Variable Frequency Powered More Electric Future Aircraft

VARIABLE FREQUENCY POWERED MORE ELECTRIC FUTURE AIRCRAFT
Seminar 2011
Chapter 1 INTRODUCTION
Future aircraft electrical power systems will likely move from constantfrequency (CF) AC to variable-frequency (VF) AC power systems or a hybrid configuration. The existing primary electric power on commercial aircraft is provided by CF 3-phase AC power at 400Hz and 115V rms. These power systems employ a constant-speed-regulated generator (CSRG). This is a hybrid system that consists of integrated mechanical and hydraulic mechanisms to convert the mechanical power, at variable-speed rotation, of each aircraft engine into a CF AC power at 400 Hz. In such a CSRG unit, the variable-speed input power is first converted to a regulated constantspeed power by a built-in mechanical/hydraulic mechanism. An alternator coupled on the shaft of the CSRG at the constant rotating speed then generates the CF AC power at 400 Hz. A block diagram of the electrical power architecture of a popular commercial aircraft is shown in Fig. 1. AC loads are run directly from the 400 Hz AC power bus, while simple transformer-rectifier units (TRUs) transform the AC power into DC for loads that require DC input.
Approximately 95% of all in-service aircraft employ the mechanical-regulated CF power systems. However, the mechanical-regulated generation system is complex and has relatively low efficiency of power conversion. On the other hand, the CF power system is not optimized for many AC loads such as AC motors that need adjustablefrequency control to obtain the desirable operating speed or torque. For those reasons, many aircraft manufacturers are seriously considering VF power systems as an alternative or have begun their in-house design.
Dept Of EEE
VAST
Seminar 2011
Chapter 2
ANALYSIS AND EVALUATION OF VARIOUS AC LOADS IN VF POWER SYSTEM
In an aircraft power system, there are many different types of loads that require power supplies at specific voltages and frequencies that are different from each other and different from those produced by the main alternators. While many existing onboard AC loads, such as galley and turbo-fan loads, can operate satisfactorily with a VF power source, many electrical motors that drive various on-board systems or equipments cannot be driven directly by the VF power bus. This is because of the mismatch between the required motor excitation frequency and VF-bus frequency that is variable in a wide range during a particular time frame. The mismatch may cause the motor output torque and speed to significantly deviate from the desired operating characteristics. The motors torque would also naturally decrease with increasing input power frequency above its base frequency (400 Hz in this case). The operating point can possibly shift to an unstable operating range. Possible considerations can be given to use larger motors or use power electronic converters (motor drives) to control the motor speed. However, the use of larger motors will result in unacceptably increased weight, size, and cost.
On the other hand, existing conventional power converters and motor drives are not optimized for aircraft applications. They carry size and weight penalties. Perhaps more importantly, they generate harmonic pollution on the power bus, which can potentially cause malfunction to other avionic equipment connected to the power bus.
Dept Of EEE
VAST
Seminar 2011
Therefore, it requires power converters to be specially developed that meet the following requirements: 1) Highly compact 2) Low weight 3) Can directly interface the VF-input power, and 4) Low harmonics and meet electromagnetic interference (EMI) requirements.
The new converter becomes an essential technology element supporting a VF aircraft power system.
There are also differences in the system requirements between small and large aircraft. Small aircraft (e.g., business or regional jets), which contain few motor loads that require high constant torque (e.g., one or two air conditioning fans), can accommodate the size, weight, and harmonic noise associated with adding a couple of motor drives. However, medium and large aircraft, which contain large numbers of motor loads, require constant high torque. For example, a medium-size passenger aircraft, i.e., 150300 passengers, may employ as many as 10 air conditioning fan motors; a large aircraft may even contain 20 such motors. The overall impact of add-on size, weight, and harmonic noise from all the converters and motor drives will become significant to aircraft design.
In addition, a small aircraft has low wiring impedance due to its short power distribution lines, while a large aircraft has high wiring impedance due to much longer power cables. This means the same current harmonics generated by a motor drive will result in small line voltage distortion on a small aircraft, but large line voltage distortion on a large aircraft. For these reasons, existing deployment of VF power systems are limited so far to small aircraft (e.g., Global Express, SAAB 2000), while the deployment on medium and large aircraft still await for additional technological improvement. To facilitate understanding the system, background information of an aircraft electrical aircraft power system is also given at the end.
Dept Of EEE
VAST
Seminar 2011
In the following sections, we present a new configuration of a potential VFpower system architecture and discuss the key supporting technologies, such as VFinput pulse width-modulated (PWM) power converters, for optimal distributed system and more efficient utilization of electrical power.
Fig1. Typical electrical power system architecture for commercial aircraft
Dept Of EEE
VAST
Seminar 2011
Chapter 3 NOVEL VF-POWER SYSTEM ARCHITECTURE FOR AIRCRAFT

Based on the above analysis and a new concept of distributed VF power system, new aircraft power system architecture is conceived and proposed in Fig. 2. Although, in practice, it is possible to make many variations about the system configuration to best fit the specific requirements for individual aircraft platform, we use Fig. 2 as concrete VF-power system architecture to facilitate our discussion. The proposed power system has a distributed structure with two parallel and coordinated power conversion subsystems, namely subsystem 1 (or right, facing the front direction of aircraft) and subsystem 2 (or left). Each subsystem consists of stages of: 1) VF power generation without using CSRG (or IDG, Integrated Drive Generator) 2) VF AC Bus 3) CF AC Bus at 115/200 V, 400 Hz 4) 270 V DC bus 5) 28 V DC bus for low-voltage point-of-load regulators (POLRs), and 6) Emergency supply and tie-in mechanisms for external/ground power supplies.
The 270 V and 28 V DC sources can be also obtained directly from the VF AC bus using solid-state AC-DC converters, achieving more-distributed power system architecture. Although the architecture in Fig. 2 is at a conceptual and evaluation stage and proposed for medium to large aircraft, the overall concept of AC load partitioning and grouping, and the distributed architecture can be applicable for other aircraft power systems.
Dept Of EEE
VAST
Seminar 2011
This VF power architecture is developed based on the minimization of a cost index defined as the throughput of total kilowatts times the number of stages of power conversions from the alternators. For example, each parallel subsystem structure has two groups of AC loads that take the AC power directly from the VF power bus. The first group is labelled as Turbo-fan, Galley and other VF AC Loads in Fig. 2. Those are low-performance AC loads that can operate satisfactorily with a VF power source. The second box below group 1 in Fig. 2 is designated for emerging AC loads including electromechanical actuators (EMAs) and electro-hydraulic actuators (EHAs). The airconditioning fan motors can be classified into this group. Those electrical subsystems are expected to operate at a medium power level, i.e., at tens of kilowatts, and require VF-input power converters to control the speed (positioning) or torque of the AC machines that drive the actuators. Taking the AC power directly from the VF power bus without going through the traditional stages of CSRG and AC-DC conversion stage will result in significant reduction in the power losses associated with each of the conversion stages, thus improving the overall efficiency and fuel economy.
A comparison of estimated power conversion losses of the VF approach (for VF load) in Fig. 2 and the conventional mechanical CSRG system is given in Table I. In Table I, the average efficiency of the power conversion stage for the two groups of AC loads fed directly from the VF power bus is estimated = 9697% depending on the type of power devices and the control strategy employed for the solid-state power converters. By employing advanced wideband-gap power devices and integrated modules, it is reported that the converters switching losses can be reduced by up to 50%. In this case, the average efficiency of the power conversion can possibly achieve 97.5% in the future. On the other hand, the efficiency of a typical CSRG unit at medium power is estimated between 75.280%, although higher efficiency might be possible by recent technology advancements. If the total power throughput in this group is 150 kW, for instance, the power-loss reduction by the new approach is estimated in double digits of kWs for the power conversion, with a consideration of additional factors that are not listed in Table I.
Dept Of EEE
VAST
Seminar 2011
Replacing the CF AC power system with VF AC system will increase overall energy efficiency, and improve fuel economy. However, as shown in Fig. 2, new power conversion topologies and new converters are needed for the various power and frequency transformation between the VF-AC, CF-AC, and DC power. The key power conversion and regulation functions required are listed below.
1) VF-VF: to control electrical AC motors fed from the VF power bus. The converters have VF power input and produce variable-voltage and variable-frequency (VVVF) output [12]. Also to facilitate the applications such as engine starter/generator, bi-directional power converters are necessary. 2) VF-CF: to convert the unregulated VF power to a well-regulated CF power at 400 Hz and 110 V rms. 3) AC-DC and DC-AC. On the other hand, the impact of power converters (such as input harmonic distortions and EMI) on the VF distribution systems must be carefully considered.
Dept Of EEE
VAST
Seminar 2011
Fig2. Potential VF Power system architecture for large aircraft using bi-directional power converter technology
Dept Of EEE
VAST
Seminar 2011
Chapter 4 VF-Input Power Converters

The VF power system, such as Fig. 2 or its variations, calls for a number of new VF-input power converters. Todays conventional power converters employ two-stage power conversion process, AC-DC-AC, including transformer-rectifier units (TRUs) (AC-DC) plus a VF inverter (DC-AC). The TRU converters or its variations employ a front-end multiple-phase transformer to convert three-phase voltages, for example, to six-phases of voltage supplies feeding a twelve-pulse rectifier, achieving reduced input current harmonics. Due to its simplicity in the solid-state rectifier, the TRU converters are considered reliable. However, the front-end transformer is heavy and the TRU products are often designed for specific applications and are not capable of bidirectional power control. It is desirable to employ more-silicon power converter technology in the future.
A simplified block diagram of a VF-input PWM converter that needs no input multiple-phase transformer is illustrated in Fig. 3. The circuit topologies of the solidstate PWM converter that can be selected include, but are not limited to, the following types: 1) Dual-PWM bridge converter that is a three-phase PWM rectifier plus a PWM inverter, 2) AC-AC one-stage converter based on nine bi-directional integrated power-switching devices, 3) Cycloconverters based naturally-commutated power devices, such as 18 or 36 thyristors.
Dept Of EEE
VAST
Seminar 2011
Fig 3. General block diagram of VF input PWM Converter
Dept Of EEE
10
VAST
Seminar 2011
The cycloconverters have been successfully used for variable-speed CF conversion for small to medium size of aircraft, including MD 90 and Boeing 737, as well as military applications. However, the cycloconverter circuit is also known for its limited range of frequency conversion ratio requiring the input frequency to be greater than three times of the output frequency. This, together with the rich harmonic contents in comparison with the PWM converters, would limit the cycloconverter in the application of VF-VF conversion systems.
Fig4. Typical 6-pulse Front End Converter for AC drives
Dept Of EEE
11
VAST
Seminar 2011
Chapter 5 OPTIMAL PARTITION OF ELECTRICAL LOADS

Supported by the new technology development, the onboard electrical AC loads and power control blocks, as shown in the system diagram of Fig. 2, can be further classified into three major groups that need especially designed power converters.
1) Application Group 1, Localized AC Motor Control:
As mentioned previously, implementing a VF power system necessitates the introduction of VF-input converters or AC motor drives for certain motor loads that require controlled speed/torque. Additional motor loads on a large aircraft are identified and listed in Table II. AC motor drives are required for air-conditioning fan/blower motors and for flap/slat motors because their output torque must remain high regardless of the AC bus frequency.
Motor drives are also required for fuel jettison pumps and override fuel pumps because these pumps must operate at high speed regardless of the AC bus frequency (e.g., must dump fuel quickly before emergency landing). In Table II, fuel boost pumps and hydraulic pumps are preferred to operate with controlled speed by adjustable motor drives. But it is also possible to obtain adequate performance in a VF system without using motor drives. For reference, Table II also shows the number of motors and the power requirement associated with each type of application for an existing popular aircraft (which uses a standard CF AC bus). Future VF-powered medium aircraft will have similar loads, while a large aircraft may have twice as many loads, as well as higher power requirements for each load. For these applications, a converter such as VF-input one-stage converter can be used as a direct AC-to-AC converter with VF input and VVVF output to serve as an adjustable-speed drive. This not only allows AC loads to operate properly in a VF system, but also improves energy efficiency.
Dept Of EEE
12
VAST
Seminar 2011
2) Application Group 2, VF-to-CF Power Bus Converter:
A VF-input one-stage converter can also be used to generate a CF supply from the VF input for a CF power bus. One example is the in-seat power for passenger portable electronics, such as laptop computers, on future commercial aircraft. A possible power distribution architecture for this application interested by the in-flight entertainment industry is to convert the on-board AC power (VF or 400 Hz CF) to 60 Hz AC and distribute it to the passenger seats where the passengers can plug in a standard adapter for their portable devices. In present CF power systems, AC-to-DC conversion is performed by using TRUs; that is a mature technology. However, the TRU has a couple of shortcomings. In addition to bulky size and heavy weight due to the use of transformers, the output response is poor due to lack of voltage regulation. For these reasons, the commercial aviation industry has shown increasing interest in new AC-to-DC conversion technology which can overcome the problems of the traditional TRU. The modular VFinput one-stage converter is a potential candidate for this application, with its ability to control both input current and output voltage. Although, other converter topologies requiring fewer semiconductor devices (such as the standard 6-switch boost topology) can be used for AC-to-DC conversion .
3) Application Group 3, PWM-Controlled Electronic IDG and Engine Starter/Generator: In the high power range, a possible future application of the modular VF-input one-stage converter is to provide bi-directional power control to support the engine starter and generator subsystems. On the other hand, it is desirable to use a bidirectional power converter as a PWM-controlled electronic IDG that converts the output of the VF alternator into 400 Hz CF power to service all CF loads. This would require over 100 kVA range. However, confidence in the reliability of power converters in lower power applications must first be established.
Dept Of EEE
13
VAST
Seminar 2011
Chapter 6 VF-INPUT ONE-STAGE POWER CONVERTERS FOR MULTIPLE FUNCTIONS

Based on the analysis and understanding above, we include in this section an improved approach of VF-input one-stage power converter for multiple functions. A VF-input multi-functional power converter (MFPC) has been developed and reported by our recent works. This is a one-stage VF-VF (or VF-CF) solid-state power converter that is advanced from matrix converters. The power train uses advanced integrated selfturn-off IGBT AC switches. In this converter, we design the control and modulation at both input and load sides as voltage sources (or modes), instead of current sources (or current modes). To further improve the systems operational tolerance of the line imbalance and large input distortions, we design our control architecture in a complete open-loop way on both input side and output side, without using any conventional feedback control loops. `
The converter system is controlled by PWM approaches at both input and output sides using a DSP controller. In Fig. 4(a), the converter power circuit consists of three identical three-phase to one-phase (3-to-1) conversion blocks, named U, V, and W at their output side. At the input side, three-phase voltage sources produced by VF alternator are named Va, Vb, and Vc. Upon an optimal partitioning of possible basic building-block circuits, the AC power switches, Sjk, are grouped and designed to form integrated bi-directional power modules (IBPM), as shown in the dash-line blocks in Fig. 4(a). Each of the phase circuits consists of only one IBPM and forms a 3-to-1 phase power conversion bank that can be used as a common building block for multiple phase converters with multiple functions. More detailed circuit diagrams and a picture of our fabricated IBPM module are included.
Dept Of EEE
14
VAST
Seminar 2011
In the upstream of power flow, as shown in Fig. 4(a), this converter accepts a wide variation of input power frequency that is in proportion to the shaft rotating speed of the alternator driven by the power engine. The capability of accepting widely VF power input is achieved by a precise identification of the input frequency and phase angle in real time. The IBPMs on the input side are switched synchronously with the frequency change to achieve an adaptive VF control, as shown in Fig. 4. On the output side, the converter produces VVVF output or CF AC power with regulated voltage control. This, therefore, becomes a new breed of VF-VF or VF-VVVF converter or a variable-speed VF one-stage power conversion if we include the stage of power generation in our consideration. The block of SMP represents the switching-mode power supplies that are designed as the control power supplies for the electronics controller and the integrated bipolar transistor (IGBT) gate circuits of the integrated semiconductor power models. The converter power train uses advanced integrated selfturn-off AC switches and is controlled by PWM approaches at both input and output sides. This differentiates it from the cycloconverters that are based on the principle of natural commutation and phase angle control technique. The output frequency of a conventional cycloconverter is limited to less than 1/3 of the input frequency as aforementioned. This is due to its excessive harmonics in both voltage and current that adversely affects the system performance.
Dept Of EEE
15
VAST
Seminar 2011
Fig5. Configuration of 3 phase VF VVVF Converter
Fig6. VF DC Converter by Modular Configuration
Dept Of EEE
16
VAST
Seminar 2011
Table1. Airborne Equipment Input Harmonic Current Limits
Limits for input harmonic currents defined in DO-160 and ISO-1540 are compared below in Table II. Note that ISO-1540 has a special allowance permitting higher harmonic distortion produced by 12-pulse rectifiers, which is not included in Table II. ISO-1540 also has limits for total harmonic current distortion (THD) in addition to the limits for individual harmonics. The THD limit is 12% for the 12-pulse rectifiers and 8% for all other loads. The highest order of harmonic limited by DO-160 is the 40th for both CF and VF systems, while ISO-1540 limits apply to harmonics under 25 kHz in CF systems and 50 kHz in VF systems. In general, the allowable harmonic current amplitude decreases as the harmonic frequency increases. This makes sense considering the higher impedance of the distribution lines at higher frequencies (i.e., the same amount of current at higher frequency will produce higher voltage distortion). However, that is not the case in the October 2000 draft of MIL-STD-704F where higher order harmonics are allowed to have higher magnitudes.
Dept Of EEE
17
VAST
Seminar 2011
Table2. Potential Motor Drive Applications for Aircraft with VF Power System
Fig7. Difference between Linear & Non-Linear loads
Dept Of EEE
18
VAST
Seminar 2011
Chapter 7 CHALLENGES AND RECOMMENDATIONS FOR CF AC POWER SOURCE
When used to generate CF AC power to supply multiple loads, the power converter may have to meet additional regulatory requirements for power quality at its output. This would be the case when the converter serves as the AC-DC unit in Fig. 2to generate the CF AC bus from VF power. Since multiple user equipment will be connected to the CF AC bus, the converter must be controlled as a voltage source so that its output has similar characteristics of conventional AC power sources. ISO-1540 and DO-160 defined all performance requirements including voltage modulation, phase imbalance, frequency variation voltage distortions, and transient characteristics. Both DO-160 and ISO-1540 require that the maximum harmonic voltage distortion of the AC bus be less than 8% of the fundamental voltage, with each individual harmonic component not exceed 6% of the fundamental. These limits apply to both CF and VF systems and are independent of the bus voltage (115 V/230 V). Since the output voltage of the converter contains high-frequency switching harmonic, output filtering therefore becomes necessary, which can be accomplished by using advanced harmonic filters.
Dept Of EEE
19
VAST
Seminar 2011
Chapter 8
BACKGROUND INFORMATION OF ELECTRICAL POWER SYSTEM
Electrical Power System Components: An example of an electrical power system supplies 115 V CF AC and 28 V DC electrical power to the airplane. The related key power sources of a popular large commercial aircraft are list below. 1)Two integrated CSRGs. These type of units are also called IDGs. 2) APU generator. 3) Two backup generators. 4) Ram air turbine (RAT) generator. 5) Main and APU batteries. 6) External power.
There is one CSRG (IDG) on each engine. They are the primary source of AC power in light. An additional source of AC power is the APU generator. Each generator supplies up to 120 kVA. There is one backup generator on each engine. They are variable-speed, VF generators. Each supplies up to 20 kVA of AC power. A backup converter changes the VF power to CF power. Each backup generator also contains two permanent magnetic generators (PMGs) that supply power to three flight control DC (FCDC) power supply assemblies. A RAT generator is another source of backup AC power. For ground operations, there are two external power connectors. These are on the forward, right side of the fuselage. Each external power connector is rated for about 100 kVA of AC power. Electrical Power System: The electrical power system normally operates as two independent left and right power channels. Each channel has a main AC bus. The left main AC bus receives power from the left IDG and the right bus receives power from the right IDG.
Dept Of EEE
20
VAST
Seminar 2011
The APU generator and external power connections are also sources of AC power for either main bus. The right main AC bus supplies power to the ground service bus. When the right bus does not have power, the APU generator or primary external connector can supply power to the ground service bus. On the ground, the APU generator or primary external power source supplies power to the ground handling bus.
Dept Of EEE
21
VAST
Seminar 2011
Fig8.Harmonic Trap filter
Dept Of EEE
22
VAST
Seminar 2011
POWER SYSTEM DISTRIBUTION
Fig9. Power System Distribution in an Aircraft
Dept Of EEE
23
VAST
Seminar 2011
Chapter 9 CONCLUSIONS
A novel VF-system architecture employing modular VF-input converter technology has been developed. Optimal partitioning and grouping of onboard AC loads has been discussed with specific system data. The system-level optimization is achieved based on the cost index minimization of the power throughput times the number of stages of power conversion (from the VF power bus). Three major applications calling for advanced converter technology for future aircraft have been identified and their key requirements have been discussed. The input current harmonic distortion has been identified as an important and challenging issue, and the applicable regulatory requirements have been reviewed. This presents a unique opportunity of increased demands for new power converters, including VF-input MFPC technology and its variations.
Dept Of EEE
24
VAST
Seminar 2011
REFERENCES
[1]. Jie Chang, Anhua Wang.: Variable Frequency power System Evaluation & Analysis for Future Aircraft, IEEE Transactions On Aerospace And Electronic Systems, Vol 42, No:2, April 2006. [2]. Weimer J A.: Electrical Power Technology For The More Electric Aircraft Proceedings of the IEEE 12th Digital avionics Systems Conference, Oct 1993. [3]. Murphy, F G TurnBull. : Power Electronic control Of AC Motors,1988 , Pergammon Press, Elmsford , New York, 1988. [4]. Praneet Atalya, dragan Maskimovic : IEEE Power Electronic Letters, Vol 2, No: 4, Dec 2004
Dept Of EEE
25
VAST

Variable Frequency Powered More Electric Future Aircraft

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Variable Frequency Powered More Electric Future Aircraft

Uploaded by

Copyright:

Available Formats

VARIABLE FREQUENCY POWERED MORE ELECTRIC FUTURE AIRCRAFT