Comparison of different electrical HVDC-architectures for aircraft application

Brombach, J.; Lucken, A.; Nya, Brice; Johannsen, Martin; Schulz, Detlef

doi:10.1109/esars.2012.6387380

Cited by 58 publications

(33 citation statements)

References 2 publications

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“…• +/-270V DC 2 phases with ground • 270V DC 1 phase with ground • +/-135V DC two phases with ground • +/-135V DC 2 phases without ground The conclusion of [23] certifies that in most cases, HVDC EPS can save weight from 4% (270/0V architecture with 230V AC supply) up to 28% (270/0V architecture with 115V AC supply). Fig.…”

Section: High Voltage DC (Hvdc) Aircraft Epsmentioning

confidence: 93%

Review of aircraft electric power systems and architectures

Zhao

Guerrero

2014

2014 IEEE International Energy Conference (ENERGYCON)

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In recent years, the electrical power capacity is increasing rapidly in more electric aircraft (MEA), since the conventional mechanical, hydraulic and pneumatic energy systems are partly replaced by electrical power system. As a consequence, capacity and complexity of aircraft electric power systems (EPS) will increase dramatically and more advanced aircraft EPSs need to be developed. This paper gives a brief description of the constant frequency (CF) EPS, variable frequency (VF) EPS and advanced high voltage (HV) EPS. Power electronics in the three EPS is overviewed.

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Section: High Voltage DC (Hvdc) Aircraft Epsmentioning

confidence: 93%

Review of aircraft electric power systems and architectures

Zhao

Guerrero

2014

2014 IEEE International Energy Conference (ENERGYCON)

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“…According to the aeronautical standard [28], the maximum allowable DC voltage is 270 V, which cannot be sufficient when a high power is required. In the paper, the investigations shown in the following sections are carried out assuming the possibility to use both the 270 V and the 540 V voltage levels on the DC-link [29,30]. As previous mentioned, the storage system is connected to the DC-link using a DC-DC converter: the use of this converter allows the stabilization on the DC-link also during the performance of electric power-train, when the discharge of currents determines the reduction of output voltage of the battery pack.…”

Section: Optimal Design Of Battery Storage Systemsmentioning

confidence: 99%

Modeling and Investigation of a Turboprop Hybrid Electric Propulsion System

et al. 2018

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Hybrid electric propulsion in the aviation field is becoming an effective alternative propulsion technology with potential advantages, including fuel savings, lower pollution, and reduced noise emission. On the one hand, the aeroengine manufacturers are working to improve fuel consumption and reduce pollutant emissions with new combustion systems; on the other hand, much attention is given to reducing the weight of the batteries increasing the energy density. Hybrid electric propulsion systems (HEPS) can take advantage of the synergy between two technologies by utilizing both internal combustion engines (ICEs) and electric motors (EMs) together, each operating at their respective optimum conditions. In the present work, some numerical investigations were carried out by using a zero-dimensional code able to simulate the flight mission of a turboprop aircraft, comparing fuel consumption and pollutant emissions of the original engine with other two smaller gas turbines working in hybrid configuration. An algorithm has been implemented to calculate the weight of the batteries for the different configurations examined, evaluating the feasibility of the hybrid propulsion system in terms of number of non-revenue passengers.

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“…DC-AC converters are likely to perform many of the power conversion functions in a MEA power system, such as engine starting and active rectification functions in the generator converters, control of high speed pumps and flight control actuators, and synthesizing an AC electrical system for the hotel and auxiliary loads. Therefore there is a growing need for high efficiency DC-AC converters capable of operating at powers in the kWs range and at fundamental frequencies of 400 Hz and above [1,2]. High efficiency is essential to minimize the size of the converter and reduce fuel burn.…”

Section: Introductionmentioning

confidence: 99%

“…Some of the key benefits of the MEA concept include improving fuel efficiency and reducing the maintenance costs [1]. As a result of this technology change, a number of new electrical power system architectures are being developed including AC and DC sub-systems which require a range of power electronic converters to form the interconnections [1,2]. DC-AC converters are likely to perform many of the power conversion functions in a MEA power system, such as engine starting and active rectification functions in the generator converters, control of high speed pumps and flight control actuators, and synthesizing an AC electrical system for the hotel and auxiliary loads.…”

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Analysis of SiC Technology in Two-Level and Three-Level Converters for Aerospace Applications

Yapa

Forsyth

Todd

2014

7th IET International Conference on Power Electronics, Machines and Drives (PEMD 2014)

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There is a growing need for highly efficient, power dense DC-AC converters to support a number of future more electric aircraft technologies. SiC has been identified as a potential technology to improve the efficiency of these converters. To analyse the semiconductor losses, this paper presents the semiconductor loss equations for the two-level converter (2LC), three-level neutral point clamped converter (3LNPCC) and the three-level T-Type converter (3LTTC). Based on the equations and current datasheet information, it is identified that SiC technology offers significant reductions in losses compared with traditional Si devices. The paper also discusses a number of hybrid device combinations to achieve the benefits of high efficiency in SiC technology and low cost of Si technology. Based on the semiconductor losses the converter efficiencies in the SiC 2LC and the 3LTTCs are about 3-4 % higher than in the Si 2LC for a 42 kW three phase converter operating at a 25 kHz switching frequency.

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Comparison of different electrical HVDC-architectures for aircraft application

Cited by 58 publications

References 2 publications

Review of aircraft electric power systems and architectures

Review of aircraft electric power systems and architectures

Modeling and Investigation of a Turboprop Hybrid Electric Propulsion System

Analysis of SiC Technology in Two-Level and Three-Level Converters for Aerospace Applications

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