More Electric Aircraft 000
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Transcript of More Electric Aircraft 000
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The More EleThe More Ele
Why Aerospace NeeWhy Aerospace Nee
Prof Pat
University of Notting
Tel. +44 (0) 115 951 5591 Emai
ctric Aircraftctric Aircraft
s Power Electronicss Power Electronics
Wheeler
am, Nottingham, UK
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IntroductionIntroduction
l The More Electric Aircraft aof a more energy efficient air The More Electric Aircraft con
History of more electrical sys
Motivations and systems
l Regeneration onto the Aircraf Power converters and actuati
Benefits and issues
Potential solutions
Simulation results
l The next steps The Clean Sky JTI project
step in the directionraftept
ems in Civil Aircraft
t Power Systemn systems
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Power SourcesPower Sources Conventional Airc Conventional Airc
Jet F
Electrical
Gearbox driven
generators
High pressure
air bled from
engine
Pneumatic200kW 1.2MW
Total non-thrust
raftraft
el
Propulsion
Thrust (
40MW)
Gearbox driven
hydraulic pump
Hydraulic
Fuel pumps
and oil pumps
on engine
Mechanical240kW 100kW
power
1.7MW
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Electrical Avionics Cabin (lights, galley, in-flight entert Lights, pumps, fans 115V, 400Hz AC
Pneumatic Cabin pressurisation Air conditioning Icing protection
Hydraulic
Flight control surface actuation Landing gear extension/retraction a Braking Doors
Mechanical Fuel and oil pumps local to engine
Power SourcesPower Sources Conventional Airc Conventional Airc
inment etc)
d steering
raftraft
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More Electric Aircr More Electric AircrConceptConcept
Engine
gener
Existing electrical
loads
Electrical syste
Rationalisation of
power sources and
networks
Bleedless engine
ELECTRICAL
Cabin pressurisation
Air conditioning
Icing protection
J
ftft
Expanded electrical network
driven
tors
power 1MW
New electrical loads
ELECTRICAL
light control actuation
Landing gear/ Braking
Doors
ELECTRICAL
Fuel pumping
Engine Ancillaries
t Fuel
Propulsion
Thrust ( 40MW)
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More Electric Aircr More Electric AircrSome MotivationSome Motivation
l Removal of hydraulic system reduced system weight
ease maintenance
l Bleedless engine
improved efficiency
l
Desirable characteristics of electr controllability
power on demand
re-configurability
maintain functionality during fault
advanced diagnostics and progno
more intelligent maintenance
increased aircraft availability
l OVERALL
Reduced operating costs
Reduced fuel burn
Reduced environmental impact
ftft
ical systems
s
tics
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More Electric AircrMore Electric Aircr
l Airbus A380 4 x 150kVA Wideband VF on turb
Flight Control Power 2 H + 2 E
Actuator Configuration
Combination of Hydraulic and Ele
ftft
fan engines
ctrical Actuation
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More Electric AircrMore Electric Aircr
l Vickers VC10 Electrical System 4 x 40kVA Ge
Flight Control Power 2 H + 2 E
Actuator Configuration
Combination of Hydraulic and Ele
Built 50 Years before the Airbus
ftft
nerators
ctrical Actuation380
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More Electric AircrMore Electric Aircr
l Boeing 787 4 x 250kVA Primary Channel Star
500kVA per channel
230VAC VF Primary Power Gener
Electrical Starter/Generators rate
Electric ECS, pressurisation and
Removes need for bleed air from
S/G6 S/G5
S/G1
Electrical Power Distribution System
S/G4 S/G3 S/G2
230 VAC
3-Phase
VF
230 VAC
3-Phase
VF
230 VAC
3-Phase
VF
250kVA 250kVA 250kVA 250kVA
225kVA 225kVA
230 VAC
3-PhaseLoads
115 VAC
3-PhaseLoads
28 VDC
Loads
ftft
ter Generators
tion
at 250/225kVA
ing anti-Icing
engines
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More Electric AirMore Electric Air
l Joint Strike Fighter 270V DC Power System
Electric actuation systems
80kW, 2 channel, switched reluct
Reduces cost, size and weight of Relies on Power Conversion tech
Harsh environment
Efficiency
Reliability
raftraft
nce generator
whole aircraftologies
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More Electric AirMore Electric Air
A Possible MEA DC PSource: Virginia Polytechnic
raftraft
wer System Layout
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Typical Power LeTypical Power Lefor Electrical Lofor Electrical Lo
Power User
Air Conditioning ECS
Flight Controls Primary an
Fuel pumps
Wing Ice Protection Thermal m
Landing Gear Retraction,
Engine starting May be us
application
velsvelsdsds
omments Typical Powe r
level
4 x 70kW+
secondary 3 kW to 40kW
often shortduration at high
loads
about 10kW
ts or similar 250kW+
steering and braking 25kW to 70kWshort duration
d for additional 200kW+ short
duration
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AC Power GenerAC Power Gener
l Mechanical Constant Fre
Mechanical gearbox createvariable speed input
Constant speed shaft drive
Voltage control used for t
400Hz voltage supply fi
Expensive to purchase and
Single source due to pate
Constant SpeedMechanical Drive
[Gearbox]
ConSpeeVariable speed
Engine Shaft
tiontion
quency Gen. [traditional]
a constant speed shaft from a
s the Generator
e generator
ed frequency
maintain
nts
Generator
tantShaft
3-phase
400Hz, 115V
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AC Power GenerAC Power Gener
l Variable Frequency Gen
Generator provides variabl
Voltage control around ge
Direct connection between
Simple and reliable gener
Nearly all aircraft loads wilfor control
Good News for Power Ele
GeneratorVariable speed
Engine Shaft
tiontion
ration [new aircraft]
frequency supply
nerator
generator and power bus
ation
l require power converters
tronics Engineers!
3-phase320Hz to 800Hz
230V or 115V
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Actuation SystemActuation System
Elimination of hydraulics Electro-Mechanical Actuator 30kW matrix converter integrated with ballscrew housing/heatsi
Holistic design of motor/load/power con
Maximise system efficiency Minimise system weight
Advanced thermal management Copes with intermittent operation
Example of an Actuation System
Matrix
Converter
PM
Motor
Control
Ram Position
250Hz sampli2Hz bandwid
Motor Current12.5kHz sampling rate200Hz Bandwidth
Motor Speed1.25kHz samplin20Hz bandwidth
Supply360Hz to
800Hz
ResolverLEMs
SupplyVoltage
Ram Position Demand
Voltagetransducers Filter
ss
nk
verter
Actuator
ing rateth
g rate
LVDT
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Regeneration: ConvRegeneration: Conv
3-PhaseSupply
3-Phase
Load
Energy dissipationin the DC Link
Traditional Solution:
DC link chopper and resistor in DC link usedto dump regenerative energy
Lowers system efficiency and increase sizeand weight of equipment
Measure DC link voltage and operatechopper when DC link voltage above a setlevel
Resistor and associated cooling can double
volume and weight of the power converter
rtersrters
3-phasesupply
Bi-directional
switch
Load
Long Term Solution:
Allow regeneration onto aircraft powersystem
Use a Direct [Matrix] Converter or acontrolled rectifier
Energy returned to supply giving a smaller,
lighter power converter
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Motor Speed ReveMotor Speed Reve salsal
Motor shaft speed (rpm)
q-axis current
Phase A current
Phase B current
Phase C current
Torque (Nm)
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Motor Speed ReveMotor Speed Reve
REGENERATION
salsal
Motor shaft speed (rpm)
q-axis current
Phase A current
Phase B current
Phase C current
Torque (Nm)
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Options for RegenerOptions for RegenerEnergy ManagemEnergy Managem
l Regeneration will save conside
Regenerative energy must be hPower Quality
l Eight methods have been identelectrical regenerative energy
Centralised Energy Storage
Centralised Energy Dissipation
Local Voltage Control
Return Energy to Source
Separate Bus for Regenerative
Local Energy Dissipation
Local Energy Storage
Hybrid Structures with Local Di
tivetiventnt
able weight and volume
andled correctly to maintain
ified for safeanagement
Energy
sipation
Options for RegenerOptions for Regenerativeative
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Options for RegenerOptions for RegenerEnergy ManagemEnergy Managem
Local Energy Dissipati
Generator
BusControl
Control Recovery Ad
Local to load No Exist
do not allow regeneration onto theaircraft bus
ensure that each item of equipmentenergy dissipation if required
todays solution
ativeativentnt
n existing solution
Converters
Regenerative
Loads
Energy Dissipation
eg. Resistor with breakchopper
antages Disadvantages
ing solution Size and weight ofequipment, sub-
optimum system design
as
Options for RegenerOptions for Regenerativeative
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Options for RegenerOptions for RegenerEnergy ManagemEnergy Managem
Return Energy to SourControl Recovery A
Centralised Yes No lahard
Generator
Bus
EnhancedControl
allow regeneration onto the aircra
use the generator as a motor if re
the regenerative power would be
only possible if there is no auxiliar
ativeativentnt
evantages Disadvantages
rge additionalware
Possible change toexisting generator
control methods
Converters
RegenerativeLoads
t bus
uired
eturned to the engine inertia
y gearbox
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Impact of RegeneraImpact of Regenera
Modelling study performed in SABER
Sudden change of total actuator power from40kW motoring to -55kW regeneration
Simulation for given for a fully preloadedgenerator
voltages at HVAC Bus 230V and at AC Bus 1are kept within the envelopes according to MSTD-704F
tiontion
5VIL-
Generator Torque
reduces
MIL_STD-704F envelope
for transients
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ConclusionsConclusions
Power Electronics can offer adapplications
System efficiency,
Size and weight
Flexibility
There are challenges for Poweenvironment
Losses
Reliability
Integration
Future projects will take these
antages in aerospace
Electronics in this
area forward
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Clean SkyClean Sky
l Total project budget 1.6B Duration 7 years
l Clean Sky JTI work is split into sixITDs
l Led by 12 companies [Members] Thales, Liebherr, Airbus, Dassualt, Alenia,
SAAB, Rolls Royce, Safran, EADS, .
l Each ITD then has 5 or 6 otherorganisations [Associate Members]
l 25% of funding reserved for Callsfor Proposals
See www.cleansky.eu now for first calland get involved
JTIJTI
l The University of Nottingham is anAssociate member
Systems for Green Operations ITD
We are the only University which is anAssociate Member in our own right
Budget of about 10M
http://www.cleansky.eu/