CN206099484U - 一种飞机电气系统 - Google Patents
一种飞机电气系统 Download PDFInfo
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- H—ELECTRICITY
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- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C5/00—Locomotives or motor railcars with IC engines or gas turbines
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- H01G—CAPACITORS; CAPACITORS, RECTIFIERS, DETECTORS, SWITCHING DEVICES, LIGHT-SENSITIVE OR TEMPERATURE-SENSITIVE DEVICES OF THE ELECTROLYTIC TYPE
- H01G11/00—Hybrid capacitors, i.e. capacitors having different positive and negative electrodes; Electric double-layer [EDL] capacitors; Processes for the manufacture thereof or of parts thereof
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- H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
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Abstract
本实用新型涉及一种飞机电气系统,本实用新型将以内燃机为动力的飞机的用电设备根据功率特性进行区分,分为功率型用电单元和非功率型用电单元,通过能量供给侧和能量需求侧的匹配及平衡。本实用新型的飞机电气系统包括能量单元和功率单元,能量单元和功率单元输出端之间连接有隔离单元,能量单元输出端供电连接机载用电装置,功率单元输出端供电连接启动电机,隔离单元用于在功率单元为启动电机供电时,断开功率单元与能量单元的电流通路。本实用新型通过功率单元为启动电机供电,解决了目前飞机电气系统由于采用蓄电池为启动电机供电导致蓄电池“超量配置”,对蓄电池电流冲击大,造成蓄电池寿命降低、其它用电单元供电不稳等问题。
Description
技术领域
本实用新型涉及一种飞机电气系统,属于电路系统应用技术领域。
背景技术
各种飞机已经成为人们日常的交通、运输及生产工具,如载人的大、中、小型客机,运输货物的运输机、及各种特殊用处飞机、发动机动力无人机等。电气系统是飞机必不可少的一部分,飞机传统电气系统如图1所示,主要由机载发电机、电压调节器、蓄电池等构成,用电设备根据功率特性主要分为需要瞬态大功率的启动电机和持续小功率的其他机载用电装置,飞机蓄电池是供电系统必不可少的电源之一,在飞机的内燃机启动时向启动电机供电;发动机不工作或发动机在不高的转速下工作时,蓄电池向飞机耗电装置供电;在耗电装置功率超过其发电装置功率时,蓄电池同发电机联合向耗电装置供电。飞机中的蓄电池既要负责提供机载用电装置(如仪表显示、程序自检、信号灯的闪亮、音响短时工作等小功率器件)的能量,又要负责提供发动机启动瞬间大功率的能量,在运行实践中,这种方案暴露出以下问题:
1.飞机发动机启动系统和其它用电装置不同用电特性对蓄电池性能要求差异很大:启动系统要求蓄电池放电倍率性能优异,而其它耗电装置则要求蓄电池具备一定容量即可、倍率性能要求不高,这种情况导致蓄电池为满足飞机发动机冷启动所需的瞬态大功率,不得不“超量配置”,使电池又大又笨重,既浪费资源也不经济。
2.当飞机发动机熄火状态下长时间使用飞机内的电器设备、熄火状态下使用外接电源设备、停机后忘记关闭耗电设备等情况,将导致蓄电池亏电而无法完成飞机发动机的下次启动。
3.飞机发动机冷启动电流较大,对铅酸蓄电池的电流冲击较大,造成正极板活性物质脱落,使得铅酸电池组容量下降较快,使用寿命较短(一般为2~3年),更换较为频繁,增加用户设备维护工作量和使用成本;飞机蓄电池使用过程中,由于使用人员或维护人员无法准确确认蓄电池使用状态,通常以飞机隔夜后启动不顺畅的现象作为判定蓄电池寿命终结的标准,而不是以蓄电池无法蓄电或无法正常供应飞机耗电装置用电作为蓄电池报废标准,造成蓄电池被“过早判废”。
4.飞机发动机启动(特别是冷启动)时,蓄电池瞬时电压降较大,造成飞机电压敏感设备(计算机系统、可编程逻辑控制器、电子设备等)无法正常工作,容易出现计算机紊乱、数据丢失及设备停止运行等故障,严重时甚至造成机载设备的意外损坏。
为此,有人提出在蓄电池两端并联超级电容的方式来共同为启动电机供电,虽然这种方案在一定程度上延长了蓄电池的使用寿命,但是蓄电池还是要承担启动电机的启动任务,并没有从根本上解决蓄电池为启动电机供电导致对蓄电池电流冲击大,造成蓄电池寿命降低等问题。
实用新型内容
本实用新型的目的是提供一种飞机电气系统,以解决目前采用蓄电池为飞机启动电机提供启动能量导致蓄电池“超量配置”以及易受到大电流冲击影响寿命的问题。
本实用新型为解决上述技术问题而提供一种飞机电气系统,包括启动电机、机载发电机和机载用电装置,该电气系统还包括能量单元和功率单元,能量单元和功率单元输出端之间连接有隔离单元,能量单元输出端供电连接机载用电装置,功率单元输出端供电连接启动电机,所述隔离单元用于在功率单元为启动电机供电时,断开功率单元与能量单元的电流通路,所述的能量单元为储能器件,所述的功率单元为高倍率放电的储能器件。
所述的隔离单元为开关管、接触器或继电器。
所述的隔离单元还包括控制电路,所述的控制电路包括控制接口和第一检测接口,所述第一检测接口用于检测启动电机是否启动,所述控制接口用于在第一检测接口检测到启动电机要启动时,断开功率单元与能量单元的电气连接。
所述的控制电路还包括用于检测功率单元电量是否充足的第二检测接口,当第一检测接口检测到启动电机不工作且第二检测接口检测到功率单元电量不足时,功率单元与能量单元通过隔离单元并接,否则不并接。
所述的功率单元为超级电容器单体、通过超级电容器单体串并联组成的模块或者电容器阵列。
所述的能量单元为铅酸电池、镍氢电池、锰酸锂电池、磷酸铁锂电池、三元电池和钛酸锂电池中的任意一种。
本实用新型的有益效果是:本实用新型飞机供电系统采用组合式超级电池提供电能,组合式超级电池包括能量单元和功率单元,能量单元和功率单元输出端之间连接有隔离单元,能量单元输出端供电连接机载用电装置,功率单元输出端供电连接启动电机,隔离单元用于在功率单元为启动电机供电时,断开功率单元与能量单元的电流通路,能量单元为储能器件,功率单元为能够高倍率放电的储能器件。本实用新型通过仅采用组合式超级电池中的功率单元为启动电机供电,防止因蓄电池过度放电导致启动电机不能启动,影响飞机正常工作,能量单元不再承担瞬态大功率作业任务,不会出现瞬时较大电压降的情况,保证了飞机电气系统能够稳定工作,减少了用电负载因电能质量不稳造成的损坏。
附图说明
图1是传统飞机电气系统结构框图;
图2是本实用新型飞机电气系统结构框图;
图3是本实用新型飞机电气系统结构框图;
图4是本实用新型飞机电气系统所采用的隔离单元结构图。
具体实施方式
下面结合附图对本实用新型的具体实施方式做进一步的说明。
本实用新型的一种飞机供电系统的实施例
飞机已经成为人们日常的交通、运输及生产工具,飞机在启动过程中,一般需要启动电机的带动,启动电机作为功率型用电单元,在启动时需要瞬态大功率,本实用新型采用功率单元为其供电。在同一电气系统中,功率型用电单元与非功率型用电单元是相对的概念。功率型用电单元具备持续用电时间短(小于10秒)、大功率(额定电流一般在几十安培以上)的用电特征,在飞机的电气系统中,内燃机启动电机就是该电气系统中的功率型用电单元;非功率型用电单元具备持续用电时间可长可短、小功率(额定电流一般在几十安培以下)的用电特征,在飞机的电气系统中,仪表显示、程序自检、信号灯的闪亮、音响短时工作等小功率器件均为能量型用电单元。
本实施例中的飞机电气系统,如图2和图3所示,包括机载发电机7、启动电机1、机载用电装置6和组合式超级电池,组合式超级电池包括功率单元4、隔离单元3和能量单元5,隔离单元3连接在能量单元和功率单元输出端之间,能量单元5输出端供电连接机载用电装置6,功率单元4输出端通过启动开关2供电连接启动电机1,机载发电机7的电压由电压调节器8调节,用于实现机载发电机7电压的稳定输出。当内燃机启动时,闭合启动开关2,隔离单元3断开功率单元4与能量单元5之间的电流通路,仅由功率单元4为启动电机供电。能量单元5不再承担瞬态大功率作业任务,只负责小功率负载的持续供能,能量单元不会出现瞬时较大电压降的情况,保证机载供电系统能够稳定输出,且能量单元不受大电流冲击损坏,寿命更长,避免能量单元被“过早”判废,造成浪费。通过能量单元可根据机载耗电装置的能量要求配置容量,适当减小了其体积和重量,在选型配置上实现“瘦身”从而节约资源、减少环境污染;仅依靠功率单元进行启动,使飞机的启动性更好,尤其是在低温启动性,防止因飞机电池放电过度导致飞机发动机不能启动的情况。
功率单元4可以是超级电容器单体、由超级电容器单体通过串并联组成的模块,或者传统电容器阵列,如图2所示。功率单元4也可采用倍率性能及低温性能优异的储能器件,如图3所示,储能器件可为具备高倍率放电特性蓄电池,比如锂离子电池(磷酸铁锂系、三元系、锰酸锂系、钛酸锂系等)和卷绕式高倍率铅酸电池,也可以是低温高倍率锂电池和低温高倍率铅酸电池。能量单元5可以是铅酸电池,也可以是镍氢电池,还可以是锰酸锂电池、磷酸铁锂电池、三元电池、钛酸锂电池等其中的任意一种。功率单元存储能量比能量单元存储能量小很多,但充放电效率和功率特性又高很多。
隔离单元具有控制功能,能够根据功率型用电单元启动实现能量单元与功率单元的隔离。本实用新型的隔离单元为开关管、接触器或继电器,包括有控制电路,控制电路上设置有控制接口和第一检测接口,第一检测接口用于检测启动电机是否启动,控制接口用于控制隔离单元是否断开功率单元与能量单元之间的电流通路,当第一检测接口检测到启动电机启动时,隔离功率单元与能量单元的电气连接。为了防止在能量单元放电时,功率单元和能量单元一起放电,对功率单元造成不利的影响,本实用新型的控制电路还包括用于检测功率单元电量是否充足的第二检测接口,当第一检测接口检测到启动电机不工作且第二检测接口检测到功率单元电量不足时,功率单元与能量单元通过隔离单元并接,否则不并接。本实用新型所采用的隔离单元还可采用手动开关的实现方式,通过手动开关实现功率单元和能量单元的隔离。
此外,根据需要,瞬态动力功率补偿器还包括外围电路,该外围电路包括与功率单元连接的检测电路、保护及均衡电路和管理及显示模块,如图4所示,通过检测电路实时检测功率单元的电量,通过保护及均衡电路实现功率单元的均衡保护、充电保护、放电保护、过压保护、欠压保护、过流保护、过温保护和短路保护功能等,通过管理及显示模块实现对功率单元的管理和参数显示。检测电路、保护及均衡电路和管理及显示模块可根据需要实现的功能进行设计,各功能电路的实现对本领域的技术人员而言属于常规技术手段,这里不再给出具体的电路说明。
本实用新型飞机供电系统采用组合式超级电池为其提供能量,利用组合式超级电池的功率单元为功率型用电单元提供启动电能,使能量单元不再承担瞬态大功率作业任务,能量单元只负责小功率负载的持续供能,避免了能量单元受大电流冲击,可有效提高其使用寿命。同时,在能量单元选型配置上可以“瘦身”,实现小型化、轻量化。此外,功率单元仅用于为启动电机供电,当能量单元为耗电装置供电时,隔离单元断开功率单元与能量单元之间的电流的通路,避免功率单元向能量单元放电,对功率单元有一定的保护作用。同时依靠本实用新型的瞬态动力功率补偿器进行启动,内燃机启动性更好,尤其是低温启动性更好,能量单元不会出现瞬时较大电压降的情况,保证飞机供电系统能够稳定输出,减少非功率型用电单元因电能质量不稳造成的损坏。本实用新型将飞机用电设备分为功率型用电单元和非功率型用电单元,功率型用电单元仅由瞬态动力功率补偿器中的功率单元供电,非功率型用电单元由与瞬态动力功率补偿器并联的能量单元或发电机供电,达到能量供给侧和能量需求侧的匹配和平衡,使飞机电气系统得到优化,延长寿命,提高性能,减少资源浪费和系统维护工作量,并通过轻量化和更高效率的功率单元的采用,实现节能减排。
Claims (6)
1.一种飞机电气系统,包括启动电机、机载发电机和机载用电装置,其特征在于,该电气系统还包括能量单元和功率单元,能量单元和功率单元输出端之间连接有隔离单元,能量单元输出端供电连接机载用电装置,功率单元输出端供电连接启动电机,所述隔离单元用于在功率单元为启动电机供电时,断开功率单元与能量单元的电流通路,所述的能量单元为储能器件,所述的功率单元为高倍率放电的储能器件;所述飞机电气系统包括与功率单元连接的检测电路,所述检测电路用于实时检测功率单元的电量。
2.根据权利要求1所述的飞机电气系统,其特征在于,所述的隔离单元为开关管、接触器或继电器。
3.根据权利要求1所述的飞机电气系统,其特征在于,所述的隔离单元还包括控制电路,所述的控制电路包括控制接口和第一检测接口,所述第一检测接口用于检测启动电机是否启动,所述控制接口用于在第一检测接口检测到启动电机要启动时,断开功率单元与能量单元的电气连接。
4.根据权利要求3所述的飞机电气系统,其特征在于,所述的控制电路还包括用于检测功率单元电量是否充足的第二检测接口,当第一检测接口检测到启动电机不工作且第二检测接口检测到功率单元电量不足时,功率单元与能量单元通过隔离单元并接,否则不并接。
5.根据权利要求1所述的飞机电气系统,其特征在于,所述的功率单元为超级电容器单体、通过超级电容器单体串并联组成的模块或者电容器阵列。
6.根据权利要求1所述的飞机电气系统,其特征在于,所述的能量单元为铅酸电池、镍氢电池、锰酸锂电池、磷酸铁锂电池、三元电池和钛酸锂电池中的任意一种。
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