AIAA-2000-2801

A NOVEL START SYSTEM

FOR AN AIRCRAFT AUXILIARY POWER UNIT

Cristian Anghel
Honeywell Engines & Systems Toronto
3333 Unity Drive, Mississauga, Ontario, Canada, L5L 3S6
Cristian.Anghel@Honeywell.com

ABSTRACT the Generator AC Buses, when power from the main

This paper describes the design and the main
technical characteristics of a new Start System for an
Aircraft Auxiliary Power Unit (APU). By using the
latest improvements in power electronics and
microelectronics this system eliminates the
conventional DC starter by driving the generator
installed on the APU as a motor to achieve the start.
The developed Start System eliminates one
battery, dedicated for APU starting, the DC Starter and
its Clutch Assembly, while providing a faster start,
assisting the APU acceleration up to 8,400 rpm (vs.
6,000 rpm provided by the DC Starter).
This new system extends the APU life by
maintaining lower engine temperatures during start.
The battery voltage control feature, that maintains this
voltage at 18/20 VDC during start and the option of
using AC power for start, to save battery power is
another advantage over the classical DC.
This new Start System is installed in over 650
commercial airplanes and the operation in revenue
service has proved its high reliability. Presently its
MTBF is 600 % higher than the Time Between
Overhauls (TBO)for the DC Starter, while assuring an
increased performance and safety in operation.
I. INTRODUCTION
A typical Electrical Power System of a
commercial twin-jet aircraft has two 400 Hz, 3 phase,
1W200 VAC buses, each supplied by main engine
driven AC generators. These are the primary electrical
power sources. The DC power is obtained from the
AC power, employing Transformer Rectifier Units,
and from battery.
An M U driven generator is installed to supply
secondary electric power, on the ground or in fight to
generator is not available.
The APU Generator (400 Hz, 3 phase, 115/200
VAC) output is connected to one or both Generator AC
Buses via the APU Power Breaker (APB). The external
power source is connected to one or both Generator AC
Buses when the aircraft is on the ground.
The APU also provides pneumatic power for
the Environmental Control System and Main Engine
Starting. Figure 1 presents the new APU Start System.
The Electronic Control Unit (ECU) governs
the operation of the APU by providing auto-start
sequencing, self-monitoring and auto-shutdown based
on airplane demands to provide pneumatic air and
electrical power to the airplane.
The APU Start System developed by
Honeywell comprises the following main components:
the Start Power Unit (SPU), the Start Converter Unit
(SCU) and the brushless synchronous APU Generator
used in system as StartedGenerator (S/G).
The SPU and SCU convert airplane electrical
power, either AC or DC, into accelerating power
supplied to the S/G. The S/G converts this power to
torque to rotate the APU. Following a successful APU
start, the S/G supplies 3-phase AC power to the
aircraft power distribution system.
The APU Generator Control Unit (AGCU) is
responsible for monitoring the APU generator's output
power, quality and enabling the operation of the
Voltage Regulator (VR) installed in the SCU.
The Power Distribution Panel (PDP) houses
the APB and the S/G feeder current transformers. The
APB channels 3-phase AC power in the Generate
Mode by interfacing the S/G output with the aircraft
power distribution system. The Current Transformers
(CTs) sense the generator output current.
This new system has two distinct operating
modes: Start Mode and Generate Mode.

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 PDP
AC TIE BUS

CONVERTER I

IdBAlTERY

r
I ,
L

START
POWER

Figure 1 - APU Start System Block Diagram

Section I1 of this paper contains the APU in the main stator windings.
Start System description and operation. Section I11
presents the experimental results and Section I'ir is
designated for conclusions.

11. APU START SYSTEM DESCRIPTION A

El
OPERATION

A. StarterIGenerator

The S/G contains three generators in one

case. The simplified schematic of this generator is
presented in Figure 2. The Generate Mode of
operation is described first.
A Permanent Magnet Generator (PIMG)
supplies power for voltage regulation. An Exciter
Generator supplies field excitation power for the main
AC generator. The Main AC Generator supplies AC
three phase power for the electrical system. The AC
output of the PMG is used to provide exciter field
power controlled by the Voltage Regulator. The VR
rectifies and conditions this output and sends it back to
the exciter generator field winding. The voltage
magnitude at the Point Of Regulation (POR) is
compared to a set value to control the exciter field
winding current.
The DC current in the exciter field winding
produces an electromagnetic field in the rotor exciter
armature which induces an AC voltage (in the
exciter's armature). A three phase, full-wave diode
bridge rectifies the AC output of the exciter generator
into DC power which is supplied to the main AC
generator rotor to produce an electromagnetic field.
This DC field induces three phase AC voltage
PMG EXCITER RAIN RESOLVER
Figure 2 - StartedGenerator Schematic Diagram
During Start Mode the stator excitation
winding is supplied with single phase, constant
frequency 400 Hz, AC voltage that produces, through
a transformer effect, an electromagnetic field in the
exciter's armature at zero rotational speed.
The SCU supplies the main winding of the
stator with a balanced set of currents, controlled in
function of the rotor position, such that maximum
torque is achieved. This position is provided to the
SCU by the resolver installed in the S/G. In this mode
the PMG power is not used.
The electromagnetic torque [ 11 produced by a
synchronous machine in the d-q reference frame is
defined by:
3 P
T~ = - . -. ( A d s . iqs - aqs. i d s ) (1)
2 2
A are flux linkages, i are currents, P is the number of
poles and X,, is the d axis magnetizing inductance.

8
 This Start System is using a control scheme
that impresses the stator current vector along with the
q axis, eliminating the ih component of the current,
and equation (1) is reduced to:
The two controllable terms dictating the
torque produced by the S/G become in this case the
stator and the field current, making the synchronous
machine analogous to a DC machine.
B. Start Power Unit
The SPU converts aircraft electric power,
either AC or DC, to steady state DC voltage for the
DC link used by the SCU. The SCU controls the
SPU's conversion mode, selecting AC power
conversion as a priority.
If AC is not available then DC battery power
conversion is selected.
115VpI:
Figure 3 - SPU and SCU Functional Block Diagram
Figure 3 shows the SPU block diagram. The
functional groups of the SPU are:
1. DC/DC Converter
2. AC/DC Converter
The DCDC Converter converts 28 VDC
battery power into a 300 VDC output. This output is
utilized by the SCU. This converter provides internal
health monitoring signals to the S C U .
9
The ACDC Converter converts 3-phase AC
power into a 270 VDC output. The diode bridge is
supplied through a 3 phase, step-up (1 :1.19, isolation
transformer. The output of this bridge is utilized by
the SCU as APU start power.
The AC/DC section includes relays, soft start circuit,
snubber and input EM1 filter (not shown in the block
diagram).
The converter supplies the DC llnk with 270 VDC
power when commanded by the SCU.
C. Start Converter Unit
The SCU converts DC power from the SPU
to provide conditioned 3-phase stator power and single
phase field excitation to the S/G. In this mode the S/G
operates as a motor for starting the APU. The SCU
also contains the S/G's Voltage Regulator. When the
APU reaches 95 % of rated speed, the VR in the SCU
is commanded to regulate the SJG output by
9at.t converterunit
YG
+
STATOR
YG
mum
+
controlling the field excitation.
Figure 3 shows the SCU functional block
diagram. The SCU's functional groups applicable to
Start Mode are:
1. DC/AC Inverter
2. Exciter Power Supply (EXPS)
3. Control Power Supply (CPS)
4. Control and Protection Logic (CPL)
 The DC/AC Inverter converts the DC voltage The Control Power Supply (CPS) provides
from the DC Link into PWM regulated 3-phase AC control power to various modules in the SCU. It
output power to accelerate the SG. During the start converts 28 VDC from the aircraft Switched Hot
mode the inverter varies the 3-phase output voltage, Battery Bus (SHBB) and 270-300 VDC Link voltage
current, and frequency as a function of S/G shaft into various levels of analog, digital, and switched
position and speed. The inverter provides a current control voltages. The CPS also supplies the power to
schedule as a function of speed to the S/G to produce energize the SPU and SCU relays.
the torque required to start the APU.
The inverter control includes battery voltage The Voltage Regulator (not shown in the
control circuitry. This circuitry prevents the battery block diagram) provides APU S/G field excitation
voltage from falling below 18 V on ground and 20 V control. It converts 3-phase AC Permanent Magnet
in air. Generator voltage to DC voltage for the VR control
The gate drivers of the inverter provide over- power and the S/G exciter field. The VR provides
current protection for the switching devices. Also the voltage regulation of the 3-phase S/G output. The
inverter control provides over-current and unbalance regulator provides S/G current limiting during POR
protection for the output current. In case of either short circuits.
over-currenthnbalance condition the inverter flags the The VR provides BITE data to the CPL for
condition to the CPL. The inverter monitors the DC fault isolation of the Voltage Regulator, S/G Shorted
link current and sends this information to the CPL. Rotating Diode (SRD) and the S/G, for selected fault
conditions. These faults are flagged to the CPL. The
The CPL contains the reference voltages and Voltage Regulator provides a signal representing PMG
logic to control the sequencing of the SCU and SPU frequency to the AGCU. The VR receives the VR
operation. The CPL enables or disables functional Enable, OV and W signals from the AGCU via SCU
modules, relays, and cooling fan depending on the conditioning circuits.
operating state. The CPL provides an enable or Figure 4 presents the actual hardware, SCU
disable signal to the following items: and SPU, presently in aircraft revenue service.
0 DC/AC Inverter
Exciter Power Supply
DCDC Converter (SPU)
0 ACDC Converter (SPU)
0 SPU and SCU Relays
This module supplies excitation power to the resalver
located in the generator. The resolver provides
generator angular position and speed information to
the inverter. CPL also provides a signal to the Exciter
Power Supply to regulate the exciter field current.
The CPL receives command signals fiom
other Line Replaceable Units (LRUs) in the APU
system. The functional modules relay information
back to the CPL functional group. Data related to the
CPL include temperature sensors readings, failure
flags, Built-In-Test-Equipment (BITE) flags and status
flags. BITE provides fault monitoring and fault
isolation to the LRU level: SCU, SPU or S/G failure.

The Exciter Power Supply (EXPS) converts

DC link power into a single phase, fixed frequmcy,
variable currentholtage output. The output of the
EXPS is used to excite the S/G during the Start Mlode.
The EXPS receives a control signal from the CPL to
control the output current supplied to the exciter field.
The EXPS provides two fault flags to the CPL: a flag
for internal failures of the EXPS and a flag for
excitation wiring or S/G winding failure. Figure 4

1‘0
 111. TEST RESULTS
The verification and validation of the new
Start System required extensive testing during the
development of the SPU and SCU. The testing was
performed in the Honeywell Power Lab in Toronto.
r--
1 I -' 140.0 , I
120.0 7
100.0
80.0
60.0
40.0
20.0
#----+-----
--a
0.0
0 2Ooo 4000
Angular Velocity [RPM]
Figure 5
Figure 5 shows the two key parameters
contributing to the start: the S/G stator phase currents
and the difference between the S/G torque and the
APU drag torque vs. angular speed. This torque
difference is named on the plot Accelerating Torque.
It is important to note that when the main
stator winding is supplied with 125 Arms maximum,
less than half of rated current in Generate Mode at
rated power, the S/G torque value exceeds
substantially the APU drag torque (i.e. positive
Accelerating Torque), resulting in a fast APU start.
IV. CONCLUSIONS
The SPU/SCU Start System is a high
performance motor controller that can be easily
adapted for any 3-phase AC machine (induction,
permanent magnet) used in aerospace applications
requiring precise torquekpeed control.
This Start System presents important advantages over
the conventional DC Starter:
0 eliminates one battery, dedicated for APU
starting, the DC Starter and its Clutch Assembly
0 provides a faster start, assisting the APU
acceleration up to 8,400 rpm (vs. 6,000 rpm
provided by the DC Starter)
0 extends the APU life by maintaining lower engine
temperatures during start
0 maintains the battery voltage at 18/20 VDC
during start (vs. DC Starter, that causes at start a
dip in battery voltage)
uses AC power for start, to save battery power
and extend the battery life (non-existent with a
conventional starter)
efficiency of the new system during start is higher
I 1
than that of the conventional system (75% vs.
60%)
eliminates significant wire weight due to battery
cables between avionics bay and APU
The voltage regulation function provides,
under steady-state conditions, a POR voltage of
115B.O Vrms. The voltage regulation is maintained
within 2 % throughout the range of the continuous
load (0-90 KVA) and within 2.6 % under 200 %
overload conditions.
6Ooo
This new Start System is installed in over 650
commercial airplanes and the operation in revenue
service has proved its high reliability. Presently its
MTBF exceeds the requiredpredicted numbers.
The MTBF is 600 % higher than the Time Between
Overhauls for the DC Starter, while assuring an
increased performance and safety in operation.
The solid-state unit with modular cabling and
component packaging decreases substantially the
maintenance cost. The field data show that this system
provides very good performances for all operating
conditions encountered in the aircraft.
ACKNOWLEDGMENTS
The author wishes to thank to Mr. Rocco
Divito of Honeywell for sharing some of the design
experience of the APU Start System and for the
suggestions provided during the review of this paper.
REFERENCES
1. P. Krause, Analysis of Electric Machiney, p 227,
IEEE PRESS,New York (1995)
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