Us 20140032002

US 20140032002A1
(19) United States

(12) Patent Application Publication (10) Pub. No.: US 2014/0032002 A1
IWASHIMA et al.
(54)
(43) Pub. Date:
ELECTRIC SYSTEM STABILIZING SYSTEM

FOR AIRCRAFT
(75) Inventors: Atsushi IWASHIMA, Yamagata-shi

(JP); Kazushige SUGIMOTO,
Jan. 30, 2014
Publication Classi?cation
(5 1) Int. Cl.
G05B 13/02
(52) US, Cl,
(2006.01)
Amagasaki-shi (JP); Kazuya MATSUO,
CPC .................................... .. G05B 13/02 (2013.01)
Kobe-shi (JP); Joseph 5- BREIT,
USPC ........................................................ .. 700/295
Bellevue, WA (US); Farhad NOZARI,

Woodinville, WA (U S)
(57)
ABSTRACT
(73)
Assignees; THE BOEING COMPANY, Chicago,

IL (US); KAWASAKI JUKOGYO
KABUSHIKI KAISHA, Kobe_shi (JP)
(21)
Appl, NO; 13/561,670
An electric system of an aircraft includes a power stabilizing

device connected to a primary AC bus and a secondary bat
tery. The secondary battery has a rated voltage Which alloWs
the secondary battery to absorb regenerative poWer from a
control surface actuator. Based on a voltage and a frequency
(22)
Filed:
battery is controlled to stabilize the electric system.
in the primary AC bus, charging/ discharging of the secondary

Jul. 30, 2012
Patent Application Publication
Jan. 30, 2014 Sheet 1 0f 12
US 2014/0032002 A1
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US 2014/0032002 A1
Jan. 30, 2014 Sheet 11 0f 12
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Jan. 30, 2014 Sheet 12 0f 12
US 2014/0032002 A1
US 2014/0032002 A1
ELECTRIC SYSTEM STABILIZING SYSTEM

FOR AIRCRAFT
BACKGROUND OF THE INVENTION
[0001]
[0002]
1. Field of the Invention

The present invention relates to an electric system
stabilizing system for an aircraft. Particularly, the present

invention relates to an electric system stabilizing system for
an aircraft, Which is capable of stabilizing an electric system
Which includes an AC poWer supply and a DC poWer supply
and is electrically driven mainly by AC poWer.

[0003] 2. Description of the Related Art
[0004]
Typically, as poWer systems for an aircraft, three
kinds of systems, Which are a hydraulic system, a breed air

system, and an electric system, are incorporated into the
aircraft. The hydraulic system is employed for the operation

of landing gears, control surfaces, etc. The breed air system is
employed for the operation of air conditioning devices, pres

sure application devices, de-icing devices, and others, in the
interior of the aircraft. The electric system is employed for the
operation of electric devices and electronic devices. In recent
years, there has been a trend that at least a portion of the
hydraulic system and a portion of the breed air system are
replaced by the electric system having a higher ef?ciency. For

example, as actuators (including an actuator for controlling
the control surface) mounted to the aircraft, electric (electri

cally driven) actuators have been Widely used, instead of
conventional hydraulic (hydraulically poWered) actuators.

The aircraft in Which the hydraulic system, the breed air
system, and other system are replaced as much as possible by
the electric system, is typically named MEA (more electric
aircraft).
[0005]
It is knoWn that With a progress of the MEA, a
change (?uctuation) in a poWer supply voltage tends to occur,

and the electric system tends to be unstable. For example, in
the case of the electric actuator, great regenerative poWer is
generated in a driving motor, and thereby a voltage in the
electric system rises signi?cantly temporarily (for a certain

time). In addition, the electric poWer is returned to a generator
Jan. 30, 2014
sized heat radiator. Because of incorporation of the large

sized controller and the large-sized heat radiator into the
aircraft, the Weight of the aircraft increases. In the latter
con?guration, the size of the AC poWer generator increases
due to the increase in the poWer generation capacity, and
therefore, the Weight of the aircraft increases. Moreover, in
the former con?guration, although the heat radiator is pro
vided, unnecessary heat generation occurs. Therefore, it is
required that the controller be designed in vieW of an in?u
ence of the heat generation.
[0008]
Accordingly, for example, Patent Literature 1: US
Patent Publication NO. 2009/0302153 discloses an electric
system in Which surplus electric poWer such as regenerative

poWer is absorbed or de?cient electric poWer due to a voltage
decrease is made up for, by using a DC poWer supply such as

a battery and a capacitor, in a small-sized aircraft.
[0009] As shoWn in FIG. 12, in an electric system of a
typical commercial aircraft, AC poWer of ACll5V and a

constant frequency of 400 Hz, or AC poWer of AC230V and a
variable frequency of 360 to 800 Hz, is mainly used. By

comparison, in the electric system disclosed in Patent Litera
ture 1, DC poWer of 270V is mainly used as represented by a
regenerative poWer (l50~200 kW) of an actuator of a combat
plane as a typical example. Although Patent Literature 1
describes that an application to AC poWer of 115V may be
made but does not explicitly disclose a speci?c con?guration
of this. Therefore, the electric system disclosed in Patent
Literature 1 intended for an electric system Which is electri
cally driven mainly by DC cannot be applied Without some

modi?cation to an electric system Which is electrically driven
mainly by AC.
SUMMARY OF THE INVENTION
[0010] The present invention has been developed to solve

the above described problems, and an object of the present
invention is to provide an electric system stabilizing system
for an aircraft, Which is capable of favorably stabilizing an
electric system While avoiding a Weight increase, in an air
craft including the electric system Which is electrically driven
provided in an engine, and thereby an engine gear box might

be adversely affected due to back rush. Or, if poWer loads
supplied With the electric poWer from the electric system
(devices mounted in the aircraft and supplied With electric
poWer from the electric system) increase temporarily, a sig
mainly by AC poWer.
ni?cant voltage decrease (drop) might be generated.
as an electric poWer supply device, and an AC poWer supply

bus connected to the AC poWer supply, the electric system
being con?gured to supply electric poWer to at least one
electric device mounted in the aircraft; and a poWer stabiliz
ing device connected to the AC poWer supply bus and to the
DC poWer supply, to stabilize an output of the electric poWer
[0006] It is knoWn that in the electric system in Which the

MEA has progressed, various con?gurations are employed to
address the above stated voltage increase or voltage decrease
(drop). For example, it is knoWn that to address regenerative
poWer from the actuator, a resistor is built into a controller of
the actuator. In accordance With this con?guration, the regen

erative poWer from a driving motor is converted into heat by
the resistor and consumed, Which prevents the regenerative

poWer from returning to the electric system. It is also knoWn
that to address a voltage decrease due to a temporary increase
in poWer loads, an AC poWer generator having a poWer gen
[0011] To solve the above stated problems, according to the

present invention, there is provided an electric system stabi
lizing system for aircraft, comprising at least: an electric
system including a DC poWer supply and anAC poWer supply
supply device; Wherein the DC poWer supply is con?gured to

absorb regenerative poWer from the electric device and tran
siently supply electric poWer to the electric device; the poWer
stabilizing device includes: a poWer converter section includ
ing a PWM (Pulse Width Modulation) converter; and a poWer
stabilizing control section for controlling the poWer converter
section; and the poWer stabilizing control section monitors at
least one of a change in a voltage and a change in a frequency
eration capacity made greater according to the voltage

decrease is employed.
[0007] HoWever, in the above stated conventional con?gu
rations, a Weight of the aircraft might probably increase. For
example, in the former con?guration, a large-sized resistor is
required to adequately consume the great regenerative poWer.
in the AC poWer supply bus, and controls charging and dis

charging of the DC poWer supply according to a result of the
monitoring, to stabilize the electric system.
[0012] In the electric system stabilizing system for aircraft,
Therefore, the size of the controller of the actuator increases

and heat generated increases, Which causes a need for a large
the aircraft may include an auxiliary poWer unit (APU) and a

ram air turbine (RAT); the electric system may include as the
US 2014/0032002 A1
AC power supply: an APU starter/generator mounted to the

auxiliary power unit and con?gured to generate AC poWer; an
AC poWer generator mounted to the engine; and a RAT gen
erator mounted to the ram air turbine; the electric system may
include as the DC poWer supply, at least one of a secondary
battery and a capacitor; the DC poWer supply and the APU

starter/generator may be each connected to the poWer stabi
liZing device; the AC poWer generator and the RAT generator
may be connected to the poWer stabilizing device via the AC
poWer supply bus; and the APU starter/ generator may be
connected to the poWer stabiliZing device via the AC poWer
supply bus.
[0013] In the electric system stabiliZing system for aircraft,
the electric system may include a poWer supply relay via
Jan. 30, 2014
one engine provided With the AC poWer generator, at each of

right and left sides; the AC poWer supply bus may include an
AC poWer supply bus provided at the left side and connected
to the AC poWer generator provided at the left side, and anAC
poWer supply bus provided at the right side and connected to
the AC poWer generator provided at the right side; Wherein the
electric system may include tWo electric systems Which are: a
left electric system including the AC poWer generator pro

vided at the left side, the AC poWer supply bus provided at the
left side, the DC poWer supply, the poWer stabiliZing device,
and the essential bus; and a right electric system including the
AC poWer generator provided at the right side, the AC poWer
supply bus provided at the right side, the DC poWer supply,

the poWer stabiliZing device, and the essential bus; and the
right and left AC poWer supply buses may be connected to
each other via a poWer supply relay, the right and left AC
Which the poWer converter section is connected to the auxil

iary poWer unit or to the AC poWer generator; Wherein in a
state in Which the auxiliary poWer unit is deactivated and the
poWer converter section is connected to the APU starter/
poWer supply buses may be connected to the APU starter/
generator by sWitching of the poWer supply relay, the poWer
essential buses may be connected to each other via a poWer
stabiliZing control section may cause the poWer converter

section to convert the DC poWer from the DC poWer supply
into the AC poWer and supply the AC poWer to the APU
starter/generator, to start the auxiliary poWer unit.
supply relay.
[0014]
In the electric system stabiliZing system for aircraft,
generator via poWer supply relays; and the right and left
[0019]
the poWer stabiliZing control section may measure at least one
of the voltage and the frequency in the AC poWer supply bus

and determines that a ?rst-order lag value of a measurement
the electric system may include a poWer supply relay via
value of at least one of the voltage and the frequency is a target
Which the poWer converter section is connected to the APU

starter/generator or to the AC poWer generator; Wherein in a
state in Which the DC poWer supply is in a chargeable state
and the poWer converter section is connected to the AC poWer
value in control; and the poWer stabiliZing control section

may control charging and discharging of the DC poWer sup
generator or the APU starter/generator by sWitching of the

poWer supply relay, the poWer stabiliZing control section may
cause the poWer converter section to convert the AC poWer
from the AC poWer generator or the APU starter/generator

into the DC poWer and supply the DC poWer to the DC poWer
ply based on a deviation betWeen the target value and the

measurement value.
[0020]
the poWer stabiliZing control section may monitor state of

charge (SOC) of the DC poWer supply and may make com
pensation for a charging/ discharging amount of the DC poWer
supply based on a deviation betWeen a measurement value of
supply, to charge the DC poWer supply.

the SOC and a preset target value of a charging rate.
the at least one electric device may be connected to the AC

poWer supply bus, in a state in Which the AC poWer is not
When the AC poWer generated in the AC poWer supply has a
[0021]
supplied from the AC poWer generator to the electric device

via the AC poWer supply bus, the poWer stabiliZing control
variable frequency, the poWer stabiliZing control section may
section may cause the poWer converter section to convert the
supply With active poWer in proportion to an increase in the

voltage, to output reactive poWer With a leading poWer factor
in proportion to the increase in the voltage, or to charge the
DC poWer supply With the active poWer in proportion to the
increase in the voltage and output the reactive poWer With the
leading poWer factor in proportion to the increase in the
DC poWer from the DC poWer supply into the AC poWer and

supply the AC poWer to the electric device via the AC poWer
supply bus for a speci?ed time period.

the electric system may include: an essential bus supplied
With electric poWer from the AC poWer generator via the AC
poWer supply bus and having a loWer rated voltage than the
DC poWer supply; and a voltage converter interposed
betWeen the essential bus and the DC poWer supply; Wherein
the DC poWer supply may be alWays connected to the essen
tial bus via the poWer converter section; and Wherein in a state
in Which the AC poWer is not supplied from the AC poWer
generator to the essential bus, the electric poWer may be
supplied to the essential bus Without cut-off.
[0017]
in a state in Which the AC poWer generator is deactivated and

the AC poWer is supplied from the RAT generator to the AC
cause the poWer converter section to charge the DC poWer
voltage, if the increase in the voltage is monitored; and

Wherein the poWer stabiliZing control section may cause the
poWer converter section to discharge the active poWer from
the DC poWer supply in proportion to a decrease in the volt
age, to output the reactive poWer With a lagging poWer factor
in proportion to the decrease in the voltage, or to discharge the
active poWer from the DC poWer supply in proportion to the
decrease in the voltage and output the reactive poWer With the
lagging poWer factor in proportion to the decrease in the

voltage, if the decrease in the voltage is monitored.
[0022]
poWer supply bus, the poWer stabiliZing control section may

constant frequency; the poWer stabiliZing control section may
cause the poWer converter section to convert the AC poWer
cause the poWer converter section to charge the DC poWer
from the RAT generator to the DC poWer and supply the DC
supply With active poWer, in proportion to an increase in the
poWer to the essential bus.
frequency if the increase in the frequency is monitored; and
[0018]
Wherein the poWer stabiliZing control section causes the

poWer converter section to discharge the active poWer from
the aircraft may include one auxiliary poWer unit and at least
US 2014/0032002 Al
Jan. 30, 2014
the DC power supply in proportion to the decrease in the

frequency if a decrease in the frequency is monitored.
schematic block diagram shoWing an exemplary SOC com

pensation circuit included in the poWer stabilizing control
[0023]
section.
[0033] FIG. 6 is a schematic block diagram shoWing
In the electric system stabilizing system for aircraft,

constant frequency, the poWer stabilizing control section may
cause the poWer converter section to output reactive poWer of
a leading poWer factor in proportion to an increase in the
voltage if the increase in the voltage is monitored; and the

poWer stabilizing control section may cause the poWer con
verter section to output reactive poWer of a lagging poWer
factor in proportion to a decrease in the voltage if the decrease
in the voltage is monitored.
[0024]
In the electric system stabilizing system for aircraft,
the electric device may be an actuator for controlling a control
surface.
[0025] The electric system stabilizing system for aircraft,
another example of the charging/discharging control circuit

included in the poWer stabilizing control section in the elec
tric system stabilizing system for the aircraft of FIG. 2.
[0034] FIG. 7 is a schematic vieW shoWing an exemplary
state transition under control performed by the AC poWer
stabilizing device in the electric system stabilizing system for

the aircraft of FIG. 1.
[0035] FIG. 8A is a schematic block diagram shoWing a
state in Which electric poWer is supplied from the secondary

battery (DC poWer supply) When an auxiliary poWer unit is
started, in the electric system stabilizing system for the air
system may be electrically driven; the electric system may
craft of FIG. 1, and FIG. 8B is a schematic block diagram

shoWing a state in Which electric poWer is supplied from the
AC poWer generator (AC poWer supply) in a normal state, in
include a DC poWer supply bus connected to a controller of
the electric system stabilizing system for the aircraft of FIG.
the electric device; and a controller of the hydraulic system or
1.
[0036] FIG. 9 is a schematic block diagram shoWing a state
in Which regenerative poWer generated in an actuator is
absorbed and de?cient electric poWer due to a voltage
in the aircraft, at least either a hydraulic system or a breed air
breed air system Which is electrically driven, is connected to

the DC poWer supply bus.
[0026] To solve the above stated problems, according to the
present invention, there is provided a method of stabilizing an
electric system for aircraft, the electric system including a DC
poWer supply and an AC poWer supply as an electric poWer
supply device, and an AC poWer supply bus connected to the
decrease (drop) is made up for, in the electric system stabi

lizing system for the aircraft of FIG. 1.
[0037] FIG. 10 is a schematic block diagram shoWing a
state in Which electric poWer is supplied from the secondary
AC poWer supply, the electric system being con?gured to
battery (DC poWer supply) to an actuator and to an essential
supply electric poWer to at least one electric device mounted
bus in a case Where a situation in Which no electric poWer is
in the aircraft; the method comprising: using as the DC poWer

supply, a DC poWer supply con?gured to absorb regenerative
poWer from the electric device and transiently supply electric
not supplied from the AC poWer generator (AC poWer supply)

occurs, in the electric system stabilizing system for the air
poWer to the electric device; and monitoring at least one of a
change in a voltage and a change in a frequency in the AC
poWer supply bus and controlling charging and discharging of

the DC poWer supply based on a result of the monitoring,
thereby stabilizing the electric system.

[0027] The above and further objects, features and advan
tages of the present invention Will more fully be apparent
craft of FIG. 1.
[0038] FIG. 11 is a schematic block diagram shoWing a
state in Which electric poWer is supplied from a ram air turbine
generator to the actuator and to the essential bus, in the elec
tric system stabilizing system for the aircraft of FIG. 1.

[0039] FIG. 12 is a schematic block diagram shoWing an
exemplary con?guration of a conventional general electric
system for an aircraft.
from the folloWing detailed description of preferred embodi

ments With reference to accompanying draWings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0028]
FIG. 1 is a schematic block diagram shoWing an
exemplary con?guration of an electric system stabilizing sys

tem for an aircraft according to an embodiment of the present
invention.
[0029] FIG. 2 is a block diagram shoWing an exemplary
schematic con?guration of an AC poWer stabilizing device in
the electric system stabilizing system for the aircraft of FIG.

1.
[0030] FIG. 3 is a schematic block diagram shoWing main

components in the electric system stabilizing system for the
aircraft of FIG. 1 and shoWing an exemplary state in Which an
APU is started by the AC poWer stabilizing device of FIG. 2.

[0031] FIG. 4 is a schematic block diagram shoWing major
components in the electric system stabilizing system for the
aircraft of FIG. 2 and shoWing an exemplary state in Which
charging and discharging of a secondary battery is controlled

by the AC poWer stabilizing device of FIG. 2.
[0032] FIG. 5A is a schematic block diagram shoWing an
exemplary charging/discharging control circuit included in a
poWer stabilizing control section in the electric system stabi
lizing system for the aircraft of FIG. 2, and FIG. 5B is a
DETAILED DESCRIPTION OF THE PREFERRED

EMBODIMENTS
[0040] Hereinafter, preferred embodiments of the present

invention Will be described With reference to the draWings.
Throughout the draWings, the same or corresponding compo
nents are designated by the same reference numerals and Will
not be described in repetition.
[0041] [Overall Con?guration of Electric System Stabiliz

ing System for Aircraft]
[0042] First of all, an exemplary overall con?guration of an
electric system stabilizing system for an aircraft according to
Embodiment l of the present invention Will be described
speci?cally With reference to FIG. 1.
[0043] The electric system stabilizing system for the air
craft according to the present embodiment is incorporated
into the aircraft including electric systems Which are electri
cally driven mainly by AC. The aircraft may be con?gured

such that the electric system Which is one of poWer systems is
electrically driven mainly by AC or at least one of a hydraulic
system and a breed air system is electrically driven mainly by

AC in addition to the electric system.
[0044] Or, the aircraft of the present embodiment may be

con?gured such that only a portion of the hydraulic system,
only a portion of the breed air system, or only a portion of the
US 2014/0032002 A1
Jan. 30, 2014
hydraulic system and a portion of the breed air system are
poWer stabiliZing device 30L, a transformer/recti?er (TRU)
electrically driven mainly by AC. For example, as a con?gu

ration in Which only a portion of the hydraulic system is
controller 333, via secondary poWer supply relays 282,
electrically driven, a portion or entire of at least an actuator
(hereinafter simply referred to as control surface actuator
251L, a transformer 261L, a recti?er 253L, and a motor
respectively. Therefore, the AC poWer generator 14L is able to

supply AC poWer to the AC poWer stabiliZing device 30L, the
for easier explanation) used for controlling the control surface

may be electrically driven.
[0045] As shoWn in FIG. 1, the aircraft of the present
embodiment includes a left engine 11L, a right engine 11R, an
auxiliary poWer unit (APU) 12 and a ram air turbine (RAT)
17. The left engine 11L and the right engine 11R are propul
transformer/recti?er (TRU) 251L, the transformer 261L, the

recti?er 253L, and the motor controller 333, via the primary
sive engines of the aircraft, and include an AC poWer genera

tor 14L and an AC poWer generator 14R, respectively.
[0046] The APU 12 is an auxiliary poWer source provided
separately from the engines 11L, 11R. The APU 12 is actu
ated by combustion of a fuel like the engines 11L, 11R. The
tor 171 is connected to the backup bus 29 via the primary

poWer supply relay 281. The backup bus 29 is connected to
the primary AC bus 21L via the secondary poWer supply relay
282. Therefore, the primary AC bus 21L can be supplied With
APU 12 also includes an APU starter/generator 124 as an AC
AC bus 21L.
[0053]
The APU starter/generator 124 is connected to the
primary AC bus 21L via the primary poWer supply relay 281
and the secondary poWer supply relay 282. The RAT genera
AC poWer from the APU starter/generator 124 or the RAT

generator 171 as Well as from the AC poWer generator 14L.
poWer generator. The RAT 17 is an auxiliary poWer source
[0054]
provided separately from theAPU 12. The RAT 17 is stored in
also connected to the APU starter/ generator 124 Without con
the interior of the aircraft during a normal state and is
necting via the primary AC poWer supply bus 21L. Speci?
deployed outside the aircraft in emergencies, etc. The RAT 17

deployed outside the aircraft is actuated by an air ?oW (?ight
cally, as shoWn in FIG. 1, the AC poWer stabiliZing device 30L

is connected to the primary AC bus 21L via one of starting
Furthermore, the AC poWer stabiliZing device 30L is
Wind) generated by the ?ight of the aircraft. The RAT 17
sWitch relays (?rst starting sWitch relay) 283. Therefore, the
includes a RAT generator 171 as an AC poWer generator.
AC poWer stabiliZing device 30L is connected to the APU
[0047] The APU 12 is used to activate the left engine 11L

and the right engine 11R as described later in addition to the
use as the poWer source in emergencies. By comparison, the
RAT 17 is fundamentally a poWer source in emergencies, and
starter/ generator 124 via a path (in FIG. 1, path including the
?rst starting sWitch relay 283, the primary AC bus 21L, the
secondary poWer supply relay 282, and the primary poWer
supply relay 281) including the primary AC bus 21L. This
is con?gured to supply necessary and minimum electric

poWer to enable the aircraft to ?y in safety in emergencies.
[0048] As shoWn in FIG. 1, the electric system stabiliZing
system for the aircraft of the present embodiment, Which is
applied to the aircraft, includes at least, a left electric system
20L, a right electric system 20R, an AC poWer stabiliZing
path is referred to as normal path for easier description. The

AC poWer stabiliZing device 30L is also connected to theAPU
device 30L connected to the left electric system 20L, a sec
starting path for easier description.
ondary battery 13L connected to the left electric system 20L,

an AC poWer stabiliZing device 30R connected to the right
[0055] The AC poWer stabiliZing device 30L is connected

to the secondary battery 13L. The secondary battery 13L is
electric system 20R, and a secondary battery 13R connected

to the right electric system 20R.
connected to an essential bus 22L via a voltage converter

262L and a recti?er element 252L. The transformer/recti?er
[0049]
The left electric system 20L includes as poWer sup
ply devices, the AC poWer generator 14L of the left engine

11L, the APU starter/generator 124 of the APU 12, the RAT
generator 171 of the RAT 17, and the secondary battery 13L.
The right electric system 20R includes as poWer supply
devices, the AC poWer generator 14R of the right engine 11R,
the APU starter/generator 124, the RAT generator 171, and
the secondary battery 13R.

[0050] Among the above mentioned poWer supply devices,
as shoWn in FIG. 1, the APU starter/generator 124 is con?g
ured to be directly connectable to both of the left electric
system 20L and the right electric system 20R. As shoWn in
FIG. 1, the RAT generator 171 is con?gured to be directly
connectable to both of the left electric system 20L and the
right electric system 20R via a backup bus 29.
[0051] Therefore, in the present embodiment, each of the

left electric system 20L and the right electric system 20R
includes four poWer supply devices in total, Which are three
AC poWer supplies and one DC poWer supply.
[0052] The con?guration of the left electric system 20L, of
the tWo electric systems, Will noW be described. The AC
poWer generator 14L in the left electric system 20L is con
nected to a primary AC poWer supply bus (primary AC bus)

21L via a primary poWer supply relay 281. The primary AC
bus 21L is connected to the APU starter/generator 124, theAC
starter/ generator 124 via a path including the other (second)
starting sWitch relay 283 (in FIG. 1, path including the other
starting sWitch relay 283 and the primary poWer supply relay
281), in addition to the normal path. This path is referred to as
251L is connected to the DC poWer supply bus (DC bus) 27L.

The essential bus 22L is connected to the DC bus 27L via the
DC poWer supply sWitch relay 285.

[0056] In accordance With this con?guration, the essential
bus 22L can be supplied With the electric poWer from the AC
poWer supplies (AC poWer generator 14L, APU starter/gen

erator 124, or RT generator 171) via the path including the
primary AC bus 21L, and the electric poWer from the DC
poWer supply (secondary battery 13L) via the path including

the voltage converter 262L. The transformer 261L is con
nected to the secondary AC poWer supply bus (secondary AC
bus) 23L.
[0057]
The motor controller 333 is connected to the pri
mary AC bus 21L and controls a motor (control surface actua

tor motor) 151 included in a control surface actuator 15.A DC
poWer supply bus (DC bus) 24L is connected to the primary

AC bus 21L via the above stated recti?er 253L. A motor
controller 334 is connected to the DC bus 24L. The motor
controller 334 controls great poWer loads in the aircraft, for

example, a motor of an air-conditioning compressor, a motor
of a hydraulic pump, etc.
[0058] In FIG. 1, for easier description, the motor of the

air-conditioning compressor, the motor of the hydraulic
pump, etc., are collectively depicted as a typical one (hy
draulic/air-conditioning motor 161). Also, in FIG. 1, a typi
US 2014/0032002 A1
Jan. 30, 2014
cal one is depicted as the control surface actuator 15 (and

control surface actuator motor 151).
the left electric system 20L and the right electric system 20R,
[0059]
they are able to supply the electric poWer to both of the left
As shoWn in FIG. 1, the con?guration of the right
electric system 20R is the same as the above stated con?gu
ration of the left electric system 20L. That is, the right electric
system 20R includes the AC poWer generator 14R (AC poWer
supply) and the secondary battery 13R (DC poWer supply) as

the poWer supply devices and shares the APU starter/genera
tor 124 and the RAT generator 171 With the left electric
system 20L. The right electric system 20R includes as poWer
supply buses, the primary AC bus 21R, the essential bus 22R,
erator 124 and the RAT generator 171 are connected to both of
electric system 20L and the right electric system 20R.

[0064] In the electric systems 20L, 20R, the primary AC
buses 21L, 21R are connected together, the APU starter/
generator 124 is connected to the primaryAC buses 21L, 21R,
the essential buses 22L, 22R are connected together, and the
secondary AC buses 23L, 23R are connected together. Thus,
as the electric system in the aircraft, a double redundancy
system in Which the electric systems 20L, 20R are connected
the secondary AC bus 23R, and the DC bus 27R as the poWer
together is constructed. In this construction, the electric
supply buses, and the AC poWer stabiliZing device 30R.
poWer can be supplied from one of the electric systems to the
[0060]
other electric system. This can further improve reliability of

the electric systems. Since the right-left connection relays
284 (tWo secondary poWer supply relays 282 betWeen the
primary AC buses 21L, 21R) are present betWeen the electric
The AC poWer generator 14R is connected to the
primary AC bus 21R via the primary poWer supply relay 281.
The APU starter/generator 124 is connected to the primary
AC bus 21R via the secondary poWer supply relay 282 and the
primary poWer supply relay 281. The primary AC bus 21R is
connected to the RAT generator 171 via the secondary poWer
supply relay 282, the backup bus 29 and the primary poWer
supply relay 281. As described above, the AC poWer stabiliZ
systems 20L, 20R, the electric systems 20L, 20R are not
alWays electrically connected together.

[0065] A basic path through Which the electric poWer is
supplied from the AC poWer supply in each of the electric
ing device 30R is connected to the primaryAC bus 21R via the
systems 20L, 20R having the above con?guration Will be
normal path (path including ?rst starting sWitch relay 283)
described in brief. All of three-phase AC poWer (referred to as
and to the APU starter/ generator 124 (and primary AC bus
normal AC poWer for easier description) from the AC

poWer generators 14L, 14R, or the APU starter/ generator 124
is supplied to the primary AC buses 21L, 21R. Therefore, the
normal AC poWer is supplied to the poWer loads via the
21R) via the starting path (path including the second starting
sWitch relay 283).
[0061] In addition to the above stated poWer supply
devices, the above stated poWer supply buses, and the AC
poWer stabilizing device 30R, the right electric system 20R
primary AC buses 21L, 21R.

[0066] During a ?ight of the aircraft, if a situation occurs, in
mation, recti?cation, etc., such as a TRU 251R, a recti?er

252R, a recti?er element 253R, a transformer 261R, and a
voltage converter 262R. These transformer/recti?er compo
nents are connected to the primary AC bus 21R or to other
Which electric poWer cannot be supplied from any of the AC

poWer generators 14L, 14R and the APU starter/ generator
124, the RAT 17 is activated, and the RAT generator 171 starts
generating electric poWer. Since the RAT generator 171 is
connected to the primary AC buses 21L, 21R via the backup
bus 29, three-phase AC poWer (referred to as RAT AC
components (poWer supply buses, poWer supply devices) so
poWer for easier description) generated in the RAT generator
as to have the same con?guration as that of the left electric
171 is supplied to the primary AC buses 21L, 21R via the

backup bus 29.
[0067] At this time, the RAT AC poWer is supplied to poWer
includes components, referred to as transformer/recti?er
components for easier description), Which perform transfor
system 20L. The motor controller 333 is connected to the
primary AC bus 21R via the secondary poWer supply relay

282. The motor controller 334 is connected to the recti?er
253R via the DC bus 24R. No more detailed description of the
con?guration of the right electric system 20R Will be given.

[0062] The left electric system 20L and the right electric
system 20R are con?gured in such a manner that the essential
buses 22L, 22R are connected together via a right-left con
nection relay 284, the secondary AC buses 23L, 23R are

connected together via a right-left connection relay 284, and
the DC buses 27L, 27R are connected together via a right-left
connection relay 284. Each of the left electric system 20L and
the right electric system 20R is operative independently as the

electric system. If poWer generation in one of the electric
systems stops, the electric poWer can be supplied to the other
loads Which are at least required to enable the aircraft to ?y in
safety, i.e., the control surface actuators 15 and electric

devices connected to the essential buses 22L, 22R. Speci?
cally, the RAT AC poWer is supplied to the control surface
actuators 15 from the primary AC buses 21L, 21R via the
motor controllers 333, respectively. As described later, the
RAT AC poWer is converted into DC poWer by the AC poWer
stabiliZing devices 30L, 30R, and supplied to the essential

buses 22L, 22R by Way of the voltage converters 262L, 262R,
and the recti?er elements 252L, 252R, respectively.
[0068] At this time, the RAT AC poWer is not supplied to,
for example, the hydraulic/air-conditioning motor 161 Which
is anotherpoWer load. Therefore, the secondary poWer supply
relays 282 interposed betWeen the recti?ers 253L, 253R and
electric system by sWitching of the right-left connection

relays 284 present betWeen the poWer supply buses.
[0063] Since the left electric system 20L and the right elec
the primary AC buses 21L, 21R, are sWitched to a cut-off

state, to cut off the RAT AC poWer.
tric system 20R can be connected together as described

above, the electric poWer can be supplied from the AC poWer
[0069] [Components in Electric System]

[0070] Next, the poWer supply devices, the poWer supply
generator 14L Which is the AC poWer supply in the left elec

tric system 20L to the right electric system 20R, and the
electric poWer can be supplied from the secondary battery
13L Which is the DC poWer supply in the left electric system
20L to the right electric system 20R. The electric poWer is
supplied from the right electric system 20R to the left electric
buses and the transformer/recti?er components, etc., consti

tuting the electric systems 20L, 20R, Will be described spe
ci?cally. Among the poWer supply devices, the AC poWer
system 20L in the same manner. Since the APU starter/gen
generators 14L, 14R Which are one of the AC poWer supplies,
are provided in the left engine 11L, and the right engine 11R,
respectively, to generate the three-phase AC poWer, as
described above. The voltage and frequency of the three
US 2014/0032002 A1
phase AC power are not particularly limited. In the present

embodiment, as the AC power generators 14L, 14R, genera
tors With a variable frequency (VF) may be used, or genera
tors With a constant frequency (CF) may be used.
[0071] In a case Where the AC poWer generators 14L, 14R
are the VP generators, for example, its voltage may be
230VAC, and its frequency may be 360~800 HZVF. Or, the
voltage may be 1 l5VAC, and the frequency may be 360~800
HZVF. In this case, the transformers 261L, 261R, shoWn in
FIG. 1, may be omitted. In a case Where the AC poWer gen
erators 14L, 14R are the CF generators, for example, its
voltage may be 230VAC, and its frequency may be 400 HZCF.

Or, the voltage may be ll5VAC, and the frequency may be
400 HZCF. In this case, the transformers 261L, 261R may be
omitted.
[0072] The APU starter/generator 124 Which is one of the
AC poWer supplies, is mounted to a micro gas turbine (not
Jan. 30, 2014
AC bus 21L, thereby stabiliZing the electric system 20L. The

AC poWer stabiliZing device 30R is interposed betWeen the
AC poWer supply (AC poWer generator 14R) and the second
ary battery 13R to regulate a voltage of the primary AC bus
21R, thereby stabiliZing the electric system 20R. Its speci?c
con?guration Will be described later. The secondary batteries
13L, 13R are DC poWer supplies of the electric systems 20L,
20R, respectively. In the present embodiment, the secondary

batteries 13L, 13R have a rated voltage of 250V and a capac
ity of 10 AH (Ampere-Hour).
[0078] The secondary batteries 13L, 13R are con?gured to
absorb regenerative poWer from a great poWer load (electric
device, device built into aircraft) such as the control surface
actuator 15 and transiently supply necessary electric poWer to
the electric device. Speci?cally, the secondary batteries 13L,

13R may have a rated voltage Which alloWs the regenerative
poWer from the poWer load to be absorbed thereinto. In the
turbine is constructed such that a turbine and a compressor are
present embodiment, the rated voltage is 250V as described

above, but is not limited to this value. In the present embodi
ment, the capacity of the secondary batteries 13L, 13R is 10
coupled together coaxially, and the APU starter/generator
AH as described above, but is not limited to this value.
124 is attached to a compressor shaft. The three-phase AC
[0079] For example, as described later, in an electric system

of a conventional general aircraft, the rated voltage of the
shoWn) included in the APU 12 and generates three-phaseAC

poWer like the AC poWer generators 14L, 14R. The micro gas
poWer generated in the APU starter/generator 124 is, in the

present embodiment, 230VAC in voltage and 400 HZCF in
frequency, but may be ll5VAC in voltage and 400 HZCF in
frequency.
[0073]
The RAT generator 171 Which is anAC poWer sup
ply in emergencies is anAC poWer generator Which generates

electric poWer by rotation of a propeller of the RAT 17. The
RAT generator 171 is con?gured to generate necessary and
minimum three-phaseAC poWer to enable the aircraft to ?y in
safety. The backup bus 29 connected to the RAT generator
171 is provided to supply the three-phase AC poWer from the
RAT generator 171 to the primary AC buses 21L, 21R.
[0074]
In the present embodiment, the primary AC buses
21L, 21R are poWer supply buses in Which its rated voltage is
230VAC. The primary AC buses 21L, 21R are provided to
supply the three-phase AC poWer from the AC poWer genera
tors 14L, 14R, the APU starter/generator 124 or the RAT
generator 171, to the left electric system 20L and to the right
electric system 20R.
[0075] The TRUs 251L, 251R convert the electric poWer of
230VAC from the primary AC buses 21L, 21R into electric
poWer of 28VDC. The DC buses 27L, 27R are poWer supply
buses used to supply the electric poWer of 28VDC obtained
by conversion by the TRUs 251L, 251R, to the essential buses
22L, 22R. In the present embodiment, the essential buses
22L, 22R are poWer supply buses in Which its rated current is
28VDC. The essential buses 22L, 22R are used to supply the
electric poWer of 28VDC obtained by conversion in the TRUs
251L, 251R, to control systems Which are important in
manipulation of the aircraft (e.g., display device or control
device, etc., Which are important in manipulation of the air
craft).
[0076]
The transformers 261L, 261R decrease the voltage
secondary battery is 24VDC (see secondary battery 913 in

FIG. 12). By comparison, for example, the rated voltage of
the secondary batteries 13L, 13R of the present embodiment
is 250V, and is substantially equal to the voltage (230VAC) of
the AC poWer generators 14L, 14R, or the voltage of the APU
starter/ generator 124.
[0080] Therefore, preferably, the rated voltage of the DC
poWer supplies (secondary batteries 13L, 13R, capacitors

described later, etc.) used in the present embodiment is at
least about ten times (speci?cally, about 8 to 12 times) as large
as the rated voltage of a secondary battery of a conventional
general aircraft and is at least equal to (speci?cally, about 0.9
to 1.1 times) as large as the rated voltage of an AC poWer
supply of the conventional general aircraft. The DC poWer
supplies having such a rated voltage are able to absorb the
regenerative poWer from the poWer loads and adequately

address a voltage decrease (drop) due to overload as
described later.
[0081] The DC poWer supplies are not limited to those
having such a rated voltage or capacity. DC poWer supplies
having a greater rated voltage or capacity may be used as
necessary so long as the DC poWer supplies are able to absorb
the regenerative poWer from the poWer loads.

[0082] The voltage converters 262L, 262R decrease
250VDC from the secondary batteries 13L, 13R to 28VDC.
The recti?er elements 252L, 252R rectify the electric poWer
of 28VDC Which is the decreased voltage such that the elec
tric poWer is ?oWed toWard the essential buses 22L, 22R.
Therefore, the essential buses 22L, 22R can be supplied With
the electric poWer from the secondary batteries 13L, 13R, as
Well as the electric poWer from the primary AC buses 21L,
21R.
of the electric poWer of AC 230V from the primary AC buses

21L, 21R to ll5VAC. The secondary AC buses 23L, 23R are
used to supply the electric poWer of ll5VAC obtained by
voltage decrease in the transformers 261L, 261R, to the elec
the recti?ers 253L, 253R, respectively, supply the converted
tric devices or electronic devices Which are incorporated into

the aircraft.
hydraulic/air-conditioning motors 161.
[0077] The AC poWer stabiliZing device 30L is interposed

betWeen the AC poWer supply (AC poWer generator 14L) and
the secondary battery 13L to regulate a voltage of the primary
[0084] The primary poWer supply relays 281, the secondary

poWer supply relays 282, the starting sWitch relays 283, the
right-left connection relays 284, and the DC poWer supply
[0083] The recti?ers 253L, 253R convert the electric poWer

of 230VAC from the primary AC buses 21L, 21R into electric
poWer of +/270VDC. The DC buses 24L, 24R connected to
electric poWer of +/ 270VDC to great poWer loads such as the
US 2014/0032002 A1
switch relays 285, are relay components Which are con?g

ured to suitably perform switching betWeen connection and
disconnection of the electric poWer, in desired locations of the
left electric system 20L and the right electric system 20R.
Note that these relay components are depicted by symbols of
capacitors in FIG. 1.
[0085] The primary poWer supply relays 281 are relay com
ponents directly connected to the AC poWer supplies. The
primary poWer supply relays 281 are in a connected state
When the electric poWer is supplied from the AC poWer sup
plies to the primary AC buses 21L, 21R, etc., and are in a
disconnected state When the electric poWer is not supplied
from the AC poWer supplies to the primary AC buses 21L,
Jan. 30, 2014
primary AC buses 21L, 21R via the TRUs 251L, 251R and the
DC buses 27L, 27R to be supplied to the essential buses 22L,
22R. For example, the DC poWer supply sWitch relays 285 are
in a connected state in a case Where the electric poWer is
supplied from the primary AC buses 21L, 21R via the TRUs
251L, 251R and the DC buses 27L, 27R and are in a discon
nected state in a case Where the electric poWer cannot be
supplied from the primary AC buses 21L, 21R to the essential

buses 22L, 22R.
[0090] The speci?c con?guration of the above described

poWer supply devices, poWer supply buses, transformer/rec
ti?er components, relay components, etc ., are not particularly
limited, but poWer supply devices, poWer supply buses, rec
21R, etc. The secondary poWer supply relays 282 are relay
ti?ers, transformers, etc., Which are knoWn in the ?eld of the
components (except for the primary poWer supply relays 281

and the starting sWitch relays 283) directly connected to the
primary AC buses 21L, 21R. The secondary poWer supply
aircraft, may be used, except for special cases. In addition,

knoWn con?gurations of the aircraft may be suitably used for
relays 282 are in a connected state When the electric poWer is
tors.
the poWer loads such as the motor controllers and the actua
supplied from the AC poWer supplies to the components via
[0091]
the primary AC buses 21L, 21R, and are in a disconnected

state When the electric poWer is not supplied from the AC
Device]
poWer supplies to the components via the primary AC buses

21L, 21R.
[0086] The starting sWitch relays 283 are relay components
connected to the AC poWer stabiliZing devices 30L, 30R. In
the present embodiment, tWo starting sWitch relays 283 are
connected to each of the AC poWer stabiliZing devices 30L,
30R. One (?rst starting sWitch relay) of the tWo starting
sWitch relays 283 is interposed betWeen each of the AC poWer
stabiliZing devices 30L, 30R and the primary AC bus 21L.
[Basic Con?guration of AC PoWer Stabilizing
[0092] Exemplary basic con?guration of the AC poWer sta

biliZing devices 30L, 30R connected to the electric systems
20L, 20R, respectively, Will be described speci?cally With

reference to FIGS. 2 to 4.
[0093]
As shoWn in FIGS. 2 to 4, the AC poWer stabiliZing
device 30L or 30R of the present embodiment includes at

least a poWer converter section 33, a primary AC bus moni
toring section 34, a secondary battery monitoring section 35,

and a poWer stabilizing control section 36. FIG. 2 is a sche
matic block diagram shoWing the overall con?guration of the
The other starting sWitch relay (second starting sWitch relay)
AC poWer stabiliZing device 30L, 30R. FIGS. 3 and 4 are
283 is interposed betWeen each of the AC poWer stabiliZing

devices 30L, 30R and the APU starter/generator 124.
[0087] The second starting sWitch relays 283 are, as
described later, in a connected state in the case Where the APU
schematic block diagrams shoWing the con?guration of con

trol performed by the poWer stabiliZing control section 36.
Therefore, in FIGS. 3 and 4, for the sake of easier explanation,
the primary AC bus monitoring section 34 and the secondary
starter/generator 124 is activated. This alloWs the AC poWer

stabiliZing devices 30L, 30R to be connected to the APU
battery monitoring section 35 shoWn in FIG. 2 are omitted.

[0094] The poWer converter section 33 alloWs conversion
starter/generator 124 via the paths (starting paths) Without via
betWeen the DC poWer and the AC poWer to occur betWeen
the primaryAC buses 21L, 21R. In a case Where theAC poWer
the secondary battery 13L, 13RWhich is the DC poWer supply
is supplied from the AC poWer generators 14L, 14R (or APU

starter/generator 124, RAT generator 171), and others, via the
primary AC buses 21L, 21R, the second starting sWitch relays
and the AC poWer generator 14L, 14R or the APU starter/

generator 124. In the present embodiment, the poWer con
283 are in the disconnected state, and the AC poWer stabiliZ
ing devices 30L, 30R are connected to the primary AC buses
21L, 21R via the normal paths (paths including the ?rst start
ing sWitch relays 283).

[0088] As described above, the right-left connection relays
284 are relay components Which enable the electric poWer to
be supplied betWeen the left electric system 20L and the right
electric system 20R. The right-left connection relays 284 are
verter section 33 includes a PWM converter 331 and a boost

converter 332.
[0095] As shoWn in FIG. 3, the PWM converter 331 starts

the APU starter/generator 124 in the state in Which the PWM
converter 331 is connected to the APU starter/generator 124
of theAPU 12 via the starting path (see FIG. 1) by performing

sWitching of tWo starting sWitch relays 283. Therefore, the
nected state in the case Where the electric poWer is not sup
PWM converter 331 corresponds to the motor controller of

the APU starter/generator 124. Based on the output of the
PWM converter 331, the primary AC bus 21L, 21R is stabi
liZed. The speci?c con?guration of the PWM converter 331 is
not particularly limited. In the present embodiment, as the
PWM converter 331, an inverter circuit using, for example,
plied from one of the electric systems 20L, 20R to the other of
IGBT (Insulated Gate Bipolar Transistor) is used.
the electric systems 20L, 20R. In other Words, the right-left
[0096] As shoWn in FIGS. 3 and 4, the boost converter 332

is connected to the secondary battery 13L, 13R and boosts the
DC poWer from the secondary battery 13L, 13R to supply the
DC poWer to the PWM converter 331. The speci?c con?gu
in the connected state in the case Where the electric poWer is
supplied from one of the electric systems 20L, 20R to the

other of the electric systems 20L, 20R, and are in the discon
connection relays 284 are in the disconnected state under the

state in Which both of the left and right AC poWer generators
14L, 14R are operating normally, and are in the connected
state under the state in Which only one of the left and right AC
poWer generators 14L, 14R is operating normally, the AC

poWer is supplied from the APU starter/ generator 124, etc.
[0089] The DC poWer supply sWitch relays 285 are relay
components Which alloW the DC poWer supplied from the
ration of the boost converter 332 is not particularly limited. In
the present embodiment, for example, a bidirectional chopper

circuit using IGBT is used as the boost converter 332. The
boost converter 332 may be omitted if it is not necessary to
boost the DC poWer from the secondary battery 13L, 13R.

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US 20140032002A1

(19) United States

(43) Pub. Date:

ELECTRIC SYSTEM STABILIZING SYSTEM

(75) Inventors: Atsushi IWASHIMA, Yamagata-shi

Jan. 30, 2014

Amagasaki-shi (JP); Kazuya MATSUO,

CPC .................................... .. G05B 13/02 (2013.01)

Kobe-shi (JP); Joseph 5- BREIT,

USPC ........................................................ .. 700/295

Bellevue, WA (US); Farhad NOZARI,

Assignees; THE BOEING COMPANY, Chicago,

Appl, NO; 13/561,670

An electric system of an aircraft includes a power stabilizing

battery is controlled to stabilize the electric system.

in the primary AC bus, charging/ discharging of the secondary

Patent Application Publication

Jan. 30, 2014 Sheet 1 0f 12

Patent Application Publication

Jan. 30, 2014 Sheet 2 0f 12

FRQM ELECTRIC SYSTEM

Patent Application Publication

Jan. 30, 2014 Sheet 3 0f 12

Patent Application Publication

Jan. 30, 2014 Sheet 5 0f 12

Patent Application Publication

Jan. 30, 2014 Sheet 6 0f 12

Patent Application Publication

Jan. 30, 2014 Sheet 8 0f 12

Patent Application Publication

Jan. 30, 2014 Sheet 9 0f 12

Patent Application Publication

Jan. 30, 2014 Sheet 10 0f 12

Patent Application Publication

Jan. 30, 2014 Sheet 11 0f 12

Patent Application Publication

Jan. 30, 2014 Sheet 12 0f 12

ELECTRIC SYSTEM STABILIZING SYSTEM

1. Field of the Invention

stabilizing system for an aircraft. Particularly, the present

and is electrically driven mainly by AC poWer.

Typically, as poWer systems for an aircraft, three

kinds of systems, Which are a hydraulic system, a breed air

aircraft. The hydraulic system is employed for the operation

employed for the operation of air conditioning devices, pres

hydraulic system and a portion of the breed air system are

replaced by the electric system having a higher ef?ciency. For

the control surface) mounted to the aircraft, electric (electri

conventional hydraulic (hydraulically poWered) actuators.

the electric system, is typically named MEA (more electric

It is knoWn that With a progress of the MEA, a

change (?uctuation) in a poWer supply voltage tends to occur,

electric system rises signi?cantly temporarily (for a certain

Jan. 30, 2014

sized heat radiator. Because of incorporation of the large

Accordingly, for example, Patent Literature 1: US

Patent Publication NO. 2009/0302153 discloses an electric

system in Which surplus electric poWer such as regenerative

decrease is made up for, by using a DC poWer supply such as

typical commercial aircraft, AC poWer of ACll5V and a

variable frequency of 360 to 800 Hz, is mainly used. By

cally driven mainly by DC cannot be applied Without some

[0010] The present invention has been developed to solve

provided in an engine, and thereby an engine gear box might