CN112636650A - New forms of energy electric truck motor controller speed governing system - Google Patents

New forms of energy electric truck motor controller speed governing system Download PDF

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Publication number
CN112636650A
CN112636650A CN202011368057.9A CN202011368057A CN112636650A CN 112636650 A CN112636650 A CN 112636650A CN 202011368057 A CN202011368057 A CN 202011368057A CN 112636650 A CN112636650 A CN 112636650A
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motor
current
speed
controller
axis
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倪成虎
王雪翠
钟国华
蒋龙
叶奇云
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SAIC Motor Corp Ltd
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SAIC Motor Corp Ltd
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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
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/0003—Control strategies in general, e.g. linear type, e.g. P, PI, PID, using robust control
    • 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
    • B60L15/02—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
    • B60L15/025—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit using field orientation; Vector control; Direct Torque Control [DTC]
    • 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
    • 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
    • B60L15/28—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 without contact making and breaking, e.g. using a transductor
    • 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
    • H02P21/0085—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation specially adapted for high speeds, e.g. above nominal speed
    • H02P21/0089—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation specially adapted for high speeds, e.g. above nominal speed using field weakening
    • 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
    • H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
    • H02P25/02—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the kind of motor
    • H02P25/022—Synchronous motors
    • 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
    • H02P2207/00—Indexing scheme relating to controlling arrangements characterised by the type of motor
    • H02P2207/05—Synchronous machines, e.g. with permanent magnets or DC excitation
    • 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)
  • Control Of Ac Motors In General (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A new energy electric truck motor controller speed regulating system uses a space vector modulation (SVPWM) algorithm as a motor control algorithm. The control system is provided with a current sensor for detecting three-phase current of the driving motor, and a rotation sensor for detecting the current rotation angle of the rotor of the driving motor and calculating the current rotation angular speed of the rotor through mathematical operation.

Description

New forms of energy electric truck motor controller speed governing system
The technical field is as follows:
the invention belongs to the technical field of constant-speed cruising of new energy vehicles, and particularly relates to a motor controller speed regulating system of a new energy electric truck.
Background art:
with the increasing economic development of urban vehicles, the environmental problems of vehicle noise, emission pollution and the like are more and more severe. Electric trucks have gained large-scale use in recent years, particularly in the urban sanitation, due to their zero-emission, low-noise characteristics. Various whole vehicle enterprises and modified enterprises successively release various new energy electric sprinkling, sweeping or garbage transporting vehicles based on electric truck chassis, and the vehicles are used for urban green plant maintenance, road sweeping, garbage transportation and the like. Most of these sanitation vehicles need to be kept working at a low speed for a long time, especially for watering or sweeping vehicles. Therefore, such vehicles are mostly equipped with a cruise function to reduce the driver workload. The cruise control function of an electric truck is typically implemented by a Vehicle Controller (VCU) or a Motor Controller (MCU). The patent relates to a constant speed endurance speed control algorithm placed in a motor controller.
The new energy electric truck provides power for the vehicle through the motor. Fig. 1 is a typical new energy pure electric truck drive control system, which is composed of a battery system, a vehicle controller, a motor controller and a drive motor. And the controllers transmit information and control requests through a CAN network. Typically, a motor controller provides two modes of operation, torque control and speed control. The working modes of the motor controller are managed by the vehicle controller, and the motor controller enters different working modes according to the requirements of the vehicle controller and responds to the torque or rotating speed requirements controlled by the vehicle. Therefore, the speed control function can be put in a vehicle controller or a motor controller, and the constant speed endurance of the vehicle is realized.
FIG. 2 is a simplified motor speedA degree control system for controlling the degree of the workpiece,
Figure BDA0002804655640000011
target speed, omega, for the operation of the motorMThe actual rotation speed of the motor. The method comprises the following steps that 1, a speed control system calculates a target current of a motor system according to a target rotating speed and an actual rotating speed difference of a motor, and is a main related part of the patent. Reference 2 indicates a current control system, which controls the output of the actual current according to a target current control system of the system, but is not referred to in this patent. And 3, the system current and the torque are transmitted, which is not referred to in the patent. And 4, vehicle dynamics, which is not referred to in the patent.
