CN114785207A - Starting motor optimization design method based on engine load matching - Google Patents

Starting motor optimization design method based on engine load matching Download PDF

Info

Publication number
CN114785207A
CN114785207A CN202210542752.5A CN202210542752A CN114785207A CN 114785207 A CN114785207 A CN 114785207A CN 202210542752 A CN202210542752 A CN 202210542752A CN 114785207 A CN114785207 A CN 114785207A
Authority
CN
China
Prior art keywords
engine
motor
starting
value
load
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202210542752.5A
Other languages
Chinese (zh)
Inventor
杨都
卓亮
杨光力
施道龙
吴娜
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Guizhou Aerospace Linquan Motor Co Ltd
Original Assignee
Guizhou Aerospace Linquan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Guizhou Aerospace Linquan Motor Co Ltd filed Critical Guizhou Aerospace Linquan Motor Co Ltd
Priority to CN202210542752.5A priority Critical patent/CN114785207A/en
Publication of CN114785207A publication Critical patent/CN114785207A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/14—Electronic commutators
    • H02P6/16—Circuit arrangements for detecting position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/26—Starting; Ignition
    • F02C7/268—Starting drives for the rotor, acting directly on the rotor of the gas turbine to be started
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • G06F30/23—Design optimisation, verification or simulation using finite element methods [FEM] or finite difference methods [FDM]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/20—Arrangements for starting
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
    • G06F2119/02—Reliability analysis or reliability optimisation; Failure analysis, e.g. worst case scenario performance, failure mode and effects analysis [FMEA]

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Physics & Mathematics (AREA)
  • General Engineering & Computer Science (AREA)
  • Theoretical Computer Science (AREA)
  • Power Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Computer Hardware Design (AREA)
  • Evolutionary Computation (AREA)
  • Geometry (AREA)
  • General Physics & Mathematics (AREA)
  • Mechanical Engineering (AREA)
  • Motor And Converter Starters (AREA)

Abstract

The invention provides a starting motor optimization design method based on engine load matching, which comprises the following steps: firstly, modeling preliminarily: establishing a brushless direct current motor preliminary model according to the parameter requirements of an electrical system of an engine; secondly, determining the no-load working condition: analyzing the no-load working condition of the motor by adopting an electromagnetic finite element field path coupling method according to the rated voltage value; adjusting the moment coefficient to be optimal: by controlling the idling speed in the electromagnetic scheme to a maximum disengagement speed nTThe torque coefficient is improved to the maximum extent nearby, and the volume and weight are optimized; setting a load torque time relation: calculating phase currentFlow limit amplitude values are fitted and calculated with engine turbine load data and rotating speed relation parameters, and therefore engine turbine load torque is calculated; and starting performance calculation. The invention can realize that the volume and the weight of the design scheme of the starting motor are optimal under the condition that the bus current does not exceed the limit, the starting time and the full process performance curve are predictable, and the starting reliability is improved.

