CN112087166B - Alternating current-direct current hybrid double-fed asynchronous full-electric ship electric propulsion system and control method - Google Patents

Alternating current-direct current hybrid double-fed asynchronous full-electric ship electric propulsion system and control method Download PDF

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CN112087166B
CN112087166B CN202010980477.6A CN202010980477A CN112087166B CN 112087166 B CN112087166 B CN 112087166B CN 202010980477 A CN202010980477 A CN 202010980477A CN 112087166 B CN112087166 B CN 112087166B
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side converter
stator
fed asynchronous
current
double
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CN112087166A (en
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倪锴
甘醇
陈宇
曲荣海
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Huazhong University of Science and Technology
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Huazhong University of Science and Technology
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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
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/005—Arrangements for controlling doubly fed motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B79/00—Monitoring properties or operating parameters of vessels in operation
    • B63B79/30—Monitoring properties or operating parameters of vessels in operation for diagnosing, testing or predicting the integrity or performance of vessels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
    • 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
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/14—Estimation or adaptation of machine parameters, e.g. flux, current or voltage
    • 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
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/22—Current control, e.g. using a current control loop
    • 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
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/05—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using AC supply for both the rotor and the stator circuits, the frequency of supply to at least one circuit being variable
    • 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
    • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
    • H02P9/14—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field
    • H02P9/26—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices
    • H02P9/30—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices using semiconductor devices
    • H02P9/305—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices using semiconductor devices controlling voltage

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Ac Motors In General (AREA)

Abstract

The invention discloses an alternating current-direct current hybrid double-fed asynchronous full-electric ship electric propulsion system and a control method, and belongs to the field of motors. The propulsion system of the invention respectively carries out electric energy transmission through the electric energy transmission passages based on the alternating current transmission line and the back-to-back power electronic converter, can flexibly adjust the proportion of alternating current-direct current transmission according to the capacity of the power electronic converter and the ship operation mode, has smaller capacity required by the power electronic converter, and reduces the dependence of the system reliability and safety on power electronic equipment; the back-to-back power electronic converter is only responsible for processing a small part of the total energy, and the direct current transmission and distribution of the whole all-electric ship electric propulsion system only aims at the part of the energy, so that the proportion of the direct current transmission and distribution electronic system in the whole all-electric ship electric propulsion system is obviously reduced, the fault protection requirement is greatly reduced, the use of expensive direct current circuit breakers with immature technology is reduced, and the cost of system fault protection is reduced.

Description

Alternating current-direct current hybrid double-fed asynchronous full-electric ship electric propulsion system and control method
Technical Field
The invention belongs to the technical field of motors and systems thereof, and particularly relates to an alternating current-direct current hybrid double-fed asynchronous full-electric ship electric propulsion system and a control method.
Background
The development of the ship industry has important influence on global transportation and world economy, and the related technology of large ships is also considerably emphasized in the military field, which is an important embodiment of national military strength. In order to meet the increasing demand for electric power of ships, all-electric ships based on electric propulsion systems have gradually become the ship production standard of each large shipyard in the world, which is also the development direction of ships in the future. With the rapid development of modern power electronic technology, control theory and other related technologies, a "medium-voltage direct-current integrated ship electric propulsion system" is becoming a research hotspot in the field of all-electric ships nowadays.
The conversion and transmission of electric energy in the medium-voltage direct-current integrated ship electric propulsion system completely depend on a power electronic converter and a direct-current bus. On the one hand, the power electronics in the converter are made of relatively fragile semiconductor materials, which are more vulnerable than the other components in the system, with potential threats to system safety; on the other hand, in a power system architecture based on the direct current bus, the current is not zero, so that the fault current does not have self-arc extinguishing capability. If the faulty portion cannot be removed quickly and accurately, the operation of other equipment in the ship's electric propulsion system will also be severely affected, which puts extremely high demands on fault protection, requiring a huge cost investment.
Disclosure of Invention
Aiming at the defects or improvement requirements of the prior art, the invention provides an alternating current-direct current hybrid double-fed asynchronous full-electric ship electric propulsion system and a control method, and aims to solve the problems of vulnerability of a power electronic converter in a medium-voltage direct current comprehensive ship electric propulsion system and high fault protection requirements and high cost of an energy transmission system based on a medium-voltage direct current bus.
To achieve the above object, according to one aspect of the present invention, there is provided an ac/dc hybrid double-fed asynchronous full-electric ship electric propulsion system, comprising: the system comprises a power generation unit, a back-to-back power electronic converter and a double-fed asynchronous motor;
the power generation unit is used for providing electric energy for the full-electric ship;
the power generation unit is connected with the double-fed asynchronous motor through two parallel energy paths: one of the double-fed asynchronous motor is directly connected with a stator of the double-fed asynchronous motor through an alternating current transmission line to form a main energy path; the other one is connected with a rotor of the double-fed asynchronous motor through a back-to-back power electronic converter after energy AC-DC-AC conversion to form a slip energy path;
the main energy path is used for directly inputting more than 50% of the output energy of the power generation unit into the double-fed asynchronous motor; the slip energy access is used for inputting the residual energy output by the power generation unit into the double-fed asynchronous motor, and controlling the normal operation of the double-fed asynchronous motor through the back-to-back power electronic converter;
the double-fed asynchronous motor is used for providing power for the operation of the all-electric ship.
Furthermore, the power generation unit comprises a prime motor, a synchronous generator, an excitation control module and a speed regulation module;
the prime mover drives the synchronous generator to rotate by converting chemical energy into mechanical energy; the excitation control module is used for generating an excitation voltage signal; the synchronous generator generates three-phase alternating-current voltage on the stator side of the generator according to an excitation voltage signal generated by the excitation control module, so as to provide electric energy for the whole ship, and meanwhile, the three-phase alternating-current voltage is also used as a feedback signal to be input into the excitation control module; and the speed regulating module is used for sending a power instruction to the prime motor so as to control the operation of the prime motor, thereby controlling the rotating speed of the synchronous generator.
