CN114499035A - Electric steering engine system directly driven by outer rotor permanent magnet synchronous motor - Google Patents
Electric steering engine system directly driven by outer rotor permanent magnet synchronous motor Download PDFInfo
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
- H02K11/20—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for measuring, monitoring, testing, protecting or switching
- H02K11/21—Devices for sensing speed or position, or actuated thereby
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
- H02K11/20—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for measuring, monitoring, testing, protecting or switching
- H02K11/21—Devices for sensing speed or position, or actuated thereby
- H02K11/215—Magnetic effect devices, e.g. Hall-effect or magneto-resistive elements
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
- H02K11/30—Structural association with control circuits or drive circuits
- H02K11/33—Drive circuits, e.g. power electronics
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/06—Means for converting reciprocating motion into rotary motion or vice versa
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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
- H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
- H02P6/08—Arrangements for controlling the speed or torque of a single motor
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Abstract
The invention relates to an electric steering engine system directly driven by an outer rotor permanent magnet synchronous motor, which comprises a control board assembly and four transmission mechanisms, wherein the control board assembly is arranged on the outer rotor permanent magnet synchronous motor; the control board assembly is used for respectively controlling the output torque of the four-way transmission mechanism and driving the four independent controlled control surfaces to rotate; the four transmission mechanisms have the same structure; each transmission mechanism is used for directly driving the controlled control surface through the permanent magnet synchronous motor; the control panel component is used for acquiring the rotation angles of the rotating shaft of the permanent magnet motor and the rotating shaft of the controlled control surface and feeding back the rotation angles to the control panel component; and the control board assembly is also used for converting the rotation angle of the rotating shaft of the controlled control surface into corresponding angular displacement information and angular velocity information, converting the rotation angle of the rotating shaft of the permanent magnet motor into driving current information of the corresponding motor, and performing position, speed and current three-ring closed-loop control on the permanent magnet synchronous motor. The steering engine effectively controls the scale of a circuit, reduces the cost, adopts a decentralized design framework, and meets the requirements of compactness and light weight of the steering engine.
Description
Technical Field
The invention relates to the technical field of steering engines, in particular to an electric steering engine system directly driven by an outer rotor permanent magnet synchronous motor.
Background
The steering engine servo driving system is a typical position servo system as an execution component of a flight attitude control system of airplanes, missiles and the like. The electric steering engine is an electromechanical integrated component, an electric part of the electric steering engine comprises a main power circuit, a control circuit and an auxiliary source circuit, and a mechanical part of the electric steering engine comprises a motor, a coupler, a speed reducer and a control surface load simulator. Along with the rapid development of aerospace technology in recent years, missile steering engines are promoted to greatly advance towards the direction of miniaturization, light weight, low cost, high precision and high response, so that the application of electric steering engines in flying missiles is further accelerated.
At present, a brushless direct current motor (BLDC) is used as a power source of many electric steering engines, but the torque ripple of the BLDC is large, and a speed reducer is required to reduce the speed of the output of the BLDC, which results in a complicated structural design and high difficulty in the transfer work, and limits the application of the BLDC in a servo system.
Disclosure of Invention
In view of the above analysis, the present invention aims to provide an electric steering engine system directly driven by an outer rotor permanent magnet synchronous motor; the problem that direct current motor brought as electronic steering wheel power source is solved.
The invention discloses an electric steering engine system directly driven by an outer rotor permanent magnet synchronous motor, which comprises a control board assembly and four transmission mechanisms, wherein the control board assembly is arranged on the outer rotor permanent magnet synchronous motor;
the control board assembly is used for respectively controlling the output torque of the four-way transmission mechanism and driving four independent controlled control surfaces to rotate;
the four transmission mechanisms have the same structure; each transmission mechanism is used for directly driving the controlled control surface through the permanent magnet synchronous motor; the control panel component is used for acquiring the rotation angles of the rotating shaft of the permanent magnet motor and the rotating shaft of the controlled control surface and feeding back the rotation angles to the control panel component;
the control board assembly is also used for converting the rotation angle of the rotating shaft of the controlled control surface into corresponding angular displacement information and angular velocity information, converting the rotation angle of the rotating shaft of the permanent magnet motor into driving current information of the corresponding motor, and performing position, speed and current three-ring closed-loop control on the permanent magnet synchronous motor.
Furthermore, each transmission mechanism comprises a permanent magnet synchronous motor, a lead screw, a ball mechanism, a shifting fork column and a sleeve;
the permanent magnet synchronous motor is an outer rotor flat permanent magnet synchronous motor; the stator and the winding of the permanent magnet synchronous motor are fixed on an upper fixed cover plate of the motor mounting frame; the motor outer rotor and the magnetic steel are positioned outside the motor stator and the winding and are coaxial with the motor stator and the winding;
the lead screw is fixed on the magnetic steel and is coaxial with the outer rotor of the motor; a ball mechanism is sleeved outside the screw rod, a shifting fork is fixed on the ball mechanism, and the direction of the shifting fork is vertical to the radial direction of the screw rod;
the motor outer rotor and the magnetic steel drive the screw rod to rotate, and the ball mechanism converts the rotation of the screw rod into linear movement so that the shifting fork linearly moves along the radial direction of the screw rod;
the sleeve is rigidly connected with the controlled control surface rotating shaft, and the shifting fork column is arranged on the sleeve; the shifting fork column is matched with the shifting fork, so that the linear movement moment of the shifting fork is converted into a rotating moment to drive the control surface to rotate along the rotating shaft of the control surface.
Furthermore, each transmission mechanism also comprises a shifting fork guide rail parallel to the lead screw, the shifting fork guide rail is connected with a shifting fork, and the moving direction of the shifting fork is limited to be parallel to the lead screw.
Furthermore, each transmission mechanism also comprises an angle measuring assembly, and the rotation angles of the rotating shaft of the permanent magnet motor and the rotating shaft of the controlled control surface are respectively measured in a non-contact type magnetoelectric transmission mode.
Further, the angle measurement assembly includes a first angular displacement sensor and a second angular displacement sensor;
the first magnetic encoder of the first angular displacement sensor is arranged at a position close to the magnetic steel and used for acquiring the magnetic field change of the magnetic steel when the motor rotates and measuring the rotating angle of the rotating shaft of the motor;
the second angular displacement sensor comprises a magnetic strip and a second magnetic encoder; the magnetic strips are arranged on the outer edge of the sleeve in a semicircular mode, the second magnetic encoder is arranged at a position close to the magnetic strips and used for collecting the magnetic field change of the magnetic strips rotating together with the control surface rotating shaft when the controlled control surface rotates and measuring the rotating angle of the controlled control surface rotating shaft.
Furthermore, the magnetic strip is a multi-pole magnetic grid and comprises a magnet with a plurality of magnetic poles, and the second magnetic encoder is a multi-pole magnetic encoder; measurement of each pole of the multipole magnetic grid by the second magnetic encoder results in position data with 12-bit accuracy.
Further, the control board assembly comprises a main control board and four driving boards;
the main control board is connected with the four driving boards respectively; the system is used for carrying out interruption management, command data management, angular displacement sensor algorithm operation, uploading steering engine telemetering data and executing steering engine fault item real-time monitoring and protection measures;
each drive plate corresponds to the permanent magnet synchronous motor of each transmission mechanism and is used for collecting data of a magnetic encoder, receiving control quantity data of the main control plate, judging the electrical angle of the permanent magnet synchronous motor and controlling the driving and rotation of the motor.
Further, the controller core of the main control board is TMS320C28346, and an rts2800fpu32fast _ supplement.lib library is loaded; the peripheral XINTF is matched with a low-voltage 1553B chip BU64843 to be used for carrying out high-speed serial communication of the whole steering engine to the outside; the peripheral CAN is matched with a communication chip SN65HVD230 for sending control surface angle instructions with the drive plate and receiving feedback of control surface mechanical angles and control surface moment loads; the peripheral SCI is matched with a communication chip ADM2587E and is used for telemetering and isolating signal transmission of steering engine data; the peripheral SPI is matched with the digital temperature sensor chip ADT7320 to realize the temperature compensation of the electrical execution efficiency.