Description

Starting motor optimization design method based on engine load matching
Technical Field
The invention relates to a starting motor optimization design method based on engine load matching.
Background
At present, the international situation is extremely severe and unsteady, and the reliability of national defense weapons not only determines the victory or defeat of war to a great extent, but also is the main source of guarantee for people's sense of safety. The main power source of the aerocraft or the hypersonic weapon is a gas turbine engine, and the gas turbine engine needs a starting motor to be driven to an ignition rotating speed in each ignition starting process, and has strict requirements on starting time. The traditional starting process of the gas turbine APU and the compressed air starter is uncontrollable, the starting efficiency is low, the structure is huge and complex, the reliability is difficult to guarantee, the ignition starting failure of the engine at the key moment is easy to cause, and the irrecoverable consequence is caused. With the next generation of multi-electric/full-electric upgrading of the turbine engine, the starting motor, as an efficient and reliable auxiliary power device for ignition starting of the engine, gradually becomes an indispensable key device of the international advanced turbine engine, and accords with the mainstream development trend of the next generation of advanced aircraft electrification. The existing aviation starting motor has the following problems:
1) independent design of load shedding characteristic and low starting efficiency/utilization rate
The existing starting motor design is in a starting stage, has no normative file guidance, is generally independently designed according to a rated working point (a rotating speed-torque point), cannot realize performance matching with an engine turbine, the optimal working point is the rated rotating speed, the rotating speed and the load of the turbine engine in the ignition starting process are continuously changed, the optimal working point of the starting motor design often deviates from the ignition rotating speed, so that the starting efficiency and the performance utilization rate of the starting motor are low, and more volume and weight are often occupied to ensure the starting effect.
2) The starting time cannot be predicted, and the starting success rate is low
The existing starting motor design mode is difficult to calculate the starting time after the engine is started with the engine, the ignition starting process of the turbine engine is a complex nonlinear process, the rotating speed of the starting motor is continuously increased in the starting process of the engine, the turbine load is continuously changed, the output torque of the motor is continuously reduced in the starting process due to the constant voltage of a storage battery, and the starting failure is often caused by insufficient rotating speed at the key moment of engine ignition.
3) The performance data of the whole starting process is difficult to calculate and cannot obtain an optimization target
During actual starting, when the starting motor drives the engine turbine with large inertia to accelerate, the rotating speed rises slowly, and the turbine load also changes continuously, so that data such as current, output torque and the like of the starting motor in the starting process are determined by the turbine load of the engine and the current rotating speed to the greatest extent, the traditional design mode only can consider rated point performance of the starting motor during independent working, performance data of the whole starting process cannot be obtained, and an optimization target and a targeted optimization method are lacked.
How to realize the matching design of the load characteristics of the starting motor and the turbine of the engine, the volume and the weight of the starting motor are optimal, the performance parameter curve in the whole starting process is predicted to obtain an optimization target, the optimization is realized by adjusting the control strategy and the structural size of the motor, and the success rate of ignition starting is improved, so that the method is still a technical problem in the industry at present.
Disclosure of Invention
In order to solve the technical problems, the invention provides the starting motor optimization design method based on the engine load matching, and the starting motor optimization design method based on the engine load matching can realize that the volume and the weight of a starting motor design scheme are optimal, the starting time and the whole process performance curve are predictable, and the starting reliability is improved under the condition that the bus current does not exceed the limit.
The invention is realized by the following technical scheme.
The invention provides a starting motor optimization design method based on engine load matching, which comprises the following steps of:
firstly, modeling preliminarily: establishing a brushless direct current motor preliminary model according to the parameter requirements of an electrical system of an engine;
secondly, determining the no-load working condition: analyzing the no-load working condition of the motor by adopting an electromagnetic finite element field coupling method according to the rated voltage value;
adjusting the torque coefficient to be optimal: judging no-load rotation speed n0Maximum disengagement speed n of starting motor in ignition starting process of engineTIf the ratio is smaller than the preset low value or larger than the preset high value, returning to the step II after trying to change the parameters, and if the ratio is between the preset low value and the preset high value, entering the step IV; changing the parameters to change the magnetic conductive material and/or adjust the main electromagnetic parameters;
setting a load torque time relation: calculating a phase current amplitude limiting value, and fitting and calculating engine turbine load data and a rotating speed relation parameter, thereby calculating engine turbine load torque and obtaining the characteristic that the engine turbine load torque changes along with the rotating speed;
calculating the starting performance: and (4) calculating starting performance parameters by using finite element simulation and checking to obtain determined main electromagnetic parameters and phase current limiting values.
The main electromagnetic parameters are adjusted in at least one mode of reducing the number of slots, reducing the number of poles, reducing the number of turns of coils, reducing the diameter of an armature, increasing an air gap and reducing the length of the armature.
In the fifth step, the starting performance parameters comprise the engine turbine rotating speed value, the motor bus current value, the turbine load value and the motor output electromagnetic torque value.
In the fourth step, the phase current limiting value is calculated, and the heat load of the motor is smaller than 960A through calculation2mm3The phase current limit value with the highest output torque is obtained.
In the fourth step, a polynomial fitting mode is adopted for fitting calculation.
The engine turbine speed value is calculated by integrating the mechanical angular acceleration of the engine turbine over time.
The motor bus current value is equivalently calculated by adopting the following formula:
Figure BDA0003650877020000041
wherein U is rated voltage of cabin storage battery, RDCIs a cable resistance, R1And L1Respectively a phase resistance and a phase inductance of the motor, fkFor the switching frequency of the power tube, p is the number of pole pairs of the motor, psimIs the motor phase winding flux linkage.
The polynomial fitting adopts an interpolation method to fit after the curve is smoothed, and the fitting order is more than three orders.
The preset low value is 1.05 and the preset high value is 1.10.
The invention has the beneficial effects that: the method can analyze key function variables influencing the starting performance on the basis of preliminarily adopting a field and combining with preliminarily designed permanent magnet synchronous motors, can improve the starting capability to the maximum extent while meeting the bus current limit and the engine disengaging rotating speed, enables the volume and the weight of the starting motor to be optimal, and can calculate curves of starting rotating speed-time, electromagnetic torque-time, bus voltage-time, bus current-time and the like by utilizing a method of solving a nonlinear equation set or software simulation, so that the starting performance of the whole process of the system can be predicted, and the starting reliability of the whole system can be effectively improved.
Drawings
FIG. 1 is a schematic flow diagram of at least one embodiment of the present invention;
FIG. 2 is a graphical illustration of start-up process performance for comparative scenario one, in accordance with at least one embodiment of the present disclosure;
FIG. 3 is a graph of the start-up process performance of option two for comparison in at least one embodiment of the present invention;
FIG. 4 is a diagram of a simulation model framework for implementing process calculations in accordance with the present invention;
FIG. 5 is a three-phase current plot for scenario one under clipping control;
fig. 6 is a graph of electromagnetic torque versus time for a scenario-start procedure.
Detailed Description
The technical solution of the present invention is further described below, but the scope of the claimed invention is not limited to the described.
Example 1
1-6, the method for optimally designing the starting motor based on engine load matching comprises the following steps:
firstly, preliminary modeling: establishing a brushless direct current motor preliminary model according to the parameter requirements of an engine electrical system;
secondly, determining the no-load working condition: analyzing the no-load working condition of the motor by adopting an electromagnetic finite element field path coupling method according to the rated voltage value;
adjusting the moment coefficient to be optimal: judging no-load rotation speed n0Maximum disengagement speed n of starting motor in ignition starting process of engineTIf the ratio is smaller than the preset low value or larger than the preset high value, returning to the step (II) after trying to change the parameters, and if the ratio is between the preset low value and the preset high value, entering the step (IV); changing the parameters to change the magnetic conductive material and/or adjust the main electromagnetic parameters;
setting a load torque time relation: calculating a phase current amplitude limiting value, and fitting and calculating engine turbine load data and a rotating speed relation parameter, thereby calculating engine turbine load torque and obtaining the characteristic that the engine turbine load torque changes along with the rotating speed;
calculating the starting performance: and calculating starting performance parameters by using finite element simulation and checking to obtain determined main electromagnetic parameters and phase current limiting values.
Example 2
Based on the embodiment 1, the main electromagnetic parameters are adjusted by at least one of reducing the number of slots, reducing the number of poles, reducing the number of turns of the coil, reducing the diameter of the armature, increasing the air gap and reducing the length of the armature.
Example 3
Based on embodiment 1, in the fifth step, the starting performance parameters include the engine turbine speed value, the motor bus current value, the turbine load value, and the motor output electromagnetic torque value.
Example 4
Based on the embodiment 1, in the step IV, the phase current limiting value is calculated, and the heat load of the computer is less than 960A by calculation2mm3The phase current limit value with the highest output torque is obtained.
Example 5
Based on the embodiment 1, in the step (iv), the fitting calculation adopts a polynomial fitting manner.
Example 6
Based on example 3, the engine turbine speed value is calculated using the integral of the mechanical angular acceleration of the engine turbine over time.
Example 7
Based on embodiment 3, the motor bus current value is equivalently calculated by adopting the following formula:
Figure BDA0003650877020000061
wherein U is rated voltage of cabin storage battery, RDCIs a cable resistance, R1And L1Respectively motor phase resistance and inductance, fkFor the switching frequency of the power tube, p is the number of pole pairs of the motor, psimFor the motor phase winding flux linkage, JeIs the engine turbine moment of inertia.
Example 8
Based on the embodiment 5, the polynomial fitting adopts an interpolation method to fit after the curve is smoothed, and the fitting order is more than three orders.
Example 9
Based on example 1, the preset low value is 1.05 and the preset high value is 1.10.
Example 10