Further, the back-to-back power electronic converter comprises a power supply side converter and a load side converter;
the power supply side converter is used for controlling the direct current bus voltage and the three-phase current, keeping the direct current bus voltage constant and obtaining sinusoidal three-phase current; the load side converter is used for controlling the rotating speed and the power of the double-fed asynchronous motor, realizing the real-time tracking of the input power on the load power change and maintaining the energy balance of the input end and the output end; the input power is generated by a synchronous generator; the load refers to a double-fed asynchronous motor.
Further, the positive direction of the d-axis in the dq model of the synchronous generator coincides with the direction of the flux linkage of the rotor thereof.
According to a second aspect of the present invention, there is provided a stator voltage vector orientation-based control method for a double-fed asynchronous full-electric ship electric propulsion system, comprising:
s1, stator voltage VsabcCalculating the synchronous angular velocity omega using a phase-locked loopeAnd synchronous electrical angle thetae；
S2, utilizing synchronous electric angle thetaeTo stator voltage VsabcStator current IsabcPower supply side converter current IssabcCarrying out abc-dq coordinate transformation to obtain dq stator voltage VsdqDq stator current IsdqAnd the dq current I of the power supply side converterssdq；
S3, mixing omegaeThe input speed regulating module is used for controlling the rotating speed of the synchronous generator;
s4, controlling the voltage of the direct-current bus and controlling the current of the power supply side converter:
PI (proportional integral) regulation is carried out on the voltage difference value of the direct current bus to generate a d-axis current reference value I of the power supply side converterssd *(ii) a Reference value I of q-axis current of power supply side converterssq *Set to 0; after the dq axis current difference value of the power side converter is subjected to PI regulation, adding compensation items 1 and 2 respectively to obtain a dq reference voltage signal of the power side converter, and obtaining a three-phase reference voltage signal of the power side converter through park inverse transformation; obtaining each bridge arm switch signal S of power supply side converter through pulse width modulation strategyssabc(ii) a Wherein, the first and the second end of the pipe are connected with each other,
Figure GDA0003585547010000031
in the formula, vsd、vsqD and q stator voltages of the doubly-fed asynchronous motor are respectively; rssRepresenting line resistance, i, of the power-side converterssd、issqRespectively representing d and q currents, L, of the power-side converterssRepresenting the line inductance of the power side converter;
s5, controlling the rotating speed of the double-fed asynchronous motor and controlling the current of a load side converter:
performing PI regulation on the rotor angular speed difference to obtain an electromagnetic torque reference value Tem *Is linked with the stator flux
Figure GDA0003585547010000032
Obtaining a d-axis current reference value I of the load-side converter by means of phase divisionrd *(ii) a Reference value I of q-axis current of load-side converterrq *Set to 0; after the dq axis current difference value of the load side converter is subjected to PI regulation, compensation items 3 and 4 are added respectively to obtain a dq reference voltage signal of the load side converter, and a three-phase reference voltage signal of the load side converter is obtained through park inverse transformation; obtaining each bridge arm switch signal S of load side converter through pulse width modulation strategylsabc(ii) a Wherein, the stator flux linkage
Figure GDA0003585547010000045
According to dq stator voltage V under d and q axis coordinate systemssdqDq stator current IsdqAnd synchronous angular velocity ωeCalculating to obtain;
Figure GDA0003585547010000041
in the formula, RrFor rotor resistance of doubly-fed asynchronous motors, ird、irqRotor currents of d and q axes of doubly-fed asynchronous motor, omegaslipRepresenting slip angular velocity, LrExpressing rotor inductance, σ is the leakage coefficient, ksIs the stator coupling coefficient.
According to a third aspect of the invention, a stator flux linkage vector orientation-based control method for a double-fed asynchronous full-electric ship electric propulsion system is provided, which comprises the following steps:
s1, calculating stator flux linkage under alpha and beta coordinate systems
Figure GDA0003585547010000043
According to
Figure GDA0003585547010000044
Calculating the synchronous electrical angle thetae；
S2, utilizing synchronous electric angle thetaeTo stator voltage VsabcStator current IsabcPower supply side converter current IssabcCarrying out abc-dq coordinate transformation to obtain dq stator voltage VsdqDq stator currents IsdqDq current I of power supply side converterssdq；
S3, synchronizing the angular velocity omegaeThe 1pu input speed regulating module is set to control the rotating speed of the synchronous generator;
s4, controlling the voltage of the direct-current bus and controlling the current of the power supply side converter:
performing PI regulation on the voltage difference value of the direct current bus to generate a q-axis current reference value I of the power side converterssq *(ii) a Reference value I of d-axis current of power supply side converterssd *Set to 0; after the dq axis current difference value of the power supply side converter is subjected to PI regulation, compensation items 5 and 6 are added respectively to obtain dq reference voltage signals, and three-phase reference voltage signals are obtained through park inverse transformation; obtaining each bridge arm switch signal S of power source side converter through pulse width modulation strategyssabc；
Figure GDA0003585547010000042
In the formula, vsd、vsqD, q stator voltages, i, of doubly-fed asynchronous motors, respectivelyssd、issqRespectively representing d and q currents, L, of the power-side converterssRepresenting the line inductance of the power side converter;
s5, controlling the rotating speed of the double-fed asynchronous motor and controlling the current of a load side converter:
performing PI regulation on the rotor angular speed difference to obtain an electromagnetic torque reference value Tem *Is linked with the stator flux
Figure GDA0003585547010000052
Obtaining a q-axis current reference value I of the load side converter by phase divisionrq *(ii) a Reference value I of d-axis current of load-side converterrd *Set to 0; the dq axis current difference of the load side converter is respectively added after being regulated by PIAdding compensation terms 7 and 8 to obtain dq reference voltage signals, and obtaining three-phase reference voltage signals through inverse park transformation, thereby further obtaining switching signals S of each bridge arm of the load-side converter through a pulse width modulation strategylsabc；
Figure GDA0003585547010000051
Wherein, ω isslipExpressing the angular speed of slip, sigma is the magnetic leakage coefficient, LrRepresenting rotor inductance, ksIs the stator coupling coefficient, ird、irqThe rotor currents of the shaft d and the shaft q of the doubly-fed asynchronous motor are respectively.