Further, the drive board integrated motor driver processor STM32F 401; the peripheral CAN is matched with a communication chip SN65HVD230 for receiving a control surface angle instruction with a main control board and feeding back and sending a steering engine rotation mechanical angle and a control surface moment load; the peripheral SPI is matched with a first magnetic encoder AS5048A to acquire angle information of a single-pole magnetic encoder and is used for identifying the electrical angle of a motor rotor, and the peripheral SPI is matched with a second magnetic encoder AS5311 to acquire angle information of a multi-pole magnetic encoder and acquire the rotation angle of a control surface rotating shaft; and the peripheral PWM is matched with a DRV8313 half H-bridge power chip and is used for amplifying the power of the motor. The peripheral SPI is matched with an analog-to-digital conversion chip AD7124-4 to acquire a resistance type temperature and pressure sensor; the address dial switch adopts the up-down pulling of GPIO pin to distinguish the unique ID of four motors.
Further, the drive board executes an FOC control algorithm of the motor: collecting electric angle data of the motor, receiving control quantity data, and performing Clark forward/inverse transformation, Park forward/inverse transformation, PI controller and SVPWM signal generation.
The invention has the following beneficial effects:
the steering engine utilizes the permanent magnet synchronous motor as a power source of the steering engine, and has the advantages of high power factor, high torque/weight ratio, easiness in heat dissipation and convenience in maintenance.
Adopting a non-contact magnetoelectric sensor: compared with the traditional potentiometer mode, the operational amplifier, the analog-digital converter and the positive and negative direct current power supply are omitted, and the abrasion of the contact type sensor is avoided; compared with the traditional rotary transformer, the alternating current excitation power supply, the RDC conversion chip, the positive and negative direct current power supply and the complex sine and cosine output signal wiring relation are omitted, the scale of the circuit is effectively controlled, the reliability is improved, and the cost is reduced.
The power-driven decentralized design framework of the motor is adopted, the ARM realizes the FOC control algorithm of the permanent magnet synchronous motor, the DSP is in charge of the PID control algorithm of the control surface, the calculation burden of the other side is shared by the assistance work of different processors, and the requirements of compactness and light weight of the steering engine are met.
Drawings
The drawings are only for purposes of illustrating particular embodiments and are not to be construed as limiting the invention, wherein like reference numerals are used to designate like parts throughout.
FIG. 1 is a structural view of each transmission mechanism in the present embodiment;
fig. 2 is a detailed cross-sectional view of the internal structure of the electric steering engine system in the present embodiment;
FIG. 3 is a schematic top view of the electric steering engine system in this embodiment;
FIG. 4 is a schematic side view of the electric steering engine system in this embodiment;
FIG. 5 is a schematic view of angle conversion of the multipole magnetic encoder of the present embodiment;
FIG. 6 is a block diagram of the software and hardware system of the control board of the electric steering engine system in this embodiment;
fig. 7 is a schematic diagram of a drive plate in the present embodiment.
Reference numerals: the magnetic control steering engine comprises a main control board, 2 driving boards, 3 stators and windings, 4 motor outer rotors and magnetic steel, 5 lead screws, 6 ball mechanisms and shifting forks, 7 shifting fork guide rails, 8 shifting fork columns, 9 steering surface bodies, 10 steering surface rotating shafts, 11 magnetic stripes, 12 second magnetic encoders, 13 upper fixing cover plates of a motor mounting rack, 14 lower fixing cover plates of the motor mounting rack and 15 steering engine fixing mechanism supports.
Detailed Description
The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which form a part hereof, and which together with the embodiments of the invention serve to explain the principles of the invention.
The embodiment discloses an electric steering engine system directly driven by an outer rotor permanent magnet synchronous motor, which comprises a control panel and four transmission mechanisms;
the control panel and the four-way transmission mechanism form a 'one-control-four' structure, and the control panel and the four-way transmission mechanism respectively control the output torque of the four-way transmission mechanism to drive four independent controlled control surfaces to rotate;
the four transmission mechanisms have the same structure; each transmission mechanism directly drives a controlled control surface through a permanent magnet synchronous motor; the rotating angles of the rotating shaft of the permanent magnet motor and the rotating shaft of the controlled control surface are collected and fed back to the control board; the control board converts the rotation angle of the controlled control surface rotating shaft into corresponding angular displacement information and angular velocity information, converts the rotation angle of the permanent magnet motor rotating shaft into driving current information of a corresponding motor, and performs position, speed and current three-ring closed-loop control on the permanent magnet synchronous motor.