Conventional proportional-integral-derivative (PID) throttle control algorithms are widely used in speed control systems, shown in part 1 of fig. 2. For a stable system, a group of proportional, integral and differential control parameters can be found through theoretical calculation or an experimental calibration mode, and balance between response speed and overshoot can be found. However, for a sprinkler or sweeper, the mass of the sprinkler or sweeper greatly changes with the mass of the vehicle, which causes the dynamic characteristics of the vehicle to change, as shown in part 4 of fig. 2. The calibrated parameter will tilt towards one of the two indicators of response speed or overshoot, resulting in the other indicator failing to meet the control demand.
The information disclosed in this background section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.
The invention content is as follows:
the invention aims to provide a new energy electric truck motor controller speed regulation system, so as to overcome the defects that the dynamic characteristics of a controlled object of a speed control system directly influenced by the change of the vehicle mass in the prior art are changed, and the electric truck vehicle is subjected to constant-speed cruise control by using the traditional PID algorithm in a low-speed variable load state, so that satisfactory response and overshoot characteristics are difficult to continuously obtain.
In order to achieve the purpose, the invention provides a new energy electric truck motor controller speed regulation system, which is characterized in that: installed on a vehicle using a permanent magnet synchronous motor as a driving motor, comprising:
the current sensor is used for detecting three-phase current of the driving motor;
the rotary transformer sensor is used for detecting the current rotation angle of the rotor of the driving motor;
the motor controller receives a request rotating speed instruction sent by the vehicle controller;
the speed controller module is used for calculating the current required Q-axis target current of the motor according to the input signal
Figure BDA0002804655640000021
A signal;
a flux weakening controller for flux weakening management according to the current D-axis Q-axis required voltage
Figure BDA0002804655640000022
And
Figure BDA0002804655640000023
the value is calculated to obtain the current value of the D-axis current required currently.
A speed regulation method for a motor controller of a new energy electric truck is carried out according to the following steps:
the driving system works in a speed control mode;
the motor controller receives a request rotating speed instruction sent by the vehicle controller
Figure BDA0002804655640000024
Motor controller requesting rotation speed
Figure BDA0002804655640000025
As a target rotating speed, obtaining a real-time reference rotating speed after acceleration limitation
Figure BDA0002804655640000026
Real-time comparison of reference rotational speeds of drive motors
Figure BDA0002804655640000027
With the actual speed omegaMAnd the two speed difference e and the actual rotation speed omega are combinedMTo the speed controller module;
the speed controller module calculates the current required Q-axis target current of the motor according to the input signal
Figure BDA0002804655640000028
A signal.
In order to prevent the back electromotive force generated by the high-speed rotation of the motor from exceeding the supply voltage, the motor is usually subjected to field weakening treatment. A weak magnetic controller responsible for weak magnetic management is arranged in the motor control, and the weak magnetic controller calculates the required voltage according to the current D axis Q axis
Figure BDA0002804655640000031
And
Figure BDA0002804655640000032
value calculation for the current required D-axis current value
Figure BDA0002804655640000033
The motor controller detects the three-phase current value I of the driving motor through the current sensora、IbAnd IcCombining the current rotating speed position angle theta of the motor detected by the rotary transformer sensorMSignal to calculate the actual current I of motor on Q axisqActual current I on the D-axisd；
Target current of motor Q axis
Figure BDA0002804655640000034
With the actual current IqDifference of (D-axis target current)
Figure BDA0002804655640000035
With the actual current IdAfter the difference value is processed by the current controller, the current controller uses the PID control algorithm to obtain the target voltage of the Q axis and the D axis
Figure BDA0002804655640000036
And
Figure BDA0002804655640000037
and the IGBT module is driven after the current rotor angle is subjected to SVPWM modulation to supply power to the three phases of the motor, so that the motor generates corresponding driving torque, and the vehicle is driven.
