阅读说明：本技术 一种降低位置同步波动的多舵机同步控制方法及系统 (Multi-steering-engine synchronous control method and system for reducing position synchronous fluctuation ) 是由 张晓飞 黄凤琴 谢金平 黄守道 龙卓 谭济珽 梁惟芝 于 2021-01-27 设计创作，主要内容包括：本发明公开了一种降低位置同步波动的多舵机同步控制方法及系统,本发明包括根据同步时间和同步位置角实时位置角θ-(im)及其导数ω-(im),通过位置转速联合控制律获得当前周期k的q轴电流i″-(iq)(k)；由未知负载扰动观测器对q轴电流指令i″-(iq)(k)扰动补偿,获得第i台子舵机q轴电流指令值再经电流预测控制器获得第i台子舵机的下一个周期k+1的d轴电压和q轴电压并控制第i台子舵机的电动机转动。本发明能使多舵机系统实现同步时间可控,同时采用电流环的预测控制降低传统方法中的位置波动,能够避免负载扰动对系统性能的影响,保证多舵机应用对象的准确位置控制。(The invention discloses a multi-steering engine synchronous control method and a multi-steering engine synchronous control system for reducing position synchronous fluctuation And angle of synchronous position Real time position angle theta im And its derivative omega im Obtaining the q-axis current i' of the current period k through a position and rotating speed joint control law iq (k) (ii) a Q-axis current command i' by unknown load disturbance observer iq (k) Disturbance compensation is carried out to obtain the q-axis current instruction value of the i-th platform steering engine Then the d-axis voltage of the next period k +1 of the ith sub-steering engine is obtained through the current prediction controller And q-axis voltage And the motor of the i-th table steering engine is controlled to rotate. The invention can realize the controllable synchronous time of the multi-steering engine system, and simultaneously adopts the predictive control of the current loop to reduce the position fluctuation in the traditional method, thereby avoiding the influence of load disturbance on the system performance and ensuring the accurate position control of the multi-steering engine application object.)

1. A multi-steering engine synchronous control method for reducing position synchronous fluctuation is characterized by comprising the following steps:

1) according to the time of synchronisationAnd angle of synchronous positionReal-time position angle theta of ith table steering engine_imAnd real-time angular velocity ω_imObtaining a q-axis current instruction i' of the ith table steering engine in the current period k through a position and rotating speed combined control law_iq(k)；

2) A q-axis current instruction i' of the ith station steering engine in the current period k is obtained through a load observation item observed by a preset unknown load disturbance observer_iq(k) Carrying out disturbance compensation to obtain a q-axis current instruction value of the ith sub-steering engine in the current period k

3) According to the current instruction value of the q axis of the current period k of the ith sub-steering engine, a preset current prediction controller is usedAndobtaining the d-axis voltage of the next period k +1And q-axis voltageAnd passes the d-axis voltage of the next cycle k +1And q-axis voltageAnd controlling the motor of the i-th table steering engine to rotate.

2. The multi-steering engine synchronous control method for reducing position synchronous fluctuation according to claim 1, wherein in the step 1), a q-axis current command i' of the ith table steering engine in the current period k is obtained through a position and rotation speed joint control law_iq(k) The method comprises the following steps:

1.1) real-time position angle theta of the i-th table steering engine_imAnd real-time angular velocity ω_imDefined as state variable according to the state variable and the sub-steering engineThe motion equation of the motor establishes a nonlinear second-order equation of a sub-steering engine system:

in the above formula, x_i1And x_i2In order to be a state variable, the state variable,is a state variable x_i1First derivative of, omega_imThe real-time angular speed of the i-th steering engine,is a state variable x_i2First derivative of (A), B is damping coefficient, J is moment of inertia, P_nThe number of the pole pairs is the number of the pole pairs,is a permanent magnet flux linkage i_iqIs q-axis component, T, of stator current of i-th stage steering engine_iLThe load torque of the i-th table steering engine is obtained;

1.2) according to the synchronous position angleReal-time position angle theta between command and ith table steering engine_imA difference of ∈_iSynchronous position angleDerivative of (2)Real-time angular velocity omega of i-th table steering engine_imDifference of (2)Error vector E combined as i-th platform steering engine_i；

1.3) according to the synchronization timeAnd error vector E of ith station steering engine_iDesign position rotating speed sliding mode function s_i1；

In the above formula, X₁And Q is an intermediate variable, E_iIs the error vector, x, of the i-th stage steering engine_iIs a constant coefficient of the ith sub-steering engine, q is a term polynomial function,is the first derivative of the term polynomial function q;

1.4) determining an approximation law equation of a position rotating speed sliding mode function as follows:

λ_i、h_igiven coefficient, sgn(s), of the ith station steering engine, which are all greater than zero_i1) Is a symbolic function.

1.5) according to a nonlinear second order equation, a sliding mode function s_i1And designing a position and rotating speed joint control law of the ith table steering engine according to a sliding mode approach law, wherein the joint control law is shown as the following formula:

in the above formula, i ″)_iq(k) A q-axis current command which represents the current cycle k of the ith sub-steering engine, J isMoment of inertia, P_nThe number of the pole pairs is the number of the pole pairs,is a permanent magnet flux linkage, b_i1Given coefficients for the ith station steering engine that are greater than zero,to synchronize the position angleCommand and real time position angle theta_imA difference of ∈_iThe first derivative of (a) is,is the first derivative of the terminal polynomial function q,is the second derivative, ω, of the term polynomial function q_imIs the real-time position angle theta of the i-th table steering engine_imThe derivative of (a) of (b),to synchronize the position angleThe derivative of (c).

3. The multi-steering engine synchronous control method for reducing position synchronous fluctuation according to claim 2, wherein in the step 2), a q-axis current instruction i of the ith steering engine in the current period k is obtained through a load observation item observed by a preset unknown load disturbance observer_i″_q(k) The functional expression for disturbance compensation is:

in the above formula, the first and second carbon atoms are,a q-axis current instruction value i of the ith sub-steering engine in the current period k_iq(k) Q-axis current of the ith sub-steering engine in the current period k, c is an interference coefficient,and obtaining a load observation item for a preset unknown load disturbance observer.

4. The multi-steering engine synchronous control method for reducing the position synchronous fluctuation according to claim 3, wherein the step of observing the load observation item obtained by the unknown load disturbance observer in the step 2) comprises the following steps:

2.1) designing a sliding mode function s of an unknown load disturbance observer_i2The following were used:

in the above formula, X₂And Q is an intermediate variable, E_iIs the error vector, x, of the i-th stage steering engine_i2Is a constant coefficient of an unknown load disturbance observer of the ith station steering engine, q is a terminal polynomial function,is the first derivative of the term polynomial function q;

2.2) determining an approximation law equation of a sliding mode function as follows:

in the above formula, the first and second carbon atoms are,as a function of sliding mode s_i2Derivative of (a), k_iFor the constant coefficient to be set, sgn(s)_i2) Is a sign function;

2.3) obtaining a load observation item through an unknown load disturbance observer shown in the following formula based on an approximation law equation of a sliding mode function

In the above formula, J is moment of inertia, x_iIs a constant coefficient of the number of the optical fiber,to synchronize the position angleDerivative of (2)Real-time angular velocity omega of i-th table steering engine_imThe difference of (a) to (b),is the first derivative of the terminal polynomial function q,is the second derivative of the term polynomial function q, B is the damping coefficient, ω_imIs the real-time position angle theta of the i-th table steering engine_imDerivative of, P_nThe number of the pole pairs is the number of the pole pairs,is a permanent magnet flux linkage i_iqFor the q-axis current of the current period k of the ith sub-steering engine,a q-axis current instruction value k of the ith sub-steering engine in the current period k_iIs a constant coefficient to be set.

5. The multi-steering engine synchronous control method for reducing position synchronous fluctuation according to claim 1, wherein in the step 3), the q-axis current command value according to the current period k of the ith sub-steering engineAndobtaining the d-axis voltage of the next period k +1And q-axis voltageComprises the following steps:

3.1) calculating d and q axis predicted current i 'of the ith sub-steering engine in the next period k +1 according to the following formula'_id(k +1) and i'_iq(k+1)：

In the above formula, i_id(k) And i_iq(k) D and q axis predicted currents i of the ith table steering engine in the current period k_id(k-1) and i_iq(k-1) d and q axis predicted currents of the ith sub-steering engine in the previous period k-1 are respectively shown, i_id(k-2) and i_iq(k-2) respectively representing d and q axis predicted currents of an upper period k-2 of the ith sub-steering engine;

3.2) predicting current i 'for d and q axes of the next period k +1 of the ith sub-steering engine according to the following formula'_id(k +1) and i'_iq(k +1) to obtain the d and q axes predicted power of the next cycle k +1 after correctionStream i'_xid(k +1) and i'_xiq(k+1)：

In the above formula,. DELTA._id(k) And Δ_iq(k) D-axis and q-axis current error terms of the current period k are respectively the difference between the d-axis and q-axis currents of the current period k and the d-axis and q-axis currents of the previous period k-1, and g_iThe correction factor is the ith table steering engine;

3.3) the q-axis current command value according to the present cycle k by a preset current prediction controller shown by the following formulaObtaining the d-axis voltage of the next period k +1 of the ith table steering engineAnd q-axis voltage

In the above formula, R_iStator resistance, L, for the i-th stage steering engine_idAnd L_iqAre dq-axis inductance components, i 'of the ith sub-steering engine'_id(k +1) and i'_iq(k +1) d and q axes prediction currents T of the ith sub-steering engine in the next period k +1_sIn order to be the sampling period of time,andare respectively arranged belowD and q axes of k +2 in one period are given with current, d and q axes given current values of k +2 in the next period are equal to current given values at the moment of k in the period, and omega_ie(k) Is the rotor electrical angular velocity, omega, of the ith stage steering engine_im(k) The real-time angular velocity of the i-th steering engine in the current period k,is a permanent magnet flux linkage.

6. The synchronous control method for the multiple steering engines with reduced position synchronous fluctuation according to claim 1, wherein the real-time angular velocity ω of the ith sub-steering engine in the step 1) is_imFor real-time position angle theta of i-th table steering engine_imThe derivative is obtained.

7. The multi-steering engine synchronous control method for reducing position synchronous fluctuation according to claim 1, wherein execution main bodies of the steps 1) to 3) are control units corresponding to the sub-steering engines, and the control units are communicated with a preset main monitoring system to receive synchronous time before the step 1) toAnd angle of synchronous positionAnd uploading the real-time position angle theta of the ith table steering engine_imA step (2); and the main monitoring system receives the real-time position angle theta uploaded by the ith station steering engine_imThe method comprises the following processing steps: judging whether the real-time position angles uploaded by all the sub-steering engines are received or not, and if the real-time position angles uploaded by all the sub-steering engines are received and the real-time position angles uploaded by all the sub-steering engines are equal to the synchronous position angleIf the difference value between the sub-steering engines is smaller than a preset threshold value, ending and quitting to enable each sub-steering engine to keep running at a given position; otherwise, the steering engine continues to send the same to each sub-steering engineStep timeAnd angle of synchronous position

8. A multi-steering engine synchronous control system for reducing position synchronous fluctuation, which comprises a microprocessor and a memory which are connected with each other, and is characterized in that the microprocessor is programmed or configured to execute the steps of the multi-steering engine synchronous control method for reducing position synchronous fluctuation according to any one of claims 1 to 7.

9. A multi-steering engine synchronous control system for reducing position synchronous fluctuation comprises a main monitoring system and an aircraft with a plurality of sub-steering engines, wherein each sub-steering engine of the aircraft corresponds to a control unit, the control units are connected with a microprocessor and a memory, and the main monitoring system is in communication connection with the control units, and is characterized in that the microprocessor is programmed or configured to execute the steps of the multi-steering engine synchronous control method for reducing position synchronous fluctuation according to any one of claims 1 to 7; the control unit further comprises an encoder with a wireless receiver installed on the sub-steering engine motor, and the output end of the encoder is connected with a corresponding microprocessor to output a real-time position angle theta corresponding to the ith sub-steering engine_imAnd the wireless receiver is connected with the master monitoring system through a wireless network.

10. A computer-readable storage medium, wherein a computer program is stored in the computer-readable storage medium, the computer program being programmed or configured to execute the multi-steering-engine synchronous control method for reducing position synchronous fluctuation according to any one of claims 1 to 7.

Technical Field

The invention relates to a multi-steering engine cooperative control technology, in particular to a multi-steering engine synchronous control method and system for reducing position synchronous fluctuation.

Background

The steering engine is a position servo driving system, and the application objects of the steering engine mainly lie in the application fields needing accurate position control, and the position angle of the steering engine can be changed in time or can be kept unchanged under a control instruction. At present, the steering engine is widely applied to high-grade remote control toys, such as airplane models and submarine models, and remote control robots. The core part of the steering engine is an electric motor, and the permanent magnet synchronous motor in the electric motor type has the advantages of high torque-inertia ratio, high power density, high efficiency, simple structure and the like, and is widely applied to various types of steering engines. The steering engine plays the effect that the direction of operation changes in most citations, however single steering engine can't satisfy the multidirectional change in space, so the application of steering engine mostly relates to many steering engines cooperatees and operates, satisfies the demand of using the object.

However, the multi-steering engine synchronous control system is a multivariable and nonlinear complex model. The core of the steering engine is an electric motor, in the control research of the electric motor, the control of a driving system of a single electric motor is easy to realize, but the synchronous control of a plurality of electric motors is always the difficult point and the key point of the control system. The non-coupling cooperative control mode and the coupling cooperative control mode are two main control modes of the multi-motor at present. The non-coupling cooperative control mode is that no position association relation exists among all the sub motors, and each motor is independently controlled. The coupling cooperative control mode couples the positions of the sub motors so as to realize mutual consideration type control in the control. At present, the position, the rotating speed and the current in a driver of a multi-steering engine are controlled mainly by a PID algorithm. However, the traditional PID control parameter setting is difficult, overshoot exists, the motor parameter change is easy to influence, and the robustness is not strong. The load disturbance also reduces the control performance of the control system, and the high-precision positioning and synchronous operation target cannot be achieved. The above reasons may cause the position output of the control system to fluctuate, and since the steering engine is used for direction control of the application object, the existence of the position fluctuation will cause the direction of the application object to deviate, so that the application object cannot reach the specified position. Therefore, the synchronous control method and the system for the multiple steering engines are very urgent.

Disclosure of Invention

The technical problems to be solved by the invention are as follows: aiming at the problems in the prior art, the invention provides a multi-steering engine synchronous control method and a multi-steering engine synchronous control system for reducing position synchronous fluctuation, which can enable a multi-steering engine system to realize controllable synchronous time, reduce the position fluctuation in the traditional method by adopting the predictive control of a current loop, avoid the influence of load disturbance on the system performance, ensure the accurate position control of a multi-steering engine application object, have strong system robustness and ensure that the system is not interfered by the load fluctuation.

In order to solve the technical problems, the invention adopts the technical scheme that:

a multi-steering engine synchronous control method for reducing position synchronous fluctuation comprises the following steps:

1) according to the time of synchronisationAnd synchronizationPosition angleReal-time position angle theta of ith table steering engine_imAnd real-time angular velocity ω_imObtaining a q-axis current instruction i' of the ith table steering engine in the current period k through a position and rotating speed combined control law_iq(k)；

2) A q-axis current instruction i' of the ith station steering engine in the current period k is obtained through a load observation item observed by a preset unknown load disturbance observer_iq(k) Carrying out disturbance compensation to obtain a q-axis current instruction value of the ith sub-steering engine in the current period k

3) According to the current instruction value of the q axis of the current period k of the ith sub-steering engine, a preset current prediction controller is usedAndobtaining the d-axis voltage of the next period k +1And q-axis voltageAnd passes the d-axis voltage of the next cycle k +1And q-axis voltageAnd controlling the motor of the i-th table steering engine to rotate.

Optionally, in the step 1), a q-axis current instruction i ″' of the ith table steering engine in the current period k is obtained through a position and rotation speed joint control law_iq(k) The method comprises the following steps:

1.1) real-time position angle of the i-th table steering engineθ_imAnd real-time angular velocity ω_imThe method is defined as a state variable, and a nonlinear second-order equation of a sub steering engine system is established according to the state variable and a motion equation of a sub steering engine motor:

in the above formula, x_i1And x_i2In order to be a state variable, the state variable,is a state variable x_i1First derivative of, omega_imThe real-time angular speed of the i-th steering engine,is a state variable x_i2First derivative of (A), B is damping coefficient, J is moment of inertia, P_nThe number of the pole pairs is the number of the pole pairs,is a permanent magnet flux linkage i_iqIs q-axis component, T, of stator current of i-th stage steering engine_iLThe load torque of the i-th table steering engine is obtained;

1.2) according to the synchronous position angleReal-time position angle theta between command and ith table steering engine_imA difference of ∈_iSynchronous position angleDerivative of (2)Real-time angular velocity omega of i-th table steering engine_imDifference of (2)Error vector E combined as i-th platform steering engine_i；

1.3) according to the synchronization timeAnd error vector E of ith station steering engine_iDesign position rotating speed sliding mode function s_i1；

In the above formula, X₁And Q is an intermediate variable, E_iIs the error vector, x, of the i-th stage steering engine_iIs a constant coefficient of the ith sub-steering engine, q is a term polynomial function,is the first derivative of the term polynomial function q;

1.4) determining an approximation law equation of a position rotating speed sliding mode function as follows:

λ_i、h_igiven coefficient, sgn(s), of the ith station steering engine, which are all greater than zero_i1) Is a symbolic function.

1.5) according to a nonlinear second order equation, a sliding mode function s_i1And designing a position and rotating speed joint control law of the ith table steering engine according to a sliding mode approach law, wherein the joint control law is shown as the following formula:

in the above formula, i ″)_iq(k) Representing a q-axis current instruction of the ith sub-steering engine in the current period k, J is the moment of inertia, and P_nThe number of the pole pairs is the number of the pole pairs,is a permanent magnet flux linkage, b_i1Given coefficients for the ith station steering engine that are greater than zero,to synchronize the position angleCommand and real time position angle theta_imA difference of ∈_iThe first derivative of (a) is,is the first derivative of the terminal polynomial function q,is the second derivative, ω, of the term polynomial function q_imIs the real-time position angle theta of the i-th table steering engine_imThe derivative of (a) of (b),to synchronize the position angleThe derivative of (c).

Optionally, the q-axis current instruction i ″' of the i-th station steering engine in the current period k is subjected to a load observation item obtained by observation of a preset unknown load disturbance observer in step 2)_iq(k) The functional expression for disturbance compensation is:

in the above formula, the first and second carbon atoms are,a q-axis current instruction value i of the ith sub-steering engine in the current period k_iq(k) Q-axis current of the ith sub-steering engine in the current period k, c is an interference coefficient,and obtaining a load observation item for a preset unknown load disturbance observer.

Optionally, the step of obtaining the load observation item observed by the unknown load disturbance observer preset in step 2) includes:

2.1) designing a sliding mode function s of an unknown load disturbance observer_i2The following were used:

in the above formula, X₂And Q is an intermediate variable, E_iIs the error vector, x, of the i-th stage steering engine_i2Is a constant coefficient of an unknown load disturbance observer of the ith station steering engine, q is a terminal polynomial function,is the first derivative of the term polynomial function q;

2.2) determining an approximation law equation of a sliding mode function as follows:

in the above formula, the first and second carbon atoms are,as a function of sliding mode s_i2Derivative of (a), k_iFor the constant coefficient to be set, sgn(s)_i2) Is a sign function;

2.3) obtaining a load observation item through an unknown load disturbance observer shown in the following formula based on an approximation law equation of a sliding mode function

In the above formula, J is moment of inertia, x_iIs a constant coefficient of the number of the optical fiber,to synchronize the position angleDerivative of (2)Real-time angular velocity omega of i-th table steering engine_imThe difference of (a) to (b),is the first derivative of the terminal polynomial function q,is the second derivative of the term polynomial function q, B is the damping coefficient, ω_imIs the real-time position angle theta of the i-th table steering engine_imDerivative of, P_nThe number of the pole pairs is the number of the pole pairs,is a permanent magnet flux linkage i_iqFor the q-axis current of the current period k of the ith sub-steering engine,a q-axis current instruction value k of the ith sub-steering engine in the current period k_iIs a constant coefficient to be set.

Optionally, the q-axis current instruction value according to the current period k of the ith sub-steering engine in the step 3)Andobtaining the d-axis voltage of the next period k +1And q-axis voltageComprises the following steps:

3.1) calculating d and q axis predicted current i 'of the ith sub-steering engine in the next period k +1 according to the following formula'_id(k +1) and i'_iq(k+1)：

In the above formula, i_id(k) And i_iq(k) D and q axis predicted currents i of the ith table steering engine in the current period k_id(k-1) and i_iq(k-1) d and q axis predicted currents of the ith sub-steering engine in the previous period k-1 are respectively shown, i_id(k-2) and i_iq(k-2) respectively representing d and q axis predicted currents of an upper period k-2 of the ith sub-steering engine;

3.2) predicting current i 'for d and q axes of the next period k +1 of the ith sub-steering engine according to the following formula'_id(k +1) and i'_iq(k +1) is corrected to obtain d-and q-axis predicted currents i 'of the next cycle k +1 after correction'_xid(k +1) and i'_xiq(k+1)：

In the above formula,. DELTA._id(k) And Δ_iq(k) D-axis and q-axis current error terms of the current period k are respectively the difference between the d-axis and q-axis currents of the current period k and the d-axis and q-axis currents of the previous period k-1, and g_iThe correction factor is the ith table steering engine;

3.3) the q-axis current command value according to the present cycle k by a preset current prediction controller shown by the following formulaD-axis electricity for obtaining the next period k +1 of the ith table steering enginePress and pressAnd q-axis voltage

In the above formula, R_iStator resistance, L, for the i-th stage steering engine_idAnd L_iqAre dq-axis inductance components, i 'of the ith sub-steering engine'_id(k +1) and i'_iq(k +1) d and q axes prediction currents T of the ith sub-steering engine in the next period k +1_sIn order to be the sampling period of time,andd and q axes of the next period k +2 are respectively provided with current, d and q axes of the next period k +2 are provided with current values equal to the current given value at the moment of the period k, and omega_ie(k) Is the rotor electrical angular velocity, omega, of the ith stage steering engine_im(k) The real-time angular velocity of the i-th steering engine in the current period k,is a permanent magnet flux linkage.

Optionally, the real-time angular velocity ω of the i-th steering engine in step 1)_imFor real-time position angle theta of i-th table steering engine_imThe derivative is obtained.

Optionally, the execution main body in the steps 1) to 3) is a control unit corresponding to the sub-steering engine, and the control unit is communicated with a preset total monitoring system to receive the synchronization time before the step 1) is further includedAnd angle of synchronous positionAnd uploading the real-time position angle theta of the ith table steering engine_imA step (2); and the main monitoring system receives the real-time position angle theta uploaded by the ith station steering engine_imThe method comprises the following processing steps: judging whether the real-time position angles uploaded by all the sub-steering engines are received or not, and if the real-time position angles uploaded by all the sub-steering engines are received and the real-time position angles uploaded by all the sub-steering engines are equal to the synchronous position angleIf the difference value between the sub-steering engines is smaller than a preset threshold value, ending and quitting to enable each sub-steering engine to keep running at a given position; otherwise, the synchronous time is continuously issued to each sub-steering engineAnd angle of synchronous position

In addition, the invention also provides a multi-steering engine synchronous control system for reducing position synchronous fluctuation, which comprises a microprocessor and a memory which are connected with each other, wherein the microprocessor is programmed or configured to execute the steps of the multi-steering engine synchronous control method for reducing the position synchronous fluctuation.

In addition, the invention also provides a multi-steering engine synchronous control system for reducing position synchronous fluctuation, which comprises a main monitoring system and an aircraft with a plurality of sub-steering engines, wherein each sub-steering engine of the aircraft is provided with a control unit correspondingly, the control units are mutually connected with a microprocessor and a memory, the main monitoring system is in communication connection with the control units, and the microprocessor is programmed or configured to execute the steps of the multi-steering engine synchronous control method for reducing the position synchronous fluctuation; the control unit further comprises an encoder with a wireless receiver installed on the sub-steering engine motor, and the output end of the encoder is connected with a corresponding microprocessor to output a real-time position angle theta corresponding to the ith sub-steering engine_imThe wireless receiver and the assemblyThe monitoring systems are connected through a wireless network.

In addition, the invention also provides a computer readable storage medium, wherein a computer program which is programmed or configured to execute the multi-steering engine synchronous control method for reducing the position synchronous fluctuation is stored in the computer readable storage medium.

Compared with the prior art, the invention has the following advantages:

1. according to the invention, the q-axis current of the ith table steering engine in the current period k is obtained through a position and rotation speed combined control law according to the synchronous time and the synchronous position angle, and the real-time position angle and the derivative of the ith table steering engine, so that the control method is simplified.

2. The invention improves and designs the load disturbance observer, so that the system has strong robustness through the feedback compensation of the disturbance item, and the system is ensured not to be interfered by load fluctuation.

3. The current loop of the invention adopts corrected predicted current control to realize position synchronization time controllability, meets the requirement of accurate control of multi-steering engine guidance, and can obviously reduce position fluctuation in the position synchronization process compared with the traditional PI.

Drawings

Fig. 1 is a schematic structural diagram of a multi-steering engine synchronous control system in the embodiment of the invention.

Fig. 2 is a schematic control diagram of a method according to an embodiment of the present invention.

Fig. 3 is a schematic diagram of the overall control flow of the main monitoring system and the sub-steering engines in the embodiment of the invention.

Fig. 4 is a diagram 1 illustrating the effect of comparing the method of the embodiment of the present invention with the conventional PI control method.

Fig. 5 is a comparison between the method of the embodiment of the present invention and the conventional PI control method, and fig. 2.

Detailed Description

The purpose and effect of the present invention will be more apparent from the following further description of the present invention with reference to the accompanying drawings. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.

The present embodiment takes an aircraft with three-directional steering engines as an example, and the present invention is explained in detail. Fig. 1 is a schematic structural diagram of a multi-steering engine synchronous control system provided by an embodiment of the invention. As shown in fig. 1, the system includes: master monitoring system remote transmission synchronization timeAnd angle of synchronous positionEach sub-steering engine in the multi-steering engine system adopts the wireless receiver 2 to receive the synchronous timeAnd angle of synchronous positionFor performing control for the sub-steering engine motor.

As shown in fig. 1 and fig. 2, the multi-steering engine synchronous control method for reducing position synchronous fluctuation in the present embodiment includes:

1) according to the time of synchronisationAnd angle of synchronous positionReal-time position angle theta of ith table steering engine_imAnd real-time angular velocity ω_imObtaining a q-axis current instruction i' of the ith table steering engine in the current period k through a position and rotating speed combined control law_iq(k)；

2) A q-axis current instruction i' of the ith station steering engine in the current period k is obtained through a load observation item observed by a preset unknown load disturbance observer_iq(k) Carrying out disturbance compensation to obtain a q-axis current instruction value of the ith sub-steering engine in the current period k

3) According to the current instruction value of the q axis of the current period k of the ith sub-steering engine, a preset current prediction controller is usedAndobtaining the d-axis voltage of the next period k +1And q-axis voltageAnd passes the d-axis voltage of the next cycle k +1And q-axis voltageAnd controlling the motor of the i-th table steering engine to rotate.

Referring to fig. 2, the embodiment includes acquiring real-time rotor position angles and rotation speeds of the sub-steering engines, and designing a sub-steering engine position and rotation speed joint control law according to a synchronous time instruction; the method comprises the steps of collecting stator currents of the sub-steering engines, adopting an improved current prediction controller for current loops of the sub-steering engines, designing an unknown load disturbance observer and compensating control of the current loops. The main monitoring system converts the navigation target into the synchronous time of the sub-steering engine according to the mathematical model between the navigation track and the steering engineAnd angle of synchronous positionAnd (5) instructions. Meanwhile, the main monitoring system integrates the function of displaying the synchronous position angle of each sub-steering engine in real time; the execution main body of the multi-steering engine synchronous control method for reducing the position synchronous fluctuation is the control unit of the sub-steering engine.

In the embodiment, in the step 1), a q-axis current instruction i ″' of the i-th platform steering engine in the current period k is obtained through a position and rotation speed joint control law_iq(k) The method comprises the following steps:

1.1) real-time position angle theta of the i-th table steering engine_imAnd real-time angular velocity ω_imThe method is defined as a state variable, and a nonlinear second-order equation of a sub steering engine system is established according to the state variable and a motion equation of a sub steering engine motor:

in the above formula, x_i1And x_i2In order to be a state variable, the state variable,is a state variable x_i1First derivative of, omega_imThe real-time angular speed of the i-th steering engine,is a state variable x_i2First derivative of (A), B is damping coefficient, J is moment of inertia, P_nThe number of the pole pairs is the number of the pole pairs,is a permanent magnet flux linkage i_iqIs q-axis component, T, of stator current of i-th stage steering engine_iLThe load torque of the i-th table steering engine is obtained;

1.2) according to the synchronous position angleReal-time position angle theta between command and ith table steering engine_imA difference of ∈_iSynchronous position angleDerivative of (2)Real-time angular velocity omega of i-th table steering engine_imDifference of (2)Error vector E combined as i-th platform steering engine_i；

1.3) according to the synchronization timeAnd error vector E of ith station steering engine_iDesign position rotating speed sliding mode function s_i1；

In the above formula, X₁And Q is an intermediate variable, E_iIs the error vector, x, of the i-th stage steering engine_iIs a constant coefficient of the ith sub-steering engine, q is a term polynomial function,is the first derivative of the term polynomial function q;

1.4) determining an approximation law equation of a position rotating speed sliding mode function as follows:

λ_i、h_igiven coefficient, sgn(s), of the ith station steering engine, which are all greater than zero_i1) Is a symbolic function.

1.5) according to a nonlinear second order equation, a sliding mode function s_i1And designing a position and rotating speed joint control law of the ith table steering engine according to a sliding mode approach law, wherein the joint control law is shown as the following formula:

in the above formula, i ″)_iq(k) Representing a q-axis current instruction of the ith sub-steering engine in the current period k, J is the moment of inertia, and P_nThe number of the pole pairs is the number of the pole pairs,is a permanent magnet flux linkage, b_i1Given coefficients for the ith station steering engine that are greater than zero,to synchronize the position angleCommand and real time position angle theta_imA difference of ∈_iThe first derivative of (a) is,is the first derivative of the terminal polynomial function q,is the second derivative, ω, of the term polynomial function q_imIs the real-time position angle theta of the i-th table steering engine_imThe derivative of (a) of (b),to synchronize the position angleThe derivative of (c). As an alternative embodiment, the function expression of the terminal polynomial function q is:

in the above formula, q (t) represents a terminal polynomial function, ε (0) is an error amount at 0 time,is the first derivative of epsilon (0),is the second derivative of ε (0), t is time,for synchronizing time, the multi-rudder machine can realize position synchronization at the appointed synchronizing time through the constructed terminal polynomial function.

In this embodiment, the q-axis current instruction i ″' of the i-th station steering engine in the current period k is subjected to the load observation item obtained by the observation of the preset unknown load disturbance observer in step 2)_iq(k) The functional expression for disturbance compensation is:

in the above formula, the first and second carbon atoms are,a q-axis current instruction value i of the ith sub-steering engine in the current period k_iq(k) Q-axis current of the ith sub-steering engine in the current period k, c is an interference coefficient,and obtaining a load observation item for a preset unknown load disturbance observer.

The embodiment adopts an improved current prediction controller, corrects the current collected by hardware, and simultaneously, the q-axis control instruction of the controller comes fromLoad disturbance compensation is performed. The step of obtaining the load observation item observed by the unknown load disturbance observer preset in the step 2) comprises the following steps:

2.1) designing a sliding mode function s of an unknown load disturbance observer_i2The following were used:

in the above formula, X₂And Q is an intermediate variable, E_iIs the error vector, x, of the i-th stage steering engine_i2Is a constant coefficient of an unknown load disturbance observer of the ith station steering engine, q is a terminal polynomial function,is the first derivative of the term polynomial function q;

2.2) determining an approximation law equation of a sliding mode function as follows:

in the above formula, the first and second carbon atoms are,as a function of sliding mode s_i2Derivative of (a), k_iFor the constant coefficient to be set, sgn(s)_i2) Is a sign function;

2.3) obtaining a load observation item through an unknown load disturbance observer shown in the following formula based on an approximation law equation of a sliding mode function

In the above formula, J is moment of inertia, x_iIs a constant coefficient of the number of the optical fiber,to synchronize the position angleDerivative of (2)Real-time angular velocity omega of i-th table steering engine_imThe difference of (a) to (b),is the first derivative of the terminal polynomial function q,is the second derivative of the term polynomial function q, B is the damping coefficient, ω_imIs the real-time position angle theta of the i-th table steering engine_imDerivative of, P_nThe number of the pole pairs is the number of the pole pairs,is a permanent magnet flux linkage i_iqFor the q-axis current of the current period k of the ith sub-steering engine,a q-axis current instruction value k of the ith sub-steering engine in the current period k_iIs a constant coefficient to be set.

In this embodiment, the q-axis current instruction value according to the current period k of the i-th sub-steering engine in step 3) is obtainedAndobtaining the d-axis voltage of the next period k +1And q-axis voltageComprises the following steps:

3.1) calculating d and q axis predicted current i 'of the ith sub-steering engine in the next period k +1 according to the following formula'_id(k +1) and i'_iq(k+1)：

In the above formula, i_id(k) And i_iq(k) D and q axis predicted currents i of the ith table steering engine in the current period k_id(k-1) and i_iq(k-1) d and q axis predicted currents of the ith sub-steering engine in the previous period k-1 are respectively shown, i_id(k-2) and i_iq(k-2) respectively representing d and q axis predicted currents of an upper period k-2 of the ith sub-steering engine;

3.2) predicting current i 'for d and q axes of the next period k +1 of the ith sub-steering engine according to the following formula'_id(k +1) and i'_iq(k +1) is corrected to obtain d-and q-axis predicted currents i 'of the next cycle k +1 after correction'_xid(k +1) and i'_xiq(k+1)：

In the above formula,. DELTA._id(k) And Δ_iq(k) D-axis and q-axis current error terms of the current period k are respectively the difference between the d-axis and q-axis currents of the current period k and the d-axis and q-axis currents of the previous period k-1, and g_iThe correction factor is the ith table steering engine;

3.3) the q-axis current command value according to the present cycle k by a preset current prediction controller shown by the following formulaObtaining the d-axis voltage of the next period k +1 of the ith table steering engineAnd q-axis voltage

In the above formula, R_iFor the i-th platform rudderStator resistance of machine, L_idAnd L_iqAre dq-axis inductance components, i 'of the ith sub-steering engine'_id(k +1) and i'_iq(k +1) d and q axes prediction currents T of the ith sub-steering engine in the next period k +1_sIn order to be the sampling period of time,andd and q axes of the next period k +2 are respectively provided with current, d and q axes of the next period k +2 are provided with current values equal to the current given value at the moment of the period k, and omega_ie(k) Is the rotor electrical angular velocity, omega, of the ith stage steering engine_im(k) The real-time angular velocity of the i-th steering engine in the current period k,is a permanent magnet flux linkage.

Referring to fig. 2, a control instruction output by the current prediction controller passes through the conversion module and the SVPWM module to generate a driving signal, and the driving signal is transmitted to the sub-steering engine inverter to drive the sub-steering engine to operate, so that the improved current prediction control can obviously reduce position fluctuation.

In this embodiment, the real-time angular velocity ω of the i-th steering engine in step 1) is_imFor real-time position angle theta of i-th table steering engine_imThe derivative is obtained.

Referring to fig. 1 and 3, the executing main body of the steps 1) to 3) is a control unit corresponding to the sub-steering engine, and the control unit is communicated with a preset main monitoring system to receive the synchronization time before the step 1) is executedAnd angle of synchronous positionAnd uploading the real-time position angle theta of the ith table steering engine_imA step (2); and the main monitoring system receives the real-time position uploaded by the ith station steering engineAngle theta_imThe method comprises the following processing steps: judging whether the real-time position angles uploaded by all the sub-steering engines are received or not, and if the real-time position angles uploaded by all the sub-steering engines are received and the real-time position angles uploaded by all the sub-steering engines are equal to the synchronous position angleIf the difference value between the sub-steering engines is smaller than a preset threshold value, ending and quitting to enable each sub-steering engine to keep running at a given position; otherwise, the synchronous time is continuously issued to each sub-steering engineAnd angle of synchronous position

Fig. 4 is a comparison effect diagram of the method of the present embodiment and a conventional PI control method under the condition that the synchronization time is 1 second, where a given synchronization position angle of a sine change of the thermef, the me1 is a real-time position angle of the sub steering engine 1, the me2 is a real-time position angle of the sub steering engine 2, and the me3 is a real-time position angle of the sub steering engine 2, initial positions of the sub steering engines are different, a conventional PI control result is shown in a sub-graph (a) in fig. 4, and a result of the control method of the present embodiment is shown in a sub-graph (b) in fig. 4. Fig. 5 is a comparison effect graph of the method of the present embodiment and a conventional PI control method under the condition that the synchronization time is 2 seconds, where the given synchronization position angle of the sinusoidal variation of the thermeref, the me1 is a real-time position angle of the sub steering engine 1, the me2 is a real-time position angle of the sub steering engine 2, the me3 is a real-time position angle of the sub steering engine 2, initial positions of the sub steering engines are different, a conventional PI control result is shown in a sub graph (a) in fig. 5, a control method result of the present embodiment is shown in a sub graph (b) in fig. 5, and the control effect obtained from fig. 3 can be further verified by the control method of the present embodiment. As can be known by combining fig. 3 and fig. 5, compared with the conventional PI and the conventional predictive control of a multi-steering engine current loop, the multi-steering engine cooperative control method of the embodiment can reduce position synchronization fluctuation, realize position synchronization time controllability, meet the requirement of accurate control of multi-steering engine guidance, and ensure that the system is not interfered by load fluctuation.

In addition, the embodiment also provides a multi-steering-engine synchronous control system for reducing position synchronous fluctuation, which comprises a microprocessor and a memory which are connected with each other, wherein the microprocessor is programmed or configured to execute the steps of the multi-steering-engine synchronous control method for reducing position synchronous fluctuation. In addition, referring to fig. 1 and fig. 2, the present embodiment further provides a multi-steering-engine synchronous control system for reducing position synchronous fluctuation, which includes a main monitoring system and an aircraft with a plurality of sub-steering engines, where each sub-steering engine of the aircraft has a control unit, and the control units are connected to each other by a microprocessor and a memory, the main monitoring system is connected to the control units in communication, and the microprocessor is programmed or configured to execute the steps of the multi-steering-engine synchronous control method for reducing position synchronous fluctuation. Referring to fig. 1 and 2, in this embodiment, the control unit further includes an encoder having a wireless receiver mounted on the sub-steering engine motor, and an output end of the encoder is connected to the corresponding microprocessor for outputting the real-time position angle θ of the corresponding i-th sub-steering engine_imThe wireless receiver is connected with the master monitoring system through a wireless network.

In addition, the present embodiment also provides a computer-readable storage medium, in which a computer program programmed or configured to execute the aforementioned multi-steering engine synchronization control method for reducing position synchronization fluctuation is stored.

As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-readable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein. The present application is directed to methods, apparatus (systems), and computer program products according to embodiments of the application, wherein the instructions that execute via the flowcharts and/or processor of the computer program product create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks. These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks. These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

The above description is only a preferred embodiment of the present invention, and the protection scope of the present invention is not limited to the above embodiments, and all technical solutions belonging to the idea of the present invention belong to the protection scope of the present invention. It should be noted that modifications and embellishments within the scope of the invention may occur to those skilled in the art without departing from the principle of the invention, and are considered to be within the scope of the invention.