CN111726042B - Switch reluctance motor braking torque control method based on four-phase current and voltage - Google Patents
Switch reluctance motor braking torque control method based on four-phase current and voltage Download PDFInfo
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- CN111726042B CN111726042B CN202010629471.4A CN202010629471A CN111726042B CN 111726042 B CN111726042 B CN 111726042B CN 202010629471 A CN202010629471 A CN 202010629471A CN 111726042 B CN111726042 B CN 111726042B
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters
- H02P3/06—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter
- H02P3/065—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing a reluctance motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
- B60L7/26—Controlling the braking effect
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters
- H02P3/06—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter
- H02P3/18—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing an ac motor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/10—Electrical machine types
- B60L2220/18—Reluctance machines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Control Of Electric Motors In General (AREA)
Abstract
The invention provides a method for controlling braking torque of a switch reluctance motor based on four-phase current and voltage, and belongs to the technical field of motor control. The system mainly comprises a torque estimator, a current detector, a torque selector and a torque regulator. Firstly, four-phase current and voltage output by a switched reluctance motor are input into a torque estimator, estimated torque of four phases is calculated and obtained and is input into a torque selector, and meanwhile, a current detector detects the four-phase current of the motor to output a torque control signal of four phases; then the torque selector selects the four-phase estimated torque according to the torque control signal to output the total estimated torque; and finally, further regulating and outputting the reference current of the switched reluctance motor according to the reference torque and the total estimated torque by a torque regulator to form braking torque closed-loop control. The invention can accurately and timely estimate the actual torque, meets the requirements of a driver on accurate braking torque and response, and improves the comprehensive braking performance of the electric automobile driven by the switched reluctance motor under the braking or sliding working condition.
Description
Technical Field
The invention relates to the field of control of a switch reluctance motor driving system, in particular to a switch reluctance motor braking torque control system and method based on four-phase current and voltage.
Background
The electric automobile driven by the switch reluctance motor can timely and effectively feed back the required braking force of a driver under the sliding or braking working condition, the driver can step on the brake pedal according to the actual braking working condition to request the electric automobile to brake and decelerate, the braking force is derived from the mechanical braking force of the mechanical braking system and the motor braking force of the regenerative braking system, the motor does not participate in braking only under the conditions of emergency braking and extremely low speed braking, and the motor can participate in braking under the conditions of low-strength braking, medium-strength braking or different vehicle speeds, so that the high control precision and the fast control response speed are required for the braking torque of the switch reluctance motor to ensure the braking safety performance and the stability performance of the electric automobile.
Because the switched reluctance motor is a nonlinear dynamic model, and the motor output torque is not calculated and obtained by an accurate mathematical expression, the switched reluctance motor is used for indirectly controlling the motor torque when being applied to the braking or sliding working condition of the electric automobile. At present, no research on closed loop control of braking torque of a switched reluctance motor by four-phase current and voltage exists, and even if the research on torque exists, the control on the motor torque by one-phase current and voltage is realized. The total estimated torque obtained by the four-phase current and the voltage is more accurate than the total estimated torque estimated by the one-phase current and the voltage, and the total estimated torque is only one quarter of the electrical period after one electrical period, so that the braking torque control system of the switch reluctance motor responds quickly, the estimated torque can timely and effectively track the reference braking torque required by a driver, the electric automobile driven by the switch reluctance motor can be rapidly braked and decelerated under the action of the motor braking torque, and the response speed and the dynamic stability of the braking torque of the switch reluctance motor are improved on the premise of ensuring the braking safety.
Disclosure of Invention
The invention aims to improve the response speed and the stability of braking torque of an electric automobile driven by a switched reluctance motor under a braking working condition or a sliding working condition, so that a system and a method for controlling the braking torque of the switched reluctance motor based on four-phase current and voltage are provided under the working condition that the electric automobile has the motor torque effect.
The aim of the invention can be achieved by the following technical scheme:
a switched reluctance motor braking torque control system based on four-phase current and voltage includes a torque estimator, a current detector, a torque selector, and a torque regulator.
