CN109889120B - Ship motor brake control system - Google Patents
Ship motor brake control system Download PDFInfo
- Publication number
- CN109889120B CN109889120B CN201711275152.2A CN201711275152A CN109889120B CN 109889120 B CN109889120 B CN 109889120B CN 201711275152 A CN201711275152 A CN 201711275152A CN 109889120 B CN109889120 B CN 109889120B
- Authority
- CN
- China
- Prior art keywords
- flux linkage
- module
- voltage
- motor
- increment
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Control Of Ac Motors In General (AREA)
Abstract
The invention discloses a ship motor brake control system, which determines a space voltage vector by calculating an amplitude increment and a phase increment of a stator flux linkage, and controls an inverter of a motor by modulating an intermediate voltage through the space voltage vector, so that the speed reduction or parking of a ship electric propulsion system is realized. The invention not only can save the production cost, but also can ensure that the motor frequency converter can normally work and can not generate overvoltage faults.
Description
Technical Field
The invention belongs to the technical field of ship electric propulsion, and particularly relates to a ship motor brake control system without using a chopper resistor.
Background
At present, in order to solve the defects of poor maneuvering performance, large power loss, low operation efficiency and the like of the traditional ship diesel propulsion system, more and more ships are equipped with electric propulsion systems. The electric propulsion ship system adopts a frequency converter to drive a motor to propel the propeller to rotate or indirectly propels the propeller to rotate through a gear box. When the ship propelled by electric power decelerates or stops, the motor in the braking state feeds back energy to the frequency converter. Therefore, in the case of a frequency converter without an energy feedback function, a braking resistor (chopper resistor) is often required to be installed to consume energy so as to ensure that the intermediate voltage does not generate an overvoltage fault. However, the installation of the brake resistor box not only takes up space, but also increases production costs.
Disclosure of Invention
In view of the above technical problems, the present invention provides a novel brake control system for a ship motor, comprising:
a speed/torque conversion module for determining a corresponding given motor torque based on a difference between a given motor speed and an actual motor speed;
the torque PI control module is connected with the rotating speed/torque conversion module and used for determining a corresponding dynamic load angle according to the given motor torque output by the rotating speed/torque conversion module and the motor torque calculated based on a motor model;
the flux linkage phase increment module is connected with the torque PI control module and is used for superposing a dynamic load angle output by the torque PI control module and a steady-state load angle obtained based on the product of the stator frequency and the calculation period so as to determine the flux linkage phase increment of the stator;
the optimized flux linkage control module determines a stator flux linkage increment ratio according to a given motor flux linkage and a flux linkage amplitude calculated based on a motor model;
a stator flux linkage increment module, which is connected with the flux linkage phase increment module and the optimized flux linkage control module and is used for determining corresponding stator flux linkage increment according to the flux linkage phase increment output by the flux linkage phase increment module, the stator flux linkage increment ratio output by the optimized flux linkage control module and the actual stator flux linkage of the motor,
the flux linkage/voltage conversion module is connected with the stator flux linkage increment module and is used for converting the stator flux linkage increment output by the stator flux linkage increment module into a corresponding stator voltage increment;
the first input end of the space vector modulation module is connected with the flux linkage/voltage conversion module, the second input end of the space vector modulation module receives an intermediate voltage, on one hand, a voltage modulation ratio is determined according to the sum of a stator voltage increment and a stator resistance voltage drop output by the flux linkage/voltage conversion module, and a modulation pulse signal is output based on the voltage modulation ratio and is used for carrying out voltage transformation and frequency conversion control on the motor, and on the other hand, when the motor is braked, the intermediate voltage at the second input end is lifted under the influence of feedback energy of the motor;
and the voltage PI control module is connected between the second input end of the space vector modulation module and the optimized flux linkage control module and used for determining a corresponding control coefficient k according to a preset target intermediate voltage and an actual intermediate voltage at the second input end, and the given motor flux linkage provided for the optimized flux linkage control module is adjusted by using the control coefficient k.
According to an embodiment of the present invention, the voltage PI control module determines a corresponding control coefficient k according to the intermediate voltage output by the space vector modulation module based on an intermediate voltage power balance mechanism.
