electric fuel pump according to claim 1, characterized in that, The motor rotor position and speed measurement module includes: a rotary transformer excitation signal generator, a rotary transformer excitation signal conditioner, a rotary transformer, a rotary transformer output signal conditioner, a rotor position solver, and a speed measuring device, connected in sequence; and the rotary transformer excitation signal generator is also connected to the rotor position solver; the rotary transformer excitation signal generator is used to emit a sinusoidal signal with a preset frequency and amplitude as an excitation signal; The rotary transformer is deployed inside the permanent magnet synchronous motor and rotates synchronously with the motor rotor. It is used to receive excitation signals and output sine differential and cosine differential signals. The rotor position solver calculates the motor rotor position θ based on the relationship between the excitation signal and the sine differential and cosine differential signals output by the rotary transformer. The rotary transformer excitation signal conditioner amplifies the sinusoidal signal with preset frequency and amplitude output by the rotary transformer excitation signal generator with high bandwidth power, so that the peak-to-peak value of the output excitation signal is amplified to 12V. The rotary transformer output signal conditioner is used to condition the signal output by the rotary transformer into a sinusoidal differential signal and a cosine differential signal with a preset peak value. The rotor position solver is used to receive the excitation signal generated by the rotary transformer excitation signal generator and the sine differential and cosine differential signals output by the rotary transformer output signal conditioner, and calculate the motor rotor position θ by the internal decoding algorithm. The speed measuring device includes a differentiator, a low-pass filter, and a speed calculator connected in series. The differentiator performs differentiation operations based on the motor's rotor position θ to calculate the motor's rotor angular velocity, which includes high-frequency noise introduced by the differentiation operation. The low-pass filter is a first-order infinite-length impulse response filter with adaptively adjustable cutoff frequency fc = n. r / 60*2*π*1.2, where n r The motor's commanded speed is denoted as ω, and the rotor angular velocity after filtering by a low-pass filter is recorded as ω. The speed calculator calculates the motor's feedback speed in the following way: n = ω / (2*π)*60, where n is the actual rotor speed of the motor.

4. The load disturbance suppression device for the electric fuel pump according to claim 3, characterized in that, The rotary transformer excitation signal conditioner consists of an active filter bias circuit and a voltage amplifier circuit connected in series. The active filter bias circuit is used to superimpose a 2V sinusoidal signal output from the rotary transformer excitation signal generator with a 2.5V DC bias signal, and then perform a second-order active Chebyshev filter on the superimposed signal. The filter parameters are adjusted by resistors and capacitors, the filter stopband attenuation is configured to -40dB, and the cutoff frequency is configured to 50KHz. The voltage amplifier circuit conditions the signal to an excitation signal with a peak value of 6V and a peak-to-peak value of 12V by adjusting the amplification parameters. The output signal conditioner of the rotary transformer consists of an electrostatic discharge (ESD) protector, an active filter, and a signal amplifier connected in series. The ESD protector is used to prevent damage to the subsequent circuitry caused by static electricity from the human body during the insertion and removal of the rotary transformer's electrical connector. The active filter is a second-order active Chebyshev filter with DC bias function, and its parameter configuration is consistent with that of the excitation signal conditioner. The signal amplifier is used to condition the 2.6V peak value signal output by the rotary transformer into a 3.2V peak value sine differential and cosine differential signal.

5. The load disturbance suppression device for the electric fuel pump according to claim 1, characterized in that, The phase current AC-DC conversion module includes: a Clark converter and a Park converter; The Clark converter takes the AC phase current digital signal as input and converts the AC current in the three-coordinate system into currents iα and iβ in the two-phase stationary coordinate system through equal amplitude transformation. The Park converter receives the currents iα and iβ in the two-phase stationary coordinate system and performs Park transformation through a Park matrix with the motor rotor position θ as the trigonometric function variable, converting them into direct-axis current id and quadrature-axis current iq. Both id and iq are DC currents. After the two transformations, the three-phase AC current is converted into DC current.

6. The load disturbance suppression device for the electric fuel pump according to claim 1, characterized in that, The control algorithm module forms two closed-loop control loops through two sets of input quantities, feedback quantities, and output quantities, which include: a motor speed closed-loop control loop and a direct-axis current closed-loop control loop. The motor speed closed-loop control circuit uses the motor command speed n r With the actual motor rotor speed n as input, in the motor speed closed-loop control loop, the commanded speed n is first calculated. r The deviation e between the actual rotational speed n and the actual rotational speed n n The deviation is input to the motor speed closed-loop control algorithm unit to calculate the increment ΔUq of the quadrature axis voltage Uq. After performing an integral limiting operation on the increment ΔUq, Uq is output. The absolute value of the limiter is set to the DC bus voltage. The direct-axis current closed-loop control loop takes the 0 direct-axis current command and the actual direct-axis current id as inputs. In the direct-axis current closed-loop control loop, the deviation e between the 0 direct-axis current command and the actual current id is first calculated. id The deviation is input to the direct-axis current closed-loop control algorithm unit to calculate the increment ΔUd of the direct-axis voltage Ud. After performing an integral limiting operation on the increment ΔUd, Ud is output. The absolute value of the limiter is set to the DC bus voltage.

7. The load disturbance suppression device for an electric fuel pump according to claim 6, characterized in that, The control algorithm module includes: a motor speed closed-loop control algorithm unit and a direct-axis current closed-loop control algorithm unit; The motor speed closed-loop control algorithm unit is used to control the motor speed based on the motor speed deviation e. n High-bandwidth dynamic control and high-precision steady-state control are performed separately to meet the requirements of high-bandwidth and high-precision steady-state control for motor speed control. High-bandwidth dynamic control and high-precision steady-state control are two states of the motor speed closed-loop control algorithm. The dynamic steady-state decision-making mechanism determines whether the algorithm performs high-bandwidth dynamic control or high-precision steady-state control. The direct-axis current closed-loop control algorithm unit also adopts a control method that combines dynamic and steady-state control.

8. The load disturbance suppression device for the electric fuel pump according to any one of claims 1 to 7, characterized in that, The space vector control module converts the orthogonal DC voltages Ud and Uq into three-phase AC voltages. The inputs are the orthogonal DC voltages Ud and Uq, and the output is the three-phase AC voltage value, i.e., the PWM duty cycle value.

9. The load disturbance suppression device for an electric fuel pump according to any one of claims 1 to 7, characterized in that, The power drive module includes a gate driver and a power transistor. The gate driver receives a PWM signal and converts it into a power signal for controlling the switching on and off of the power transistor. The power transistor switches on and off under the action of the gate driver to adjust the phase voltage of the motor and drive the permanent magnet synchronous motor to rotate.

10. The load disturbance suppression device for an electric fuel pump according to any one of claims 1 to 7, characterized in that, Also includes: Communication module; The communication module monitors the motor speed command issued by the host computer in real time and uploads the actual speed to the host computer in real time.

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