Preferably, in the above technical solution, the calculation process of the speed controller is specifically: target rotational speed of motor
Figure BDA0002804655640000038
With the actual speed omega of the motorMThe difference value of (A) is subjected to error accumulation through an integration link, and omega is subtractedMThe proportion term processed by the proportion link is used as the reference current i of the motor work*；GCC(S) is a transfer function of a motor controller system, the motor controller being dependent on a reference current i*The motor system generates an actual current i, and the motor current and the motor output torque are approximately in a proportional relation, so that the actual current i is converted into the motor output torque T after passing through a proportional linkeIs the output torque of the motor; t isLFor the load torque of the motor, the vehicle system is simplified into an inertia system 1/JS(ii) a The motor driving torque minus the load torque acts on an inertia system to generate the output rotating speed omega of the motorM。
Preferably, in the above technical solution, a time domain formula obtained by discretizing the speed control process time by the speed controller is formula 1, and the time domain discrete reference current i*Increment as in equation 2, according to equation 1, formula
Equation 2 can calculate the reference current i at the moment of current n*(n)；
Figure BDA0002804655640000039
Δi*(n)＝Ksi*e(n)-Ksp*[ωM(n)-ωM(n-1)]Disclosure of the inventionFormula 2;
i*(n)＝Δi*(n)+i*(n-1), formula 3.
Compared with the prior art, the invention has the following beneficial effects:
the invention provides a novel integral-proportional speed control algorithm with a feedforward algorithm, which can automatically adapt to the change of the mass of the whole vehicle and ensure that the vehicle can achieve satisfactory quick speed response without overshoot in different load states.
Description of the drawings:
FIG. 1 is a typical new energy electric vehicle drive control system;
FIG. 2 is a simplified motor speed control system;
FIG. 3 is a block diagram of a motor control suitable for use with the present patent;
FIG. 4 is a block diagram of an integral-proportional control algorithm for the speed controller;
fig. 5 is a flowchart of calculating a reference current value.
The specific implementation mode is as follows:
the following detailed description of specific embodiments of the invention is provided, but it should be understood that the scope of the invention is not limited to the specific embodiments.
Throughout the specification and claims, unless explicitly stated otherwise, the word "comprise", or variations such as "comprises" or "comprising", will be understood to imply the inclusion of a stated element or component but not the exclusion of any other element or component.
The constant-speed cruise speed control algorithm is suitable for a new energy electric truck with a permanent magnet synchronous motor as a driving motor of a vehicle and a space vector modulation (SVPWM) algorithm as a motor control algorithm. The control system is provided with a current sensor for detecting three-phase current of the driving motor, a rotation sensor for detecting the current rotation angle of the rotor of the driving motor and calculating the current rotation angular speed omega of the rotor through mathematical operationM. FIG. 3 is a block diagram of a motor control system suitable for use with the present invention, the motor controller receiving a vehicle when the drive system is operating in a speed control modeRequested speed command sent by controller
Figure BDA0002804655640000041
Motor controller requesting rotation speed
Figure BDA0002804655640000042
As a target rotating speed, obtaining a real-time reference rotating speed after acceleration limitation
Figure BDA0002804655640000043
Real-time comparison of reference rotational speeds of drive motors
Figure BDA0002804655640000044
With the actual speed omegaMAnd the two speed difference e and the actual rotation speed omega are combinedMTo the speed controller module. The speed controller module calculates the current required Q-axis target current of the motor according to the input signal
Figure BDA0002804655640000045
A signal.