According to a third aspect of the present invention, there is provided a method for controlling a doubly-fed asynchronous all-electric ship electric propulsion system based on an analog stator voltage vector orientation, comprising:
s1, according to stator voltage and current V under a two-phase static coordinate systemsαβAnd IsαβCalculating stator flux linkage
Figure GDA0003585547010000053
According to
Figure GDA0003585547010000054
Calculating magnetic linkage angle
Figure GDA0003585547010000055
Angle of magnetic flux linkage
Figure GDA0003585547010000056
Adding 90 degrees to obtain a synchronous electrical angle thetae(ii) a Wherein theta iseThe direction of the stator voltage vector is the same as that of the simulated stator voltage vector;
s2, utilizing synchronous electric angle thetaeTo stator voltage VsabcStator current IsabcPower supply side converter current IssabcCarrying out abc-dq coordinate transformation to obtain dq stator voltage VsdqDq stator current IsdqActual value of dq-axis current I of power source side converterssdq；
S3, makingSynchronous angular velocity omegaeThe 1pu input speed regulating module is set to control the rotating speed of the synchronous generator;
s4, controlling the voltage of the direct-current bus and controlling the current of the power supply side converter:
the voltage difference value of the direct current bus is regulated by PI to generate a d-axis current reference value I of the power side converterssd *(ii) a Reference value I of q-axis current of power supply side converterssq *Set to 0; adjusting the dq axis current difference value of the power supply side converter through PI, respectively adding compensation items 1 and 2 to obtain a dq reference voltage signal, and obtaining a three-phase reference voltage signal through inverse park transformation; obtaining each bridge arm switch signal S of power source side converter through pulse width modulation strategyssabc；
Figure GDA0003585547010000061
In the formula, vsd、vsqD and q stator voltages of the doubly-fed asynchronous motor are respectively; r isssRepresenting line resistance, i, of the power-side converterssd、issqRespectively representing d and q currents, L, of the power-side converterssRepresenting the line inductance of the power side converter;
s5, controlling the rotating speed of the double-fed asynchronous motor and controlling the current of a load side converter:
obtaining an electromagnetic torque reference value T by carrying out PI regulation on the angular speed difference value of the rotorem *Is in flux linkage with the stator
Figure GDA0003585547010000063
Obtaining a d-axis current reference value I of the load-side converter by means of phase divisionrd *(ii) a Reference value I of q-axis current of load-side converterrq *Set to 0; after the dq axis current difference value of the load side converter is subjected to PI regulation, adding compensation items 3 and 4 respectively to obtain a dq reference voltage signal, and obtaining a three-phase reference voltage signal through inverse park transformation; obtaining each bridge arm switch signal S of load side converter through pulse width modulation strategylsabc；
Figure GDA0003585547010000062
In the formula, RrFor rotor resistance of doubly-fed asynchronous motors, ird、irqRotor currents of d and q axes of doubly-fed asynchronous motor, omegaslipRepresenting slip angular velocity, LrExpressing rotor inductance, σ is the leakage coefficient, ksIs the stator coupling coefficient.
In general, the above technical solutions contemplated by the present invention can achieve the following advantageous effects compared to the prior art.
(1) The full-electric ship power system based on the double-fed asynchronous propulsion motor respectively carries out electric energy transmission through the electric energy transmission paths based on the alternating current transmission lines and the back-to-back power electronic converters, the proportion of alternating current-direct current transmission can be flexibly adjusted according to the capacity of the power electronic converters and the ship operation mode, the capacity required by the power electronic converters of the system is small, and the dependence of the reliability and the safety of the system on power electronic equipment is reduced.
(2) The back-to-back power electronic converter is only responsible for processing a small part of the total energy, and the direct current transmission and distribution of the whole all-electric ship electric propulsion system only aims at the part of the energy, so that the proportion of a direct current transmission and distribution electronic system in the whole all-electric ship electric propulsion system is obviously reduced, the fault protection requirement is greatly reduced, the use of expensive direct current circuit breakers with immature technology is reduced, and the cost of system fault protection is reduced.
Drawings
FIG. 1 is a schematic structural diagram of an AC/DC hybrid double-fed asynchronous full-electric ship electric propulsion system;
FIG. 2(a) is an equivalent circuit diagram of a d-axis of a salient pole type synchronous generator;
FIG. 2(b) is a q-axis equivalent circuit diagram of a salient pole type synchronous generator;
FIG. 2(c) is a block diagram of excitation control module control logic;
FIG. 3(a) is an equivalent circuit diagram of a d-axis of a doubly-fed asynchronous motor;
FIG. 3(b) is an equivalent circuit diagram of q-axis of the doubly-fed asynchronous motor;
fig. 3(c) is a detailed switch model equivalent circuit diagram of a back-to-back power electronic converter;
FIG. 3(d) is an equivalent circuit diagram of an average controlled voltage source model of a back-to-back power electronic converter;
FIG. 4 is a control block diagram of a stator voltage vector orientation based phase locked loop double-fed asynchronous full electric marine electric propulsion system;
FIG. 5 is a block diagram of a stator flux vector oriented doubly-fed asynchronous all electric marine vessel electric propulsion system control based on stator flux estimation and flux angle calculation;
fig. 6 is a block diagram of a control of a doubly-fed asynchronous all-electric marine vessel electric propulsion system based on stator flux estimation and flux angle calculation for simulated stator voltage vector orientation.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
The double-fed asynchronous motor-based alternating current and direct current hybrid full-electric ship electric propulsion system reduces the capacity of a power electronic converter and a direct current bus by adopting a partial power decoupling system architecture of alternating current and direct current hybrid power distribution, thereby greatly reducing the potential threat to the system safety due to the fragility of the power electronic converter and reducing the difficulty and cost of system fault protection. Specifically, compared with a medium-voltage direct-current comprehensive electric propulsion system, the proposed full-electric ship electric system based on the double-fed asynchronous propulsion motor carries out electric energy transmission through electric energy transmission paths based on an alternating-current transmission line and a back-to-back power electronic converter respectively, and the proportion of alternating-current and direct-current transmission can be flexibly adjusted according to the capacity of the power electronic converter and the ship operation mode. The capacity of the back-to-back power converters corresponds to the proportion of the dc transmission system, and a larger capacity of the back-to-back power electronic converters means that a higher proportion of the electrical energy is transmitted by means of dc transmission. When the speed variation range of the ship is small, the proportion of direct current transmission is correspondingly small, and the electric energy of the ship electric propulsion system is mainly transmitted in an alternating current transmission mode; when the speed variation range of the ship is large, the proportion of the direct current transmission is correspondingly large. The power electronic converter of the power system needs smaller capacity, and the dependence of the reliability and safety of the system on power electronic equipment is reduced; the back-to-back power electronic converter is only responsible for processing a small part of the total energy, and the direct current transmission and distribution of the whole all-electric ship electric propulsion system only aims at the part of the energy, so that the proportion of the direct current transmission and distribution electronic system in the whole all-electric ship electric propulsion system is obviously reduced, the fault protection requirement is greatly reduced, the use of expensive direct current circuit breakers with immature technology is reduced, and the cost of system fault protection is reduced.