According to an embodiment of the present invention, the voltage PI control module calculates a difference between a square value of a given intermediate voltage control target and a square value of an intermediate voltage output by the space vector modulation module according to the intermediate voltage control target, and determines the control coefficient k according to the difference.
According to an embodiment of the present invention, the intermediate voltage control target is lower than an overvoltage threshold voltage of the intermediate voltage.
According to an embodiment of the present invention, the control coefficient k is greater than 1.
According to an embodiment of the present invention, the flux linkage phase increment module further controls the flux linkage phase increment within a given increment range according to a given load angle limiting coefficient, so as to control the intermediate voltage output by the space vector modulation module not to be overvoltage.
According to an embodiment of the present invention, the load angle limiting coefficient is less than 1.
According to an embodiment of the present invention, the load angle limiting coefficient is an inverse of the control coefficient k.
According to an embodiment of the present invention, the ship motor brake control system further includes:
and the temperature overload protection module is connected between the optimized flux linkage control module and the voltage PI control module and is used for cutting off the connection between the optimized flux linkage control module and the voltage PI control module when the temperature of the motor exceeds a given temperature threshold value.
According to an embodiment of the invention, the speed/torque conversion module is a speed loop integral.
One or more embodiments of the present invention may have the following advantages over the prior art:
1) the motor brake control system provided by the invention is applied to a ship electric propulsion system, so that the ship electric propulsion system can remove chopper resistors, the speed reduction or parking function of a ship can be realized through an optimized magnetic flux braking mode, the production cost can be saved, and the frequency converter can be ensured not to generate overvoltage faults when working normally.
2) The motor brake control system provided by the invention determines a space voltage vector by calculating the amplitude increment and the phase increment of the stator flux linkage, and controls the inverter of the frequency converter by modulating and outputting the space voltage vector, so that the flux linkage track is ensured to be circular, the torque is regulated in a stable state and a dynamic state, the motor brake control system has good stable state and dynamic performance, the current is sinusoidal, the switching frequency is constant, and the motor brake control system has the advantages of low noise and the like.
3) The control of the motor brake control system to the frequency converter is based on the stator flux linkage, the redundancy of the method to the motor parameters is stronger, and the defects of the traditional vector control method can be overcome, such as the dependence of the traditional vector control method to the parameters of the motor is stronger, and the change of the motor parameters can cause the phenomena of inaccurate magnetic field orientation, inaccurate torque output and the like under the vector control.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention and not to limit the invention. In the drawings:
FIG. 1 is a schematic circuit diagram of a prior art marine electric propulsion system;
fig. 2 is a schematic diagram of the components of the ship motor brake control system according to an embodiment of the present invention.
Detailed Description
When the ship electric propulsion system decelerates or stops, for example, in the process of the slope reduction of the given rotating speed, the actual rotating speed is greater than the given rotating speed, the torque integrated by the speed ring is gradually reduced along with the reduction of the rotating speed, and because the load characteristic of the propeller and the rotating speed form a cubic relation, the load torque is also greater (the resistance of water is greater) when the actual rotating speed is greater, most of the braking energy of the motor is consumed on the resistance to water, only at low speed, the resistance of water is reduced, the braking energy of the motor cannot be completely consumed on the resistance to water, the torque integrated by the speed ring can present a state of negative torque, and at the moment, the mechanical power P is mechanical powermechLess than zero; at the moment, the power on the stator winding of the motor is the copper loss P of the statorcusRotor copper loss PcurIron loss PFeAnd mechanical power PmechSum of copper losses when the stator is PcusRotor copper loss PcurAnd iron loss PFeLess than mechanical power PmechWhen the motor is in a braking state, the intermediate voltage can be increased, and if no chopper resistor (also called braking resistor) consumes the energy, the intermediate voltage overvoltage fault can occur in the frequency converter.
The present invention proposes to eliminate the chopper resistance circuit 22 originally present in the frequency converter 20 shown in fig. 1 in the control mode of indirect stator quantity control (ISC) and to regulate the output torque on the one hand and the magnetic flux on the other hand by controlling the intermediate voltage from the viewpoint of intermediate voltage power balance. Reducing mechanical power by limiting output torque; through the optimized adjustment of the magnetic flux, the loss of the motor body is increased, and the speed reduction or the parking of the ship electric propulsion system is realized.