Specifically, as shown in fig. 1, each transmission mechanism includes a permanent magnet synchronous motor, a lead screw, a ball mechanism, a shifting fork column and a sleeve;
the permanent magnet synchronous motor is an outer rotor flat permanent magnet synchronous motor; the stator and the winding of the permanent magnet synchronous motor are fixed on the bottom surface of an upper fixed cover plate of the motor mounting frame; the motor outer rotor and the magnetic steel are positioned outside the motor stator and the winding and are coaxial with the motor stator and the winding; the magnetic steel shaft penetrates through the axis of the winding and is connected with the upper fixed cover plate bearing.
One end of the lead screw is fixed on the magnetic steel and is coaxial with the outer rotor of the motor, and the other end of the lead screw is connected with a lower fixed cover plate of the motor mounting rack through a bearing; a ball mechanism is sleeved outside the lead screw, a shifting fork is fixed on the ball mechanism, and the direction of the shifting fork is perpendicular to the radial direction of the lead screw;
and a shifting fork guide rail parallel to the screw rod is further included between the preferable upper fixed cover plate and the preferable lower fixed cover plate, the shifting fork guide rail is connected with the shifting fork, and the moving direction of the shifting fork is limited to be parallel to the screw rod.
The specific connection mode can be that holes are arranged on the shifting fork body, so that the shifting fork guide rail penetrates through the holes, and the shifting fork can freely move along the direction of the guide rail, or other connection modes capable of limiting the moving direction of the shifting fork are adopted.
The motor outer rotor and the magnetic steel drive the screw rod to rotate, and the ball mechanism converts the rotation of the screw rod into linear movement so that the shifting fork linearly moves along the radial direction of the screw rod;
the sleeve is rigidly connected with the rotating shaft of the controlled control surface, and the shifting fork column is arranged on the sleeve; the position of the shifting fork column is not overlapped with the controlled control surface rotating shaft, and when the controlled control surface rotating shaft rotates, the shifting fork column rotates around the controlled control surface rotating shaft.
The shifting fork post is matched with the shifting fork, the shifting fork post is positioned in a fork head of the shifting fork, and when the shifting fork moves linearly, the shifting fork shaft converts the torque of the linear movement of the shifting fork into a rotating torque to drive the control surface to rotate along the rotating shaft of the control surface.
Fig. 2 is a detailed cross-sectional view of the internal structure of the electric steering engine system.
The electric steering engine system of the embodiment directly connects the outer rotor flat permanent magnet synchronous motor with the controlled control surface through the lead screw and the shifting fork, does not need a speed reducing mechanism, and reduces the volume and the weight of the system. As shown in fig. 3 and 4, the controlled control surface is directly mounted on the outer carrier shell, and the carrier shell is used as an outer cabin of the steering engine, so that the volume and weight of the whole electric steering engine are reduced, and the design requirements of miniaturization, light weight and high integration of the electric steering engine are met.
The outer rotor permanent magnet synchronous motor is used as power output, and the size and the weight of the steering engine are reduced while the dynamic performance of the steering engine is improved by virtue of the advantages of high power factor and small torque pulsation. Fig. 2 is a convenient schematic drawing of a 12N14P permanent magnet synchronous motor.
Preferably, in this embodiment, a 24N26P flat outer rotor permanent magnet synchronous motor is adopted, the number of magnetic poles P used by the rotor is 26 poles, that is, 13 rotor magnetic pair stages, and the number of magnetic poles N used by the stator is 24 poles, that is, 12 stator magnetic pair stages. The following are satisfied: P/2-N/2 ═ 1; the number of the magnetic pole pairs P/2 of the rotor is odd; the number N/2 of the stator magnetic pole pairs is even; the number of the polar pairs N/2 of the stator coil winding can be evenly divided by 3, and the like, so that the cogging torque is effectively reduced, the starting torque of the motor is effectively reduced, and the electromagnetic torque can be effectively improved as the number of the polar pairs is more.
Each transmission mechanism further comprises an angle measuring assembly, and the rotation angles of the rotating shaft of the permanent magnet motor and the rotating shaft of the controlled control surface are respectively measured in a non-contact type magnetoelectric transmission mode.
Specifically, the angle measurement assembly comprises a first angular displacement sensor and a second angular displacement sensor;
the first magnetic encoder of the first angular displacement sensor is arranged at a position close to the magnetic steel and used for acquiring the magnetic field change of the magnetic steel when the motor rotates and measuring the rotating angle of the rotating shaft of the motor;
when the motor rotates, a unipolar radial magnetizing magnetic field is arranged inside the magnetic steel, so that the first magnetic encoder adopts a unipolar magnetic encoder;
specifically, the first magnetic encoder employs a magnetic encoder AS 5048A.
The second angular displacement sensor comprises a magnetic strip and a second magnetic encoder; the magnetic strips are arranged on the outer edge of the sleeve in a semicircular mode, the second magnetic encoder is arranged at a position close to the magnetic strips and used for collecting the magnetic field change of the magnetic strips rotating together with the control surface rotating shaft when the controlled control surface rotates and measuring the rotating angle of the controlled control surface rotating shaft.
Specifically, the magnetic stripe is a multi-pole magnetic grid and comprises a magnet with a plurality of magnetic poles, and the second magnetic encoder is a multi-pole magnetic encoder; measurement of each pole of the multipole magnetic grid by the second magnetic encoder results in position data with 12-bit accuracy.
The second magnetic encoder adopts a magnetic encoder AS5311, and magnetic pole position increment data repeatedly appearing in the rotation of the multi-pole magnetic grid is combined with increment output to obtain higher resolution.
The incremental output resolution can reach 12 bits per pair of poles, the moving speed can reach 650mm/s, and when the design is a multi-pair-pole arc magnetic ring with the diameter of 60mm, the resolution can reach 16 bits.
AS shown in fig. 5, in the moving process of the multi-pole magnetic grid, the hall element on the surface of the chip AS5311 moves through the sensing magnetic field, so AS to output sine and cosine voltage signals with an electrical angle difference of 90 °, the sine and cosine voltage signals are amplified by the built-in front-end amplifier and are transmitted to the built-in processor through analog-to-digital conversion, and the absolute position signal and the incremental position signal can be accurately output through operation. Meanwhile, the magnetic field intensity information can be output through the magINCN and the magDECn, so that the distance information between the chip and the magnetic strip can be obtained. The chip AS5311 is used for measuring the angle range of the control surface to be plus or minus 30 degrees.
According to the steering engine system, a single-pole magnetic encoder and a multi-pair-pole magnetic encoder are used for hybrid angle measurement, and the non-contact type magnetoelectric sensing characteristic is utilized, so that compared with a traditional potentiometer mode, an operational amplifier, an analog-to-digital converter and a positive and negative direct current power supply are omitted, and the abrasion of a contact type sensor is avoided; compared with the traditional rotary transformer, the induction of an alternating current excitation power supply, an RDC conversion chip, a positive direct current power supply, a negative direct current power supply and a complex sine and cosine output signal wiring relation are omitted, the scale of a circuit is effectively controlled, and the reliability and the cost are reduced.
Specifically, the control board assembly of the present embodiment includes a main control board and four drive boards;
the main control board is connected with the four driving boards respectively; the system is used for carrying out interruption management, command data management, angular displacement sensor algorithm operation, uploading steering engine telemetering data and executing steering engine fault item real-time monitoring and protection measures;
each drive plate corresponds to the permanent magnet synchronous motor of each transmission mechanism and is used for collecting data of a magnetic encoder, receiving control quantity data of the main control plate, judging the electrical angle of the permanent magnet synchronous motor and controlling the driving and rotation of the motor.
Preferably, the main control board adopts a circular top layer control circuit board framework; the main processor of the embodiment uses a TMS320C28346 chip of the C2800 series of TI company as a controller core, the performance of the processor is improved by two times compared with TMS320F28335, the working frequency is as high as 300MHz, a 256K single-cycle RAM memory is highly integrated, a Delfina floating-point controller provides possibility for high floating-point calculation requirement and advanced control algorithm, and the newly added rts2800fpu32fast _ support.lib library is twice as high as the traditional rts280fpu 32.lib library in operation capability. And the peripheral XINTF is matched with a low-voltage 1553B chip BU64843 to carry out high-speed serial communication of the whole steering engine to the outside. The peripheral CAN is matched with a communication chip SN65HVD230 to send control surface angle instructions and feed back and receive control surface rotating mechanical angles and control surface torque loads with an ARM. The peripheral SCI is matched with a communication chip ADM2587E to realize the telemetering isolation signal transmission of the steering engine data. The peripheral SPI is matched with the digital temperature sensor chip ADT7320 to realize the temperature compensation of the electrical execution efficiency.
As shown in fig. 6, the control software running on the main control board in the control board assembly implements the following functions: the main control board controller core processor is responsible for interrupt management (timing interrupt, external 1553B interrupt, CAN communication interrupt and SCI communication interrupt), instruction data management (external instruction data analysis, sensor data receiving and control quantity data sending), steering engine angular displacement sensor algorithm operation, uploading of steering engine remote measurement data (mechanism pressure of a steering engine, DSP controller temperature and bus voltage current), and executing real-time monitoring and protection measures of a steering engine fault item (mechanism limit, over-high speed, current overrun and temperature abnormity). The controller temperature acquisition part adopts a 16-bit resolution and ultralow temperature drift digital temperature sensor chip ADT7320 to acquire the environment temperature of the steering engine, and the temperature measurement range is from-20 ℃ to +105 ℃. The method is used for the proportional adjustment of the internal control parameters of the software, and the temperature compensation of the electrical execution efficiency is achieved.
The four driving plates are inductive permanent magnet synchronous motor driving plates, and each driving plate comprises a first magnetic encoder; each drive plate is respectively fixed on the top surface of an upper fixing cover plate of a motor mounting frame of each transmission mechanism, so that a first magnetic encoder included on the drive plate corresponds to the outer rotor of the motor and the magnetic steel, and magnetic field data of the magnetic steel can be collected. The STM32F401 chip of STM32 series of ST company is selected for use to the treater of drive plate integrated form integration motor driver, and this driver encapsulation is little, the low power dissipation, the peripheral hardware is abundant, is fit for integrating inside the finite space of motor. The peripheral CAN is matched with a communication chip SN65HVD230 to receive control surface angle execution instructions and send feedback of control surface mechanical rotation angles and control surface torque loads with the DSP. The peripheral SPI is matched with the magnetic encoder chip AS5048A to acquire angle information of the single-pole magnetic encoder, and the angle information is used for identifying the electric angle of the motor rotor. And the peripheral PWM cooperates with a DRV8313 half H-bridge power chip to amplify the power of the motor. The peripheral SPI is matched with an analog-to-digital conversion chip AD7124-4 to collect a resistance type temperature and pressure sensor, and a constant current source with adjustable range is arranged in the AD7124-4, so that a peripheral circuit of the temperature and pressure sensor is simplified. The driver temperature acquisition part, the surface of drive module pastes two-wire system's platinum resistance PT1000 and is used for measuring the temperature of power module, and the temperature measurement scope is 80 ℃ below zero- +150 ℃, avoids the temperature overheat, causes the power module to burn out. A force measuring strain gauge BHF1000-3EB of two wires is pasted between a control surface and a connecting shaft of a driver moment acquisition part and used for measuring the load condition of the control surface and avoiding irreversible damage to an actuating mechanism and an electric part due to overlarge external load. The address dial switch adopts the up-down pulling of GPIO pin to distinguish the unique ID of four motors.
As shown in fig. 7, the software running in the driver board implements the following functions: the drive plate processor is mainly responsible for the FOC control algorithm of the motor in the system: collecting electric angle data of a motor, receiving control quantity data, and generating Clark forward/inverse transformation, Park forward/inverse transformation, a PI controller and an SVPWM signal. An inductive control method is adopted, and the AS5048A of the motor driving plate is used for judging the electrical angle of the motor and realizing the smooth rotation of the motor.
Specifically, the FOC control algorithm is realized in a driver ARM processor, three-phase alternating current is equivalent to exciting current and torque through Clarke and Park matrix transformation and inverse transformation, the brushless motor is controlled by two direct current components, and three-phase voltage of motor rotation is output through the steps of matrix transformation, six-sector distribution judgment of a rotor, space vector synthesis of voltage, seven-segment SVPWM generation and the like.
The FOC control algorithm of the permanent magnet synchronous motor is realized by the ARM, the DSP is in charge of the PID control algorithm of the control surface, the calculation burden of each processor is shared by the assistance work of different processors, and the requirements of compactness and lightness of the steering engine are met.
In summary, the electric steering engine system directly driven by the outer rotor permanent magnet synchronous motor in the embodiment utilizes the permanent magnet synchronous motor as a steering engine power source, and has the advantages of high power factor, high torque/weight ratio, easiness in heat dissipation and convenience in maintenance. Adopting a non-contact magnetoelectric sensor: compared with the traditional potentiometer mode, the operational amplifier, the analog-digital converter and the positive and negative direct current power supply are omitted, and the abrasion of the contact type sensor is avoided; compared with a rotary transformer, the induction of an alternating current excitation power supply, an RDC conversion chip, a positive direct current power supply, a negative direct current power supply and a complex sine and cosine output signal wiring relation are omitted, the scale of a circuit is effectively controlled, and the reliability and the cost are reduced. The power-driven decentralized design framework of the motor is adopted, the ARM realizes the FOC control algorithm of the permanent magnet synchronous motor, the DSP is in charge of the PID control algorithm of the control surface, the calculation burden of the other side is shared by the assistance work of different processors, and the requirements of compactness and light weight of the steering engine are met.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention.
Claims (10)
1. The utility model provides an electric steering engine system that outer rotor PMSM directly driven which characterized in that: comprises a control board component and a four-way transmission mechanism;
the control board assembly is used for respectively controlling the output torque of the four-way transmission mechanism and driving four independent controlled control surfaces to rotate;
the four transmission mechanisms have the same structure; each transmission mechanism is used for directly driving the controlled control surface through the permanent magnet synchronous motor; the control panel component is used for acquiring the rotation angles of the rotating shaft of the permanent magnet motor and the rotating shaft of the controlled control surface and feeding back the rotation angles to the control panel component;
the control board assembly is also used for converting the rotation angle of the rotating shaft of the controlled control surface into corresponding angular displacement information and angular velocity information, converting the rotation angle of the rotating shaft of the permanent magnet motor into driving current information of the corresponding motor, and performing position, speed and current three-ring closed-loop control on the permanent magnet synchronous motor.
2. The electric steering engine system of claim 1, wherein each transmission mechanism comprises a permanent magnet synchronous motor, a lead screw, a ball mechanism, a shift fork column and a sleeve;
the permanent magnet synchronous motor is an outer rotor flat permanent magnet synchronous motor; the stator and the winding of the permanent magnet synchronous motor are fixed on an upper fixed cover plate of the motor mounting frame; the motor outer rotor and the magnetic steel are positioned outside the motor stator and the winding and are coaxial with the motor stator and the winding;
the lead screw is fixed on the magnetic steel and is coaxial with the outer rotor of the motor; a ball mechanism is sleeved outside the lead screw, a shifting fork is fixed on the ball mechanism, and the direction of the shifting fork is perpendicular to the radial direction of the lead screw;
the motor outer rotor and the magnetic steel drive the screw rod to rotate, and the ball mechanism converts the rotation of the screw rod into linear movement so that the shifting fork linearly moves along the radial direction of the screw rod;
the sleeve is rigidly connected with the controlled control surface rotating shaft, and the shifting fork column is arranged on the sleeve; the shifting fork column is matched with the shifting fork, so that the torque of the linear movement of the shifting fork is converted into a rotating torque, and the control surface is driven to rotate along the rotating shaft of the control surface.
