A method and system for voltage build-up compensation of high and low voltage shafts under a multi-source architecture of an engine

Abstract

The application discloses a voltage establishment compensation method and system for high and low voltage shafts under a multi-source architecture of an engine and belongs to the field of engine control. It is clear that the dynamic current component of the motor is the core key to restricting the VBU rate, and it is revealed that the limitation of the traditional control strategy lies in the inability to optimize the phase response of the dynamic component. By optimizing the dynamic component, using the dynamic component constraint and the discretization control strategy, the d-axis and q-axis currents of the inner loop current loop are compensated and constrained. Different control strategies are adopted for the low voltage shaft and the high voltage shaft. For the low voltage shaft, the d-axis and q-axis currents are compensated and constrained, while for the high voltage shaft, only the q-axis current is compensated and constrained. After superimposing the basic current signal, the control signal of the fast VBU is optimized, the voltage establishment time is effectively shortened, the VBU time is reduced by half compared with the traditional method, and the VBU performance is greatly improved.

Description

Technical Field

[0001] This invention belongs to the field of engine control, and more specifically, relates to a method and system for voltage establishment and compensation of high and low pressure shafts under a multi-source engine architecture. Background Technology

[0002] More-electric (MEO) aircraft / all-electric aircraft, through MEO technology, significantly reduce mechanical complexity, improve maneuverability, and increase energy efficiency, becoming a research hotspot in the aviation field. The widespread application of redundant electric actuation systems, advanced environmental control systems, high-power electric de-icing systems, and complex avionics has led to a growing demand for airborne power. Traditional aviation power architectures typically rely on a single generator driven by an engine accessory gearbox, requiring a separate starter motor. This separate starter / generator design results in a large and bulky system, contradicting the modern aviation industry's pursuit of high power density and high integration. Therefore, a starter / generator (S / G) that integrates starting and power generation functions and is deeply integrated with the engine has become a core component of MEO engine power generation systems.

[0003] To further meet the growing demand for high-power electricity, the multi-source architecture (MSA) has become a key research area. This architecture achieves high-quality parallel DC power generation by deploying a generator on the high-pressure (HP) shaft and a generator on the low-pressure (LP) shaft, and synchronously extracts energy from both engine shafts.

[0004] The high-pressure and low-pressure shafts of the engine transfer energy and speed through aerodynamic coupling, a mechanism crucial in both engine start-up and power generation phases. Engine start-up is a highly complex dynamic process, which can be divided into three stages based on speed characteristics: I. Drive Stage: The starter generator (S / G) connected to the high-pressure shaft enters start-up mode, driving the high-pressure shaft to rotate and accelerate rapidly. As the turbine generates positive torque, the low-pressure shaft is subsequently driven to rotate. Due to the inertia of the aerodynamic coupler, the low-pressure shaft has a significant start-up delay compared to the high-pressure shaft, characterized by high torque inertia and relatively low speed. II. Assisted Acceleration Stage: When the engine speed reaches the ignition speed, the engine ignites, and the turbine begins to output power. However, this power is initially low, making it difficult to maintain high acceleration. Therefore, the starter motor must continue to operate to ensure the engine accelerates quickly and stably to the cutoff speed, after which the starter motor disengages. III. Power Generation Transition Stage: After the starter motor disengages, the voltage build-up (VBU) process must be completed before the system stabilizes at idle speed. The main objective of this stage is to quickly establish the system's rated voltage, allowing the starter generator to fully transition to power generation mode, providing a stable power supply to the aircraft's electrical grid, thus marking the end of the engine start-up process.

[0005] Ground start-up and in-flight restart are important indicators for evaluating the start-up performance of aero-engines. The entire start-up process must be completed within a specified minimum time. The shorter the complete start-up time, the better the start-up performance. Therefore, minimizing start-up time has always been a core direction for optimization.

[0006] Extensive research has been conducted on the I and II stages of the start-up process. Existing studies have shown that start-up time is highly sensitive to ambient temperature (e.g., when the temperature rises to 308.15 K, the start-up time increases by 4.885 s) and humidity (when the relative humidity changes from 0 to 0.8 at 288.15 K, the start-up time increases by 0.63 s). Furthermore, start-up time decreases with increasing altitude and Mach number (Ma). For example, at Ma = 0.7, increasing the altitude from 3 km to 5 km reduces the time by 9.41 s, while at 3 km altitude, increasing from 0.7 to 0.75 reduces the time by 5.56 s. Moreover, from the perspective of fuel supply optimization, start-up time can be further reduced by approximately 20% through precise modeling and start-up minimization constraints. In summary, the above studies analyzed and optimized different start-up influencing factors, achieving a start-up time accuracy of 1%. Therefore, optimizing start-up time is a crucial performance indicator for aero-engines.

[0007] Phase III is another crucial step in reducing the total engine start-up time. Its core lies in effectively shortening the duration of the electrical transient process. The VBU (Variable Voltage Buffer) stage, as a critical transition link, is the key step for the high-voltage shaft generator to switch from the starting state to the generating state, and for the low-voltage shaft generator to fully enter generating mode. Rapid VBU operation for stable power generation is essential for building a stable aircraft electrical network. Aviation power standards such as MIL-STD-704F impose stringent requirements on the rapid electrical response (e.g., millisecond-level dynamic response) of 270VDC systems. Inappropriate VBU control can lead to prolonged start-up time and even system failure in time-sensitive extreme scenarios such as in-flight restarts. While existing research focuses on dynamic performance improvement, it primarily addresses the steady-state or load switching process after VBU completion. Therefore, accelerating the VBU process by compressing its duration is significant for rapid engine start-up. However, in MSA (Multi-Stage Aircraft Assembly), the VBU process on both high- and low-voltage shafts still faces three pressing challenges. First, traditional VBU research mainly focuses on the high-voltage shaft, lacking analysis of the fundamental differences in VBU mechanisms between the high-voltage and low-voltage shafts. Secondly, due to the speed difference between the high-pressure and low-pressure shafts, there is a lack of support for traditional VBU control strategies (such as maximum torque / ampere (MTPA) and... i d =0) Quantitative assessment of the performance differences and optimal applicability on these two shafts. Quantifying the optimal VBU for high- and low-pressure shafts at different speeds remains a research gap. Third, the factors affecting the VBU rate have not been analyzed, and the dynamic margin of VBU time under different speed conditions has not been fully explored. Therefore, a general optimization strategy applicable to high- and low-pressure shafts is urgently needed to reduce the VBU time of both shafts.

[0008] Overall, existing research on the VBU process of dual generators on high and low voltage shafts is insufficient, necessitating in-depth exploration of the mechanisms and compensation methods for VBU in both the high-voltage and low-voltage shaft generators. To address this technological gap, a rapid and universal compensation method is urgently needed to shorten VBU time and provide technical support for optimal shaft selection and voltage build-up in multi-source architecture dual generators of multi-electric aircraft. Summary of the Invention

[0009] In view of the above-mentioned defects or improvement needs of the prior art, the present invention provides a voltage establishment compensation method and system for high and low pressure shafts under a multi-source engine architecture, thereby solving the technical problem that the prior art does not compensate for the VBU of the high-pressure shaft generator and the low-pressure shaft generator.

[0010] To achieve the above objectives, according to a first aspect of the present invention, a method for voltage establishment compensation of high and low pressure shafts under a multi-source engine architecture is provided, comprising:

[0011] For the low-voltage axis, the dynamic components of the current in the q-axis and d-axis are compensated, the compensation values ​​of the dynamic components of the current in the q-axis and d-axis are determined, and the compensation values ​​of the dynamic components of the current in the q-axis and d-axis are converted into the current increments of the q-axis and d-axis, respectively. Based on the current increments of the q-axis and d-axis, control commands for the q-axis and d-axis are generated, respectively.

[0012] For the high-voltage axis, the dynamic current component of the q-axis is compensated, the compensation value of the dynamic current component of the q-axis is determined, and the compensation value of the dynamic current component of the q-axis is converted into the current increment of the q-axis. Based on the current increment of the q-axis, control commands for the q-axis are generated.

[0013] The compensation for the dynamic components of the current along the q-axis or d-axis includes:

[0014] Based on the voltage error of the DC bus voltage from the initial moment to the current moment, the compensation power used to compensate for the voltage error is calculated, and the compensation power is decomposed into compensation components of the current dynamic components of the q-axis or d-axis.

[0015] Determine the maximum allowable value of the current dynamic component on the q-axis or d-axis;

[0016] The compensation value for the current dynamic component of the q-axis or d-axis is determined based on the smaller of the compensation component of the current dynamic component of the q-axis or d-axis and the maximum allowable value of the current dynamic component of the q-axis or d-axis.

[0017] Based on the voltage compensation method for the high and low pressure axes under any of the above-mentioned multi-source engine architectures, the compensation power is decomposed into compensation components of the current dynamic components of the q-axis or d-axis using the following formula:

[0018]

[0019] in, This is the compensation component for the dynamic current component along the q-axis or d-axis. For the compensation power, For q-axis or d-axis inductance, This refers to the q-axis or d-axis current.

[0020] According to the voltage establishment compensation method for high and low pressure shafts under any of the above-mentioned multi-source engine architectures, the calculation of compensation power for compensating the voltage error based on the DC bus voltage from the initial moment to the current moment includes:

[0021] The compensation power is calculated using the following formula:

[0022]

[0023] in, Let K be the compensation power at time k. For PI control proportional parameters, The desired voltage of the DC bus. Let k be the voltage of the DC bus at time k. For PI control integral parameters, Unit of time.

[0024] Based on the voltage compensation method for the high and low pressure axes under any of the above-mentioned multi-source engine architectures, the maximum allowable value of the current dynamic component of the q-axis or d-axis is determined using the following formula:

[0025]

[0026] in, This represents the maximum permissible value of the dynamic component of the current along the q-axis. The voltage of the DC bus. Electric angular velocity, For d-axis inductance, For d-axis current, The back electromotive force coefficient, It is the q-axis inductance;

[0027]

[0028] in, This represents the maximum permissible value of the dynamic component of the current along the q-axis. This is the q-axis current.

[0029] Based on the voltage compensation method for the high and low pressure axes under any of the above-mentioned multi-source engine architectures, the current dynamic component compensation value of the q-axis or d-axis is converted into the current increment of the q-axis or d-axis using the following formula:

[0030]

[0031] in, This represents the current increment along the q-axis or d-axis. This refers to the compensation value for the dynamic current component along the q-axis or d-axis. For a unit of time, For symbolic functions, It is a compensation component for the dynamic current component of the q-axis or d-axis.

[0032] Based on the voltage establishment compensation method for the high and low pressure axes under any of the above-mentioned multi-source engine architectures, control commands for the q-axis or d-axis are generated based on the current increment of the q-axis or d-axis, including:

[0033] Determine the current difference between the current of the q-axis or d-axis at the current moment and the current of the q-axis or d-axis at the previous moment, as well as the base current value generated by the control strategy applied to the engine axis.

[0034] If the current difference is less than the current increment of the q-axis or d-axis, then the sum of the base current value and the current increment of the q-axis or d-axis is used as the control target to generate control commands for the q-axis or d-axis.

[0035] If the current difference is greater than the current increment of the q-axis or d-axis, then the difference between the base current value and the current increment of the q-axis or d-axis is used as the control target to generate control commands for the q-axis or d-axis.

[0036] Otherwise, the base current value is used as the control target to generate control commands for the q-axis or d-axis.

[0037] Based on the voltage establishment and compensation method for the high and low pressure shafts under any of the above-mentioned multi-source engine architectures, the control strategy applied to the low pressure shaft is the maximum torque-to-current ratio control strategy, and the control strategy applied to the high pressure shaft is either the maximum torque-to-current ratio control strategy or... i d =0 strategy.

[0038] According to a second aspect of the present invention, a voltage establishment compensation system for high and low pressure shafts under a multi-source engine architecture is provided, comprising:

[0039] The low-voltage axis compensation unit is used to compensate for the dynamic components of the current in the q-axis and d-axis for the low-voltage axis, determine the compensation values ​​of the dynamic components of the current in the q-axis and d-axis, and convert the compensation values ​​of the dynamic components of the current in the q-axis and d-axis into the current increments of the q-axis and d-axis, respectively. Based on the current increments of the q-axis and d-axis, control commands for the q-axis and d-axis are generated, respectively.

[0040] The high-voltage shaft compensation unit is used to compensate for the dynamic current component of the q-axis for the high-voltage shaft, determine the compensation value of the dynamic current component of the q-axis, convert the compensation value of the dynamic current component of the q-axis into the current increment of the q-axis, and generate control commands for the q-axis based on the current increment of the q-axis.

[0041] The compensation for the dynamic components of the current along the q-axis or d-axis includes:

[0042] Based on the voltage error of the DC bus voltage from the initial moment to the current moment, the compensation power used to compensate for the voltage error is calculated, and the compensation power is decomposed into compensation components of the current dynamic components of the q-axis or d-axis.

[0043] Determine the maximum allowable value of the current dynamic component on the q-axis or d-axis;

[0044] The compensation value for the current dynamic component of the q-axis or d-axis is determined based on the smaller of the compensation component of the current dynamic component of the q-axis or d-axis and the maximum allowable value of the current dynamic component of the q-axis or d-axis.

[0045] According to a third aspect of the present invention, an electronic device is provided, comprising: a computer-readable storage medium and a processor;

[0046] The computer-readable storage medium is used to store executable instructions;

[0047] The processor is configured to read executable instructions stored in the computer-readable storage medium and execute the method as described in the first aspect.

[0048] According to a fourth aspect of the invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to perform the method as described in the first aspect.

[0049] According to a fifth aspect of the invention, a computer program product is provided, comprising a computer program or instructions that, when executed by a processor, implement the method as described in the first aspect.

[0050] In summary, compared with the prior art, the above-described technical solutions conceived by this invention can achieve the following beneficial effects:

[0051] The dynamic VBU method for high and low voltage shafts provided in this invention is the first to clearly define the dynamic current component of the motor as the core factor limiting the VBU speed, revealing the limitation of traditional control strategies in their inability to optimize the phase response of the dynamic component. Furthermore, based on dynamic analysis, the differences and convergence of VBU performance between high and low voltage shafts are clarified. At low speeds, the MTPA strategy has a significant advantage; at high speeds, the VBU performance of different strategies tends to be consistent. Therefore, either the MTPA strategy or... i d =0 strategy. Furthermore, the general dynamic compensation strategy proposed in this embodiment of the invention, by optimizing dynamic components and utilizing dynamic component constraints and discretization control strategies, compensates and constrains the d-axis and q-axis currents of the inner current loop. Specifically, different control strategies are employed for the low-pressure and high-pressure axes. For the low-pressure axis, both the d-axis and q-axis currents are compensated and constrained simultaneously, while for the high-pressure axis, only the q-axis current is compensated and constrained. After superimposing the basic current signal, it is optimized into a fast VBU control signal, effectively shortening the voltage settling time. Compared with traditional methods, the VBU time is reduced by half, achieving a significant improvement in VBU performance and providing important support for shortening engine ground start-up time. Attached Figure Description

[0052] Figure 1 This is a schematic diagram of a voltage establishment compensation method for high and low pressure shafts under a multi-source engine architecture provided in an embodiment of the present invention.

[0053] Figure 2A schematic diagram of the HP and LP axis MSA power generation system provided in an embodiment of the present invention;

[0054] Figure 3 A schematic diagram of the control circuit for the HP or LP shaft S / G and generator system provided in an embodiment of the present invention;

[0055] Figure 4 Provided for embodiments of the present invention One of the diagrams illustrating the impact of percentage on VBU time;

[0056] Figure 5 The ρ=0.8% provided in the embodiments of the present invention and i d A diagram illustrating the impact of 0 on VBU time;

[0057] Figure 6 Provided for embodiments of the present invention A diagram illustrating the impact of percentage on VBU time;

[0058] Figure 7 Provided for embodiments of the present invention Schematic diagram of the impact of percentage on VBU time (Part 2);

[0059] Figure 8 The ρ=0.8% provided in the embodiments of the present invention and i d A diagram illustrating the impact of 0 on VBU time;

[0060] Figure 9 This is a schematic diagram of a unified fast VBU compensation control strategy for high and low pressure shafts provided in an embodiment of the present invention;

[0061] Figure 10 This is a schematic diagram of the VBU process at different speeds provided in an embodiment of the present invention, wherein (a) is at a speed of 2000 rpm. Curve (b) is at 7000 rpm Curve (c) is at 2000 rpm Curve (d) is at 7000 rpm Curve (e) is at 2000 rpm Curve (f) is at 7000 rpm Curve (g) represents the speed at 2000 rpm. The curve (h) represents the speed at 7000 rpm. curve;

[0062] Figure 11 This is a comparative diagram of the dynamic VBU voltage and current under different control strategies provided in the embodiments of the present invention, wherein (a) is at 2000 rpm. Curve (b) is at 7000 rpm Curve (c) is at 2000 rpm Curve (d) is at 7000 rpm Curve (e) is at 7000 rpm Curve (f) is at 7000 rpm curve;

[0063] Figure 12 This is a schematic diagram comparing VBU time under different control strategies at different speeds, provided in an embodiment of the present invention.

[0064] Figure 13 This is a schematic diagram comparing the proposed compensation strategy at high and low speeds with the traditional method provided in the embodiments of the present invention, wherein (a) is at 2000 rpm. Curve (b) is at 7000 rpm Curve (c) is at 2000 rpm Curve (d) is at 7000 rpm curve;

[0065] Figure 14 This is a schematic diagram of the VBU process under accelerated conditions provided in an embodiment of the present invention, where (a) represents 3000 rpm / min and (b) represents 5000 rpm / min;

[0066] Figure 15 This is a schematic diagram comparing VBU time under different control strategies at different speeds, as provided in an embodiment of the present invention. Detailed Implementation

[0067] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. Furthermore, the technical features involved in the various embodiments of this invention described below can be combined with each other as long as they do not conflict with each other.

[0068] This invention provides a method for voltage establishment compensation of high and low pressure shafts under a multi-source engine architecture, such as... Figure 1 As shown, it includes:

[0069] Step 110: For the low-voltage axis, compensate the dynamic components of the current in the q-axis and d-axis, determine the compensation values ​​of the dynamic components of the current in the q-axis and d-axis, and convert the compensation values ​​of the dynamic components of the current in the q-axis and d-axis into the current increments of the q-axis and d-axis, respectively. Based on the current increments of the q-axis and d-axis, generate control commands for the q-axis and d-axis, respectively.

[0070] Step 120: For the high-voltage axis, compensate the dynamic current component of the q-axis, determine the compensation value of the dynamic current component of the q-axis, convert the compensation value of the dynamic current component of the q-axis into the current increment of the q-axis, and generate control commands for the q-axis based on the current increment of the q-axis.

[0071] The compensation for the dynamic components of the current along the q-axis or d-axis includes:

[0072] Based on the voltage error of the DC bus voltage from the initial moment to the current moment, the compensation power used to compensate for the voltage error is calculated, and the compensation power is decomposed into compensation components of the current dynamic components of the q-axis or d-axis.

[0073] Determine the maximum allowable value of the current dynamic component on the q-axis or d-axis;

[0074] The compensation value for the current dynamic component of the q-axis or d-axis is determined based on the smaller of the compensation component of the current dynamic component of the q-axis or d-axis and the maximum allowable value of the current dynamic component of the q-axis or d-axis.

[0075] Here, the embodiments of the present invention will first analyze and accurately quantify from the perspective of dynamic components. and The difference in the contribution of dynamic components to VBU time. This analysis fundamentally reveals the phenomenon that VBU is constrained by dynamic current components. It also analyzes that at low speed (low-voltage shaft), the maximum torque per ampere (MTPA) strategy has a significant advantage because it can maximize reluctance torque and dynamic components; at high speed (high-voltage shaft), the dynamic components dominate and VBU performance tends to converge.

[0076] Specifically, in order to conduct an in-depth analysis of the mechanism and compensation methods of the VBU of the high-voltage shaft generator and the low-voltage shaft generator, the following analysis method was adopted:

[0077] (S1) Input permanent magnet assisted reluctance generator system parameters, including DC bus voltage ( u dc Stator resistance ( R s ), d Shaft inductance ( L d ), q Shaft inductance ( L q ), number of motor pole pairs ( p ), electric angular velocity ( ω e ), rated speed ( n ), back electromotive force coefficient ( ψf ), as shown in Table 1.

[0078] Table 1 Parameters of Permanent Magnet Assisted Reluctance Motor

[0079]

[0080] (S2) Construct equivalent models for high and low voltage shafts. In a multi-source energy architecture, to achieve stable DC power generation, the S / G on the high-voltage shaft or the generator on the low-voltage shaft must complete the VBU process, such as... Figure 2 As shown in the background section, VBU occurs during a critical transition state. In this state, the high-voltage shaft generator has just exited the starting mode, switching from an uncontrolled rectification state to a controllable state preparing to enter power generation; simultaneously, the low-voltage shaft generator is also in an uncontrolled state, preparing to enter its power generation mode. During this transition, the system DC bus voltage is directly determined by the motor's back EMF. The main difference between the high-voltage and low-voltage shafts in the VBU stage lies in their speed range. Depending on the type of civil and military aero-engine, the high-voltage shaft VBU typically occurs within a speed range of 0.3 ≤ n ≤ 0.45 (where n is the speed value converted from rated speed, ranging from [0,1]), while the low-voltage shaft's speed range is lower, approximately 0.2 ≤ n ≤ 0.3. Despite the speed difference, from the perspective of control and circuit mechanisms, the VBU process of the high-voltage and low-voltage shafts is essentially consistent, both involving the establishment of a voltage from uncontrolled to rated voltage. Therefore, to analyze the dynamic mechanism of VBU, the high and low voltage axis VBUs are considered as equivalent VBUs, and the equivalent circuit control diagram is as follows. Figure 3 As shown.

[0081] (S3) The VBU process is a dynamic process, which is the change from uncontrolled voltage to controlled voltage. Therefore, the core lies in the change of voltage, and the rate of voltage change... This reflects the rate of voltage change and also the ability of the generated power at VBU to instantaneously inject power into the DC bus voltage. The rate of change of the DC bus voltage is determined by the net power of the system under no-load conditions.

[0082] (1)

[0083] Formula (1) is the dynamic power balance equation, where, p e The power output of the motor. p loss Power is consumed by the resistor. Energy is the energy generated by changes in the magnetic field. u dc This is the DC bus voltage. C dc This refers to the bus capacitance value. The VBU process is a dynamic process, actively adjusting the control voltage to the target voltage through the outer voltage loop and the inner current loop. In steady state, , d - q shaft current i d and i q dynamic components , , and This refers to the dynamic component of the current (i.e., the rate of change of current) along the q-axis or d-axis. During VBU, a dynamic process is triggered, causing a voltage change, hence the dynamic component... , , During the VBU dynamic process, ,right Providing a positive contribution is the core dynamic component of VBU acceleration.

[0084] because and Existence Relationship:

[0085] (2)

[0086] in, L d and L q for dq Shaft inductor, I for i d and i q The combined current.

[0087] Then, by taking the derivative, we can obtain the dynamic components. and Relationship:

[0088] (3)

[0089] (4)

[0090] (5)

[0091] in, k dq This is the proportionality coefficient. Depend on d shaft and q The dynamic components of the shaft determine the overall structure; therefore, It can be decomposed into i d and i q Sum of dynamic components:

[0092] (6)

[0093] So, i d and i q The contributions of the dynamic components are as follows:

[0094] (7)

[0095] (8)

[0096] i d Dynamic components and i q The dynamic component contribution ratio is defined as follows: ρ :

[0097] (9)

[0098] The VBU speed is limited by the motor's dynamic voltage constraints. During the VBU transient process, dynamic components must be considered and dynamic voltage constraints must be met.

[0099] (10)

[0100] Dynamic equation constraints ,but This contributes positively to the VBU. If there is no dynamic process, the steady-state equation satisfies... .

[0101] This constraint can be transformed into a constraint on dynamic components. The quadratic equation:

[0102] (11)

[0103] in, (12)

[0104] (13)

[0105] (14)

[0106] The above quadratic equation reveals that the dynamic current component of the dq axis has a significant impact on the VBU rate during the VBU process.

[0107] (S4) Due to and Dynamic components and These represent different physical effects, which have different responses to the rotational speeds of the high and low pressure shafts, and therefore have drastically different effects on the VBU rate. Therefore, embodiments of the present invention will compare... = 0 strategy and MTPA strategy, detailed analysis and The impact of different operating speeds of high and low pressure shafts on VBU.

[0108] Since the most significant difference between the high-voltage and low-voltage shafts is their rotational speed, with the low-voltage shaft operating at a lower speed, we will first analyze the case where the rotational speed is lower. Specifically, under low-speed operating conditions, corresponding to the LP shaft VBU, the rotational speed is smaller, leading to changes in the coefficients in the dynamic voltage constraint equation. b and c Smaller and The dynamic components are very small. At this point, the VBU speed is mainly limited by the current itself; therefore, at low speeds, the current is small, and the low rotational speed results in a small back EMF, making it difficult to significantly increase the magnitude of the dynamic components. Therefore, the MTPA strategy introduces... The electromagnetic torque is enhanced by utilizing reluctance torque, which contributes a dynamic component. This effectively improves VBU performance. Experimental results show that, with... The increase, ρ The proportion is constantly increasing, and the low-pressure axis VBU time is constantly decreasing, such as Figure 4 As shown. For further quantification... The contributions were compared. ρ = 0.8% (in MTPA) (low weight) and =0 VBU performance. For example... Figure 5 As shown, experiments confirm that even Dynamic components ρ The percentage is very low, but it's comparable to not using it. Compared to dynamic components, the VBU time can still be significantly reduced. This strongly demonstrates that under low-speed conditions, i.e., low-voltage shaft VBU... and Both dynamic components contribute positively to the VBU rate, while if only considering... The dynamic components are ignored Dynamic components, i.e., using The = 0 strategy will lead to an increase in VBU time, so MTPA has a greater advantage at low speeds.

[0109] The high-pressure shaft rotates at a relatively high speed. Therefore, considering high-speed operating conditions, the corresponding HP shaft VBU has a high speed, leading to a higher coefficient. b and c Significantly increased, motor back electromotive force Increase. At high speeds, the voltage limit constraint tightens, MTPA and The electromagnetic torque tends to be uniform under the = 0 strategy. Since the inflow is defined as positive during power generation, the dynamic component... It is negative, and due to the high speed, Large, therefore, the dynamic component in voltage constraint The rate can be further increased significantly, therefore It began to play a dominant role in VBU speed. Figure 6 Analysis The impact of percentage on VBU time, as As the VBU increases, the time gradually decreases. Meanwhile, Figure 7 It was also analyzed The impact of percentage on VBU time, the results show, under fixed... Under the premise, although Increasing the [value] can also shorten the time, but the effect gradually becomes less noticeable. Therefore, in order to further compare the contributions of the two to the VBU speed, Figure 8 A comparison was made between ρ=0.8% and The impact of the = 0 strategy on high-speed VBU time was investigated, and the results showed that the time difference between the two strategies was reduced to 0.3ms. This result strongly validates the effectiveness of considering and not considering dynamic components at high speeds. The impact on VBU is not significant, therefore, at high speeds... It is the dominant factor in VBU rate, therefore MTPA and The VBU with the = 0 strategy exhibits significant differences under low-speed conditions, but its performance tends to be consistent under high-speed conditions. Approximately:

[0110] (15)

[0111] Therefore, at low speeds, compensation dynamic components and Both are necessary, and at high speeds, the core of the VBU lies in dynamic components. Compensation and optimization.

[0112] Based on mechanistic analysis, it is clear that the dynamic current component is the core factor limiting the speed of both high-voltage axis VBU and low-voltage axis VBU. While traditional control strategies can improve the amplitude of transient indicators during VBU operation, their limitation lies in failing to improve the system's dynamic response speed, i.e., they cannot change the phase of key transient processes, which severely restricts further compression of VBU time. Therefore, this invention proposes a general dynamic compensation control strategy. By compensating and optimizing the dynamic current components of the q-axis and d-axis, the response amplitude and phase of the dynamic components are improved, thereby significantly improving the dynamic performance of HP-axis and LP-axis VBUs and substantially shortening the VBU time.

[0113] Specifically, different control strategies will be adopted for the low-voltage axis and the high-voltage axis. For the low-voltage axis, the dynamic current components of both the q-axis and d-axis will be compensated simultaneously. Compensation values ​​for the dynamic current components of the q-axis and d-axis will be determined, and these values ​​will be converted into current increments for the q-axis and d-axis, respectively. Control commands for the q-axis and d-axis will then be generated based on these current increments. The compensation method for the q-axis current dynamic component is similar to that for the d-axis, and will be detailed later. For the high-voltage axis, only the dynamic current component of the q-axis will be compensated. Compensation values ​​for the q-axis current dynamic component will be determined, and these values ​​will be converted into current increments for the q-axis. Control commands for the q-axis will then be generated based on these current increments. It should be noted that this embodiment of the invention does not impose any limitations on the execution order of steps 110 and 120.

[0114] Here, in generator control, the outer voltage loop's task is to maintain the stability of the DC bus voltage. When the voltage deviates from the target, the controller needs to calculate how much power should be compensated from the generator to restore the voltage to normal. Therefore, when compensating for the dynamic current components of the q-axis or d-axis, the required compensation power can first be calculated using the accumulated voltage error; this compensation power directly reflects the dynamic demand for voltage build-up. Subsequently, this compensation power is decomposed into compensation components of the dynamic current components of the q-axis or d-axis. Furthermore, to ensure stable and rapid voltage build-up, the compensation value of the dynamic current components of the q-axis or d-axis must meet the dynamic voltage limit constraint, which is determined by the motor's operating conditions within the voltage limit circle. Therefore, the maximum allowable value of the dynamic current components of the q-axis or d-axis can be determined based on the dynamic voltage limit constraint. The compensation value of the dynamic current components of the q-axis or d-axis can be determined based on the smaller of the compensation component of the dynamic current components of the q-axis or d-axis and the maximum allowable value of the dynamic current components of the q-axis or d-axis.

[0115] As can be seen, the voltage establishment compensation method for high and low pressure axes under a multi-source engine architecture provided by this invention optimizes the dynamic current components of the q-axis and d-axis, and utilizes dynamic component constraints and discretization control strategies to improve the voltage of the inner current loop. d shaft and q Compensating and constraining the shaft current can effectively shorten the voltage settling time, resulting in a significant improvement in VBU performance and providing important support for shortening engine ground start-up time.

[0116] In some embodiments, the compensation power used to compensate for voltage errors can be calculated by the PI controller of the voltage loop based on the error of the DC bus voltage using the following formula:

[0117] (16)

[0118] in, Let K be the compensation power at time k. For PI control proportional parameters, The desired voltage of the DC bus. Let k be the voltage of the DC bus at time k. For PI control integral parameters, Unit of time.

[0119] In other embodiments, in order to decompose the compensation power into compensation components of the current dynamic components along the q-axis or d-axis, the following formula can be used:

[0120] (17)

[0121] in, This is the compensation component for the dynamic current component along the q-axis or d-axis. To compensate for power, For q-axis or d-axis inductance, This refers to the q-axis or d-axis current.

[0122] It should be noted that for the low-voltage axis, the compensation components of the current dynamic components of the q-axis and d-axis need to be calculated simultaneously based on the above formula. For the high-voltage axis, only the compensation component of the current dynamic component of the q-axis needs to be calculated based on the above formula.

[0123] To ensure stable and rapid voltage build-up, the compensation dynamic component must satisfy the dynamic voltage limit constraint. Therefore, during voltage build-up, the physical limit of the q-axis or d-axis current dynamic component can be derived from the voltage limit equation. In some embodiments, the maximum allowable value of the q-axis current dynamic component can be calculated using the following formula:

[0124] (18)

[0125] in, This represents the maximum permissible value of the dynamic component of the current along the q-axis. The voltage of the DC bus. Electric angular velocity, For d-axis inductance, For d-axis current, The back electromotive force coefficient, It is the q-axis inductance.

[0126] The maximum allowable value of the dynamic component of the current along the d-axis can be calculated using the following formula:

[0127] (19)

[0128] in, This represents the maximum permissible value of the dynamic component of the current along the q-axis. This is the q-axis current.

[0129] To compensate for the slow voltage build-up speed in traditional methods, and to ensure the reliability of the voltage build-up process while improving the voltage build-up speed, the core strategy compensates and constrains the current dynamic component by simultaneously considering the compensation component of the current dynamic component on the q-axis or d-axis and the maximum allowable value of the current dynamic component on the q-axis or d-axis. The smaller value between the compensation component of the current dynamic component on the q-axis or d-axis and the maximum allowable value of the current dynamic component on the q-axis or d-axis is used as the final compensation value of the current dynamic component.

[0130] In some embodiments, to convert the current dynamic component compensation value of the q-axis or d-axis into the current increment of the q-axis or d-axis, the following formula can be used for conversion:

[0131] (20)

[0132] in, This represents the current increment along the q-axis or d-axis. This refers to the compensation value for the dynamic current component along the q-axis or d-axis. For a unit of time, For symbolic functions, It is a compensation component for the dynamic current component of the q-axis or d-axis.

[0133] Because the system will use the traditional PI method to generate a base current command i q,base Therefore, the compensated q-axis or d-axis current increments can be directly superimposed on the MTPA or i d Based on the base current command generated by the = 0 strategy, a reference current command (i.e., a control command for the q-axis or d-axis) is finally generated. In some embodiments, to achieve the stability of current control, a step-by-step control method can be adopted. This involves determining the current difference between the current of the q-axis or d-axis at the current moment and the current of the q-axis or d-axis at the previous moment, as well as the base current value of the q-axis or d-axis generated by the control strategy applied to the engine axis. The current difference is compared with the current increment of the q-axis or d-axis. If the current difference is less than the current increment of the q-axis or d-axis, the sum of the base current value and the current increment of the q-axis or d-axis is used as the control target to generate a control command for the q-axis or d-axis. If the current difference is greater than the current increment of the q-axis or d-axis, the difference between the base current value and the current increment of the q-axis or d-axis is used as the control target to generate a control command for the q-axis or d-axis. Otherwise, the base current value of the q-axis or d-axis is used as the control target to generate a control command for the q-axis or d-axis.

[0134] In some embodiments, the control strategy for the low-pressure shaft application is the MTPA strategy, while the control strategy for the high-pressure shaft application can be either the MTPA strategy or... i d Any of the =0 strategies.

[0135] It is worth noting that the above method does not require changing any additional control parameters, simply and efficiently improving the VBU speed and providing a considerable time compression margin for the engine starting process, such as... Figure 9 As shown.

[0136] Figure 10 The dynamic characteristics of the VBU based on traditional PI control at different speeds of the high and low pressure shafts are demonstrated. For example... Figure 10 As shown, Figure 10 (a)-(b) in the figure depicts the voltage from The process of establishing voltage from point (uncontrolled voltage) to 270V. Figure 10 The values ​​(c)-(h) in the table record the corresponding voltage change rate and inner loop current. i q and its dynamic rate of change The analysis results show that, although increasing the proportional parameter of the PI controller... k p Will affect VBU time i q The amplitude has a slight effect and increases the amplitude of the corresponding rate of change, but k p Changes cannot be effectively regulated and The phase of the rate has a very limited effect on improving VBU time. The limitation of traditional control strategies lies in their failure to address the fundamental bottleneck of VBU dynamic response, severely restricting further compression of VBU time.

[0137] To address the limitation of traditional control strategies on system dynamic response speed, specifically their inability to alter the phase of critical transient processes, the above embodiments analyzed the mechanism of the VBU and proposed a general dynamic compensation control strategy. By dynamically constraining and compensating the dynamic current components of the q-axis and d-axis, the response speed of the dynamic components is effectively improved, thereby significantly enhancing the dynamic performance of the HP-axis and LP-axis VBUs and substantially shortening the VBU time. Specific effects are as follows: Figure 11 As shown. Figure 11 Figures (a) and (b) depict the speeds at 2000 rpm (low speed) and 7000 rpm (high speed), respectively. The change process is shown in the diagram, where the yellow curve represents the traditional method, and the blue and red curves represent the compensated methods, respectively. i d = 0 strategy and MTPA strategy. Figure 11(c) and (d) in the text are highlighted rate of change The differences visually demonstrate the advantages of the proposed compensation method. Compared with traditional methods, the proposed compensation method simultaneously improves... The response amplitude and phase were observed. At 2000 rpm, the amplitude increased by 1.73 times to 2.81 times; at 7000 rpm, the amplitude increased by 2.27 times to 4.01 times. Furthermore, the peak voltage phase was significantly advanced. Further analysis revealed… Figure 11 As can be seen in (e) and (f), the core dynamic components The phase and amplitude have also been significantly improved: the phase is 16ms earlier than the traditional method at low speeds and 8ms earlier at high speeds.

[0138] Based on the voltage constraints of military standard MIL-STD-704F, the response speed improvement brought about by this compensation strategy is directly reflected in the significant reduction of VBU time: the VBU time at low speeds is drastically reduced from 40ms using the traditional method to 22.03ms using the MTPA strategy. i d = 27.57ms for strategy 0; VBU time at high speed reduced from 14.62ms to i d = 5.68ms for strategy 0 and 5.18ms for strategy MTPA. In summary, this compensation method significantly accelerates the VBU speed by optimizing the phase response of the dynamic component.

[0139] To further verify the performance of the dynamic compensation strategy under different control strategies and its impact on the VBU performance of the high and low voltage shafts, verification was conducted within different ranges. The results are as follows: Figure 12 As shown in the figure. The blue curve represents the traditional method, while the black and red curves represent the results after applying the compensation method. i d = 0 and MTPA strategies. Experimental results show that, within the full-speed operating envelope, the proposed compensation method significantly improves VBU speed compared to traditional methods, fully demonstrating its versatility. Furthermore, this experiment clearly confirms the theoretical analysis above: under low-speed conditions, i dA significant VBU time difference exists between the = 0 and MTPA strategies, with the MTPA strategy showing a greater advantage due to its full utilization of reluctance torque. However, as the speed gradually increases, the performance gap between the two strategies rapidly narrows, and they begin to converge, with the time difference becoming less than 0.5 ms. Overall, the proposed control strategy significantly improves upon traditional methods in terms of dynamic VBU time reduction. This analysis and conclusion not only provide a practically usable time compression space for speed improvement in ground starts and in-flight emergency restarts, but also offer a clear decision-making reference for choosing between high-pressure and low-pressure VBUs in engineering practice, successfully filling the current gap in VBU difference analysis for dual-axis systems.

[0140] Figure 13 The performance of VBU at 2000rpm and 5000rpm was compared between traditional methods and compensation strategies. Figure 13 Figures (a) and (b) show the bus voltage curves during the VBU process, where the black curve represents the traditional method, and the blue and red curves represent the compensated methods, respectively. i d = 0 strategy and MTPA strategy. At a low speed of 2000 rpm, the VBU time using the traditional method is 40.6 ms. After applying the compensation strategy, the... i d =0 strategy time is shortened to 28.37ms, achieving a significant improvement of 12.23ms; while after adopting MTPA compensation strategy, VBU time is further reduced to 25.4ms, compared to i d = The 0 strategy improved by another 2.97ms. For example... Figure 13 The current dynamic change curve shown in (c) confirms that the dynamic component is enhanced under the MTPA strategy, strongly verifying the effectiveness of the compensation strategy, and consistent with the conclusion in the above theoretical analysis that the MTPA strategy is dominant at low speeds due to reluctance torque. At a high speed of 5000 rpm, the traditional VBU time is 23.79 ms. After compensation... i d The = 0 strategy reduces the time to 12.54ms, while the MTPA strategy further reduces it to 11.09ms. For example... Figure 13 As shown in (d), the dynamic components at high speeds are also significantly improved, accelerating the dynamic response. Although the MTPA strategy still has a slight lead... i d = 0, but compared to the 2.97ms difference at low speed, the 1.45ms time difference at high speed is significantly reduced, which further confirms the theoretical analysis above regarding the convergence effect of the two control strategies at high speed. In summary, the experimental results confirm the effectiveness of the dynamic compensation strategy at different speeds and bring about a significant reduction in VBU time.

[0141] In addition to verification under constant speed conditions, VBU tests were conducted during acceleration to verify the VBU stability of the proposed strategy under actual engine transient conditions. The experiments focused on VBU performance during acceleration, conducted at 3000 rpm and 5000 rpm, with results as follows: Figure 14 As shown in the figure, the experimental results strongly confirm that the proposed compensation strategy can still effectively maintain precise control of the dynamic components during the acceleration transition phase with continuously changing rotational speed, ensuring the stability and speed of the VBU process.

[0142] Finally, to fully verify the theoretical analysis of the performance differences and convergence effect of VBUs on high and low pressure shafts, Figure 15 A comparison was made between the traditional method and the compensated method across the entire speed range. i d = 0 and MTPA strategy VBU time. Experimental results confirm the above theoretical analysis: in the low-speed region (corresponding to the LP axis) i d A significant VBU time difference exists between = 0 and MTPA, with the difference stabilizing at around 3ms to 4ms, and the MTPA strategy is more advantageous due to its full utilization of reluctance torque. This further confirms the advantages at low speeds. The dynamic component makes a positive contribution to the VBU rate. As the rotational speed gradually increases to the high-speed region (corresponding to the HP axis), the performance difference between the two strategies rapidly narrows, with a time difference of less than 0.34ms, showing a clear convergence in performance. Figure 15 The experimental trend is consistent with the simulation analysis results, which ultimately verifies that the proposed general dynamic compensation strategy can significantly improve VBU performance under all operating conditions.

[0143] Compared with the prior art, the technical solutions provided by the embodiments of the present invention can achieve the following beneficial effects:

[0144] (1) The dynamic VBU method for high and low voltage shafts provided in this embodiment of the invention clarifies for the first time that the dynamic current component of the motor is the core key restricting the VBU rate, and reveals the limitation of traditional control strategies in that they cannot optimize the phase response of the dynamic component. In addition, based on dynamic analysis, the differences and convergence of VBU performance between high and low voltage shafts are clarified. At low speeds, the MTPA strategy has obvious advantages, while at high speeds, the VBU performance of different strategies tends to be consistent.

[0145] (2) The general dynamic compensation strategy proposed in this embodiment of the invention optimizes the dynamic components and uses dynamic component constraints and discretization control strategies to compensate and constrain the d-axis and q-axis currents of the inner current loop. After superimposing the basic current signal, it is optimized into a fast VBU control signal, which effectively shortens the voltage settling time. Compared with the traditional method, the VBU time is reduced by half, which greatly improves the VBU performance and provides important support for shortening the engine ground start-up time.

[0146] The voltage establishment compensation system for high and low pressure shafts under the multi-source architecture of the engine provided by the present invention will be described below. The voltage establishment compensation system for high and low pressure shafts under the multi-source architecture of the engine described below can be referred to in correspondence with the voltage establishment compensation method for high and low pressure shafts under the multi-source architecture of the engine described above.

[0147] This invention provides a voltage establishment compensation system for high and low pressure shafts under a multi-source engine architecture, comprising:

[0148] The low-voltage axis compensation unit is used to compensate for the dynamic components of the current in the q-axis and d-axis for the low-voltage axis, determine the compensation values ​​of the dynamic components of the current in the q-axis and d-axis, and convert the compensation values ​​of the dynamic components of the current in the q-axis and d-axis into the current increments of the q-axis and d-axis, respectively. Based on the current increments of the q-axis and d-axis, control commands for the q-axis and d-axis are generated, respectively.

[0149] The high-voltage shaft compensation unit is used to compensate for the dynamic current component of the q-axis for the high-voltage shaft, determine the compensation value of the dynamic current component of the q-axis, convert the compensation value of the dynamic current component of the q-axis into the current increment of the q-axis, and generate control commands for the q-axis based on the current increment of the q-axis.

[0150] The compensation for the dynamic components of the current along the q-axis or d-axis includes:

[0151] Based on the voltage error of the DC bus voltage from the initial moment to the current moment, the compensation power used to compensate for the voltage error is calculated, and the compensation power is decomposed into compensation components of the current dynamic components of the q-axis or d-axis.

[0152] Determine the maximum allowable value of the current dynamic component on the q-axis or d-axis;

[0153] The compensation value for the current dynamic component of the q-axis or d-axis is determined based on the smaller of the compensation component of the current dynamic component of the q-axis or d-axis and the maximum allowable value of the current dynamic component of the q-axis or d-axis.

[0154] This invention provides an electronic device, including: a computer-readable storage medium and a processor;

[0155] The computer-readable storage medium is used to store executable instructions;

[0156] The processor is configured to read executable instructions stored in the computer-readable storage medium and execute the method as described in any of the above embodiments.

[0157] This invention provides a computer-readable storage medium storing computer instructions that cause a processor to perform the method described in any of the above embodiments.

[0158] This invention provides a computer program product, including a computer program or instructions, which, when executed by a processor, implement the method described in any of the above embodiments.

[0159] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for voltage establishment and compensation of high and low pressure shafts under a multi-source engine architecture, characterized in that, include: For the low-voltage axis, the dynamic components of the current in the q-axis and d-axis are compensated, the compensation values ​​of the dynamic components of the current in the q-axis and d-axis are determined, and the compensation values ​​of the dynamic components of the current in the q-axis and d-axis are converted into the current increments of the q-axis and d-axis, respectively. Based on the current increments of the q-axis and d-axis, control commands for the q-axis and d-axis are generated, respectively. For the high-voltage axis, the dynamic current component of the q-axis is compensated, the compensation value of the dynamic current component of the q-axis is determined, and the compensation value of the dynamic current component of the q-axis is converted into the current increment of the q-axis. Based on the current increment of the q-axis, control commands for the q-axis are generated. The compensation for the dynamic components of the current along the q-axis or d-axis includes: Based on the voltage error of the DC bus voltage from the initial moment to the current moment, the compensation power used to compensate for the voltage error is calculated, and the compensation power is decomposed into compensation components of the current dynamic components on the q-axis or d-axis; wherein, the compensation power is calculated using the following formula: Let K be the compensation power at time k. For PI control proportional parameters, The desired voltage of the DC bus. Let k be the voltage of the DC bus at time k. For PI control integral parameters, Unit of time; The maximum allowable value of the current dynamic component on the q-axis or d-axis is determined using the following formula: This represents the maximum permissible value of the dynamic component of the current along the q-axis. The voltage of the DC bus. Electric angular velocity, For d-axis inductance, For d-axis current, The back electromotive force coefficient, It is the q-axis inductance; This represents the maximum permissible value of the dynamic component of the current along the q-axis. This is the q-axis current; The compensation value of the current dynamic component of the q-axis or d-axis is determined based on the smaller value between the compensation component of the current dynamic component of the q-axis or d-axis and the maximum allowable value of the current dynamic component of the q-axis or d-axis. The following formula is used to convert the current dynamic component compensation value of the q-axis or d-axis into the current increment of the q-axis or d-axis: This represents the current increment along the q-axis or d-axis. This refers to the compensation value for the dynamic current component along the q-axis or d-axis. For a unit of time, For symbolic functions, It is a compensation component for the dynamic current component of the q-axis or d-axis.

2. The voltage establishment and compensation method for high and low pressure shafts under a multi-source engine architecture as described in claim 1, characterized in that, The compensation power is decomposed into compensation components of the q-axis or d-axis current dynamic components using the following formula: in, This is the compensation component for the dynamic current component along the q-axis or d-axis. For the compensation power, For q-axis or d-axis inductance, This refers to the q-axis or d-axis current.

3. The voltage establishment and compensation method for high and low pressure shafts under a multi-source engine architecture as described in claim 1, characterized in that, Control commands for the q-axis or d-axis are generated based on the current increments along the q-axis or d-axis, including: Determine the current difference between the current of the q-axis or d-axis at the current moment and the current of the q-axis or d-axis at the previous moment, as well as the base current value generated by the control strategy applied to the engine axis. If the current difference is less than the current increment of the q-axis or d-axis, then the sum of the base current value and the current increment of the q-axis or d-axis is used as the control target to generate control commands for the q-axis or d-axis. If the current difference is greater than the current increment of the q-axis or d-axis, then the difference between the base current value and the current increment of the q-axis or d-axis is used as the control target to generate control commands for the q-axis or d-axis. Otherwise, the base current value is used as the control target to generate control commands for the q-axis or d-axis.

4. The voltage establishment and compensation method for high and low pressure shafts under a multi-source engine architecture as described in claim 3, characterized in that, The control strategy for low-voltage shaft applications is the maximum torque-to-current ratio control strategy, while the control strategy for high-voltage shaft applications is either the maximum torque-to-current ratio control strategy or... i d =0 strategy.

5. A voltage establishment compensation system based on the voltage establishment compensation method for high and low pressure shafts under the multi-source architecture of an engine as described in any one of claims 1 to 4, characterized in that, include: low pressure The axis compensation unit is used to compensate for the dynamic components of the current in the q-axis and d-axis for the low-voltage axis, determine the compensation values ​​of the dynamic components of the current in the q-axis and d-axis, and convert the compensation values ​​of the dynamic components of the current in the q-axis and d-axis into the current increments of the q-axis and d-axis, respectively. Based on the current increments of the q-axis and d-axis, control commands for the q-axis and d-axis are generated, respectively. The high-voltage shaft compensation unit is used to compensate for the dynamic current component of the q-axis for the high-voltage shaft, determine the compensation value of the dynamic current component of the q-axis, convert the compensation value of the dynamic current component of the q-axis into the current increment of the q-axis, and generate control commands for the q-axis based on the current increment of the q-axis. The compensation for the dynamic components of the current along the q-axis or d-axis includes: Based on the voltage error of the DC bus voltage from the initial moment to the current moment, the compensation power used to compensate for the voltage error is calculated, and the compensation power is decomposed into compensation components of the current dynamic components of the q-axis or d-axis. Determine the maximum allowable value of the dynamic current component on the q-axis or d-axis; The compensation value for the current dynamic component of the q-axis or d-axis is determined based on the smaller of the compensation component of the current dynamic component of the q-axis or d-axis and the maximum allowable value of the current dynamic component of the q-axis or d-axis.

6. An electronic device, characterized in that, include: Computer-readable storage media and processors; The computer-readable storage medium is used to store executable instructions; The processor is configured to read executable instructions stored in the computer-readable storage medium and execute the method as described in any one of claims 1-4.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing a processor to perform the method as described in any one of claims 1-4.

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