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail below with reference to the accompanying drawings.
It should be noted that, when the present invention is implemented, the embodiments shown in the drawings may be added, modified or replaced according to specific requirements, and the present invention is within the protection scope of the present invention as long as the technical scope of the present invention is described.
First embodiment
As shown in fig. 1, in the conventional marine electric propulsion system, the generator winding 10 provides a three-phase ac power of, for example, 690V to the input end of the marine electric propulsion frequency converter 20, the three-phase ac power is converted into a voltage of around 1050V by the three-phase rectifying unit 21 in the frequency converter 20, and when braking occurs, the voltage is raised and is transmitted to the chopper resistance circuit 22, so that the chopper resistance circuit 22 is also required to control the IGBT therein to perform a chopping operation, or when the frequency converter fails, the IGBT therein is turned on to perform a rapid discharge. The intermediate voltage is transmitted to the inverter main control unit 23, and the inverter main control unit 23 controls the on and off of the IGBTs of the three bridge arms thereof to control the operation of the motor load 30.
For the ship electric propulsion system shown in fig. 1, if the ship motor braking control system provided by the invention is applied, the chopper resistance loop 22 in the frequency converter 20 can be removed.
The operation of the marine motor brake control system of the present invention will be described in detail with reference to fig. 2. Specifically, this boats and ships motor brake control system includes:
a speed/torque conversion module 110 for converting a given motor speed wrefWith the actual motor speed wnThe difference between them determines a given motor torque Te_ref；
A torque PI control module 120 connected to the speed/torque conversion module 110 for determining a given motor torque T output by the speed/torque conversion module 110e_refAnd motor torque T calculated based on the motor modeleuDetermining a corresponding dynamic load angle Δ θd；
A flux linkage phase increment module 130 connected to the torque PI control module 120 for outputting a dynamic load angle Delta theta output by the torque PI control moduledBased on stator frequency W1And calculating the period TcThe product of (a) and (b) is the steady state load angle Δ θsSuperposing to determine a corresponding load angle delta theta, namely a stator flux linkage phase increment;
an optimized flux linkage control module 140 that optimizes flux linkage according to a given motor flux linkage psi* sAnd flux linkage amplitude | ψ calculated based on motor modelsI determining stator flux linkage increment ratio kψ；
A stator flux linkage increment module 150, connected to the flux linkage phase increment module 130 and the optimized flux linkage control module 140, for increasing the stator flux linkage increment ratio k according to the flux linkage phase increment Δ θ output by the flux linkage phase increment module 130 and the stator flux linkage increment ratio k output by the optimized flux linkage control module 140ψAnd the actual stator flux linkage psi of the machinesDetermining the corresponding stator flux linkage increment delta psis，
A flux/voltage conversion module 160 connected to the stator flux increment module 150 for converting the stator flux increment Δ ψ output by the stator flux increment module 150sConversion into corresponding stator voltage increments Uψ；
A space vector modulation module 170 having a first input terminal connected to the flux linkage/voltage conversion module 160 and a second input terminal receiving an intermediate voltage UdcOn the one hand, according to the stator voltage increment U outputted by the flux linkage/voltage conversion module 160ψVoltage drop with stator resistance Is×RsThe sum determines the voltage modulation ratio UsThen based on the voltageModulation ratio UsThe output modulation pulse signal PWM is provided to an inversion main control unit 23 of the frequency converter 20 shown in FIG. 1, for example, to perform voltage transformation and frequency conversion control on the motor, and on the other hand, when the motor is braked, the intermediate voltage U at the second input end is raised under the influence of feedback energy of the motordcSaid intermediate voltage UdcThe voltage between the positive and negative buses after the capacitor in fig. 1;
a voltage PI control module 180 connected between the second input terminal of the space vector modulation module 170 and the optimized flux linkage control module 140 for controlling the flux linkage according to a preset target intermediate voltage and an actual intermediate voltage U at the second input terminal of the space vector modulation module 170dcTo determine a corresponding control coefficient k with which to adjust a given motor flux linkage psi provided to the optimized flux linkage control module 140* sThus constituting a control loop with respect to the intermediate voltage. Here, the target intermediate voltage is a voltage threshold set based on the maximum voltage that the inverter can withstand. For example, if the maximum voltage that the frequency converter can withstand is 1200V, the target intermediate voltage may be set to 1100V. Namely, when the motor feeds back energy, the actual intermediate voltage can be increased from the normal 1000V to 1100V, and then the motor enters the method for controlling, and the maximum voltage which can be born by the frequency converter is not exceeded 1200V, so that the frequency converter is ensured not to have overvoltage faults.