3. The electric steering engine system of claim 2, wherein each transmission further comprises a fork rail parallel to the lead screw, the fork rail being connected to the fork to define a direction of movement of the fork parallel to the lead screw.
4. The electric steering engine system according to claim 2, wherein each transmission mechanism further comprises an angle measurement component for measuring the rotation angles of the rotating shaft of the permanent magnet motor and the rotating shaft of the controlled control surface respectively in a non-contact magnetoelectric transmission manner.
5. The electric steering engine system of claim 4, wherein the angle measurement assembly comprises a first angular displacement sensor and a second angular displacement sensor;
the first magnetic encoder of the first angular displacement sensor is arranged at a position close to the magnetic steel and used for acquiring the magnetic field change of the magnetic steel when the motor rotates and measuring the rotating angle of the rotating shaft of the motor;
the second angular displacement sensor comprises a magnetic strip and a second magnetic encoder; the magnetic strips are arranged on the outer edge of the sleeve in a semicircular mode, the second magnetic encoder is arranged at a position close to the magnetic strips and used for collecting the magnetic field change of the magnetic strips rotating together with the control surface rotating shaft when the controlled control surface rotates and measuring the rotating angle of the controlled control surface rotating shaft.
6. The electric steering engine system of claim 5, wherein the magnetic strip is a multi-pole magnetic grid comprising magnets of multiple magnetic poles, and the second magnetic encoder is a multi-pole magnetic encoder; the measurement of each magnetic pole of the multipole magnetic grid by the second magnetic encoder results in position data with 12-bit accuracy.
7. The electric steering engine system of claim 1, wherein the control board assembly comprises a main control board and four drive boards;
the main control board is connected with the four driving boards respectively; the system is used for carrying out interruption management, command data management, angular displacement sensor algorithm operation, uploading steering engine telemetering data and executing steering engine fault item real-time monitoring and protection measures;
each drive plate corresponds to the permanent magnet synchronous motor of each transmission mechanism and is used for collecting data of a magnetic encoder, receiving control quantity data of the main control plate, judging the electrical angle of the permanent magnet synchronous motor and controlling the driving and rotation of the motor.
8. The electric steering engine system of claim 7, wherein the controller core of the main control board is TMS320C28346, and carries rts2800fpu32fast _ supplement.lib library; the peripheral XINTF is matched with a low-voltage 1553B chip BU64843 to be used for carrying out high-speed serial communication of the whole steering engine to the outside; the peripheral CAN is matched with a communication chip SN65HVD230 for sending control surface angle instructions with the drive plate and receiving feedback of control surface mechanical angles and control surface moment loads; the peripheral SCI is matched with a communication chip ADM2587E and used for telemetering and isolating signal transmission of steering engine data; the peripheral SPI is matched with a digital temperature sensor chip ADT7320 to realize the temperature compensation of the electrical execution efficiency.
9. The electric steering engine system of claim 7, wherein the drive plate integrated motor driver integrated processor STM32F 401; the peripheral CAN is matched with a communication chip SN65HVD230 for receiving a control surface angle instruction with a main control board and feeding back and sending a steering engine rotation mechanical angle and a control surface moment load; the peripheral SPI is matched with a first magnetic encoder AS5048A to acquire angle information of a single-pole magnetic encoder and is used for identifying the electrical angle of a motor rotor, and the peripheral SPI is matched with a second magnetic encoder AS5311 to acquire angle information of a multi-pole magnetic encoder and acquire the rotation angle of a control surface rotating shaft; and the peripheral PWM is matched with a DRV8313 half H-bridge power chip and is used for amplifying the power of the motor. The peripheral SPI is matched with an analog-to-digital conversion chip AD7124-4 to acquire a resistance type temperature and pressure sensor; the address dial switch adopts the up-down pulling of GPIO pin to distinguish the unique ID of four motors.
10. The electric steering engine system of claim 9, wherein the drive plate implements a FOC control algorithm for the motor: collecting electric angle data of the motor, receiving control quantity data, and performing Clark forward/inverse transformation, Park forward/inverse transformation, PI controller and SVPWM signal generation.
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