Integrated three-phase drive and three-phase rectification electronic control unit for aero-engines

Abstract

This utility model discloses an integrated three-phase drive and three-phase rectification electronic control unit for aero-engines, comprising: a digital signal controller U1, a three-phase full-bridge power circuit, a drive chipset, a drive resistor network, an anti-reverse device, a capacitor C3, and a power supply S1; MOSFETs M1, M3, and M5 of the three-phase full-bridge power circuit form the upper bridge arm, and MOSFETs M2, M4, and M6 form the lower bridge arm, corresponding to the U-phase, V-phase, and W-phase, respectively; the signal output from the digital signal controller U1 is amplified by the drive chipset and then drives the gates of MOSFETs M1 to M6 through the drive resistor network; the positive and negative terminals of the power supply S1 are connected to the upper and lower bridge arms, respectively; capacitor C3 is connected in parallel between the positive and negative terminals of the power supply S1; and the anti-reverse device is connected in series between the positive terminal of the power supply S1 and the upper bridge arm. This integrated three-phase drive and three-phase rectification electronic control unit for aero-engines, through its integrated design, reduces the need for additional batteries or external rectifiers, thus reducing the weight of the aircraft.

Description

Technical Field

[0001] This utility model specifically relates to an electronic control unit for an aero-engine that integrates three-phase drive and three-phase rectification. Background Technology

[0002] As a core component of aircraft, the performance of aero engines directly affects the operational efficiency and reliability of the aircraft. With the development of aviation technology, the performance requirements for engines are becoming increasingly stringent, especially for applications in harsh environments such as ocean recovery. Traditional aero engine electronic control units (ECUs) typically include separate drives and rectifiers, which are not only bulky and expensive but also increase the complexity of the system. Furthermore, due to the limited space within the aircraft cabin, additional batteries or external rectifiers would consume valuable space, increase the weight of the aircraft, and consequently reduce the mission payload that the aircraft can carry.

[0003] In the field of electric motor drives, traditional drive circuits typically require external rectifiers to handle high-current scenarios. Because cables are used to transmit AC power from the engine's generator to the external rectifier, and then the DC power from the rectifier is fed into the electronic control unit via cables, redundant cabling often leads to increased system losses and poor heat dissipation. Furthermore, similar to batteries, external rectifiers add extra weight and volume, reducing the weight and space available for the aircraft's mission payload. The cables and connectors of external rectifiers also increase the complexity of the overall aircraft assembly process, reducing the reliability of the entire system.

[0004] Therefore, there is an urgent need for a new type of electronic control unit for aero-engines to achieve lightweight, high efficiency, low cost and high reliability. Utility Model Content

[0005] This utility model provides an electronic control unit for aero-engines that integrates three-phase drive and three-phase rectification to solve the aforementioned technical problems. The specific technical solution is as follows:

[0006] An electronic control unit for an aero-engine integrating three-phase drive and three-phase rectification, comprising:

[0007] Digital signal controller U1, three-phase full-bridge power circuit, driver chipset, driver resistor network, anti-reverse device, capacitor C3 and power supply S1;

[0008] The three-phase full-bridge power circuit is composed of six power MOSFETs M1 to M6, of which MOSFETs M1, M3, and M5 are the upper bridge arms, and MOSFETs M2, M4, and M6 are the lower bridge arms. The upper and lower bridge arms correspond to the U phase, V phase, and W phase, respectively.

[0009] The digital signal controller U1 outputs PWMH / PWML signals, which are amplified by the driver chipset and then drive the gates of MOS transistors M1 to M6 through the driver resistor network to achieve three-phase inversion or synchronous rectification.

[0010] The positive and negative terminals of the power supply S1 are connected to the upper bridge arm and the lower bridge arm, respectively. The capacitor C3 is connected in parallel between the positive and negative terminals of the power supply S1. The anti-reverse device is connected in series between the positive terminal of the power supply S1 and the upper bridge arm.

[0011] Furthermore, the integrated three-phase drive and three-phase rectification aero-engine electronic control unit also includes an inductor L1, which is connected in series between the positive terminal of the power supply S1 and the anti-reverse device. This inductor L1 is used to filter and suppress voltage spikes during rectification, reduce DC bus voltage fluctuations, and improve rectification efficiency.

[0012] Furthermore, the integrated three-phase drive and three-phase rectification aero-engine electronic control unit also includes a capacitor C2, one end of which is connected to the positive terminal of the power supply S1, and the other end is connected between the inductor L1 and the anti-reverse device.

[0013] Furthermore, the anti-reverse device includes a diode D1, a MOSFET M7, and a resistor R10. Diode D1 is connected in parallel with MOSFET M7, and resistor R10 is connected in series between the gate and source of MOSFET M7. This is used to block high-voltage backflow during the power generation phase.

[0014] Furthermore, the integrated three-phase drive and three-phase rectification aero-engine electronic control unit also includes a capacitor C3, which is connected in parallel between the upper and lower bridge arms of the three-phase full-bridge power circuit.

[0015] Furthermore, the driving chipset includes driving chips Q1~Q3, and the driving resistor network includes resistors R1~R9;

[0016] Resistors R1 and R2 are connected in series between the output terminal of the driver chip Q1 and the gates of MOSFETs M1 and M2, respectively. The source of MOSFET M1 and the drain of MOSFET M2 are connected and connected to phase U. Resistor R7 is connected in series between the gate and source of MOSFET M1.

[0017] Resistors R3 and R4 are connected in series between the output terminal of the driver chip Q2 and the gates of MOSFETs M3 and M4, respectively. The source of MOSFET M3 and the drain of MOSFET M4 are connected and connected to phase V. Resistor R8 is connected in series between the gate and source of MOSFET M3.

[0018] Resistors R5 and R6 are connected in series between the output terminal of the driver chip Q3 and the gates of MOSFETs M5 and M6, respectively. The source of MOSFET M5 and the drain of MOSFET M6 are connected and connected to phase W. Resistor R9 is connected in series between the gate and source of MOSFET M5.

[0019] Furthermore, the driver chips Q1~Q3 are IRS2011.

[0020] Furthermore, the digital signal controller U1 is a DSC chip.

[0021] The advantage of this invention lies in the fact that the integrated three-phase drive and three-phase rectification electronic control unit for aero-engines reduces the need for additional batteries or external rectifiers through integrated design, thereby reducing the weight of the aircraft and increasing the mission payload.

[0022] The advantage of this invention lies in the provision of an integrated three-phase drive and three-phase rectification electronic control unit for aero-engines. It reuses a three-phase full-bridge power circuit on the same power hardware platform, and implements two modes—"start-drive" and "generation and rectification"—through a digital signal controller: during the start-up phase, the starter motor is driven by a three-phase inverter; once the engine reaches the set speed, the same power circuit automatically switches to synchronous rectification mode, converting the three-phase AC power output from the motor into DC power and feeding it back to the airborne bus. This solution eliminates the need for traditional external rectifiers or large-capacity batteries, significantly reducing connectors, cables, size, and weight, while improving system efficiency and reliability. It is suitable for demanding operating conditions such as limited aircraft cabin space and ocean recovery. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of the working principle of the integrated three-phase drive and three-phase rectification electronic control unit of the aero-engine in this application when it is used as a driver;

[0025] Figure 2 This is a schematic diagram of the working principle of the integrated three-phase drive and three-phase rectification electronic control unit of the aero-engine in this application when it is used as a rectifier. Detailed Implementation

[0026] The embodiments of this utility model are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0027] The accompanying drawings are merely illustrative of the present invention and are not necessarily drawn to scale. Some block diagrams shown in the drawings represent functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0028] The flowchart shown in the attached diagram is merely an illustrative example and does not necessarily include all steps. For example, some steps may be broken down, while others may be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0029] In a specific embodiment of this utility model, we demonstrate its innovability and practicality by describing an exemplary embodiment in detail. This embodiment, combined with the system architecture and flowcharts in the accompanying drawings, clearly illustrates the various key modules of this utility model and their interactions. The embodiment of this utility model aims to provide a technical solution that is easy to understand and implement for those skilled in the art, while demonstrating the advantages and effects of this utility model in practical applications.

[0030] This application discloses an electronic control unit for an aero-engine that integrates three-phase drive and three-phase rectification, such as... Figure 1 and 2 The diagrams shown are the working principle diagrams of the device as a driver when driving a motor and as a rectifier when rectifying.

[0031] When the electronic control unit is used as a driver, the motor drive operation mode can be divided into an open-loop start-up stage, a closed-loop acceleration stage, and a speed control stage. In the open-loop acceleration stage, acceleration occurs at a fixed duty cycle increment. In the closed-loop acceleration stage, the PWM duty cycle is first fixed, allowing the motor to run in a back-EMF commutation mode for a period of time. Once the speed stabilizes, it switches to closed-loop speed control. Then, the speed setpoint is given in a ramp manner until the motor accelerates to the set speed. Finally, it operates in closed-loop mode, receiving speed commands from the digital signal controller U1 to control the motor speed.

[0032] Specifically, the integrated three-phase drive and three-phase rectification aero-engine electronic control unit includes: digital signal controller U1, three-phase full-bridge power circuit, drive chipset, drive resistor network, anti-reverse device, capacitor C3 and power supply S1.

[0033] The three-phase full-bridge power circuit consists of six power MOSFETs M1 to M6, with MOSFETs M1, M3, and M5 forming the upper bridge arm and MOSFETs M2, M4, and M6 forming the lower bridge arm. The upper and lower bridge arms correspond to phases U, V, and W, respectively. The digital signal controller U1 outputs PWMH / PWML signals, which are amplified by the driver chipset and then drive the gates of MOSFETs M1 to M6 through a drive resistor network to achieve three-phase inversion or synchronous rectification. In the embodiment of this application, the digital signal controller U1 is a DSC chip.

[0034] The positive and negative terminals of power supply S1 are connected to the upper and lower bridge arms, respectively. Capacitor C3 is connected in parallel between the positive and negative terminals of power supply S1. The reverse protection device is connected in series between the positive terminal of power supply S1 and the upper bridge arm. Capacitor C3 can be used to absorb voltage spikes during the switching process of the power MOSFET and stabilize the bus voltage.

[0035] The digital signal controller U1 can automatically switch between "drive mode" and "rectification mode" according to the motor speed signal, realizing bidirectional energy flow control of the same power stage hardware.

[0036] In the embodiments of this application, the aero-engine electronic control unit integrating three-phase drive and three-phase rectification further includes an inductor L1, which is connected in series between the positive terminal of the power supply S1 and the anti-reverse device. The inductor L1 is used to filter and suppress voltage spikes during the rectification process, reduce DC bus voltage fluctuations, and improve rectification efficiency.

[0037] In the embodiments of this application, the aero-engine electronic control unit integrating three-phase drive and three-phase rectification further includes a capacitor C2. One end of capacitor C2 is connected to the positive terminal of power supply S1, and the other end is connected between inductor L1 and the anti-reverse device. Capacitor C2 can be used to absorb voltage spikes during the switching process of power MOSFETs and stabilize the bus voltage.

[0038] In the embodiments of this application, the anti-reverse device includes a diode D1, a MOSFET M7, and a resistor R10. Diode D1 is connected in parallel with MOSFET M7, and resistor R10 is connected in series between the gate and source of MOSFET M7. By utilizing the anti-reverse function of the MOSFET in the anti-reverse device, the high voltage after AC-to-DC conversion is blocked, protecting power supply S1.

[0039] In an embodiment of this application, the aero-engine electronic control unit integrating three-phase drive and three-phase rectification further includes a capacitor C3, which is connected in parallel between the upper and lower arms of the three-phase full-bridge power circuit. The capacitor C3 can be used to absorb voltage spikes during the switching process of the power MOSFETs and stabilize the bus voltage.

[0040] In embodiments of this application, the driver chipset includes driver chips Q1 to Q3, and driver chips Q1 to Q3 are IRS2011. The driver resistor network includes resistors R1 to R9.

[0041] Resistors R1 and R2 are connected in series between the output terminal of the driver chip Q1 and the gates of MOSFETs M1 and M2, respectively. The source of MOSFET M1 and the drain of MOSFET M2 are connected and connected to phase U. Resistor R7 is connected in series between the gate and source of MOSFET M1.

[0042] Resistors R3 and R4 are connected in series between the output terminal of the driver chip Q2 and the gates of MOSFETs M3 and M4, respectively. The source of MOSFET M3 and the drain of MOSFET M4 are connected and connected to phase V. Resistor R8 is connected in series between the gate and source of MOSFET M3.

[0043] Resistors R5 and R6 are connected in series between the output terminal of the driver chip Q3 and the gates of MOSFETs M5 and M6, respectively. The source of MOSFET M5 and the drain of MOSFET M6 are connected and connected to phase W. Resistor R9 is connected in series between the gate and source of MOSFET M5.

[0044] like Figure 1 As shown, when the starter motor needs to be started, the electronic control unit (ECU) acts as a driver. The digital signal controller (DSC) U1 outputs a PWM modulation signal, which is processed and amplified by three driver chips (Q1, Q2, and Q3) to drive the power MOSFETs M1-M6 through a drive resistor network. The motor drive circuit uses six power MOSFETs (M1, M2, M3, M4, M5, and M6) to form a three-phase inverter circuit. Two MOSFETs control one phase, and the six MOSFETs control the U, V, and W phases of the motor. Simultaneously, the three-phase drive signal output from the inverter circuit is connected to the motor windings through the U, V, and W lines, forming a current with a 120° phase difference, driving the motor to rotate. A digital signal controller (DSC) + UART architecture is used to control the motor and provide feedback on its operating status. The PWM generator built into the DSC processor outputs a PWM wave modulation signal with an appropriate duty cycle, which is then driven by the driver chip IRS2011 to control the conduction duty cycle of the six MOSFETs, thereby achieving motor speed regulation.

[0045] When three-phase alternating current is applied to the stator windings, a rotating magnetic field is generated. This magnetic field interacts with the permanent magnets on the rotor surface, driving the rotor to rotate synchronously. After the starter motor accelerates to a certain speed, the engine turbine continues to accelerate through combustion to reach the predetermined speed. At this point, the starter motor becomes a generator, driven by the rotor's active rotation. The magnetic field of the permanent magnets cuts the stator windings to generate electricity, producing a wide-range three-phase alternating current output. The motor driver then transforms into a rectifier. When the U-phase and V-phase coils are conducting, MOSFETs M1 and M4 are turned on; when the V-phase and W-phase coils are conducting, MOSFETs M3 and M6 are turned on; and when the W-phase and U-phase coils are conducting, MOSFETs M5 and M2 are turned on. This process repeats, forming a three-phase full-bridge circuit for AC-DC rectification. The reverse-biased MOSFETs are used to block the high voltage after AC-to-DC conversion, protecting power supply S1. Inductor L1 is used for filtering and suppressing voltage spikes during rectification, reducing DC bus voltage fluctuations and improving rectification efficiency.

[0046] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that the above embodiments do not limit this utility model in any way, and all technical solutions obtained by equivalent substitution or equivalent transformation fall within the protection scope of this utility model.

Claims

1. An electronic control unit for an aero-engine integrating three-phase drive and three-phase rectification, characterized in that, include: Digital signal controller U1, three-phase full-bridge power circuit, driver chipset, driver resistor network, anti-reverse device, capacitor C3 and power supply S1; The three-phase full-bridge power circuit is composed of six power MOSFETs M1 to M6, of which MOSFETs M1, M3, and M5 are the upper bridge arms, and MOSFETs M2, M4, and M6 are the lower bridge arms. The upper and lower bridge arms correspond to the U phase, V phase, and W phase, respectively. The digital signal controller U1 outputs PWMH / PWML signals, which are amplified by the driver chipset and then drive the gates of MOS transistors M1 to M6 through the driver resistor network to achieve three-phase inversion or synchronous rectification. The positive and negative terminals of the power supply S1 are connected to the upper bridge arm and the lower bridge arm, respectively. The capacitor C3 is connected in parallel between the positive and negative terminals of the power supply S1. The anti-reverse device is connected in series between the positive terminal of the power supply S1 and the upper bridge arm.

2. The integrated three-phase drive and three-phase rectification electronic control unit for aero-engines according to claim 1, characterized in that, The integrated three-phase drive and three-phase rectification aero-engine electronic control unit also includes an inductor L1, which is connected in series between the positive terminal of the power supply S1 and the anti-reverse device.

3. The integrated three-phase drive and three-phase rectification electronic control unit for aero-engines according to claim 2, characterized in that, The integrated three-phase drive and three-phase rectification aero-engine electronic control unit also includes a capacitor C2, one end of which is connected to the positive terminal of the power supply S1, and the other end is connected between the inductor L1 and the anti-reverse device.

4. The integrated three-phase drive and three-phase rectification electronic control unit for aero-engines according to claim 1, characterized in that, The anti-reverse device includes a diode D1, a MOSFET M7, and a resistor R10. The diode D1 is connected in parallel with the MOSFET M7, and the resistor R10 is connected in series between the gate and source of the MOSFET M7.

5. The integrated three-phase drive and three-phase rectification electronic control unit for aero-engines according to claim 1, characterized in that, The integrated three-phase drive and three-phase rectification aero-engine electronic control unit also includes a capacitor C3, which is connected in parallel between the upper and lower bridge arms of the three-phase full-bridge power circuit.

6. The integrated three-phase drive and three-phase rectification electronic control unit for aero-engines according to claim 1, characterized in that, The driving chipset includes driving chips Q1~Q3, and the driving resistor network includes resistors R1~R9; Resistors R1 and R2 are connected in series between the output terminal of the driver chip Q1 and the gates of MOSFETs M1 and M2, respectively. The source of MOSFET M1 and the drain of MOSFET M2 are connected and connected to phase U. Resistor R7 is connected in series between the gate and source of MOSFET M1. Resistors R3 and R4 are connected in series between the output terminal of the driver chip Q2 and the gates of MOSFETs M3 and M4, respectively. The source of MOSFET M3 and the drain of MOSFET M4 are connected and connected to phase V. Resistor R8 is connected in series between the gate and source of MOSFET M3. Resistors R5 and R6 are connected in series between the output terminal of the driver chip Q3 and the gates of MOSFETs M5 and M6, respectively. The source of MOSFET M5 and the drain of MOSFET M6 are connected and connected to phase W. Resistor R9 is connected in series between the gate and source of MOSFET M5.

7. The integrated three-phase drive and three-phase rectification electronic control unit for aero-engines according to claim 6, characterized in that, The driver chips Q1~Q3 are IRS2011.

8. The integrated three-phase drive and three-phase rectification electronic control unit for aero-engines according to claim 1, characterized in that, The digital signal controller U1 is a DSC chip.

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