RU2308138C2 - Device for powering asynchronous electric motor - Google Patents

Device for powering asynchronous electric motor Download PDF

Info

Publication number
RU2308138C2
RU2308138C2 RU2005136219/09A RU2005136219A RU2308138C2 RU 2308138 C2 RU2308138 C2 RU 2308138C2 RU 2005136219/09 A RU2005136219/09 A RU 2005136219/09A RU 2005136219 A RU2005136219 A RU 2005136219A RU 2308138 C2 RU2308138 C2 RU 2308138C2
Authority
RU
Russia
Prior art keywords
voltage
inputs
power
input
output
Prior art date
Application number
RU2005136219/09A
Other languages
Russian (ru)
Other versions
RU2005136219A (en
Inventor
Сергей Александрович Богатырев (RU)
Сергей Александрович Богатырев
ненко Александр Васильевич Демь (RU)
Александр Васильевич Демьяненко
Владимир Владимирович Шпаковский (RU)
Владимир Владимирович Шпаковский
Original Assignee
Сергей Александрович Богатырев
Александр Васильевич Демьяненко
Владимир Владимирович Шпаковский
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Сергей Александрович Богатырев, Александр Васильевич Демьяненко, Владимир Владимирович Шпаковский filed Critical Сергей Александрович Богатырев
Priority to RU2005136219/09A priority Critical patent/RU2308138C2/en
Publication of RU2005136219A publication Critical patent/RU2005136219A/en
Application granted granted Critical
Publication of RU2308138C2 publication Critical patent/RU2308138C2/en

Links

Images

Classifications

    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04SSYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S20/00Management or operation of end-user stationary applications or the last stages of power distribution; Controlling, monitoring or operating thereof
    • Y04S20/20End-user application control systems

Abstract

FIELD: engineering of devices for powering asynchronous electric motors with short-circuited rotor used at objects where two powering voltage network are present, of direct and alternating current, in particular for centrifugal pumps in fuel transfer system of aircrafts.
SUBSTANCE: the device consists of contactor, threshold element, constant current network enabling relay, current indicator, voltage indicator, low voltage inverter control rule generator, low voltage inverter control block, block of low voltage transistors connected in accordance to one-phased bridge circuit, transformer, semiconductor rectifier, inductance-capacitive filter, high voltage inverter control rule generator, high voltage inverter control block, block of transistors connected in accordance to three-phased bridge circuit. Device ensures provision of power to asynchronous electric motor of fuel pump either by network of three-phased alternating current of constant frequency, or by constant current network by its transformation to three-phased alternating current network with constant value of frequency to voltage ratio. Value of current consumed from constant current network is controlled additionally as well as upper limit voltage at output of device with limitation of both current and voltage when they reach limit values.
EFFECT: increased reliability of operation of fuel-feeding equipment in emergency situations with limited power resources.
2 dwg

Description

The invention relates to power devices for squirrel-cage induction electric motors used for centrifugal pumps in aircraft fuel transmission systems, and is intended to improve the reliability of fuel supply equipment in emergency situations with limited energy resources. The invention can be used not only on aircraft, but also on other objects where there are two networks of supply voltage, AC and DC, and it does not matter which of them is the main and which is the backup. The use of the claimed device is possible as part of various power drives in railway transport, where there are two networks of supply voltage of direct and alternating current.

Various types of electric pump drives of fuel pumps are known in aircraft fuel transmission systems for which various power supply systems are used. As drive motors, asynchronous motors (1, p. 122-125) and collector motors of sequential and independent excitation (2, p. 182-183) are used. The power of these electric machines is carried out: the first from the on-board AC network, and the second from the on-board DC network. Moreover, each network uses its own type of electric machine, designed to be powered by its own type of current.

A known power supply system for drives of centrifugal pumps driven by an induction motor in the fuel transmission system (3, p.186-197) of the aircraft. The electric motor is powered from the on-board network of a three-phase alternating current of constant frequency. The changing mode of operation of aircraft engines during flight requires an appropriate fuel consumption. The change in fuel consumption is provided by controlling the speed of the drive motor and the inclusion of other pumps in parallel operation. As fuel consumption changes, its mass placement in the aircraft body changes. Changing the uniformity of the fuel mass distribution leads to banks, for the elimination of which the fuel is pumped from one tank to another, using the same additional pumps for this purpose, driven by asynchronous motors. To operate in emergency mode, when the generator is out of order or aircraft engines are stopped, fuel pumps are used that are driven by DC collector motors powered by DC batteries.

The disadvantages of such a system is a wide variety of electrical machines and, accordingly, fuel pumps. Due to the large number of electric machines, the flight mass of the product increases, which leads to an increase in fuel consumption. Such a fuel system has a low unification, which complicates the checks carried out in preparation for the flight. The placement of additional engines complicates the layout of the equipment, because due to the lack of free space they have to be placed in hard-to-reach places. With this placement of equipment, it is significantly difficult to carry out routine and repair work. The use of direct current DC drive as collector motors, in addition, requires not only additional measures to protect the collector assembly from sparking, but also the sealing of the electric motor itself, which complicates the manufacturing technology of such drives. Since emergency situations rarely occur, the resource from the collector electric machine during normal operation is practically not removed. In addition, in conditions of limited energy resources, a significant decrease in the supply voltage of the on-board DC network often occurs. In such drives, when the voltage decreases from 28.5 to 18 V (3, p. 189), the consumed current decreases, and consequently, the pressure drop with a constant supply or supply with a constant pressure drop, which adversely affects the operation of aircraft engines.

A drive with an asynchronous electric motor and a valve converter (inverter) is known, connected to a direct current network, in which the asynchronous electric motor is controlled by changing the voltage and frequency of the voltage on the stator phase windings (4, p. 35-37). The asynchronous motor is powered from the DC network through a controlled inverter in such a way that the ratio of voltage to the frequency of the supply voltage is constant, which ensures the required value of the motor torque (4, p. 297-315). The disadvantage of such a drive with respect to an asynchronous drive powered by a three-phase AC network is its high mass in terms of the combination of devices used (inverter - motor). In addition, additional space is needed to accommodate the inverter, which is a difficult technical task in an aircraft. The constant use of an electronic control method in such a drive in conditions of electronic interference reduces the reliability of the drive.

A known method of powering an induction motor from an alternating current network (5, p. 135-235), which is widely used everywhere. The supply network can be single-phase or multiphase. The most widely used three-phase network. To create it, either alternating current generators or static converters (inverters) are used.

Using generators get a three-phase AC network of constant frequency. Using inverters, a three-phase network is obtained not only constant, but also variable frequency. Moreover, obtaining a three-phase network using an inverter can be made both from a DC network and an alternating current. When receiving DC power from the network, inverters are used that have a two-stage structure and consist of an input low-voltage single-phase bridge inverter, a step-up transformer, a rectifier, a filter and an output high-voltage three-phase bridge inverter. When receiving from an AC network, inverters are used that have a single-stage structure and consist of a transformer, a rectifier, a filter and an output high-voltage three-phase bridge inverter.

The use of an inverter to power the drive motor allows you to change the quantitative characteristics of the supply voltage (voltage, current, frequency, phase) in order to obtain the required characteristics of an electric machine, and in a wider range than when using a conventional three-phase AC network created by the generator. Thus, in such power supply systems when powered by an alternating current network created by the generator, the limits of drive control are limited, and when powered by a direct current network, the flight mass of the product (motor-inverter) increases, which leads to an increase in fuel consumption during the period of operation of the aircraft .

Currently, a DC network from rechargeable batteries is used as an emergency network, from which various electrical devices are powered. The use of a DC collector motor in emergency pump drives (2, pp. 182-183) complicates the design of the aircraft’s fuel transmission system, increases the mass of the product, increases labor costs for routine and repair work, and leads to insignificant use of the motor resource, since during operation it is rarely used, and in some cases, never at all. However, its constant maintenance in working condition requires considerable labor costs.

The inventive device in its pure design has no analogues, however, the closest analogue in essence is the power supply system for the fuel pump drives of the fuel transmission system described in (3, p.186-197) and above.

The objective of the invention is to reduce the mass of the drives of the fuel pumps and their unification, increasing the reliability of the fuel transmission system of aircraft, as well as limiting the direct current consumed in emergency mode at a given level, and more fully utilizing the service life of the pump motors.

The problem is solved by the use of a new power device for an asynchronous electric motor of a centrifugal fuel pump drive, which allows, first of all, to eliminate the heterogeneity of the used electric machines. Also, the device retains the ability to power the electric motor either from a three-phase AC network of constant frequency, or from a DC network through an autonomous inverter (static converter), the output of which automatically maintains a constant ratio of voltage to frequency. This ratio of frequency and voltage provides the maximum efficiency of the electric motor and the required value of the torque on the motor shaft. Given that the energy resources of the DC network are smaller than the AC network, the power device further limits the current consumption and voltage regulation at the output of the high-voltage inverter so that in emergency mode it ensures the stable operation of other electrical equipment of the aircraft. However, with any change in the DC voltage, the power supply device of the induction motor ensures the consumption of the maximum allowable current.

The invention consists in the following. The fuel pump drive of the aircraft fuel transmission system (FIG. 1) comprises an asynchronous electric motor power device 40 and an asynchronous motor 50, which drives the impeller of the centrifugal pump 60.

The power supply device of the induction motor (Fig. 1) consists of a contactor 3, which has six power inputs and three power outputs, a threshold element 4, which has four inputs and two outputs, a DC relay 5, which has one power input and output, and also a control input, an input low-voltage single-phase bridge inverter 7, a voltage boosting, rectification, and filtering unit 8, each having two power inputs and an output, and an output high-voltage three-phase bridge inverter 9, having two power inputs and three forces O output, the single-phase and three-phase inverters are still one control input.

The input low-voltage single-phase bridge inverter 7 consists of (Fig. 2) a current sensor 14 having one power input, one power and one measuring outputs, a voltage sensor 23, a driver of the law for controlling the low-voltage inverter 15, a control unit for the low-voltage inverter 16 and a block of low-voltage transistors, connected by a single-phase bridge circuit 17.

The output of the low-voltage inverter 7 is connected to a voltage boosting, rectification and filtering unit 8. Block 8 (Fig. 2) contains a step-up transformer 18, the primary winding of which is connected to the output of the low-voltage inverter 7, and the secondary winding is connected in series with a semiconductor rectifier 19, inductive-capacitive filter 20, 21 and with the inputs of the high-voltage inverter 9.

The output high-voltage three-phase bridge inverter 9 (Fig. 2) consists of a driver of the control law of the high-voltage inverter 22, a control unit of the high-voltage inverter 24 and a block of high-voltage field-effect transistors connected via a three-phase bridge circuit 25.

Thus, the low-voltage single-phase inverter 7, the rectification and filtering increase unit 8, and the high-voltage three-phase inverter 9 are connected to each other in series, so that the outputs of the first are the inputs of the second, and the outputs of the second are the inputs of the third. At the output of the high-voltage inverter 9, a three-phase network of alternating voltage and frequency 10 is formed.

Since the inverter 6 as a whole is a complex system of automatic control, it is organized inside it links between the individual functional elements. A signal in the form of voltage is taken from the input of the high-voltage inverter and fed to the driver of the control law of the high-voltage inverter 22, the output of which is connected to the first input of the control unit of the high-voltage inverter 24. The second input of the control unit 24 is connected to the second output of the threshold element 4, and the outputs, according to the number of controlled transistors connected to the control inputs of the transistors (gates) of the block of high-voltage transistors connected by a three-phase bridge circuit 25. The control unit of the high-voltage inverter 24 about espechivaet connection control inputs of transistors on a given algorithm and thus creates the output three-phase AC power of variable frequency and voltage 10, wherein the ratio of the voltage to the frequency is constant. Also, from the input of the high-voltage inverter 9, a signal in the form of a voltage is supplied to the voltage sensor of the low-voltage inverter 23, the output of which is connected to the second input of the driver of the law of control of the low-voltage inverter 15, and the first input of the driver of the law of control of the low-voltage inverter is connected to the output of the current sensor 14. The output of the driver of the control law a low-voltage inverter is connected to the first input of the control unit of the low-voltage inverter 16, the second input of which is connected to the second output of the threshold element 4. In the moves of the control unit in the number of transistors are connected to the control gates of the transistors of the transistor block connected by a single-phase bridge circuit 17. The control unit of the low-voltage inverter ensures the connection of the control inputs of the transistors according to a predetermined algorithm and thus creates a single-phase alternating current of variable frequency and voltage at the output, and limits the current and voltage at a given level despite the fact that at any voltage, the maximum current consumption from the network is ensured.

The power supply device of the induction motor 40 has six inputs and three outputs. When installing a DC power relay outside the device, the number of inputs can be reduced to five. Three inputs of the power device are supplied with a three-phase alternating voltage of 200 V, 400 Hz constant frequency, two other inputs are supplied with a constant voltage of 27 V along two lines: high and low potential lines. The sixth input provides a signal to turn on the pump motor. The three outputs of the power device are connected to the phase windings of the induction motor 50, interconnected in a "star" or "triangle".

Switching the power of the motor windings from an alternating current alternating current mains to a supply from an alternating current main with a constant voltage to frequency ratio is carried out by a contactor 3 having six inputs and three outputs. The first three inputs of the contactor are connected to three inputs of the power supply device through an alternating current network of constant frequency 1, and the other three inputs with the outputs of a high-voltage inverter 9. The three-phase AC network of constant frequency 1 and the three-phase alternating current network of variable frequency 10 (high-voltage inverter output 9) have in three lines, which ensures their joint most convenient use for powering the phase windings of the pump motor when switching power from one network to another. Contactor 3 switches between groups of inputs. If there is no signal to turn on the electric motor, the contactor connects the outputs of the power device and thus the phase windings of the electric motor to the high-voltage inverter 9, i.e. the contactor outputs are closed to the outputs of the high-voltage inverter.

If there is an alternating three-phase voltage of constant frequency in the network 1 and a constant voltage in the network 2, if there is a signal to turn on the pump motor at the sixth input of the power supply device, the contactor 3 switches the induction motor 50 or to power from a three-phase AC network of a constant frequency (200 V, 400 Hz ), or powered by a three-phase AC network of variable frequency (200 ... 400 Hz, 100 ... 200 V), which is created as a result of converting direct voltage from a direct current network 2. Switching phase approx electric motor powered from one network to another can occur either in the complete disappearance of voltage in three-phase alternating current of constant frequency network, which occurs mainly in the transition to the emergency operation mode, either by reducing the AC voltage of constant frequency below an acceptable level for a time greater than a predetermined. In both cases, it is necessary to ensure the operation of fuel pumps to maintain the required values of their performance.

Connecting the DC network 2 to the power supply device provides a relay to turn on the DC power supply 5, the input of which is connected to the sixth input of the power supply device, to which a signal to turn on the pump motor is supplied. If there is a signal, the DC enable relay 5 closes its K2 contacts, connecting the 27 V DC network through the current sensor 14 to the inputs of the transistor unit connected via a single-phase bridge circuit 17, the low-voltage inverter 7. The current sensor 14 is made in the form of a shunt, which allows measure the current flowing in the circuit with great accuracy. A current sensor is connected in series to the line of the positive potential of the DC network so that all the current in this network flows through it. The operation of the relay for turning on the direct current network leads to the closure of its power input to its power output. From the output of the relay for turning on the DC network 5 from the positive potential line, voltage is also supplied to the threshold element 4 and through the current sensor 14 to the input of a block of transistors connected via a single-phase bridge circuit 17, a low-voltage inverter 7, which has two power inputs and an output and three control entrance. From the current sensor 14, the measuring signal is fed to the first input of the driver of the low-voltage inverter control law 15. The signal from the voltage sensor 23 is fed to the second input of the driver, two inputs of which are connected to the outputs of the boost, rectify, and filter unit 8 (or the inputs of the high-voltage inverter 9). From the output of the driver of the law of control of the low-voltage inverter 15, the control signal is supplied to the first input of the control unit of the low-voltage inverter 16, which turns on and off the control inputs of the transistors (gates) of the transistor block connected by a single-phase bridge circuit 17 according to a certain algorithm. high-voltage inverters occurs simultaneously according to the signal from the threshold element, which on line 12 enters simultaneously to the low-voltage and high oltny inverter, namely the inverter to the control units 16 and 24 respectively. Thus, the second input of the control unit of the low-voltage inverter 16 is connected to the second output of the threshold element 4. Two outputs of the transistor block of the low-voltage inverter are connected to the primary winding of the step-up transformer 18, the outputs of the secondary winding of which are connected through a semiconductor rectifier 19 and an inductive-capacitive filter 20, 21 with two inputs of a block of transistors connected by a three-phase bridge circuit 25, of a high-voltage inverter 9, with two inputs of a shaper of the law of control of a high-voltage inverter 22 and two inputs of the voltage sensor 23 of the low voltage inverter.

The output of the shaper control law of the high-voltage inverter 22 is connected to the first input of the control unit of the high-voltage inverter 24, the second input of which receives a signal on line 12 from the second output of the threshold element. The signal includes a block and a high-voltage inverter as a whole. The outputs of the control unit of the high-voltage inverter 24 are connected to the control inputs of the transistors (gates) of the block of high-voltage transistors connected via a three-phase bridge circuit 24. Three outputs of the block of transistors connected by a three-phase bridge circuit 25, the high-voltage inverter 9 are connected to three inputs of the contactor 3 and form a three-phase network alternating current of variable frequency and voltage 10, in which the ratio of voltage to frequency remains always constant. The control input of the contactor 3 is connected to the second output of the threshold element 4, through which it receives a signal on line 11 to switch the phase windings of the asynchronous electric motor to power either from a three-phase AC network of constant frequency or from a three-phase network of a high-voltage inverter 10.

The threshold element 4 has four inputs, three of which are connected to three inputs of the power device, to which a three-phase AC network of constant frequency 1 is connected, and one input is connected to the positive bus of the DC network 2, and the connection is made to the power output of the DC power relay current 5. The power supply enclosure is a low potential bus. The threshold element has two outputs. The first output of the threshold element 4 is connected to the control input of the contactor 3, through which a signal is supplied to switch it, and the second output is connected to the inputs of the control units of low-voltage and high-voltage inverters 16 and 24, through which a signal is sent to turn on the inverter as a whole. The threshold element 4 compares the input voltages and, based on the results of the comparison, generates switching signals of the contactor 3 and on-off control units for the low-voltage 16 and high-voltage 24 inverters.

If there is a signal to turn on the pump motor, a constant voltage at the input of the power supply device, and there is no alternating three-phase voltage of constant frequency, the threshold element generates a turn-on signal to the control units of low-voltage 16 and high-voltage 24 inverters. Blocks 16 and 24 produce alternately according to a certain algorithm, and for each inverter, turning on and off the control inputs of transistors (gates) of low-voltage and high-voltage blocks of transistors 17 and 25, which ensures the conversion of direct current into alternating variable frequency and voltage.

If there is a signal to turn on the pump motor, a constant voltage at the input of the power supply device, and an alternating three-phase voltage of constant frequency of a given quality, the threshold element, according to the results of the comparison, gives a switching signal to line 11 of the contactor 3 of the contactor 3 without sending a signal to turn on the control units of inverters 16 and 24. At the same time, the phase windings of the induction motor are powered from a three-phase AC constant frequency network.

If there is a signal to turn on the pump motor, a constant voltage at the input of the power supply device, and a reduced to a certain value alternating three-phase voltage of a constant frequency in one phase or in all phases, the threshold element does not immediately provide a switching signal to the control input of the contactor 3 to line 11 and issues to line 12 the enable signal to the control units of low and high voltage inverters 16 and 24. The power supply of the phase windings of the asynchronous electric motor is carried out from the DC network through h low-voltage inverter 7, a unit for increasing voltage, rectification and filtering 8 and a high-voltage inverter 9, which creates a three-phase AC network of variable frequency 10.

In General, the power supply device of an induction motor operates as follows (figure 1). At the inputs of the power supply device of the induction motor 40, a constant nominal voltage of 27 V is supplied from the batteries via bus 2 of the DC power supply system and a three-phase alternating 200 V, 400 Hz constant frequency via bus 1 of the three-phase AC power supply system. If there is a signal to turn on the pump motor supplied to the control input of the DC power relay 5, the relay closes the K2 contacts and connects the inverter 6 and the input of the threshold element 4 to the DC network. The voltage from the three-phase AC constant frequency current 1 is supplied to the other three inputs contactor 3, as well as three inputs of the threshold element 4. In the absence of a signal to turn on the motor or direct voltage, three outputs of the contactor 3 connected to three outputs of the power device 13, to to which the phase windings of the induction motor are connected, they are closed to a three-phase network 10 created by the high-voltage inverter 9. Thus, the outputs of the power supply device 13 by the contactor 3 are connected to the high-voltage inverter 9, which is connected to the three inputs of the contactor.

If there is a signal to turn on the pump motor, a constant voltage at the input of the power supply device, and an alternating three-phase voltage of constant frequency of the required quality, the threshold device generates a signal on line 11 to the control input of the contactor 3, which connects the outputs of the power supply device 13 to the inputs 1 to which the three-phase alternating voltage is applied constant frequency, and the phase windings of the induction motor receive power from the onboard three-phase AC network. The electric motor drives a centrifugal fuel pump, which delivers fuel to the aircraft engines or transfers it to other fuel tanks to equalize the weight of the wings of the aircraft depending on the position of the distribution valves of the fuel system.

If there is a signal to turn on the pump motor, a constant voltage at the input of the power supply device, and when the alternating three-phase voltage of a constant frequency decreases in one phase, or in all immediately below the allowable limit for a period longer than the specified one, the threshold element generates a switching signal via line 11 to the control input of contactor 3 and on line 12 it generates an enable signal to the control inputs of the control units for low-voltage and high-voltage inverters 16 and 24. The signal from the second output of the threshold element includes of control unit 16 and inverter 24 respectively. The contactor 3 disconnects from the outputs of the power supply device 13 a three-phase AC network of constant frequency and connects the outputs of the power supply device 13 to the outputs 10 of the high-voltage inverter 9. The direct current from the network 2 is converted into a three-phase variable, in which the value of the voltage-frequency ratio remains constant, is supplied to the inputs contactor 3, and then, through the contact group, to the outputs of the power supply device of the induction motor 13, thereby ensuring the continuous operation of the fuel pumps. In a similar way, the power device also works when the three-phase alternating voltage of constant frequency in the network 1 disappears completely.

When voltage is restored in the AC three-phase current network of constant frequency 1 within the specified limits, the threshold element 4 provides a switching signal to the control input of the contactor 3 and a turn-off signal to the control units of the low-voltage and high-voltage inverters 16 and 24. Contactor 3 switches the outputs of the power device 13 to the inputs of the power device by alternating current, where a three-phase alternating voltage of constant frequency is supplied, and connects the phase windings of the induction motor to the on-board three-phase alternating current network 2 00 V, 400 Hz. At the same time, the control units of the low-voltage and high-voltage inverters are turned off and, thus, the inverter is completely turned off, stopping the conversion of direct current to alternating three-phase with a constant ratio of voltage to frequency.

The automatic control system built into the inverter 6 provides the limitation of the current consumed from the direct current network, the limitation of the voltage at the inverter output, as well as maintaining the voltage at the output of the high-voltage inverter at a predetermined level so that the ratio of voltage to frequency remains constant. This ratio of voltage and frequency provides the maximum efficiency of an induction motor. Limiting the current consumption from the network to a predetermined level favorably affects the operation of other on-board systems in emergency mode, since the amount of energy to ensure the functioning of the aircraft systems is limited.

The automatic control system of the inverter 6 operates as follows. According to the signals of the threshold element of the contactor, it switches the phase windings of the asynchronous pump motor to power from the three-phase network created by the inverter 6, and turns on the control units for low and high voltage inverters 16 and 24. The signal from the current sensor 14 is supplied to the driver of control law 15, which measures the deviation of the value current consumed by the inverter 6 from the set, and the deviation generates a signal of regulatory influence. The signal is formed by pulse-width modulation. The analog signal of the current deviation is converted into a pulse-width modulated signal in such a way that the duty cycle of the pulse voltage is a function of the current consumed from the DC network 2. At the output of the driver of the low-voltage inverter control law 15, a signal is generated that is fed to the first input of the low-voltage control unit inverter 16. At its second input, a signal is supplied from the threshold device 4 to turn on the control unit. The conditions for the appearance of the signal are described above. In the presence of this signal, the inverter turns on, and in the absence - turns off. The control unit 16 directly controls the key elements of the block of transistors VT1 ... VT4 connected by a single-phase bridge circuit 17. Alternating voltage from the diagonal of the bridge of the block of transistors connected by a single-phase bridge circuit 17, the low-voltage inverter 7 goes to the step-up transformer 18, where it increases by the secondary winding, then converted to constant using a semiconductor rectifier 19 and is filtered by a smoothing inductive-capacitive filter 20, 21. The filter suppresses component of the rectified voltage. A high DC voltage is removed from the filter output, which is fed to the input of the transistor block of the high-voltage inverter connected via a three-phase bridge circuit, the inputs of the voltage sensor 23 and the input of the driver of the control law of the high-voltage inverter 22. Block 22, connected in parallel to the inputs of the block of transistors connected by a three-phase bridge circuit 25, produces a periodic signal whose frequency is proportional to the voltage value at its input, i.e. the duty cycle of the pulse voltage at the output of the driver of control law 22, which is essentially a pulse-width modulator, is connected with the input voltage by a linear relationship. The output of the driver of the law for controlling the high-voltage inverter is connected to the first input of the control unit of the high-voltage inverter 24, which generates the switching signals of transistors VT5 ... VT10 connected by a three-phase bridge circuit 25. The frequency of the control signals and the frequency of the alternating voltage generated by the high-voltage inverter are proportional to the voltage across the output of the filter 20, 21. At the second input of the control unit of the high-voltage inverter, the above-described signal is supplied from the threshold device, including the high-voltage ny inverter, similar to low voltage.

The high-voltage three-phase inverter 9 (Fig. 1) converts the constant high voltage supplied to its input into a three-phase variable, the magnitude of which linearly depends on the duty cycle. When the voltage at the input of the low-voltage inverter decreases, the voltage at the input of the high-voltage also decreases, and the decrease is not directly proportional. When the voltage at the input of the high-voltage inverter decreases, the frequency of the output voltage decreases, however, the ratio of voltage to frequency remains constant.

At the same time, when the voltage in the DC network decreases with the inverter turned on, the inverter control system limits the consumed DC current, which in turn causes a decrease in the voltage at the input of the high-voltage inverter. Moreover, for any voltage value, the maximum possible current is selected, but not more than the specified value. This allows you to ensure the normal operation of the induction motor and maintain the operability of the fuel transmission system of the aircraft. Thus, the signal from the current sensor 14 causes a change in the voltage of the low-voltage inverter, which depends on the magnitude of the current.

The low-voltage inverter 7 is also regulated by a signal from a voltage sensor, which measures the voltage at the input of the high-voltage inverter and feeds it to the driver of the low-voltage inverter control law. So, when the output voltage of the low-voltage inverter reaches a predetermined value, the driver of the low-voltage inverter control law 15 reduces the duty cycle of the pulse voltage supplied to the control unit of the low-voltage inverter 16, thereby reducing the voltage at the output of the low-voltage inverter and limiting the energy consumption from the direct current network. And since the output voltage of the high-voltage inverter depends on the input, it turns out that the voltage of the high-voltage inverter depends on the current and voltage at the input of the low-voltage inverter, and in the absence of restrictions on current and voltage, the dependence is linear. A change in the frequency of the alternating current at the output, depending on the voltage at the input of the high-voltage inverter 9, ensures constant torque on the shaft of the induction motor. Under such conditions, regardless of changes in the incoming DC current and voltage, the induction motor maintains its operability and thereby ensures the normal functioning of the aircraft’s fuel transmission system.

The advantage of the claimed device is that it provides the use as an emergency engine of the same engine as in normal operation. Since the engine is constantly running, it is constantly in the process of functioning that its condition is monitored, which cannot be done with a backup DC motor, the monitoring of which is possible only when performing special operations. The disadvantages caused by the use of the design of the DC collector motor also disappear. The absence of a brush-collector assembly increases the reliability of the system, since it does not require additional isolation.

The exclusion from the design of the fuel transmission system of the collector electric motor due to the use of the inventive power supply device does not require additional places for the placement of backup electric motors and, in general, reduces the total mass of the drive, which allows to reduce fuel consumption during the life of the aircraft.

Using only an asynchronous drive as a working and backup drive enhances product unification. Also, it becomes more rational to use the engine resource, as it constantly works. When an aircraft goes into repair, the removal of the service life of the drive of an asynchronous centrifugal pump is more complete. The maintainability of the drive also increases. So when performing routine maintenance, an additional check of the brush-collector assembly is not required, as with DC motors. This advantage is all the more significant, as in more inaccessible places it is necessary to place backup fuel pumps.

Experimental studies, in addition, show that even when the fuel transfer system goes into emergency operation, when the power is supplied from the DC network created by the batteries, the pump unit with the proposed power device and asynchronous pump drive provides higher values of the overpressure of the liquid, than a drive with a collector motor. With an increase in excess liquid pressure at the pump outlet by 1.5 ... 2.0 times, the amount of energy consumed by the drive increases by 10-15%. Thus, the inventive power supply device of an asynchronous electric motor for driving a fuel pump of an aircraft allows avoiding the disadvantages of the prototype — a high mass of the system, low maintainability, a complicated layout of the fuel transfer system, and a low resource for using backup pumps with full use of the resource of the aircraft.

The need to use the described power supply device for an asynchronous electric motor for driving a fuel pump of a fuel transfer system is primarily associated with an increase in the reliability of aircraft systems and a decrease in the flight weight of the product. In General, the inventive power supply device of the asynchronous electric motor of the fuel pump drive increases the reliability of the fuel supply system of the aircraft, reduces the total weight of the equipment used, unifies the fuel pumps, simplifies the technology of repairing the pump installation and conducting routine maintenance, provides a more complete removal of the resource of the fuel pump, and also eliminates from the design of the fuel transmission system, the drive of the pumping unit with a commutator motor, providing simplification of the design of the top ivnyh tanks. The use of the inventive power device ensures the preservation of the performance of the pumps while limiting the consumed electrical energy in emergency mode.

Literature

1. Knyazev V.N., Polishchuk E.K. Aircraft equipment. M., State Publishing House of the Defense Industry., 1952, pp. 122-125. Electric pump, sequential excitation collector machine.

2. Konstantinov V.D. Aviation equipment and its operation. M., ed. VIA them. Zhukovsky, p. 182-183. Independent excitation collector machine and induction motor.

3. Reshetov S. A., Kononov S. P., Maksimov N. V. and other electrical equipment of aircraft. Ed. Reshetova S.A., M., Transport, 1991, 319 p.

4. Sandler A.S., Sarbatov R.S. Automatic frequency control of induction motors. M., Energy, 1974, 328 p.

5. Katsman M.M. Electric cars. Ed. 3rd rev., M., Higher School, 2001, 463 p.

Claims (1)

  1. An asynchronous electric motor power supply device having six inputs and three outputs, so that three-phase AC voltage of constant frequency is supplied to three inputs, DC voltage is supplied to two inputs, an electric motor enable signal is supplied to one input, and three outputs are connected to phase windings of the asynchronous pump motor consisting of a contactor having six power and one control input and three power outputs, a threshold element having four inputs and two outputs, a DC power relay, and it has one power input, one power output and one control input, a current sensor having one power input, one power output and one measuring output, a voltage sensor having two inputs and one output, a low-voltage inverter control law shaper having two inputs and one the output of the low-voltage inverter control unit, which has two inputs and four outputs, the low-voltage transistor unit connected by a single-phase bridge circuit, which has two power inputs, two power outputs and four control inputs, I transform direct current to a single-phase alternating current, step-up transformer, semiconductor rectifier, inductive-capacitive filter, each having two power inputs and two power outputs, connected in series, a shaper of control law of a high-voltage inverter having two inputs and one output, a control unit of a high-voltage inverter having two inputs and six outputs, a transistor unit connected by a three-phase bridge circuit, having two power inputs, three power outputs and six control inputs, converting direct current to a three-phase alternating current with a constant voltage to frequency ratio, while the six power inputs of the contactor are connected to three inputs of a power supply device to which an alternating voltage of constant frequency is supplied, and three outputs of a block of high-voltage transistors connected via a three-phase bridge circuit, so that switching between these groups, a signal from a threshold element is performed, one output of which is connected to the control input of the contactor, and the second output with low-voltage control units and you with a voltage inverter, the four inputs of the threshold device are connected to three inputs of the power device, to which an alternating voltage of a constant frequency is supplied, and one to the power output of the DC power relay, the input of the power device, to which the motor is turned on, is connected to the control input of the power relay DC network, which closes the positive DC input with the input of the current sensor, the output of which is connected to the first input of the driver of the low-voltage control law an inverter, the second input of which is connected to the output of the voltage sensor, the output of the driver of the low-voltage inverter control law is connected to the input of the low-voltage inverter control unit, and the four outputs of the latter with the control inputs of the low-voltage transistor unit connected via a single-phase bridge circuit, one power input of which is connected to the sensor output current, and the second - with the input of the DC power device with a low potential bus, which the housing performs, and its outputs are connected to the primary winding a step-up transformer, the secondary winding of which is connected to a semiconductor rectifier bridge, the outputs of which are connected to the inputs of an inductive-capacitive filter, and the outputs of the latter with the power inputs of a block of high-voltage transistors connected via a three-phase bridge circuit, the inputs of the voltage sensor and the inputs of the driver of the law of control of the high-voltage inverter, forming a control signal in which the value of the ratio of frequency to voltage remains constant, and the output of which is connected to one input Lok control the high voltage inverter, and six outputs a high voltage inverter control unit connected to the six control inputs of the unit high voltage transistors connected in a three-phase bridge circuit, and three power outputs of the contactor are connected to the power output apparatus of the induction motor.
RU2005136219/09A 2005-11-22 2005-11-22 Device for powering asynchronous electric motor RU2308138C2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
RU2005136219/09A RU2308138C2 (en) 2005-11-22 2005-11-22 Device for powering asynchronous electric motor

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
RU2005136219/09A RU2308138C2 (en) 2005-11-22 2005-11-22 Device for powering asynchronous electric motor

Publications (2)

Publication Number Publication Date
RU2005136219A RU2005136219A (en) 2007-06-10
RU2308138C2 true RU2308138C2 (en) 2007-10-10

Family

ID=38311948

Family Applications (1)

Application Number Title Priority Date Filing Date
RU2005136219/09A RU2308138C2 (en) 2005-11-22 2005-11-22 Device for powering asynchronous electric motor

Country Status (1)

Country Link
RU (1) RU2308138C2 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2647882C2 (en) * 2016-02-24 2018-03-21 Федеральное Государственное Бюджетное Образовательное Учреждение Высшего Образования "Новосибирский Государственный Технический Университет" Power supply of asynchronous motor

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013204725A1 (en) * 2013-03-12 2014-09-18 Robert Bosch Gmbh Method for operating an electric fuel pump

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
РЕШЕТОВ С.П. и др. Электрооборудование воздушных судов. - М.: Транспорт, 1991, с.186-197. *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2647882C2 (en) * 2016-02-24 2018-03-21 Федеральное Государственное Бюджетное Образовательное Учреждение Высшего Образования "Новосибирский Государственный Технический Университет" Power supply of asynchronous motor

Also Published As

Publication number Publication date
RU2005136219A (en) 2007-06-10

Similar Documents

Publication Publication Date Title
Zahedi et al. Modeling and simulation of all-electric ships with low-voltage DC hybrid power systems
EP2709229B1 (en) Power distribution systems
KR101931138B1 (en) Power Distribution on Ships
JP6130640B2 (en) Generator
US8492920B2 (en) Apparatus for generating power from a turbine engine
CN101636901B (en) Electric power generation system with multiple generators and/or inverters
US6631080B2 (en) Systems and methods for boosting DC link voltage in turbine generators
RU2374751C2 (en) Variable frequency drive with possible regeneration
AU2005281207B2 (en) Polyphase current supplying circuit and driver apparatus
CN105210277B (en) HVDC (HVDC) converter system and its operating method
US6940735B2 (en) Power converter system
US7576443B2 (en) Method and apparatus for generating electric power
EP1990906B2 (en) Power converters
JP5941922B2 (en) Modular multi-voltage output converter device connected to rectifier
US9318894B2 (en) Methods of operating dual fed systems
Aten et al. Reliability comparison of matrix and other converter topologies
US7081688B2 (en) Energy recovery apparatus and method of operating energy recovering apparatus
JP6316281B2 (en) Control and power supply system for helicopter turbine engine
US8238130B2 (en) Low-mass, bi-directional DC-AC interface unit
ES2550142T3 (en) Hybrid propulsion system for a water vehicle
US7554214B2 (en) Large transient detection for electric power generation
CN102037625B (en) Electrical network
RU93000U1 (en) Frequency regulated electric drive (options)
EP3375063B1 (en) Power system for offshore applications
US5199912A (en) Electric power system for marine vehicles

Legal Events

Date Code Title Description
MM4A The patent is invalid due to non-payment of fees

Effective date: 20121123