In addition, in the motor brake control system, the voltage PI control module may determine the corresponding control coefficient k according to the intermediate voltage output by the space vector modulation module based on an intermediate voltage power balance mechanism.
Specifically, the voltage PI control module controls the target U according to a preset reasonable intermediate voltagedmax
(overvoltage threshold voltage lower than intermediate voltage), from the viewpoint of intermediate voltage power balance, calculating a square value of the intermediate voltage control target and an intermediate voltage U output by the space vector modulation moduledcIs the difference U between the squared values of2 dmax-U2 dcThen determining the difference valueThe control coefficient k. Generally, the control coefficient k is larger than 1 so as to increase the stator magnetic flux and further increase the loss of the motor body, thereby realizing the speed reduction or the stop of the ship electric propulsion system.
Further, since the stator magnetic flux increases, the motor copper loss and iron loss increase accordingly, and a part of the braking energy may be consumed, but the motor body loss may cause the motor to generate heat. Therefore, in view of the above, the present invention also adds a temperature overload protection module 190 to the motor brake control system to directly cut off the flux brake when the motor temperature exceeds a predetermined temperature threshold, so that the system performs deceleration or stop control only by limiting the output torque.
Specifically, the temperature overload protection module 190 is connected between the voltage PI control module 180 and the optimized flux linkage control module 140, and is configured to cut off the connection between the optimized flux linkage control module 140 and the voltage PI control module 180 when the temperature of the motor exceeds a given temperature threshold, so that the system performs deceleration or parking control only by limiting the output torque (as shown in fig. 2, in a case where the switch 190 is in an off state).
In addition, in the motor brake control system, the flux linkage phase increment module may control the flux linkage phase increment within a predetermined increment range according to a predetermined load angle limiting coefficient. In the present embodiment, the load angle limiting coefficient may be the inverse of the control coefficient k described above. The load angle limiting coefficient limits the load angle of the output quantity of the torque PI control module, so that the actual output torque can be limited, and the intermediate voltage U is ensureddcControl at a predetermined Ud maxLower, i.e. not over-pressurized.
In summary, the main control target of the marine electric propulsion system is the ship speed, which corresponds to the rotation speed of the motor. When the operator manipulates the handle of the gantry control room to a given rotational speed (i.e., a given electrode rotational speed), the rotational speed/torque is converted to a given motor torque by a rotational speed/torque conversion module (which is an integral of a speed loop in this embodiment). The increment calculation of the stator flux linkage requires amplitude and angle, the calculation of the angle consists of a steady-state angle and a dynamic angle, the calculation formula of the dynamic angle is obtained by a torque PI control module, and the steady-state angle is obtained by the product of the stator frequency and the calculation period; the increment of flux linkage amplitude can be obtained by optimizing a flux link, a given stator flux linkage is regulated by a voltage PI control module, the increment ratio of the flux linkage is calculated through the given stator flux linkage and the flux linkage amplitude calculated based on a motor model, the corresponding stator flux linkage increment can be determined by combining the obtained amplitude and angle, then the stator flux linkage increment is converted into the corresponding stator voltage increment through a flux linkage voltage conversion module, the voltage modulation ratio for modulation is obtained by adding voltage drop on a stator resistor, then a corresponding modulation pulse signal PWM is obtained through an algorithm built in a space vector modulation module and is provided for an inversion main control unit of a frequency converter, and accordingly the follow-up control of the rotating speed of the motor can be realized.
The above description is only an embodiment of the present invention, and the protection scope of the present invention is not limited thereto, and any person skilled in the art should modify or replace the present invention within the technical specification of the present invention.
