Engineering topics
Publications and source records attributed to Secunde, R. R..
Propulsion technology development for electric vehicles is summarized. Analytical studies, technology evaluation, and the development of technology for motors, controllers, transmissions, and complete propulsion systems are included.
Improved component technology is described. This includes electronically commutated permanent magnet motors of both drum and disk configurations, an unconventional brush commutated motor, ac induction motors, various controllers, transmissions and complete systems. One or more of these approaches to electric vehicle propulsion may eventually displace presently used controllers and brush commutated dc motors. Previously announced in STAR as N83-25982
Improved component technology is described. This includes electronically commutated permanent magnet motors of both drum and disk configurations, an unconventional brush commutated motor, ac induction motors, various controllers, transmissions and complete systems. One or more of these approaches to electric vehicle propulsion may eventually displace presently used controllers and brush commutated dc motors.
Improved and advanced components being developed include electronically commutated permanent magnet motors of both drum and disk configuration, an unconventional brush commutated motor, and ac induction motors and various controllers. Test results on developmental motors, controllers, and combinations thereof indicate that efficiencies of 90% and higher for individual components, and 80% to 90% for motor/controller combinations can be obtained at rated power. The simplicity of the developmental motors and the potential for ultimately low cost electronics indicate that one or more of these approaches to electric vehicle propulsion may eventually displace presently used controllers and brush commutated dc motors.
The electrical subsystem of the 2-to 15-kilowatt Brayton power conversion system was evaluated under various operating and off-design temperature conditions in a vacuum environment. Overall operation was satisfactory. Speed controller operation is a major cause of distortion in the system ac voltage and current waveforms. This distortion has a small, but potentially significant effect on the performance of individual subsystem components.
The integrated engine-generator concept consists of an electric generator located inside a turbojet or turbofan engine and both concentric with and driven by one of the main engine shafts. The electric power-conversion equipment and generator controls are conveniently located in the aircraft. When properly rated, the generator serves as an engine starter as well as a source of electric power. The available generating capacity permits use of electrically driven engine accessories. This reduces or eliminates the need for an external gearbox on the engine, thereby simplifying the engine and nacelle assembly and increasing aircraft design flexibility. The nacelle diameter can then be decreased, resulting in less aerodynamic drag and reduced takeoff gross weight.
The integrated engine-generator concept of locating an electric generator inside an aircraft turbojet or turbofan engine concentric with, and driven by, one of the main engine shafts is discussed. When properly rated, the generator can serve as an engine starter as well as a generator of electric power. The electric power conversion equipment and generator controls are conveniently located in the aircraft. Preliminary layouts of generators in a large engine together with their physical sizes and weights indicate that this concept is a technically feasible approach to aircraft secondary power.
An integrated engine-generator for aircraft secondary power generation is described. The concept consists of an electric generator located inside a turbojet or turbofan engine and both concentric with and driven by one of the main engine shafts. The electric power conversion equipment and generator controls are located in the aircraft. When properly rated, the generator serves as an engine starter as well as a source of electric power. This configuration reduces or eliminates the need for an external gear box on the engine and permits reduction in the nacelle diameter.
Environmental tests of electrical subsystem of 2-to-15 kW Brayton power conversion system
Electrical subsystem of 2-15 kW Brayton power conversion system consisting of speed controller, alternator voltage regulator, DC power supply, etc
Performance evaluation of Brayton space power system 400-hertz inverters
Mercury column electrochemical coulometer as ampere-hour type of state-of-charge indicator for secondary batteries in space power applications
Mercury electrochemical coulometer as battery state of charge indicator
Vibration tests on mercury column coulometer
Hermetic induction motor-driven pump for Brayton cycle heat rejection loop
Experimental evaluation of ferroresonant and feedback alternating current line voltage regulators in 15 kilowatt auxiliary power system