Dual-redundancy matrix motor system and fault-tolerant control method

Abstract

The invention discloses a dual-redundancy matrix motor system and a fault-tolerant control method, and belongs to the technical field of aviation propulsion or aviation electric actuation. The dual-redundancy matrix motor system comprises a flight control computer, a system control module, a matrix motor, a stator inverter, a stator driving module, a rotor inverter, a rotor driving module, a stator current sampling module, a rotor current sampling module, a position and speed signal sampling module and a load. The stator side and the rotor side of the matrix motor are respectively provided with a winding and a permanent magnet, and compared with a conventional dual three-phase redundancy motor, the matrix motor still has the capability of continuous operation after a demagnetization fault occurs; and the matrix motor makes full use of the space of the rotor side, so that the torque / power density of the motor is greatly increased under the same volume. According to the method provided by the invention, the healthy parts of the system are utilized more fully, and the load of power devices, power transmission lines and connectors in the system after the fault is reduced.

Description

Technical Field

[0001] The present invention belongs to the technical field of aviation propulsion or aviation electric actuation, and more specifically, relates to a dual-redundancy matrix motor system and a fault-tolerant control method. Background Art

[0002] With the in-depth development of electrification in the aviation field, traditional aviation propulsion systems with engines as power sources are gradually developing towards electric drive, and all-electric and multi-electric aircraft are among them. The motor system will serve as all or part of the power source of the electric aircraft. Once a failure occurs, the aircraft will lose power and stop in the air; the electric actuation system is the adjustment device of the flap system of the electric aircraft. Once a failure occurs, it will seriously affect the aircraft attitude. Both situations will seriously endanger the lives of pilots and passengers. Therefore, aviation propulsion and aviation electric actuation have put forward stringent requirements on the reliability and fault tolerance of the motor system. Based on this requirement, aviation propulsion electric drive and aviation electric actuation systems need to be redundantly designed. The technologies commonly used in existing redundant designs include redundant motors, redundant inverters, redundant power batteries, etc. The core idea of ​​the existing technology can be summarized as follows: the system consists of two completely independent motor drive systems, which are backed up by each other. When one of the drive systems fails, it switches to the other system, which effectively improves the reliability and safety of the aviation propulsion system and the aviation electric actuation system.

[0003] There are two limitations to the existing redundant technologies for avionic electric drive and avionic electric actuation systems. First, the redundant motors used are mostly dual three-phase motors, whose stators have two sets of independent three-phase windings, and the rotors are the same as conventional permanent magnet motors. However, the dual three-phase motors do not fully utilize the effective space of the rotors, and their torque / power density has room for further improvement. In addition, the dual three-phase motors do not consider the redundancy of permanent magnets and cannot handle the demagnetization faults caused by high temperature or saturation of permanent magnets. Second, when facing a fault, the existing redundant methods often use the fault-tolerant control method of cutting off one set of electric drive systems and activating the backup electric drive system, but some healthy and normal components in the faulty system are also abandoned. For example, when a motor phase failure occurs, the remaining healthy phases still have the potential to output normal current and thus generate torque, or when an open-circuit fault occurs in a power device of the inverter, the remaining bridge arm is in normal state and still has the ability to continue to feed power to the windings. According to the redundant design idea of ​​directly cutting off the entire set of faulty electric drive systems, each system needs to have the ability to independently output rated torque, which increases the power level of the power device, the current carrying capacity of the transmission line and the connector, and the load. Summary of the invention

[0004] In order to overcome the shortcomings of the prior art, the present invention provides a dual-redundancy matrix motor system and a fault-tolerant control method, which are mainly used for aviation propulsion or aviation electric actuation. The dual-redundancy matrix motor system of the present invention can still continue to operate after a demagnetization fault occurs, thereby realizing fault-tolerant control; and the dual-redundancy matrix motor system of the present invention can effectively utilize the remaining healthy phase windings after the fault, thereby indirectly improving the torque density of the system.

[0005] In order to solve the above technical problems, the technical solution adopted by the present invention is: In a first aspect, the present invention provides a dual-redundancy matrix motor system, comprising: a flight control computer, a system control module, a matrix motor, a stator drive module, a rotor drive module, a stator current sampling module, a rotor current sampling module, and a position and speed signal sampling module; The flight control computer is used to exchange instructions and information with the system control module. The flight control computer sends a regulation signal to the system control module to adjust the operating state of the matrix motor; the system control module feeds back the operating state and fault signal to the flight control computer; The system control module is used to control the matrix motor, and receives various signals collected by the stator current sampling module, the rotor current sampling module, the position and speed signal sampling module, and the motor sensor device signals including temperature and vibration, to perform dual closed-loop vector control of the speed and current of the matrix motor, and send pulse width modulation waves to the stator drive module and the rotor drive module, thereby driving the matrix motor; the system control module is also used to complete the process of reconfiguring the stator current and intervening the rotor in the event of a fault in the light load mode; when the stator or rotor fails, the stator current is redistributed according to a preset fault-tolerant strategy, and a spare rotor is started to replace the faulty stator to ensure continuous operation of the dual-redundancy matrix motor system.

[0006] The dual-redundancy matrix motor system further includes: a first power battery pack and a second power battery pack; The matrix motor is used to provide power; The first power battery pack supplies power to a DC bus of a stator inverter; The second power battery pack supplies power to the DC bus of the rotor inverter; The stator inverter is used to supply power to the matrix motor; The stator drive module is used to provide gate voltage to the power devices of the stator inverter to perform the opening and closing actions of the power devices of the stator inverter; The rotor inverter is used to supply power to the matrix motor; The rotor drive module is used to provide a gate voltage to the power device of the rotor inverter to perform the opening and closing actions of the power device of the rotor inverter; The stator current sampling module is used to collect current and feed it back to the system control module; The rotor current sampling module is used to collect current and feed it back to the system control module; The position and speed signal sampling module is used to collect the angular position and angular speed of the matrix motor and feed them back to the system control module.

[0007] As a further improvement of the present invention, the stator of the matrix motor has m-phase windings, the rotor has n-phase windings, and m and n are integers that satisfy the principle of multiple magnetic field modulation of the motor; The stator drive module is used to provide gate voltage to the power devices of the stator inverter to turn on and off the power devices of the stator inverter; the stator inverter is used to supply power to the matrix motor; The rotor drive module is used to provide gate voltage to the power device of the rotor inverter to turn on and off the power device of the rotor inverter; the rotor inverter is used to supply power to the matrix motor; The stator inverter has a total of m bridge arms and a total of 2×m power devices; The rotor inverter has n bridge arms and 2×n power devices.

[0008] As a further improvement of the present invention, the stator of the matrix motor is provided with multi-phase windings and stator slot permanent magnets, the rotor is provided with multi-phase windings and rotor slot permanent magnets, the stator and rotor windings are respectively powered by two independent power supplies and inverters, and meet the following requirements: The armature windings of the stator and rotor and the permanent magnets of the stator and rotor can interact with each other and output torque components distributed in a matrix; the stator and rotor can output torque independently or simultaneously, so that multiple torque components are superimposed in the same direction and output simultaneously on the rotating shaft.

[0009] As a further improvement of the present invention, the dual-redundancy matrix motor system includes a stator control channel and a rotor control channel, the stator control channel and the rotor control channel are independent of each other, and the stator control channel includes a stator inverter drive system and a stator side winding of the matrix motor; the rotor control channel includes a rotor inverter drive system and a rotor side winding of the matrix motor.