Claims (10)
1. A marine vessel motor brake control system, comprising:
a speed/torque conversion module for determining a corresponding given motor torque based on a difference between a given motor speed and an actual motor speed;
the torque PI control module is connected with the rotating speed/torque conversion module and used for determining a corresponding dynamic load angle according to the given motor torque output by the rotating speed/torque conversion module and the motor torque calculated based on a motor model;
the flux linkage phase increment module is connected with the torque PI control module and is used for superposing a dynamic load angle output by the torque PI control module and a steady-state load angle obtained based on the product of the stator frequency and the calculation period so as to determine the flux linkage phase increment of the stator;
the optimized flux linkage control module determines a stator flux linkage increment ratio according to a given motor flux linkage and a flux linkage amplitude calculated based on a motor model;
the stator flux linkage increment module is connected with the flux linkage phase increment module and the optimized flux linkage control module and is used for determining corresponding stator flux linkage increments according to flux linkage phase increments output by the flux linkage phase increment module, stator flux linkage increment ratios output by the optimized flux linkage control module and actual stator flux linkages of the motor;
the flux linkage/voltage conversion module is connected with the stator flux linkage increment module and is used for converting the stator flux linkage increment output by the stator flux linkage increment module into a corresponding stator voltage increment;
the first input end of the space vector modulation module is connected with the flux linkage/voltage conversion module, the second input end of the space vector modulation module receives an intermediate voltage, on one hand, a voltage modulation ratio is determined according to the sum of a stator voltage increment and a stator resistance voltage drop output by the flux linkage/voltage conversion module, and a modulation pulse signal is output based on the voltage modulation ratio and is used for carrying out voltage transformation and frequency conversion control on the motor, and on the other hand, when the motor is braked, the intermediate voltage at the second input end is lifted under the influence of feedback energy of the motor;
and the voltage PI control module is connected between the second input end of the space vector modulation module and the optimized flux linkage control module and used for determining a corresponding control coefficient k according to a preset target intermediate voltage and an actual intermediate voltage at the second input end, and the given motor flux linkage provided for the optimized flux linkage control module is adjusted by using the control coefficient k.
2. The marine vessel motor brake control system of claim 1, wherein:
the voltage PI control module is specifically used for determining a corresponding control coefficient k according to the intermediate voltage output by the space vector modulation module based on an intermediate voltage power balance mechanism.
3. The marine vessel motor brake control system of claim 2, wherein:
the voltage PI control module is specifically configured to calculate a difference between a square value of a given intermediate voltage control target and a square value of an intermediate voltage output by the space vector modulation module according to the intermediate voltage control target, and determine the control coefficient k according to the difference.
4. The marine vessel motor brake control system of claim 3, wherein:
the intermediate voltage control target is below an overvoltage threshold voltage of the intermediate voltage.
5. The marine vessel motor brake control system according to any one of claims 2 to 4, wherein:
the control coefficient k is greater than 1.
6. The marine vessel motor brake control system of claim 1, wherein:
the flux linkage phase increment module is also used for controlling the flux linkage phase increment within a given increment range according to a given load angle limiting coefficient, so as to control the intermediate voltage output by the space vector modulation module not to be overvoltage.
7. The marine vessel motor brake control system of claim 6, wherein:
the load angle limiting factor is less than 1.
8. The marine vessel motor brake control system of claim 6, wherein:
the load angle limiting coefficient is the inverse of the control coefficient k.
9. The marine vessel motor brake control system of claim 1, further comprising:
and the temperature overload protection module is connected between the optimized flux linkage control module and the voltage PI control module and is used for cutting off the connection between the optimized flux linkage control module and the voltage PI control module when the temperature of the motor exceeds a given temperature threshold value.
10. The marine vessel motor brake control system of claim 1, wherein:
the speed/torque conversion module integrates a speed loop.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711275152.2A CN109889120B (en) | 2017-12-06 | 2017-12-06 | Ship motor brake control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711275152.2A CN109889120B (en) | 2017-12-06 | 2017-12-06 | Ship motor brake control system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109889120A CN109889120A (en) | 2019-06-14 |
| CN109889120B true CN109889120B (en) | 2020-10-16 |
Family
ID=66923610
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201711275152.2A Active CN109889120B (en) | 2017-12-06 | 2017-12-06 | Ship motor brake control system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN109889120B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113460280A (en) * | 2021-07-21 | 2021-10-01 | 上海外高桥造船有限公司 | Propeller for FPSO (Floating production storage and offloading), control system of propeller and FPSO |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1972116A (en) * | 2006-11-28 | 2007-05-30 | 株洲南车时代电气股份有限公司 | Control method for linear induction motor |
| CN103001572A (en) * | 2011-09-15 | 2013-03-27 | 无锡市幅瑞自动化科技有限公司 | Direct torque control system |
| CN103414423A (en) * | 2013-08-22 | 2013-11-27 | 东南大学 | Surface-mounted permanent magnet synchronous motor sensorless direct torque control method |
| CN103825520A (en) * | 2014-02-27 | 2014-05-28 | 株洲南车时代电气股份有限公司 | Method for controlling optimal slip frequency of asynchronous motor |
-
2017
- 2017-12-06 CN CN201711275152.2A patent/CN109889120B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1972116A (en) * | 2006-11-28 | 2007-05-30 | 株洲南车时代电气股份有限公司 | Control method for linear induction motor |
| CN103001572A (en) * | 2011-09-15 | 2013-03-27 | 无锡市幅瑞自动化科技有限公司 | Direct torque control system |
| CN103414423A (en) * | 2013-08-22 | 2013-11-27 | 东南大学 | Surface-mounted permanent magnet synchronous motor sensorless direct torque control method |
| CN103825520A (en) * | 2014-02-27 | 2014-05-28 | 株洲南车时代电气股份有限公司 | Method for controlling optimal slip frequency of asynchronous motor |
Non-Patent Citations (2)
| Title |
|---|
| Design and Research of Dynamic Braking Circuits in Electric Propulsion Ship;Ren Hong-ying等;《2010 Second International Conference on Intelligent Human-Machine Systems and Cybernetics》;20101231;第163-165页 * |
| 变频器供电的船舶推进系统制动过程研究;乔鸣忠等;《武汉理工大学学报（交通科学与工程版）》;20091031;第33卷(第5期);第864-867页 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN109889120A (en) | 2019-06-14 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP4898230B2 (en) | Wind power generation system operation control method and apparatus | |
| JP4489091B2 (en) | Electric vehicle control device | |
| CA2850294C (en) | Vector control device for electric motor, electric motor, vehicle drive system, and vector control method for electric motor | |
| JP5126751B2 (en) | Marine electric propulsion system | |
| JP6640812B2 (en) | Motor drive system having power storage device | |
| JP4356684B2 (en) | Electric propulsion device for ships | |
| CN109889120B (en) | Ship motor brake control system | |
| JP2005102455A (en) | Electric car controlling device | |
| CN113442737B (en) | Double-motor control system and control method of double-motor combined driving system | |
| JP2011155788A (en) | Power supply system | |
| CN112290820A (en) | Composite detection and control method for load sudden change of locomotive four-quadrant converter | |
| CN109088428B (en) | High voltage ride through device, method and current transformation system comprising device | |
| JP2001095300A (en) | Device for controlling permanent magnet synchronous motor | |
| CN104779856A (en) | Doubly-fed shaft generator system | |
| JP2007089399A (en) | Wind power apparatus | |
| JP2008022660A (en) | Control apparatus for electric propulsion ship | |
| JP2010104234A (en) | Electric vehicle controller | |
| CN108233794B (en) | Quick stopping method for load conversion inverter driving electro-magnetic synchronous motor | |
| CN111049459B (en) | Braking method of air conditioner driving device of permanent magnet synchronous motor without electrolytic capacitor | |
| EP2165409B1 (en) | System and method for limiting input voltage to a power delivery system having regeneration capability | |
| WO2023082441A1 (en) | Stage-controlled four-quadrant converter and control method therefor | |
| CN109747802B (en) | Optimization control method of propulsion control system at zero rotating speed | |
| CN213425957U (en) | Brushless double-fed alternating-current generator system device for ship | |
| US11787384B2 (en) | Electric drive system and method | |
| CN110086392B (en) | Method for expanding constant-torque variable-frequency speed regulation range by adopting Y-shaped winding with tap connection |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |