CN114448316B - Constant electric power quasi-synchronous operation control method and system for long stator double-fed linear motor - Google Patents
Constant electric power quasi-synchronous operation control method and system for long stator double-fed linear motor Download PDFInfo
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- CN114448316B CN114448316B CN202210079904.2A CN202210079904A CN114448316B CN 114448316 B CN114448316 B CN 114448316B CN 202210079904 A CN202210079904 A CN 202210079904A CN 114448316 B CN114448316 B CN 114448316B
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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
- H02P21/14—Estimation or adaptation of machine parameters, e.g. flux, current or voltage
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
- B60L13/04—Magnetic suspension or levitation for vehicles
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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
- H02P21/14—Estimation or adaptation of machine parameters, e.g. flux, current or voltage
- H02P21/18—Estimation of position or speed
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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
- 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
- H02P25/06—Linear motors
- H02P25/064—Linear motors of the synchronous type
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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
- 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
- H02P27/047—V/F converter, wherein the voltage is controlled proportionally with the frequency
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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
- 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
Abstract
The invention relates to a control method and a system for quasi-synchronous operation of constant electric power of a long stator doubly-fed linear motor, wherein the control method comprises stator side control and rotor side control, wherein the stator side control is stator current scalar control, and the control of stator current amplitude and stator current frequency is realized based on acquired stator current amplitude reference and stator current frequency reference and real-time detected stator current feedback information; the rotor side control is rotor current vector control based on magnetic field orientation, rotor current vector reference, stator current amplitude reference and stator current frequency reference are generated according to the air gap clearance, rotor speed and direct current side electric power detected in real time, and rotor current amplitude and phase control is achieved based on the rotor current vector reference, rotor current feedback information and rotor current vector angle. Compared with the prior art, the invention has the advantages of no need of direct information of the magnetic field position of the other side between the stator and the rotor control, high safety and the like.
Description
Technical Field
The invention belongs to the technical field of motors and control, and particularly relates to a control method for quasi-synchronous operation of constant electric power of a long-stator doubly-fed linear motor, in particular to a control method and a control system for the long-stator linear motor applied to a magnetic levitation train.
Background
The long stator linear motor can be used as a core driving component of rail transit including a maglev train, and the key performance of the train is directly determined. In particular to a rotor suspension linear motor with a variable air gap, which is the technical foundation of magnetic suspension rail transit. Among them, the control technology of the linear motor is the key of the long stator linear motor system.
The known linear motor technology for long stator magnetic suspension comprises a long stator electric excitation linear synchronous motor and a low-temperature superconducting long stator linear synchronous motor. The rotor side of the long stator electric excitation linear synchronous motor adopts direct current excitation, the position and other information of the rotor are transmitted to a stator frequency converter in real time through high-frequency communication, and the stator frequency converter realizes the magnetic field directional control of the linear motor by adjusting the stator excitation current vector. It requires real-time high-precision mover position detection, transmission or estimation, which will greatly affect the reliability, safety and high-speed performance of the whole magnetic levitation system operation.
The linear doubly-fed linear motor is also called as an alternating-current excitation linear asynchronous motor, and is characterized in that a rotor side adopts a variable-frequency alternating-current excitation mode, and the stator side power supply state and the rotor side motion state variation are met by controlling the power supply frequency and the phase of the rotor side. The stator and the rotor are mutually independent in power supply control and decoupling, and a technical basis is provided.
The presently known long stator linear doubly fed motor control strategy suffers from the following disadvantages:
(1) The related literature (DOI: 10.1016/S0967-0661 (02) 00039-4) describes a control method of a doubly-fed linear motor, and the method transmits the position and other information of a rotor to a stator side frequency converter in real time through a wireless communication channel, so that the control method has the advantages of obtaining more flexible control effects, but inheriting the defect that the rotor and the stator of a synchronous motor are tightly coupled, the state information between the rotor and the stator must be transmitted in real time, and the data exchange requirements between the stator and the rotor are excessive and the time sequence requirement is higher. This approach does not involve suspension control problems.
(2) The relevant literature (DOI: 10.1109/ACCESS.2019.2893399) describes a control method of a doubly-fed linear motor, which is characterized in that stator magnetic field directional control is carried out on a rotor side, the running state of the rotor is independent, and fixed frequency and constant voltage amplitude power supply is adopted on the stator side. The stator power supply control method has the advantages that stator power supply control is simple and efficient, but the stator power supply control method has the defects that the capacity of the rotor side frequency converter is obviously increased in order to adapt to large-range variation of slip frequency caused by stator frequency fixation; in order to accommodate a wide range of rotor speed changes, it is necessary to provide a large-capacity energy storage member on the rotor side and store the rotor-side charge/discharge energy. Similar to (1), this approach also does not involve suspension control problems.
(3) The invention patent (202110639986.7) disclosed in the application describes a power supply control method of a long stator double-fed linear motor, wherein the stator side power supply control of the method completes the rotor speed closed-loop control by adjusting the stator power supply frequency according to the external operation speed requirement; the rotor side power supply control gives out expected slip frequency according to the rotor side power supply power requirement, and adjusts rotor current vectors according to the expected slip frequency, expected levitation force and thrust requirement, so that current closed-loop and slip frequency double closed-loop control is realized. The speed closed-loop control at the stator side and the charging power control at the rotor side are mutually influenced, so that the control effect of both the two is difficult to achieve.
Based on the above, an effective control method for realizing reliability control of traction, air gap clearance and non-contact power supply of the long stator double-fed linear motor is still lacking at present.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a constant electric power quasi-synchronous operation control method and a control system for a long stator double-fed linear motor, wherein direct information of the position of a magnetic field of the other side is not needed between stator control and rotor control, and the safety is high.
The aim of the invention can be achieved by the following technical scheme:
the method is suitable for operation control of a long-stator doubly-fed linear motor, the long-stator doubly-fed linear motor comprises a long stator and a rotor which are respectively and independently powered by a variable-frequency and variable-voltage alternating-current power supply device, the long stator and the rotor are arranged in a non-contact manner, the rotor is in suspension operation through an air gap normal force, the operation control method comprises a stator side control sub-method and a rotor side control sub-method,
the stator side control sub-method is realized by adopting stator current scalar control, and based on the obtained stator current amplitude reference and stator current frequency reference and the stator current detection state detected in real time, the control of the stator current amplitude and the stator current frequency is realized;
the rotor side control sub-method is realized by rotor current vector control based on magnetic field orientation, rotor current vector reference, stator current amplitude reference and stator current frequency reference are generated according to the air gap, rotor speed and direct current side electric power detected in real time, and rotor current amplitude and phase control is realized based on the rotor current vector reference, rotor current detection state and rotor current vector angle state.
Further, the magnetic field orientation is oriented with a stator current vector, or with an armature magnetic field of a stator current.
Further, the forcer current vector control is performed on an orthogonally decoupled m-t axis.
Further, the angular state of the vector of the sub-current is obtained by adopting physical-based sensor detection or estimation by adopting an estimation algorithm.
Further, the specific generation process of the rotor current vector reference, the stator current amplitude reference and the stator current frequency reference comprises the following steps:
based on the air gap, the rotor speed and the direct-current side electric power detected in real time, respectively and correspondingly obtaining a normal force reference, a traction force reference and a power supply power reference;
optimizing the current working point of the doubly-fed linear motor according to different target requirements and the normal force reference, traction force reference and power supply reference;
and obtaining a rotor current vector reference, a stator current amplitude reference and a stator current frequency reference according to the optimization result.
Further, the normal force reference is obtained from a difference between a desired air gap and the real-time detected air gap.
Further, the traction force reference is obtained from a difference between a desired operating speed and the real-time detected mover speed.
