CN114172243B - GPI (general purpose input) controller-based underwater vehicle wireless charging system and control method - Google Patents
GPI (general purpose input) controller-based underwater vehicle wireless charging system and control method Download PDFInfo
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Classifications
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
- H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
- H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
- H02J50/12—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling of the resonant type
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
- H02J50/80—Circuit arrangements or systems for wireless supply or distribution of electric power involving the exchange of data, concerning supply or distribution of electric power, between transmitting devices and receiving devices
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
- H02J50/90—Circuit arrangements or systems for wireless supply or distribution of electric power involving detection or optimisation of position, e.g. alignment
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/00032—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries characterised by data exchange
Abstract
The invention relates to an underwater vehicle wireless charging system based on a GPI position controller and a control method, wherein the system comprises an above-water charging platform and an underwater vehicle, the above-water charging platform comprises a generator, a full-bridge inverter and an electric energy transmitting coil, and the underwater vehicle comprises an electric energy receiving coil, a buck converter and a battery; the water charging platform further comprises a primary side communication module, a primary side controller, a PWM-i modulator, a secondary side communication module, a secondary side controller, a PWM-b modulator and a GPI position controller. Compared with the prior art, the wireless charging system provided by the invention has better tolerance under turbulence disturbance, and can perform power transmission line parameter matching according to the load condition of the aircraft on-board circuit and the change of the coupling coefficient, so that the wireless charging system can keep constant load voltage and as large power transmission efficiency as possible, and the power supply time of the aircraft is greatly reduced.
Description
Technical Field
The invention belongs to the field of dynamic wireless power transmission systems, and particularly relates to an underwater vehicle wireless charging system based on a GPI (general purpose input/output) controller and a control method.
Background
The marine science requires the charging of an underwater unmanned vehicle (AUV), and a dynamic Wireless Power Transfer (WPT) system is considered a viable option. AUV is liable to be disturbed by turbulence in the wireless power transmission process, so that AUV deviates from a charging platform, and the power transmission efficiency is greatly reduced. To maintain efficient transmission of WPT systems, a control system that suppresses environmental disturbances to correct AUV position is needed.
WPT technology has wide application in biomedical devices, rotating systems, magnetic levitation and the like. Information on parameters is necessary in designing its control system. Although the tracking method based on the search algorithm does not need such information, its dynamic charging speed is not fast enough. Therefore, the optimal frequency or the optimal equivalent load resistance may not be accurately determined. Furthermore, while the main parameters of WPT systems, including compensation capacitance, coil inductance and resistance, and may be measured during regular maintenance, the on-board circuit parameters, including circuit equivalent resistance, depend on the on-board circuitry. Therefore, if the standard value of the above-mentioned parameter is used in an actual power transmission system, the efficiency is inevitably lowered.
Disclosure of Invention
Aiming at the defects in the prior art, the invention provides an underwater vehicle wireless charging system and a control method based on a GPI controller, and the adopted technical scheme is as follows:
An underwater vehicle wireless charging system based on a GPI position controller comprises an underwater charging platform and an underwater vehicle, wherein the underwater charging platform comprises a generator, a rectifier, a full-bridge inverter and an electric energy transmitting coil, and the underwater vehicle comprises an electric energy receiving coil, a rectifier, a buck converter and a battery; when the underwater vehicle is charged, electric energy generated by the generator is transmitted to the electric energy transmitting coil through the rectifier and the full-bridge inverter of the water charging platform, the electric energy receiving coil and the electric energy transmitting coil generate variable current through strong magnetic coupling, and the variable current is transmitted to the battery end through the rectifier and the buck converter of the underwater vehicle to charge the battery;
the water charging platform further comprises a primary side communication module, a primary side controller and a PWM-i modulator, wherein the primary side controller is used for carrying out on-line parameter calculation on signals of the primary side communication module and controlling the frequency and the duty ratio of the signals of the PWM-i modulator so as to realize on-off frequency control on a full-bridge inverter switch;
The underwater vehicle further comprises a secondary side communication module, a secondary side controller, a PWM-b modulator, a power device and a GPI (general purpose input/output) position controller, wherein the secondary side controller is used for carrying out on-line parameter calculation on signals of the secondary side communication module and controlling the duty ratio of the PWM-b modulator signals so as to realize on-off frequency control of a buck converter switch; the secondary side communication module is in wireless communication with the primary side communication module, and is used for realizing parameter information intercommunication in the online parameter calculation process and obtaining a designated reference position of the charging platform on water; the power device adjusts the pose of the underwater vehicle under the control of the GPI position controller so that the underwater vehicle is charged at the appointed reference position of the water charging platform, and the GPI position controller is used for realizing the suppression and pose correction of lumped disturbance of the underwater vehicle.
Further, the GPI position controller comprises a track controller and an observer;
the input information of the observer comprises pose information of the underwater vehicle and control signals output by the track controller, and the output information of the observer comprises an estimated value of lumped disturbance and an estimated value of a displacement component derivative;
The input end of the track controller is respectively coupled with the power device, the observer and the secondary side communication module, the input information of the track controller comprises pose information of the underwater vehicle, output information of the observer and reference pose information output by the secondary side communication module, and the output end of the track controller is connected with the power device through the inertial mass inverse matrix calculation unit to output control signals;
the power device responds to the control signal of the track controller to adjust the pose of the underwater vehicle, and feeds back the adjusted pose information to the observer and the track controller.
Further, the self-fixed coordinate system of the underwater vehicle is a right-hand coordinate system, the origin of the self-fixed coordinate system is positioned at the gravity center of the underwater vehicle, the x, y and z axes are respectively directed to the front, starboard and lower sides of the underwater vehicle, and the motion of the underwater vehicle comprises advancing along the x axis, swinging along the y axis and deflecting about the z axis, and the self-fixed coordinate system has corresponding x, y,Three degrees of freedom.
Further, the dynamics model of the underwater vehicle is a three-degree-of-freedom model with disturbance:
wherein M is an inertial mass matrix and m=m RB+MA,MRB is a rigid body mass matrix of the underwater vehicle, M A is an additional mass matrix, C (V) is a coriolis force and centripetal force matrix and C (V) =c RB(V)+CA(V),CRB (V) is a coriolis force and centripetal force matrix of the rigid body mass, C A (V) is a coriolis force and centripetal force matrix of the additional mass, D (V) is a viscous damping matrix, g (η) is a hydrostatic restoring force vector, τ is a control vector and moment of the trajectory controller, ζ (t) is a lumped disturbance representing a set of disturbances affecting the system, V represents a relative velocity of the underwater vehicle under the lumped disturbance, Is the first order derivative of V;
converting the kinetic model into the following form:
the solution is carried out,
Wherein,Is the linear acceleration vector of the underwater vehicle in the directions of x, y and z, m is the mass of the underwater vehicle, I z is the moment of inertia of the underwater vehicle in the z axis,/>Lumped disturbance in the x, y and z axis directions of the underwater vehicle respectively, τ 1、τ2、τ3 is the control vector and moment of the trajectory controller in the x, y and z axes respectively,/>For the additional mass of hydrodynamic forces in the x-axis direction due to the respective acceleration,/>Is the first derivative of the flow rate,/>For the additional mass of hydrodynamic forces in the y-axis direction due to the respective acceleration,/>Is the first order derivative of the pipe speed,/>For the additional mass of hydrodynamic forces in the z-axis direction due to the respective acceleration,/>Is a first derivative of the rotational speed.
Further, each variable of the three degrees of freedom is considered as an independent control loop, and the model of the position control on the x-axis is:
wherein x i e R (i=1, 2, …, 2+m), Is a state variable in the x-axis of an underwater vehicle,/>Respectively/>First derivative, second derivative, m derivative of (a);
In order to make The estimator error/>, is defined by an observerEstimation error/>Obtained by the following formula:
wherein, Is/>And also the gain of the observer,Is an estimated amount of x i (i=1, 2, …, 2+m); for the model described by equation (4), an estimation error/>And observer parameter lambda, reducing the estimation error/>, by selecting the appropriate parameter lambda 0,λ1,...,λ1+m Then, the following steps are obtained:
The kinetic form of equation (6) is:
The characteristic polynomial is:
λ(s)＝sm+2+λ1+msm+1+…+λ1s+λ0，(8)
The coefficients of formula (8) are calculated by using a Hurwitz polynomial (s 2+2ξωn+ωn 2)2 (s+p), s is a complex variable used by laplace transformation, s is called complex frequency, ζ is damping ratio, ω n is natural oscillation frequency, p is a closed loop pole of the system, and then the output of the observer should be expressed as:
further, the control signal τ 1 of the track controller is related to the output result of the observer:
τ 1 in equation (10) is substituted by equation (3) to obtain:
Where x * is the reference signal, k 0 and k 1 are the track controller gains, and f Estimation error represents the system inherent error.
A control method of the underwater vehicle wireless charging system, comprising the following steps:
s1, initializing operation is carried out, and the method comprises the following steps: phasors U <0 >, i 1∠δ1、i2∠δ2 and load equivalent resistance values are obtained through system measurement, the duty ratio of the PWM-b modulator and the duty ratio of the PWM-i modulator are initialized, and the frequencies of two test stages are initialized;
S2, calculating the primary side impedance Z 1 in each period according to the circuit element parameters and the working frequency of the period,
Wherein r 1 is primary coil resistance, X 1 is primary coil reactance, and L 1 is primary coil inductance; z 1|∠δp is a primary side impedance Z 1 phasor representation, Z 1 is a primary side coil impedance model, δ p is a primary side coil impedance angle;
S3, calculating the coupling reactance X M according to the parameters measured in S1,
Wherein U is the primary side circuit input voltage, i 1 is the current in the primary side circuit, i 2 is the current in the secondary side circuit, delta 1 is the primary side circuit phase angle, delta 2 is the secondary side circuit phase angle, delta p is the primary side coil impedance angle;
S4, the first 15ms after the underwater vehicle reaches the designated charging position is a first testing stage, the secondary side reactance X 2(ω1) and the secondary side resistance r 2 of the first testing stage are obtained,
Wherein R eq is the equivalent resistance of the secondary side;
s5, the second 15ms after the underwater vehicle reaches the specified charging position is a second testing stage, and the secondary side reactance X 2(ω2 of the second testing stage is obtained):
On-line parameter calculation module that determines secondary side circuit parameters C 2 and L 2 and passes the results to the secondary side resonant frequency, PWM-b modulator duty cycle, and PWM-i modulator duty cycle, knowing the secondary side reactance at both frequencies:
S6, performing online parameter calculation, calculating the optimal frequency f s of the secondary side resonance frequency, wherein the frequency is the circuit frequency of the charging of the underwater vehicle, and the frequency is kept unchanged before the underwater vehicle leaves the appointed reference position of the charging platform on water,
Calculating the optimal duty ratio D O of the PWM-b modulator in the current circuit state, using the optimal duty ratio D O as a duty ratio regulating signal of the PWM-b modulator input by the secondary side controller in the next period,
Wherein R 0 is the optimum value of R eq andR L is load equivalent resistance andV L and P L are the load voltage and power of the system, respectively;
Calculating the duty ratio D i of the PWM-i modulator in the current circuit state, and taking the duty ratio D i as a duty ratio regulating signal of the PWM-i modulator input in the next period by the primary side controller;
S7, repeating the steps S2-S6 to track abrupt change of the coupling reactance X M, so that the load voltage is always kept near the reference voltage.
The beneficial effects of the invention are as follows: compared with the prior art, the wireless charging system for the underwater vehicle provided by the invention has better tolerance under turbulence disturbance, and can perform power transmission line parameter matching according to the load condition of an AUV (autonomous Underwater vehicle) on-board circuit and the change of a coupling coefficient M, so that the wireless charging system can keep constant load voltage and as high power transmission efficiency as possible, and the power supply time of the vehicle is greatly reduced.
Drawings
FIG. 1 is a schematic block diagram of a wireless charging system for an underwater vehicle according to the present invention;
FIG. 2 is a schematic view of the three degrees of freedom of the underwater vehicle of the present invention;
FIG. 3 is a schematic diagram of a control loop of the GPI position controller;
fig. 4 is a flow chart of a control method of the wireless charging system of the underwater vehicle.
Detailed Description
The invention will now be described in further detail with reference to the accompanying drawings.
As shown in fig. 1, the underwater vehicle wireless charging system based on the GPI position controller provided by the invention comprises an above-water charging platform and An Underwater Vehicle (AUV). The underwater charging platform comprises a generator, a rectifier, a full-bridge inverter and an electric energy transmitting coil, and the underwater vehicle comprises an electric energy receiving coil, the rectifier, a buck converter and a battery. When the underwater vehicle is charged, electric energy generated by the generator is transmitted to the electric energy transmitting coil through the rectifier and the full-bridge inverter of the water charging platform, the electric energy receiving coil and the electric energy transmitting coil generate variable current through strong magnetic coupling, and the variable current is transmitted to the battery end through the rectifier and the buck converter of the underwater vehicle to charge the battery.
The water charging platform further comprises a primary side communication module, a primary side controller and a PWM-i modulator, wherein the primary side controller is used for carrying out on-line parameter calculation on signals of the primary side communication module and controlling the frequency and the duty ratio of the signals of the PWM-i modulator so as to realize on-off frequency control of the full-bridge inverter switch.
Correspondingly, the underwater vehicle further comprises a secondary side communication module, a secondary side controller, a PWM-b modulator, a power device and a GPI (general purpose input/output) position controller, wherein the secondary side controller is used for carrying out on-line parameter calculation on signals of the secondary side communication module and controlling the duty ratio of the PWM-b modulator signals so as to realize on-off frequency control of a buck converter switch; the secondary side communication module is in wireless communication with the primary side communication module, and is used for realizing parameter information intercommunication in the online parameter calculation process and obtaining a designated reference position of the charging platform on water; the power device adjusts the pose of the underwater vehicle under the control of the GPI position controller so that the underwater vehicle is charged at the appointed reference position of the water charging platform, and the GPI position controller is used for realizing the suppression and pose correction of lumped disturbance of the underwater vehicle.
The GPI position controller comprises a track controller and an observer, wherein the input information of the observer comprises pose state information of the underwater vehicle and control signals output by the track controller, and the output information of the observer comprises an estimated value of lumped disturbance and an estimated value of displacement component derivative. The input end of the track controller is respectively coupled with the power device, the observer and the secondary side communication module, the input information of the track controller comprises pose information of the underwater vehicle, output information of the observer and reference pose information output by the secondary side communication module, and the output end of the track controller is connected with the power device through the inertial mass inverse matrix calculation unit and outputs control signals. The power device responds to the control signal of the track controller to adjust the pose of the underwater vehicle, and feeds back the adjusted pose information to the observer and the track controller.
The design process of the GPI position controller comprises the following steps:
Step 1, establishing a disturbance-containing three-degree-of-freedom underwater vehicle system dynamics model and a position control model thereof, wherein the control model comprises an internal model of the vehicle and a nonlinear polynomial depending on disturbance signals;
Step 2, designing an observer and a track controller according to the aircraft position control model in the step 1, realizing suppression of the lumped disturbance zeta (t) of the aircraft and system state information x, y, Is corrected by the correction of (a);
and 3, responding to a control signal of the track controller by the power device of the aircraft, and returning new state information to the observer and the track controller so as to further eliminate the influence of disturbance, and performing a wireless power transmission process on the aircraft at a designated reference position of the charging platform.
As shown in fig. 2, the autonomous fixed coordinate system of the underwater vehicle is a right-hand coordinate system with its origin at the center of gravity of the underwater vehicle, the x, y, z axes pointing forward, starboard, and downward, respectively, of the underwater vehicle, the motion of the underwater vehicle including forward motion along the x axis, swinging along the y axis, and yaw about the z axis, with corresponding x, y,Three degrees of freedom.
The position of the centre of gravity and buoyancy of an underwater vehicle is defined according to the vehicle's own fixed coordinate system as follows:
The forces acting on the excitation are formed by the movement of the water molecules in combination with external fluid dynamics, the craft being affected by the forces exerted by its surroundings, the general dynamics being of the form:
Wherein M is an inertial mass matrix and m=m RB+MA,MRB is a rigid body mass matrix of the underwater vehicle, M A is an additional mass matrix, C (V) is a coriolis force and centripetal force matrix and C (V) =c RB(V)+CA(V),CRB (V) is a coriolis force and centripetal force matrix of the rigid body mass, C A (V) is a coriolis force and centripetal force matrix of the additional mass, D (V) is a viscous damping matrix, g (η) is a hydrostatic restoring force vector, τ is a control vector and moment of the trajectory controller, ζ (t) is a lumped disturbance, and a disturbance set affecting the system is represented.
However, the initial center of gravity of the system is the center point, i.e. r G＝[xG,yG,zG]T＝[0,0,0]T, and has symmetry in all planes, so the inertia of the AUV matrix can be simplified, leaving only the values of the main diagonal in the array. Furthermore, considering that the aircraft will move on a plane (longitudinal, lateral and yaw) then the matrix is related to the variablesIs rewritten as:
Considering that the moment in the three degree of freedom aircraft dynamics model described in step 1 is uncoupled, the inertial matrix is reversible and has diagonal dominance. Under this concept, the kinetic model can be written as:
This can be achieved by:
The three degrees of freedom x, y, Each variable is considered as an independent control loop, and the present invention proposes a model suitable for position control on the X-axis. Similarly, all specified variable formulation loops are based thereon. As shown in fig. 3, the position control model on the X-axis is:
wherein the displacement variable is x, and the linear velocity variable is Linear acceleration is a variable/>And let/>X i ε R (i=1, 2, …, 2+m) with the aim of letting/>The estimator error, error/>, is defined by the observerThe following formula can be found:
Wherein the method comprises the steps of Is/>And is also the gain of the observer. It is then possible to obtain:
the kinetic form of equation (6) can be written as:
It is common that the number of the devices, The characteristic polynomial can be written as:
λ(s)＝sm+2+λ1+msm+1+…+λ1s+λ0 (10)
The coefficients of equation (8) can be calculated using the Hurwitz polynomial (s 2+2ξωn+ωn 2)2 (s+p):
it can be seen that the control signal τ 1 of the track controller and the observer output the result And/>In relation, the control signal τ 1 can be regarded as:
Where x * is the reference signal and k 0 and k 1 are the track controller gains. Tracking error formula Has already been given. τ 1 in equation (10) can be replaced with equation (3):
k 0 and k 1 may be chosen as appropriate to ensure that the root of the polynomial s 2+k1s+k0 is in the left half of the complex plane.
The wireless power transmission system under the control of the GPI position controller has better tolerance to tumbling and dislocation of forward and backward movement caused by turbulence disturbance which can face the system. The coupling device of the underwater vehicle and the charging platform can still work normally in a certain range with dislocation, but the coupling coefficient M changes at any moment under the disturbance of turbulence. The wireless charging system adopts an online parameter calculation method, and can accurately track the abrupt change of the coupling reactance X M, so that the load voltage V L is still close to the reference value.
In order to realize the online parameter calculation method of the wireless charging system, the following processes are given, and the following processes are available in a primary side circuit and a secondary side circuit of the wireless power transmission system by using a KVL equation:
Wherein the method comprises the steps of For input voltage,/>Is primary side current,/>Is the secondary side current. Order the
Wherein U, i 1 and i 2 are the valid values of the corresponding variables. Z 1,Z2,XM is the impedance of the system and is defined as:
XM＝ωM (21)
And a DC-DC buck converter is used on the secondary side, and the optimal circuit equivalent resistance R eq is selected through impedance matching so as to achieve maximum efficiency. The equivalent resistance can be written as:
wherein the load equivalent resistance R L is defined by the load voltage and power of the system:
Neglecting losses in the converter, the efficiency of the wireless power transfer system can be defined as:
As can be seen from equation (24), the transmission efficiency is a function of the system operating frequency and the load equivalent resistance. The efficiency can be maximized by using the resonance frequency f s on the secondary side as the operating frequency. Thus, the optimal operating frequency ω 0 can be expressed as:
In addition to changing the full-bridge inverter switching frequency f i, the value of the circuit equivalent resistor R eq can also be changed to achieve maximum efficiency. The value of R eq is different for different coupling coefficients. The optimum value R 0 for R eq is calculated as:
thus, the optimal duty cycle of the DC-DC buck converter can be expressed as:
using KVL's law, the coupling reactance X M can be written as:
Wherein r 2 and X 2 can be calculated as:
to calculate L 2 and C 2 in equation (30), the system needs to be tested with two different frequency frequencies ω 1 and ω 2. Thus, the following two sets of nonlinear equations are introduced:
The values of L 2 and C 2 can be solved by solving the system of equations of equation (31) (32) as:
According to the circuit parameters of the primary side and the secondary side, the on-line parameter calculation method calculates the amplitude and the phase angle of the voltage and the current in the primary side circuit and the secondary side circuit. Further, the load voltage and the measured current data are substituted to determine the load equivalent resistance R L. Further, the operating frequency of each cycle calculates Z 1 in each cycle. Next, X M is calculated by equation (28) to detect the real-time change in the coil coupling coefficient M.
The online parameter calculation method defines two 15ms test phases within 30ms after the underwater vehicle reaches the specified charging position. In two 15ms stages, the information interaction between the charging platform and the underwater vehicle is carried out through the communication module, and the two reference full-bridge inverter switching frequencies f i are respectively applied to the system, so that data required by an online parameter calculation method are acquired. After each test stage is finished, X 2 can be calculated according to the stage data and is respectively used in a formula (33) and a formula (34), and airborne circuit parameters C 2 and L 2 are calculated in sequence. It should be noted that, according to the formula (29), only one test frequency is needed to find the value of r 2, so that r 2 can be calculated after the first test phase is finished, and the data is updated through signal information interaction of the communication module.
The secondary side resonant frequency f s in the current circuit state can be obtained according to the formula (25), and the primary side controller makes the full-bridge inverter switching frequency f i＝fs as the reference test frequency of the next cycle period. And similarly, according to the formula (27), the optimal duty ratio D O of the PWM-b modulator in the current circuit state is obtained, and the secondary side controller enables the duty ratio D B＝DO of the PWM-b modulator to be used as the duty ratio regulating signal of the PWM-b modulator to be input in the next cycle period.
With known system parameters, the load voltage can be written as:
in order to keep the load voltage around the reference voltage V L, the duty cycle D i of the full bridge inverter may be adjusted as follows:
The duty cycle D i of the PWM-i modulator at the current circuit state, obtained according to equation (36), is taken as the output of the PWM-i modulator for the next cycle period, so that the load voltage remains always around the reference voltage V L.
As shown in fig. 4, the system control and online parameter calculation method includes the following steps:
S1, initializing operation is carried out, and the method comprises the following steps: the values of phasors U < 0 >, i 1∠δ1、i2∠δ2 and R L are obtained through system measurement; initializing a PWM-b modulator duty cycle D B and a PWM-i modulator duty cycle D i, wherein in order to ensure that the system voltage and current do not exceed rated values, an initial value D B＝0.1,Di =0.1 is given in the embodiment; two test phase frequencies f i are initialized, and the given frequencies in this example are chosen to be 78kHz and 82kHz, respectively, since f s can be predicted to be approximately 80 kHz.
S2, calculating the value of Z 1, wherein Z 1 in each period is calculated according to the working frequency of the period according to the formula (19) because the primary side circuit element parameters of the charging platform are known.
S3, calculating a value of X M, and calculating an incoupling reactance X M according to the parameter measured in S1 and the formula (28);
S4, entering a test stage1 in the first 15ms after the underwater vehicle reaches a specified charging position, and calculating to obtain AUV secondary side reactance X 2(ω1 under the frequency f i =78 kHz in the stage according to a formula (30); the AUV secondary side resistance r 2 can be calculated according to equation (29).
And S5, entering a test stage 2 in the second 15ms after the underwater vehicle reaches the specified charging position, and calculating to obtain AUV secondary side reactance X 2(ω2 at the stage frequency f i =82 kHz according to the formula (30). At this time, in case that the secondary side reactance X 2 is known at two frequencies, the secondary side circuit parameters C 2 and L 2 can be uniquely determined according to the formula (31), the formula (32), and the result is transferred to the optimal operation calculation module of the resonance frequency f s, the optimal duty ratio D O of the PWM-b modulator, and the duty ratio D i of the PWM-i modulator.
S6, optimizing system parameters: when the secondary side circuit parameters C 2 and L 2 are known, the secondary side resonant frequency f s, i.e., the optimum frequency f i, can be calculated according to equation (25). The frequency is the circuit frequency of the current AUV charging, and the optimal frequency is not changed before the AUV leaves the charging platform; the optimal duty cycle D O of the PWM-b modulator in the current circuit state can be calculated according to equation (27), and the secondary side controller makes D B＝DO be used as the duty cycle adjusting signal of the PWM modulator for the next cycle.
S7, the duty ratio D i of the PWM-i modulator in the current circuit state obtained according to the formula (36) is used as an output signal of the primary side controller to the PWM-i modulator in the next cycle period, so that the load voltage is always kept near the reference voltage V L.
S8, repeating the steps S2-S7, calculating the value of Z 1 under the new circuit parameter, wherein the method for controlling the system and calculating the on-line parameter is fast enough to accurately track the abrupt change of the coupling reactance X M and ensure that V L is still close to the reference value of the coupling reactance X M although the coupling coefficient M is changed at all times under the disturbance of turbulence.
By the on-line parameter calculation method, the circuit is ensured to always transmit electric energy with the highest efficiency when both the parameters of the circuit on the aircraft and the coupling coefficient are changed. The design can remarkably improve the problem of transmission efficiency reduction caused by dislocation and offset of the charging platform and the aircraft coil due to concentrated disturbance in the charging process. And the switching frequency of the primary side DC-DC buck converter, the duty ratio of the PWM-b modulator and the duty ratio of the PWM-i modulator can be adjusted according to the airborne circuit parameters of different aircrafts, and the parameter matching of the power transmission line is carried out, so that the wireless power transmission system always works under the condition of maximum efficiency.
The above is only a preferred embodiment of the present invention, and the protection scope of the present invention is not limited to the above examples, and all technical solutions belonging to the concept of the present invention belong to the protection scope of the present invention. It should be noted that modifications and adaptations to the invention without departing from the principles thereof are intended to be within the scope of the invention as set forth in the following claims.
Claims (5)
1. An underwater vehicle wireless charging system based on a GPI position controller comprises an above-water charging platform and an underwater vehicle, and is characterized in that,
The water charging platform comprises a generator, a rectifier, a full-bridge inverter and an electric energy transmitting coil, and the underwater vehicle comprises an electric energy receiving coil, a rectifier, a buck converter and a battery; when the underwater vehicle is charged, electric energy generated by the generator is transmitted to the electric energy transmitting coil through the rectifier and the full-bridge inverter of the water charging platform, the electric energy receiving coil and the electric energy transmitting coil generate variable current through strong magnetic coupling, and the variable current is transmitted to the battery end through the rectifier and the buck converter of the underwater vehicle to charge the battery;
the water charging platform further comprises a primary side communication module, a primary side controller and a PWM-i modulator, wherein the primary side controller is used for carrying out on-line parameter calculation on signals of the primary side communication module and controlling the frequency and the duty ratio of the signals of the PWM-i modulator so as to realize on-off frequency control on a full-bridge inverter switch;
The underwater vehicle further comprises a secondary side communication module, a secondary side controller, a PWM-b modulator, a power device and a GPI (general purpose input/output) position controller, wherein the secondary side controller is used for carrying out on-line parameter calculation on signals of the secondary side communication module and controlling the duty ratio of the PWM-b modulator signals so as to realize on-off frequency control of a buck converter switch; the secondary side communication module is in wireless communication with the primary side communication module, and is used for realizing parameter information intercommunication in the online parameter calculation process and obtaining a designated reference position of the charging platform on water; the power device adjusts the pose of the underwater vehicle under the control of the GPI position controller so as to charge the underwater vehicle at a designated reference position of the water charging platform, and the GPI position controller is used for realizing the suppression and pose correction of lumped disturbance of the underwater vehicle;
the self-fixed coordinate system of the underwater vehicle is a right-hand coordinate system, the origin of the self-fixed coordinate system is positioned at the gravity center of the underwater vehicle, the x, y and z axes respectively point to the front, starboard and lower part of the underwater vehicle, the motion of the underwater vehicle includes advancement along the x-axis, oscillation along the y-axis, and deflection about the z-axis, with corresponding x, y, Three degrees of freedom;
The dynamics model of the underwater vehicle is a three-degree-of-freedom model with disturbance:
wherein M is an inertial mass matrix and m=m RB+MA,MRB is a rigid body mass matrix of the underwater vehicle, M A is an additional mass matrix, C (V) is a coriolis force and centripetal force matrix and C (V) =c RB(V)+CA(V),CRB (V) is a coriolis force and centripetal force matrix of the rigid body mass, C A (V) is a coriolis force and centripetal force matrix of the additional mass, D (V) is a viscous damping matrix, g (η) is a hydrostatic restoring force vector, τ is a control vector and moment of the trajectory controller, ζ (t) is a lumped disturbance representing a set of disturbances affecting the system, V represents a relative velocity of the underwater vehicle under the lumped disturbance, Is the first order derivative of V;
converting the kinetic model into the following form:
the solution is carried out,
Wherein,Is the linear acceleration vector of the underwater vehicle in the directions of x, y and z, m is the mass of the underwater vehicle, I z is the moment of inertia of the underwater vehicle in the z axis,/>Lumped disturbance in the x, y and z axis directions of the underwater vehicle respectively, τ 1、τ2、τ3 is the control vector and moment of the trajectory controller in the x, y and z axes respectively,/>For the additional mass of hydrodynamic forces in the x-axis direction due to the respective acceleration,/>Is the first derivative of the flow rate,/>For the additional mass of hydrodynamic forces in the y-axis direction due to the respective acceleration,/>Is the first order derivative of the pipe speed,/>For the additional mass of hydrodynamic forces in the z-axis direction due to the respective acceleration,/>Is a first derivative of the rotational speed.
2. An underwater vehicle wireless charging system based on a GPI position controller as in claim 1, wherein the GPI position controller comprises a trajectory controller and an observer;
the input information of the observer comprises pose information of the underwater vehicle and control signals output by the track controller, and the output information of the observer comprises an estimated value of lumped disturbance and an estimated value of a displacement component derivative;
The input end of the track controller is respectively coupled with the power device, the observer and the secondary side communication module, the input information of the track controller comprises pose information of the underwater vehicle, output information of the observer and reference pose information output by the secondary side communication module, and the output end of the track controller is connected with the power device through the inertial mass inverse matrix calculation unit to output control signals;
the power device responds to the control signal of the track controller to adjust the pose of the underwater vehicle, and feeds back the adjusted pose information to the observer and the track controller.
3. An underwater vehicle wireless charging system based on a GPI position controller as in claim 1, wherein each variable of the three degrees of freedom is considered as an independent control loop, the model of position control on the x-axis is:
wherein x i e R (i=1, 2, …, 2+m), Is a state variable in the x-axis of an underwater vehicle,/>Respectively/>First derivative, second derivative, m derivative of (a);
In order to make The estimator error/>, is defined by an observerEstimation error/>Obtained by the following formula:
wherein, Is/>And also the gain of the observer,Is an estimated amount of x i (i=1, 2, …, 2+m); for the model described by equation (4), an estimation error/>And observer parameter lambda, reducing the estimation error/>, by selecting the appropriate parameter lambda 0,λ1,...,λ1+m Then, the following steps are obtained:
The kinetic form of equation (6) is:
The characteristic polynomial is:
The coefficients of formula (8) are calculated by using a Hurwitz polynomial (s 2+2ξωn+ωn 2)2 (s+p), s is a complex variable used by laplace transformation, s is called complex frequency, ζ is damping ratio, ω n is natural oscillation frequency, p is a closed loop pole of the system, and then the output of the observer should be expressed as:
4. A GPI position controller-based underwater vehicle wireless charging system as claimed in claim 3, wherein the control signal τ 1 of the trajectory controller is related to the output of the observer:
τ 1 in equation (10) is substituted by equation (3) to obtain:
Where x * is the reference signal, k 0 and k 1 are the track controller gains, and f Estimation error represents the system inherent error.
5. The method of controlling a wireless charging system for an underwater vehicle according to claim 4, comprising the steps of:
s1, initializing operation is carried out, and the method comprises the following steps: phasors U <0 >, i 1∠δ1、i2∠δ2 and load equivalent resistance values are obtained through system measurement, the duty ratio of the PWM-b modulator and the duty ratio of the PWM-i modulator are initialized, and the frequencies of two test stages are initialized;
S2, calculating the primary side impedance Z 1 in each period according to the circuit element parameters and the working frequency of the period,
Wherein r 1 is primary coil resistance, X 1 is primary coil reactance, and L 1 is primary coil inductance; z 1|∠δp is a primary side impedance Z 1 phasor representation, Z 1 is a primary side coil impedance model, δ p is a primary side coil impedance angle;
S3, calculating the coupling reactance X M according to the parameters measured in S1,
Wherein U is the primary side circuit input voltage, i 1 is the current in the primary side circuit, i 2 is the current in the secondary side circuit, delta 1 is the primary side circuit phase angle, delta 2 is the secondary side circuit phase angle, delta p is the primary side coil impedance angle;
S4, the first 15ms after the underwater vehicle reaches the designated charging position is a first testing stage, the secondary side reactance X 2(ω1) and the secondary side resistance r 2 of the first testing stage are obtained,
Wherein R eq is the equivalent resistance of the secondary side;
s5, the second 15ms after the underwater vehicle reaches the specified charging position is a second testing stage, and the secondary side reactance X 2(ω2 of the second testing stage is obtained):
On-line parameter calculation module that determines secondary side circuit parameters C 2 and L 2 and passes the results to the secondary side resonant frequency, PWM-b modulator duty cycle, and PWM-i modulator duty cycle, knowing the secondary side reactance at both frequencies:
S6, performing online parameter calculation, calculating the optimal frequency f s of the secondary side resonance frequency, wherein the frequency is the circuit frequency of the charging of the underwater vehicle, and the frequency is kept unchanged before the underwater vehicle leaves the appointed reference position of the charging platform on water,
Calculating the optimal duty ratio D O of the PWM-b modulator in the current circuit state, using the optimal duty ratio D O as a duty ratio regulating signal of the PWM-b modulator input by the secondary side controller in the next period,
Wherein R 0 is the optimum value of R eq andR L is the load equivalent resistance and/>V L and P L are the load voltage and power of the system, respectively;
Calculating the duty ratio D i of the PWM-i modulator in the current circuit state, and taking the duty ratio D i as a duty ratio regulating signal of the PWM-i modulator input in the next period by the primary side controller;
S7, repeating the steps S2-S6 to track abrupt change of the coupling reactance X M, so that the load voltage is always kept near the reference voltage.
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