[0010] When a fault occurs in the stator control channel, the rotor control channel intervenes and provides torque output in the following ways: The healthy components in the stator control channel continue to operate through the reconfiguration of the stator current and the intervention of the rotor. The rotor control channel is put into operation and outputs a part of the auxiliary torque, so that the torque output is the same as before the fault; Alternatively, the stator control channel is cut off and the rotor control channel bears all the torque.

[0011] As a further improvement of the present invention, the two sets of electric drive systems of the stator and the rotor are mutually redundant. Under normal working conditions, the stator outputs torque and the rotor winding is not powered. When the aircraft needs high torque for acceleration or climbing, the system makes a judgment and causes the rotor to intervene; When a stator winding phase failure or a power device open circuit failure occurs, the fault phase bridge arm is blocked and the current of the remaining healthy phases is reconfigured. At the same time, the system enables the rotor to intervene and compensate for the output torque. When a serious multi-phase fault occurs in the stator and the remaining phase windings and bridge arms are insufficient to continue to output torque, the entire stator windings and bridge arms are cut off and the rotor bears all the output torque.

[0012] In a second aspect, the present invention provides a fault-tolerant control method, based on the dual-redundancy matrix motor system, characterized in that the fault-tolerant control method comprises: When the system is in a healthy state, the operation mode is divided into light load mode and heavy load mode; the logic of switching between light load mode and heavy load mode is that the flight control computer makes a comprehensive judgment by receiving information including the pilot's or the flight control computer's own instructions to the aircraft joystick and the aircraft's attitude; when the dual-redundant matrix motor system is used for aviation propulsion, it switches to light load mode when the aircraft is in a stable flight state; it switches to heavy load mode when the aircraft is in an upward climbing or accelerating state; when the dual-redundant matrix motor system is used for aviation electric actuation, it switches to light load mode when the aircraft is in a stable flight state and the flap system does not need frequent adjustment; it switches to heavy load mode when the aircraft attitude changes drastically and the flap system needs frequent adjustment; In the light load mode, the flight control computer determines the motor reference speed based on the current operation requirements, and the difference between the motor reference speed and the speed feedback signal is input into the stator independent speed loop regulator; In the heavy load mode, the heavy load mode adds rotor control on the basis of the light load mode; the flight control computer gives a reference speed by judging the current operation demand, and the difference between the reference speed and the speed feedback signal is input into the rotor auxiliary speed loop regulator, which outputs the reference current of the stator and the rotor respectively; When the dual-redundancy matrix motor system operates in light-load mode, faults are resolved by reconfiguring the stator current and intervening the rotor.

[0013] As a further improvement of the present invention, the stator independent speed loop regulator is a PI controller, and its output is a reference current; the reference current is input into a stator reference current configuration module, and the stator reference current configuration module obtains the reference current value of each coordinate axis of the m-phase motor rotating coordinate system by distributing the given overall reference current according to a set ratio, and the transformation method of the m-phase motor rotating coordinate system adopts a vector space decoupling method; the reference current value of each coordinate axis of the stator rotating coordinate system is input into the stator current loop regulator after the difference is made with the actual value of each axis current of the stator current feedback signal, and the output is the reference voltage value of each axis; The stator current loop regulator is composed of multiple PI controllers, and the number of PI controllers is consistent with the number of coordinate axes of the rotating coordinate system of the m-phase motor; the reference voltage value of each axis is input into the m-phase Park transformation module, and the output is the reference voltage of each phase of the m-phase motor, and the reference voltage of each phase is input into the m-phase pulse width modulation algorithm module. After calculation, m groups of modulated square waves are output to form stator drive signals; each group of modulated square waves contains two complementary square waves, which are used to control the upper and lower power devices of a certain phase bridge arm of the stator inverter; The rotor auxiliary speed loop regulator is a series structure of a PI controller and a current distributor, and the current distributor distributes the overall reference current of the stator and the rotor according to a set ratio.

[0014] As a further improvement of the present invention, in light load mode, the fault-tolerant control method after a fault occurs is completed by reconfiguring the stator current and intervening the rotor; when a fault occurs, the number of stator phases with faults and the number j of remaining healthy phases of the stator are first determined, and when the number of remaining healthy phases of the stator j≥3, the current of the remaining healthy phases of the stator is first reconfigured so that the trajectory of the magnetic motive force generated by the remaining healthy phases of the stator is circular, and then the rotor control channel intervenes to assist the stator in torque output, thereby completing fault-tolerant control.

[0015] As a further improvement of the present invention, the matrix motor fault-tolerant control method when the number of remaining healthy phases of the stator j≥3 includes: The stator reference current configuration module, current loop regulator, inverse Park transformation module and pulse width modulation module in the stator control system are all adjusted to correspond to the number of healthy phases j; the difference between the given reference speed and the speed feedback signal is used to obtain the reference currents of the stator and the rotor respectively through the number of stator remaining healthy phases and the rotor auxiliary speed loop regulator; the j remaining healthy phases are subjected to the rotation coordinate transformation according to the multi-phase motor vector space decoupling method, and the stator reference current configuration module obtains the reference current value of each coordinate axis of the j-phase rotating coordinate system through the given stator reference current, and inputs it into the stator current loop regulator; The matrix motor fault-tolerant control method when the number of remaining healthy phases of the stator j is less than 3 includes: The remaining healthy phases of the stator can no longer generate rotating magnetic motive force, so the stator control channel is blocked, the rotor control channel intervenes, and the rotor bears all the load torque; the number of current parameters adjusted by the rotor current loop regulator is determined by the number of coordinate axes of the rotor n-phase motor rotating coordinate system, and the transformation method of the n-phase motor rotating coordinate system adopts the vector space decoupling method.

[0016] As a further improvement of the present invention, in the overload mode, the fault-tolerant control method after a fault occurs is completed by reconfiguring the stator or rotor current; when a fault occurs, the position of the fault phase is first determined, specifically including three situations: In the first case, the fault phase is located on the stator side. At this time, the number of fault phases and the number of remaining healthy phases j of the stator are determined. When the number of remaining healthy phases j of the stator is greater than or equal to 3, the remaining healthy phases of the stator and the rotor jointly bear the load torque. When the number of remaining healthy phases j of the stator is less than 3, the stator control channel is blocked and the rotor bears all the load torque. In the second case, the fault phase is located on the rotor side; at this time, the number of fault phases is determined. When the number of remaining healthy phases of the rotor k≥3, the remaining healthy phases of the rotor and the stator jointly bear the load torque. The number of current parameters adjusted by the rotor-side current loop regulator is determined by the number of coordinate axes of the k-phase motor rotating coordinate system of the remaining healthy phases of the rotor. The transformation method of the k-phase motor rotating coordinate system refers to the vector space decoupling method; when the number of remaining healthy phases of the rotor k<3, the rotor control channel is blocked, and the stator bears all the load torque; In the third case, the faulty phase is located on the rotor side and the stator side; at this time, it is necessary to judge the remaining healthy phases of the control channels on both sides; when the remaining healthy phases on the stator and rotor sides are both ≥3 phases, the current of the remaining healthy phases of the stator and rotor are reconfigured so that the magnetic motive force trajectory on both sides is circular, and the remaining healthy phases of the stator and rotor jointly bear the load torque; when the remaining healthy phases on one side of the stator or rotor is <3 phases, block one side of the stator or rotor, and make the side with the remaining healthy phases ≥3 phases bear all the load torque.

[0017] The beneficial effects of the present invention compared with the prior art are as follows: In the dual-redundancy matrix motor system of the present invention, windings and permanent magnets are arranged on both the stator and rotor sides of the matrix motor. Compared with the conventional dual three-phase redundant motor, the matrix motor is still capable of continuing to operate after a demagnetization failure occurs; and the matrix motor makes full use of the space on the rotor side, so that the torque / power density of the motor is greatly increased under the same volume.

[0018] The fault-tolerant control method of the dual-redundancy matrix motor system of the present invention utilizes the healthy phase of the fault-side winding control channel, reduces the output torque of the remaining healthy phase winding through current reconfiguration, and then intervenes and assists in generating torque through the other side control channel to keep the output torque the same as before the fault. Compared with the fault-tolerant control method of the traditional aviation propulsion redundancy system that directly abandons all healthy components on the fault side after a fault occurs, the method proposed by the present invention makes more full use of the healthy components of the system and reduces the load on the power devices, transmission lines and connectors in the system after the fault. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the embodiments of the present invention or the drawings of related technical solutions in the prior art are introduced below. It should be understood that the drawings introduced below are only for the convenience of clearly describing some embodiments of the technical solutions of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0020] Figure 1 is a structural block diagram of a dual-redundancy matrix motor system provided in an embodiment of the present application; Figure 2 It is a control algorithm block diagram of the dual-redundancy matrix motor system provided in the embodiment of the present application in the light-load mode during normal operation; Figure 3 It is a control algorithm block diagram of the dual-redundancy matrix motor system provided in the embodiment of the present application in the overload mode during normal operation; Figure 4 is a fault-tolerant control flow chart of a dual-redundancy matrix motor system after a fault occurs in a light-load mode provided by an embodiment of the present application; Figure 5 It is a block diagram of a fault-tolerant control algorithm for a dual-redundancy matrix motor system provided by an embodiment of the present application, in which the remaining healthy phases of the stator and the rotor share the torque; Figure 6 It is a control algorithm block diagram of a dual-redundancy matrix motor system provided by an embodiment of the present application, in which only the rotor bears the torque; Figure 7 It is a fault-tolerant control flow chart after a fault occurs in the overload mode of the dual-redundancy matrix motor system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0021] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and are not to be construed as limitations of the present invention. For the step numbers in the following embodiments, they are only provided for the convenience of explanation, and the order between the steps is not limited in any way, and the execution order of each step in the embodiment can be adaptively adjusted according to the understanding of those skilled in the art.

[0022] In the description of the present invention, unless otherwise clearly defined, terms such as setting, installing, connecting, etc. should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in the present invention based on the specific content of the technical solution.

[0023] Based on the problems existing in the background technology, the present invention provides a dual-redundancy matrix motor system and a fault-tolerant control method for aviation propulsion or aviation electric actuation. The stator of the matrix motor is equipped with multi-phase windings and permanent magnets, and the rotor is equipped with multi-phase windings and permanent magnets. The stator and rotor windings are powered by two independent power supplies and inverters respectively.

[0024] like Figure 1 As shown, the first object of the present invention is to provide a dual-redundancy matrix motor system for aviation propulsion or aviation electric actuation, including a flight control computer, a system control module, a matrix motor, a first power battery pack, a second power battery pack, a stator inverter, a stator drive module, a rotor inverter, a rotor drive module, a stator current sampling module, a rotor current sampling module, a temperature vibration and other motor sensor device signal sampling module, a position and speed signal sampling module, a load, etc.

[0025] The flight control computer is the central "brain" of the aircraft, responsible for processing flight data, control instructions, etc., to ensure that the aircraft can fly stably and safely. The system control module receives instructions from the flight control computer and performs overall control of the dual-redundancy matrix motor system, including the start, stop, and speed regulation of the motor. The matrix motor is composed of multiple magnetic sources (stator winding, rotor winding, stator permanent magnet, rotor permanent magnet), and redundancy fault tolerance is achieved by backing up multiple magnetic sources to improve the reliability of the system.

[0026] Among them, the first power battery pack and the second power battery pack provide power support for the dual-redundancy matrix motor system to ensure that the motor can work normally. There may be a redundant design between the two battery packs to improve the power supply reliability of the system. The stator inverter and the rotor inverter convert direct current into alternating current and supply the stator and rotor of the matrix motor respectively. The inverter may adopt multiple groups of H-type inverter bridge topology to achieve fault-tolerant control.

[0027] Furthermore, the stator drive module and the rotor drive module receive instructions from the system control module to control the stator inverter and the rotor inverter, thereby driving the stator and the rotor of the matrix motor. The stator current sampling module and the rotor current sampling module respectively collect information on the stator current and the rotor current, and feed it back to the system control module for precise control of the motor.

[0028] Furthermore, the temperature and vibration sensor signal sampling module is used to collect the status signals of the motor during operation, such as temperature and vibration, and feed them back to the system control module. The position and speed signal sampling module collects the position and speed information of the matrix motor and provides feedback to the system control module to achieve closed-loop control.

[0029] The matrix motor works on the principle of multiple magnetic field modulation: the armature windings of the stator and rotor and the permanent magnets of the stator and rotor can interact with each other to output matrix-distributed torque components. The stator and rotor can output torque independently or simultaneously, so that multiple torque components are superimposed in the same direction and output simultaneously on the shaft. The two electric drive systems of the stator and rotor are redundant. Under normal operating conditions, the stator outputs torque and the rotor winding is not powered.

[0030] Under the condition of high torque demand, the system makes a judgment and makes the rotor intervene to provide auxiliary torque and reduce the load on the stator. When the stator has a phase failure or an open circuit fault of the power device, the bridge arm of the faulty phase is blocked and the current of the remaining healthy phase is reconfigured. At the same time, the system makes the rotor intervene to compensate for the output torque and reduce the stator load. When a serious multi-phase fault occurs in the stator and the remaining phase windings and bridge arms are insufficient to continue to output torque, the entire stator windings and bridge arms are cut off, and the rotor bears all the output torque to ensure that the aircraft can land safely.

[0031] The second object of the present invention is to provide a fault-tolerant control method for a dual-redundancy matrix motor system for aviation propulsion or aviation electric actuation, the principle of which includes: Light load mode: When the dual-redundant matrix motor system is used for aviation propulsion, when the aircraft is in a stable flight state, or when the dual-redundant matrix motor system is used for avionics, when the aircraft is in a stable flight state, the flap system does not need to be adjusted frequently. The flight control computer makes a comprehensive judgment based on the instructions to the aircraft joystick and the information of the aircraft attitude, and switches the dual-redundant matrix motor system to light load mode. In light load mode, the flight control computer gives the motor reference speed according to the current operating requirements. The difference between the motor reference speed and the speed feedback signal is input to the stator independent speed loop regulator, which outputs the stator reference current. The reference current is adjusted through a series of adjustments such as the stator reference current configuration module, the stator current loop regulator, the anti-Park conversion module and the pulse width modulation module to output the inverter drive signal to achieve precise control of the motor speed and torque.

[0032] Heavy-load mode: When the dual-redundant matrix motor system is used for aviation propulsion, when the aircraft is in an upward climbing or accelerating state, or when the dual-redundant matrix motor system is used for avionics, the aircraft attitude changes dramatically, and the flap system needs to be adjusted frequently. The flight control computer switches the dual-redundant matrix motor system to heavy-load mode. In heavy-load mode, in addition to the control of the stator, the control of the rotor is also added. The flight control computer also gives a reference speed according to the current operating requirements, but at this time the difference between the reference speed and the speed feedback signal is input to the rotor auxiliary speed loop regulator. The regulator outputs the reference current of the stator and rotor respectively. The reference currents of the stator and rotor are adjusted through a series of adjustments such as the reference current configuration module, the current loop regulator, the anti-Park conversion module and the pulse width modulation module to output the drive signals of the stator and rotor inverters to achieve precise control of the motor speed and torque.

[0033] Fault-tolerant control: In light-load mode, if the dual-redundancy matrix motor system fails, the fault-tolerant control method is completed by reconfiguring the stator current and intervening the rotor. When a stator or rotor fails, the system will redistribute the stator current according to the preset fault-tolerant strategy, and may start a spare rotor to replace the faulty stator to ensure continuous operation of the system.

[0034] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0035] Figure 1 The figure shows the block diagram of the dual-redundancy matrix motor system for aviation propulsion or aviation electric actuation. The dual-redundancy matrix motor system for aviation propulsion or aviation electric actuation includes two control channels, the stator and the rotor. Each control channel includes a set of inverter drive systems and one side winding of the matrix motor. The two control channels are independent of each other and serve as backup for each other. When the stator control channel fails, the rotor control channel intervenes and ensures normal torque output. There are two forms of intervention. One is that the healthy components in the stator control channel continue to operate through the reconfiguration of the stator current and the intervention of the rotor. At the same time, the rotor control channel is put into operation and outputs a part of the auxiliary torque to ensure that the torque output is the same as before the failure; the other is to cut off the stator control channel and the rotor control channel bears all the torque.

[0036] Specifically, the dual-redundancy matrix motor system and the equipment interconnected with the whole machine include a flight control computer, a system control module, a matrix motor, a first power battery pack, a second power battery pack, a stator inverter, a stator drive module, a rotor inverter, a rotor drive module, a stator current sampling module, a rotor current sampling module, other sensor equipment signal sampling modules of the motor such as temperature and vibration, position and speed signal sampling modules, loads, etc.

[0037] The functions of each component are as follows: The flight control computer is used to exchange instructions and information with the system control module. The flight control computer can send adjustment signals to the system control module to adjust the operating status of the motor; the system control module can feedback operating status, fault signals and other information to the flight control computer.

[0038] The system control module controls the matrix motor. It receives various signals collected by the stator current sampling module, rotor current sampling module, position and speed signal sampling module, and other sensor device signals of the motor such as temperature and vibration. Through these signals, the speed and current double closed-loop vector control of the matrix motor is completed, and pulse width modulation waves are sent to the stator drive module and rotor drive module to drive the matrix motor.

[0039] The matrix motor is the core of the redundancy system and is used to provide power. In this embodiment, the stator of the matrix motor has m-phase windings and the rotor has n-phase windings. It should be noted that in other embodiments, m and n can be integers that meet the principle of multiple magnetic field modulation of the motor. Other fault-tolerant control methods of matrix motors with different numbers of phases are also within the protection scope of the present invention.

[0040] For example, some possible value combinations of m and n are: m=5, n=3; m=3, n=2; m=7, n=3; m=7, n=5, etc.

[0041] It should also be noted that, in some embodiments, when the value of m or n is 2, in order to ensure the normal operation of the two-phase windings, the corresponding number of inverter bridge arms is 3.

[0042] The first power battery pack supplies power to the DC bus of the stator inverter.

[0043] The second power battery pack supplies power to the DC bus of the rotor inverter.

[0044] The stator inverter is used to supply power to the m-phase stator windings of the matrix motor. The stator inverter has a total of m bridge arms, and generally there may be 2×m or other number of power devices required to ensure the inverter function.

[0045] The stator drive module is used to provide gate voltage to the power devices of the stator inverter to turn on and off the power devices of the stator inverter.

[0046] The rotor inverter is used to supply power to the rotor n-phase winding of the matrix motor. The rotor inverter has a total of n bridge arms, and generally there may be 2×n or other number of power devices required to ensure the inverter function.

[0047] The rotor drive module is used to provide gate voltage to the power devices of the rotor inverter to perform the opening and closing actions of the power devices of the rotor inverter.

[0048] The stator current sampling module is used to collect the phase current of the stator m-phase winding and feed the sampling signal back to the system control module.

[0049] The rotor current sampling module is used to collect the phase current of the rotor n-phase winding and feed the sampling signal back to the system control module.

[0050] The signal sampling module of other sensor devices of the motor, such as temperature and vibration, is used to collect signals such as temperature and vibration during the operation of the motor, and feed the sampling signals back to the system control module to monitor the operating status of the motor.

[0051] The position and speed signal sampling module is used to collect the angular position and angular velocity of the matrix motor and feed the signal back to the system control module. In some embodiments, a rotary transformer or an encoder can be selected as the position and speed sampling module.

[0052] The load is a mechanism connected to the matrix motor shaft. When used for aviation propulsion, the load is a propeller, which is connected to the torque output shaft of the matrix motor to provide power for the electric aircraft to fly. When used for aviation electric actuation, the load is a hydraulic pump, and the piston rod mechanism of the hydraulic pump is connected to the torque output shaft of the matrix motor to adjust the liquid pressure in the hydraulic pump and then change the aircraft flap attitude through the mechanical actuator.

[0053] As an optional solution, the flight control computer is connected to the system control module through a communication interface (such as RS-485, CAN bus, etc.) and sends control instructions to the system control module. The system control module is connected to the stator and rotor of the matrix motor through the drive circuit and inverter to control the motor. The power battery pack is connected to the inverter through a power line to provide DC power to the inverter. The inverter converts the DC power into AC power and supplies it to the stator and rotor of the matrix motor. The system control module is connected to the drive module through the drive signal interface and sends the drive signal to the drive module. The drive module is connected to the inverter through the gate signal interface, and controls the inverter according to the drive signal to drive the motor.

[0054] The inverter is connected to the stator winding and rotor winding of the matrix motor through the motor power cable, providing a modulation voltage to the motor to realize the operation of the motor.

[0055] As a preferred solution, the module is connected to the stator and rotor of the matrix motor through a current sensor to collect current information and feed it back to the system control module. The signal sampling module of other sensor devices of the motor such as temperature and vibration is connected to the matrix motor through sensors such as temperature and vibration to collect temperature, vibration and other information and feed it back to the system control module.

[0056] As a preferred solution, the position and speed signal sampling module is connected to the matrix motor through sensors (such as encoders, Hall sensors, rotary transformers, etc.), collects position and speed information and feeds it back to the system control module. The rotor of the matrix motor is connected to two loads, the propeller or the hydraulic pump, through mechanical connections (such as shafts, gears, etc.), driving the propeller to rotate to achieve flight and propulsion of the aircraft, or driving the hydraulic pump to adjust the hydraulic pressure and thus adjust the aircraft flap attitude.

[0057] In the above scheme, the dual-redundancy matrix motor system has two control modes under normal operation, including light-load mode and heavy-load mode. Preferably, the logic of mode switching is that the flight control computer makes a comprehensive judgment by receiving the pilot's current instructions to the aircraft joystick, aircraft attitude and other information. When the dual-redundancy matrix motor system is used for aviation propulsion, it switches to light-load mode when the aircraft is in a stable flight state; when the aircraft is in an upward climbing or acceleration state, it switches to heavy-load mode. When the dual-redundancy matrix motor system is used as avionics, it switches to light-load mode when the aircraft is in a stable flight state and the flap system does not need frequent adjustment; when the aircraft attitude changes drastically and the flap system needs frequent adjustment, it switches to heavy-load mode.

[0058] Figure 2 The figure shows the control algorithm block diagram of the light load mode during normal operation of the electric aircraft. Figure 1 In the light load mode, the flight control computer determines the motor reference speed based on the current operation requirements, and the difference between the motor reference speed and the speed feedback signal is input into the stator independent speed loop regulator.

[0059] Preferably, the stator independent speed loop regulator can be designed as a PI controller, and its output is a reference current. The reference current is input into the stator reference current configuration module, and the stator reference current configuration module obtains the reference current value of each coordinate axis of the m-phase motor rotating coordinate system according to a certain principle and ratio, such as the maximum torque current ratio principle, through the given overall reference current. The transformation method of the m-phase motor rotating coordinate system refers to the classic vector space decoupling method of the multi-phase motor.

[0060] Figure 2 The reference current values ​​of each axis of the stator include idsa * ,i qsa * ,i dsb * ,…,i qsx * , where the superscript * represents the reference value, the subscript dsa represents the d-axis component in the a-th set of dq axis system in the rotating coordinate system of the m-phase motor, the subscript qsa represents the q-axis component in the a-th set of dq axis system in the rotating coordinate system of the m-phase motor, the subscript dsb represents the d-axis component in the b-th set of dq axis system in the rotating coordinate system of the m-phase motor, and the subscript qsx represents the q-axis component in the x-th set of dq axis system in the rotating coordinate system of the m-phase motor. The stator current feedback signal includes i dsa ,i qsa ,i dsb ,…,i qsx The subscripts have the same meaning as the subscripts of the stator axis reference current values. The stator current feedback signal is the actual current value observed. The reference current value of each axis of the stator is subtracted from the actual current value of each axis of the stator current feedback signal, and then input into the stator current loop regulator, and the output is the reference voltage value of each axis of the stator. The reference voltage value of each axis of the stator includes u dsa * ,u qsa * ,u dsb * ,…,u qsx * The meanings of the superscript and subscript are the same as the reference current values ​​of each axis of the stator.

[0061] Preferably, the stator current loop regulator can be designed to consist of multiple PI controllers, and the number of PI controllers is consistent with the number of coordinate axes of the m-phase motor rotation coordinate system. The reference voltage value of each axis of the stator is input into the m-phase Park transformation module, and the output is the reference voltage u of each phase of the m-phase motor. s1 * ,u s2 * ,u s3 * ,u s4 * ,…,u sm * , where the superscript * represents the reference value, the subscript s1 represents the first phase of the stator, s2 represents the second phase of the stator, s3 represents the third phase of the stator, s4 represents the fourth phase of the stator, and sm represents the mth phase of the stator. The reference voltage of each phase of the stator is input into the m-phase pulse width modulation algorithm module, and after calculation, m groups of modulated square waves g are output. s1 , g s2 , g s3 , g s4,…,g sm , forming the stator drive signal. Each group of modulated square waves contains two complementary square waves, which are used to control the upper and lower power devices of a certain phase bridge arm of the stator inverter.

[0062] Figure 3 The figure shows the control algorithm block diagram in the heavy load mode when the electric aircraft is operating normally. The difference between the control algorithm in the heavy load mode and the light load mode is that the rotor control is added. In the heavy load mode, the flight control computer determines the current operating requirements and gives a reference speed. The difference between the reference speed and the speed feedback signal is input into the rotor auxiliary speed loop regulator, which outputs the reference current of the stator and the rotor respectively. Among them, the rotor auxiliary speed loop regulator is used for auxiliary speed regulation when the stator is the main speed regulator.

[0063] Preferably, the rotor auxiliary speed loop regulator can be designed as a series structure of a PI controller and a current distributor, and the current distributor distributes the overall reference current of the stator and the rotor according to a certain ratio. Preferably, this distribution ratio can be selected as the ratio of the stator rated current to the rotor rated current. It should be noted that when determining the rotor rated current, it is necessary to consider factors such as the rotor winding being more difficult to dissipate heat than the stator and the rotor volume being smaller than the stator. Therefore, under this distribution ratio, the stator is the main output component and the rotor is the auxiliary output component. After distribution by the current distributor, the reference current values ​​of each axis of the stator include i dsa * ,i qsa * ,i dsb * ,…,i qsx * , where the superscript * represents the reference value, the subscript dsa represents the d-axis component in the a-th set of dq axis system in the rotating coordinate system of the m-phase motor, the subscript qsa represents the q-axis component in the a-th set of dq axis system in the rotating coordinate system of the m-phase motor, the subscript dsb represents the d-axis component in the b-th set of dq axis system in the rotating coordinate system of the m-phase motor, and the subscript qsx represents the q-axis component in the x-th set of dq axis system in the rotating coordinate system of the m-phase motor. The stator current feedback signal includes i dsa ,i qsa ,i dsb ,…,i qsx The subscripts have the same meaning as the subscripts of the stator axis reference current values. The stator current feedback signal is the actual current value observed. The reference current value of each axis of the stator is subtracted from the actual current value of each axis of the stator current feedback signal, and then input into the stator current loop regulator, and the output is the reference voltage value of each axis of the stator. The reference voltage value of each axis of the stator includes u dsa * ,u qsa *,u dsb * ,…,u qsx * The meanings of the superscript and subscript are the same as the reference current values ​​of each axis of the stator.

[0064] Preferably, the stator current loop regulator can be designed to consist of multiple PI controllers, and the number of PI controllers is consistent with the number of coordinate axes of the m-phase motor rotation coordinate system. The reference voltage value of each axis is input into the m-phase Park transformation module, and the output is the reference voltage u of each phase of the m-phase motor. s1 * ,u s2 * ,u s3 * ,u s4 * ,…,u sm * , where the superscript * represents the reference value, the subscript s1 represents the first phase of the stator, s2 represents the second phase of the stator, s3 represents the third phase of the stator, s4 represents the fourth phase of the stator, and sm represents the mth phase of the stator. The reference voltage of each phase is input into the m-phase pulse width modulation algorithm module, and after calculation, m groups of modulated square waves g are output. s1 , g s2 , g s3 , g s4 ,…,g sm , forming the stator drive signal. Each group of modulated square waves contains two complementary square waves, which are used to control the upper and lower power devices of a certain phase bridge arm of the stator inverter.

[0065] After being distributed by the current distributor, the reference current values ​​of each rotor axis include i dru * ,…,i qry * , where the superscript * represents the reference value, the subscript dru represents the d-axis component in the u-th set of dq axis system in the n-phase motor rotating coordinate system, and the subscript qry represents the q-axis component in the y-th set of dq axis system in the n-phase motor rotating coordinate system. The rotor current feedback signal includes i dru ,…,i qry The meaning of the superscript is the same as that of the superscript of the reference current value of each rotor axis. The rotor current feedback signal is the actual value of the observed current. The reference current value of each rotor axis is subtracted from the actual value of each axis current of the rotor current feedback signal, and then input into the rotor current loop regulator, and the output is the reference voltage value of each axis. The reference voltage value of each axis includes u dru * ,…,u qry * The meanings of the superscript and subscript are the same as the reference current values ​​of each rotor axis.

[0066] The subsequent adjustment calculation process of the rotor reference current can refer to the adjustment calculation process of the stator in light load mode. The difference is that the number of current parameters adjusted by the rotor current loop regulator is determined by the number of coordinate axes of the rotor n-phase motor rotating coordinate system. The transformation method of the n-phase motor rotating coordinate system can also refer to the classic vector space decoupling method of multi-phase motors. The difference also lies in the n-phase Park transformation module and the n-phase pulse width modulation algorithm module, which are similar to the stator, but with a different number of phases. The reference voltage values ​​of each rotor axis are input into the n-phase Park transformation module, and the output is the reference voltage u of each phase of the n-phase motor. r1 * ,ur2 * ,…,u rn * , where the superscript * represents the reference value, the subscript r1 represents the rotor phase 1, r2 represents the rotor phase 2, and rn represents the rotor phase n. The reference voltage of each rotor phase is input into the n-phase pulse width modulation algorithm module, and after calculation, n groups of modulated square waves g are output. r1 , g r2 ,…,g rn , forming the rotor drive signal. Each group of modulated square waves contains two complementary square waves, which are used to control the upper and lower power devices of a certain phase bridge arm of the rotor inverter.

[0067] When the dual-redundancy matrix motor system operates in light-load mode, the fault-tolerant control method after a fault occurs is completed by reconfiguring the stator current and intervening the rotor. Figure 4 The figure shows the flow chart of fault-tolerant control when a fault occurs in light load mode. The fault can be a phase failure of a certain phase winding of the stator or an open circuit fault of a power device in a certain phase bridge arm of the stator inverter. When a fault occurs, the number of stator phases with faults and the number of remaining healthy phases j of the stator are first determined. When the number of remaining healthy phases j of the stator is ≥ 3, the current of the remaining healthy phases of the stator is first reconfigured to ensure that the trajectory of the magnetic motive force generated by the j phase is circular. Then the rotor control channel intervenes to assist the stator in torque output and complete fault-tolerant control.

[0068] The block diagram of the matrix motor fault-tolerant control algorithm when the number of remaining healthy stator phases j ≥ 3 is as follows: Figure 5As shown, in this embodiment, assuming that the stator s1 phase and s2 phase have a phase failure (i.e., when j=m-2≥3), the stator reference current configuration module, current loop regulator, inverse Park transformation module and pulse width modulation module in the stator control system are all adjusted to correspond to the number of healthy phases j. The difference between the given reference speed and the speed feedback signal is obtained through the remaining healthy phases of the stator and the rotor auxiliary speed loop regulator to obtain the reference current of the stator and the rotor respectively. According to the multi-phase motor vector space decoupling method, the j healthy phases are subjected to the rotation coordinate transformation, and the stator reference current configuration module obtains the reference current value of each coordinate axis of the j-phase rotating coordinate system through the given stator reference current, and inputs it into the stator current loop regulator.

[0069] Figure 5 The reference current values ​​of each axis include i dsb * ,…,i qsx * , where the superscript * represents the reference value, the subscript dsb represents the d-axis component in the b-th set of dq axis system in the j-phase motor rotating coordinate system, and the subscript qsx represents the q-axis component in the x-th set of dq axis system in the j-phase motor rotating coordinate system. The reference current value of each axis is subtracted from the actual value of each axis current of the stator current feedback signal, and then input into the stator current loop regulator, and the output is the reference voltage value of each axis. The stator current feedback signal includes i dsa ,i qsa ,i dsb ,…,i qsx , the meaning of its subscript is the same as that of the subscript of the reference current value of each axis of the stator, and the stator current feedback signal is the actual value of the current observed. dsa and i qsa There is no corresponding reference value, so it does not actually participate in current regulation. The reference current value of each axis of the stator is subtracted from the actual value of each axis current of the stator current feedback signal, and then input into the stator current loop regulator, and the output is the reference voltage value of each axis of the stator. The reference voltage value of each axis of the stator includes u dsb * ,…,u qsx * The meanings of the superscript and subscript are the same as the reference current values ​​of each axis of the stator.

[0070] Preferably, the stator current loop regulator can be designed to consist of multiple PI controllers, and the number of PI controllers is consistent with the number of coordinate axes of the j-phase motor rotation coordinate system. The reference voltage value of each axis is input into the j-phase Park transformation module, and the output is the reference voltage u of each phase of the j-phase motor. s3 * ,u s4 * ,…,u sm *, where the superscript * represents the reference value, the subscript s3 represents the third phase of the stator, s4 represents the fourth phase of the stator, and sm represents the mth phase of the stator. The reference voltage of each phase is input into the m-phase pulse width modulation algorithm module, and after calculation, j groups of modulated square waves g are output. s3 , g s4 ,…,g sm , forming the stator drive signal, modulating the remaining j healthy phase bridge arms of the stator. Each group of modulated square waves contains two complementary square waves, which are used to control the upper and lower power devices of a certain phase bridge arm of the stator inverter.

[0071] The control method of the rotor control channel is the same as the control method of the rotor in heavy load mode, which plays a role in assisting the stator to output torque. The reference current values ​​of each rotor axis include i dru * ,…,i qry * , where the superscript * represents the reference value, the subscript dru represents the d-axis component in the u-th set of dq axis system in the n-phase motor rotating coordinate system, and the subscript qry represents the q-axis component in the y-th set of dq axis system in the n-phase motor rotating coordinate system. The rotor current feedback signal includes i dru ,…,i qry The meaning of the superscript is the same as that of the superscript of the reference current value of each rotor axis. The rotor current feedback signal is the actual value of the observed current. The reference current value of each rotor axis is subtracted from the actual value of each axis current of the rotor current feedback signal, and then input into the rotor current loop regulator, and the output is the reference voltage value of each axis. The reference voltage value of each axis includes u dru * ,…,u qry * The meaning of the superscript and subscript is the same as the reference current value of each rotor axis. The reference voltage value of each rotor axis is input into the n-phase Park transformation module, and the output is the reference voltage u of each phase of the n-phase motor. r1 * ,ur2 * ,…,u rn * , where the superscript * represents the reference value, the subscript r1 represents the rotor phase 1, r2 represents the rotor phase 2, and rn represents the rotor phase n. The reference voltage of each rotor phase is input into the n-phase pulse width modulation algorithm module, and after calculation, n groups of modulated square waves g are output. r1 , g r2 ,…,g rn , forming the rotor drive signal. Each group of modulated square waves contains two complementary square waves, which are used to control the upper and lower power devices of a certain phase bridge arm of the rotor inverter.

[0072] The block diagram of the matrix motor fault-tolerant control algorithm when the number of remaining healthy phases j of the stator is less than 3 is as follows: Figure 6The flight control computer determines the motor reference speed based on the current operation requirements, and the difference between the motor reference speed and the speed feedback signal is input into the rotor independent speed loop regulator.

[0073] Preferably, the rotor independent speed loop regulator can be designed as a PI controller, and its output is a reference current. The reference current is input into the rotor reference current configuration module, and the rotor reference current configuration module obtains the reference current value of each coordinate axis of the n-phase motor rotating coordinate system according to a certain principle and ratio, such as the maximum torque current ratio principle, through the given overall reference current. The transformation method of the n-phase motor rotating coordinate system refers to the classic vector space decoupling method of multi-phase motors.

[0074] Figure 6 The reference current values ​​of the rotor axes include i dru * ,…,i qry * , where the superscript * represents the reference value, the subscript dru represents the d-axis component in the u-th set of dq axis system in the n-phase motor rotating coordinate system, and the subscript qry represents the q-axis component in the y-th set of dq axis system in the n-phase motor rotating coordinate system. The rotor current feedback signal includes i dru ,…,i qry The meaning of the superscript is the same as that of the superscript of the reference current value of each rotor axis. The rotor current feedback signal is the actual value of the observed current. The reference current value of each rotor axis is subtracted from the actual value of each axis current of the rotor current feedback signal, and then input into the rotor current loop regulator, and the output is the reference voltage value of each axis. The reference voltage value of each axis includes u dru * ,…,u qry * The meaning of the superscript and subscript is the same as the reference current value of each rotor axis. The reference voltage value of each rotor axis is input into the n-phase Park transformation module, and the output is the reference voltage u of each phase of the n-phase motor. r1 * ,ur2 * ,…,u rn * , where the superscript * represents the reference value, the subscript r1 represents the rotor phase 1, r2 represents the rotor phase 2, and rn represents the rotor phase n. The reference voltage of each rotor phase is input into the n-phase pulse width modulation algorithm module, and after calculation, n groups of modulated square waves g are output. r1 , g r2 ,…,g rn , forming the rotor drive signal. Each group of modulated square waves contains two complementary square waves, which are used to control the upper and lower power devices of a certain phase bridge arm of the rotor inverter.

[0075] As an example, when the dual-redundancy matrix motor system of the present invention operates in a heavy-load mode, the fault-tolerant control method after a fault occurs is completed by reconfiguring the stator or rotor current. Figure 7 The figure shows the flow chart of fault-tolerant control after a fault occurs in heavy load mode. When a fault occurs, the position of the fault phase is first determined, and there are three situations at this time.

[0076] In the first case, the fault phase is located on the stator side. At this time, the number of fault phases and the number of remaining healthy phases j of the stator are judged. When the number of remaining healthy phases j ≥ 3, the remaining healthy phases of the stator and the rotor share the load torque. The control algorithm is the same as Figure 5 When the number of remaining healthy phases j of the stator is less than 3, the stator control channel is blocked and the rotor bears all the load torque. The control algorithm is the same as Figure 6 The content shown is exactly the same.

[0077] In the second case, the fault phase is located on the rotor side. At this time, the number of fault phases and the number of remaining healthy phases k of the rotor are judged. When the number of remaining healthy phases k of the rotor is ≥ 3, the remaining healthy phases of the rotor and the stator share the load torque. The fault-tolerant control algorithm is the same as Figure 5 The contents shown are similar, the difference is that the fault side is the rotor, the current reconfiguration also occurs on the rotor side, and the stator side operates normally. The number of current parameters adjusted by the rotor side current loop regulator is determined by the number of coordinate axes of the rotor's remaining healthy phase motor rotating coordinate system. The transformation method of the rotor's remaining healthy phase motor rotating coordinate system can also refer to the classic vector space decoupling method of multi-phase motors. The Park transformation and pulse width modulation algorithms for the rotor side's remaining healthy phases are similar to those on the stator side, except for the number of phases. When the number of rotor's remaining healthy phases k is less than 3, the rotor control channel is blocked, and the stator bears all the load torque. The control algorithm is the same as Figure 2 The content shown is exactly the same.

[0078] In the third case, the faulty phase is located on the rotor side and the stator side. At this time, it is necessary to judge the number of remaining healthy phases of the control channels on both sides. When the number of remaining healthy phases on both the stator and rotor sides is ≥3 phases, the current of the remaining healthy phases of the stator and rotor is reconfigured to ensure that the magnetic motive force trajectory on both sides is circular, and the remaining healthy phases of the stator and rotor jointly bear the load torque. When the number of remaining healthy phases on one side of the stator or rotor is less than 3 phases, block that side, and make the side with the remaining healthy phase number ≥3 phases bear all the load torque. It should be noted that the operating condition where the number of remaining healthy phases on one side of the stator or rotor is less than 3 phases does not include the situation where the number of remaining healthy phases on both the stator and rotor sides is less than 3 at the same time.

[0079] By adopting dual redundancy design and precise fault-tolerant control strategy, the system can achieve the goals of optimal performance and easy maintenance and upgrade while ensuring safe flight of the aircraft; the advantages of the fault-tolerant control method specifically include: Improve system reliability: By adopting a dual-redundancy design, that is, using two independent motors and control units, when one system fails, the other system can immediately take over the work, thereby greatly improving the reliability of the entire system.

[0080] Enhanced fault tolerance: The system has excellent fault tolerance in both light-load and heavy-load modes. When a fault occurs, the system can respond quickly according to the preset fault tolerance strategy to ensure the safe flight of the aircraft.

[0081] Optimized performance: Through precise speed and current control, the system can achieve optimal performance in both light-load mode and heavy-load mode. In light-load mode, the system can maintain low energy consumption and noise levels; in heavy-load mode, the system can quickly provide the required thrust and torque.

[0082] Easy maintenance and upgrade: The modular design of the dual-redundancy matrix motor system makes maintenance and upgrade easier. When a part needs to be repaired or replaced, it can be done quickly without making large-scale changes to the entire system.

[0083] The above embodiments are only used to illustrate the design ideas and features of the present invention, and their purpose is to enable those skilled in the art to understand the content of the present invention and implement it accordingly. The protection scope of the present invention is not limited to the above embodiments. Therefore, any equivalent changes or modifications made based on the principles and design ideas disclosed by the present invention are within the protection scope of the present invention.

Claims

1. A dual-redundancy matrix motor system, characterized in that: include: Flight control computer, system control module, matrix motor, stator drive module, rotor drive module, stator current sampling module, rotor current sampling module, position and speed signal sampling module; The flight control computer is used to exchange instructions and information with the system control module. The flight control computer sends a regulation signal to the system control module to adjust the operating state of the matrix motor; the system control module feeds back the operating state and fault signal to the flight control computer; The system control module is used to control the matrix motor, and receives various signals collected by the stator current sampling module, the rotor current sampling module, the position and speed signal sampling module, and the motor sensor device signals including temperature and vibration, to perform dual closed-loop vector control of the speed and current of the matrix motor, and send pulse width modulation waves to the stator drive module and the rotor drive module, thereby driving the matrix motor; the system control module is also used to complete the process of reconfiguring the stator current and intervening the rotor in the event of a fault in the light load mode; when the stator or rotor fails, the stator current is redistributed according to a preset fault-tolerant strategy, and a spare rotor is started to replace the faulty stator to ensure continuous operation of the dual-redundancy matrix motor system.

2. A dual-redundancy matrix motor system according to claim 1, characterized in that: The stator of the matrix motor has m-phase windings, and the rotor has n-phase windings, where m and n are integers that satisfy the principle of multiple magnetic field modulation of the motor; The stator drive module is used to provide gate voltage to the power devices of the stator inverter to turn on and off the power devices of the stator inverter; the stator inverter is used to supply power to the matrix motor; The rotor drive module is used to provide gate voltage to the power device of the rotor inverter to turn on and off the power device of the rotor inverter; the rotor inverter is used to supply power to the matrix motor; The stator inverter has a total of m bridge arms and a total of 2×m power devices; The rotor inverter has n bridge arms and 2×n power devices.

3. A dual-redundancy matrix motor system according to claim 1, characterized in that: The matrix motor has a stator with multi-phase windings and stator slot permanent magnets, a rotor with multi-phase windings and rotor slot permanent magnets, and the stator and rotor windings are powered by two independent power supplies and inverters, respectively, and meet the following requirements: The armature windings of the stator and rotor and the permanent magnets of the stator and rotor can interact with each other and output torque components distributed in a matrix; the stator and rotor can output torque independently or simultaneously, so that multiple torque components are superimposed in the same direction and output simultaneously on the rotating shaft.

4. A dual-redundancy matrix motor system according to claim 3, characterized in that: The dual-redundancy matrix motor system includes a stator control channel and a rotor control channel, the stator control channel and the rotor control channel are independent of each other, and the stator control channel includes a stator inverter drive system and a stator-side winding of the matrix motor; the rotor control channel includes a rotor inverter drive system and a rotor-side winding of the matrix motor; When a fault occurs in the stator control channel, the rotor control channel intervenes and provides torque output in the following ways: The healthy components in the stator control channel continue to operate through the reconfiguration of the stator current and the intervention of the rotor. The rotor control channel is put into operation and outputs a part of the auxiliary torque, so that the torque output is the same as before the fault; Alternatively, the stator control channel is cut off and the rotor control channel bears all the torque.

5. A dual-redundancy matrix motor system according to claim 3, characterized in that: The two electric drive systems of the stator and the rotor are mutually redundant. Under normal working conditions, the stator outputs torque and the rotor winding is not powered; When the aircraft needs high torque for acceleration or climbing, the system makes a judgment and causes the rotor to intervene; When a stator winding phase failure or a power device open circuit failure occurs, the fault phase bridge arm is blocked and the current of the remaining healthy phases is reconfigured. At the same time, the system enables the rotor to intervene and compensate for the output torque. When a serious multi-phase fault occurs in the stator and the remaining phase windings and bridge arms are insufficient to continue to output torque, the entire stator windings and bridge arms are cut off and the rotor bears all the output torque.

6. A fault-tolerant control method, based on a dual-redundancy matrix motor system according to any one of claims 1 to 5, characterized in that: The fault-tolerant control method comprises: When the system is in a healthy state, the operation mode is divided into light load mode and heavy load mode; the logic of switching between light load mode and heavy load mode is that the flight control computer makes a comprehensive judgment by receiving information including the pilot's or the flight control computer's own instructions to the aircraft joystick and the aircraft's attitude; when the dual-redundant matrix motor system is used for aviation propulsion, it switches to light load mode when the aircraft is in a stable flight state; it switches to heavy load mode when the aircraft is in an upward climbing or accelerating state; when the dual-redundant matrix motor system is used for aviation electric actuation, it switches to light load mode when the aircraft is in a stable flight state and the flap system does not need frequent adjustment; it switches to heavy load mode when the aircraft attitude changes drastically and the flap system needs frequent adjustment; In the light load mode, the flight control computer determines the motor reference speed based on the current operation requirements, and the difference between the motor reference speed and the speed feedback signal is input into the stator independent speed loop regulator; In the heavy load mode, the heavy load mode adds rotor control on the basis of the light load mode; the flight control computer gives a reference speed by judging the current operation demand, and the difference between the reference speed and the speed feedback signal is input into the rotor auxiliary speed loop regulator, which outputs the reference current of the stator and the rotor respectively; When the dual-redundancy matrix motor system operates in light-load mode, faults are resolved by reconfiguring the stator current and intervening the rotor.

7. The fault-tolerant control method according to claim 6, characterized in that: The stator independent speed loop regulator is a PI controller, and its output is a reference current; the reference current is input into a stator reference current configuration module, and the stator reference current configuration module obtains the reference current value of each coordinate axis of the m-phase motor rotating coordinate system by allocating the given overall reference current according to a set ratio, and the transformation method of the m-phase motor rotating coordinate system adopts a vector space decoupling method; After the reference current value of each coordinate axis of the stator rotating coordinate system is subtracted from the actual current value of each axis of the stator current feedback signal, it is input into the stator current loop regulator and the output is the reference voltage value of each axis; The stator current loop regulator is composed of a plurality of PI controllers, and the number of the PI controllers is consistent with the number of coordinate axes of the rotating coordinate system of the m-phase motor; The reference voltage value of each axis is input into the m-phase Park transformation module, and the output is the reference voltage of each phase of the m-phase motor. The reference voltage of each phase is input into the m-phase pulse width modulation algorithm module. After calculation, m groups of modulated square waves are output to form the stator drive signal. Each group of modulated square waves contains two complementary square waves, which are used to control the upper and lower power devices of a certain phase bridge arm of the stator inverter; The rotor auxiliary speed loop regulator is a series structure of a PI controller and a current distributor, and the current distributor distributes the overall reference current of the stator and the rotor according to a set ratio.

8. The fault-tolerant control method according to claim 6, characterized in that: In light load mode, the fault-tolerant control method after a fault occurs is completed by reconfiguring the stator current and intervening the rotor. When a fault occurs, the number of stator phases with faults and the number of remaining healthy phases j of the stator are first determined. When the number of remaining healthy phases j ≥ 3, the current of the remaining healthy phases of the stator is first reconfigured so that the trajectory of the magnetic motive force generated by the remaining healthy phases of the stator is circular. Then the rotor control channel intervenes to assist the stator in torque output and complete fault-tolerant control.

9. The fault-tolerant control method according to claim 8, characterized in that: The matrix motor fault-tolerant control method when the number of remaining healthy phases of the stator j ≥ 3 includes: The stator reference current configuration module, current loop regulator, inverse Park transformation module and pulse width modulation module in the stator control system are all adjusted to correspond to the number of healthy phases j; the difference between the given reference speed and the speed feedback signal is used to obtain the reference currents of the stator and the rotor respectively through the number of stator remaining healthy phases and the rotor auxiliary speed loop regulator; the j remaining healthy phases are subjected to the rotation coordinate transformation according to the multi-phase motor vector space decoupling method, and the stator reference current configuration module obtains the reference current value of each coordinate axis of the j-phase rotating coordinate system through the given stator reference current, and inputs it into the stator current loop regulator; The matrix motor fault-tolerant control method when the number of remaining healthy phases j of the stator is less than 3 includes: The remaining healthy phases of the stator can no longer generate rotating magnetic motive force, so the stator control channel is blocked, the rotor control channel intervenes, and the rotor bears all the load torque; the number of current parameters adjusted by the rotor current loop regulator is determined by the number of coordinate axes of the rotor n-phase motor rotating coordinate system, and the transformation method of the n-phase motor rotating coordinate system adopts the vector space decoupling method.

10. The fault-tolerant control method according to claim 6, characterized in that: In heavy load mode, the fault-tolerant control method after a fault occurs is completed by reconfiguring the stator or rotor current. When a fault occurs, the location of the fault phase is first determined, which includes three specific situations: In the first case, the fault phase is located on the stator side. At this time, the number of fault phases and the number of remaining healthy phases j of the stator are determined. When the number of remaining healthy phases j of the stator is greater than or equal to 3, the remaining healthy phases of the stator and the rotor jointly bear the load torque. When the number of remaining healthy phases j of the stator is less than 3, the stator control channel is blocked and the rotor bears all the load torque. In the second case, the faulty phase is located on the rotor side; at this time, the number of faulty phases is determined. When the number of remaining healthy phases of the rotor is k ≥ 3, the remaining healthy phases of the rotor and the stator jointly bear the load torque. The number of current parameters adjusted by the rotor-side current loop regulator is determined by the number of coordinate axes of the k-phase motor rotating coordinate system of the remaining healthy phases of the rotor. The transformation method of the k-phase motor rotating coordinate system refers to the vector space decoupling method. When the number of remaining healthy phases of the rotor k is less than 3, the rotor control channel is blocked and the stator bears all the load torque; In the third case, the faulty phase is located on the rotor side and the stator side; at this time, it is necessary to judge the remaining healthy phases of the control channels on both sides; when the remaining healthy phases on the stator and rotor sides are both ≥3 phases, the current of the remaining healthy phases of the stator and rotor are reconfigured so that the magnetic motive force trajectory on both sides is circular, and the remaining healthy phases of the stator and rotor jointly bear the load torque; when the remaining healthy phases on one side of the stator or rotor is <3 phases, block one side of the stator or rotor, and make the side with the remaining healthy phases ≥3 phases bear all the load torque.

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