Further, based on the performances of the vehicle-mounted electrical appliance and the vehicle-mounted energy storage device, closed-loop control is performed on the power supply of the rotor side, and the power supply reference is obtained.
Further, for the rotor static operation state, in the operation control method, the specific generation process of the rotor current vector reference, the stator current amplitude reference and the stator current frequency reference comprises the following steps:
an auxiliary normal support device is arranged to provide normal support for the rotor, and a normal force reference is set to be 0;
an auxiliary friction braking device is arranged to provide braking force for the rotor, and a driving force reference is selected to be smaller than the maximum braking force which can be provided by the auxiliary friction braking device, so that the rotor is kept still;
obtaining a power supply power reference based on the real-time detected direct current side electric power;
and generating a rotor current vector reference, a stator current amplitude reference and a stator current frequency reference according to the normal force reference, the driving force reference and the power supply power reference.
The invention also provides a constant electric power quasi-synchronous operation control system of the long stator double-fed linear motor, which is suitable for the operation control of the long stator double-fed linear motor, the long stator double-fed linear motor comprises a long stator and a rotor which are independently powered by a variable frequency and variable voltage alternating current power supply device, the long stator and the rotor are arranged in a non-contact way, the rotor is in suspension operation through the normal force of an air gap, the control system comprises a stator side controller and a rotor side controller, the stator side controller is connected with the variable frequency and variable voltage alternating current power supply device of the long stator, the rotor side controller is connected with the variable frequency and variable voltage alternating current power supply device of the rotor,
the stator side controller stores a stator side control program that, when called, performs the following operations:
based on the obtained stator current amplitude reference and stator current frequency reference and the stator current feedback information detected in real time, scalar control of the stator current amplitude and the stator current frequency is realized;
the subside controller stores a subside control program that, when called, performs the following operations:
generating a rotor current vector reference, a stator current amplitude reference and a stator current frequency reference according to the air gap, the rotor speed and the direct current side electric power detected in real time; vector control of the amplitude and the phase of the rotor current is realized based on the rotor current vector reference, the rotor current feedback information and the rotor current vector angle; the stator current amplitude reference and the stator current frequency reference are transmitted to a stator side controller.
Further, the stator side controller and the rotor side controller are connected in a wireless communication mode.
Compared with the prior art, the invention has the following beneficial effects:
(1) Vector control is realized on the rotor side, absolute stator current position or magnetic field position information is not needed, and magnetic field orientation control of the rotor side current vector can be realized only by estimating or detecting the relative stator current position or the relative stator magnetic field position. Direct information of the opposite magnetic field position is not needed between stator and rotor control, stator current is scalar control, current phase control is not needed, requirements on communication speed and reliability between the rotor and the stator are remarkably reduced, universality is achieved, and practicality is better.
(2) The motion control (rotor speed and air gap clearance) is performed at the motion end (rotor side), and under the condition of emergency, the motion end can rapidly react and perform corresponding safety measures on the premise of ensuring that the suspension capacity is not affected, so that the safety of the system is improved. The degree closed loop is realized on the rotor side, and the dynamic performance is better.
(3) The direct beneficial effect of rotor side power supply control is that the doubly-fed linear motor works in a quasi-synchronous running state with limited slip. The quasi-synchronous running state means effective active power control of the active cell, such as constant power control, power balance control or power limited control of the energy storage unit, has good anti-interference performance, and can reduce the power buffering requirement on the energy storage unit on the direct current side of the active cell side VVF power supply device in the application process, thereby reducing the volume and weight of the energy storage unit. Under normal driving conditions, an additional power generation device is not required to be arranged for supplying power to the rotor.
(4) The stator side current is scalar control, the power supply control difficulty is remarkably reduced, real-time position information of a rotor is not required to be detected or estimated, networking rail transit application scenes are facilitated, and the expandability is good.
(5) Under the condition that the stator is kept in a relatively static state and the auxiliary parking brake device is added, a unified control framework can be adopted to realize non-contact power supply of the rotor side.
Drawings
FIG. 1 is a schematic diagram of a structure of a doubly-fed linear motor-based quasi-synchronous operation control method applied to a magnetic levitation system according to an embodiment of the present invention;
the device comprises a 1-track long stator, a 2-train rotor, a 3-track supporting structure, a 4-train suspension frame, a 5-damping mechanism and a 6-train carriage, wherein the first-order track long stator is arranged on the first-order track long stator;
FIG. 2 is a schematic diagram of basic electrical components of a control method for quasi-synchronous operation of a doubly-fed linear motor in a magnetic levitation system according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a control method for quasi-synchronous operation of a doubly-fed linear motor according to an embodiment of the present invention;
FIG. 4 is a schematic diagram of a single-side track multi-rotor unit motor structure for a magnetic levitation system based on a double-fed linear motor quasi-synchronous operation control method according to an embodiment of the present invention;
fig. 5 is a control effect diagram of the doubly-fed linear motor-based quasi-synchronous operation control method applied to a magnetic levitation system according to an embodiment of the present invention, where (a) to (f) respectively represent control effects of speed, traction force, levitation air gap, normal force, mover side power supply and electric quantity;
fig. 6 is a control variable display diagram of the doubly-fed linear motor-based quasi-synchronous operation control method applied to a magnetic levitation system according to an embodiment of the present invention.
Detailed Description
The invention will now be described in detail with reference to the drawings and specific examples. The present embodiment is implemented on the premise of the technical scheme of the present invention, and a detailed implementation manner and a specific operation process are given, but the protection scope of the present invention is not limited to the following examples.
The example is used for describing the quasi-synchronous operation control method of the constant electric power of the long-stator double-fed linear motor by combining a specific double-fed linear motor-based magnetic suspension system.
The structure of the magnetic suspension system is schematically shown in fig. 1. The left and right side rail long stators 1 are arranged on the rail supporting structure 3 and are positioned on the lower surface of the rail supporting structure 3; the left and right side rail long stators 1 and the left and right side train movers 2 are arranged in a non-contact manner. The left and right train movers 2 are respectively positioned right below the left and right side rail long stators 1, and the left and right train movers 2 are arranged on the train suspension frame 4. The train suspension 4 holds the left and right side rail long stators 1 and the rail support structure 3 in a "holding rail" manner. The left and right long stators 1 attract the left and right train movers 2, so that the whole train suspension frame 4 is subjected to a vertical upward normal force. This normal force is in turn transmitted through the damping mechanism 5 to the railcar 6, levitating the entire train system. And by the combined action of the left and right side rail long stators 1 and the left and right side train movers 2, a traction force for the left and right side train movers 2 is generated, and the traction force is transmitted to the train car through the train suspension frame 4 and the damper mechanism 5, and drives the train to advance.
The electrical basic composition of this magnetic levitation application is shown in fig. 2. The long track stator 1 is powered by a power grid through a stator VVF (variable frequency variable voltage) power supply device and is regulated and controlled by a stator side controller. As shown in fig. 3, the stator VVVF power supply is controlled by the stator side, which uses current scalar control, i.e., control of "stator current amplitude" and "stator current frequency", without making specific adjustments to the current phase. The control method can adopt a mode of current amplitude closed-loop control and stator current frequency open-loop control, and can also adopt a method of direct closed-loop control of alternating current, such as a proportional-resonance controller. The train rotor 2 supplies power to the vehicle-mounted energy storage device through the rotor VVF power supply device, meets the energy consumption requirement of vehicle-mounted electrical appliances, and is regulated and controlled by the rotor side controller. As shown in fig. 3, the mover VVVF power supply is controlled by the mover side, which adopts current vector magnetic field directional control, that is, controls the amplitude and phase of the "mover current vector" on the premise of ensuring that the mover exciting magnetic field and the stator traveling wave magnetic field are synchronized.