In order to prevent the back electromotive force generated by the high-speed rotation of the motor from exceeding the supply voltage, the motor is usually subjected to field weakening treatment. A weak magnetic controller responsible for weak magnetic management is arranged in the motor control, and the weak magnetic controller calculates the required voltage according to the current D axis Q axis
Figure BDA0002804655640000046
And
Figure BDA0002804655640000047
value calculation for the current required D-axis current value
Figure BDA0002804655640000048
The motor controller detects the three-phase current value I of the driving motor through the current sensora、IbAnd IcCombining the current rotating speed position angle theta of the motor detected by the rotary transformer sensorMSignal, the actual of the motor on the Q axis can be calculatedCurrent IqActual current I on the D-axisd。
Target current of motor Q axis
Figure BDA0002804655640000051
With the actual current IqDifference of (D-axis target current)
Figure BDA0002804655640000052
With the actual current IdAfter the difference value is processed by the current controller, the current controller uses the PID control algorithm to obtain the target voltage of the Q axis and the D axis
Figure BDA0002804655640000053
And
Figure BDA0002804655640000054
and the IGBT module is driven after the current rotor angle is subjected to SVPWM modulation to supply power to the three phases of the motor, so that the motor generates corresponding driving torque, and the vehicle is driven.
FIG. 4 is a block diagram of an integral-proportional control algorithm of the present disclosure relating to the speed controller described above. Target rotational speed of motor
Figure BDA0002804655640000055
With the actual speed omega of the motorMThe difference value of (A) is subjected to error accumulation through an integration link, and omega is subtractedMThe proportion term processed by the proportion link is used as the reference current i of the motor work*。
GCC(S) is a transfer function of a motor controller system, the motor controller being dependent on a reference current i*The motor system generates an actual current i, and the motor current and the motor output torque are approximately in a proportional relation, so that the actual current i is converted into the motor output torque T after passing through a proportional linkeThe output torque of the motor. T isLFor the load torque of the motor, the vehicle system is simplified into an inertia system 1/JS. The motor driving torque minus the load torque acts on an inertia system to generate the output rotating speed omega of the motorM. The content within the dashed box is the speed controller. The time domain formula obtained by discretizing the time of the speed control process is formula (1), and the time domain discrete reference current i*The increments follow as equation (2). According to the formula (1) and the formula (2), the reference current at the moment of the current n can be calculated as the formula (3).
Figure BDA0002804655640000056
Δi*(n)＝Ksi*e(n)-Ksp*[ωM(n)-ωM(n-1)]In the formula (2),
i*(n)＝Δi*(n)+i*(n-1) formula (3),
calculating the reference current value i at n time points according to the flow of FIG. 5*(n)。
The foregoing descriptions of specific exemplary embodiments of the present invention have been presented for purposes of illustration and description. It is not intended to limit the invention to the precise form disclosed, and obviously many modifications and variations are possible in light of the above teaching. The exemplary embodiments were chosen and described in order to explain certain principles of the invention and its practical application to enable one skilled in the art to make and use various exemplary embodiments of the invention and various alternatives and modifications as are suited to the particular use contemplated. It is intended that the scope of the invention be defined by the claims and their equivalents.

Claims (4)

1. The utility model provides a new forms of energy electric truck motor controller speed control system which characterized in that: installed on a vehicle using a permanent magnet synchronous motor as a driving motor, comprising:
the current sensor is used for detecting three-phase current of the driving motor;
the rotary transformer sensor is used for detecting the current rotation angle of the rotor of the driving motor;
the motor controller receives a request rotating speed instruction sent by the vehicle controller;
a speed controller module for calculating the current motor according to the input signalDemand Q-axis target current
Figure FDA0002804655630000011
A signal;
a flux weakening controller for flux weakening management according to the current D-axis Q-axis required voltage
Figure FDA0002804655630000012
And
Figure FDA0002804655630000013
the value is calculated to obtain the current value of the D-axis current required currently.
2. A speed regulation method for a motor controller of a new energy electric truck is characterized by comprising the following steps: the method comprises the following steps:
the driving system works in a speed control mode;
the motor controller receives a request rotating speed instruction sent by the vehicle controller
Figure FDA0002804655630000014
Motor controller requesting rotation speed
Figure FDA0002804655630000015
As a target rotating speed, obtaining a real-time reference rotating speed after acceleration limitation
Figure FDA0002804655630000016
Real-time comparison of reference rotational speeds of drive motors
Figure FDA0002804655630000017
With the actual speed omegaMAnd the two speed difference e and the actual rotation speed omega are combinedMTo the speed controller module;
the speed controller module calculates the current required Q-axis target current of the motor according to the input signal
Figure FDA0002804655630000018
A signal;
the weak magnetic controller calculates the required voltage according to the current D axis Q axis
Figure FDA0002804655630000019
And
Figure FDA00028046556300000110
value calculation for the current required D-axis current value
Figure FDA00028046556300000111
The motor controller detects the three-phase current value I of the driving motor through the current sensora、IbAnd IcCombining the current rotating speed position angle theta of the motor detected by the rotary transformer sensorMSignal to calculate the actual current I of motor on Q axisqActual current I on the D-axisd；
Target current of motor Q axis
Figure FDA00028046556300000112
With the actual current IqDifference of (D-axis target current)
Figure FDA00028046556300000113
With the actual current IdThe difference value of the voltage difference values is processed by a current controller to obtain the target voltage of a Q axis and a D axis
Figure FDA00028046556300000114
And
Figure FDA00028046556300000115
and the IGBT module is driven after the current rotor angle is subjected to SVPWM modulation to supply power to the three phases of the motor, so that the motor generates corresponding driving torque, and the vehicle is driven.
3. The new energy electric truck motor controller speed regulation method of claim 2, characterized in that: the calculation process of the speed controller is specifically as follows: target rotational speed of motor
Figure FDA0002804655630000021
With the actual speed omega of the motorMThe difference value of (A) is subjected to error accumulation through an integration link, and omega is subtractedMThe proportion term processed by the proportion link is used as the reference current i of the motor work*；GCC(S) is a transfer function of a motor controller system, the motor controller being dependent on a reference current i*The motor system generates an actual current i, and the actual current i is converted into a motor output torque T after a proportion linkeIs the output torque of the motor; t isLFor the load torque of the motor, the vehicle system is simplified into an inertia system 1/JS(ii) a The motor driving torque minus the load torque acts on an inertia system to generate the output rotating speed omega of the motorM。
4. The new energy electric truck motor controller speed regulation method of claim 2, characterized in that: the time domain formula obtained by the speed controller after discretizing the speed control process time is formula 1, and the time domain discrete reference current i*The increment is as the formula 2, and the reference current i at the moment of the current n can be calculated according to the formula 1 and the formula 2*(n)；
Figure FDA0002804655630000022
Δi*(n)＝Ksi*e(n)-Ksp*[ωM(n)-ωM(n-1)]Equation 2;
i*(n)＝Δi*(n)+i*(n-1), formula 3.
CN202011368057.9A 2020-11-27 2020-11-27 New forms of energy electric truck motor controller speed governing system Pending CN112636650A (en)

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Publication number Priority date Publication date Assignee Title
CN101667803A (en) * 2009-09-07 2010-03-10 上海电力学院 Rotating speed adjustment method in asynchronous motor direct torque control system
CN103595323A (en) * 2013-11-20 2014-02-19 天津大学 Current control method for improving output torque of permanent magnet synchronous motor overmodulation area
CN105471358A (en) * 2014-09-29 2016-04-06 山洋电气株式会社 Motor control device
CN207442724U (en) * 2017-10-30 2018-06-01 广东美的制冷设备有限公司 Electric machine control system, transducer air conditioning
CN109217755A (en) * 2018-09-30 2019-01-15 深圳市英威腾电动汽车驱动技术有限公司 The speed regulating method and its electric machine controller of electric car under speed control mode
CN111030536A (en) * 2019-11-28 2020-04-17 深圳市禾诚电气有限公司 Control system of permanent magnet synchronous motor speed ring

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101667803A (en) * 2009-09-07 2010-03-10 上海电力学院 Rotating speed adjustment method in asynchronous motor direct torque control system
CN103595323A (en) * 2013-11-20 2014-02-19 天津大学 Current control method for improving output torque of permanent magnet synchronous motor overmodulation area
CN105471358A (en) * 2014-09-29 2016-04-06 山洋电气株式会社 Motor control device
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