As shown in fig. 1, an ac/dc hybrid double-fed asynchronous full-electric ship electric propulsion system according to an embodiment of the present invention includes: the system comprises a power generation unit, a back-to-back power electronic converter and a double-fed asynchronous motor;
the double-fed asynchronous motor and the back-to-back power electronic converter jointly form a double-fed asynchronous power transmission subsystem in the system; the power generation unit is used for providing electric energy for the full-electric ship, the output quantity of the power generation unit is three-phase alternating voltage and power, and the three-phase alternating voltage and power are also input quantity of the double-fed asynchronous electric transmission subsystem; the double-fed asynchronous motor is used as the most important load of the full electric ship and is responsible for providing power for the running of the full electric ship.
The power generation unit and the double-fed asynchronous motor are connected through two parallel energy paths: one is directly connected with the stator of the double-fed asynchronous motor through an alternating current transmission line to form a main energy path; the other one is connected with a rotor of the double-fed asynchronous motor through a back-to-back power electronic converter after energy AC-DC-AC conversion to form a slip energy path; the main energy path is used for directly inputting more than 50% of the output energy of the power generation unit into the double-fed asynchronous motor; and the slip energy path is used for inputting the residual energy output by the power generation unit into the double-fed asynchronous motor, and controlling the normal operation of the double-fed asynchronous motor through the back-to-back power electronic converter. Specifically, the energy transmitted by the main energy path is distributed according to the proportion of the capacity of the back-to-back power electronic converter to the capacity of the full electric ship power transmission system: for ship types such as cruise ships, passenger ships, etc. which require a large amount of working loads (lighting, catering, lodging, entertainment, etc.) other than propulsion loads, the back-to-back power electronic converter needs a large capacity, so that the energy directly input into the doubly-fed asynchronous motor through the alternating-current transmission line is about 50%; for ship types such as cargo ships and ferries where mainly the propulsion load is needed (the most basic domestic electricity is guaranteed), the capacity of the back-to-back power electronic converter is relatively small, so that the energy directly input into the double-fed asynchronous motor through the alternating current transmission line can reach 80%.
The back-to-back power electronic converter comprises a power supply side converter and a load side converter and is used for controlling the operation of the double-fed asynchronous motor; the power supply side converter is used for controlling the direct current bus voltage and the three-phase current, keeping the direct current bus voltage constant and obtaining sinusoidal three-phase current; the load side converter is used for controlling the rotating speed and the power of the double-fed asynchronous motor, realizing the real-time tracking of the input power on the load power change and maintaining the energy balance of the input end and the output end; input power is generated from a synchronous generator; the load refers to a double-fed asynchronous motor.
The power generation unit comprises a synchronous generator, an excitation control module and a speed regulation module; the synchronous generator is dragged by a prime motor and generates excitation voltage through an excitation control module, so that three-phase alternating-current voltage is generated on the stator side of the generator and electric energy is provided for the whole ship; the three-phase voltage of the stator end of the synchronous generator is also used as a feedback signal input into the excitation control module; the speed regulating module is used for controlling the rotating speed of the generator and controlling the running of the prime mover by sending a power instruction to the prime mover so as to control the rotating speed of the generator. The rotation speed control and the excitation control of the synchronous generator are respectively realized by inputting rotation speed and excitation voltage signals.
In the invention, the positive direction of a d axis in a dq model of the synchronous generator is consistent with the direction of rotor flux linkage, so that the d axis of the rotor comprises an excitation winding and a damping winding, and the q axis only comprises the damping winding; as shown in fig. 2(a), a stator leakage inductance L is included in the d-axis of the salient pole synchronous motorldRotor damping leakage inductance LlkdRotor excitation leakage inductance LlfdMutual inductance LmdAnd a stator resistance RSGRotor damping resistor RkdRotor excitation resistor Rfd。
As shown in fig. 2(b), the q-axis of the salient pole synchronous machine includes a stator leakage inductance LlqRotor damping leakage inductance LlkqMutual inductance LmdAnd a stator resistance RSGAnd rotor damping resistance Rkq. The synchronous machine q-axis therefore contains no excitation component.
The voltage and flux linkage equations of a synchronous generator can be represented by the following system of equations:
Figure GDA0003585547010000101
vd、vqthe voltages of d-axis and q-axis stators of the synchronous generator are respectively; i.e. id、iqD-axis stator current and q-axis stator current of the synchronous generator respectively;
Figure GDA0003585547010000102
stator magnetic chains of d and q axes of the synchronous generator are respectively; v. ofkd、vkqTerminal voltages of rotor damping windings of d and q shafts of the synchronous generator are respectively obtained; i.e. ikd、ikqThe currents of the d-axis rotor damping winding and the q-axis rotor damping winding of the synchronous generator are respectively;
Figure GDA0003585547010000103
rotor damping winding magnetic chains of d and q shafts of the synchronous generator are respectively provided; v. off、if、
Figure GDA0003585547010000104
Respectively, excitation voltage, current and magnetism of synchronous generator rotorA chain; omegaSGIs the synchronous generator angular velocity; p represents a differential operator;
the excitation control module comprises a voltage regulator, a proportional saturation exciter, a damping filter and a low-pass filter, and is shown in FIG. 2 (c); reference voltage VrefAnd a ground zero voltage VstabSubtracting the stator terminal voltage amplitude V as the input of the excitation control moduleTAnd an excitation voltage feedback value V passing through a damping filterf(ii) a The obtained voltage difference value is controlled by a voltage regulator, an excitation voltage signal command is generated by an exciter, and finally the excitation voltage value is fed back to an input end after passing through a damping filter;
voltage regulator gain K of excitation control moduleaExciter gain KeAnd damping filter gain KfAnd time constant T of voltage regulatoraTime constant T of excitereAnd damping filter time constant TfThe reasonability of the setting directly influences the control stability of the power generation unit, and further influences the stable operation of the whole electric propulsion system; in addition, the setting of the upper and lower limits of proportional saturation in the excitation control module also requires careful consideration. Specifically, it is reasonable to set parameters that allow the excitation control module to maintain stability by listing a transfer function (including parameters such as gain and time constants of the voltage regulator, the exciter, and the damping filter control module, and upper and lower limits of the proportional saturation module) according to a relationship between an input quantity (stator voltage) and an output quantity (excitation voltage) of the excitation control module and analyzing the stability of the excitation control module according to the transfer function.
The input voltage of the excitation control module is defined as follows:
Figure GDA0003585547010000111
wherein, V*Denotes a reference voltage, Vf0Representing an initial value of an excitation voltage;
thus, the transfer function between the input voltage and the excitation voltage is
Figure GDA0003585547010000112
As shown in fig. 3(a) and 3(b), the dq-axis equivalent circuit of the doubly-fed asynchronous motor includes a stator resistor RsStator leakage inductance LlsMutual inductance LmRotor leakage inductance LlrAnd rotor resistance Rr；
Figure GDA0003585547010000118
And
Figure GDA0003585547010000117
respectively stator and rotor magnetic chains, p is a differential operator, omegaeFor synchronous angular velocity, omegarIs the rotor electrical angular velocity; as shown in FIG. 3(a), the motor stator side d-axis equivalent circuit includes a voltage drop
Figure GDA0003585547010000116
The equivalent circuit of the d-axis at the rotor side contains voltage drop
Figure GDA0003585547010000115
As shown in FIG. 3(b), the equivalent circuit of the stator side q-axis of the motor includes a voltage drop
Figure GDA0003585547010000114
The equivalent circuit of the rotor side q-axis contains voltage drop
Figure GDA0003585547010000113
The operating characteristics of the double-fed asynchronous motor are embodied by the voltage, flux linkage, torque and motion equation of the double-fed asynchronous motor; specifically, the voltage and flux linkage model of the doubly-fed asynchronous motor in the dq synchronous reference frame is represented by the following system of equations:
Figure GDA0003585547010000121
vsd、vsqare respectively a double-fed differentialStep motor d, q axis stator voltage; i.e. isd、isqStator currents of d and q axes of the doubly-fed asynchronous motor are respectively;
Figure GDA0003585547010000123
stator flux linkages of d and q axes of the doubly-fed asynchronous motor are respectively; v. ofrd、vrqRotor voltages of a shaft d and a shaft q of the doubly-fed asynchronous motor are respectively; i.e. ird、irqRotor currents of a shaft d and a shaft q of the doubly-fed asynchronous motor are respectively;
Figure GDA0003585547010000124
the rotor flux linkages of the shaft d and the shaft q of the doubly-fed asynchronous motor are respectively; omegaeSynchronous angular velocity of the double-fed asynchronous motor; omegarThe electrical angular velocity of the double-fed asynchronous motor; rsIs a stator resistor of the double-fed asynchronous motor; rrIs a rotor resistor of the double-fed asynchronous motor; l is a radical of an alcohollsThe double-fed asynchronous motor is a stator side leakage inductor; l ismIs a double-fed asynchronous motor mutual inductance; l islrThe double-fed asynchronous motor rotor side leakage inductance is adopted;
the torque and motion equations of the doubly-fed asynchronous motor are as follows:
Tem＝1.5npLm(irdisq-irqisd)
Figure GDA0003585547010000122
t in the above equationemIs an electromagnetic torque, npIs the number of pole pairs, omega, of the motormAs mechanical torque of the motor, ωm0For the initial mechanical torque of the machine, TlH is the inertia constant for the load torque.
As shown in fig. 3(c), in the detailed model of the back-to-back power electronic converter, the switching action of the power-side converter directly relates the power-side three-phase voltage to the dc bus voltage; on the other hand, the switching operation of the load-side inverter directly relates the load-side three-phase voltage to the dc bus voltage.
As shown in fig. 3(c), N and N' are neutral points of three-phase windings of the power-side converter and the load-side converter, respectively; e.g. of the typessa、essb、esscAnd era、erb、ercThree-phase electromotive force of a power supply side converter and a load side converter respectively; rssa、Rssb、RsscAnd Rra、Rrb、RrcThree-phase resistors of a power supply side converter and a load side converter respectively; l isssa、Lssb、LsscAnd Lra、Lrb、LrcThree-phase inductors of the power supply side converter and the load side converter respectively; v. ofssa、vssb、vsscAnd vra、vrb、vrcThree-phase voltages of the power supply side converter and the load side converter are respectively provided; i.e. iss、irAnd iCRespectively the power supply side, the load side and the direct current bus current; vdcIs the DC bus voltage; cdcIs a dc bus capacitor that is used to achieve power decoupling between the source-side and load-side converters.
Definition of Sssa、Sssb、SsscAnd Slsa、Slsb、SlscSwitching functions for the corresponding legs of the source side and load side converters A, B, C, respectively; the S-0 represents that the upper switch tube is disconnected and the lower switch tube is connected, and the S-1 represents that the upper switch tube is connected and the lower switch tube is disconnected; the three-phase equivalent circuit model of the back-to-back power electronic converter can be represented by the following equation set:
Figure GDA0003585547010000131
as shown in fig. 3(d), in the average model of the back-to-back power electronic converter, the control effect of the power source side and load side converters is represented by establishing an equivalent voltage source; in particular, the switching actions on the source side and on the load side are replaced by four equivalent controlled voltage sources, which represent the AB interphase voltages v of the source side converter respectivelyssabPower source side converter BC interphase voltage vssbcAB phase-to-phase voltage v of load-side converterrabNegative pressureLoad side converter BC interphase voltage vrbc；umssAnd umlsRepresenting the modulated signals of the source-side and load-side converters, respectively.
The four interphase voltages of the power supply side and load side converters can be calculated by the following equation system:
Figure GDA0003585547010000132
DC bus voltage value VdcThis can be obtained according to the following formula:
Figure GDA0003585547010000133
the control of a back-to-back power electronic converter in the alternating current-direct current hybrid double-fed asynchronous full-electric ship electric propulsion system comprises a plurality of control loops; wherein a speed control loop is used to control the speed of the doubly-fed asynchronous motor, a voltage control loop is used to control the dc bus voltage, and a current control loop is used to control the dq axis current values of the source-side and load-side converters; specifically, a reference electromagnetic torque value is generated after the rotor speed error signal passes through a PI regulator, so that a reference rotor current value is further calculated, and the control is realized through a load-side converter; the direct current bus voltage error signal generates a power supply side converter current reference value after passing through a PI regulator, and the control is realized through a power supply side converter; after the current error signals of the power supply side and the load side pass through the PI regulator in the current control process, three-phase voltage control signals of the power supply side and the load side converters are generated through the addition of a coupling elimination term and a modulation algorithm.
As shown in fig. 4, when the doubly-fed asynchronous full-electric ship electric propulsion system control method based on the phase-locked loop is adopted, the direct-current bus voltage control process determines the d-axis current reference value of the power-supply-side converter, and the rotor speed control process determines the d-axis current reference value I of the load-side converterrd *(ii) a All the superscripts in the figure represent reference values for the respective variables; thetae、θm、θrAnd thetaslipRespectively representing a synchronous electrical angle, a rotor mechanical angle, a rotor electrical angle and a slip angle;
it can be seen that the three-phase stator voltage VsabcThe output quantity obtained after the three-phase alternating voltage output by the power generation unit is input into a phase-locked loop is the synchronous electrical angle thetaeAnd synchronous angular velocity ωeAnd ω iseDirectly taking the reference input value as the reference input value of the speed regulating module of the power generation unit;
voltage control loop: the DC bus voltage difference value is regulated by PI to generate a d-axis current reference value I of the power side converterssd *(ii) a The method comprises the steps that a q-axis current reference value of a power supply side converter is directly set to be 0 with the aim of realizing complete decoupling control of dq current of the power supply side converter; the dq current difference value of the power supply side converter is subjected to PI regulation, then a dq reference voltage signal is obtained by adding compensation items 1 and 2, a three-phase reference voltage signal is obtained by park inverse transformation, and therefore each bridge arm switching signal S of the power supply side converter is further obtained through a pulse width modulation strategyssabc；
Speed control loop: obtaining an electromagnetic torque reference value T by the rotor angular speed difference value through PI regulationem *And by stator flux linkage with the estimate
Figure GDA0003585547010000141
Obtaining a d-axis current reference value I of the load-side converter by means of phase divisionrd *(ii) a Aiming at realizing the complete decoupling control of the dq current of the load side converter, the q-axis current reference value I of the load side converter is setrq *Set directly to 0; the dq current difference value of the load side converter is subjected to PI regulation, then a dq reference voltage signal is obtained by adding compensation items 3 and 4, and a three-phase reference voltage signal is obtained by park inverse transformation, so that each bridge arm switching signal S of the load side converter is further obtained by a pulse width modulation strategylsabc(ii) a The compensation terms are respectively:
Figure GDA0003585547010000151
wherein σ is the magnetic flux leakageCoefficient, ksFor the stator coupling coefficients, their expressions are:
Figure GDA0003585547010000152
as shown in fig. 5, when a control mode of the double-fed asynchronous full-electric ship electric propulsion system based on stator flux linkage vector orientation of stator flux linkage estimation and flux linkage angle calculation is adopted, a direct-current bus voltage control process determines a q-axis current reference value of a power supply side converter, and a rotor speed control process determines a q-axis current reference value of a load side converter;
it can be seen that the three-phase stator voltage VsabcAnd three-phase stator current IsabcObtaining the stator voltage and current V under a two-phase static coordinate system after Clark transformationsαβAnd IsαβThe output quantity obtained by inputting the stator flux linkage estimation and flux linkage angle calculation modules is the synchronous electrical angle thetaeAnd stator flux linkage
Figure GDA0003585547010000159
The specific calculation process is as follows:
according to stator flux linkage value in two-phase static coordinate system
Figure GDA0003585547010000156
And
Figure GDA0003585547010000157
to calculate the synchronous electrical angle thetaeSo as to determine the direction of the stator flux linkage, i.e. is
Figure GDA0003585547010000158
Counterclockwise direction rotation thetaeIn the direction of (a).
Synchronous electrical angle thetaeThe calculation method of (c) is as follows:
Figure GDA0003585547010000153
if it is not
Figure GDA0003585547010000154
If 0, then;
Figure GDA0003585547010000155
according to stator voltage equation
Figure GDA0003585547010000161
At steady state, transient values
Figure GDA0003585547010000164
And
Figure GDA0003585547010000165
equal to 0, and therefore the dq-axis stator flux linkage value can be calculated by the following expression,
Figure GDA0003585547010000162
the voltage difference value of the direct current bus is regulated by PI to generate a q-axis current reference value I of the power side converterssq *(ii) a Aiming at realizing the complete decoupling control of the dq current of the power supply side converter, the d-axis current reference value I of the power supply side converter is setssd *Set directly to 0; the dq current difference value of the power supply side converter is subjected to PI regulation, then compensation items 5 and 6 are added to obtain a dq reference voltage signal, a three-phase reference voltage signal is obtained through park inverse transformation, and therefore switching signals S of each bridge arm of the power supply side converter are further obtained through a pulse width modulation strategyssabc；
Obtaining an electromagnetic torque reference value T by the rotor angular speed difference value through PI regulationem *And by means of stator flux linkage obtained by estimation
Figure GDA0003585547010000166
Obtaining a q-axis current reference value I of the load side converter by phase divisionrq *(ii) a The d-axis current reference value I of the load side converter is used for realizing the complete decoupling control of the dq current of the load side converterrd *Set directly to 0; the dq current difference value of the load side converter is subjected to PI regulation, then a compensation item 7 and a compensation item 8 are added to obtain a dq reference voltage signal, a three-phase reference voltage signal is obtained through park inverse transformation, and therefore a pulse width modulation strategy is further adopted to obtain switching signals S of each bridge arm of the load side converterlsabc；
The control method of the double-fed asynchronous full-electric ship electric propulsion system based on stator flux linkage vector orientation comprises the following compensation items:
Figure GDA0003585547010000163
wherein, ω iseRepresenting the synchronous angular velocity, is set to 1pu and serves as a reference input value for the power generating unit speed regulating module.
As shown in fig. 6, when the doubly-fed asynchronous all-electric ship electric propulsion system control method based on the analog stator voltage vector orientation is adopted, the dc bus voltage control process determines the d-axis current reference value of the power-supply-side converter, and the rotor speed control process determines the d-axis current reference value of the load-side converter;
it can be seen that the stator voltage and the stator current V under the two-phase static coordinate system are obtained after the three-phase stator voltage and the three-phase stator current are subjected to Clark conversionsαβAnd IsαβThe output quantity obtained by inputting the stator flux linkage estimation and flux linkage angle calculation modules is the flux linkage angle
Figure GDA0003585547010000174
And stator flux linkage
Figure GDA0003585547010000172
The stator resistance of the doubly-fed asynchronous motor is usually negligible, so the synchronous electrical angle thetaeApproximately equal to the angle of the magnetic chain
Figure GDA0003585547010000173
Plus 90 °;
synchronous angular velocity omegaeDirectly setting the input value to be 1pu and taking the input value as a reference input value of a speed regulating module of the power generation unit;
the direct current bus voltage difference value is subjected to PI regulation to generate a d-axis current reference value of the power supply side converter; the method comprises the steps that a q-axis current reference value of a power supply side converter is directly set to be 0 with the aim of realizing complete decoupling control of dq current of the power supply side converter; the dq current difference value of the power supply side converter is subjected to PI regulation, then a dq reference voltage signal is obtained by adding compensation items 1 and 2, a three-phase reference voltage signal is obtained by park inverse transformation, and therefore each bridge arm switching signal S of the power supply side converter is further obtained through a pulse width modulation strategyssabc；
The rotor angular speed difference is subjected to PI regulation to obtain an electromagnetic torque reference value, and the electromagnetic torque reference value is divided by the estimated stator flux linkage to obtain a d-axis current reference value of the load side converter; the method comprises the following steps that a q-axis current reference value of a load side converter is directly set to be 0 with the aim of realizing complete decoupling control of dq current of the load side converter; the dq current difference value of the load side converter is subjected to PI regulation, then a dq reference voltage signal is obtained by adding compensation items 3 and 4, a three-phase reference voltage signal is obtained by park inverse transformation, and therefore each bridge arm switching signal S of the load side converter is further obtained through a pulse width modulation strategylsabc；
The compensation items in the control mode of the double-fed asynchronous full-electric ship electric propulsion system based on the simulation stator voltage vector orientation are respectively as follows:
Figure GDA0003585547010000171
it will be understood by those skilled in the art that the foregoing is only a preferred embodiment of the present invention, and is not intended to limit the invention, and that any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the scope of the present invention.

Claims (2)

1. A control method of a double-fed asynchronous full-electric ship electric propulsion system based on stator flux linkage vector orientation is characterized in that the system comprises the following steps: the system comprises a power generation unit, a back-to-back power electronic converter and a double-fed asynchronous motor;
the power generation unit is used for providing electric energy for the full-electric ship; the power generation unit comprises a prime motor, a synchronous generator, an excitation control module and a speed regulation module;
the prime mover drives the synchronous generator to rotate by converting chemical energy into mechanical energy; the excitation control module is used for generating an excitation voltage signal; the synchronous generator generates three-phase alternating-current voltage on the stator side of the generator according to an excitation voltage signal generated by the excitation control module, so as to provide electric energy for the whole ship, and meanwhile, the three-phase alternating-current voltage is also used as a feedback signal to be input into the excitation control module; the speed regulating module is used for sending a power instruction to the prime motor to control the operation of the prime motor, so that the rotating speed of the synchronous generator is controlled, and the balance between the output power of the synchronous generator and the input power of a load side is ensured; the load refers to a double-fed asynchronous motor;
the power generation unit is connected with the double-fed asynchronous motor through two parallel energy paths: one of the double-fed asynchronous motor stator is directly connected with the double-fed asynchronous motor stator through an alternating current transmission line to form a main energy path; the other one is connected with a rotor of the double-fed asynchronous motor through a back-to-back power electronic converter after energy AC-DC-AC conversion to form a slip energy path;
the main energy path is used for directly inputting more than 50% of the output energy of the power generation unit into the double-fed asynchronous motor; the slip energy access is used for inputting the residual energy output by the power generation unit into the double-fed asynchronous motor, and controlling the normal operation of the double-fed asynchronous motor through the back-to-back power electronic converter;
the double-fed asynchronous motor is used for providing power for the operation of the full electric ship;
the control method comprises the following steps:
s1, calculating stator flux linkage under alpha and beta coordinate systems
Figure FDA0003585546000000011
According to
Figure FDA0003585546000000012
Calculating the synchronous electrical angle thetae；
S2, utilizing synchronous electric angle thetaeTo stator voltage VsabcStator current IsabcPower supply side converter current IssabcCarrying out abc-dq coordinate transformation to obtain dq stator voltage VsdqDq stator current IsdqDq current I of power supply side converterssdq；
S3, synchronizing the angular velocity omegaeThe 1pu input speed regulating module is set to control the rotating speed of the synchronous generator;
s4, controlling the voltage of the direct-current bus and controlling the current of the power supply side converter:
performing PI regulation on the voltage difference value of the direct current bus to generate a q-axis current reference value I of the power side converterssq *(ii) a Reference value I of d-axis current of power supply side converterssd *Set to 0; after the dq axis current difference value of the power supply side converter is subjected to PI regulation, compensation items 5 and 6 are added respectively to obtain dq reference voltage signals, and three-phase reference voltage signals are obtained through park inverse transformation; obtaining each bridge arm switch signal S of power source side converter through pulse width modulation strategyssabc；
Figure FDA0003585546000000021
In the formula, vsd、vsqD, q stator voltages, i, of doubly-fed asynchronous motors, respectivelyssd、issqRespectively representing d and q currents, L, of the power-side converterssRepresenting the line inductance of the power side converter;
s5, controlling the rotating speed of the double-fed asynchronous motor and controlling the current of a load side converter:
performing PI regulation on the rotor angular speed difference to obtain an electromagnetic torque reference value Tem *Is linked with the stator flux
Figure FDA0003585546000000023
Obtaining a q-axis current reference value I of the load side converter by phase divisionrq *(ii) a Reference value I of d-axis current of load-side converterrd *Set to 0; adjusting the dq axis current difference value of the load side converter through PI, respectively adding compensation items 7 and 8 to obtain a dq reference voltage signal, and obtaining a three-phase reference voltage signal through inverse park transformation, thereby further obtaining each bridge arm switching signal S of the load side converter through a pulse width modulation strategylsabc；
Figure FDA0003585546000000022
Wherein, ω isslipExpressing the angular speed of slip, sigma is the magnetic leakage coefficient, LrRepresenting rotor inductance, ksIs the stator coupling coefficient, ird、irqThe rotor currents of the shaft d and the shaft q of the doubly-fed asynchronous motor are respectively.
2. A method for controlling a double-fed asynchronous full-electric ship electric propulsion system based on analog stator voltage vector orientation is characterized in that the system comprises the following steps: the system comprises a power generation unit, a back-to-back power electronic converter and a double-fed asynchronous motor;
the power generation unit is used for providing electric energy for the full-electric ship; the power generation unit comprises a prime motor, a synchronous generator, an excitation control module and a speed regulation module;
the prime mover drives the synchronous generator to rotate by converting chemical energy into mechanical energy; the excitation control module is used for generating an excitation voltage signal; the synchronous generator generates three-phase alternating-current voltage on the stator side of the generator according to an excitation voltage signal generated by the excitation control module, so as to provide electric energy for the whole ship, and meanwhile, the three-phase alternating-current voltage is also used as a feedback signal to be input into the excitation control module; the speed regulating module is used for sending a power instruction to the prime motor to control the operation of the prime motor, so that the rotating speed of the synchronous generator is controlled, and the balance between the output power of the synchronous generator and the input power of a load side is ensured; the load refers to a double-fed asynchronous motor;
the power generation unit is connected with the double-fed asynchronous motor through two parallel energy paths: one of the double-fed asynchronous motor stator is directly connected with the double-fed asynchronous motor stator through an alternating current transmission line to form a main energy path; the other one is connected with a rotor of the double-fed asynchronous motor through a back-to-back power electronic converter after energy AC-DC-AC conversion to form a slip energy path;
the main energy path is used for directly inputting more than 50% of the output energy of the power generation unit into the double-fed asynchronous motor; the slip energy access is used for inputting the residual energy output by the power generation unit into the double-fed asynchronous motor, and controlling the normal operation of the double-fed asynchronous motor through the back-to-back power electronic converter;
the double-fed asynchronous motor is used for providing power for the operation of the full electric ship;
the control method comprises the following steps:
s1, according to stator voltage and current V under a two-phase static coordinate systemsαβAnd IsαβCalculating stator flux linkage
Figure FDA0003585546000000032
According to
Figure FDA0003585546000000031
Calculating magnetic linkage angle
Figure FDA0003585546000000033
Angle of magnetic flux linkage
Figure FDA0003585546000000034
Adding 90 degrees to obtain a synchronous electrical angle thetae(ii) a Wherein theta iseThe direction of the stator voltage vector is the same as that of the simulated stator voltage vector;
s2, utilizing synchronous electrical angle thetaeTo stator voltage VsabcStator current IsabcPower supply side converter current IssabcCarrying out abc-dq coordinate transformation to obtain dq stator voltage VsdqDq stator current IsdqActual value I of dq axis current of power supply side converterssdq；
S3, synchronizing the angular velocity omegaeThe 1pu input speed regulating module is set to control the rotating speed of the synchronous generator;
s4, controlling the voltage of the direct-current bus and controlling the current of the power supply side converter:
the voltage difference value of the direct current bus is regulated by PI to generate a d-axis current reference value I of the power side converterssd *(ii) a Reference value I of q-axis current of power supply side converterssq *Set to 0; adjusting the dq axis current difference value of the power supply side converter through PI, respectively adding compensation items 1 and 2 to obtain a dq reference voltage signal, and obtaining a three-phase reference voltage signal through inverse park transformation; obtaining each bridge arm switch signal S of power source side converter through pulse width modulation strategyssabc；
Figure FDA0003585546000000041
In the formula, vsd、vsqD and q stator voltages of the double-fed asynchronous motor are respectively; rssRepresenting line resistance, i, of the power-side converterssd、issqRespectively representing d and q currents, L, of the power-side converterssRepresenting the line inductance of the power side converter;
s5, controlling the rotating speed of the double-fed asynchronous motor and controlling the current of a load side converter:
obtaining an electromagnetic torque reference value T by carrying out PI regulation on the angular speed difference value of the rotorem *Is linked with the stator flux
Figure FDA0003585546000000043
Obtaining a d-axis current reference value I of the load-side converter by means of phase divisionrd *(ii) a Reference value I of q-axis current of load-side converterrq *Set to 0; adjusting the dq axis current difference value of a load side converter through PI, respectively adding compensation items 3 and 4 to obtain a dq reference voltage signal, and obtaining a three-phase reference voltage signal through inverse park transformation; obtaining bridge arm switches of load side converter through pulse width modulation strategySignal Slsabc；
Figure FDA0003585546000000042
In the formula, RrFor rotor resistance of doubly-fed asynchronous motors, ird、irqRotor currents of d and q axes of doubly-fed asynchronous motor, omegaslipRepresenting slip angular velocity, LrExpressing rotor inductance, σ is the leakage coefficient, ksIs the stator coupling coefficient.
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Simulation study of the effects of synchronous generator parameter deviations on the performance of a DFIM-SPS;Kai Ni, et al.;《IECON 2019-45th Annual conference of the IEEE industrial electronics society》;20191209;第3885-3892页 *

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