The four-phase current and voltage enter a torque estimator to estimate the four-phase estimated torque, and the four-phase estimated torque of the torque estimator is not calculated by an accurate mathematical expression, so that the four-phase estimated torque is required to be obtained through a mechanical-electrical energy conversion principle, namely through magnetic co-energy calculation, the four-phase flux linkage is obtained through the four-phase current and voltage calculation, and then the four-phase flux linkage is integrated respectively, so that the four-phase estimated torque is finally obtained, wherein the torque estimator comprises a multiplier, a flux linkage integrator, a magnetic co-energy integrator, a current detector and a sampling keeper. The calculation formula is as follows:
ψ＝∫(u-Ri)dt+ψ 0
wherein m is the number of motor phases, N r Is the number of poles of the motor rotor, W' (i, theta) is the motor magnetic co-energy, u is the phase winding voltage, i is the phase winding current, R is the phase winding resistance, ψ is the flux linkage, ψ 0 Is the initial flux linkage.
The four-phase current enters a current detector to detect whether the phase current is larger than zero or not, and a selection control signal for estimating the torque is output.
The relationship of the detected phase current output selection control signal is as follows:
(1) If the current detector detects that the phase current is greater than zero, the current detector outputs a signal with a low level of 0;
(2) If the current detector detects that the phase current is equal to zero, the current detector outputs a signal with a high level of 1;
(3) If the current detector detects that the phase current is less than zero, the current detector outputs a signal with a high level of 1.
The torque selector logically judges the four-phase estimated torque estimated by the torque estimator according to the selection control signal output by the current detector, namely, selects the four-phase estimated torque based on the four-phase selection control signal, and finally outputs the total estimated torque.
The torque selector logic relationship is (assuming that the switch reluctance motor stator energizing sequence is a→d→b→c):
(1) The control signal of the A phase is a signal of a high level 1, and the control signal of the D phase is a signal of a low level 0, and the selector judges that the estimated torque of the A phase is selected as the total estimated torque;
(2) The control signal of the D phase is a signal of a high level 1, and the control signal of the B phase is a signal of a low level 0, and the selector judges that the estimated torque of the D phase is selected as the total estimated torque;
(3) The control signal of the B phase is a signal of a high level 1, and the control signal of the C phase is a signal of a low level 0, and the selector judges that the estimated torque of the B phase is selected as the total estimated torque;
(4) If the control signal of the C phase is a high level 1 signal and the control signal of the a phase is a low level 0 signal, the selector determines to select the estimated torque of the C phase as the total estimated torque.
The torque regulator calculates the total estimated torque output by the torque selector and the reference torque required by the switched reluctance motor driving system, and finally outputs the reference current of the motor driving system to form the braking torque closed-loop control of the switched reluctance motor driving system. The torque regulator comprises two links, namely a torque feedforward link and a compensation link. The feedforward link outputs feedforward current i according to the reference torque ref The following formula:
wherein T is e Is electromagnetic torque, k L Is the inductance slope.
Compensation current i of compensation link c The error of the reference torque and the total estimated torque is input into the PI regulator for calculation, and the final reference current is obtained by adding the feedforward current and the compensation current. The torque feedforward link can increase the dynamic response speed of the braking torque of the switched reluctance motor driving system, and the torque saturation link improves the steady-state torque precision of the system.
The beneficial effects of the invention are as follows:
at present, few researches are conducted on the improvement of the comprehensive braking performance of an electric automobile by controlling the braking torque of the electric automobile driven by a switched reluctance motor under a braking or sliding working condition. In order to better improve the braking or sliding working condition of the switch reluctance motor for the electric automobile, the braking torque requirement of a driver is met, the braking response speed and the braking torque precision of a switch reluctance motor driving system are improved, and the dynamic stability of the braking torque is increased. The invention aims to solve the problem, and provides a switch reluctance motor braking torque control system and a switch reluctance motor braking torque control method based on four-phase current and voltage, which enable a motor to output actual torque according to the requirement of a driver on braking torque so as to achieve the purpose of braking and decelerating an electric automobile, and the total estimated torque can accurately and timely estimate the actual torque output by the motor, so that the motor torque control system is more accurate and stable. The flux linkage can be well estimated by simulating and verifying the built switched reluctance motor driving system model, and the total estimated torque calculated by the torque estimator can effectively track the actual torque of the motor, so that the aim of outputting the actual braking torque of the motor at all times can be fulfilled according to the requirement of a driver on the reference torque. And finally, outputting a reference current through a torque regulator to form closed-loop control of the braking torque of the switched reluctance motor, so that the accuracy and stability of the control of the braking torque of the switched reluctance motor based on four-phase current and voltage are met, and the dynamic response speed of the switched reluctance motor is improved.