As shown in fig. 3, the process of performing adjustment control by the mover-side controller specifically includes:
(1) And optimizing a motor current working point.
The current working point of the doubly-fed linear motor is optimized according to different target requirements, optimized input parameters comprise normal force reference, traction force reference and power supply power reference, and a rotor current vector reference, a stator current amplitude reference and a stator current frequency reference are given. Methods that may be employed for operating point optimization include, but are not limited to, the following: 1) The simplest control principle adopts constant stator current amplitude control, gives constant stator current amplitude reference, directly calculates rotor current vector reference and stator current frequency reference, and achieves the minimum utilization of control resources; 2) The system energy efficiency is optimal, and is used for optimizing the optimal working energy efficiency of the system; 3) The system economy is optimal, and the most economical running state of the system is ensured; 4) The load of the rotor is the lightest, which is used for ensuring the lowest load degree of the rotor VVF power supply device; and 5) other compound optimization modes, thereby achieving the aim of compound optimization.
In train operation control, the normal force reference is obtained by air gap clearance control, specifically: and according to the difference value between the expected air gap and the actual air gap, obtaining a normal force reference, adjusting the normal force of the normal direction of the linear motor, and further optimally setting the current working point of the motor.
The traction force reference is obtained by speed control, specifically: and obtaining traction force reference according to the difference value of the expected running speed and the actual running speed, adjusting the traction force of the linear motor, and further optimally setting the current working point of the motor.
In a specific embodiment, the air gap control and the rotor speed control can adopt feedback control, can adopt a feedforward and feedback control mode, can adopt a traditional proportional-integral-derivative control method, and can also adopt a higher-level robustness control method.
The power supply reference is obtained by rotor power control, the rotor power control is used for controlling rotor side power supply, the consumption of vehicle-mounted electrical equipment and the charging of a vehicle-mounted energy storage device are met, and closed-loop control of the rotor side power supply is achieved through the setting of a motor current working point, including the setting of the amplitude and the frequency of the current working point. In specific embodiments, the closed loop control targets of the active-side power supply include, but are not limited to, constant power, balance of the electric quantity of the energy storage unit, limited charge and discharge power, and the like. The rotor side power supply control can enable the doubly-fed linear motor to work in a quasi-synchronous running state with limited slip, and can reduce the power buffering requirement on the energy storage unit on the direct current side of the rotor side VVF power supply device in the application process, so that the volume and the weight of the energy storage unit are reduced.
If the middle-stage long-time parking working condition occurs, static charging control can be adopted, and a similar control mode is adopted as the running control, except that the stator is kept in a relatively static state, and air gap control and rotor speed control are not needed. The direct-current side electric power control is realized by directly setting the normal force reference and the driving force reference. The specific operation mode is as follows: the magnetic levitation train stops at the track in a non-levitation state, parking braking force is generated in a mechanical friction braking mode, the stator is controlled to supply power according to specific slip frequency, the rotor generates driving force in an allowable parking braking force range, and meanwhile slip power is obtained from an air gap alternating magnetic field, so that power is supplied to vehicle-mounted electric equipment.
(2) And a mover side control step.
The method comprises the steps of realizing directional control of a rotor current vector magnetic field based on rotor current vector reference, and specifically, respectively executing rotor current vector control on an orthogonal decoupling m-t axis according to the rotor current vector reference, a rotor current vector angle and rotor current feedback information. In a specific embodiment, the control method of the active cell current vector control may be a traditional proportional-integral control method, or may be a more advanced robust control method. Wherein the magnetic field orientation control comprises detection or estimation of the rotor current vector angle, i.e. the rotor current vector angle can be obtained by physical-based sensor detection or estimated by an estimation algorithm.
The mover current vector magnetic field orientation control described above is optionally oriented with a stator current vector or with an armature magnetic field of a stator current.
(3) And transmitting stator side information.
And feeding back the obtained stator current amplitude reference and the stator current frequency reference to the stator side. In an embodiment, the stator current amplitude reference and the stator current frequency reference may be transmitted to the stator side by wireless communication.
As shown in fig. 3, the process of the stator-side controller performing the adjustment control specifically includes: and controlling the stator current amplitude and the stator current frequency according to the stator current amplitude reference, the stator current frequency reference and the stator current feedback information.
In this embodiment, the magnetic levitation train may be provided with a plurality of motors of the rotor units, and the structure of the motors of the rotor units on the single-side track is shown in fig. 4. Wherein the long rail stator 1 extends along both sides of the rail direction. A plurality of sub-unit motors 2 are positioned under the track and mechanically connected with a train car 6 through a suspension bracket 4 and a damping mechanism 5. Each of the subunit motors 2 is electrically connected to a respective independent mover-side controller (including VVVF power supply). Each independent rotor side controller is used for respectively and independently controlling traction force, normal levitation force and charging and discharging power of a unit motor, and generally, closed-loop control of levitation height, train running speed and rotor power supply is further achieved.
The embodiment carries out simulation analysis on a single carriage system of a scaled model magnetic suspension train based on a double-fed linear motor quasi-synchronous operation control method. Wherein the system parameters for individual cars of the maglev train are shown in table 1.
TABLE 1
The control result obtained based on the double-fed linear motor quasi-synchronous operation control method provided by the invention is shown in fig. 5, wherein the display of the corresponding control variable in the magnetic suspension train is shown in fig. 6. It can be noted that the control method can realize independent control of traction/levitation/mover non-contact power supply of the magnetic levitation train. Wherein the train speed can be accelerated to 10m/s within 10s and remain in operation at a speed of 10 m/s. Approximately 1200N traction is required during the acceleration phase to meet the acceleration demand, and only 150N traction is required during the constant speed state. The control method is capable of maintaining a suspended air gap around 10mm, with a required normal force of about 12000N. The control method can also maintain the direct-current side power supply at about 500W. It is worth noting that the control method can still maintain accurate control of the levitation air gap and mover power supply despite large traction disturbance conditions, and at the same time maintain the SOC of the on-board energy storage battery within a desired range, and achieve power balance of battery energy storage. The simulation result shows the effective control effect of the double-fed linear motor quasi-synchronous operation control method in magnetic suspension application.
The foregoing describes in detail preferred embodiments of the present invention. It should be understood that numerous modifications and variations can be made in accordance with the concepts of the invention by one of ordinary skill in the art without undue burden. Therefore, all technical solutions which can be obtained by logic analysis, reasoning or limited experiments based on the prior art by the person skilled in the art according to the inventive concept shall be within the scope of protection defined by the claims.
Claims (10)
1. The method is suitable for the operation control of the long-stator doubly-fed linear motor, the long-stator doubly-fed linear motor comprises a long stator and a rotor which are respectively and independently powered by a variable-frequency and variable-voltage alternating-current power supply device, the long stator and the rotor are arranged in a non-contact way, the rotor is in suspension operation through an air gap normal force, the method is characterized by comprising a stator side control sub-method and a rotor side control sub-method,
the stator side control sub-method is realized by adopting stator current scalar control, and based on the obtained stator current amplitude reference and stator current frequency reference and the stator current detection state detected in real time, the control of the stator current amplitude and the stator current frequency is realized;
the rotor side control sub-method is realized by rotor current vector control based on magnetic field orientation, rotor current vector reference, stator current amplitude reference and stator current frequency reference are generated according to air gap clearance, rotor speed and rotor direct current side electric power detected in real time, and rotor current amplitude and phase control is realized based on rotor current vector reference, rotor current detection state and rotor current vector angle state.
2. The method of claim 1, wherein the magnetic field orientation is oriented with a stator current vector or with an armature magnetic field of a stator current.
3. The method for quasi-synchronous operation control of constant electric power of a long stator doubly-fed linear motor according to claim 1, wherein said mover current vector control is performed on an orthogonally decoupled m-t axis.
4. The method for controlling the quasi-synchronous operation of constant electric power of the long stator doubly-fed linear motor according to claim 1, wherein the angular state of the vector of the mover current is obtained by physical-based sensor detection or estimated by an estimation algorithm.
5. The method for controlling the quasi-synchronous operation of constant electric power of a long stator doubly-fed linear motor according to claim 1, wherein the specific generation process of the mover current vector reference, the stator current amplitude reference and the stator current frequency reference comprises the following steps:
based on the air gap, the rotor speed and the rotor direct current side electric power detected in real time, respectively and correspondingly obtaining a normal force reference, a traction force reference and a power supply reference;
optimizing the current working point of the doubly-fed linear motor according to different target requirements and the normal force reference, traction force reference and power supply reference;
and obtaining a rotor current vector reference, a stator current amplitude reference and a stator current frequency reference according to the optimization result.
6. The method for quasi-synchronous operation control of constant electric power of a long stator doubly-fed linear motor according to claim 5, wherein said normal force reference is obtained based on a difference between a desired air gap and said real-time detected air gap.
7. The method for quasi-synchronous operation control of constant electric power of a long stator doubly-fed linear motor according to claim 5, wherein said traction force reference is obtained based on a difference between a desired operation speed and said real-time detected mover speed.
8. The method for quasi-synchronous operation control of constant electric power of a long stator doubly-fed linear motor according to claim 5, wherein the mover-side electric power supply is closed-loop controlled based on performances of an on-vehicle electric appliance and an on-vehicle energy storage device to obtain the electric power supply reference.
9. The method for controlling quasi-synchronous operation of constant electric power of a long stator doubly-fed linear motor according to claim 1, wherein for a mover stationary operation state, the specific generation process of the mover current vector reference, the stator current amplitude reference and the stator current frequency reference comprises:
an auxiliary normal support device is arranged to provide normal support for the rotor, and a normal force reference is set to be 0;
an auxiliary friction braking device is arranged to provide braking force for the rotor, and a driving force reference is selected to be smaller than the maximum braking force which can be provided by the auxiliary friction braking device, so that the rotor is kept still;
obtaining a power supply power reference based on the real-time detected rotor direct current side electric power;
and generating a rotor current vector reference, a stator current amplitude reference and a stator current frequency reference according to the normal force reference, the driving force reference and the power supply power reference.
10. The control system is suitable for the operation control of the long stator doubly-fed linear motor, the long stator doubly-fed linear motor comprises a long stator and a rotor which are respectively and independently powered by a variable frequency and variable voltage alternating current power supply device, the long stator and the rotor are arranged in a non-contact way, the rotor is in suspension operation through an air gap normal force, the control system is characterized by comprising a stator side controller and a rotor side controller, the stator side controller is connected with the variable frequency and variable voltage alternating current power supply device of the long stator, the rotor side controller is connected with the variable frequency and variable voltage alternating current power supply device of the rotor,
the stator side controller stores a stator side control program that, when called, performs the following operations:
based on the obtained stator current amplitude reference and stator current frequency reference and the stator current feedback information detected in real time, scalar control of the stator current amplitude and the stator current frequency is realized;
the subside controller stores a subside control program that, when called, performs the following operations:
generating a rotor current vector reference, a stator current amplitude reference and a stator current frequency reference according to the air gap, the rotor speed and the rotor direct current side electric power detected in real time; vector control of the amplitude and the phase of the rotor current is realized based on the rotor current vector reference, the rotor current feedback information and the rotor current vector angle; the stator current amplitude reference and the stator current frequency reference are transmitted to a stator side controller.
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