TW201826685A - Efficient motor control method and system thereof - Google Patents

Abstract

A power management unit receives AC power and, via an AC-DC-AC converter, provides an AC motor signal to a three-phase induction motor. Sensors in the power management unit provide data to a digital signal processor ("DSP"). The data includes a current of the AC motor signal. The DSP generates a PWM carrier signal to modulate a voltage amplitude of the AC motor signal, thereby improving the operating efficiency of the motor. The motor terminal voltage is reduced until limit conditions are reached, such as reaching a motor rated efficiency or when the motor current fluctuates.

Description

Effective engine control

The present disclosure relates to systems, devices, and methods for engine control, and includes electronic design aspects, computer design aspects, and mechanical design aspects for controlling a three-phase induction engine having an AC-DC-AC power system.

The engine has many applications and is used to rotate various types of loads. However, several factors can prevent the engine from operating effectively.

Aspects of at least one of the inventions disclosed herein include an implementation in which an electric motor controller can be varied by causing an engine terminal voltage to be detected in response to a change in engine current detected while monitoring an engine power factor. Achieve higher efficiency levels. For example, during steady state operation of an induction engine, if the engine terminal voltage is reduced, the engine will operate with greater efficiency. However, if the terminal voltage is reduced too much, there will be insufficient power to generate sufficient torque and thus maintain the shaft speed. Aspects of at least one of the inventions disclosed herein include the realization that as the engine terminal voltage decreases, the engine current increases in an unstable manner before the shaft speed is substantially reduced. If the voltage in such a situation is maintained at a low level, the shaft speed of the engine will drop substantially and therefore will not operate at the desired speed. Thus, in accordance with some embodiments, an engine controller is configured to gradually reduce engine terminal voltage until an electrical instability is detected. The voltage at the engine terminal voltage is then raised from the time when the instability is detected. Instability can be used to support the load prior to engine failure, so the engine controller can respond before the engine fails to support the load. Thus, the engine controller adapts and instantly determines the minimum voltage that the engine can achieve under any load within its rated capacity, and thus determines the maximum efficiency that the engine can achieve under any load within its rated capacity.

An embodiment of an engine control system can include: an AC-DC-AC power delivery system configured to power a three-phase induction engine; a sensor ); and a digital signal processor. The power delivery system includes an AC to DC power rectifier configured to convert the supplied AC power signal to a DC power signal. The power delivery system also includes a DC to AC power inverter configured to receive a pulse width modulated (PWM) signal to convert the DC power signal to a DC to AC power inverter. The alternating current engine signal, and the alternating current engine signal is supplied to the three-phase induction engine, wherein the voltage amplitude of the alternating current engine signal is based at least in part on a duty cycle of the pulse width modulation signal. The sensor is configured to detect an engine current of an alternating current engine signal. A digital signal processor (DSP) is configured to: receive an indication of engine current; generate a pulse width modulation signal in a first duty cycle; change a duty cycle of the pulse width modulation signal until an engine current Fluctuations, wherein changing the duty cycle causes the voltage amplitude of the alternating current engine signal to decrease; and reversing at least a portion of the change in the duty cycle of the pulse width modulated signal, thereby stabilizing the engine current to the first level.

In some embodiments, the digital signal processor can be configured to: change the duty cycle of the pulse width modulated signal until engine current fluctuations, wherein changing the duty cycle of the pulse width modulated signal includes modulating the pulse width signal The duty cycle reduces the first amount; and inverts at least a portion of the change in the duty cycle of the pulse width modulation signal, wherein inverting at least a portion of the change in the duty cycle of the pulse width modulation signal includes modulating the pulse width signal The duty cycle increases the second amount to reduce the engine current to reach the first level. The second amount can be less than the first amount.

In some embodiments, the digital signal processor can be configured to change the duty cycle of the pulse width modulated signal while maintaining the carrier frequency of the pulse width modulated signal and the direct current voltage of the pulse width modulated signal constant. In some embodiments, the alternating current to direct current power rectifier is configured to receive an alternating current power signal having a stable amplitude and a stable frequency. In some embodiments, the first duty cycle is a full duty cycle.

In some embodiments, the engine control system further includes an isolated driver stage coupled to the digital signal processor and also coupled to the inverter. The isolated driver stage can be configured to: receive a pulse width modulated signal generated by a digital signal processor; provide a pulse width modulated signal to the inverter; and for a digital signal processor and an inverter The pulse width modulation signal provides isolation.

In some embodiments, the engine control system further includes: a user input device; and a memory configured to store a value of the first duty cycle. The value can be determined based at least in part on user input via the user input device.

In some embodiments, the engine control system further includes: a user input device for providing user input; and a memory configured to store an engine rated power factor. The engine rated power factor can be determined based at least in part on user input. The digital signal processor can be further configured to: calculate a first voltage amplitude of the alternating current engine signal based at least in part on a duty cycle of the pulse width modulated signal; calculate at least in part based on the first voltage amplitude and the engine current Engine power factor; comparing engine power factor to engine rated power factor; and setting a duty cycle of the pulse width modulation signal to a first duty cycle in response to a comparison of engine power factor and engine rated power factor.

In some embodiments, the engine control system further includes: a user input device for providing user input; and a memory configured to store an engine rated current. The engine rated current can be determined based at least in part on user input. The digital signal processor can be further configured to: compare engine current to engine rated current; and set the duty cycle of the pulse width modulated signal to the first duty cycle in response to comparison of engine power current to engine rated current .

In some embodiments, the digital signal processor is further configured to perform the following operations after inverting at least a portion of the change in the duty cycle of the pulse width modulated signal and thereby stabilizing the engine current at the first level: The instability of the engine current is measured; and in response to the detection, the duty cycle of the pulse width modulation signal is set to the first duty cycle.

In some embodiments, the digital signal processor is further configured to perform a soft start, wherein performing the soft start includes changing a duty cycle of the pulse width modulation signal to gradually reach the first duty cycle over a period of time .

An embodiment of a method for controlling a three-phase induction engine can include: converting a direct current power supply signal to an alternating current engine signal; supplying an alternating current engine signal to a three-phase induction engine; generating a pulse width modulated signal in a first duty cycle Sensing a current supplied to an alternating current engine signal of the three-phase induction engine; in response to the engine reaching a steady state, changing a duty cycle of the pulse width modulation signal increases an amplitude of the alternating current engine signal and increases a power factor of the three-phase induction engine; Reversing at least a portion of the change to set a duty cycle of the pulse width modulation signal to a second duty cycle; detecting a current instability of the alternating current engine signal when the pulse width modulation signal is set to the second duty cycle; In response to the detection, the duty cycle of the pulse width modulation signal is set to the first duty cycle. The amplitude of the AC engine signal is determined based at least in part on a duty cycle of a Pulse Width Modulation (PWM) signal. The reverse is performed in response to at least one of: an instability of the current of the alternating current engine signal, or an engine power factor reaching a programmed limit.

Some embodiments of the method further include receiving an alternating current supply signal from the alternating current power supply and converting the alternating current supply signal into a direct current power supply signal.

In some embodiments of the method, changing a duty cycle of the pulse width modulation signal such that an amplitude of the alternating current engine signal increases and a power factor increase of the three-phase induction engine includes continuously or repeatedly reducing a duty cycle of the pulse width modulation signal, and Reversing at least a portion of the change to set the duty cycle of the pulse width modulated signal to the second duty cycle includes increasing the duty cycle of the pulse width modulated signal, thereby reducing engine current and reducing power factor. The second duty cycle can be less than the first duty cycle.

In some embodiments of the method, the first duty cycle is a full duty cycle.

Some embodiments of the method further include receiving user input. The first duty cycle can be based at least in part on user input.

Some embodiments of the method further include receiving user input. The limits of programming can be based at least in part on user input.

Some embodiments of the method further include receiving user input for a soft start option. Generating the pulse width modulation signal in the first duty cycle may include gradually changing the duty cycle of the pulse width modulation signal to reach a first duty cycle for a period of time, the time period being based at least in part on user input.

Some embodiments of the method further include: calculating a voltage of the alternating current engine signal based at least in part on a duty cycle of the pulse width modulation signal; comparing a voltage of the alternating current engine signal with a threshold voltage; and responsive to the comparison, modulating the pulse width signal The work cycle is set to the first duty cycle.

An embodiment of an engine controller can include a sensor configured to measure an engine current supplied from a direct current to an alternating current power converter to an alternating current engine signal of a three-phase induction engine, and a digital signal processor (DSP). The voltage amplitude of the alternating current engine signal is a duty cycle based at least in part on a pulse width modulation (PWM) signal. The digital signal processor is configured to: receive an indication of the engine current; generate a pulse width modulation signal in the first duty cycle; change the duty cycle of the pulse width modulation signal until the engine current fluctuates, wherein changing the duty cycle Attenuating a voltage amplitude of the alternating current engine signal; and reversing at least a portion of the change in the duty cycle of the pulse width modulated signal, thereby stabilizing the engine current at the first level.

In some embodiments, the pulse width modulation signal is a sinusoidal pulse width modulation signal.

In some embodiments, the engine current is stabilized at a first level while the engine current does not deviate from the first level by a threshold amount.

Certain aspects, advantages, and features have been described herein for the purpose of summarizing the disclosure. It should be understood that all such aspects, advantages and features are not necessarily in accordance with any particular embodiment. Accordingly, the various embodiments may be practiced or carried out in a manner that is not limited to the embodiments of the invention.

Another aspect of at least one of the inventions disclosed herein includes an implementation that can be provided by incorporating power savings calculation functionality into an engine controller system configured to dynamically reduce engine power consumption Additional optional benefits. The challenge of calculating the savings provided by the engine controller is due to the need to compare the energy consumption during the optimized operation with the energy consumption during the non-optimized operation. It is also impossible to detect the power consumption during the operation in these two states at the same time. Thus, in accordance with some embodiments, an engine control system can be configured to vary operating parameters of the engine to provide improved efficiency (ie, lower power consumption), and to periodically eliminate efficiency improvement effects to provide baselines for engine operation. The calculation is for comparison with the power consumption during the optimization operation. The interval of periodic suspension of increased efficiency operations may be at predetermined intervals, at randomized intervals, following other operational patterns, and/or may be triggered in response to other events. Other techniques can also be used to determine when to initiate an abort of an enhanced efficiency operation.

For example, in some embodiments, the engine control system can be configured to reduce the terminal voltage of the engine until engine current fluctuations are detected, and to continue applying a voltage sufficient to prevent current fluctuations. This mode of operation provides increased energy efficiency for operating the engine. During such increased efficiency operations, the full terminal voltage can be periodically restored, thereby suspending increased efficiency operations and reducing efficiency. Such temporary suspension of increased efficiency operations can be used to provide a basis for determining baseline power consumption for comparison with power consumption during increased efficiency operations. After the sampling period expires, the reduced voltage at the engine terminals can be restored to continue operating the engine with increased efficiency. Such abortion of increased efficiency operations may be repeated during engine operation for a series of calculations to increase the savings in efficiency mode of operation. For example, in some embodiments, the average of the efficiency calculations may be increased over time. Additionally, such increased efficiency calculations can be used as a basis for reporting overall increased efficiency or production and energy consumption of associated engines.

<Introduction>

The power management system can control the three-phase induction engine for more efficient use of power and provide additional features. The power management system can analyze the conditions to control or optimize the settings of the power provided to the engine. An example three-phase induction engine is shown in FIG. 1, an example power management system is shown in FIG. 4, and an example method for controlling an engine is shown in FIGS. 4 and 5.

In some embodiments, a power management system can be used to improve the efficiency of an induction engine such as, but not limited to, a three-phase induction engine. Three-phase induction engines can have efficiencies that vary with load conditions. The three-phase induction engine can operate more efficiently under large loads or at full load, and operates less efficiently under light or no load conditions. Accordingly, embodiments of the power management system disclosed herein can be configured to adjust based on engine load requirements to improve engine efficiency.

In some embodiments, the power management system can reduce power that is wasted inefficiently by the engine. The power management system can also reduce the heat generated by the engine. Some engines have components that degrade over time and degrade faster when operating at higher temperatures. For example, for every 10 degrees Celsius increase in operating temperature, the useful life of some forms of engine insulation is halved. Therefore, by reducing heat, the power management system can extend the life of the engine.

In some embodiments, the power management system can be used to control engine speed, set ramp time and ramp time for starting and stopping the engine, provide soft start options, reduce inrush current, provide overload protection Provides ultimate protection, adapts to fluctuating loads, adjusts functionality based on user-programmable inputs, sets the engine to operate at safe limits away from limits, and reduces operating vibration. The power management system can report engine performance, record and report current and historical performance of the engine, self-efficiency calculation power savings, self-efficiency calculation financial savings, self-efficiency calculations, carbon dioxide emissions savings, and the like. In some embodiments, the power management system can generate reports related to the operation and performance of the power management system or engine, such as frequency, voltage, current, efficiency, power, load, pulse width modulation signal, speed, and the like. In some embodiments, the power management system can provide output via various output devices, including wired devices such as display screens, network connection devices such as computers, and wireless connection devices such as smart phones or tablets. Various embodiments may implement one of the aspects, features, or advantages disclosed herein, various combinations thereof, or all of them. <Engine Technology>

FIG. 1 shows an example three-phase induction engine 100. The three-phase induction engine 100 includes a stator 101, a rotor 103, and windings 105, 107, 109.

The windings 105, 107, 109 are wound around the components of the stator 101. An alternating current ("AC") signal is supplied to each of the windings 105, 107, and 109. Each alternating current engine signal is supplied to one of the windings 105, 107, 109. Winding 105 is 120 degrees out of phase with winding 107 and 240 degrees out of phase with winding 109. The alternating current engine signal produces a magnetic field that imparts electromagnetic force to the rotor 103, which produces a torque that will rotate the rotor 103. The engine is supplied to the AC motor terminal voltage signal may have amplitude, which is referred to as "the engine terminal voltage" V _m. As used in the examples herein illustrated exemplary embodiment, the terminal voltage V _m is the engine of the rms AC individual engine signal (root mean square; "RMS") voltage. However, the relationships, principles, and teachings associated with individual signals can be extended to other individual signals or collectively to a group of signals. In addition, root mean square characterization can be converted to other signal characterization (e.g., peak to peak amplitude), and discussion of other equivalent properties (e.g., amplitude) will be understood by those of ordinary skill in the art.

Engine 100 may operate in accordance with one or more of the relationships and equations discussed below and/or various combinations thereof. In addition, several implementations related to the interoperability of principles and equations, specific manipulations and their effects, hardware implementation, and hardware simplification are also disclosed. Various embodiments of the power management system may use one or more of such principles, equations, and implementations.

The performance of the engine can be essentially dependent on load dynamics. Engines typically operate more efficiently at full load and operate less efficiently at lower loads. This means that depending on the load, even an efficient engine can operate at low efficiency and low power factor. In practice, even if there is, most engines rarely operate continuously at full load. Additionally, to prevent damage from transient or accidental overload, many engines are oversized for the typical loads they will experience during operation. Additionally, sometimes engine manufacturers are conservatively informing the user of the rated engine load below the actual full load capacity of the engine in order to provide margin of error. Therefore, many engines operate at less than full load and operate at low efficiency.

The power consumed by the three-phase induction engine can be described by Equation 1: Equation 1 where P is the active power of the engine, V _m is the engine terminal voltage, I _m is the engine current, cos θ is the power factor, and θ is the phase angle between the voltage and the current.

In order to generate sufficient torque to rotate a particular load L ₁ , the engine may require active power P ₁ . Thus, the engine is provided wherein V ₁ of each engine and the AC signal I ₁ and the power factor is cos θ _1, the engine power P ₁ may be used to drive a particular load L _1. As we may have expected, according to Equation 1, if the electrical compression of the AC engine signal is reduced to a lower level V ₀ , the resulting power will be reduced to a lower level P ₀ . However, this is not necessarily the case; under some conditions, counter-intuitive results may occur. The power P ₁ may remain constant or at least undergo a reduction compared to the reduction from V ₁ to V ₀ less than the proportional reduction, since the power factor cos θ ₁ will increase to a higher value cos θ ₂ , thereby offsetting the reduction of electrical compression The effect to V ₀ . A hardware may be provided such that the power factor cos θ ₁ will increase to a higher value cos θ ₂ , and examples are disclosed herein.

2 shows a graph 200 of an example relationship between power factor and efficiency. Efficiency is shown by curve 201. The power factor is shown by curve 203.

Thus, it can be seen that for some engines that are not driving full load, the power factor increases with efficiency as the load increases. Thus, through Equation 1 in combination with the pattern shown in FIG 2 may be determined, for some conditions, reducing the alternating voltage supplied to the engine signals may cause the engine to increase efficiency of the engine, and the engine to drive the load L will provide the ₁ The amount of power P ₁ required.

The engine generates magnetic flux Φ based on the engine terminal voltage V _m according to Equation 2: Equation 2 where N is the number of turns of the winding and F is the frequency of the engine. Therefore, by controlling the engine terminal voltage V _m , the amount of magnetic flux generated in the engine can be controlled. With the controlled variation of the apparent magnetic flux, the power of the engine can be controlled to match the power required by the load.

The engine current I _m in the induction engine is a combination of the real current I _m cos θ (which generates the moment) and the virtual current I _m jsin θ . The total engine current can be expressed by Equation 3: Equation 3 Because the real component of the current I cos θ is used to generate torque, the power management system can allow the necessary amount of current to be supplied to the engine to drive the load. Thus, in some embodiments, the power management system does not directly control the current. Is supplied to the engine based on the load current can be uncontrolled, demand on the engine and an engine power factor cos θ terminal voltage V _m varies.

When the alternating current engine signal is supplied to the engine and the electrical compression of the alternating current engine signal is reduced, and the current of the alternating current engine signal is not adjusted, the efficiency of the engine may not significantly increase the engine current I _m or increase the engine current I _m at all. Increase the situation to a certain point. When the current becomes unstable, the engine may not be able to further increase efficiency and require more engine current _Im to drive the load. Thus, the current can be measured and the stability of the current can be used to determine when high efficiency is achieved or when the engine needs to increase power.

Therefore, engine current I can be used regardless of the complex relationship between load, engine power, power supplied to the engine, engine terminal voltage V _m , engine current I _m , engine power factor cos θ , efficiency, heat and other variables. The stability of _m to determine when improved or maximum efficiency operating conditions are achieved. No external sensors are needed to monitor the engine or load. The system and method can improve the operational efficiency of the engine without performing complex calculations between many relationships. It can be measured to monitor motor current I _m and its stability, and with a motor current I _m or more other variables (e.g. engine terminal voltage V _m) adjusted to change an improved efficiency. In addition, this can be used to detect improved or optimal efficiency without the engine being underpowered. At all times, the engine always provides enough torque as required by the load.

Figure 3 shows a graph 300 of the effect of engine terminal voltage variation on a number of variables. The x-axis 301 shows the percentage change in engine terminal voltage. The y-axis 303 shows the percentage change of the corresponding variable.

Efficiency is represented by curve 311. The power factor is represented by curve 313. The full load current is represented by curve 315. The starting and maximum torque is indicated by curve 317. The starting current is indicated by curve 319.

As shown in graph 300, a reduction in engine voltage (at least within a range of values) increases engine power factor. According to Equation 3, this reduction of magnetization component I _m (sin θ), and I _m of the real component (cos θ) is constant, this is because it is determined by the load torque used / required.

Thus, in some embodiments, the power management system may control the pulse width modulation signal duty cycle PWM signal for controlling the AC motor terminal voltage signal V _m the engine and frequency. The carrier frequency and DC voltage properties of the pulse width modulated signal can be kept constant. The energy savings algorithm can be based on voltage-frequency control, and the engine can exhibit maximum torque over the entire speed-torque range. The efficiency of the engine can be adjusted while maintaining the torque required by the load.

Some embodiments described herein are directed to management of an alternating current-direct current-alternating current power supply configured to supply electrical power to a three-phase induction engine, and based on one or more of the disclosed relationships and equations . Some of the relationships and equations described herein are not applicable to other types of power systems (such as AC-AC power systems) or other types of engines (such as 2-phase engines, communicator motors, internal combustion engines). Combustion motor)). Accordingly, techniques related to such other types of power systems or other types of engines do not inform some of the relationships, equations, and related techniques disclosed herein, and those of ordinary skill in the art will not rely on other types. A power system or other type of engine to obtain some of the relationships, equations, or related techniques disclosed herein. For example, a three-phase alternating current to alternating current converter can use six thyristors to control the voltage amplitude by varying the firing angle via the ignition circuit. Therefore, the speed/torque characteristics of the AC-AC converter are not constant. Therefore, an engine powered by an AC-AC converter produces a rated torque only at the rated speed. This limits the AC-AC converter to fewer applications. <hardware>

FIG. 4 shows an example hardware diagram of power management system 400. Power management system 400 receives an alternating current power signal via inputs 405a, 405b, 405c and provides an alternating current engine power signal to a three-phase induction engine 401 (eg, engine 100 of FIG. 1) configured to rotate load 403.

The power management system includes an alternating current to direct current rectifier 407, a direct current to alternating current inverter 409, a control circuit 411, an input voltage sensor 413 for sensing an input voltage (V _s ), and a direct current current (I _DC ). Current sensor 415, current sensor 417 for sensing engine current (I _m ), capacitor bank 420, direct current power signal line 431, ground line 432, and alternating current engine signal line 433, 435 437.

The alternating current to direct current rectifier 407 includes a plurality of diodes 419. The direct current to alternating current inverter 409 includes a plurality of inverter units 421a, 421b, 423a, 423b, 425a, 425b each including a switch 427 and a diode 429. Control circuit 411 includes one or more digital signal processors ("DSP") 439, interface and input/output ("I/O") devices 441, auxiliary power supply 443, and isolated driver stage 445. . The auxiliary power supply 443 includes a DC/DC power supply 447, and a driver and voltage regulator 449. The control circuit also includes a memory 451.

Power management system 400 can receive an alternating current input signal via input 405 and convert the alternating current input signal to a direct current power signal on direct current power signal line 431 using an alternating current to direct current rectifier 407. The direct current to alternating current inverter 409 receives the direct current power signal and generates three alternating current engine signals (one alternating current engine signal on each of the alternating current engine signal lines 433, 435, and 437), wherein the phase and voltage of the alternating current engine signal It is based on a pulse width modulation signal. The pulse width modulation signal (PWM-A, PWM-B, PWM-C and its complement) is a carrier signal generated by a digital signal processor. The digital signal processor can control the phase of the pulse width modulated signal to be 120 degrees apart such that the alternating current engine signals provided to the engine 401 will also be separated by 120 degrees. Based on the inputs from sensors 413, 415, and 417, the digital signal processor can change the duty cycle of the pulse width modulated signal to affect the voltage of the alternating current engine signal (the pulse width modulated output signal). The duty cycle can be determined, for example, according to the method shown in FIG. 5 or FIG. Thus, the power management system 400 may be provided to the AC motor control signal terminal 401 of an engine of the engine terminal voltage V _m, to affect the efficiency of the engine 401 and provides additional functionality. The pulse width modulation signal can be individually controlled. In some embodiments, together with a control (e.g., with reduced or increased) the duty cycle of the pulse width modulation signal, such that the engine is also reduced or increased three-terminal voltage V _m together.

The alternating current to direct current rectifier 407 is configured with six diodes to receive alternating current power via the input terminals 405a, 405b, and 405c, and to output a direct current power signal via the direct current power signal line 431. In some embodiments, the direct current power signal can have a stable or fixed voltage. Each input 405a, 405b, and 405c is coupled between a respective pair of diodes. Accordingly, power management system 400 can receive uncontrolled AC input that varies in one or more characteristics (eg, current, voltage) (eg, from an input power source, such as a power outlet, power supply, power generator, etc.). For example, in some embodiments, the power management system receives an input of 380 V to 400 V varying by +/- 10% and draws a variable current from the input power source. In some embodiments, the power management system receives an input voltage of 525 V that varies by +/- 10% and draws a variable current from the input power source. In some embodiments, the power management system receives an AC input signal of 110 V to 250 V with a frequency between 50 Hz and 60 Hz and draws a variable current. Some embodiments may include various other input voltages, frequencies, and current ranges. Although FIG. 4 shows an alternating current to direct current rectifier 407 configured to receive three phase input power, in some embodiments, the alternating current to direct current rectifier can be configured to receive inputs of different phases (eg, single phase).

The direct current to alternating current inverter 409 receives the direct current power signal via the direct current power line 431 and generates three alternating current engine signals via the alternating current engine signal lines 433, 435, and 437 that are provided to supply power to the engine 401. The respective inverter unit pairs 421a and 421b ("421"), 423a and 423b ("423"), 425a and 425b ("425") are used to generate respective AC motor signal lines 433, 435 and 437. Do not exchange AC engine signals. Each of the inverter units 421a, 421b, 423a, 423b, 425a, 425b includes a configuration of the switch 427 and the diode 429. Switch 427 can be, for example, an insulated gate bipolar transistor ("IGBT") or other type of switch. Each of the individual inverter unit pairs 421, 423, 425 also receives a respective pulse width modulation signal (A, B or C) and its complement. The duty cycle of the pulse width modulated signal can be used to control the voltage of the respective alternating current engine signal. Increasing the pulse width modulation signal may increase the duty cycle of the AC motor terminal voltage V _m of the engine signals, and the PWM signal to reduce the duty cycle of the engine can reduce the AC motor terminal voltage signal V _m. The phase of the pulse width modulation signal also affects the phase of the AC engine signal. Thus, the three pulse width modulated signals A, B, and C can be generated out of phase (eg, up to 120 degrees) such that the alternating current engine signals are also out of phase (eg, up to 120 degrees). The frequency of the pulse width modulation signal affects the voltage and frequency of the AC engine signal. May be the frequency of the PWM signal is kept constant during adjustment of the engine terminal voltage V _m. Thus, the PWM signal to adjust the duty cycle is adjusted such that the efficiency of the engine to the terminal voltage V _m.

In some embodiments, the DC power signal may be adjusted by the DC power signal on line 431 to adjust the motor terminal voltage V _m. The alternating current to direct current rectifier 407 can be controlled by pulse width modulation to adjust the direct current power signal.

The sensor 413 detects the voltage of the AC input signal supplied via the input terminals 405a, 405b, 405c and provides an indication of the detected voltage to the digital signal processor 439. The sensor 415 detects the current of the DC power signal provided on the DC power signal line 431 and provides an indication of the detected current to the digital signal processor 439. The digital signal processor 439 can use the detected current and voltage to provide overcurrent protection and overvoltage protection. The digital signal processor 439 can also use the detected current and voltage to provide shutdown, isolation, current reduction, or power reduction functions after detecting overcurrent/overvoltage conditions. The sensor 417 detects the current of the alternating current engine signal provided on the alternating current engine signal lines 433, 435, 437 and provides an indication of the detected current to the digital signal processor 439. The sensor can be internal to the power management system 400. In some embodiments, external sensors and external feedback signals need not be added back to the power management system 400 from the engine or load. In some embodiments, the sensors 413, 415, 417 can measure individual voltages or currents and provide measurements to the digital signal processor 439, for example as a digital signal. In some embodiments, the sensors 413, 415, 417 can provide representative analog signals (eg, voltage) to the digital signal processor 439, wherein the representative analog signals reflect the values of the respective detected voltages or currents, and the digits Signal processor 439 can process analog signals (e.g., using an analog to digital converter). In some embodiments, one or more of the sensors 413, 415, 417 can be included on the same circuit board as the alternating current to direct current rectifier 407, the direct current to alternating current inverter 409, and/or the control circuit 411.

The control circuit 411 includes a digital signal processor 439 that receives the output from the sensors 413, 415, 417. The self interface and input/output device 441, the digital signal processor 439 can also receive inputs such as soft start options, ramp time, profile selection, engine rated current limit (eg, I _rm ), engine rated power limit, engine rated voltage Limits (eg, V _rm ), engine rated efficiency limits cos θ _rm , power management circuit input types, control settings (such as the control settings shown in Figure 10), and other options. Input/output devices may include, for example, a keyboard, a trackpad, a speaker, a mouse, a stylus, a monitor, and other types of input/output devices. Additionally, control circuitry 411 can be configured to receive input from other types of devices via a connection or wireless interface, and to communicate output to other types of devices via a connection or wireless interface, such as via a wired connection, a Wi-Fi connection, Receive input from a computer, laptop, smart phone, tablet, server, library, or other device over a network, internet connection, local connection, or other type of connection, as well as via a wired connection, Wi- Fi-connect, network, internet connection, native connection, or other type of connection to send output to a computer, laptop, smart phone, tablet, server, library, or other device. Inputs from sensors 413, 415, 417 and from the interface and input/output device 441 can be stored in memory 451 for use by the digital signal processor to generate reports and for power management functions. In various embodiments, memory 451 can be a component of digital signal processor 439 (eg, as a scratchpad, cache memory, volatile memory, or non-volatile memory), and/or with a digital signal processor. Separation 439 (for example, as a hard disk drive, solid state drive, or random access memory).

The digital signal processor 439 outputs a pulse width modulated carrier signal that is shown as PWM-A, PWM-B, PWM-C, and its complement. The digital signal processor 439 can use one or more properties of the pulse width modulated signal whether it is previously stored in memory or provided on-the-fly (eg, from an instant sensor). In some embodiments, the direct current to alternating current inverter 409 uses a sinusoidal PWM ("SPWM") technique to generate a sinusoidal alternating current engine signal based on the pulse width modulated signal. In some embodiments, the pulse width modulation signal can be other types of pulse width modulation signals having different shapes and based on other types of functions, and the affected hardware can be varied accordingly. Although FIG. 4 shows that the digital signal processor produces six pulse width modulated signals, in some embodiments, the digital signal processor produces three pulse width modulated signals (A, B, and C) that can be added or recombined. Other circuitry is used to provide the effect of complementary signals. The pulse width modulation signal is coupled to the direct current to alternating current inverter 409 via the isolated driver stage 445. Examples of isolated driver stages include a single insulated gate bipolar transistor driver integrated circuit and a gate driven optocoupler. The isolated driver stage provides electrical isolation between the digital signal processor 439 and the direct current to alternating current inverter 409. One or more auxiliary power supplies, such as a DC to DC converter 447 and a driver/voltage regulator 449, may be used to supply power to the digital signal processor 439 and the isolated driver stage 445. <Digital Signal Processor Operation>

With continued reference to FIG. 4, the digital signal processor 439 can vary the nature of the pulse width modulated signal to control the nature of the alternating current engine signal provided to the terminals of the engine 401 (eg, as shown in Figures 5 and 6). The digital signal processor 439 can continuously receive the instant signals from the sensors 413, 415, 417 and access the inputs from the memory, such as V _rm , I _rm , cos θ _rm , soft start options , maximum speed , rated speed , etc. .

Initially, when the power is turned on, the digital signal processor 439 waits for initialization and the engine speed then ramps up according to the selected acceleration time. Accordingly, digital signal processor 439 can control power management system 400 such that the power, voltage, and/or current drawn and/or output is gradually increased over a period of time (eg, 1 second to 10 seconds). The time period can be received as user input and stored in the memory 451. By providing a soft-start option, the inrush current can be controlled and reduced compared to starting at full power/voltage/current. This can be performed, for example, by increasing the frequency and voltage supplied to the engine 401 during the programmable time period while maintaining the voltage-to-frequency ratio of the alternating current engine signal constant. During the soft start period, the acceleration that can control the engine speed is increased from zero/stop to maximum or rated speed.

Digital signal processor 439 can provide full power to engine 401. This may occur in response to setting the duty cycle of the pulse width modulation signal to a full duty cycle (eg, always on) such that the engine terminal voltage of the alternating current engine signal provided to the engine has a full voltage amplitude (eg, 100% amplitude, The user sets the maximum amplitude). The full duty cycle can be 100%, the maximum amount that the hardware can provide, the preset value (eg, 85%), the designed duty cycle (eg, the hardware maximum minus the safety factor), the user setting the engine rating, and so on. The full voltage amplitude can be the maximum voltage amplitude that the hardware can provide, the preset voltage amplitude, the designed voltage amplitude (eg, the maximum hardware voltage minus the safety margin), the maximum voltage amplitude limit set by the user, and the like. Based on the sensor signals, the digital signal processor 439 can determine when the engine 401 reaches a steady state condition (eg, when the engine current _Im is stable) and when the engine 401 has sufficient power for the load 403.

Once the engine 401 reaches the steady state condition, the digital signal processor 439 can check that the engine current I _{m is} less than the engine rated current I _rm . The user may provide an engine rated current I _rm based on instructions for the engine 401 coupled to the power management system 400. According to the relationship described above, the engine current I _m can be increased when the pulse width modulation signal is adjusted to reduce the engine terminal voltage. Therefore, the engine current I _m can be checked against the engine rated current I _rm to ensure that there is room for adjustment.

The digital signal processor 439 can also check that the engine power factor cos θ is less than the engine rated power factor cos θ _rm . The user may provide an engine rated power factor cos θ _rm based on instructions for the engine 401 coupled to the power management system 400. According to the relationship described above, when the PWM signal is adjusted to reduce the motor terminal voltage V _m, the engine power factor cos θ increase. However, if the engine 401 is already at its rated efficiency limit, adjusting the pulse width modulation signal may be ineffective in further increasing efficiency; instead, the engine 401 may draw more current and operate at the same or lower efficiency. Thus, the control engine rated power factor cos θ _rm engine checks to ensure that the power factor cos θ exists room for adjustment. The engine power factor cos θ may be determined based on the engine current I _m (measured from the sensor 417) and the engine terminal voltage V _m (based on the duty cycle set by the digital signal processor 439). The phase angle ( θ ) between I _m and V _m can be calculated, and then the power factor (cos θ ) can be calculated. The engine can be allowed to reach steady state conditions and the engine current I _m and the engine power factor cos θ are checked against the respective limits.

Can be continuously and / or repeatedly alter or reduce the pulse width modulation signal duty cycle to reduce the amplitude of the terminal voltage V _m is the engine up to the limit condition is satisfied. The DC voltage and carrier frequency of the pulse width modulation signal can be kept constant. Limit conditions can include:

The engine current I _m reaches the engine rated current I _rm ;

The engine current I _m reaches the load torque demand ("TL");

The engine power factor cos θ reaches the engine rated power factor cos θ _rm ;

Engine terminal voltage V _m reaches a minimum engine terminal voltage limit; or

I _m becomes unstable. The load torque demand TL is known based on an analysis of the engine current I _m . The engine current I _m may reach the load torque demand (TL) when the amplitude of the load torque demand is reduced, there is a positive displacement measured with the engine current I _m and the operating power factor cos θ has reached the engine rated power factor cos θ _rm .

May be at least partially based on the duty cycle of the PWM signal generated by the digital signal processor 439 calculates an engine produced by the terminal voltage V _m. In some embodiments, based on the proportional relationship between the duty cycle of the engine to calculate the terminal voltage V _m. In some embodiments, reference is stored in the memory 451 to perform the calculation of the look-up table, which look for the date indication information comprises a series of work cycles for a terminal voltage V _m of the engine. In some embodiments, sensing can be used and other variables affect the terminal voltage V _m is the engine to calculate engine terminal voltage V _m. The engine power factor cos θ can be calculated by taking the cosine of the angle between the engine terminal voltage V _m and the engine current I _m . The engine current may become unstable when the engine current I _m deviates from the expected or previously measured engine current. In some embodiments, the digital signal processor 439 will calculate when the engine current I _m fluctuates by more than 5% to determine stability. In some embodiments, the rms engine current is compared to the previously measured rms engine current. In some embodiments, the control may be calculated or expected value (e.g., compared to the number, as compared with a trigonometric function, compared with the function to calculate the motor current based on the expected power factor cos θ and an engine terminal voltage V _m) to measure the Instantaneous current. In some embodiments, the rate of change may be compared (e.g., per unit time, the terminal voltage V _m for each change of the engine) the current and the expected rate of change of current. The instability of the engine current may precede the failure of the engine used to power the load, and the power management system 400 may respond to current instability before the engine becomes unable to power the load.

Upon reaching the limit condition, the digital signal processor 439 may determine the duty cycle limit reaches the limit and / or the engine of the terminal voltage V _m. Extreme operating cycle may be a minimum limit, and limits the terminal voltage V _m is the engine may be a minimum limit. Therefore, the efficiency of the engine can be increased. Pulse width modulation signal duty cycle, engine terminal voltage V _m , engine current, power factor cos θ _rm , efficiency, and other variables associated with power management settings for increased efficiency may be stored in memory for reporting Or for later calculations and comparisons. In some embodiments, after the signal has been reduced PWM duty cycle of the engine to reduce the terminal voltage V _m, the PWM signal may be the duty cycle of the engine increases to increase the safety margin terminal voltage V _m, to allow load Conditional fluctuations/changes, providing hysteresis, and/or providing stall prevention. In some embodiments, changing the pulse width modulation signal duty cycle to cause the terminal voltage V _m of the engine changes, the duty cycle can change the engine and the terminal voltage V _m is changed partially inverted. Thus, the engine 401 can operate away from its limits and be protected from sudden load changes.

The power management system 400 can monitor the engine current I _m . In some situations, the power management system 400 after regulating pulse width modulation signal has a duty cycle, reducing the engine terminal voltage V _m and improved operating efficiency of the engine 401, the load driven by the engine may vary. In some embodiments, if the load is increased, reduced or completely changed, the power management system 400 provides full restore the full duty cycle to cause the engine to provide a terminal voltage V _m to the terminal 401 of the engine. In some embodiments, if the load is reduced, the duty cycle of the PWM 400 to adjust the signal restore power management system to reduce the engine until the terminal voltage V _m to meet the new limit. The change in load can be detected by checking the stability of the engine current I _m . If the load 403 is increased while controlling the PWM signal such that the duty cycle of the terminal voltage V _m of the engine is kept constant, the motor current I _m may be increased so that more power will be provided to the engine 401. Therefore, responsive to detecting that I _m increase beyond the threshold limit can be considered minor fluctuations, power management system to provide a full resume duty cycle to achieve full motor terminal voltage V _m.

The power management system 400 may use an input voltage sensor 413 monitors the input voltage V _S. The input voltage V _S measured by the sensor can be used to provide over voltage and under voltage protection. Digital signal processor or other circuitry 439 may compare the input voltage V _S to a threshold minimum or maximum value and the expected maximum and minimum values (for example, rated input voltage V _S lower or higher compared to 10%). If the input voltage V _S is greater than the rated motor voltage, the power management system 400 may be adjusted to provide the power signal is an alternating current motor rating. Digital signal processor may be unbalanced phase (e.g. a difference of more than 5%) analysis of the input voltage V _S to provide protection or regulation. <example method>

FIG. 5A shows a flow diagram of an example method 500 for providing power to a three-phase induction engine. Method 500 can be used to improve engine efficiency, save energy, and perform several other functions described herein.

At block 501, may provide a full amplitude of the terminal voltage V _m of the engine. The full amplitude can be the maximum voltage amplitude that the hardware can provide, the preset voltage amplitude, the designed voltage amplitude (eg, the maximum hardware voltage minus the safety margin), the maximum voltage amplitude limit set by the user, and the like. May be by pulse width modulation signal duty cycle is adjusted to control the amplitude of the full working cycle of the engine terminal voltage V _m. The amplitude of the engine terminal voltage V _m can be controlled by adjusting the DC voltage.

At block 503, it may be determined if the engine has reached a steady state. The steady state can be determined based on the stability of the engine current I _m . If the steady state condition has not been reached, the method can proceed to block 501 and cycle until a steady state condition is reached. Thus, the full amplitude of the terminal voltage V _m is the engine may be provided to the engine until the engine reaches a steady state.

At block 505, one or more limits are accessible. The limits may be provided by the user via one or more input/output devices. The limit can be stored in the memory. Limits may include, for example, engine rated current I _rm , engine rated power factor cos θ _rm , minimum engine terminal voltage limit, and the like. The limits can be set to a number based on the user's selection of the engine or efficiency profile, set based on a lookup table for the selected engine model specification, and the like. This may for example be used to ensure that the engine is operating and/or will operate within a nominal limit such as the engine rated current I _rm .

At block 507, one or more limits can be checked against the operational values. For example, the engine current I _m can be compared against the engine rated current I _rm . As another example, the engine power factor cos θ and the engine rated power factor cos θ _rm can be compared. A comparison can be made to determine if the operational value is less than, less than or equal to, equal to, greater than or equal to, or greater than the limit, depending on the embodiment and the type of limit being compared. In some embodiments, the limit includes a marginal difference from the input provided by the user. In response to the comparison, if the limit is reached or violated, the method can proceed to block 501. In response to the comparison, if the limit condition is met, the method can proceed to block 509.

At block 509, the terminal voltage V _m varying the amplitude of the engine. This may be, for example, reducing the change in amplitude of the engine terminal voltage by reducing the duty cycle of the pulse width modulation signal supplied to the direct current to the alternating current inverter 409. In combination with one or more other blocks, may be repeatedly or continuously reduce the amplitude of the terminal voltage V _m of the engine. For example, blocks 509, 511, and 513 can be executed simultaneously in parallel to establish a feedback loop. As another example, blocks 509, 511, and 513 may be sequentially executed in a reverse form. In various embodiments, various blocks may be executed in combination or in parallel.

At block 511, one or more limits can be checked against the operational values. For example, the engine may compare the terminal voltage V _m and the minimum terminal voltage limit engine. As another example, the engine may calculate the power factor cos θ and cos θ power factor comparison with the engine the engine rated power factor cos θ _rm. A comparison can be made to determine if the operational value is less than, less than or equal to, equal to, greater than or equal to, or greater than the limit, depending on the embodiment and the type of limit being compared. In some embodiments, the limit includes a marginal difference from the input provided by the user. In response to the comparison, if the limit is reached or violated, the method can proceed to block 515 or 517. In response to the comparison, if the limit condition is met, the method can proceed to block 513.

At block 513, it may be determined whether the engine current I _m is fluctuating. For example, this fluctuation can be caused when the engine terminal electrical compression is reduced too low such that a further reduction in engine terminal voltage causes the current drawn by the engine to increase to produce sufficient power to rotate the load. The engine current I _m may also fluctuate in response to changes in load. I _m can be tracked and stored in memory (eg for reporting, for historical comparisons to determine the rate of change). The engine current I _m may be measured by a sensor and provided to a digital signal processor. Detectable fluctuations in motor current I _m is determined whether or altered to achieve the threshold changing I _m. In some embodiments, the current engine current I _m can be determined by comparing the baseline engine current measured when the engine is at steady state (eg, before the engine terminal voltage is reduced in block 509 to block 509). The threshold changes. When the threshold is exceeded, the engine current I _m can be considered unstable. In some embodiments, the fluctuations in motor current I _m is measured as a rate of change (change per second, for example I _m, I _m per engine changes the terminal voltage changes, each change in the duty cycle change I _m), and more than The rate of change is considered unstable. If the engine current _Im remains stable, the engine terminal voltage can continue to be reduced at block 509. If the engine current I _m fluctuates, the method can proceed to block 515. In some embodiments, if the engine rated current I _m fluctuates, the method can proceed (not shown) to block 517.

At block 515, the reverse portion can change the amplitude of the terminal voltage V _m of the engine. This may include varying the amplitude of the engine terminal voltage to provide a safety factor (eg, a percentage or numerical increase) or a hysteresis buffer. For example, if at block 509 (comprising a feedback loop) at the terminal voltage V _m of the engine to reduce the first amount, at block 515, at block 515 may be the engine to increase the terminal voltage V _m is smaller than the first amount The second amount. The change can be implemented, for example, by changing the duty cycle of the pulse width modulation signal. This prevents the engine from operating at one or more operating limits.

At block 517, it may be determined whether the engine current I _m is fluctuating. For example, this fluctuation can be caused in response to a change in load. For example, an increase in load can cause an increase in engine terminal current I _m . For example, when the engine is operated with a safe limit or buffer capacity to accommodate small fluctuations in the load, small fluctuations in the load can be ignored. The engine current I _m can be tracked and stored in memory (eg, for reporting, for historical comparisons to determine the rate of change). The engine current I _m may be measured by a sensor and provided to a digital signal processor. I _m can detect fluctuations or altered to achieve I _m is determined whether the threshold changes. In some embodiments, by contrast, when the maximum change in amplitude of the engine terminal voltage is reached (eg, at block 509, 511, or 513) or when the changed portion is reversed (eg, at block 515) The measured baseline engine current is compared to the current engine terminal current I _m to determine the threshold change. In some embodiments, the fluctuations in engine current I _m are measured as a rate of change. If the engine current _Im remains stable, the method may cycle to block 517 such that the engine terminal voltage may continue to remain at an effective value until the engine current becomes unstable and fluctuates. If the motor current I _m fluctuations, then the method may proceed to block 501 and the total amplitude of the voltage supplied to the motor terminals V _m, for example, such that the engine has a maximum power to drive a load the newly changed. The power management system before the engine can not drive a load (e.g., prior to the reduced rotational speed, until supply is not sufficient torque) does not respond to the stability of the motor current I _m.

Method 500 may include an optional routine that is generally identified by schema component symbol 550, as appropriate. In other embodiments, routine 550 can operate independently and/or in parallel with method 500. The routine 550 can be configured to provide energy savings or monitoring.

Referring to FIG. 5B, routine 550 is illustrated as a flow diagram that operates as a subroutine from decision block 517 of FIG. 5A. Additionally, for the purpose of simply understanding the flow of routine 550 with respect to the flow chart of FIG. 5A, routine 550 of FIG. 5B is illustrated as beginning with decision block 552 and flowing up to operating block 560.

With continued reference to FIG. 5B, routine 550 begins when the decision at decision block 517 is "NO" (ie, engine current _Im does not fluctuate), as described above with reference to decision block 517. In an embodiment of method 500 that includes routine 550, method 500 can proceed to decision block 552 of routine 550.

In decision block 552, it is determined whether it is a desired time to begin energy savings calculations, such as its current whether to calculate a time T _c (calculation time), for example, since the routine 500 to start or from the previous power-saving calculate whether has elapsed since the predetermined period. If it is determined that it is not the calculation time, then routine 550 returns to decision block 517. However, if it is determined that the counted time T _c for the decision block 552, the routine 550 proceeds to operations block 554.

In operation block 554, routine 550 determines the current state of operation of the associated engine control system (such as engine control system 400 illustrated in Figures 1-4). For example, engine control system 400 can detect currents and voltages currently applied to the engine and calculate engine energy consumption, carbon emission equivalents, or other characteristics of operating conditions. At this point, in operation of method 500, the engine is operating in a reduced power mode, and a "no" determination is made at decision block 517 of method 500. Accordingly, the decision at operational block 554 represents the power consumption during the increased efficiency mode of method 500. However, in embodiments where the routine 550 operates independently, the system 400 may or may not be operating in an increased efficiency mode. Following operation block 554, routine 550 can proceed to operational block 556.

In operation block 556, the block 501 in the manner described above with reference to operation in the same manner, the engine control system may whole terminal voltage V _m is applied to the engine terminal. With full amplitude is applied to terminal voltage V _m is the engine in operation block 556, the stop mode effect increases the efficiency of the method 500 or 400 if the system is not increased operating efficiency mode, the voltage, power consumption or efficiency may not There is a change. With system 400 operating in an increased efficiency mode, after applying a full amplitude engine terminal voltage, the power consumption of the engine will rise immediately and the efficiency of engine operation will decrease. Following operation block 556, routine 550 can proceed to operational block 557.

In operational block 557, energy consumption or efficiency savings can be calculated. For example, in operating block 557, current and voltage applied to the engine can be detected and thus energy consumption can be calculated. This energy consumption calculation can be compared to the energy consumption calculation performed in operation block 554. A comparison of such calculations will therefore provide for poor power consumption and/or efficiency of the engine. Either such calculations or other calculations may be used to indicate energy savings, money savings, or carbon savings in engine operation in an increased efficiency mode compared to operation without an efficiency gain mode benefit. After operating block 557, routine 550 can proceed to decision block 558.

In decision block 558, it may be determined if the sample duration is sufficient. For example, a sample can be defined as the number of seconds of operation (eg, sampling time T _s ), the number of measurements, or other parameters. In decision block 558, it is determined if the sampling time T _s has not elapsed, the routine 550 may return to operation block 557 and repeat. On the other hand, if it is determined at decision block 558 the sampling time T _s has elapsed, the routine 550 may proceed to operation block 560.

In operation block 560, the engine control system 400 by operating the operation may be the last block 515 of FIG. 5A and decision block 517 determines that the terminal voltage V _m recovery. Accordingly, engine controller 400 will then return to the increased efficiency mode operation of the engine caused by the execution of method 500. Following operation block 560, routine 550 may return to decision block 517.

FIG. 6A shows a flow diagram of an energy saving algorithm 600 for efficiently providing power to a three-phase induction engine. Method 600 can be used to improve engine efficiency, save energy, and perform several other functions described herein.

At block 601, one or more settings are accessible. Settings can include user input, initialization options, acceleration time, engine frequency, and engine speed.

At block 603, the engine can be soft-started for a selected period of time. This can be performed, for example, by increasing the frequency and voltage supplied to the engine over a period of time (eg, an acceleration time of several seconds) while maintaining the voltage-to-frequency ratio of the AC engine signal constant. This may include gradually increasing the power, current, or voltage that is provided to the engine. The soft start engine minimizes inrush current.

At block 604, a full pulse width modulation duty cycle is determined. This can be provided by the user. In some embodiments, the full voltage amplitude is set by the user, for example by a set value (e.g., 500 V) or by selection corresponding to a respective full amplitude setting (e.g., 400 V for low power; 600 V for high power) Provided by a profile (eg low power, high power). Thus, based on the full voltage amplitude, the corresponding full pulse width modulation duty cycle can be calculated, looked up, or otherwise determined.

At block 605, a full pulse width modulation duty cycle can be provided. The digital signal processor provides a pulse width modulated carrier signal with a full duty cycle. A pulse width modulated signal can be provided to a switch in the inverter, such as an insulated gate bipolar transistor, to generate an alternating current engine signal in accordance with a pulse width modulation technique such as sinusoidal pulse width modulation. The alternating current engine signal can have an engine terminal voltage that is based at least in part on a duty cycle of the pulse width modulated signal.

At block 607, it may be determined if the engine has reached a steady state. The power management system can determine that the engine is at steady state, for example, by sensing that the engine current _{Im is} stable (eg, maintained within a threshold). If the steady state condition has not been reached, the method can proceed to block 605 and cycle until a steady state condition is reached. Thus, the full duty cycle of the pulse width modulated signal can be provided to the engine until the engine reaches steady state.

At block 609, one or more user accessible limits are accessible. The limits may be provided by the user via one or more input/output devices and stored in the memory. The limits may include engine rated current I _rm , engine rated power factor cos θ _rm , and minimum engine terminal voltage limit. The limits can be set to a number based on the user's selection of the engine or efficiency profile, set based on a lookup table for the selected engine model specification, and the like. Such limits may, for example, be used to ensure that the engine is operating and/or will operate within a nominal limit such as engine rated current I _rm .

At block 611, the engine current I _m is compared against the engine rated current I _rm and the engine power factor cos θ is compared to the engine rated power factor cos θ _rm . A comparison can be made to determine if the operating conditions are within the set limits. In some embodiments, the limit includes a marginal difference from the input provided by the user. The result of the comparison can be determined. In response to the determination, if any of the limits are reached or exceeded, the method may proceed to block 605. In response to the determination, if the system is operating within limits, the method can proceed to block 613.

At block 613, the duty cycle of the pulse width modulated signal supplied to the direct current to the alternating current inverter is reduced. This causes the amplitude of the engine terminal voltage V _m to also decrease. Binding blocks 615, 617, and 619, as a portion of the cycle can be repeatedly or continuously, in parallel or sequentially to reduce the amplitude of the terminal voltage V _m of the engine.

At block 615, the engine may compare the terminal voltage V _m and the minimum terminal voltage limit engine. It may be at least partially based on the PWM signal of the duty cycle of the engine to calculate the terminal voltage V _m. Based on the determination of whether the engine terminal voltage is greater than the lower limit, the method can proceed to block 617 or 623 as indicated.

At block 617, the engine power factor cos θ and the engine rated power factor cos θ _rm can be compared. The engine power factor cos θ can be calculated based at least in part on the engine terminal voltage V _m and the measured current I _m . Based on the determination of whether the engine power factor cos θ is less than the engine rated power factor cos θ _rm , the method may proceed to block 619 or 621 as indicated.

At block 619, it may be determined whether the engine current I _m is fluctuating. For example, this fluctuation can be caused when the electrical compression of the engine terminals is reduced too low such that a further reduction in engine terminal voltage causes the current drawn by the engine to increase to draw sufficient power to rotate the load. The engine current I _m may also fluctuate in response to changes in load. _Im can be tracked and stored in memory (eg, for reporting, for historical comparisons to determine rate of change). The engine current I _m may be measured by a sensor and provided to a digital signal processor. Detectable fluctuations in motor current I _m is determined whether or altered to achieve the threshold changing I _m. In some embodiments, the current engine current I can be compared by comparing baseline engine currents measured while the engine is at steady state (eg, prior to reducing the pulse width modulation duty cycle at block 605 to block 613). _m determines the threshold change. In some embodiments, the fluctuations in engine current I _m are measured as a rate of change. If the engine current _Im remains stable, the pulse width modulation duty cycle can continue to be reduced at block 613. If the engine current I _m fluctuates, the method can proceed to block 621 to block 623. At block 619, the change in engine current can be compared to the first threshold change (eg, within 1%, 3%, 5%, 10% of the previous rms current value, compared to the expected current value) Within the threshold; the engine current I _m changes every time the pulse width modulation duty cycle is reduced, which is greater than the engine current threshold change for each reduced pulse width modulation duty cycle). In some embodiments, if the engine rated current I _m fluctuates beyond a second threshold change amount (eg, 15% or 20%) greater than the first amount, the method may proceed from block 619 to block 605.

At block 621, the changed portion of the duty cycle of the pulse width modulation signal is inverted. By increasing the duty cycle of the pulse width modulation signal, the amplitude of the engine terminal voltage can be increased to provide a safety factor (eg, a percentage or numerical increase) or a hysteresis buffer. The amount by which the duty cycle is increased may be a smaller amount than the cumulative reduction of the duty cycle from block 613. This prevents the engine from operating at one or more operating limits.

At block 623, it may be determined whether the engine current I _m is fluctuating. For example, this fluctuation can be caused in response to a change in load. For example, an increase in load can cause an increase in engine terminal current I _m . For example, when the engine is operated with a safe limit or buffer capacity to accommodate small fluctuations in the load, small fluctuations in the load can be ignored. The engine current I _m can be tracked and stored in memory (eg, for reporting, for historical comparisons to determine the rate of change). The engine current I _m may be measured by a sensor and provided to a digital signal processor. I _m can detect fluctuations or altered to achieve I _m is determined whether the threshold changes. In some embodiments, by contrast, when the maximum change in amplitude of the engine terminal voltage is reached (eg, at block 613, 616, 617, or 619) or when the changed portion is reversed (eg, at block 621) The baseline engine current is measured to compare the current engine terminal current I _m to determine a threshold change. In some embodiments, the fluctuations in engine current I _m are measured as a rate of change. The change in engine current and the third threshold change amount (eg, first threshold change amount, second threshold change amount, or different change amount) may be compared. If the engine current _Im remains stable, the method may cycle to block 623 such that the engine terminal voltage may continue to remain at an effective value until the engine current becomes unstable and fluctuating. If the motor current I _m fluctuations, then the method may proceed to block 605 to restore the full duty cycle and the total amplitude of the voltage supplied to the motor terminals V _m, so that the maximum power of the engine to drive a load having a newly changed.

Optionally, method 600 can include an optional routine 650 for providing savings monitoring or calculations similar to the savings monitoring or calculation of routine 550 of FIG. 5A. In other embodiments, routine 650 can operate independently and/or in parallel with method 600.

Referring to FIG. 6B, routine 650 can be initiated after a negative decision in decision block 623 of FIG. 6A. For the purpose of the convenience of sequential configuration relative to the illustrated position of routine 650 in FIG. 6A, the flowchart of FIG. 6B is illustrated as beginning at decision block 652 and flowing upward toward operational block 662, which Similar to the manner in which the routine 550 is illustrated in FIG. 5B.

With continued reference to FIG. 6B, if it is determined in decision block 623 that the engine current I _m does not fluctuate, routine 650 may proceed to decision block 652.

In decision block 652, it may be determined whether the time has been reached to calculate T _c. If it is determined yet reached the calculated time T _c, the routine 650 may return to decision block 623. However, if it is determined in decision block 652 has reached the computing time T _c, the routine 650 may proceed to operation block 654.

In operational block 654, current current power consumption and/or efficiency and/or carbon emissions from the engine associated or controlled by engine control system 400 may be calculated. Following operation block 654, routine 650 can proceed to operational block 656.

In operation block 656, similar to the operation of operation block 605 of FIG. 6A described above, system 400 can supply a full pulse width modulation duty cycle. By supplying a full pulse width modulation duty cycle, system 400 terminates the reduced power consumption or increased efficiency mode operation caused by the operation of method 600 and the negative decision at decision block 623 of FIG. 6A. Following operation block 656, routine 650 can proceed to operational block 658.

In operation block 658, system 400 can be calculated by comparing existing power consumption during operation of operational block 658 with detection of power consumption, efficiency, and/or carbon emissions detected during operation block 654. The reduction in consumption or the increase in efficiency models provides savings. Following operation block 658, routine 650 can proceed to decision block 660.

In decision block 660, it is determined whether a predetermined sample collection, for example, the sampling time T _s has elapsed. If it is determined in decision block 660 sampling time T _s in yet elapsed, then the routine 650 may return to operation block 658 and repeat. On the other hand, if it is determined in decision block 660 the sampling time T _s has elapsed, the routine 650 may proceed to operation block 662.

In operation block 662, the pulse width modulation duty cycle caused by the operation of operation blocks 621 and 623 of method 600 (FIG. 6A) may be restored, thereby restoring engine controller 400 in a reduced power consumption or increased efficiency mode. Operation. Following operation block 662, routine 650 may return to operation block 623. <Result>

The use of a power management system having a three-phase induction engine such as that shown in Figure 4 can provide a number of features. For example, the engine can use less power. As another example, the engine can operate at lower temperatures, which can improve the life of the engine. In some embodiments, the power management system can be used to control engine speed, set ramp time and ramp time for starting and stopping the engine, provide soft start options, reduce inrush current, provide overload protection, provide extreme protection Adapt to fluctuating loads, adjust functionality based on user-programmable inputs, set the engine to operate at safe limits away from the limits, and reduce operating vibrations. The power management system can report engine performance, record and report current and historical performance of the engine, self-efficiency calculation power savings, self-efficiency calculation financial savings, self-efficiency calculations, carbon dioxide emissions savings, and the like. In some embodiments, the power management system can generate reports related to the operation and performance of the power management system or engine, such as frequency, voltage, current, efficiency, power, load, pulse width modulation signal, speed, and the like. In some embodiments, the power management system can provide output via various output devices, including wired devices such as display screens, network connection devices such as computers, and wireless connection devices such as smart phones or tablets.

Figure 7 shows a graph 700 from the results of an example test. The X-axis 705 indicates a time interval of approximately 60 seconds. Y-axis 707 indicates current measurement in milliamps. A first curve 701 indicates the measured current that is provided to the power management system coupled to the three-phase induction engine. The second curve 703 indicates the measured current supplied to the same three-phase induction engine without using the power management system.

The test equipment consists of a 1.5 kW, 220 V three-phase power management system coupled to a 0.75 kW, 220 V three-phase delta-connected fan engine that drives the circulating fan of the oven. During the first test, the engine powered the fan without a power management system. During the second test, the engine supplies power to the fan while the power management system controls the power supplied to the engine.

In the absence of a power management system, the second curve 703 indicates that the current reaches a peak of approximately 900 mA and then settles to approximately 853 mA. In the case of a power management system, the first curve indicates that the current reaches a peak of approximately 900 mA and reaches a steady state just below 853 mA. The power management system then manages the AC engine signal based on the load connected to the engine and further reduces the current to approximately 684 mA over the next few seconds.

Figure 8 shows a graph 800 of the results from an example test over an extended period of about one hour. The X-axis 805 indicates a time interval of approximately 60 minutes. The Y-axis 807 indicates current measurement in milliamps. A first curve 801 indicates the measured current that is provided to the power management system coupled to the three-phase induction engine. The second curve 803 indicates the measured current supplied to the same three-phase induction engine without using the power management system. Thus, about 19% power savings were achieved in the example test by using a power management system to reduce the engine terminal voltage supplied to the engine while still supplying the necessary power required by the load.

FIG. 9A shows a graph 900 of signals for an example power management system. The graphic 900 includes "pulse width modulation output voltage", "load current", and "load voltage". The pulse width modulated output voltage can be, for example, the voltage of one of the pulse width modulated signals PWM-A, PWM-B, PWM-C, or its complement generated by the digital signal processor 439 shown in FIG. The load current can be, for example, the engine current I _m of the alternating current engine signal 433, 435 or 437 shown in FIG. The load voltage can be, for example, the voltage of the alternating current engine signal 433, 435 or 437 as shown in FIG. As disclosed herein, the duty cycle of the pulse width modulated output voltage can be adjusted to increase or decrease the load voltage to increase the power factor until one or more extreme conditions are reached. The duty cycle that changes the pulse width modulated output voltage can be adjusted to increase or decrease the load voltage to cause a change in load current that varies based on whether certain extreme conditions are reached. The load current can be drawn by the engine based on the demand of the load and can be indirectly affected by direct control of the engine terminal voltage.

Figure 9B shows a graph 950 of an alternating current engine signal voltage (solid line) and an alternating current engine signal current (dashed line). Initially, the dc-alternating-direct current converter can be energized at 951 to provide voltage and current. There may be inrush current and/or voltage instability at 953. After a short period of time, steady state conditions can be reached at 955. After reaching steady state, the AC engine voltage can be gradually reduced at 957. Although the graph shows discrete reduction increments, in some embodiments, analog reduction can be used. At time 959, the voltage has been reduced to the point where current instability occurs. Current instability can be, for example, an increase over steady state current such as 1%, 3%, 5%, 10%, and the like. For example, current instability can occur when the rate of change of current over time exceeds a threshold in amps per second. For example, current instability can also occur when the rate of change of current per voltage change exceeds a threshold amount. In some embodiments with lower thresholds, instability can be detected shortly before time 959 based on current surges or small current increases. In some embodiments, current instability may be determined when the current deviation is greater than 1%, 3%, 5%, 10%, etc., for a given voltage change or compared to the current when the previous voltage was supplied. In response to detecting current instability, at time 961, the voltage reduction can be at least partially reversed and the current can be settled to a stable value and/or maintained within a threshold limit. The voltage can then be held constant until current instability is detected again at time 963, and in response, a first or full voltage can be provided. <user interface>

FIG. 10 shows an example user interface 1000, 1300, 1600 of a power management system. The user interface includes a home screen 1000, a parameter setup screen 1300, and a parameter example screen 1600.

The home screen 1000 can include an indicator to display and/or receive user input to configure the frequency 1001, ramp up time 1003, and engine rated current I _rm 1005. The main screen may also include a disable option 1007 to disable, stop or run the unit. The home screen may also include an indication of an operating current input to or output from a power management system (e.g., alternating current engine signal 433, 435, 437 of FIG. 4). The energy mode indicator 1007 can show that the power management system is powered off, being analyzed, or turned on.

The parameter setting screen 1300 can include a cursor. The user can use the cursor to select from one or more parameters 1303 for viewing or editing. Parameters may include, for example, input/output interface parameters, current parameters, frequency parameters, acceleration time parameters, and the like.

Parameter instance screen 1600 shows selected parameters, such as one of parameters 1303. The parameter instance screen 1600 can display some of the measured or calculated parameters 1601 (such as voltage) and allow the user to edit other parameters 1603 (such as current).

Referring to FIG. 11, the user interface of the power management system 400 can include the additional screens 1700, 1800, and 1900 illustrated in FIG. For example, user interfaces 1700 and 1800 may optionally include fields that allow the user to select to activate the save monitor (select Yes (Y) or No (N)). Additionally, interface 1700 can allow a user to enter a time period for performing a baseline calculation, such as typing the number of seconds representing the computation time Tc described above with reference to decision block 552 (FIG. 5B) and decision block 652 (FIG. 6B). Further, user interface 1700 may allow the user to input can be used above with reference to block 558 determines the duration and the sampling time T _s 660 is described. User interface 1700 may also allow the user to request a display to be calculated as a percentage savings, as well as savings in kilowatt hours, carbon dioxide emissions savings, or other parameters as illustrated in interface 1800.

The user interface 1900 of FIG. 11 is for allowing the user to view the power Hz, amperage, RPM, brake horsepower supplied to the engine, 42% average savings in the user interface 1900, and in the user interface 1900. A sample display of the current operation indicating cumulative savings of 196 kWh. Other examples can also be used. <Additional details>

The technical field, prior art, inventive content, drawings, and embodiments may describe various aspects of the technology without any single aspect being solely responsible for all desirable attributes. Accordingly, the sections provide non-limiting disclosure of examples and features.

Although certain embodiments and examples are discussed, the subject matter extends to other alternative embodiments and/or uses and extends to modifications and equivalents. Therefore, the scope of the claims of the invention is not limited by the specific embodiments. For example, the structures, systems, and/or devices described herein can be embodied as an integrated component or a separate component. Certain aspects, advantages, and features of such embodiments are described for purposes of comparing various embodiments. Not all such aspects, advantages, or advantages are achieved by any particular embodiment. Thus, for example, one or a group of aspects, advantages, or features, as exemplified herein, may be achieved or optimized without necessarily achieving other aspects, advantages, or characteristics as may be suggested or suggested herein. Various embodiments.

Although some circuit schematics are provided for illustrative purposes, other equivalent circuits may alternatively be implemented to achieve the functionality described herein. For example, different types of switches, diodes, and processors can be used. Blocks such as alternating current to direct current rectifiers and direct current to alternating current inverters can vary in design. The digital signal processor can be a fixed line, a microprocessor, a specially programmed general purpose processor, and the like.

Various embodiments of the present disclosure may include systems, methods, and/or computer program products at any level of possible technical detail integration. The computer program product can include a computer readable storage medium (or a plurality of computer readable storage media) having computer readable program instructions for causing a processor, such as a digital signal processor, to perform the present disclosure. Aspect.

For example, some of the functionality described herein may be performed when the software instructions are executed by one or more hardware processors and/or any other suitable computing device, such as one or more digital signal processors. And/or in response to software instructions being executed by one or more hardware processors and/or any other suitable computing device, such as one or more digital signal processors, may perform some of the functionality described herein. . Software instructions and/or other executable code can be read from a computer readable storage medium (or a plurality of computer readable storage media). In some embodiments, an electronic circuit system including, for example, a programmable logic circuit system, a field-programmable gate array (FPGA), or a programmable logic array (PLA) can be utilized by using a computer. The status information of the program instructions is read to personalize the electronic circuitry and execute computer readable program instructions to perform the aspects of the present disclosure.

The computer readable storage medium can be a tangible device that can retain and store data and/or instructions for use by the instruction execution device. The computer readable storage medium can be, for example, but not limited to, an electronic storage device (including any volatile and/or non-volatile electronic storage device), a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or the like Any suitable combination. A non-exhaustive list of more specific examples of computer readable storage media includes the following: portable computer magnetic disks, hard disks, solid state drives, random access memory (RAM), read only memory (read-only memory; ROM), erasable programmable read-only memory (EPROM or flash memory), static random access memory (static random access memory; SRAM), portable compact disc read-only memory (CD-ROM), digital versatile disk (DVD), memory stick, floppy disk, mechanical coding device (such as punching) The card or the raised structure in the groove in which the command is recorded), as well as any suitable combination of the foregoing. As used herein, a computer readable storage medium should not be recognized as a temporary signal by itself, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through a waveguide or other transmission medium (eg, light pulses transmitted through a fiber optic cable), or transmitted. Electrical signal through the wire.

Aspects of the present disclosure are described herein with reference to flowchart illustrations and/or block diagrams of a method, apparatus (system) and computer program product according to embodiments of the present disclosure. It will be understood that each block of the flowchart illustrations and/or block diagrams, and the block diagram combinations in the flowchart illustrations and/or block diagrams can be implemented by computer readable program instructions.

The computer readable program instructions can be provided to a processor of a general purpose computer, special purpose computer or other programmable data processing device to produce a machine such that instructions executed via a processor of a computer or other programmable data processing device are established for use A component that implements one or more of the functions/acts specified in the flowcharts and/or block diagrams. The computer readable program instructions can also be stored in a computer readable storage medium that directs the computer, the programmable data processing device, and/or other device to function in a particular manner to cause the stored instructions. The computer readable storage medium includes an article of manufacture containing instructions for implementing one or more of the flowcharts and/or aspects of the functions/acts specified in the block.

In any of the methods or procedures disclosed herein, the actions or operations of the methods or procedures may be performed in any suitable order and are not necessarily limited to any particular disclosed order. Various operations may be described in sequence as a plurality of discrete operations, in a manner that may be helpful in understanding certain embodiments; however, the order of description is not to be considered as implying that the operations are order dependent.

The flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products in accordance with various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagram can represent a module, segment, or portion of an instruction, which comprises one or more executable instructions for implementing one or more specified logical functions. In some alternative implementations, the functions mentioned in the blocks may not occur in the order noted in the figures. For example, two blocks shown in a continuous manner may in fact be executed substantially concurrently, or the blocks may sometimes be performed in the reverse order, depending on the functionality involved. Additionally, certain blocks may be omitted in some embodiments. The methods and procedures described herein are also not limited to any particular order, and the blocks or states associated therewith may be performed in other sequences as appropriate.

It will also be noted that each block illustrated by the block diagrams and/or flowchart illustrations, and block diagrams and/or flowcharts may be implemented by a dedicated hardware-based system that performs the specified function or action or a combination of dedicated hardware and computer instructions. The block combination in the description. For example, the procedures, methods, algorithms, elements, blocks, applications, or other functional (or functional portions) described in the preceding sections may be embodied in an electronic hardware and/or via electronic hardware. Fully or partially automated, electronic hardware such as special application processors (such as application-specific integrated circuits (ASICs)), programmable processors (such as field programmable gate arrays (FPGA)), Special application circuitry and/or similar (either of which can be combined with custom-built logic, logic, special application integrated circuits, field programmable gate arrays, etc. with custom programming/execution of software instructions To achieve technology).

The terms used in the description herein are not intended to be construed in a limiting or limiting manner, and are merely utilized as a detailed description of certain specific embodiments of the disclosure. In this description, reference is made to the drawings in which the same reference It is understood that the elements illustrated in the figures are not necessarily to scale. In addition, it is to be understood that some embodiments may include more elements than those illustrated in the drawings and/or in the particular drawings. Additionally, some embodiments may have any suitable combination of features from two or more than two figures.

Many variations and modifications of the embodiments described above are possible, and elements of the embodiments described above should be understood as being among other acceptable examples. All such modifications and variations are intended to be included herein within the scope of the disclosure. The foregoing description details certain embodiments. However, it should be understood that the system and method can be practiced in a number of ways, regardless of the level of detail in the text. As also stated above, it should be noted that the use of specific terms in describing certain features or aspects of the systems and methods should not be considered as implying that the terms are redefined herein as being limited to the inclusion of the terms. Any particular characteristic of a feature or aspect of a system or method.

Conditional language (especially such as "may", "may" or "may") is generally intended to convey certain embodiments, including certain features, unless otherwise specifically stated in the context of the use. The elements and/or steps, while other embodiments do not include certain features, elements and/or steps. Accordingly, such conditional language is not intended to suggest that the features, elements, and/or steps are in any way required by one or more embodiments, or one or more embodiments must be included with or without the user. In the case of an input or a prompt, it is decided to include, in any particular embodiment, logic that will perform such features, elements and/or steps.

The term "substantially" when used in conjunction with the term "instant" forms a phrase that will be readily understood by those of ordinary skill in the art. For example, it should be readily understood that such language will include no or little delay or waiting to be discernible or such delays are short enough to avoid rupture, irritation, or otherwise annoyance to the user.

Unless otherwise specifically stated, a connected language such as the phrase "at least one of X, Y, and Z" or "at least one of X, Y, or Z" should be understood along with the context as commonly used. To convey items, items, etc., may be X, Y or Z, or a combination thereof. For example, the term "or" is used in its inclusive sense (and not in its exclusive sense) such that when used in connection with, for example, a list of elements, the term "or" means one, some, or All. Thus, such a connected language is generally not intended to imply that certain embodiments require that at least one of X, at least one of Y, and at least one of Z be present.

The term "a" as used herein shall be given an inclusive rather than an exclusive interpretation. For example, the term "a" or "an" should not be understood to mean "the one or the one" and "the one" unless it is specifically mentioned; instead, the term "a" means "one or more" or "at least one", whether in the scope of the patent application or elsewhere in the specification, and regardless of the quantifiers such as "at least one", "one or more" or "multiple" in the scope of the patent application or elsewhere in the specification use.

Unless the context clearly requires otherwise, the words "including", "including" and the like should be interpreted in an inclusive sense rather than in an exclusive or exhaustive sense; in other words, "including but not Explained in the sense of "limited". The word "coupled" or "connected," as commonly used herein, refers to two or more than two elements that can be connected directly or by means of one or more intermediate elements. In addition, in the context of the present application, the words "herein," "above," "hereafter," and the like, shall mean the application as a whole and not any particular part of the application. Where the context permits, the singular or plural <RTI ID=0.0> </ RTI> </ RTI> <RTIgt; All numerical values provided herein are intended to encompass similar values within the measurement error.

In addition, the conditional language used herein (especially such as "may", "may", "may", "for example", "example", unless otherwise specifically stated or otherwise understood in the context of the use. And &lt;RTI ID=0.0&gt;&gt;&gt;&quot;&quot;&quot;&quot;&quot;

While the above detailed description has been shown and described, the embodiments of the embodiments of the present invention , replace and change. It is appreciated that certain embodiments of the invention described herein may be embodied in a form that does not provide all of the features and benefits described herein, as some features may be used or practiced separately from other features. The scope of some of the inventions disclosed herein is defined by the scope of the appended claims rather than the foregoing description. All changes in the equivalent meaning and equivalent scope of the scope of the patent application are covered by the scope of the patent application.

100, 401‧‧‧Three-phase induction engine
101‧‧‧ Stator
103‧‧‧Rotor
105, 107, 109‧‧‧ winding
200, 300, 700, 800, 900, 950‧‧‧ graphics
201, 203, 311, 313, 315, 317, 319‧‧‧ curves
301‧‧‧x axis
303‧‧‧y axis
400‧‧‧Power Management System
403‧‧‧load
405a, 405b, 405c‧‧‧ input
407‧‧•AC (AC) to DC (DC) rectifiers
409‧‧‧DC (DC) to AC (AC) inverters
411‧‧‧Control circuit
413, 415, 417‧‧ ‧ sensors
419, 429‧‧ ‧ diode
420‧‧‧ capacitor bank
421a, 421b, 423a, 423b, 425a, 425b‧‧‧ Inverter unit
427‧‧‧Switch
431‧‧‧DC power (DC) power signal line
432‧‧‧ Grounding wire
433, 435, 437‧‧‧AC (AC) engine signal lines
439‧‧‧Digital Signal Processor (DSP)
441‧‧‧Interface and input/output (I/O) devices
443‧‧‧Auxiliary power supply
445‧‧‧Isolated driver stage
447‧‧‧DC (DC) / DC (DC) power supply
449‧‧‧Drives and voltage regulators
451‧‧‧ memory
500, 600‧‧‧ method
501, 503, 505, 507, 509, 511, 513, 515, 517, 552, 554, 556, 557, 558, 560, 601, 603, 604, 605, 607, 609, 611, 613, 615, 617, Blocks 619, 621, 623, 652, 654, 658, 660, 662‧‧
550, 650‧‧‧
701, 801‧‧‧ first curve
703, 803‧‧‧ second curve
705, 805‧‧‧X axis
707, 807‧‧‧Y axis
951, 953, 955, 957, 959, 961, 963‧‧ ‧
User interface of 1000, 1300, 1600, 1700, 1800, 1900‧‧
1001‧‧‧ frequency
1003‧‧‧ ramp up time
1005‧‧‧ Engine rated current I _rm
1007‧‧‧ Prohibition options
1009‧‧‧
1011‧‧‧
1301‧‧‧
1303‧‧‧ parameters
1601‧‧‧Measurement or calculation parameters
1603‧‧‧Other parameters
A, B, C, PWM-A, PWM-B, PWM-C‧‧‧ Pulse Width Modulation (PWM) Signal
, , , PWM- , PWM- , PWM- ‧‧‧the complement of the pulse width modulation (PWM) signal
I _DC ‧‧‧Direct Current (DC) Current
I _m ‧‧‧Engine current
V _S ‧‧‧Input voltage

Figure 1 is a schematic diagram of a three-phase induction engine. Figure 2 is a graph of an example relationship between power factor and efficiency. Figure 3 is a graph showing various effects of engine terminal voltage variations on a number of variables. 4 is a schematic diagram of an embodiment of a power management system. 5A is a flow chart of an embodiment of a method for providing power to a three-phase induction engine. 5B is a flow diagram illustrating an optional control routine that can be incorporated into or run concurrently with and/or in parallel with the method of operation illustrated in FIG. 5A. 6A is a flow chart of another embodiment of a method for providing power to a three-phase induction engine. 6B is a flow diagram illustrating another embodiment of an operational method that can be incorporated into or independently of the methods illustrated by the flowchart of FIG. 6A. 7 is a graph showing the results of a test of the embodiments disclosed herein. Figure 8 is a graph of the results from the test of Figure 7 over an extended period of about 1 hour. 9A is a diagram illustrating signals generated by an embodiment of an example power management system. Figure 9B is a graph illustrating the alternating current engine signal voltage and the alternating current engine signal current. Figure 10 shows an example user interface of a power management system. 11 illustrates an example of a user interface that may be used in a power management system for providing user interaction with respect to the savings monitoring method associated with the flowcharts of FIGS. 5B and 6B.

Claims (49)

A method for determining energy savings of a three-phase induction engine, the method comprising: converting a direct current power supply signal into an alternating current engine signal at full power; supplying the alternating current engine signal at full power to the three phase An induction engine, wherein the alternating current engine signal has a first voltage amplitude when at full power; based at least in part on energy used to supply the alternating current engine signal having full power to the three-phase induction engine Determining a baseline energy consumption by an amount; converting the DC power supply signal into an AC engine signal having a second voltage amplitude lower than the first voltage amplitude; supplying the AC engine signal having the second voltage amplitude to The three-phase induction engine; determining an effective energy consumption based at least in part on a second amount of energy used to supply the alternating current engine signal having the second voltage amplitude to the three-phase induction engine; An indication of the amount of energy saved, where The amount of energy savings is determined based at least in part on a comparison of the baseline energy consumption to the effective energy consumption. The method of claim 1, wherein the voltage amplitude of the alternating current engine signal is affected by a duty cycle of a pulse width modulation ("PWM") signal, the method further comprising: generating the first duty cycle The pulse width modulation signal; sensing a current supplied to the alternating current engine signal of the three-phase induction engine; changing the operation of the pulse width modulation signal in response to the three-phase induction engine reaching a steady state The cycle reduces the voltage amplitude of the alternating current engine signal and increases a power factor of the three-phase induction engine; and reverses at least a portion of the change in the duty cycle such that the alternating current engine signal The amplitude is the second voltage amplitude, the reverse being performed in response to at least one of: an instability of current of the alternating current engine signal; or an engine power factor reaching a programmed limit. The method of claim 2, further comprising: detecting that the current of the alternating current engine signal is unstable when the amplitude of the alternating current engine signal is set to the second voltage amplitude; And in response to the detecting, setting the duty cycle of the pulse width modulation signal to the first duty cycle. The method of claim 1, wherein the indication of the amount of energy saved comprises at least one of: an amount of energy; or a cost savings based on the amount of energy saved . The method of claim 4, further comprising: receiving, by the input interface, at least one of: a cost of electricity; or a geographic information indicating the cost of the electricity; Determining and also determining the cost savings based on the cost of electricity; and displaying the cost savings. The method of claim 5, further comprising: receiving a user selection to calculate the cost savings over a period of time or substantially instantaneously. The method of claim 1, further comprising: periodically re-supplying the alternating current engine signal at full power and re-determining the baseline energy consumption. The method of claim 7, further comprising: receiving a user selected recalibration period that affects how often the baseline energy consumption is periodically re-determined. The method of claim 1, further comprising determining and displaying at least two of: a power of the three-phase induction engine; a speed of the three-phase induction engine; being provided to the three a phase-induced engine voltage; a current supplied to the three-phase induction engine; carbon dioxide (CO ₂ ) emissions from the three-phase induction engine; a fault diagnosis for the three-phase induction engine; and for coupling to the Fault diagnosis of AC-DC-AC power delivery systems for AC-DC-AC power delivery systems. An engine control system comprising: an AC-DC-AC power delivery system configured to power a three-phase induction engine, the power delivery system comprising: an alternating current ("AC") to a direct current ("DC") power rectifier, Configuring to convert the supplied alternating current power signal into a direct current power signal; and a direct current to alternating current power inverter configured to convert the direct current power signal into an alternating current engine that is supplied to the three-phase induction engine a signal; an output interface device configured to provide an indication of an amount of power saved based at least in part on: a baseline energy consumption when the alternating current engine signal has a first voltage amplitude to drive an engine load; And an effective energy consumption when the alternating current engine signal has a second voltage amplitude that is lower than the first voltage amplitude, wherein the second voltage amplitude is sufficient to drive the engine load when the alternating current engine signal has a steady current . The engine control system of claim 10, further comprising: a current detector configured to generate an engine current signal indicative of the current of the direct current power signal; and a digital signal processor ("DSP </ RTI> </ RTI> configured to: receive the engine current signal; and generate a pulse width modulation ("PWM") signal that affects the voltage amplitude of the alternating current engine signal. The engine control system of claim 11, wherein the digital signal processor is further configured to: operate a duty cycle of the pulse width modulated signal until the engine current signal fluctuates, wherein Changing the duty cycle causes the voltage amplitude of the alternating current engine signal to decrease; and inverting at least a portion of the change in the duty cycle of the pulse width modulation signal, thereby stabilizing the current . The engine control system of claim 10, wherein the output interface device is configured to display at least one of: an amount of energy; or a cost based on the amount of energy saved. The engine control system of claim 10, further comprising a digital signal processor configured to: operate the pulse width modulated signal to have a lower duty cycle, such that The alternating current engine signal has the second voltage amplitude; and the pulse width modulation signal is periodically set to have a maximum duty cycle such that the alternating current engine signal has the first voltage amplitude. An engine control system comprising: an alternating current-direct current-alternating power delivery system comprising: an alternating current ("AC") to direct current ("DC") power rectifier configured to provide a direct current power signal; and a direct current to alternating current power inversion The controller is configured to convert the direct current power signal into an alternating current engine signal; the controller configured to: determine that the alternating current engine signal is valid based at least in part on at least one of Voltage amplitude: a fluctuation of a current of the alternating current engine signal; or a power factor; setting the alternating current engine signal to have the effective voltage amplitude; and setting the alternating current engine signal to have a higher than the effective voltage amplitude a baseline voltage amplitude; an output interface device configured to provide an indication of the amount of power saved based on a comparison of energy used when the alternating current engine signal has the baseline voltage amplitude, rather than the baseline voltage amplitude; Display device, configured to display The amount of the effective voltage amplitude of the electrical savings indicator. The engine control system of claim 15, wherein the controller is a digital signal processor ("DSP") configured to: receive an indication of an engine current of the alternating current engine signal; Generating a pulse width modulation ("PWM") signal; occasionally setting the alternating current engine signal to have the baseline voltage signal by occasionally generating the pulse width modulation signal having a first duty cycle; The alternating current engine signal is set to have the effective voltage amplitude by generating the pulse width modulation signal having a second duty cycle. The engine control system of claim 15, wherein the controller is a digital signal processor ("DSP") configured to: receive an indication of an engine current of the alternating current engine signal; Generating a pulse width modulation signal in a first duty cycle; changing a duty cycle of the pulse width modulation signal until the engine current ripples, wherein changing the duty cycle causes the voltage amplitude of the alternating current engine signal to decrease And reversing at least a portion of the change in the duty cycle of the pulse width modulation signal such that the alternating current engine signal has the effective voltage amplitude, thereby stabilizing the engine current. The engine control system of claim 15, wherein the controller is further configured to: periodically reset the alternating current engine signal to have the baseline voltage amplitude; and determine The alternating current engine signal has an energy consumption at the baseline voltage amplitude; wherein setting the alternating current engine signal to have the baseline voltage amplitude comprises providing a full power alternating current engine signal. The engine control system of claim 15, wherein the display device is configured to display the indicator of the amount of saved electricity as a cost savings based at least in part on a price of energy. The engine control system of claim 15, wherein the display device is further configured to display at least one of: a power of a three-phase induction engine powered by the alternating current engine signal; The speed of the three-phase induction engine; the voltage supplied to the three-phase induction engine; the current supplied to the three-phase induction engine; the carbon dioxide (CO ₂ ) emission from the three-phase induction engine; Fault diagnosis of a three-phase induction engine; and fault diagnosis for an alternating current-direct current-alternating power delivery system coupled to the alternating current-direct current-alternating power delivery system. An engine system comprising: a three-phase induction engine comprising: a stator; a rotor at least partially positioned within the stator; a first winding configured to respond to a first alternating current supplied to the first winding ( "AC") an engine signal to impose a first electromagnetic force on the rotor; a second winding configured to impose a second electromagnetic force in response to a second alternating current engine signal supplied to the second winding On the rotor; and a third winding configured to impose a third electromagnetic force on the rotor in response to a third alternating current engine signal supplied to the third winding; alternating current - direct current - alternating current power A delivery system configured to power the three-phase induction engine, the power delivery system comprising: an alternating current to direct current ("DC") power rectifier configured to convert the supplied alternating current power signal into a direct current power signal And a DC to AC power inverter configured to: receive a first pulse width modulation (PWM) signal; receive a second a wide modulation signal; receiving a third pulse width modulation signal; converting the direct current power signal to the first alternating current engine signal, wherein a voltage amplitude of the first alternating current engine signal is based at least in part on the first a duty cycle of the pulse width modulation signal; converting the direct current power signal to the second alternating current engine signal, wherein a voltage amplitude of the second alternating current engine signal is based at least in part on the second pulse width modulation signal a duty cycle of converting the DC power signal to the third AC engine signal, wherein a voltage amplitude of the third AC engine signal is based at least in part on a duty cycle of the third pulse width modulation signal; The first alternating current engine signal, the second alternating current engine signal, and the third alternating current engine signal are out of phase with each other; a sensor configured to: detect the first alternating current engine signal, the At least one of a second alternating current engine signal or the third alternating current engine signal And generating an engine current signal indicative of the current; a digital signal processor (DSP) configured to: receive the engine current signal; generate the first pulse width modulation at a maximum duty cycle a signal, the second pulse width modulation signal, and the third pulse width modulation signal; the first pulse width modulation signal, the second pulse width modulation signal, and the third pulse width modulation The duty cycle of the variable signal decreases the first amount until the engine current signal fluctuates, wherein the first pulse width modulation signal, the second pulse width modulation signal, and the third pulse width modulation signal are reduced The duty cycle causes the voltage amplitude of the first alternating current engine signal, the second alternating current engine signal, and the third alternating current engine signal to decrease; and the first pulse width modulation signal, The duty cycle of the second pulse width modulation signal and the third pulse width modulation signal is increased by a second amount less than the first amount, thereby stabilizing the engine current signal for a constant engine The first level of load. The engine system of claim 21, wherein the digital signal processor is configured to change the first pulse width modulation signal, the second pulse width modulation signal, and the third pulse The duty cycle of the wide modulation signal, while keeping the carrier frequency of the first pulse width modulation signal, the second pulse width modulation signal, and the third pulse width modulation signal constant while simultaneously The DC voltage of the pulse width modulation signal is kept constant. The engine control system of claim 21, wherein the alternating current to direct current power rectifier is configured to receive a three-phase input alternating current power signal having a stable amplitude and a stable frequency, while the first alternating current engine signal, The voltage amplitude of the second alternating current engine signal and the third alternating current engine signal is reduced. The engine control system of claim 21, further comprising an isolated driver stage coupled to the digital signal processor and also coupled to the inverter, the isolated driver stage configured to perform The following operations: receiving the first pulse width modulation signal, the second pulse width modulation signal, and the third pulse width modulation signal generated by the digital signal processor; a modulation signal, the second pulse width modulation signal, and the third pulse width modulation signal are driven to the inverter; and for the between the digital signal processor and the inverter The pulse width modulation signal provides isolation. The engine control system of claim 21, further comprising: a user input device for providing user input; and a memory configured to store an engine rated power factor, wherein the engine rated power factor Determining based at least in part on the user input; and wherein the digital signal processor is further configured to: at least partially based on the first pulse width modulation signal, the second pulse width Calculating a first voltage amplitude of the alternating current engine signal by the duty cycle of the modulated signal and the third pulse width modulated signal; calculating an engine based at least in part on the first voltage amplitude and the engine current signal a power factor; comparing the engine power factor to the engine rated power factor; and responsive to the comparing of the engine power factor to the engine rated power factor, the duty cycle of the pulse width modulated signal Set to the maximum duty cycle. The engine control system of claim 21, further comprising: a user input device for providing user input; and a memory configured to store an engine rated current, wherein the engine rated current is at least Based in part on the user input; and wherein the digital signal processor is further configured to: compare the engine current signal to the engine rated current; and responsive to the engine power current and The comparison of the engine rated current sets the duty cycle of the pulse width modulation signal to the maximum duty cycle. An engine control system comprising: an AC-DC-AC power delivery system configured to power a three-phase induction engine, the power delivery system comprising: an alternating current ("AC") to a direct current ("DC") power rectifier, Configuring to convert the supplied alternating current power signal into a direct current power signal; and a direct current to alternating current power inverter configured to receive a pulse width modulation (PWM) signal to convert the direct current power signal into an alternating current engine Signaling, and supplying the alternating current engine signal to the three-phase induction engine, wherein a voltage amplitude of the alternating current engine signal is a duty cycle based at least in part on the pulse width modulation signal; a sensor configured An engine current for detecting the alternating current engine signal; and a digital signal processor (DSP) configured to: receive an indication of the engine current; generate the pulse width modulation in a first duty cycle Signaling; changing the duty cycle of the pulse width modulation signal until the starting Current fluctuations, wherein changing the duty cycle causes the voltage amplitude of the alternating current engine signal to decrease; and inverting at least a portion of the change in the duty cycle of the pulse width modulation signal, thereby The engine current is stabilized at a first level. The engine control system of claim 27, wherein the digital signal processor is configured to: change the duty cycle of the pulse width modulation signal until the engine current fluctuates, wherein Changing the duty cycle of the pulse width modulation signal includes reducing the duty cycle of the pulse width modulation signal by a first amount; and causing the change in the duty cycle of the pulse width modulation signal At least a portion of the reversal, wherein reversing at least a portion of the change in the duty cycle of the pulse width modulation signal comprises increasing the duty cycle of the pulse width modulation signal by a second amount to reduce An engine current to achieve the first level; and wherein the second amount is less than the first amount. The engine control system of claim 28, wherein the digital signal processor is configured to change the duty cycle of the pulse width modulated signal while causing a carrier of the pulse width modulated signal The frequency and the DC voltage of the pulse width modulated signal remain constant. The engine control system of claim 27, wherein the alternating current to direct current power rectifier is configured to receive an alternating current power signal having a stable amplitude and a stable frequency. The engine control system of claim 27, further comprising an isolated driver stage coupled to the digital signal processor and also coupled to the inverter, the isolated driver stage configured to perform The following operations: receiving the pulse width modulation signal generated by the digital signal processor; providing the pulse width modulation signal to the inverter; and for the digital signal processor and the inversion The pulse width modulation signal between the devices provides isolation. The engine control system of claim 27, wherein the first duty cycle is a full duty cycle. The engine control system of claim 27, further comprising: a user input device; and a memory configured to store a value of the first duty cycle, wherein the value is based at least in part on via The user input device determines the user input. The engine control system of claim 27, further comprising: a user input device for providing user input; and a memory configured to store an engine rated power factor, wherein the engine rated power factor Determining based at least in part on the user input; and wherein the digital signal processor is further configured to: calculate the at least in part based on the duty cycle of the pulse width modulation signal a first voltage amplitude of the alternating current engine signal; calculating an engine power factor based at least in part on the first voltage amplitude and the engine current; comparing the engine power factor to the engine rated power factor; and responsive to the engine The comparison of the power factor to the rated power factor of the engine sets the duty cycle of the pulse width modulated signal to the first duty cycle. The engine control system of claim 27, further comprising: a user input device for providing user input; and a memory configured to store an engine rated current, wherein the engine rated current is at least Determined based in part on the user input; and wherein the digital signal processor is further configured to: compare the engine current to the engine rated current; and responsive to the engine power current and Said comparison of engine rated current, said duty cycle of said pulse width modulation signal being set to said first duty cycle. The engine control system of claim 27, wherein the digital signal processor is further configured to reverse at least a portion of the change in the duty cycle of the pulse width modulated signal and The following operations are performed after the engine current is stabilized at the first level: detecting instability of the engine current; and in response to the detecting, the pulse width modulation signal is The duty cycle is set to the first duty cycle. The engine control system of claim 27, wherein the digital signal processor is further configured to perform a soft start, wherein performing the soft start comprises changing the duty cycle of the pulse width modulation signal The first duty cycle is gradually reached over a period of time. A method for controlling a three-phase induction engine, the method comprising: converting a direct current power supply signal to an alternating current engine signal, wherein a voltage amplitude of the alternating current engine signal is based at least in part on a pulse width modulation (PWM) signal Determining a duty cycle; supplying the alternating current engine signal to the three-phase induction engine; generating the pulse width modulation signal in a first duty cycle; sensing the alternating current supplied to the three-phase induction engine a current of an engine signal; in response to the engine reaching a steady state, changing the duty cycle of the pulse width modulation signal causes the voltage amplitude of the alternating current engine signal to decrease and the power factor of the three-phase induction engine to increase Reversing at least a portion of the change to set the duty cycle of the pulse width modulation signal to a second duty cycle, the reverse being performed in response to at least one of: State the instability of the alternating current engine signal; or the engine power factor reaches the programmed limit; The pulse width modulation signal is set to detect the current instability of the alternating current engine signal when the second duty cycle is set; and in response to the detecting, the pulse width modulation signal is The duty cycle is set to the first duty cycle. The method of claim 38, further comprising: receiving an alternating current supply signal from the alternating current power supply; and converting the alternating current supply signal into the direct current power supply signal. The method of claim 38, wherein changing the duty cycle of the pulse width modulation signal causes the voltage amplitude of the alternating current engine signal to decrease and the power factor increase of the three-phase induction engine includes Continuously or repeatedly reducing the duty cycle of the pulse width modulation signal; and wherein inverting at least a portion of the change to set the duty cycle of the pulse width modulation signal to a second duty cycle The duty cycle of increasing the pulse width modulation signal is thereby included, thereby reducing the engine current and reducing the power factor; and wherein the second duty cycle is less than the first duty cycle. The method of claim 38, wherein the first duty cycle is a full duty cycle. The method of claim 38, further comprising receiving user input, wherein the first duty cycle is based at least in part on the user input. The method of claim 38, further comprising receiving user input, wherein the programming limit is based at least in part on the user input. The method of claim 38, further comprising receiving a user input for a soft start option, wherein generating the pulse width modulation signal in the first duty cycle comprises gradually increasing over a period of time The duty cycle of the pulse width modulation signal is varied to achieve the first duty cycle, the time period being based at least in part on the user input. The method of claim 38, further comprising: calculating a voltage of the alternating current engine signal based at least in part on the duty cycle of the pulse width modulation signal; comparing the said alternating current engine signal to said a voltage and a threshold voltage; and in response to the comparing, setting the duty cycle of the pulse width modulation signal to the first duty cycle. An engine controller comprising: a sensor configured to detect an engine current from a direct current to an alternating current engine signal provided by an alternating current power converter to a three-phase induction engine; and a digital signal processor (DSP) configured Performing the following operations: receiving an indication of the engine current from the sensor; generating a signal that controls a property of the alternating current engine signal; reducing a voltage amplitude of the alternating current engine signal until the engine current fluctuates; At least a portion of the decrease in the voltage amplitude of the alternating current engine signal is reversed thereby stabilizing the engine current at a first level. The engine controller of claim 46, wherein the signal that controls the nature of the alternating current engine signal is a sinusoidal pulse width modulation signal. The engine controller of claim 46, wherein the engine current is stable at the first level while the engine current does not deviate from the first level by a threshold amount. The engine controller of claim 48, wherein the threshold amount is 5%.