Based on the above embodiment, the following steps are specifically adopted:
step 1: according to the specific requirements of an engine electrical system on a starting motor, a magnetic circuit method is adopted to preliminarily design the brushless direct current motor, the type of the starting motor is selected from the brushless direct current motor, and the driving mode is selected from star-shaped three-phase six-state square wave driving. Under a 28VDC low-voltage power supply system specified by GJB181B airplane power supply system, the starting motor system under the motor type and the driving mode has the highest utilization rate of power supply voltage and the best starting performance;
step 2: analyzing the no-load working condition (no-load rotating speed n) of the motor under the driving of star-shaped three-phase six-state square waves by adopting an electromagnetic finite element field coupling method according to the rated voltage value of the storage battery of the engine room0No-load counter potential E0Phase resistance R1Phase-matching inductor L1Air gap magnetic density BδEtc.);
and step 3: designing the no-load rotating speed of a starting motor to be the maximum disengagement rotating speed n in the ignition starting process of an engineTThe accessory can improve the output performance and accelerate the starting speed; the no-load rotating speed n obtained in the step S20Maximum disengagement speed n of starting motor in ignition starting process of engineTComparing, if under the rated voltage, the idling speed of the current motor scheme is close to the maximum disengagement speed n in the ignition starting process of the engineT1.05 times, skipping to step 4, if the no-load rotating speed is more than 1.1 times nTThen go to step 3.1 if the no-load speed n of the current scheme is0Less than nTSkipping to step 5; (this process is to ensure the starting performance of the starting motor at high speed, avoid the engine load from affecting the ignition success rate of the engine, and make the proportion of the counter electromotive force coefficient and the moment coefficient of the motor to be optimal)
Step 3.1: optimizing a magnetic conductive material, adjusting main electromagnetic parameters (by increasing the number of slots, increasing the number of poles, increasing the number of turns of a coil, increasing the diameter of an armature, reducing an air gap, increasing the length of the armature and the like) to increase a torque coefficient, improving a torque-current ratio, and returning to the step 2 after the scheme optimization is completed;
step 3.2: changing magnetic conductive materials, adjusting main electromagnetic parameters (by reducing the number of slots, reducing the number of poles, reducing the number of turns of coils, reducing the diameter of an armature, increasing an air gap, shortening the length of the armature and the like) so as to reduce no-load back electromotive force coefficient, reduce winding inductance and resistance value, and returning to the step 2 after the scheme is optimized;
and 4, step 4: the method comprises the following steps that a starting motor is driven and controlled by adopting square waves, in order to meet the bus direct current limiting requirement and prevent a power tube from being burnt, the phase current needs to be limited, the specific adjustment mode is phase current hysteresis control, the phase current value is controlled between an upper limit amplitude and a lower limit amplitude, when the phase current exceeds the upper limit amplitude, the voltage is controlled by a method of reducing the duty ratio through PWM so that the phase current is reduced back to the required range, when the phase current is lower than the lower limit amplitude, the voltage is controlled by a method of increasing the duty ratio through PWM so that the phase current is increased back to the required range, and the phase current limiting amplitude is determined by the following method:
step 4.1: determining the maximum allowable current I of the power tube according to a model manualMInitial amplitude limiting value ImaxGet
Figure BDA0003650877020000081
Ring width of 0.02Imax(ii) a The motor thermal load is calculated according to the following formula:
Figure BDA0003650877020000082
in the formula: a is the electrical load of the motor, J is the current density, m is the number of motor phases, N is the total conductor number of the armature winding, ImaxIs the current limiting value, a is the number of parallel branches of the motor, Di1Is the inner diameter of the armature, NtD is the wire diameter.
If the thermal load is larger than 960A2mm3The phase current limiting value is reduced until it approaches this value (this step consists in increasing the phase current effective value to the maximum extent, increasing the output torque);
and 5: because the engine load torque is nonlinear dynamic change, fitting the provided engine turbine load data to the rotating speed by using a polynomial fitting method to obtain the engine turbine load torque as follows:
TL(t)＝an(t)3+bn(t)2+cn(t)+T0 (2)
wherein T isLFor the engine turbine load torque, a, b, c are coefficients of each term obtained by fitting, T0Is the static braking torque of the turbine. The data can be transmitted by using torque-rotating speed in the cold running process of the generatorThe sensor carries out measurement, the fitting method can adopt an interpolation method to make the curve smoother and then carry out fitting, the fitting order includes but is not limited to 3 times, the fitting method includes but is not limited to polynomial fitting, and corresponding fitting is carried out according to actually collected turbine load torque data.
Step 6: starting performance calculation
Under the two-phase conduction star-type three-phase six-state driving strategy, the brushless permanent magnet starting motor outputs electromagnetic torque TEMThe size is as follows:
Figure BDA0003650877020000091
in the formula: t is a unit ofEMFor electromagnetic torque of the machine, KavP is the number of pole pairs of the motor, psi, the coefficient of choppingmFor motor phase winding flux linkage, i (t) is the time varying phase current.
When a PWM phase-limiting current amplitude control strategy is adopted, the phase current waveform of the motor is not a standard rectangular wave due to the influence of switching frequency, and the output torque of the motor is in accordance with a chopping factor KavAnd (5) correcting:
Figure BDA0003650877020000092
in the formula: kavTo a chopping coefficient, R1And L1Respectively motor phase resistance and inductance, fkThe switching frequency is controlled for the power tube.
The speed of rotation during starting is the integral over time of the mechanical angular acceleration of the engine turbine:
Figure BDA0003650877020000101
in the formula: n (t) is the motor speed which varies with time, omega is the mechanical angular speed of the motor, KavFor the coefficient of chopping, p is the motor pole pair number, ΨmFor motor phase winding flux, I (T) is the bus current, T, which varies over timeL(t) isTime-varying engine turbine load torque, JeIs the engine turbine moment of inertia.
The bus current value in the starting process is equivalently calculated according to the following formula:
Figure BDA0003650877020000102
wherein U is rated voltage of cabin storage battery, RDCIs a cable resistance, R1And L1Respectively motor phase resistance and inductance, fkFor the switching frequency of the power tube, p is the number of pole pairs of the motor, psimFor the motor phase winding flux linkage, JeIs the engine turbine moment of inertia.
By solving the nonlinear equation system through simultaneous equations (2), (3), (4), (5) and (6), the maximum allowable starting time t from 0s can be calculatedsThe engine turbine rotating speed value, the motor bus current value, the turbine load value and the motor output electromagnetic torque value corresponding to each moment are drawn, a dynamic curve is drawn, and the starting time and the bus current peak value can be directly determined.
The above starting process can be calculated by using finite elements and other simulation programs to build a control circuit module with the following structure, as shown in fig. 4: taking a TwinBuilder program as an example, a storage battery is simulated by using a voltage source module, a cable resistor and a winding resistor are simulated by using a resistor module, a motor phase inductor is simulated by using an inductor module, a starting motor is simulated by using a motor module, a load torque module and an inertia module carry out function simulation on the load change of an engine turbine through a formula (2), an inverter is simulated by using a three-phase inverter bridge module, a current sensor is simulated by using an ammeter module, a hysteresis control module carries out amplitude limiting control on phase current, a rotor position sensor is simulated by using a position information module, phase commutation is realized by using a phase commutation module along with the rotor position, the starting process is further refined and calculated in a software simulation mode, and a smoother data curve is obtained.
And 7: and according to the calculation results of the starting time and the bus current peak value in the starting process, verifying and designing part of electromagnetic parameters again, so that the results can effectively assist in finishing the design of the aviation starting motor.
Example 11
Based on the embodiment, taking a WZ-XX starting motor for a certain type of aeroengine as an example, the bus voltage is 28VDC, the bus current is limited to 260A, starting is required to be 9500r/min within 20s, and by repeatedly optimizing the electromagnetic scheme through repeating the steps 1 to 3, under the premise of meeting the bus current limitation and the disengagement rotating speed, the no-load rotating speed of the motor is controlled to be about 1.1 times of the maximum disengagement rotating speed of the motor, the output torque of the motor is increased to the maximum, and the following two electromagnetic schemes meeting the preliminary requirements are obtained as shown in the table 1:
TABLE 1 optimized electromagnetic scheme of electric machine
Figure BDA0003650877020000111
The optimal phase current limiting value obtained in the step 4 is 372A, each coefficient value of a turbine load torque function is obtained through fitting in the step 5, and finally, a calculation result is obtained through combining a simulation program in the step 6, wherein the calculation result comprises a bus current curve, a starting rotating speed curve, a motor terminal voltage curve, starting time reaching ignition rotating speed, an electromagnetic torque curve, a phase current curve and the like in the starting process.
From the calculation result, both the schemes meet the starting time requirement, but the first scheme has higher starting speed, the maximum value of the bus current is accurately designed to be near 260A, the current limit requirement is met, the output capacity is improved to the maximum extent, and therefore the first scheme is selected for production.
In order to verify the accuracy of the design model, a starting motor is installed on an engine casing, an ignition test is carried out on a high-altitude test bed, and the comparison data are as follows:
TABLE 2 comparison of test data
Figure BDA0003650877020000121
Through comparison of test data, the calculation error is within an allowable range, the accuracy of the design model is verified, meanwhile, the prediction of the performance of the starting whole process is realized, and the design reliability is greatly improved.
Therefore, the invention takes the rated voltage and the rated current limit of the storage battery of the engine as the reference, and the no-load rotating speed is designed to be maximally separated from the rotating speed accessory in the starting process of the engine, so that the ratio of the torque coefficient and the counter potential coefficient of the starting motor is optimal, the material utilization rate of the motor can be improved to the greatest extent, and the volume weight is optimized. And meanwhile, the optimal current amplitude limiting value is determined through repeated iteration of the phase current amplitude limiting value to the heat load and the bus current peak value. Finally, by means of function fitting of an engine load curve and combination of key parameter variable relations in the starting process, the key parameter curve in the whole starting process can be drawn by means of solving a plurality of time variable nonlinear equations or a software simulation method, and starting time and performance characteristics can be visually determined. The problems that the performance of the starting motor can not be predicted when the starting motor is started with the engine turbine load and the bus current is easy to be out of tolerance are solved, the starting time is ensured, and the ignition success rate of the engine is improved.

Claims (9)

1. A starting motor optimization design method based on engine load matching is characterized in that: the method comprises the following steps:
firstly, modeling preliminarily: establishing a brushless direct current motor preliminary model according to the parameter requirements of an electrical system of an engine;
secondly, determining the no-load working condition: analyzing the no-load working condition of the motor by adopting an electromagnetic finite element field path coupling method according to the rated voltage value;
adjusting the moment coefficient to be optimal: judging no-load rotation speed n0Maximum disengagement speed n of starting motor in ignition starting process of engineTIf the ratio is smaller than the preset low value or larger than the preset high value, returning to the step II after trying to change the parameters, and if the ratio is between the preset low value and the preset high value, entering the step IV; changing the parameters to change the magnetic conductive material and/or adjust the main electromagnetic parameters;
setting a load torque time relation: calculating a phase current amplitude limiting value, and fitting and calculating engine turbine load data and a rotating speed relation parameter, thereby calculating engine turbine load torque and obtaining the characteristic that the engine turbine load torque changes along with the rotating speed;
calculating the starting performance: and calculating starting performance parameters by using finite element simulation and checking to obtain determined main electromagnetic parameters and phase current limiting values.
2. The method for optimally designing a starter motor based on engine load matching as recited in claim 1, wherein: the main electromagnetic parameters are adjusted by at least one of reducing the number of slots, reducing the number of poles, reducing the number of turns of coils, reducing the diameter of an armature, increasing an air gap and reducing the length of the armature.
3. The method for optimally designing a starter motor based on engine load matching as recited in claim 1, wherein: in the fifth step, the starting performance parameters comprise the engine turbine rotating speed value, the motor bus current value, the turbine load value and the motor output electromagnetic torque value.
4. The method for optimally designing a starter motor based on engine load matching as recited in claim 1, wherein: in the fourth step, the phase current limiting value is calculated, and the heat load of the computer is less than 960A through calculation2mm3The phase current limit value with the highest output torque is obtained.
5. The method for optimally designing a starter motor based on engine load matching as recited in claim 1, wherein: in the step IV, a polynomial fitting mode is adopted for fitting calculation.
6. The method for optimally designing a starter motor based on engine load matching as recited in claim 3, wherein: the engine turbine speed value is calculated by integrating the mechanical angular acceleration of the engine turbine over time.
7. The method for optimally designing a starter motor based on engine load matching as recited in claim 3, wherein: the motor bus current value is equivalently calculated by adopting the following formula:
Figure FDA0003650877010000021
wherein U is rated voltage of the storage battery in the engine room, RDCIs a cable resistance, R1And L1Respectively a phase resistance and a phase inductance of the motor, fkFor the switching frequency of the power tube, p is the number of pole pairs of the motor, psimIs the motor phase winding flux linkage.
8. The method for optimally designing a starter motor based on engine load matching as recited in claim 5, wherein: the polynomial fitting adopts an interpolation method to fit after the curve is smoothed, and the fitting order is more than three orders.
9. The method for optimally designing a starter motor based on engine load matching as recited in claim 1, wherein: the preset low value is 1.05 and the preset high value is 1.10.
CN202210542752.5A 2022-05-18 2022-05-18 Starting motor optimization design method based on engine load matching Pending CN114785207A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202210542752.5A CN114785207A (en) 2022-05-18 2022-05-18 Starting motor optimization design method based on engine load matching

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202210542752.5A CN114785207A (en) 2022-05-18 2022-05-18 Starting motor optimization design method based on engine load matching

Publications (1)

Publication Number Publication Date
CN114785207A true CN114785207A (en) 2022-07-22

Family

ID=82409516

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202210542752.5A Pending CN114785207A (en) 2022-05-18 2022-05-18 Starting motor optimization design method based on engine load matching

Country Status (1)

Country Link
CN (1) CN114785207A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115263742A (en) * 2022-08-01 2022-11-01 西安陕鼓动力股份有限公司 Method for determining compressor under-pressure starting resistance moment through actual measurement and program product

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115263742A (en) * 2022-08-01 2022-11-01 西安陕鼓动力股份有限公司 Method for determining compressor under-pressure starting resistance moment through actual measurement and program product
CN115263742B (en) * 2022-08-01 2023-11-21 西安陕鼓动力股份有限公司 Method and program product for determining starting resistance moment of compressor under pressure through actual measurement

Similar Documents

Publication Publication Date Title
CN110212710B (en) Design method of permanent magnet synchronous motor for vehicle
Kioskeridis et al. Optimal efficiency control of switched reluctance generators
Kang et al. Direct torque control of induction machine with variable amplitude control of flux and torque hysteresis bands
Hu et al. Direct active and reactive power regulation of DFIG using sliding-mode control approach
Mademlis et al. Optimizing performance in current-controlled switched reluctance generators
CN104811115A (en) Quasi-proportional resonance control-based permanent magnet synchronous motor parameter identification system and method
EP3306809B1 (en) Wind power generator vibration inhibition method and device
Ding Comparative study on dual-channel switched reluctance generator performances under single-and dual-channel operation modes
CN114785207A (en) Starting motor optimization design method based on engine load matching
CN104779747A (en) Systematic design method for alternating current permanent magnet generator under control of PWM rectifier
CN105577065A (en) Brushless doubly-fed motor asynchronous starting method and apparatus
Yuan et al. The stator slot-type optimization of electrical excitation flux-switching motor and its maximum torque/copper loss control
CN113676095B (en) Current cooperative control method of electric excitation doubly salient motor driving and charging integrated system
CN111900909B (en) Control method of airplane starting and generating integrated motor
Van der Geest et al. Design and testing of a high-speed aerospace permanent magnet starter/generator
Kumar et al. Event-triggered Speed Control of Permanent Magnet Synchronous Motor
CN107425763A (en) A kind of aviation multi-stag electric excitation synchronous motor torque ripple minimization method
CN105140969B (en) A kind of pump-storage generator under pumping operation mode and network parameters setting method
Sun et al. Characteristics testing and torque control of switched reluctance machine in aero-engine shaft-line-embedded starter/generator
Ruba et al. Analysis of synchronous reluctance machine for light electric vehicle applications
Lin et al. Analysis and control of a dual-stator hybrid excitation synchronous wind generator
Goswami et al. High performance induction machine drive using rotor field oriented control
CN107612042B (en) Synchronous phase modulator starting grid-connected circuit based on pre-access large impedance and control method
Xia et al. Direct Torque control of hybrid excitation permanent magnet synchronous motor
CN104113250A (en) Electrically-excited fan shaft system resonance suppression method and device

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination