Rectifierless ECU Power Architecture for Gas Turbine EMI Reduction
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Solution Overview
Problem
Gas turbine engines face challenges with electromagnetic interference (EMI) and increased size and weight due to internal power rectification in electronic control units (ECUs), which also pose lightning threats and thermal issues, leading to higher costs and reduced reliability.
Innovation Solution
The ECU is designed without internal power rectification, with AC power from a permanent magnet alternator being rectified in the ignition exciter and then supplied as DC power to the ECU, reducing EMI and thermal effects while minimizing component count and physical size.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If power rectification is performed inside the ECU, then DC power can be supplied to the ECU, but electromagnetic interference (EMI) increases
Solution Approach 1:
The patent divides the power rectification function from the ECU and places it in a separate dedicated power rectification unit. This segmentation isolates the EMI-generating rectification process from the sensitive ECU circuits, allowing the ECU to focus on control functions while the rectification unit handles power conversion with appropriate EMI shielding and filtering.
Solution Approach 2:
The power rectification circuit is extracted from the ECU and implemented as a separate external unit. This extraction removes the source of electromagnetic interference from the ECU environment, eliminating the harmful EMI effects on the ECU's sensitive electronic circuits while maintaining the necessary DC power supply function.
2Reliability
If power rectification is performed inside the ECU, then DC power can be supplied to the ECU, but the ECU size and weight increase
Solution Approach 1:
The power rectification function is segmented from the ECU and implemented as a separate unit. This allows the ECU to be optimized for control functions with minimal weight, while the rectification unit can be positioned elsewhere in the system where its weight is less critical to the overall ECU performance.
3Reliability
If power rectification is performed inside the ECU, then DC power can be supplied to the ECU, but thermal effects increase
Solution Approach 1:
The power rectification circuit is extracted from the ECU and placed in a separate external unit with dedicated thermal management capabilities. This extraction removes the heat-generating rectification process from the ECU's thermal environment, preventing thermal effects from degrading the ECU's sensitive electronic circuits while maintaining efficient power conversion.
4Reliability
If power rectification is performed inside the ECU, then DC power can be supplied to the ECU, but component count increases
Solution Approach 1:
The power rectification circuit is extracted from the ECU and implemented as a separate dedicated unit. This extraction reduces the component count within the ECU itself, simplifying its internal architecture and reducing the complexity of ECU assembly, maintenance, and troubleshooting while maintaining the complete power supply function through the external rectification unit.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration decreases the ECU's size and weight, enhances reliability, and locates rectification circuitry in the ignition exciter, improving system efficiency and reducing EMI and lightning threats, while maintaining sufficient power supply for ignition.
Implementation Method 1
a power rectification unit coupled to receive the AC power from the AC power source and configured, upon receipt thereof, to rectify the AC power into DC power
Implementation Method 2
AC power from a permanent magnet alternator
Implementation Method 3
When the discharge voltage exceeds a certain threshold voltage, the air gap is ionized, causing the discharge spark to be generated
Implementation Method 4
The discharge circuit typically receives DC power for charging a capacitive circuit which is provided as a shunt in parallel to the discharge gap of the ignition igniter. When the discharge voltage exceeds a certain threshold voltage, the air gap is ionized, causing the discharge spark to be generated
Data Source
Figure 1~2
Figure 3~4
Figure 5
AI summary
A gas turbine engine comprises an electronic control unit adapted to control functions of the gas turbine engine and having a DC power input unit coupled to receive DC supply power and an ignition igniter coupled thereto. The ignition exciter includes an AC power input unit adapted to receive AC power from an AC power source within the gas turbine engine, a power rectification unit coupled to receive the AC power from the AC power source and configured, upon receipt thereof, to rectify the AC power into DC power, and a DC power output unit coupled to receive the DC power from the power rectification unit and configured to supply the DC power to the DC power input unit of the electronic control unit as DC supply power and/or the ignition igniter.