WO2016079473A1 - Appareil et procédé de commande d'intensité de courant dans un compresseur d'alimentation électrique - Google Patents

Appareil et procédé de commande d'intensité de courant dans un compresseur d'alimentation électrique Download PDF

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Publication number
WO2016079473A1
WO2016079473A1 PCT/GB2015/053396 GB2015053396W WO2016079473A1 WO 2016079473 A1 WO2016079473 A1 WO 2016079473A1 GB 2015053396 W GB2015053396 W GB 2015053396W WO 2016079473 A1 WO2016079473 A1 WO 2016079473A1
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WO
WIPO (PCT)
Prior art keywords
motor
speed
function
target speed
adjusted target
Prior art date
Application number
PCT/GB2015/053396
Other languages
English (en)
Inventor
Guillaume SALMON
Original Assignee
Valeo Air Management Uk Limited
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 Valeo Air Management Uk Limited filed Critical Valeo Air Management Uk Limited
Priority to EP15794628.6A priority Critical patent/EP3221959A1/fr
Publication of WO2016079473A1 publication Critical patent/WO2016079473A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/16—Other safety measures for, or other control of, pumps
    • 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
    • H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
    • H02P23/0004—Control strategies in general, e.g. linear type, e.g. P, PI, PID, using robust control
    • 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
    • H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
    • H02P23/04—Arrangements or methods for the control of AC motors characterised by a control method other than vector control specially adapted for damping motor oscillations, e.g. for reducing hunting
    • 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
    • H02P25/08—Reluctance motors
    • H02P25/0805—Reluctance motors whereby the speed is regulated by measuring the motor speed and comparing it with a given physical value
    • 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
    • H02P7/00—Arrangements for regulating or controlling the speed or torque of electric DC motors
    • H02P7/02—Arrangements for regulating or controlling the speed or torque of electric DC motors the DC motors being of the linear type
    • 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
    • H02P7/00—Arrangements for regulating or controlling the speed or torque of electric DC motors
    • H02P7/03—Arrangements for regulating or controlling the speed or torque of electric DC motors for controlling the direction of rotation of DC motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B2037/122—Control of rotational speed of the pump

Definitions

  • the present invention relates to electric supercharg in particular electric superchargers including switched reluctance motors.
  • control system 101 receives an input, setting the target speed 102 of the motor in the supercharger.
  • This target speed 102 is determined by a control system for the engine (for example in response to the throttle position) .
  • the control system for the engine is not shown in Figure 1.
  • the target speed 102 is compared to the actual speed 104 of the motor, to produce a speed error.
  • the speed error 104 is received by a proportional integral (PI) controller 103.
  • PI controller 103 determines the appropriate torque for changing the speed of the motor from its actual speed 104 towards the target speed 102.
  • the torque determined by the PI controller is referred to as the "torque demand" 106.
  • the control system 101 compares the magnitude of the torque demand 106 to a torque cap 108. If the magnitude of the torque demand 106 is greater than the torque cap 108, the torque demand 106 is reduced to the value of the cap. The torque, once checked against the maximum torque cap, is re-labelled and is referred to as the "torque set point" 110. If the magnitude of the torque demand 106 is less than the torque cap 108, the magnitude of the torque demand 106 remains unchanged (but it is nonetheless re ⁇ labelled as the torque set point 110) .
  • the behaviour of the torque cap 108 is often referred to as a "full-load curve".
  • the full load curve 108 is determined by the torque above which the current starts to approach potentially damaging levels, or otherwise needs to be capped (for example to control electrical power consumption) . It is therefore the torque above which the supercharger is not permitted to operate. Therefore, if at any point, the torque demand 106 in the control system of Figure 1 is greater than the torque cap 108, it will automatically be reduced to that cap .
  • a full-load curve 108 corresponds to a specific current peak limitation. It may be desirable to provide a plurality of different peak current limitations (for example to offer more flexibility in the current consumption by the motor) .
  • the system of Figure 1 therefore has several full-load curves 108, each corresponding to a different current limitation. The particular full load curve 108 to use, is selected in dependence of the peak current limitation.
  • Torque set point maps 105 are used to obtain the input values of each of these control variables required to achieve a particular torque set point 110.
  • the current is supplied to a switched reluctance motor. This motor input gives rise to a physical response 111, creating a new actual speed 104. This actual speed 104 is fed back into the control system 101 and compared to the target speed 102, and the above-mentioned steps are repeated.
  • Electric superchargers tend to operate at high speeds (e.g. 50,000+ rpm) .
  • the torque set point is often limited by the
  • FIG. 2 is a graph showing variation in target speed 102, actual motor speed 104, electrical current 112, torque setpoint 110 and the full load curve 108 as the supercharger motor controlled by the control system of Figure 1 is accelerated from 5000rpm to a target speed of 52000 rpm (for clarity, only y-axis values of speed are shown) .
  • the full load curve 108 limits the torque set point during the first acceleration phase due to inertial forces, but then the torque set point 110 is below the max torque cap 108 (i.e. full load curve) during the second phase of the acceleration.
  • each of the full-load curves 108 able to be used by the system are empirically determined.
  • the process of empirically determining each curve can be time-consuming.
  • the system still only provides a finite number of peak current limits (each full-load curve corresponding to a particular limit) . This can restrict the system's flexibility which may be undesirable for some users (e.g. automotive manufacturers) who may want to tailor the supercharger to specific current usage at specific times.
  • a method of controlling a motor in an electric supercharger when instructed to increase the speed of the motor to a target speed comprising the steps of repeatedly :
  • the adjusted target speed is calculated as a function of the time elapsed since the instruction to increase the speed, the function being such that, over a response time, the adjusted target speed approaches the target speed.
  • the present invention recognises that by providing an adjusted target speed (rather than aiming directly for the target speed) , the response of the motor can be controlled. More specifically, by calculating the adjusted target speed as a function of the time elapsed since the instruction to increase the speed, the adjusted target speed can be
  • the behaviour of the function is preferably selectable.
  • the method may comprise the step of selecting the behaviour of the function.
  • the method enables the response time to be
  • the response time typically correlates with the peak current drawn by the motor (the faster the response, the higher the peak current and vice versa) , and thus the behaviour of the function may be selected such that the peak current supplied to the motor remains below the peak current threshold.
  • the method may comprise the step of receiving a peak current threshold signal. The behaviour of the function may be selected such that the peak current supplied to the motor remains below the peak current
  • the behaviour of the function may be selected in dependence on the amount of power available in a power source.
  • the power source is preferably the power source for powering the motor.
  • the power source may, for example be a battery or ultracapacitor.
  • the function may comprise a filter-function having a time constant.
  • the behaviour of the function is preferably
  • Filter- functions having time-constants are well known per se. Such a filter function typically has a behaviour governed by the term (1 - e ⁇ t/T ) where t is the time elapsed (e.g. since instructed to increase speed) and ⁇ is the time constant.
  • the function may be such that the adjusted target speed is calculated as the target speed x (1 - e ⁇ t/T ) .
  • the time constant is selectable to determine the behaviour of the function.
  • the behaviour of the function can be selected based on a plurality, more preferably a multiplicity, or even an infinite number of possible time constants.
  • the invention may be particularly advantageous in methods in which a full-load curve is used when determining the torque set-point.
  • the step of determining the torque set-point may comprise (a) determining the magnitude of a torque-demand required to change the speed of the motor from the actual speed towards the adjusted target speed, (b) imposing a torque cap on the torque-demand required, and (c) converting the torque-demand required, once capped, into a torque set-point.
  • the torque cap may be based on a torque cap behaviour
  • the system may comprise a single torque cap (the plurality of torque caps may be unnecessary by virtue of the advantages provided by the invention) .
  • the motor is an electric motor.
  • the motor may be a permanent magnet motor.
  • the motor may be a switched- reluctance motor (SRM) .
  • SRM switched- reluctance motor
  • the invention may be particularly advantageous in methods in which the motor is either a
  • switched reluctance motor or a PM motor because these motors can experience high peak currents (for example shortly after the current is switched ON in an SRM) .
  • a control system for controlling a motor in an electric supercharger when instructed to increase the speed of the motor to a target speed, the system comprising: a processor configured to calculate an adjusted target speed;
  • system is arranged to determine a torque set-point for changing the speed of the motor from the actual speed towards the adjusted target speed, and is arranged to supply electrical current to the motor dependent on said torque set point,
  • the processor is configured to calculate the adjusted target speed using a function of the time elapsed since the instruction to increase the speed, the function being such that, over a response time, the adjusted target speed
  • the response of the motor can be controlled. More specifically, by providing a processor configured to calculate an adjusted target speed using a function of the time elapsed since the instruction to increase the speed, the response of the motor can be controlled. More specifically, by
  • the adjusted target speed can be controlled to gradually approach the target speed. This can be used to control the peak current supplied to the motor, thereby negating the need for multiple, bespoke, full-load curves.
  • the behaviour of the function is preferably selectable.
  • the behaviour of the function may be selectable from a
  • the multiplicity of behaviours may be such that for each behaviour the peak current supplied to the motor remains below a respective peak current
  • the function may comprise a filter-function having a time constant.
  • the behaviour of the function may be determined by the magnitude of the time constant.
  • the system may comprise a memory module comprising a multiplicity of time constants.
  • the time constant may be selectable from the memory module, each time constant being such that the peak current supplied to the motor remains below a respective peak current
  • the memory module may comprise a lookup table comprising a plurality of time
  • the system is preferably arranged to determine the actual speed of the motor.
  • the system preferably comprises a speed- measuring module configured to determine the difference between the adjusted target speed and the actual speed of the motor .
  • an electric supercharger comprising a motor and a control system as described herein with reference to the other aspects of the invention.
  • supercharger is preferably a switched reluctance motor.
  • the supercharger may be arranged to supply an internal combustion engine with a compressed charge.
  • the motor is preferably arranged to drive a compressor element (such as a compressor wheel) .
  • the engine is preferably for use in an automobile.
  • the engine is preferably a relatively small capacity engine.
  • the engine is preferably 4 litres or less, more preferably 3 litres or less, and yet more preferably 2 litres or less) .
  • the engine may be in an automobile.
  • the automobile may be less than 3.5 tonnes, and more preferably less than 2 tonnes.
  • any features described with reference to the method of controlling a motor according to the first aspect of the invention may be equally applicable to the control system of the second aspect and vice-versa.
  • Figure 1 is a schematic showing a previously-suggested control system
  • Figure 2 shows the full load curve, torque set point, target speed, electrical current and motor speed during use of a supercharger controlled by the system of Figure 1 ;
  • FIG. 3 is a schematic showing a control system
  • Figure 4 is a schematic showing the logic in a processor for providing the adjusted target speed in Figure 3;
  • Figure 5 is a schematic showing other logic in the processor for providing the adjusted target speed in Figure 3;
  • Figure 6 is a graph showing the speed response of the motor when using the system of Figure 3 with ten different time constants
  • Figure 7 is a graph showing the current response in the motor corresponding when using each of the ten time constants
  • Figure 8 is a graph showing the variation in peak current and response time for each of the ten time constants.
  • Figure 9 is a schematic showing the logic in a processor for providing the adjusted target speed, in an embodiment according to a second embodiment of the invention. Detailed Description
  • a control system 101 receives a target speed 102, and calculates a speed error by comparing the target speed with the actual speed.
  • a PI controller 103 determines the appropriate torque for changing the speed of the motor from its actual speed 104 towards the target speed 102 (i.e. the "torque demand" 106) .
  • the system 101 applies a full load curve 108, which in this example is a constant torque cap. This torque cap is the torque at which a pre-determined maximum peak current is obtained when accelerating the motor. The torque cap 108 ensures this maximum peak current is not exceeded.
  • the torque set point 110 matches the torque cap 108 during the whole time the current is supplied (0 to 1.6 seconds) .
  • the current rises sharply to a peak (at around 0.3 seconds) and then settles once the compressor wheel has been accelerated.
  • the magnitude of the peak current is determined by the full- load curve as this determines the torque set point.
  • each of the full-load curves 108 able to be used by the system are empirically determined.
  • the process of empirically determining each curve 108 can be time-consuming.
  • the system still only provides a finite number of peak current limits (because each full-load curve corresponds to a particular limit) . This can restrict the system's flexibility which may be undesirable for some users (e.g.
  • FIG 3 is a schematic of a control system 1 according to a first embodiment of the invention, which seeks to address the above-mentioned drawbacks.
  • control system 1 is the same as that in Figure 1 except for the differences described below.
  • control system further includes a processor 7 arranged to receive the target speed signal 2.
  • the processor 7 is configured to adjust this target speed 2 to an adjusted target speed 13, prior to it being compared to the actual speed 2.
  • control system 1 can more gradually increase the motor speed towards the target speed 2. This, in turn, may reduce the peak current drawn by the motor.
  • the processor 7 executes the control logic in Figure 4 to adjust the target speed.
  • the processor 7 receives the target speed (RPM_REQ) 9 and the speed at boost start (RPM_BOOST_START ) 17.
  • the processor 7 also receives the time since the speed increase was instructed (TIME_SINCE_BOOST) 19 and a time-constant (TIME_CSTE) 15.
  • RPM_REQ_FLT ( (RPM_REQ- RPM_BOOST_START ) (1- EXP (- Time Since Boost/ Time cste) ) + RPM BOOST START
  • the processor 7 thus calculates the adjusted target speed 21 using a function of the time elapsed since the instruction to increase the speed 19. More specifically, in the first embodiment, the function applied by the processor 7 comprises the filter function (l-e ⁇ t/T ) . This filter function has a time constant 15 such that over a response time, the adjusted target speed 21 gradually
  • time constant 15 For different values of time constant 15, the response of the system will differ. Broadly speaking, the smaller the time constant 15, the less the target speed 2 will be lowered after each loop of the control system 1, so the faster the response time. Equally, the larger the time constant 15, the more the target speed 2 will be adjusted after each loop, so the slower the response time.
  • Figure 6 shows the speed response (i.e. actual speed 2 of the motor against time) for ten different values of time constant 15 (labelled PI - P10) .
  • time constant 15 labelled PI - P10
  • control system 1 of the first embodiment comprises a memory module 23 comprising a lookup table containing the ten time constants 15 (P1-P10) and the peak currents corresponding to each of them (i.e. the data shown in Figure 8) .
  • the data in the memory module 23 is accessible by the processor 7.
  • the processor 7 receives a peak current threshold signal 25 from the engine control system (not shown) .
  • This peak current threshold 25 is determined by the engine control system and is dependent on the power available to the engine (for example, it may depend on the magnitude of electrical power consumption from other systems in the
  • the processor 7 selects a time constant 15, from the memory module 23, corresponding to the generation of that peak current threshold 25. Where the memory module does not hold data on the exact peak current threshold received, the processor interpolates between the nearest data above and below the requested peak current threshold, to select an interpolated time constant.
  • Figure 5 is a second part of the logic in the processor 7. This is bypass-logic that is used in the event that either the time constant 15 or the time since the speed increase was instructed 13 are zero. If either of these are zero, the logic of Figure 4 is bypassed and the logic of Figure 5 is used such that the adjusted target speed 21 equals the target speed 9.
  • Figure 9 shows the logic in a processor 207 in a second embodiment of the invention.
  • the other features in the second embodiment, which are not shown in Figure 9, are substantially identical to the first embodiment.
  • the processor 7 does not receive a signal relating to the speed at boost start.
  • control logic just performs the following control process to calculate an adjusted target speed (RPM_REQ_FLT ) 221 :
  • RPM_REQ_FLT ( (RPM_REQ) (1- EXP ( -Time_Since_Boost/
  • control system in the second embodiment thus also calculates an adjusted target speed as a function of the time elapsed since the instruction to increase the speed.
  • the filter function is such that, over a response time, the adjusted target speed approaches the target speed.
  • time constant 215 is selected from the lookup table 223 in dependence on a max current demand signal 225.
  • the behaviour of the function can thus be selected to tailor the peak current in the motor (simply by using a different time constant) .

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

Abstract

L'invention concerne un procédé de commande d'un moteur dans un compresseur d'alimentation électrique lorsqu'il est commandé à celui-ci d'augmenter la vitesse du moteur pour atteindre une vitesse cible (2), ce procédé comprenant les étapes suivantes, consistant à, de manière répétée : (i) calculer une vitesse cible réglée (13) ; (ii) déterminer la différence entre la vitesse cible réglée (13) et la vitesse réelle (4) du moteur ; (iii) déterminer une valeur de consigne du couple (10) pour changer la vitesse du moteur, de la vitesse réelle (4) à la vitesse cible réglée (13), et (iv) fournir le courant électrique au moteur en fonction de ladite valeur de consigne du couple (10). La vitesse cible réglée (13) est calculée en tant qu'une fonction du temps écoulé depuis la commande d'augmentation de la vitesse, cette fonction étant telle que, sur un temps de réponse, la vitesse cible réglée (13) se rapproche de la vitesse cible (13).
PCT/GB2015/053396 2014-11-20 2015-11-09 Appareil et procédé de commande d'intensité de courant dans un compresseur d'alimentation électrique WO2016079473A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP15794628.6A EP3221959A1 (fr) 2014-11-20 2015-11-09 Appareil et procédé de commande d'intensité de courant dans un compresseur d'alimentation électrique

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1420632.0 2014-11-20
GB1420632.0A GB2536605B (en) 2014-11-20 2014-11-20 An apparatus and method for controlling current in an electric supercharger

Publications (1)

Publication Number Publication Date
WO2016079473A1 true WO2016079473A1 (fr) 2016-05-26

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EP (1) EP3221959A1 (fr)
GB (1) GB2536605B (fr)
WO (1) WO2016079473A1 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
CN108471198A (zh) * 2018-04-26 2018-08-31 北京建筑大学 一种开关磁阻电机及其控制方法、装置和系统

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DE102017220404A1 (de) * 2017-11-15 2019-05-16 Robert Bosch Gmbh Verfahren und Vorrichtung zur Drehzahlregelung einer elektrisch betriebenen Aufladeeinrichtung für einen Verbrennungsmotor

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US20030140905A1 (en) * 2002-01-31 2003-07-31 Michael Nau Method and arrangement for controlling a charger
JP2011032990A (ja) * 2009-08-05 2011-02-17 Mitsubishi Motors Corp 電動過給装置
CN103888045A (zh) * 2014-03-19 2014-06-25 中国矿业大学 一种开关磁阻电机速度与加速度双闭环控制方法

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JP3912131B2 (ja) * 2002-02-18 2007-05-09 トヨタ自動車株式会社 過給圧制御装置
EP1357275A1 (fr) * 2002-04-26 2003-10-29 Visteon Global Technologies, Inc. Modélisation thermique d'un moteur à réluctance commuté pour entraíner un compresseur de suralimentation d'un moteur à combustion interne
KR101493809B1 (ko) * 2011-04-08 2015-02-16 가부시키가이샤 아이에이치아이 전동 어시스트 과급기와 그 제어 방법

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030140905A1 (en) * 2002-01-31 2003-07-31 Michael Nau Method and arrangement for controlling a charger
JP2011032990A (ja) * 2009-08-05 2011-02-17 Mitsubishi Motors Corp 電動過給装置
CN103888045A (zh) * 2014-03-19 2014-06-25 中国矿业大学 一种开关磁阻电机速度与加速度双闭环控制方法

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108471198A (zh) * 2018-04-26 2018-08-31 北京建筑大学 一种开关磁阻电机及其控制方法、装置和系统
CN108471198B (zh) * 2018-04-26 2023-07-28 北京建筑大学 一种开关磁阻电机控制方法、装置、系统和控制器

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Publication number Publication date
GB2536605B (en) 2020-10-07
GB201420632D0 (en) 2015-01-07
EP3221959A1 (fr) 2017-09-27
GB2536605A (en) 2016-09-28

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