Improved speed sensorless deadbeat prediction control method of permanent magnet synchronous motor

Abstract

The invention discloses an improved speed sensorless deadbeat predictive control method for a permanent magnet synchronous motor, which belongs to the technical field of hybrid power ship torque control, and comprises the following steps: S1, establishing a parallel structure of a hybrid power system, and performing torque adjustment on a motor and a diesel engine in real time to obtain a hybrid power system torque; an independent or cooperative propulsion mode of the motor and the diesel engine is realized; s2, establishing a ship hybrid power propulsion system mathematical model, and making a torque coordination control strategy; and S3, outputting the target torque of the diesel engine and the target torque of the motor based on the torque coordination control strategy, the residual electric quantity of the storage battery and the torque required by the constant-speed sailing of the ship. The power change in the ship mode switching process can be more stable and smoother, the energy consumption of the ship is effectively reduced, and stable operation and energy consumption reduction of the ship can be realized.

Description

Technical Field

[0001] The present invention relates to the technical field of torque control for hybrid ships, and in particular to an improved sensorless deadbeat predictive control method for permanent magnet synchronous motors. Background Art

[0002] Since the 21st century, with the rapid development of technology, the concept of green energy conservation has been gradually emphasized by people. Severe environmental problems, energy depletion problems, and strict emission regulations strongly require the upgrading and optimization of the propulsion device composition and control system design of ship power propulsion systems. Replacing the traditional diesel engine propulsion device with a ship's combined diesel and electric propulsion device through a shaft generator and a diesel engine can, to a certain extent, make up for the shortcoming of the small range of the optimal operating condition area of the diesel engine, improve the propulsion efficiency, reduce the system energy consumption, reduce the carbon dioxide emissions during ship propulsion, and reduce environmental pollution. For the energy-saving control system of ship combined diesel and electric propulsion, how to achieve the combined propulsion of the ship through the coordinated operation of the diesel engine and the shaft generator / motor, thereby reducing the output power of the diesel engine, improving the propulsion efficiency of the ship propulsion system, improving the fuel utilization rate, and reducing the energy consumption during ship navigation is an urgent problem to be solved. Summary of the Invention

[0003] The purpose of the present invention is to provide an improved sensorless deadbeat predictive control method for permanent magnet synchronous motors, which can make the power change more stable and smooth during the ship mode switching process, effectively reduce the ship energy consumption, and achieve the stable operation and energy consumption reduction of the ship.

[0004] To achieve the above purpose, the present invention provides an improved sensorless deadbeat predictive control method for permanent magnet synchronous motors, including the following steps:

[0005] S1. Establish a parallel structure of the hybrid system, and the motor and the diesel engine perform torque regulation in real time to achieve the propulsion modes of the motor and the diesel engine alone or in cooperation;

[0006] S2. Establish a mathematical model of the ship hybrid propulsion system and formulate a torque coordination control strategy;

[0007] S3. Based on the torque coordination control strategy, the remaining battery power, and the torque required for the ship to sail at a constant speed, output the target torque of the diesel engine and the target torque of the motor.

[0008] Preferably, in S1, when the propulsion torque required by the ship is not higher than the optimal operating condition range of the diesel engine, the diesel engine is adjusted for torque output within the optimal operating condition range, the operating mode of the motor is set to the generator mode to absorb the surplus power of the diesel engine, and electrical energy is generated by the shaft generator to charge the battery; when the propulsion torque required by the ship is higher than the optimal operating condition range of the diesel engine, the mode of the motor is adjusted to the motor mode, and the battery provides energy for the motor to drive the motor to work for the combined propulsion of the ship.

[0009] Preferably, in S2, it specifically includes the following steps:

[0010] S21. Construct a dynamics model, a clutch model, and a resistance model respectively;

[0011] S22. Formulate a state control equation according to each model.

[0012] Preferably, in S21, the expression of the dynamics model is:

[0013]

[0014] T c (t) = T′ c (t);

[0015] Among them, J 1 , J 2 are the equivalent moments of inertia; is the equivalent torque of the motor; is the equivalent load torque of the propeller; T c '(t) is the torque at the other end of the clutch;

[0016] J 1 = J D + J c_A ;

[0017]

[0018] The propeller load torque is calculated as:

[0019] T pro = K Q ρn 2 D 5 ;

[0020]

[0021] Among them, K Q is the propeller torque coefficient; ρ is the density of water; D is the propeller diameter; n is the propeller speed.

[0022] Preferably, in S21, the three working states of the clutch are "disengaged", "slip friction", and "locked", and the expression of the clutch model is:

[0023] (1) When the clutch is in the "disengaged" state:

[0024] T c (t) = 0;

[0025] (2) When the clutch is in the "slip friction" state, ω 1 ≠ω 2 , and the magnitude of the clutch torque T c is given by the actuator, and the direction is determined by the rotational speed difference on both sides of the clutch:

[0026] T c (t) = |T c (t)| sign(ω 1 (t) - ω 2 (t));

[0027] (3) When the clutch is in the "locked" state, ω 1 = ω 2 , and the clutch torque T c is generated by static friction:

[0028]

[0029]

[0030] Preferably, in S22, the expression of the resistance model is:

[0031] F total = F F (1 + k 1 ) + F APP + F W + F A ;

[0032] Among them, F total is the total resistance, F F is the frictional resistance, F APP is the appendage resistance, F W is the wave-making resistance, F A is the correction resistance;

[0033]

[0034] 1 + k 1 = c 13 {0.93 + c 12 (B / L R ) 0.92497 (0.95 - C P )-0.521448 (1 - C P + 0.0225) 0.6906};

[0035]

[0036] Among them, T is the molded depth of the ship, B is the molded breadth of the ship, L R is the designed waterline length, d is the mean draft of the ship, C B is the block coefficient, C P is the longitudinal prismatic coefficient, S is the wetted surface area of the ship, A M is the midship section area, V is the ship speed, ρ is the density of water, C F is the frictional resistance coefficient, C W is the wave-making resistance coefficient, C A is the modified resistance coefficient, ΔC F is the roughness allowance coefficient, ΔC F = 0.0004, C 12 = 0.48, C 13 = 1.03.

[0037] Preferably, in S22, the dynamic model of the electric motor propulsion mode is used as the reference model, and the output torque of the electric motor is the propulsion torque T M / G_cmd required for the ship's navigation. When the clutch is disengaged, the dynamic equation is:

[0038]

[0039] Among them, ω m (t) is the angular velocity of shaft B in the reference model;

[0040] Define three input variables u 1 (t), u 2 (t), u 3 (t) of the system control, two state variables x p1 (t), x p2 (t), two system control output variables y p1 (t), y p2 (t), and two disturbance variables d 1 (t), d 2 (t):

[0041] x p1 (t)= ω 1 (t), x p2 (t)= ω 2 (t);

[0042]

[0043] y p1 (t) = x p1 (t), y p2 (t) = x p2 (t);

[0044] d 1 (t) = -T f (t);

[0045]

[0046] where T f (t) is the resistance torque of the diesel engine, which is an inherent property of the diesel engine, and is the equivalent torque of the propeller;

[0047] The equation of the original dynamic model is rewritten as:

[0048]

[0049] Taking u m (t) as the input of the reference model, x m (t) as the state variable, and y m (t) as the output of the reference model:

[0050]

[0051] x m (t) = ω m (t);

[0052] y m (t) = x m (t);

[0053] The dynamic equation of the reference model is rewritten as:

[0054]

[0055] Therefore, by adopting the above improved sensorless deadbeat predictive control method for a permanent magnet synchronous motor, the power change during the ship mode switching process can be made more stable and smooth, and the ship energy consumption can be effectively reduced, realizing the stable operation and energy consumption reduction of the ship.

[0056] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Description of the Drawings

[0057] Figure 1 is a flowchart of an embodiment of the improved sensorless deadbeat predictive control method for a permanent magnet synchronous motor according to the present invention. Detailed Embodiment

[0058] The technical solution of the present invention will be further described below with reference to the accompanying drawings and embodiments.

[0059] Unless otherwise defined, the technical terms or scientific terms used in the present invention shall have the ordinary meanings understood by those of ordinary skill in the field to which the present invention belongs. The "first", "second" and similar terms used in the present invention do not denote any order, quantity or importance, but are only used to distinguish different components. The terms such as "including" or "comprising" mean that the elements or objects appearing before this term cover the elements or objects listed after this term and their equivalents, without excluding other elements or objects. The terms such as "connected" or "coupled" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The terms such as "upper", "lower", "left", "right" are only used to represent relative positional relationships, and when the absolute position of the object being described changes, the relative positional relationship may also change accordingly.

[0060] Embodiment 1

[0061] As Figure 1 shown, the present invention provides an improved speed - sensorless dead - beat predictive control method for a permanent - magnet synchronous motor, including the following steps:

[0062] S1. Establish a parallel structure of the hybrid power system, and the motor and the diesel engine perform torque regulation in real time to achieve the independent or collaborative propulsion mode of the motor and the diesel engine.

[0063] When the propulsion torque required by the ship is not higher than the optimal operating condition range of the diesel engine, the diesel engine performs output torque regulation within the optimal operating condition range, sets the operating mode of the motor as the generator mode, absorbs the surplus power of the diesel engine, and generates electrical energy through the shaft - driven generator to charge the battery; when the propulsion torque required by the ship is higher than the optimal operating condition range of the diesel engine, adjust the mode of the motor to the motor mode, provide energy for the motor through the battery, drive the motor to work, and perform the combined propulsion of the ship.

[0064] S2. Establish a mathematical model of the ship hybrid propulsion system and formulate a torque coordination control strategy.

[0065] Specifically, it includes the following steps:

[0066] S21. First, construct a dynamic model, a clutch model and a resistance model respectively.

[0067] The expression of the dynamic model is:

[0068]

[0069] Tc J(t) = T' c J(t)

[0070] where J 1 and J 2 are equivalent moments of inertia; is the equivalent torque of the motor; is the equivalent load torque of the propeller; T c '(t) is the torque at the other end of the clutch.

[0071] J 1 = J D + J c_A

[0072]

[0073]

[0074] The propeller load torque is calculated as:

[0075] T pro = K Q ρn 2 D 5

[0076]

[0077] where K Q is the propeller torque coefficient; ρ is the density of water; D is the propeller diameter; n is the propeller speed.

[0078] Since the three working states of the clutch are "disengaged", "slip friction", and "locked", the expression of the clutch model is:

[0079] (1) When the clutch is in the "disengaged" state:

[0080] T c (t) = 0

[0081] (2) When the clutch is in the "slip friction" state, ω 1 ≠ ω 2 , the magnitude of the clutch torque T c is given by the actuator, and the direction is determined by the speed difference between the two sides of the clutch:

[0082] T c (t) = |T c (t)| sign(ω 1 (t) - ω 2 (t))

[0083] (3) When the clutch is in the "locked" state, ω 1 = ω 2, the clutch torque T c Generated by static friction:

[0084]

[0085] The expression of the resistance model is:

[0086] F total = F F (1 + k 1 ) + F APP + F W + F A where, F total is the total resistance, F F is the frictional resistance, F APP is the appendage resistance, F W is the wave-making resistance, F A is the correction resistance.

[0087]

[0088] 1 + k 1 = c 13 {0.93 + c 12 (B / L R ) 0.92497 (0.95 - C P ) -0.521448 (1 - C P + 0.0225) 0.6906}

[0089]

[0090] where, T is the molded depth of the ship, B is the molded breadth of the ship, L R is the length of the designed waterline, d is the mean draft of the ship, C B is the block coefficient, C P is the longitudinal prismatic coefficient, S is the wetted surface area of the ship, A M is the midship section area, V is the ship speed, ρ is the density of water, C F is the frictional resistance coefficient, C W is the wave-making resistance coefficient, C A is the correction resistance coefficient, ΔC F is the roughness allowance coefficient, ΔC F = 0.0004, C 12 = 0.48, C 13 = 1.03.

[0091] S22. Develop the state control equations according to each model.

[0092] Take the dynamic model of the motor propulsion mode as the reference model, and the motor output torque is the propulsion torque T required for ship navigation. M / G_cmd When the clutch is disengaged, the dynamic equation is:

[0093]

[0094] where ω m (t) is the angular velocity of shaft B in the reference model.

[0095] Define three input variables u 1 (t), u 2 (t), u 3 (t) for system control, two state variables x p1 (t), x p2 (t), two system control output variables y p1 (t), y p2 (t), and two disturbance variables d 1 (t), d 2 :

[0096] x p1 (t) = ω 1 (t), x p2 (t) = ω 2 (t)

[0097]

[0098] y p1 (t) = x p1 (t), y p2 (t) = x p2 (t)

[0099] d 1 (t) = -T f (t)

[0100]

[0101] where T f (t) is the diesel engine resistance torque, which is an inherent property of the diesel engine, and is replaced by the equivalent torque of the propeller.

[0102] After processing, the equation of the original dynamic model is rewritten as:

[0103]

[0104] After determining the dynamic model equation, it is necessary to determine the state variables of the reference model for further analysis. Take u m (t) as the input of the reference model, xm (t) as a state variable, y m (t) as the output of the reference model:

[0105]

[0106] x m (t) = ω m (t)

[0107] y m (t) = x m (t)

[0108] Accordingly, the dynamic equation of the reference model is changed to:

[0109]

[0110] S3. Based on the torque coordination control strategy, the remaining battery power, and the torque required for the ship to sail at a constant speed, output the target torque of the diesel engine and the target torque of the motor.

[0111] Therefore, by adopting the above improved sensorless deadbeat predictive control method for a permanent magnet synchronous motor, the present invention can make the power change more stable and smooth during the ship mode switching process, effectively reduce the ship's energy consumption, and achieve the stable operation and energy consumption reduction of the ship.

[0112] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit them. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that they can still modify or equivalently replace the technical solutions of the present invention, and these modifications or equivalent replacements cannot make the modified technical solutions deviate from the spirit and scope of the technical solutions of the present invention.

Claims

1. An improved speed sensorless deadbeat predictive control method for a permanent magnet synchronous motor, characterized in that: The following steps are involved: S1. Establish a parallel structure of the hybrid power system, and adjust the torque of the motor and diesel engine in real time to achieve a separate or coordinated propulsion mode of the motor and diesel engine; S2. Establish a mathematical model of the ship hybrid propulsion system and formulate a torque coordination control strategy; S3. Based on the torque coordination control strategy, the remaining battery power, and the torque required for the ship to sail at a constant speed, the target torque of the diesel engine and the target torque of the motor are output.

2. The improved speed sensorless deadbeat predictive control method for a permanent magnet synchronous motor according to claim 1, characterized in that: In S1, when the propulsion torque required by the ship is not higher than the optimal operating range of the diesel engine, the diesel engine is adjusted to output torque within the optimal operating range, and the working mode of the motor is set to generator mode to absorb the surplus power of the diesel engine and generate electricity through the shaft motor to charge the battery; when the propulsion torque required by the ship is higher than the optimal operating range of the diesel engine, the motor mode is adjusted to the motor mode, and the battery is used to provide energy to the motor to drive the motor to work and carry out joint propulsion of the ship.

3. The improved speed sensorless deadbeat predictive control method for a permanent magnet synchronous motor according to claim 1, characterized in that: S2 specifically includes the following steps: S21, constructing a dynamic model, a clutch model and a resistance model respectively; S22. Formulate state control equations based on each model.

4. The improved speed sensorless deadbeat predictive control method for a permanent magnet synchronous motor according to claim 3, characterized in that: In S21, the expression of the kinetic model is: T c (t)=T′ c (t); Among them, J1 and J2 are equivalent moments of inertia; is the motor equivalent torque; is the propeller equivalent load moment; T c ' (t) is the torque at the other end of the clutch; J1=J D +J c_A ; The propeller load moment is calculated as: Among them, K Q is the propeller torque coefficient; ρ is the density of water; D is the propeller diameter; n is the propeller speed.

5. The improved speed sensorless deadbeat predictive control method for a permanent magnet synchronous motor according to claim 4, characterized in that: In S21, the three working states of the clutch are "disconnected", "slipping" and "locked", and the expression of the clutch model is: (1) When the clutch is in the "disconnected" state: T c (t)=0; (2) When the clutch is in the "slip" state, ω1≠ω2, the clutch torque T c The magnitude of is given by the actuator, and the direction is determined by the speed difference on both sides of the clutch: T c (t)=|T c (t)|sign(ω1(t)-ω2(t)); (3) When the clutch is in the "locked" state, ω1 = ω2, and the clutch torque T c Produced by static friction:

6. The improved speed sensorless deadbeat predictive control method for a permanent magnet synchronous motor according to claim 3, characterized in that: In S22, the expression of the resistance model is: F total =F F (1+k1)+F APP +F W +F A ; Among them, F total is the total resistance, F F is the friction resistance, F APP is the attached resistance, F W is the wave resistance, F A To correct the resistance; 1+k1=c 13 {0.93+c 12 (B / L R ) 0.92497 (0.95-C P ) -0.521448 (1-C P +0.0225)0.6906}; Among them, T is the ship's depth, B is the ship's width, L is R is the designed waterline length, d is the average draft of the ship, C B is the square coefficient, C P is the longitudinal rhombus coefficient, S is the wet surface area of ​​the ship, A M is the mid-section area, V is the ship speed, ρ is the water density, C F is the friction coefficient, C W is the wave-making resistance coefficient, C A To correct the drag coefficient, ΔC F is the roughness compensation coefficient, ΔC F =0.0004, C 12 =0.48, C 13 =1.

03.

7. The improved speed sensorless deadbeat predictive control method for a permanent magnet synchronous motor according to claim 4, characterized in that: In S22, the dynamic model of the motor propulsion mode is used as a reference model, and the motor output torque is the propulsion torque T required for the ship's navigation. M / G_cmd , when the clutch is disconnected, the dynamic equation is: Among them, ω m (t) is the angular velocity of axis B of the reference model; Define three system control inputs u1(t), u2(t), u3(t), and two state variables x p1 (t), x p2 (t), the two systems control output y p1 (t), y p2 (t), two disturbance variables d1(t), d2(t): x p1 (t)=ω1(t),x p2 (t)=ω2(t); y p1 (t)=x p1 (t),y p2 (t)=x p2 (t); d1(t)=-T f (t); Among them, T f (t) is the diesel engine resistance torque, which is an inherent property of the diesel engine. Substitute for the equivalent moment of the propeller; The equations of the original kinetic model are rewritten as: will u m (t) as the input of the reference model, x m (t) as the state variable, y m (t) As the output of the reference model: x m (t)=ω m (t); y m (t)=x m (t); The dynamic equation of the reference model is rewritten as:

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