阅读说明：本技术 单通道多电飞机发电机控制器的缺相及差动保护结构 (Open-phase and differential protection structure of single-channel multi-electric-aircraft generator controller ) 是由 万波 于 2018-05-31 设计创作，主要内容包括：本发明公开单通道多电飞机发电机控制器的缺相及差动保护结构,缺相保护用于确定发电机的AC三相是否与中性点断开,或者与三相AC负载断开,以保护飞机上那些接在AC汇流条上的用电设备。差动保护会检测发电机的输出电流是否大于同一相的AC馈线电流,从而防止在馈线或者连接器上出现短路。(The invention discloses a phase-loss and differential protection structure of a generator controller of a single-channel multi-electric-aircraft, wherein the phase-loss protection is used for determining whether an AC three phase of a generator is disconnected with a neutral point or a three-phase AC load so as to protect electric equipment connected to an AC bus bar on an aircraft. Differential protection will detect if the output current of the generator is greater than the AC feeder current of the same phase, preventing a short circuit on the feeder or connector.)

1. The open-phase and differential protection structure of the generator controller of the single-channel multi-electric airplane comprises,

The main generator GEN L is connected with the first end of the circuit breaker L GCB, and the second end of the circuit breaker L GCB is connected with the Bus bar L235 VAC Bus;

The GEN R of the main generator is connected with the first end of the circuit breaker R GCB, and the second end of the circuit breaker R GCB is connected with the Bus bar R235 VAC Bus;

The auxiliary generator APU GEN is connected with the first end of the circuit breaker APB, the Bus bar L235 VAC Bus is connected with the first end of the contactor L BTB, the Bus bar R235 VAC Bus is connected with the first end of the contactor R BTB, and the second end of the contactor APB is connected with the second end of the contactor L BTB and the second end of the contactor R BTB respectively;

The Bus bar L235 VAC Bus is connected with a first end of a contactor L ATUC, a second end of the contactor L ATUC is connected with an electric energy conversion device L ATU, the electric energy conversion device L ATU is connected with a first end of a contactor L BSB, and a second end of the contactor L BSB is connected with the Bus bar L115 VAC Bus;

the Bus bar R235 VAC Bus is connected with a first end of a contactor R ATUC, a second end of the contactor R ATUC is connected with an electric energy conversion device R ATU, the electric energy conversion device R ATU is connected with a first end of a contactor R BSB, and a second end of the contactor R BSB is connected with the Bus bar R115 VAC Bus;

a ground power supply L FWD EP is connected with a first end of a contactor L EPC, and a second end of the contactor L EPC is connected with a first end of a contactor L BSB;

a ground power supply R FWD EP is connected with a first end of a contactor R EPC, and a second end of the contactor R EPC is connected with a first end of a contactor R BSB;

the Bus bar L235 VAC Bus is connected with the first end of the contactor LacT, the second end of the contactor LacT is connected with the first end of the contactor RacT, and the second end of the contactor RacT is connected with the Bus bar R235 VAC Bus;

The second end of the contactor L ATUC is connected with the first end of the contactor L TRU Rly, the second end of the contactor L TRU Rly is connected with the power conversion device TRU L, and the power conversion device TRU L is connected with the Bus bar L28 VDC Bus;

The second end of the contactor R ATUC is connected with the first end of the contactor R TRU Rly, the second end of the contactor R TRU Rly is connected with the power conversion device TRU R, and the power conversion device TRU R is connected with the Bus bar R28 VDC Bus;

the Bus bar L28 VDC Bus is connected with a first end of a contactor LdcT, a second end of the contactor LdcT is connected with a first end of a contactor RdcT, and a second end of the contactor RdcT is connected with the Bus bar R28 VDC Bus;

The second end of the contactor L ATUC is connected with the first end of the contactor E1 TRU ISO Rly, the second end of the contactor E1 TRU ISO Rly is respectively connected with the first ends of a power conversion device TRU 1 and a contactor E1 TRU Rly, the power conversion device TRU 1 is further connected with the first end of a Bus bar ESS 128 VDC Bus, the second end of the contactor ESS ISO Rly is connected with a Bus bar ESS 235VAC Bus, the Bus bar ESS 235VAC Bus is connected with a power conversion device TRU 2, and the power conversion device TRU E2 is further connected with the Bus bar ESS 228 VDC Bus;

The generator GEN RAT is connected with a first end of a contactor RCB, and a second end of the contactor RCB is connected with a Bus bar ESS 235VAC Bus;

Bus ESS 128 VDC Bus is connected to the first terminal of contact E1T, the second terminal of contact E1T is connected to the first terminal of contact E2T, and the second terminal of contact E2T is connected to Bus ESS 228 VDC Bus;

Bus ESS 128 VDC Bus is connected to a first terminal of contactor MBR, and a second terminal of contactor MBR is connected to Bus Hot BB 1;

the bus bar Hot BB2 is connected with a first end of a contactor SPUC, a second end of the contactor SPUC is connected with an SPU, the SPU is connected with a first end of a contactor SPUB, and a second end of the contactor SPUB is connected with an ATRU R;

The Bus bar L235 VAC Bus is connected with a first end of a contactor L ATRUC, a second end of the contactor L ATRUC is connected with an autotransformer rectifier ATRU L, and the autotransformer rectifier ATRU L is connected with the Bus bar L270 VDC Bus;

The Bus bar R235 VAC Bus is connected with the first end of the contactor R ATRUC, the second end of the contactor R ATRUC is connected with the autotransformer rectifier ATRU R, and the autotransformer rectifier ATRU R is connected with the Bus bar R270 VDC Bus;

an external power supply L AFT EP is connected with a first end of a contactor L AEPC, and a second end of the contactor L AEPC is connected with an autotransformer rectifier ATRU L;

the generator controller is used for collecting each phase current of the starting generator, and if the current of the lowest phase in each phase current is less than 11A and the current of the next lowest phase is 55A greater than the current of the lowest phase, the generator controller executes open-phase protection action.

2. the open-phase and differential protection architecture for a single-channel multi-electric-aircraft generator controller of claim 1, wherein the open-phase protection action comprises,

Step S1, disabling VR;

Step S2, disconnecting excitation of the starter generator; and the number of the first and second groups,

step S3, the generator breaker is opened.

3. the phase-loss and differential protection structure of the single-channel multi-electric-aircraft generator controller comprises a starting generator, a generator controller, a generator breaker, a Bus bar 235VAC Bus, a Bus bar 115VAC Bus, a Bus bar 28VDC Bus, a Bus bar ESS 28VDC Bus and a Bus bar 270VDC Bus, and is characterized in that the generator controller is used for acquiring phase current of the generator and feeder current corresponding to the phase current, and if the phase current of the generator is less than 405A and the phase current of the generator is 30A larger than the corresponding feeder current, or if the phase current of the generator is more than or equal to 405A and the phase current of the generator is 45A larger than the corresponding feeder current, the generator controller executes differential protection action.

4. the open-phase and differential protection architecture for a single-channel multi-electric-aircraft generator controller according to claim 3, wherein the differential protection action comprises,

step S1, disabling VR;

step S2, disconnecting/locking the excitation of the starter generator; and the number of the first and second groups,

Step S3, open and latch the generator breaker.

5. The open-phase and differential protection structure of the generator controller of the single-channel multi-electric-aircraft generator of claim 1, characterized in that the main generator GEN L supply and the main generator GEN R are both variable frequency generators with rated power of 225kVA and rated voltage of 235 VAC; the auxiliary generator APU GEN is a variable frequency generator with rated power of 200kVA and rated voltage of 235 VAC; the generator GEN RAT is a variable frequency generator with rated power of 50kVA and rated voltage of 235 VAC; rated voltages of the ground power supply L FWDEP, the ground power supply R FWD EP and the third external power supply L AFT EP are 115 VAC; rated power of the ATRU L and the ATRU R is 150kVA, rated capacity of the ATU and the ATU is 60kVA, and rated output current of the TRU L, the TRU R, the TRU E1 and the TRU E2 is 240A; both the battery Main BAT and the battery APUBAT are batteries having a rated voltage of 28VDC and a capacity of 75 Ah.

Technical Field

The invention relates to a phase-loss and differential protection structure of a single-channel multi-electric aircraft generator controller.

Background

The Generator Controller (GCU) has two functions, one to provide excitation regulation for the generator and the other to provide protection for the generator and the main power bus. Wherein the open-phase and differential protection is a basic protection function of the GCU.

The traditional airplane has small power supply capacity and the multi-airplane has large power supply capacity, so the original protection threshold value needs to be reset, and the protection control logic needs to be set according to a new system architecture.

Disclosure of Invention

The invention provides a novel open-phase and differential protection structure of a single-channel multi-electric-aircraft generator controller, and a new protection threshold value, protection action content and protection inhibition conditions are designed.

in order to achieve the purpose, the technical scheme of the invention is as follows: the open-phase and differential protection structure of the single-channel multi-electric-aircraft generator controller comprises a starting generator, the generator controller, a generator breaker, a Bus bar 235VACBus, a Bus bar 115VAC Bus, a Bus bar 28VDC Bus, a Bus bar ESS 28VDC Bus and a Bus bar 270VDC Bus. The generator controller is used for collecting each phase current of the starting generator, and if the current of the lowest phase in each phase current is less than 11A and the current of the next lowest phase is 55A greater than the current of the lowest phase, the generator controller executes open-phase protection action.

The open-phase and differential protection structure used as a generator controller of a single-channel multi-electric-aircraft is characterized in that the open-phase protection action comprises,

Step S1, disabling VR;

step S2, disconnecting excitation of the starter generator; and the number of the first and second groups,

Step S3, the generator breaker is opened.

The open-phase and differential protection structure of the single-channel multi-electric-aircraft generator controller comprises a starting generator, the generator controller, a generator breaker, a Bus bar 235VAC Bus, a Bus bar 115VAC Bus, a Bus bar 28VDC Bus, a Bus bar ESS 28VDC Bus and a Bus bar 270VDC Bus. The generator controller is used for acquiring a phase current of the generator and a feeder line current corresponding to the phase current, and if the phase current of the generator is smaller than 405A and the phase current of the generator is larger than the corresponding feeder line current by 30A, or if the phase current of the generator is larger than or equal to 405A and the phase current of the generator is larger than the corresponding feeder line current by 45A, the generator controller executes a differential protection action.

As a preferred scheme of the open-phase and differential protection structure of the generator controller of the single-channel multi-electric-aircraft, the differential protection action comprises,

step S1, disabling VR;

Step S2, disconnecting/locking the excitation of the starter generator; and the number of the first and second groups,

step S3, open and latch the generator breaker.

Compared with the prior art, the invention has the advantages that,

1. preventing short circuits on the feed line or connector.

2. Introducing a 235VAC bus bar to replace the 115VAC bus bar of a conventional aircraft, the power rating increases.

3. A 270VDC voltage level was introduced for speed regulation of large motors (air conditioning compressors, etc.).

4. the number of external power supply sockets is changed from 1 socket of a traditional airplane to 2, and meanwhile, the voltage class and the capacity of the emergency power supply RAT are increased from the original 115VAC 30kVA to 235VAC 50 kVA.

in addition to the technical problems addressed by the present invention, the technical features constituting the technical solutions, and the advantageous effects brought by the technical features of the technical solutions described above, other technical problems solved by the present invention, other technical features included in the technical solutions, and advantageous effects brought by the technical features will be described in further detail with reference to the accompanying drawings.

Drawings

Fig. 1 is a power system architecture of a multi-electric aircraft according to an embodiment of the present invention.

FIG. 2 shows an embodiment of a phase-loss and differential protection information collection point.

fig. 3 is a control logic of open-phase protection according to an embodiment of the present invention.

FIG. 4 shows control logic for differential protection according to an embodiment of the present invention.

Detailed Description

The present invention will be described in further detail below with reference to specific embodiments and drawings. Here, the description of the embodiments is provided to help understanding of the present invention, but the present invention is not limited thereto. In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

referring to fig. 1, the generator includes left and right 2 variable frequency main starting generators GEN L and GEN R rated at 225kVA, an APU starting generator rated at 200kVA, and an RAT generator rated at 50 kVA. There are also three external power sources, L FWD EP, R FWD EP and L AFT EP, respectively, the outlets of each of which can support a maximum of 90kVA of power. The rated voltages of the main starter generator, the APU starter generator and the RAT generator are all 235VAC, and the rated voltages of the three external power supplies are 115 VAC.

GEN L, GEN R and APU GEN are provided with respective generator breakers L GCB, R GCB and APB to control the switching of the generators, and in addition, the 3 generators are also provided with corresponding contactors L GNR, R GNR and A GNR to control the connection with a ground network.

the three external power supplies also have corresponding contactors for controlling the access of the power supplies, namely L EPC, R EPC and L AEPC.

the secondary power supply of the power supply system comprises 2 ATRUs with rated power of 150kVA, two ATUs with rated capacity of 60kVA and 4 TRUs with rated output current of 240A. Wherein, the ATRU converts 235VAC into +/-270VDC, and respectively outputs the +/-270VDC to the left and right buses for supplying power to multi-electrical loads (flight control actuation, electrical ring control and the like); the ATU converts 230VAC into 115VAC, and respectively outputs the 115VAC to the left and right 115VAC bus bars; the TRU converts 235VAC into 28VDC, and outputs the 28VDC normal bus bars and the 28VDC emergency bus bars to the left and right.

the power supply system has two batteries with the rated voltage of 28VDC and the capacity of 75Ah, namely a main battery and an APU battery, and the batteries can supply power to key electronic equipment before the aircraft generator is started. Meanwhile, the APU battery can also be used to start the APU.

The power system architecture of a conventional aircraft is much simpler than that of a multi-aircraft, as shown in fig. 2. The conventional aircraft has a generator bus of 115VAC, thus eliminating the need for a 235VAC to 115VAC electrical power conversion unit ATU, and eliminating the need for a 235VAC to 270VDC electrical power conversion unit ATRU.

Different from a 115VAC/400Hz fixed-frequency generator of a traditional airplane, the multi-electric airplane adopts a 235VAC variable-frequency generator, so that the phase-lack and differential protection threshold value of the multi-electric airplane needs to be re-set, and meanwhile, corresponding protection control logic needs to be set.

please refer to fig. 2, the information collection point of open-phase and differential protection.

1 Open Phase Protection (OP, Open Phase Protection)

Open-phase protection is used to determine whether the AC three phases of the generator are disconnected from the neutral point, or from the three-phase AC load, to protect the electrical consumers connected to the AC bus bar on board the aircraft. The GCU will collect the current on the generator CT to obtain the necessary information needed for open-phase protection. When the current of the lowest phase is less than 11A and the current of the next lowest phase is greater than 55A, the open-phase protection can act within 4s, the VR is disabled, the generator excitation is disconnected, and the GCB/APB is disconnected.

if the VR enable command is false, or the overload condition is true, the open phase protection is suppressed. After the open-phase protection is tripped, the engine starting capability of the corresponding VFSG/ASG is inhibited/locked.

The control logic for open-phase protection is shown in fig. 3.

2 Differential Protection (DP, Differential Protection)

differential protection will detect if the output current of the generator is greater than the AC feeder current of the same phase, preventing a short circuit on the feeder or connector. Each phase current of the generator and each phase current of the feeder line need to be collected, and when the current of the generator is larger than the sum of the currents of the parallel feeder lines (two parallel feeder lines) of the corresponding phase, the differential protection acts:

1) When the current of the generator is less than 405A, the former is 30A larger than the latter;

2) When the generator current is equal to or greater than 405A, the former is 45A greater than the latter.

and the GCU delays for 30ms to trigger the protection action after the conditions are met, and at the moment, the GCU disables the VR, disconnects/locks the generator excitation and disconnects and locks the GCB/APB within 70 ms. The differential protection is inhibited when a DC component condition is detected, and the differential protection function is also inhibited when a VR enable condition is false.

tripping due to differential protection inhibits/locks the engine starting capability of the corresponding VFSG/ASG.

The control logic for differential protection is shown in fig. 4.

The foregoing merely represents embodiments of the present invention, which are described in some detail and detail, and therefore should not be construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.