CN112523872B - Aviation high-voltage direct-current power generation system with strong overload capacity and control method thereof - Google Patents
Aviation high-voltage direct-current power generation system with strong overload capacity and control method thereof Download PDFInfo
- Publication number
- CN112523872B CN112523872B CN202011147393.0A CN202011147393A CN112523872B CN 112523872 B CN112523872 B CN 112523872B CN 202011147393 A CN202011147393 A CN 202011147393A CN 112523872 B CN112523872 B CN 112523872B
- Authority
- CN
- China
- Prior art keywords
- switch
- power
- signal
- combined power
- power device
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/26—Starting; Ignition
- F02C7/268—Starting drives for the rotor, acting directly on the rotor of the gas turbine to be started
- F02C7/275—Mechanical drives
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
- F02C9/48—Control of fuel supply conjointly with another control of the plant
-
- 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
- H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
- H02P9/48—Arrangements for obtaining a constant output value at varying speed of the generator, e.g. on vehicle
Abstract
The invention discloses an aviation high-voltage direct-current power generation system with strong overload capacity and a control method thereof. The combined power device starter generator is arranged on a shaft of the combined power device and is connected to a starter generator controller through an electric connecting wire, the starter generator controller is connected to a bus bar through an electric connecting wire, the bus bar is connected with a main electric system through a first main circuit breaker, and meanwhile, the bus bar is connected with a high-power load device through a second main circuit breaker. The invention also discloses a control method of the aviation high-voltage direct-current power generation system with strong overload capacity. The invention can solve the problems of large system volume and weight, poor stability of an airplane power system during pulse power extraction, large impact of an engine accessory transmission case and the like caused by the traditional high-overload power generation system scheme.
Description
Technical Field
The invention belongs to the technical field of high-voltage direct-current power generation, and particularly relates to an aviation high-voltage direct-current power generation system with strong overload capacity.
Background
The high-voltage direct-current power generation system is a typical technical characteristic of an advanced airplane power supply system, has the advantages of high efficiency, easiness in parallel power supply realization, large power supply capacity, high reliability and the like, and has been successfully applied to advanced airplanes.
The high-power load device puts high requirements on the strong overload capacity of the high-voltage direct-current power generation system. The energy storage unit is additionally arranged in the high-voltage direct-current power generation system, so that the overload capacity of the power generation system can be improved, but the energy storage unit is large in volume and weight and poor in reliability, pulse power is extracted from a main power supply system, the stability of an airplane power system is influenced on one hand, and the main engine and an accessory transmission mechanism of the main engine are impacted greatly, so that the performance and the flight safety of the airplane are seriously damaged.
The short-time overload power requirement can be met by increasing the design capacity of the main power generation system, but the power generation system only works at a lower power level in the flight states of the aircraft cruising and the like, and the design scheme causes that the weight of an aircraft power supply system is heavy, and the influence on an aircraft power system and a transmission mechanism can not be avoided when pulse power is extracted.
Disclosure of Invention
In order to solve the technical problems in the background art, the embodiment provided by the invention provides an aviation high-voltage direct-current power generation system with strong overload capacity, and solves the problems of large system volume and weight, poor stability of an airplane power system during pulse power extraction, large impact of an engine accessory transmission casing and the like caused by the traditional high-overload power generation system scheme.
In order to achieve the technical purpose, the technical scheme of the invention is as follows:
the invention relates to an aviation high-voltage direct-current power generation system with strong overload capacity, which comprises: the combined power device 2 comprises a starting generator controller 3, a bus bar 4, a first main breaker 5 and a second main breaker 7;
the combined power device 2 comprises a combined power device flywheel 9, a combined power device shaft 10, a combined power device cooling turbine 11, a combined power device compressor 12, a combined power device starter generator 13, a combined power device power turbine 14 and a combined power device combustion chamber 15, wherein the combined power device flywheel 9, the combined power device cooling turbine 11, the combined power device compressor 12, the combined power device starter generator 13 and the combined power device power turbine 14 are sequentially and coaxially connected and are arranged on the combined power device shaft 10; the combined power device starter-generator 13 is connected to the starter-generator controller 3 through an electric power connecting line, the starter-generator controller 3 is connected to the bus bar 4 through an electric power connecting line, the bus bar 4 is connected with the main power system 6 through the electric power connecting line through the first main circuit breaker 5, and the bus bar 4 is connected with the high-power load device 8 through the electric power connecting line through the second main circuit breaker 7.
Further, the combined power plant starter generator 13 comprises a position sensor, an electrically excited doubly salient motor 16 and a permanent magnet synchronous motor 17, and the starter generator controller 3 comprises first to seventh switches, a starting control unit, a full-bridge inverter, a power generation control unit, an excitation power circuit, a first bridge type uncontrolled rectifying circuit and a second bridge type uncontrolled rectifying circuit;
the electric excitation double salient pole motor 16, the permanent magnet synchronous motor 17 and the position sensor are sequentially and coaxially connected and are all arranged on the combined power device shaft 10; a first outlet end of an armature winding of the permanent magnet synchronous motor 17 is respectively connected with an input end of a first bridge type uncontrolled rectifying circuit, an output positive end of the first bridge type uncontrolled rectifying circuit is connected with a first contact of a third switch, a second contact of the third switch is connected with a positive end of the bus bar 4, and an output negative end of the first bridge type uncontrolled rectifying circuit is connected with a negative end of the bus bar 4; the first leading-out terminal of the armature winding of the permanent magnet synchronous motor 17 is connected with the first contact of the second switch, the second contact of the second switch is connected with the output end of the full-bridge inverter, the input positive end of the full-bridge inverter is connected with the first contact of the first switch, the second contact of the first switch is connected with the positive end of the bus bar 4, and the input negative end of the full-bridge inverter is connected with the negative end of the bus bar 4.
Furthermore, the armature winding of the electric excitation doubly salient motor 16 adopts a star connection mode, the outlet end of the armature winding of the electric excitation doubly salient motor 16 is respectively connected with the second outlet end of the armature winding of the permanent magnet synchronous motor 17 in series, meanwhile, the outlet end of the armature winding of the electric excitation doubly salient motor 16 is respectively led out and is connected with the first contact of a fifth switch, the second contact of the fifth switch is respectively connected with the input end of a second bridge type uncontrolled rectifying circuit, the output positive end of the second bridge type uncontrolled rectifying circuit is connected with the first contact of a fourth switch, and the output negative end of the second bridge type uncontrolled rectifying circuit is connected with the second contact of the fourth switch; the outlet ends of the excitation winding of the electric excitation double-salient-pole motor 16 are respectively led out and connected with the output end of the excitation power circuit; the positive input end of the excitation power circuit is connected with the second contact of the sixth switch, the first contact of the sixth switch is connected with the first contact of the fourth switch, and the negative input end of the excitation power circuit is connected with the second contact of the fourth switch. The positive input end of the excitation power circuit is connected with the first contact of the seventh switch, the second contact of the seventh switch is connected with the positive end of the bus bar 4, and the negative input end of the excitation power circuit is connected with the negative end of the bus bar 4.
The invention also provides a control method of the aviation high-voltage direct-current power generation system with the strong overload capacity, which comprises the following steps:
step one, respectively acquiring an output current signal and an output voltage signal of a full-bridge inverter through a current sensor and a voltage sensor, acquiring a rotor position signal of a starting generator 13 of a combined power device through a position sensor, and sending the rotor position signal to a power generation control unit;
step two, the power generation control unit respectively controls the first switch to the seventh switch to be switched on or switched off through outputting switch control signals, and four modes in the flight of the airplane are realized according to the flight state of the airplane: ground start mode, cooling mode, emergency mode and operational mode.
Further, the first step specifically comprises:
a full-bridge inverter obtained by detection of a first current sensor and a second current sensor outputs a first current signal, the full-bridge inverter outputs a second current signal, the first current signal and the second current signal are transmitted to a starting control unit, an excitation winding current signal obtained by detection of a third current sensor is transmitted to a power generation control unit, and a voltage signal at the output end of a first bridge type uncontrolled rectifying circuit obtained by detection of a voltage sensor is transmitted to the power generation control unit; the position sensor detects the position of the rotor of the combined power plant starter generator 13 and transmits a signal to the start control unit for detecting the position of the rotor of the combined power plant starter generator 13.
Further, in the ground starting mode, after receiving a starting instruction signal, the starting generator controller 3 first performs self-checking, and after the self-checking is completed, the bus bar power controller sends a signal to close the first main breaker 5 and disconnect the second main breaker 7, the power generation control unit sends a signal to close the first switch, the second switch and the seventh switch and disconnect other switches, at this time, the main power system 6 supplies power to the bus bar 4, and the main bus bar 4 supplies power to the starting generator controller 3. The power generation control unit adjusts the duty ratios of two power switching tubes T7 and T8 in the excitation power circuit, so that the current of the excitation winding is adjusted to the maximum value; the starting control unit adjusts the duty ratios of six power switching tubes T1, T2, T3, T4, T5 and T6 in the full-bridge inverter, adjusts each phase of current in an armature winding 24 of the permanent magnet synchronous motor, generates and controls the torque of a starting generator 13 of the combined power device, drives a rotor of the combined power device 2 to rotate, injects oil and ignites after the combined power device 2 reaches the starting rotating speed, and enters a stable working state after the starting is successful.
Further, in the cooling mode, the combined power device combustion chamber 15 does not work, and after receiving a cooling command signal, the bus bar power controller sends a signal to close the first main breaker 5 and open the second main breaker 7, and the power generation control unit sends a signal to close the first switch, the second switch and the seventh switch and open other switches. At this time, the main power system 6 supplies power to the bus bar 4, and the main bus bar 4 supplies power to the starter-generator controller 3; the power generation control unit adjusts the duty ratio of a power switching tube in the excitation power circuit, so that the current of an excitation winding is adjusted; the starting control unit adjusts the duty ratio of a power switch tube in the full-bridge inverter, adjusts each phase current in the armature winding 24 of the permanent magnet synchronous motor, and generates and controls the torque of the starting generator 13 of the combined power device to drive the rotor of the combined power device 2 to rotate by cooperatively controlling the current magnitude of the excitation winding and each phase current in the armature winding 24 of the permanent magnet synchronous motor. The combined power plant cooling turbine 11 rotates at high speed, and the outlet airflow thereof expands and the temperature of the airflow is lowered, and the cooling airflow cools the cabin, the aircraft system, and the like.
Further, in the emergency mode, the aircraft main power supply system cannot supply power, and after receiving an emergency instruction signal, the bus bar power controller sends a signal to close the first main breaker 5 and open the second main breaker 7; the combined power plant flywheel 9 has stored mechanical energy before entering the emergency mode. After entering the emergency mode, the control method is divided into two emergency mode control methods according to the working state of the combustion chamber of the combined power device.
Furthermore, the combustion chamber of the combined power device does not work, and the emergency mode first control method is adopted, specifically, the power generation control unit sends out a signal to close the third switch, the fifth switch and the sixth switch and disconnect other switches. The power generation control unit detects and obtains a voltage signal at the output end of the first bridge type uncontrolled rectifying circuit, compares the voltage signal with a given voltage signal at the output end, generates a given current signal of the exciting winding through an output voltage regulating link, detects and obtains a current signal of the exciting winding, compares the current signal with the given current signal of the exciting winding, and generates a control signal for controlling the chopping of a power switching tube in the exciting power circuit through an exciting current regulating link, controls the chopping of the switching tube of the exciting power circuit, and maintains the voltage at the output end of the first bridge type uncontrolled rectifying circuit as a rated value.
Furthermore, the combustion chamber of the combined power device works, and the emergency mode second control method is adopted, specifically, the power generation control unit sends out a signal to close the third switch, the fourth switch and the fifth switch and disconnect other switches.
Furthermore, in the battle mode, after the emergency command signal is received, the bus bar power controller sends a signal to close the second main breaker 7 and open the first main breaker 5, and the power generation control unit sends a signal to close the third switch, the fourth switch, the fifth switch and open other switches.
Adopt the beneficial effect that above-mentioned technical scheme brought:
(1) the combined power device with the flywheel is adopted to drive the combined power device to start the generator to provide pulse power, so that the interference to a main power system of the airplane is avoided, and the stability of the power system is improved. The combined power device starter generator is arranged in the combined power device, an accessory transmission casing is omitted, impact on transmission mechanisms such as gears is avoided when pulse power is extracted, and reliability is improved.
(2) The high-voltage direct-current power generation system does not need an energy storage unit to provide pulse power, reduces the volume and weight and has high reliability.
(3) The high-voltage direct-current power generation system can switch working modes, and provides different working modes according to the working requirements and the current state of the airplane: when the airplane is in a ground maintenance state, the self-starting can be realized; when the airplane is in a cruising state, the cooling turbine rotating at high speed provides cooling air to dissipate heat of an airplane system and a cabin; providing emergency electric energy when the airplane is in an emergency state; when the airplane is in the operational state, strong overload pulse power is provided. The high-voltage direct-current power generation system integrates multiple functions, remarkably simplifies the structure of the airplane system, reduces the weight and improves the reliability.
(4) The high-voltage direct-current power generation system can provide emergency electric energy in a self-adaptive mode according to the flying height and the state of the combined power device: the aircraft height is higher, the combustion chamber of the combined power device does not work, the rotating speed is continuously reduced, the high-voltage direct-current power generation system can adjust the exciting winding current of the double-salient electro-magnetic motor through the switching selection of the circuit breaker, the voltage-stabilized output under the variable rotating speed is realized, and the high-voltage direct-current power generation system is in a self-excitation form, works independently and has high reliability; the combined power device has the advantages that the combustion chamber works, the rotating speed is constant, the permanent magnet synchronous motor is used for providing emergency electric energy through switching and selecting of the circuit breaker, the output power of the emergency power supply is larger, and the power density is higher.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a block diagram of an aviation high voltage direct current power generation system with high overload capability of the present invention;
FIG. 2 is a block diagram of an aero high voltage DC starter generator system of the present invention;
FIG. 3a is a schematic structural diagram of a permanent magnet synchronous motor of the present invention;
FIG. 3b is a schematic diagram of the electro-magnetic doubly salient machine of the present invention;
FIG. 3c is a schematic cross-sectional view of the combined power plant starter generator 13 of the present invention (with the windings and position sensors omitted);
FIG. 4 is a block diagram of a full bridge inverter of the present invention;
FIG. 5 is a schematic diagram of an uncontrolled bridge rectifier circuit 1 according to the invention;
FIG. 6 is a block diagram of an excitation power circuit of the present invention;
FIG. 7a is a control flow diagram of the ground start mode of the aero HVDC power generation system with high overload capability of the present invention;
FIG. 7b is a flow chart of the cooling mode control for an aero HVDC power generation system with high overload capability of the present invention;
FIG. 7c is a flow chart of the emergency mode control of the aero HVDC system with high overload capability of the present invention;
FIG. 7d is a control flow chart of the operational mode of the aviation high-voltage direct-current power generation system with strong overload capacity.
The various reference numbers in the drawings respectively represent: 1-an aviation high-voltage direct-current power generation system with strong overload capacity, 2-a combined power device, 3-a starting generator controller, 4-a bus bar, 5-a main circuit breaker, 6-a main power system, 7-a second main circuit breaker, 8-a high-power load device, 9-a combined power device flywheel, 10-a combined power device shaft, 11-a combined power device cooling turbine, 12-a combined power device compressor, 13-a combined power device starting generator, 14-a combined power device power turbine, 15-a combined power device combustion chamber, 16-an electrically excited doubly salient motor, 17-a permanent magnet synchronous motor, 18-an electrically excited doubly salient motor stator core, 19-an electrically excited doubly salient motor rotor core and 20-an electrically excited doubly salient motor armature winding, 21-an electro-magnetic doubly salient motor excitation winding, 22-a permanent magnet synchronous motor stator core, 23-a permanent magnet synchronous motor rotor core, 24-a permanent magnet synchronous motor armature winding and 25-a permanent magnet synchronous motor permanent magnet.
Detailed Description
In order to make the technical solutions of the present invention better understood, the present invention will be described in further detail with reference to the accompanying drawings and specific embodiments. Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention. As used herein, the singular forms "a", "an", "the" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element or intervening elements may also be present. Further, "connected" or "coupled" as used herein may include wirelessly connected or coupled. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items. It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
Example 1
The embodiment 1 of the invention provides an aviation high-voltage direct-current power generation system with strong overload capacity, and a structural schematic diagram of the aviation high-voltage direct-current power generation system 1 with strong overload capacity is shown in fig. 1, and the system comprises a combined power device 2, a starting generator controller 3, a bus bar 4, a first main circuit breaker 5 and a second main circuit breaker 7.
The combined power device 2 comprises a combined power device flywheel 9, a combined power device shaft 10, a combined power device cooling turbine 11, a combined power device compressor 12, a combined power device starter generator 13, a combined power device power turbine 14 and a combined power device combustion chamber 15, wherein the combined power device flywheel 9, the combined power device cooling turbine 11, the combined power device compressor 12, the combined power device starter generator 13 and the combined power device power turbine 14 are sequentially and coaxially connected and are installed on the combined power device shaft 10. The combined power device starter generator 13 is connected to the starter generator controller 3 through an electric power connecting line, the starter generator controller 3 is connected to the bus bar 4 through an electric power connecting line, the bus bar 4 is connected with the main power system 6 through the first main breaker 5 through the electric power connecting line, and the bus bar 4 is connected with the high-power load device 8 through the second main breaker 7 through the electric power connecting line.
Fig. 2 is a block diagram of an aero high voltage dc starter generator system of the present invention, with the various component designations in fig. 2 being identical to those in fig. 1.
The combined power plant starter generator 13 comprises a position sensor, an electrically excited doubly salient motor 17 and a permanent magnet synchronous motor 18, and the starter generator controller 3 comprises a switch K1, a switch K2, a switch K3, a switch K4, a switch K5, a switch K6, a switch K7, a starting control unit, a full-bridge inverter, a power generation control unit, an excitation power circuit, a bridge type uncontrolled rectifying circuit 1 and a bridge type uncontrolled rectifying circuit 2.
The electric excitation double salient pole motor 16, the permanent magnet synchronous motor 17 and the position sensor are coaxially connected and are all arranged on the combined power device shaft 10. The 1 st leading-out terminal of the armature winding of the permanent magnet synchronous motor 17 is respectively connected with the input end of the bridge type uncontrolled rectifying circuit 1, the 1 st output positive terminal of the bridge type uncontrolled rectifying circuit 1 is connected with the 1 st contact of the switch K3, the 2 nd contact of the switch K3 is connected with the positive terminal of the bus bar 4, and the output negative terminal of the bridge type uncontrolled rectifying circuit 1 is connected with the negative terminal of the bus bar 4. Permanent magnet synchronous machine 17 armature winding 1 st leading-out terminal is connected with switch K2's 1 st contact respectively, and switch K2's 2 nd contact is connected with full-bridge inverter output respectively, and the positive end of full-bridge inverter input is connected with switch K1's 1 st contact, and switch K1's 2 nd contact is connected with the positive end of busbar 4, and full-bridge inverter input negative terminal is connected with busbar 4 negative terminal.
The armature winding of the electric excitation double-salient-pole motor 16 adopts a star connection mode, the armature winding outlet end of the electric excitation double-salient-pole motor 16 is respectively connected with the 2 nd outlet end of the armature winding of the permanent magnet synchronous motor 17 in series, meanwhile, the armature winding outlet end of the electric excitation double-salient-pole motor 16 is respectively led out and is connected with the 1 st contact of the switch K5, the 2 nd contact of the switch K5 is respectively connected with the input end of the bridge type uncontrolled rectifying circuit 2, the output positive end of the bridge type uncontrolled rectifying circuit 2 is connected with the 1 st contact of the switch K4, and the output negative end of the bridge type uncontrolled rectifying circuit 2 is connected with the 2 nd contact of the switch K4. The outlet ends of the excitation winding of the electric excitation double-salient pole motor 16 are respectively led out and connected with the output end of the excitation power circuit. The positive input end of the excitation power circuit is connected with the 2 nd contact of the switch K6, the 1 st contact of the switch K6 is connected with the 1 st contact of the switch K4, and the negative input end of the excitation power circuit is connected with the 2 nd contact of the switch K4. The positive input end of the excitation power circuit is connected with the 1 st contact of the switch K7, the 2 nd contact of the switch K7 is connected with the positive end of the bus bar 4, and the negative input end of the excitation power circuit is connected with the negative end of the bus bar 4.
Current sensorH a1 Current sensorH b1 Detecting the obtained output current signal of the full-bridge inverteri a1 Full bridge inverter output current signali b1 Transmitted to a start control unit, a current sensorH f1 Detecting the obtained current signal of the exciting windingi f1 Transmitted to a power generation control unit, a voltage sensorH gd Detecting the voltage signal at the output end of the obtained bridge type uncontrolled rectifying circuit 1u gd1 And transmitting the power to the power generation control unit. The position sensor detects the position of the rotor of the combined power plant starter generator 13 and transmits a signal to the start control unit for detecting the position of the rotor of the combined power plant starter generator 13. The power generation control unit outputs a switch control signalS k1 、S k2 、S k3 、 S k4 、S k5 、S k6 、S k7 Respectively control the switch K1 and the switchK2, switch K3, switch K4, switch K5, switch K6 and switch K7 are closed or opened.
Fig. 3a is a schematic structural diagram of an electrically excited doubly salient motor 16 of the present invention, which includes an electrically excited doubly salient motor stator core 18, an electrically excited doubly salient motor rotor core 19, an electrically excited doubly salient motor armature winding 20, and an electrically excited doubly salient motor excitation winding 21, where the electrically excited doubly salient motor stator core 18 includes 12 stator poles, and the electrically excited doubly salient motor rotor core 19 includes 10 rotor poles. An electric excitation doubly salient motor armature winding 20 and an electric excitation doubly salient motor excitation winding 21 are wound on the stator pole of the electric excitation doubly salient motor stator core 18.
Fig. 3b is a schematic structural diagram of a permanent magnet synchronous motor 17 according to the present invention, which includes a stator core 22 of the permanent magnet synchronous motor, a rotor core 23 of the permanent magnet synchronous motor, an armature winding 24 of the permanent magnet synchronous motor, and a permanent magnet 25 of the permanent magnet synchronous motor, wherein the stator core 22 of the permanent magnet synchronous motor includes 24 stator poles, the permanent magnet 25 of the permanent magnet synchronous motor adopts a surface-mounted structure, and the permanent magnet synchronous motor 17 is a three-phase 10-antipodal structure.
Fig. 3c is a schematic cross-sectional view of the combined power plant starter-generator 13 of the present invention, wherein the identification of each component in fig. 3c is the same as that in fig. 3a and fig. 3b, fig. 3c omits the armature winding of the electro-magnetic doubly salient motor 16, the field winding of the electro-magnetic doubly salient motor 16, the armature winding of the permanent magnet synchronous motor 17, and the position sensor, and fig. 3c includes the stator core 18 of the electro-magnetic doubly salient motor, the rotor core 19 of the electro-magnetic doubly salient motor, the stator core 22 of the permanent magnet synchronous motor, the rotor core 23 of the permanent magnet synchronous motor, the permanent magnet synchronous motor 25, the combined power plant shaft 10, the electro-magnetic doubly salient motor 16, and the permanent magnet synchronous motor 17, which are coaxially connected, and are all mounted on the combined power plant shaft 10.
FIG. 4 is a structural diagram of a full bridge inverter of the present invention, which includes six power switching tubes T1, T2, T3, T4, T5 and T6, six diodes D1, D2, D3, D4, D5 and D6, and a capacitor C3, wherein the emitter of the power switching tube T1 is connected to the anode of the diode D1, the collector of the power switching tube T1 is connected to the cathode of the diode D1, the emitter of the power switching tube T2 is connected to the anode of the diode D2, and the collector of the power switching tube T2 is connected to the collector of the power switching tube T2The cathode of the diode D2, the emitter of the power switch T3 is connected to the anode of the diode D3, the collector of the power switch T3 is connected to the cathode of the diode D3, the emitter of the power switch T4 is connected to the anode of the diode D4, the collector of the power switch T4 is connected to the cathode of the diode D4, the emitter of the power switch T5 is connected to the anode of the diode D5, the collector of the power switch T5 is connected to the cathode of the diode D5, the emitter of the power switch T6 is connected to the anode of the diode D6, the collector of the power switch T6 is connected to the cathode of the diode D6, the emitter of the power switch T1 is connected to the collector of the power switch T1, the emitter of the power switch T3 is connected to the collector of the power switch T6, the emitter of the power switch T5 is connected to the collector of the power switch T2, and the collector of the power switch T1 is connected to the collector of the diode T1, The collector of the power switch tube T3 and the collector of the power switch tube T5 are connected to form a full bridge inverter input positive terminal, the emitter of the power switch tube T4, the emitter of the power switch tube T6 and the emitter of the power switch tube T2 are connected to form a full bridge inverter input negative terminal, and the emitter of the power switch tube T1, the emitter of the power switch tube T3 and the emitter of the power switch tube T5 form a full bridge inverter output terminal respectively. The start control unit outputs a control signal PWMT1～T6And controlling the chopping of power switching tubes T1-T6 in the full-bridge inverter.
Fig. 5 is a structural diagram of the uncontrolled bridge rectifier circuit 1 of the invention, which comprises six diodes, D11, D12, D13, D14, D15 and D16. The cathode of the diode D11, the cathode of the diode D13 and the cathode of the diode D15 are connected to form the positive output terminal of the bridge type uncontrolled rectifier circuit 1, the anode of the diode D14, the anode of the diode D16 and the anode of the diode D12 are connected to form the negative output terminal of the bridge type uncontrolled rectifier circuit 1, the anode of the diode D11 is connected to the cathode of the diode D14, the anode of the diode D13 is connected to the cathode of the diode D16, the anode of the diode D15 is connected to the cathode of the diode D12, and the anode of the diode D11, the anode of the diode D13 and the anode of the diode D15 form the input terminal of the bridge type uncontrolled rectifier circuit 1.
The structure of the bridge type uncontrolled rectifying circuit 2 is the same as that of the bridge type uncontrolled rectifying circuit 1.
Example 2
Based on the above dc power generation system, this embodiment further provides a control method of the power generation system, where the control method includes the following steps:
step one, respectively acquiring an output current signal and an output voltage signal of a full-bridge inverter through a current sensor and a voltage sensor, acquiring a rotor position signal of a starting generator 13 of a combined power device for a position sensor, and sending the rotor position signal to a power generation control unit;
step two, the power generation control unit respectively controls the first switch to the seventh switch to be switched on or switched off through outputting switch control signals, and four modes in the flight of the airplane are realized according to the flight state of the airplane: ground start mode, cooling mode, emergency mode and operational mode.
Step one, firstly, the current sensorH a1 Current sensorH b1 Detecting the obtained output current signal of the full-bridge inverteri a1 Full bridge inverter output current signali b1 Transmitted to a start control unit, a current sensorH f1 Detecting the obtained current signal of the exciting windingi f1 Transmitted to a power generation control unit, a voltage sensorH gd Detecting the voltage signal at the output end of the obtained bridge type uncontrolled rectifying circuit 1u gd1 And transmitting the power to the power generation control unit. The position sensor detects the position of the rotor of the combined power plant starter generator 13 and transmits a signal to the start control unit for detecting the position of the rotor of the combined power plant starter generator 13. The power generation control unit outputs a switch control signalS k1 、S k2 、S k3 、 S k4 、S k5 、S k6 、S k7 The switch K1, the switch K2, the switch K3, the switch K4, the switch K5, the switch K6 and the switch K7 are controlled to be closed or opened respectively.
FIG. 6 is a structure diagram of an excitation power circuit of the present invention, which includes two power switch tubes T7 and T8, D7Two diodes D8, the power generation control unit outputs control signal PWMT7～T8And the power switching tubes T7 and T8 in the excitation power circuit are controlled to chop.
7a, 7b, 7c and 7d are control flow charts of the aviation high-voltage direct-current power generation system with strong overload capacity, and the control flow charts are divided into four modes, namely a ground starting mode, a cooling mode, an emergency mode and an operation mode. FIG. 7a is a ground start mode control flow diagram with the aircraft in a ground maintenance state. After receiving the starting command signal, the starting generator controller 3 firstly carries out self-checking, after the self-checking is finished, the bus bar power controller sends out a signal, the first main circuit breaker 5 is closed, the second main circuit breaker 7 is opened, the power generation control unit sends out a signal, the switch K1, the switch K2 and the switch K7 are closed, other switches are opened, at the moment, the main power system 6 supplies power to the bus bar 4, and the main bus bar 4 supplies power to the starting generator controller 3. At the moment, the electric energy from the bus bar 4 is input to an excitation power circuit, and the power generation control unit adjusts the duty ratios of two power switching tubes T7 and T8 in the excitation power circuit, so that the current of an excitation winding is adjusted to the maximum value; meanwhile, the electric energy from the bus bar 4 is input to the full-bridge inverter, the starting control unit adjusts the duty ratios of six power switching tubes T1, T2, T3, T4, T5 and T6 in the full-bridge inverter, so that each phase of current in the armature winding 24 of the permanent magnet synchronous motor is adjusted, the torque of the combined power device starting generator 13 is generated and controlled, the rotor of the combined power device 2 is driven to rotate, the combined power device 2 is injected with oil and ignited after reaching the starting rotating speed, and the combined power device enters a stable working state after being started successfully.
FIG. 7b is a cooling mode control flow diagram with the aircraft in cruise condition, the combined power plant combustor 15 not in operation, and the combined power plant cooling turbine 11 providing cooling air for the cockpit, aircraft systems, etc. After receiving the cooling command signal, the bus bar power controller sends a signal to close the first main breaker 5 and open the second main breaker 7, and the power generation control unit sends a signal to close the switch K1, the switch K2 and the switch K7 and open other switches. At this time, the main power system 6 supplies power to the bus bar 4, and the main bus bar 4 supplies power to the starter-generator controller 3. At the moment, the electric energy from the bus bar 4 is input to an excitation power circuit, and a power generation control unit adjusts the duty ratios of two power switching tubes T7 and T8 in the excitation power circuit, so that the current of an excitation winding is adjusted; meanwhile, the electric energy from the bus bar 4 is input to the full-bridge inverter, and the start control unit adjusts the duty ratios of six power switching tubes T1, T2, T3, T4, T5 and T6 in the full-bridge inverter, so as to adjust each phase current in the armature winding 24 of the permanent magnet synchronous motor, and generates and controls the torque of the combined power device start generator 13 by cooperatively controlling the current magnitude of the excitation winding and each phase current in the armature winding 24 of the permanent magnet synchronous motor, so as to drive the rotor of the combined power device 2 to rotate. The combined power plant cooling turbine 11 rotates at high speed, and the outlet airflow thereof expands and the temperature of the airflow is lowered, and the cooling airflow cools the cabin, the aircraft system, and the like.
Fig. 7c is a flow chart of emergency mode control where the main power system of the aircraft is not available and the aviation hvdc power generation system of the present invention is required to provide emergency power to the main power system 6. After receiving the emergency command signal, the bus bar power controller sends a signal to close the first main breaker 5 and open the second main breaker 7. Since the aero hvdc power generation system 1 with strong overload capability is already rotating at high speed supplied by the bus bars 4 providing cooling air flow before entering emergency mode, the combined power plant flywheel 9 stores mechanical energy.
After the airplane enters the emergency mode, if the airplane flies at high altitude at the moment, the air is thin, the combustion chamber 15 of the combined power device cannot work, and the rotating speed of the rotor of the combined power device 2 is gradually reduced. The power generation control unit sends out a signal, the switch K3, the switch K5 and the switch K6 are closed, other switches are disconnected, and at the moment, the alternating current voltage at the wire outlet end of the electro-magnetic doubly salient motor 16 is rectified through the bridge type uncontrolled rectifying circuit 2 to be converted into direct current voltage to supply power for the electro-magnetic doubly salient motor exciting winding 21. The power generation control unit detects and obtains a voltage signal at the output end of the bridge type uncontrolled rectifying circuit 1u gd1 And output end voltage given signalu gdref After comparison, an output voltage regulation link is carried out to generate a given signal of exciting winding currenti fref Detecting the resulting excitationWinding current signali f1 With excitation winding current set signali fref After comparison, through an exciting current regulation link, control signals PWM controlled by chopping of power switching tubes T7 and T8 in an exciting power circuit are generatedT7～T8And the chopping of switch tubes T7 and T8 of the excitation power circuit is controlled, so that the output voltage of the aviation high-voltage direct-current power generation system can be controlled under the condition of rotating speed change.
When the combined power plant combustor 15 is operated at this time, the combined power plant power turbine 14 generates shaft power, and the rotational speed of the rotor of the combined power plant 2 can be maintained constant. The power generation control unit sends a signal, the switch K3, the switch K4 and the switch K5 are closed, other switches are disconnected, at the moment, the electric excitation doubly salient motor 16 in the combined power device starting generator 13 is short-circuited, and the current of the excitation winding does not exist due to the disconnection of the switch K6, so that the short-circuit current does not exist in the armature winding 20 of the electric excitation doubly salient motor, the 2 nd outlet ends of the armature winding of the permanent magnet synchronous motor 17 are all short-circuited together, which is equivalent to that the electric excitation doubly salient motor 16 is cut off, and the permanent magnet synchronous motor 17 generates power outwards. The purpose of cutting off the electric excitation doubly salient motor 16 is to reduce the winding inductance of the combined power plant starter generator 13 so as to reduce the commutation voltage drop, reduce the copper loss, and thus improve the system efficiency.
Fig. 7d shows a control flow chart of the operational mode, in which the aircraft is in an operational state and the combined power plant starter generator 13 is required to provide a pulse power supply for heavy overload of the heavy power load device 8. After receiving the emergency command signal, the bus bar power controller sends a signal, closes the second main breaker 7, opens the first main breaker 5, and sends a signal to the power generation control unit, closes the switch K3, the switch K4, the switch K5, and opens other switches, at this time, the combined power device starts the short circuit of the doubly salient electro-magnetic motor 16 in the generator 13, and the current of the electro-magnetic winding does not exist due to the disconnection of the switch K6, so that the current of the armature winding 20 of the doubly salient electro-magnetic motor does not exist, the 2 nd outlet ends of the armature winding of the permanent magnetic synchronous motor 17 are all short-circuited together, which is equivalent to the situation that the doubly salient electro-magnetic motor 16 is cut off, and the permanent magnetic synchronous motor 17 generates power externally, because the permanent magnetic synchronous motor 17 is a surface-mounted permanent magnetic motor, the external characteristics are hard, the overload capability is strong, and when the rotating speed is not changed, the pulse power can be provided for the high-power load device 8. The purpose of cutting off the electro-magnetic doubly salient motor 16 is to reduce the winding inductance of the combined power plant starting generator 13, reduce the demagnetizing armature reaction, the commutation voltage drop and the iron core saturation factor, and improve the overload capacity of the system.
While the above embodiments are merely preferred embodiments of the present invention, it should be noted that, for those skilled in the art, various modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should be regarded as the protection scope of the present invention. The components not specified in this embodiment can be implemented by the prior art.
Claims (10)
1. An aero high voltage direct current electric power generation system having a high overload capability, the system comprising: the combined power device (2), a starting generator controller (3), a bus bar (4), a first main circuit breaker (5) and a second main circuit breaker (7);
the combined power device (2) comprises a combined power device flywheel (9), a combined power device shaft (10), a combined power device cooling turbine (11), a combined power device compressor (12), a combined power device starting generator (13), a combined power device power turbine (14) and a combined power device combustion chamber (15), wherein the combined power device flywheel (9), the combined power device cooling turbine (11), the combined power device compressor (12), the combined power device starting generator (13) and the combined power device power turbine (14) are sequentially and coaxially connected and are arranged on the combined power device shaft (10); the combined power device starter generator (13) is connected to a starter generator controller (3) through an electric power connecting line, the starter generator controller (3) is connected to a bus bar (4) through the electric power connecting line, the bus bar (4) is connected with a main power system (6) through a first main circuit breaker (5) through the electric power connecting line, and the bus bar (4) is connected with a high-power load device (8) through a second main circuit breaker (7) through the electric power connecting line;
the combined power device starter generator (13) comprises a position sensor, an electric excitation double-salient-pole motor (16) and a permanent magnet synchronous motor (17), and the starter generator controller (3) comprises a first switch, a second switch, a third switch, a fourth switch, a starting control unit, a full-bridge inverter, a generating control unit, an excitation power circuit, a first bridge type uncontrolled rectifying circuit and a second bridge type uncontrolled rectifying circuit;
the electro-magnetic doubly salient motor (16), the permanent magnet synchronous motor (17) and the position sensor are sequentially and coaxially connected and are all arranged on the combined power device shaft (10); a first outlet end of an armature winding of the permanent magnet synchronous motor (17) is respectively connected with an input end of a first bridge type uncontrolled rectifying circuit, an output positive end of the first bridge type uncontrolled rectifying circuit is connected with a first contact of a third switch, a second contact of the third switch is connected with a positive end of a bus bar (4), and an output negative end of the first bridge type uncontrolled rectifying circuit is connected with a negative end of the bus bar (4); the permanent magnet synchronous motor (17) armature winding first leading-out terminal is connected with the first contact of second switch respectively, and the second contact of second switch is connected with full-bridge inverter output respectively, and the positive end of full-bridge inverter input is connected with the first contact of first switch, and the second contact and the busbar (4) positive end of first switch are connected, and full-bridge inverter input negative end is connected with busbar (4) negative end.
2. The aviation high-voltage direct-current power generation system with strong overload capacity of claim 1, characterized in that the armature winding of the electrically excited doubly salient motor (16) adopts a star connection mode, the armature winding outlet terminals of the electrically excited doubly salient motor (16) are respectively connected with the armature winding second outlet terminals of the permanent magnet synchronous motor (17) in series, meanwhile, the armature winding outlet terminals of the electrically excited doubly salient motor (16) are respectively led out and are connected with the first contact of a fifth switch, the second contact of the fifth switch is respectively connected with the input terminal of a second bridge type uncontrolled rectifying circuit, the output positive terminal of the second bridge type uncontrolled rectifying circuit is connected with the first contact of a fourth switch, and the output negative terminal of the second bridge type uncontrolled rectifying circuit is connected with the second contact of the fourth switch; the outlet ends of the excitation winding of the electric excitation double-salient motor (16) are respectively led out and connected with the output end of the excitation power circuit; the positive input end of the excitation power circuit is connected with the second contact of the sixth switch, the first contact of the sixth switch is connected with the first contact of the fourth switch, and the negative input end of the excitation power circuit is connected with the second contact of the fourth switch;
the positive input end of the excitation power circuit is connected with the first contact of the seventh switch, the second contact of the seventh switch is connected with the positive end of the bus bar (4), and the negative input end of the excitation power circuit is connected with the negative end of the bus bar (4).
3. The control method of the aviation high-voltage direct-current power generation system with the strong overload capacity according to claim 1, characterized by comprising the following steps of:
the method comprises the steps that firstly, an output current signal and an output voltage signal of a full-bridge inverter are respectively obtained through a current sensor and a voltage sensor, and a rotor position signal of a starting generator (13) of a combined power device is obtained through a position sensor and is sent to a power generation control unit;
step two, the power generation control unit respectively controls the first switch to the seventh switch to be switched on or switched off through outputting switch control signals, and four modes in the flight of the airplane are realized according to the flight state of the airplane: ground start mode, cooling mode, emergency mode and operational mode.
4. The control method according to claim 3, wherein the first step is specifically:
a full-bridge inverter obtained by detection of a first current sensor and a second current sensor outputs a first current signal, the full-bridge inverter outputs a second current signal, the first current signal and the second current signal are transmitted to a starting control unit, an excitation winding current signal obtained by detection of a third current sensor is transmitted to a power generation control unit, and a voltage signal at the output end of a first bridge type uncontrolled rectifying circuit obtained by detection of a voltage sensor is transmitted to the power generation control unit; the position sensor detects the obtained rotor position signal of the combined power device starting generator (13) and transmits the signal to the starting control unit, and the signal is used for detecting the rotor position of the combined power device starting generator (13).
5. The control method according to claim 4, characterized in that in the ground starting mode, after receiving the starting command signal, the starter generator controller (3) firstly performs self-checking, after the self-checking is completed, the bus bar power controller sends out a signal to close the first main breaker (5), open the second main breaker (7), and the power generation control unit sends out a signal to close the first switch, the second switch and the seventh switch, and open the other switches, at this time, the main power system (6) supplies power to the bus bar (4), and the main bus bar (4) supplies power to the starter generator controller (3);
the power generation control unit adjusts the duty ratios of two power switching tubes T7 and T8 in the excitation power circuit, so that the current of the excitation winding is adjusted to the maximum value; the starting control unit adjusts the duty ratios of six power switching tubes T1, T2, T3, T4, T5 and T6 in the full-bridge inverter, adjusts each phase of current in an armature winding (24) of the permanent magnet synchronous motor, generates and controls the torque of a starting generator (13) of the combined power device, drives a rotor of the combined power device (2) to rotate, injects fuel to ignite after the combined power device (2) reaches the starting rotating speed, and enters a stable working state after the combined power device (2) is started successfully.
6. The control method according to claim 4, characterized in that in the cooling mode, the combined power plant combustor (15) is not operated, and after receiving the cooling command signal, the bus power controller sends a signal to close the first main breaker (5), open the second main breaker (7), send a signal to the power generation control unit to close the first switch, the second switch, the seventh switch, and open the other switches;
at the moment, the main power system (6) supplies power to the bus bar (4), and the main bus bar (4) supplies power to the starter generator controller (3); the power generation control unit adjusts the duty ratio of a power switching tube in the excitation power circuit, so that the current of an excitation winding is adjusted; the starting control unit adjusts the duty ratio of a power switch tube in the full-bridge inverter, adjusts each phase of current in an armature winding (24) of the permanent magnet synchronous motor, and generates and controls the torque of a starting generator (13) of the combined power device to drive a rotor of the combined power device (2) to rotate by cooperatively controlling the current of an excitation winding and each phase of current in the armature winding (24) of the permanent magnet synchronous motor;
the combined power plant cooling turbine (11) rotates at high speed, the outlet airflow expands, the temperature of the airflow is reduced, and the cooling airflow cools the cockpit and the aircraft system.