Drawings
Fig. 1 is a diagram of a switched reluctance motor braking torque control system based on four-phase current and voltage according to the present invention. Wherein U is ph And I ph For four phases of voltage and current, T ABCD-est Is four-phase estimated torque, S ABCD Is a four-phase torque control signal, T est Is the total estimated torque, T ref Is the reference torque.
Fig. 2 is a phase a torque estimator. Wherein i is A (t)，U A (T) A phase current and A phase voltage, reset is Reset signal, trigger is Trigger signal T A_est Torque is estimated for phase a.
Fig. 3 is a graph comparing the estimated flux linkage and the actual flux linkage obtained by the flux linkage integrator.
Fig. 4 is a torque selector schematic. T (T) A_est ，T B_est ，T C_est ，T D_est The components A, B, C,estimated torque of D phase, S A ，S B ，S C ，S D Torque control signals of phases a, B, C, and D, respectively.
Fig. 5 is a graph of the total estimated torque output by the torque selector, the actual torque output by the motor, and the desired reference torque.
Fig. 6 is a block diagram of a torque regulator outputting a reference current forming a motor braking torque closed loop control.
Detailed Description
The invention will now be described in detail with reference to the drawings and specific examples.
The invention relates to a four-phase current and voltage-based switch reluctance motor braking torque control system and method, wherein a control structure block diagram is shown in figure 1. The braking torque control system mainly includes a torque estimator, a current detector, a torque selector, and a torque regulator.
The four-phase current and voltage output by the switch reluctance motor body enter a torque estimator, and the estimated torque T of the four phases is output by the torque estimator ABCD-est To the torque selector, while the current detector detects the four-phase current to output a four-phase estimated torque control signal S ABCD The torque selector outputs the total estimated torque T under the action of the four-phase estimated torque and the four-phase torque control signal est To the torque regulator, the torque regulator converts the total estimated torque and the reference torque required by the driver into the reference current of the switched reluctance motor to form a braking torque closed-loop control.
The torque estimator consists of a multiplier, a flux linkage integrator, a current detector, a magnetic co-energy integrator, and a sample holder, as shown in fig. 2. The torque estimator for obtaining the A-phase current and voltage outputs magnetic linkage to the magnetic co-energy integrator under the action of the multiplier and the magnetic linkage integrator, meanwhile, the magnetic co-energy integrator also obtains the reset signal output by the A-phase current detector to output magnetic co-energy, the sampling holder outputs the magnetic co-energy variation of one electronic period under the action of the magnetic co-energy and the trigger signal output by the current detector, and finally, the A-phase estimated torque is output under the action of the multiplier. The calculation formula is as follows:
ψ＝∫(u-Ri)dt+ψ 0
wherein m is the number of motor phases, N r Is the number of poles of the motor rotor, W' (i, theta) is the motor magnetic co-energy, u is the phase winding voltage, i is the phase winding current, R is the phase winding resistance, ψ is the flux linkage, ψ 0 Is the initial flux linkage
To evaluate the accuracy of the torque estimator, the estimated flux obtained by the multiplier in the estimator is subjected to a comparative analysis with the actual flux, as shown in fig. 3. It is obvious that the estimated flux linkage obtained by the flux linkage integrator is basically coincident with the actual flux linkage, even at the peak position of 0.0075s, the amplified flux linkage is basically coincident, the difference is small, the accuracy of the flux linkage integrator is illustrated, and the effectiveness of the torque estimator is reflected.
The four-phase current of the switch reluctance motor enters a current detector and detects whether the four-phase current is larger than zero, and a selection control signal of the four-phase estimated torque is output to a torque selector.
The relationship of the detected phase current output selection control signal is as follows:
(1) If the current detector detects that the phase current is greater than zero, the current detector outputs a signal with a low level of 0;
(2) If the current detector detects that the phase current is equal to zero, the current detector outputs a signal with a high level of 1;
(3) If the current detector detects that the phase current is less than zero, the current detector outputs a signal with a high level of 1.
The torque selector logically judges the four-phase estimated torque estimated by the torque estimator according to the selection control signal output by the current detector, namely, selects the four-phase estimated torque based on the four-phase selection control signal, and finally outputs the total estimated torque. As shown in fig. 4, the 8/6 pole switched reluctance motor stator energization sequence is assumed to be a→d→b→c.
The torque selector logic is:
(1) The control signal of the A phase is a signal of a high level 1, and the control signal of the D phase is a signal of a low level 0, and the selector judges that the estimated torque of the A phase is selected as the total estimated torque;
(2) The control signal of the D phase is a signal of a high level 1, and the control signal of the B phase is a signal of a low level 0, and the selector judges that the estimated torque of the D phase is selected as the total estimated torque;
(3) The control signal of the B phase is a signal of a high level 1, and the control signal of the C phase is a signal of a low level 0, and the selector judges that the estimated torque of the B phase is selected as the total estimated torque;
(4) If the control signal of the C phase is a high level 1 signal and the control signal of the a phase is a low level 0 signal, the selector determines to select the estimated torque of the C phase as the total estimated torque.
And outputting total estimated torque according to the four-phase estimated torque and the four-phase torque control signal after one period, wherein the output total estimated torque has accuracy and timeliness, and the total estimated torque estimated by the four-phase current and the voltage is only one quarter period behind the actual torque compared with the total estimated torque estimated by the one-phase current and the voltage.
In order to effectively evaluate the accuracy and effectiveness of the four-phase current and voltage based switch reluctance motor braking torque control system and method, the actual torque output by the motor, the total estimated torque output by the torque estimator and the torque selector and the current detector and the reference torque required by the driver are obtained for comparison analysis, as shown in fig. 5. The braking torque closed-loop control strategy can well estimate the actual torque according to the requirement of the reference torque, the motor outputs the reference torque required by a driver, and meanwhile, the estimated torque can accurately and efficiently track the actual torque. The actual torque of the motor rapidly drops at 0.0025s, the estimated torque also rapidly drops at about 0.005s, and the estimated torque can be effectively estimated timely and effectively according to the change of the actual torque after 0.01s, which shows that the estimated torque can be effectively tracked to the actual torque, and the estimated torque is only one quarter of an electronic period behind the actual torque in theory.
The torque regulator is the total estimated torque output by the torque selectorAnd the reference torque required by the switched reluctance motor driving system is calculated, and finally the reference current of the motor driving system is output, so that the torque closed-loop control of the switched reluctance motor driving system is formed, as shown in fig. 6. The torque regulator comprises two links, namely a torque feedforward link and a compensation link. The feedforward link outputs feedforward current i according to the reference torque ref The following formula:
wherein T is e Is electromagnetic torque, k L Is the inductance slope.
Compensation current i of compensation link c The error of the reference torque and the total estimated torque is input into the PI regulator for calculation, and the final reference current is obtained by adding the feedforward current and the compensation current. The torque feedforward link can increase the dynamic response speed of the braking torque of the switched reluctance motor driving system, and the torque saturation link improves the steady-state torque precision of the system.
The reference current and the four-phase current output by the torque control after passing through the torque regulator form current closed-loop control, and the brake torque closed-loop control system is formed by the switch reluctance motor brake torque control system and the method based on the four-phase current and the voltage to form a double closed-loop brake torque control system.
The invention is not a matter of the known technology.
The above embodiments are provided to illustrate the technical concept and features of the present invention and are intended to enable those skilled in the art to understand the content of the present invention and implement the same, and are not intended to limit the scope of the present invention. All equivalent changes or modifications made in accordance with the spirit of the present invention should be construed to be included in the scope of the present invention.
Claims (5)
1. A method for controlling braking torque of a switch reluctance motor based on four-phase current and four-phase voltage is characterized by comprising the following steps: the total estimated torque is obtained through four-phase current and four-phase voltage, the total estimated torque is only one quarter of the actual torque after one electrical period, and the driving system comprises a torque estimator, a current detector, a torque selector and a torque regulator;
the torque estimator estimates four-phase current and four-phase voltage of the switch reluctance motor to obtain four-phase estimated torque;
the current detector detects four-phase currents and outputs four-phase estimated torque control signals, and the method specifically comprises the following steps: if the phase current is greater than zero, the current detector outputs a low-level signal, and if the phase current is less than or equal to zero, the current detector outputs a high-level signal;
the torque selector selects the estimated torque of four phases according to the high-level signal and the low-level signal of the four phases, and the estimated torque of one phase of the four phases is selected as the total estimated torque of the switch reluctance motor driving system;
and the torque regulator obtains a reference current according to the total estimated torque and the reference braking torque of the driving system, so that the torque closed-loop control of the motor is realized.
2. The method for controlling braking torque of a switched reluctance motor based on four-phase current and four-phase voltage according to claim 1, wherein: the estimated torque of four phases is obtained through magnetic co-energy calculation, the flux linkage of each phase is obtained through current and voltage calculation of the four phases, then the flux linkage of each phase is integrated, and finally the estimated torque of the four phases is obtained, wherein the calculation formula is as follows:
ψ＝∫(u-Ri)dt+ψ 0
wherein m is the number of motor phases, N r Is the number of poles of the motor rotor, W' m (i, θ) is the motor magnetic co-energy, u is the phase winding voltage, i is the phase winding current, R is the phase winding resistance, ψ is the flux linkage, ψ 0 Is the initial flux linkage.
3. The method for controlling braking torque of a switched reluctance motor based on four-phase current and four-phase voltage according to claim 1, wherein: the current detector detects whether the phase current is larger than zero and outputs a control signal for estimating the torque;
the relationship of the detected phase current output control signal is as follows:
(1) If the current detector detects that the phase current is greater than zero, the current detector outputs a signal with a low level of 0;
(2) If the current detector detects that the phase current is equal to zero, the current detector outputs a signal with a high level of 1;
(3) If the current detector detects that the phase current is less than zero, the current detector outputs a signal with a high level of 1.
4. The method for controlling braking torque of a switched reluctance motor based on four-phase current and four-phase voltage according to claim 1, wherein: the torque selector selects four-phase estimated torque according to the control signal output by the current detector, and finally outputs total estimated torque;
in the case that the stator energizing sequence of the switch reluctance motor is A-D-B-C, the torque selector logic relationship is:
(1) The control signal of the A phase is a signal of a high level 1, and the control signal of the D phase is a signal of a low level 0, and the selector selects the estimated torque of the A phase as the total estimated torque;
(2) The control signal of the D phase is a signal of a high level 1, and the control signal of the B phase is a signal of a low level 0, and the selector selects the estimated torque of the D phase as the total estimated torque;
(3) The control signal of the B phase is a signal of a high level 1, and the control signal of the C phase is a signal of a low level 0, and the selector selects the estimated torque of the B phase as the total estimated torque;
(4) The control signal of the C phase is a high level 1 signal and the control signal of the a phase is a low level 0 signal, the selector selects the estimated torque of the C phase as the total estimated torque.
5. The four-phase current and four-phase voltage based switched reluctance motor braking torque of claim 1The control method is characterized in that: the torque regulator calculates the total estimated torque and the reference torque, and finally outputs the reference current of the motor driving system to form the torque closed-loop control of the switched reluctance motor driving system; wherein the torque regulator comprises two parts, a torque feedforward part and a compensation part; the feedforward section outputs a feedforward current i based on the reference torque f The following formula:
wherein i is f K is the feedforward current of the output L Is the slope of inductance, T ref Is a reference torque;
the compensation part inputs the error of the total estimated torque output by the reference torque and the torque selector into the PI regulator, and the PI regulator outputs a compensation current i c The reference current is then added by the feedforward current and the compensation current.
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| CN104467568A (en) * | 2014-12-15 | 2015-03-25 | 中国矿业大学 | Switch reluctance motor braking torque closed-loop control system and method |
| CN109703375A (en) * | 2019-01-30 | 2019-05-03 | 吉林大学 | Electric car regenerating braking energy coordinates recycling and control method |
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