7. The control method according to claim 4, characterized in that in the emergency mode, the main power supply system of the aircraft cannot supply power, and after receiving the emergency command signal, the bus power controller sends a signal to close the first main breaker (5) and open the second main breaker (7); before entering the emergency mode, the flywheel (9) of the combined power device stores mechanical energy;
after entering the emergency mode, the control method is divided into two emergency mode control methods according to the working state of the combustion chamber of the combined power device.
8. The control method according to claim 7, characterized in that the combustion chamber of the combined power plant is not operated, and the emergency mode first control method is adopted, specifically, the power generation control unit sends out a signal to close the third switch, the fifth switch and the sixth switch and to open the other switches;
the power generation control unit detects and obtains a voltage signal at the output end of the first bridge type uncontrolled rectifying circuit, compares the voltage signal with a given voltage signal at the output end, generates a given current signal of the exciting winding through an output voltage regulating link, detects and obtains a current signal of the exciting winding, compares the current signal with the given current signal of the exciting winding, and generates a control signal for controlling the chopping of a power switching tube in the exciting power circuit through an exciting current regulating link, controls the chopping of the switching tube of the exciting power circuit, and maintains the voltage at the output end of the first bridge type uncontrolled rectifying circuit as a rated value.
9. The control method according to claim 7, characterized in that the combustion chamber of the combined power plant is operated, and the emergency mode second control method is used, in particular, the power generation control unit sends out a signal to close the third switch, the fourth switch, the fifth switch and to open the other switches.
10. The control method according to claim 3, wherein in the combat mode, after receiving the emergency command signal, the bus bar power controller sends a signal to close the second main breaker (7) and open the first main breaker (5), and the power generation control unit sends a signal to close the third switch, the fourth switch, the fifth switch and open the other switches.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011147393.0A CN112523872B (en) | 2020-10-23 | 2020-10-23 | Aviation high-voltage direct-current power generation system with strong overload capacity and control method thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011147393.0A CN112523872B (en) | 2020-10-23 | 2020-10-23 | Aviation high-voltage direct-current power generation system with strong overload capacity and control method thereof |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112523872A CN112523872A (en) | 2021-03-19 |
| CN112523872B true CN112523872B (en) | 2021-11-23 |
Family
ID=74979644
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011147393.0A Active CN112523872B (en) | 2020-10-23 | 2020-10-23 | Aviation high-voltage direct-current power generation system with strong overload capacity and control method thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112523872B (en) |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103547779A (en) * | 2011-05-20 | 2014-01-29 | 涡轮梅坎公司 | Method for rationalising a chain of electric components of an aircraft, implementation architecture and corresponding aircraft |
| WO2014105495A1 (en) * | 2012-12-28 | 2014-07-03 | United Technologies Corporation | Filter for aircraft apu system |
| CN107231064A (en) * | 2017-06-23 | 2017-10-03 | 南京航空航天大学 | A kind of more electric engin built-in type integrated actuating electricity generation system and its control method |
| CN110446838A (en) * | 2017-02-01 | 2019-11-12 | 通用电气公司 | System and method for integrated power and heat management in turbo-power aircraft |
-
2020
- 2020-10-23 CN CN202011147393.0A patent/CN112523872B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103547779A (en) * | 2011-05-20 | 2014-01-29 | 涡轮梅坎公司 | Method for rationalising a chain of electric components of an aircraft, implementation architecture and corresponding aircraft |
| WO2014105495A1 (en) * | 2012-12-28 | 2014-07-03 | United Technologies Corporation | Filter for aircraft apu system |
| CN110446838A (en) * | 2017-02-01 | 2019-11-12 | 通用电气公司 | System and method for integrated power and heat management in turbo-power aircraft |
| CN107231064A (en) * | 2017-06-23 | 2017-10-03 | 南京航空航天大学 | A kind of more electric engin built-in type integrated actuating electricity generation system and its control method |
Also Published As
| Publication number | Publication date |
|---|---|
| CN112523872A (en) | 2021-03-19 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP2801719B1 (en) | Aircraft electrical system | |
| CN101529686B (en) | System for generating, converting, distributing and electrically starting on board an aircraft | |
| CN102386829B (en) | Starting power generation system for electric automobile | |
| US6169390B1 (en) | Flywheel-microturbine system | |
| US7459889B2 (en) | DC bus short circuit compliant power generation systems using induction machine | |
| US11616378B2 (en) | Power transfer system with multiple energy storage modules | |
| Zhang et al. | Overview and development of variable frequency AC generators for more electric aircraft generation system | |
| CN110061678B (en) | Electro-magnetic doubly salient motor driving and charging integrated system | |
| CN112532128A (en) | Aviation high-power composite brushless starting power generation system and control method thereof | |
| CN113767048A (en) | Hybrid propulsion system and method for controlling such a system | |
| CN112003517B (en) | Two-stage brushless electric excitation starting power generation system topology and control strategy thereof | |
| Besnard et al. | Electrical rotating machines and power electronics for new aircraft equipment systems | |
| US9917544B2 (en) | Method and power converter unit for operating a generator | |
| CN112441239B (en) | High-voltage direct-current power system for hybrid electric propulsion aircraft | |
| CN108847796B (en) | Reluctance type starting control method and system for three-stage brushless synchronous motor | |
| CN112523872B (en) | Aviation high-voltage direct-current power generation system with strong overload capacity and control method thereof | |
| CN102545754A (en) | Winding open circuit type permanent magnet double-salient-pole starting power generation system | |
| CN109274300B (en) | Starting and excitation system and method for gas turbine generator set | |
| Khan | Power electronics in automotive electrical systems | |
| CN102338037A (en) | Disc type vertical axis breeze generator system | |
| CN113162496B (en) | Topological structure and control method of aviation two-stage type high-voltage direct-current starting power generation system | |
| CN110474583B (en) | Direct-boost isolation-free double-fed high-speed switched reluctance generator current conversion system | |
| EP4300808A1 (en) | Aircraft power and propulsion systems comprising permanent magnet electrical machines | |
| CN215646182U (en) | Power supply system for hybrid aircraft | |
| EP4300806A1 (en) | Aircraft power and propulsion systems comprising permanent magnet electrical machines |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |