US20140197681A1 - Electric system stabilizing system for aircraft - Google Patents

Electric system stabilizing system for aircraft Download PDF

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Publication number
US20140197681A1
US20140197681A1 US13/561,572 US201213561572A US2014197681A1 US 20140197681 A1 US20140197681 A1 US 20140197681A1 US 201213561572 A US201213561572 A US 201213561572A US 2014197681 A1 US2014197681 A1 US 2014197681A1
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US
United States
Prior art keywords
power
power supply
bus
electric
voltage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US13/561,572
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English (en)
Inventor
Atsushi IWASHIMA
Kazushige Sugimoto
Kazuya Matsuo
Joseph S. Breit
Farhad Nozari
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kawasaki Motors Ltd
Boeing Co
Original Assignee
Kawasaki Jukogyo KK
Boeing Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kawasaki Jukogyo KK, Boeing Co filed Critical Kawasaki Jukogyo KK
Priority to US13/561,572 priority Critical patent/US20140197681A1/en
Assigned to KAWASAKI JUKOGYO KABUSHIKI KAISHA, THE BOEING COMPANY reassignment KAWASAKI JUKOGYO KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: BREIT, JOSEPH S., NOZARI, FARHAD, SUGIMOTO, KAZUSHIGE, MATSUO, KAZUYA, IWASHIMA, Atsushi
Priority to CN201380039140.3A priority patent/CN104471818B/zh
Priority to US14/418,075 priority patent/US10029631B2/en
Priority to BR112014030778-4A priority patent/BR112014030778B1/pt
Priority to PCT/US2013/052583 priority patent/WO2014022316A1/en
Priority to EP13825807.4A priority patent/EP2880734B1/en
Priority to CA2971338A priority patent/CA2971338C/en
Priority to CA3019466A priority patent/CA3019466C/en
Priority to JP2015525494A priority patent/JP6397409B2/ja
Priority to CA2871962A priority patent/CA2871962C/en
Publication of US20140197681A1 publication Critical patent/US20140197681A1/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/53—Batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/55—Capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/56—Mechanical storage means, e.g. fly wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D41/00—Power installations for auxiliary purposes
    • B64D41/007—Ram air turbines
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J4/00—Circuit arrangements for mains or distribution networks not specified as ac or dc
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D2221/00—Electric power distribution systems onboard aircraft
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/44—The network being an on-board power network, i.e. within a vehicle for aircrafts
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/50—On board measures aiming to increase energy efficiency
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present invention relates to an electric system stabilizing system for an aircraft.
  • 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 based on AC power.
  • a 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, pressure application devices, de-icing devices, and others, in the interior of the aircraft.
  • the electric system is employed for the operation of electronic devices.
  • MEA more electric aircraft.
  • the breed air system generates a great energy loss.
  • the breed air system By constructing the breed air system as the electric system, a fuel efficiency can be improved.
  • pipes are required to circulate or send power media (hydraulic oil in the case of the hydraulic system, air in the case of the breed air system), in both of the hydraulic system and the breed air system.
  • power media hydroaulic oil in the case of the hydraulic system, air in the case of the breed air system
  • piping layout or a mounting work of the pipes can be simplified or omitted, which can reduce manufacturing cost.
  • all of the power systems can be replaced by the electric systems, maintenance of only the electric systems is performed, which allows the power systems to be managed more easily and maintained more easily.
  • Patent Literature 1 Japanese Laid-Open Patent Application Publication No. 2007-015423 discloses that a lightweight and high-efficiency power supply system is provided in all electric aircraft (AEA) by changing a general concentrated power distribution method to a dispersed power distribution method, in an electric system.
  • FIG. 14 shows an example of an electric system of an MEA at the present moment.
  • two starter/generators are provided for each of a left engine 11 L, a right engine 11 R, and an auxiliary power unit (APU) 12 in the aircraft.
  • These starter/generators are able to generate AC power of 230 VAC.
  • the AC power of 230 VAC is rectified by automatic transformer-rectifiers (ATRU) 255 L, 255 R via primary AC power supply buses 211 L, 212 L, 211 R, 212 R, and DC power of +/ ⁇ 270 VDC is supplied to motor controllers 331 of power loads 15 via DC power supply buses 241 L, 242 L, 241 R, 242 R.
  • driving motors (M in FIG. 14 ) included in the power loads 152 are actuated.
  • an electric system be stabilized by suppressing a change (fluctuation) in a power supply voltage as well as addressing the increase in a power generation amount. For example, if regenerative power occurs in a load in which greater regenerative power (return of electric power) occurs as compared to another load, such as an actuator for controlling a control surface, a voltage in the electric system significantly increases temporarily (for a specified time). Or, if the power loads to be supplied with the electric power increase in number temporarily, a significant voltage decrease (drop) occurs.
  • 2009/0302153 discloses an electric system in which surplus electric power such as regenerative power is absorbed or deficient electric power due to a voltage decrease is made up for, by using a DC power supply such as a battery or a capacitor, in a small-sized aircraft.
  • Patent Literature 1 does not disclose avoidance or suppressing a change in power supply voltage.
  • the electric system disclosed in Patent Literature 2 is electrically driven mainly by DC 270V. Although it is recited that this electric system is also applicable to AC115V, etc., its specific application is not explicitly disclosed. Since the electric system in a general commercial aircraft is electrically driven mainly by AC, a technique intended for the electric system electrically driven mainly by the DC is not applicable to the electric system electrically driven mainly by AC unless it is modified.
  • 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, without a great design change, in an aircraft having been more electrified and including the electric system which is electrically driven mainly by AC power.
  • an electric system stabilizing system for aircraft comprising at least: an electric system including a DC power supply and an AC power supply as an electric power supply device, an AC power supply bus connected to the AC power supply, a DC power supply bus connected to the DC power supply, and a power converter section for converting AC power from at least the AC power supply into DC power to supply the DC power to the DC power supply bus via the AC power supply bus, the electric system being configured to supply the electric power to an electrified device mounted in the aircraft via the AC power supply bus and the DC power supply bus; and a power stabilizing device for stabilizing an electric power output of the electric power supply device; wherein the DC power supply is configured to absorb regenerative power from the electrified device and transiently supply electric power to the electrified device; the power stabilizing device includes a power stabilizing control section for controlling conversion of the electric power in the power converter section; and the power stabilizing control section causes the DC power supply to be charged and discharged, based on a voltage in
  • the aircraft may include an auxiliary power unit (APU) and a ram air turbine (RAT); the electric system may include as the AC power supplies: an APU starter/generator mounted to the auxiliary power unit and configured to generate AC power; an AC power generator mounted to the engine; and a RAT generator 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 are each connected to the power stabilizing 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 be connected to the power stabilizing device via the AC power supply bus.
  • APU starter/generator be connected to the power stabilizing device via the AC power supply bus.
  • the power stabilizing control section may cause the power converter section to boost the DC power from the DC power supply and supply the DC power to activate the APU starter/generator.
  • 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, convert the DC power into a voltage adapted for charging by a boost converter, and supply the converted DC power to the DC power supply, to charge the DC power supply with the DC power.
  • 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 essential 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 discontinuation.
  • the power stabilizing control section may cause the power converter section to convert the AC power from the RAT generator into the DC power and supply the DC power to the essential bus.
  • the single engine may be provided with a plurality of AC power generators; and each of the AC power generators may be coupled with a system including the AC power supply bus, the power converter section, and the DC power supply bus, to construct a corresponding one of a plurality of lower systems, the plurality of lower systems corresponding to the plurality of AC power generators, respectively; and in the plurality of lower systems, the AC power supply buses may be connected to each other and the DC power supply buses are connected to each other.
  • the DC power supply bus in at least one of the lower systems may be connected to the APU starter/generator via a controller of the electrified device.
  • the electric system may include, as the power converter section, a PWM (Pulse With Modulation) converter for performing mutual conversion between the DC power and the AC power, and a boost converter coupled to the PWM converter via the DC power supply bus; and the power stabilizing control section may cause the power converter section to charge and discharge the DC power supply based on a voltage in the AC power supply bus and a voltage in the DC power supply bus, to stabilize the electric power in the AC power supply bus and the electric power in the DC power supply bus.
  • PWM Pulse With Modulation
  • the power stabilizing control section may measure the voltage in the AC power supply bus and determines that a first-order lag value of a measurement value of the voltage in the AC power supply bus is a target value in control; the power stabilizing control section may adjust a preset reference voltage value for the boost converter based on a deviation between the target value and the measurement value; and the power stabilizing control section may control an output current of the boost converter based on a deviation between the adjusted reference voltage value and the measurement value; and the power stabilizing control section may control the electric power received in the PWM converter based on a deviation between a measurement value of the voltage in the DC power supply bus and the preset reference voltage value of the PWM converter.
  • the 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 electrified device via the AC power supply bus for a specified time period.
  • the electric system may include as the power converter section, a rectifier provided between the AC power supply bus and the DC power supply bus to convert the AC power into the DC power; and a boost converter connected to the DC power supply bus; and the power stabilizing control section may cause the DC power supply to be charged and discharged based on a voltage in the AC power supply bus and a voltage in the DC power supply bus to stabilize electric power in the AC power supply bus and electric power in the DC power supply bus.
  • the power stabilizing control section may monitor state of charge (SOC) of the DC power supply and makes compensation for a charging/discharging amount of the DC power supply based on a deviation between a measurement value of the SOC and a preset target value of a charging rate.
  • SOC state of charge
  • the power stabilizing control section may cause the power converter section to charge the DC power 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 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 voltage, 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.
  • the power stabilizing control section may cause the power converter section to charge the DC power supply with active power, in proportion to an increase in the frequency if the increase in the frequency is monitored; and 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 frequency if the decrease in the frequency is monitored.
  • the power stabilizing control section may cause the power converter section to output reactive power with 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 converter section to output reactive power with a lagging power factor in proportion to a decrease in the voltage if the decrease in the voltage is monitored.
  • a hydraulic system or a breed air system may be electrically driven; and a controller of the hydraulic system or breed air system which is electrically driven, may be connected to the DC power supply bus.
  • a method of stabilizing an electric system for aircraft including a DC power supply and an AC power supply as an electric power supply device, an AC power supply bus connected to the AC power supply, a DC power supply bus connected to the DC power supply, and a power converter section for converting AC power from at least the AC power supply into DC power to supply the DC power to the DC power supply bus via the AC power supply bus, the electric system being configured to supply the electric power to an electrified device mounted in the aircraft via the AC power supply bus and the DC power supply bus, the method comprising: using as the DC power supply, a DC power supply configured to absorb regenerative power from the electrified device and transiently supply electric power to the electrified device; and charging and discharging the DC power supply based on a voltage in the AC power supply bus and a voltage in the DC power supply bus, to stabilize electric power in the AC power supply bus and electric power in the DC power supply bus, thereby stabilizing the electric system.
  • FIG. 1A is a schematic view showing a configuration of an electric system of an aircraft to which an electric system stabilizing system for an aircraft according to Embodiment 1 or 2 of the present invention is applicable
  • FIG. 1B is a schematic view showing a configuration of power systems of a conventional general aircraft.
  • FIG. 2 is a schematic block diagram showing an exemplary configuration of an electric system stabilizing system for an aircraft according to Embodiment 1 of the present invention.
  • FIG. 3 is a block diagram showing an exemplary schematic configuration of an AC power stabilizing device in the electric system stabilizing system for the aircraft of FIG. 2 .
  • FIG. 4 is a schematic block diagram showing main components in the electric system stabilizing system for the aircraft of FIG. 2 and showing an exemplary state in which charging/discharging of a secondary battery is controlled by the AC power stabilizing device of FIG. 3 .
  • FIG. 5A is a schematic block diagram showing an exemplary boost converter control circuit included in a power stabilizing control section in the AC power stabilizing device of FIG. 3
  • FIG. 5B is a schematic block diagram showing an exemplary PWM converter control circuit included in the power stabilizing control section
  • FIG. 5C is a schematic block diagram showing an exemplary SOC compensation circuit included in the power stabilizing control section.
  • FIG. 6 is a block diagram showing an exemplary reference voltage regulation circuit included in the power stabilizing control section of the AC power stabilizing device of FIG. 3 and an exemplary configuration in a case where the AC power supply has a variable frequency (VF).
  • VF variable frequency
  • FIGS. 7A and 7B are schematic block diagrams showing an exemplary reference voltage regulation circuit included in the power stabilizing control section of the AC power stabilizing device of FIG. 3 and an exemplary configuration in a case where the AC power supply has a constant frequency (CF).
  • CF constant frequency
  • FIG. 8 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. 2 .
  • FIG. 9A is a schematic block diagram showing a state in which electric power is supplied from the secondary battery when an auxiliary power unit is starting, in the electric system stabilizing system for the aircraft of FIG. 2
  • FIG. 9B is a schematic block diagram showing a state in which the electric power is supplied from the starter/generator during a normal state, in the electric system stabilizing system for the aircraft of FIG. 2 .
  • FIG. 10 is a schematic block diagram showing a state in which regenerative power generated in an actuator is absorbed and deficient electric power due to a voltage decrease (drop) is made up for, in the electric system stabilizing system for the aircraft of FIG. 2 .
  • FIG. 11 is a schematic block diagram showing a state in which electric power is supplied from the secondary battery in a case where a situation in which the electric power is not supplied from the starter/generator occurs, in the electric system stabilizing system for the aircraft of FIG. 2 .
  • FIG. 12 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 an essential bus, in the electric system stabilizing system for the aircraft of FIG. 2 .
  • FIG. 13 is a schematic block diagram showing an exemplary configuration of an electric system stabilizing system for an aircraft according to Embodiment 2 of the present invention.
  • FIG. 14 is a schematic block diagram showing an exemplary configuration of a conventional general electric system for an aircraft.
  • the stabilizing system of the present embodiment is provided in MEA (or AEA) in which at least a portion of a hydraulic system and/or a portion of a breed air system are constructed as electric systems.
  • FIG. 1A shows a schematic configuration of an aircraft 100 in which all of the power systems are constructed as electric systems
  • FIG. 1B shows a schematic configuration of a conventional general aircraft 900 including power systems.
  • the general aircraft 900 includes a hydraulic system 40 indicated by a dotted line in FIG. 1B and a breed air system 50 indicated by a broken line in FIG. 1B , in addition to an electric system 20 indicated by a solid line.
  • Each of a left engine 11 L and a right engine 11 R includes one generator 201 , one hydraulic pump 401 and one engine starter 501 .
  • the generator 201 is connected to the electric system 20
  • a hydraulic pump 401 is connected to the hydraulic system 40
  • an engine starter 501 is connected to the breed air system 50 .
  • An auxiliary power unit (APU) 12 is mounted in the rear portion of the general aircraft 900 .
  • An APU starter/generator (not shown in 1 B) included in the APU 12 is connected to the electric system 20 .
  • power loads devices built into the aircraft, electrified devices built into the aircraft 900 are supplied with the electric power from the generator 201 or from the APU starter/generator.
  • the hydraulic system 40 is connected to actuators of, for example, a nose landing gear 402 , main landing gears 403 , main wing control surfaces 404 , tail wing control surfaces 405 , and others.
  • the actuators are driven by the hydraulic pump 401 .
  • the breed air system 50 is connected to a de-icing device 502 mounted at the main wing or the tail wing, or an air-conditioning pressure application device 503 mounted in a fuselage, supplies the air to the de-icing device 502 , the air-conditioning pressure application device 503 , etc.
  • the breed air system 50 actuates the engine starter 501 by high-pressure air, thereby activating the each of the left engine 11 L and the right engine 11 R.
  • Actuators of a nose landing gear 402 , main landing gears 403 , main wing control surfaces 404 , and tail wing control surfaces 405 , or the like, are driven by driving motors which are supplied with the electric power from the electric system 20 .
  • the de-icing device 502 is constituted by an electric heater
  • the air-conditioning pressure application device 503 is constituted by an air-conditioning device electrically driven, etc.
  • the de-icing device 502 and the air-conditioning pressure application device 503 are supplied with the electric power from the electric system 20 .
  • the starter/generator 14 serves as an engine starter of an electric motor type which activates the corresponding one of the left engine 11 L and the right engine 11 R and serves as an AC power supply for supplying the electric power to the electric system 20 after activating the engine.
  • the aircraft 100 to which the MEA has been applied has much simpler power systems than the hydraulic system 40 and the breed air system 50 of the general aircraft 900 including.
  • the breed air system 50 generates a great energy loss.
  • energy saving is achieved, and a fuel efficiency is improved.
  • a power supply car, a hydraulic source car and an air/breed air source car are needed.
  • maintenance can be carried out only by using the power supply car.
  • hydraulic pipes and breed air pipes become unnecessary, which can reduce manufacturing cost.
  • the stabilizing system of the present embodiment can be suitably applied to the aircraft 100 as shown in FIG. 1A to which the MEA is applied. Also, the stabilizing system of the present embodiment can be suitably applied to an aircraft in which at least either one of the hydraulic system 40 and the breed air system 50 is electrified, or an aircraft in which only a portion of the hydraulic system or the breed air system is electrified, in addition to the aircraft 100 in which all of the power systems are electrified.
  • the aircraft 100 of FIG. 1A is configured to include the fuel cell 19 as a power supply device, a case where the aircraft 100 includes general APU 12 will be described in the embodiments below.
  • the aircraft 100 includes as the power supply devices, the left engine 11 L, the right engine 11 R, the auxiliary power unit (APU) 12 and the ram air turbine (RAT) 17 .
  • the left engine 11 L and the right engine 11 R are propulsive engines of the aircraft.
  • the left engine 11 L includes starter/generators 141 L, 142 L, while the right engine 11 R includes starter/generators 141 R, 142 R.
  • two AC power generators are provided for each of the left engine 11 L and the right engine 11 R.
  • the APU 12 is an auxiliary power source provided separately from the engines 11 L, 11 R.
  • the APU 12 is actuated by combustion of a fuel like the engines 11 L, 11 R.
  • the APU 12 also includes APU starter/generators 121 , 122 , as AC power generators.
  • the RAT 17 is an auxiliary power source provided separately from the APU 12 .
  • the RAT 17 is stored in the interior of the aircraft 100 during a normal state and is deployed outside the aircraft 100 in emergencies, etc.
  • the RAT 17 deployed outside the aircraft 100 is actuated by an air flow (flight wind) generated by the flight of the aircraft 100 .
  • the RAT 17 includes a RAT generator 171 as an AC power generator.
  • the APU 12 is used to activate the left engine 11 L and the right engine 11 R as described later in addition to the use as the power source in emergencies.
  • the RAT 17 is fundamentally a power source in emergencies, and is configured to supply necessary and minimum electric power to enable the aircraft 100 to fly in safety in emergencies.
  • the stabilizing system of the present embodiment includes at least, a left electric system 20 L, a right electric system 20 R, an AC power stabilizing device 30 L included in the left electric system 20 L, a secondary battery 13 L included in the left electric system 20 L, an AC power stabilizing device 30 R included in the right electric system 20 R, and a secondary battery 13 R included in the right electric system 20 R.
  • the left electric system 20 L includes as the power supply devices, the first starter/generator 141 L and the second starter/generator 142 L which are mounted to the left engine 11 L, and the secondary battery 13 L.
  • the right electric system 20 R includes as the power supply devices, the first starter/generator 141 R and the second starter/generator 142 R which are mounted to the right engine 11 R, and the secondary battery 13 R.
  • the APU 12 is provided as a power unit separately from propulsive engines.
  • the APU 12 includes the first APU starter/generator 121 and the second APU starter/generator 122 which are AC power generators.
  • the RAT 17 is provided as a power device in emergencies.
  • the RAT 17 includes a RAT generator 171 . These generators are connected to both of the left electric system 20 L and the right electric system 20 R.
  • the first APU starter/generator 121 and the second APU starter/generator 122 are directly connectable to the left electric system 20 L and to the right electric system 20 R.
  • FIG. 2 the first APU starter/generator 121 and the second APU starter/generator 122 are directly connectable to the left electric system 20 L and to the right electric system 20 R.
  • the RAT generator 171 is directly connectable to the left electric system 20 L and the right electric system 20 R via a backup bus 29 . Therefore, the first APU starter/generator 121 , the second APU starter/generator 122 , and the RAT generator 171 are power supply devices corresponding to both of the left electric system 20 L and the right electric system 20 R.
  • each of the left electric system 20 L and the right electric system 20 R includes six power supply devices which are five AC power supplies and one DC power supply.
  • the first APU starter/generator 121 and the second APU starter/generator 122 of the APU 12 serve as starters of the APU 12 .
  • the first starter/generators 141 L, 141 R and the second starter/generators 142 L, 142 R perform starting of the left engine 11 L and the right engine 11 R, by utilizing the electric power generated in the first APU starter/generator 121 and the second APU starter/generator 122 .
  • the configuration of the left electric system 20 L, of the two electric systems, will now be described.
  • the first starter/generator 141 L in the left electric system 20 L is connected to a first primary AC power supply bus (first primary AC bus) 211 L via a primary power supply relay 281 .
  • the first primary AC bus 211 L is connected to the APU starter/generators 121 , 122 , a transformer/rectifier (TRU) 251 L, a transformer 261 L, a first PWM converter 253 L and a second primary AC power supply bus (second primary AC bus) 212 L via secondary power supply relays 282 , respectively.
  • TRU transformer/rectifier
  • the second starter/generator 142 L is connected to the second primary AC bus 212 L via the primary power supply relay 281 .
  • the second primary AC bus 212 L is connectable to the first primary AC bus 211 L via the secondary power supply relay 282 and to the second PWM converter 254 L via the secondary power supply relay 282 .
  • the second primary AC bus 212 L is also connected to the actuator 151 for controlling the control surface (hereinafter simply referred to as “control surface actuator 151 ”).
  • the first starter/generator 141 L is able to supply AC power to the TRU 251 L, the transformer 261 L, the first PWM converter 253 L, and the second primary AC bus 212 L, via the first primary AC bus 211 L.
  • the second starter/generator 142 L is able to supply AC power to the first primary AC bus 211 L, the second PWM converter 254 L, and the control surface actuator 151 via the second primary AC bus 212 L.
  • the first APU starter/generator 121 and the second APU starter/generator 122 are connected to the first primary AC bus 211 L via the primary power supply relay 281 and the secondary power supply relay 282 , respectively.
  • the RAT generator 171 is connected to the backup bus 29 via the primary power supply relay 281 .
  • the backup bus 29 is connected to the second primary AC bus 212 L via the secondary power supply relay 282 .
  • the first primary AC bus 211 L is supplied with the AC power from the first APU starter/generator 121 and the second APU starter/generator 122 as well as from the first starter/generator 141 L. Further, the first primary AC bus 211 L is supplied with the AC power from the second starter/generator 142 L via the second primary AC bus 212 L. Likewise, the second primary AC bus 212 L is supplied with the AC power from the first starter/generator 141 L, the first APU starter/generator 121 and the second APU starter/generator 122 as well as from the second starter/generator 142 L. Further, the second primary AC bus 212 L is supplied with the AC power from the RAT generator 171 .
  • the TRU 251 L connected to the first primary AC bus 211 L is connected to the DC power supply bus (DC bus) 27 L, which is connected to an essential bus 22 L via a DC power supply switch relay 285 .
  • the transformer 261 L connected to the first primary AC bus 211 L is connected to the secondary AC power supply bus (secondary AC bus) 23 L.
  • the first PWM converter 253 L is connected to the first DC power supply bus (first DC bus) 241 L via a DC bus switch relay 286 .
  • the first DC bus 241 L is connected to a power load 152 including a driving motor (M) via a motor controller 331 and a motor switch relay 287 .
  • M driving motor
  • the power load 152 is the power load 15 other than the control surface actuator 151 , for example, a large-sized electric motor such as the hydraulic pump or the air-conditioning compressor, and its kind or the like is not particularly limited.
  • the “power load 15 ” includes all electrified devices.
  • the power load 152 refers to large-sized electric motors other than the control surface actuator 151 . Therefore, for easier description, “power load 152 ” will also be referred to as “other power load 152 .”
  • the second PWM converter 254 L connected to the second primary AC bus 212 L is connected to the second DC bus 242 L via the DC bus switch relay 286 like the first PWM converter 253 L.
  • the second DC bus 242 L is connected to the other power load 152 via the motor controller 331 and the motor switch relay 287 .
  • the second PWM converter 254 L is bidirectionally connected to the boost converter 332 L, which is connected to the secondary battery 13 L.
  • the second PWM converter 254 L and the boost converter 332 L constitute a portion of the AC power stabilizing device 30 L (described later) as surrounded by one-dotted line.
  • the secondary battery 13 L is connected to the essential bus 22 L via the voltage converter 262 L and the rectifier element 252 L.
  • the essential bus 22 L is connected to the first primary AC bus 211 L via the DC bus 27 L and the TRU 251 L. Therefore, the essential bus 22 L can be supplied with the electric power from the secondary battery 13 L which is the DC power supply as well as the AC power supplies (first starter/generator 141 L, second starter/generator, APU starter/generators 121 , 122 and the RAT generator 171 ).
  • the first primary AC bus 211 L is connected to the first starter/generator 141 L.
  • the first DC bus 241 L is connected to the first primary AC bus 211 L via the first PWM converter 253 L.
  • the other power load 152 is connected to the first DC bus 241 L.
  • the second primary AC bus 212 L is connected to the second starter/generator 142 L.
  • the second DC bus 242 L is connected to the second primary AC bus 212 L via the second PWM converter 254 L.
  • the other power load 152 is connected to the second DC bus 242 L.
  • the left electric system 20 L is constructed as two lower systems which are a lower electric system from the first starter/generator 141 L to the first primary AC bus 211 L and a lower electric system from the second starter/generator 142 L to the second primary AC bus 212 L.
  • the lower electric system is expressed as “lower system” for easier description, the lower system connected to the first primary AC bus 211 L can be expressed as “first lower system,” while the lower system connected to the second primary AC bus 212 L can be expressed as “second lower system.”
  • the first lower system and the second lower system in the left electric system 20 L are connectable together in such a manner that the primary AC buses 211 L, 212 L are connectable via the secondary power supply relay 282 , and the DC buses 241 L, 242 L are connectable together via the DC bus switch relay 286 . Therefore, the left electric system 20 L constructs a double redundancy system.
  • the right electric system 20 R which is the other electric system is, as shown in FIG. 2 , the same as that of the left electric system 20 L. That is, the right electric system 20 R includes as the power supply devices, the first starter/generator 141 R, the second starter/generator 142 R, and the secondary battery 13 R, and shares the first APU starter/generator 121 , the second APU starter/generator 122 and the RAT generator 171 with the left electric system 20 L.
  • the right electric system 20 R includes the first primary AC bus 211 R, the second primary AC bus 212 R, the DC bus 27 R, the essential bus 22 R, the secondary AC bus 23 R, the first DC bus 241 R, and the second DC bus 242 R as the power supply buses, the TRU 251 R, the rectifier element 252 R, the first PWM converter 253 R, the second PWM converter 254 R, the transformer 261 R, the voltage converter 262 R and the boost converter 332 R as the rectifiers and the transformers.
  • the first starter/generator 141 R is connected to the first primary AC bus 211 R via the primary power supply relay 281 .
  • the APU starter/generators 121 , 122 are connected to the first primary AC bus 211 R via the secondary power supply relay 282 and the primary power supply relay 281 , respectively.
  • the first primary AC bus 211 R is connected to the second primary AC bus 212 R via the secondary power supply relay 281 .
  • the second primary AC bus 212 R is connected to the second starter/generator 142 R via the primary power supply relay 281 and to the first primary AC bus 211 R via the secondary power supply relay 282 .
  • the second primary AC bus 212 R is connectable to the RAT generator 171 via the secondary power supply relay 282 , the backup bus 29 and the primary power supply relay 281 .
  • the first primary AC bus 211 R and the second primary AC bus 212 R are connected to the TRU 251 R, the transformer 261 R, the PWM converters 253 R, 254 R, or the control surface actuator 151 , etc., via the secondary power supply relays 282 .
  • the PWM converters 253 R, 254 R are connected to the first DC bus 241 R and the second DC bus 242 R via the DC bus switch relays 286 , respectively.
  • the DC buses 241 R, 242 R are connected to the power loads 152 via the motor controllers 331 , 333 and the motor switch relays 287 .
  • the TRU 251 R is connected to the DC bus 27 R.
  • the DC bus 27 R is connected to the essential bus 22 R via the DC power supply switch relay 285 .
  • the transformer 261 R is connected to the secondary AC bus 23 R.
  • the right electric system 20 R is constructed as two lower systems which are a first lower system from the first starter/generator 141 R to the first primary AC bus 211 R and a second lower system from the second starter/generator 142 R to the second primary AC bus 212 R.
  • the motor controller 333 connected to the second DC bus 242 R is connected to the other power load 152 via a motor switch relay 287 and connected to the APU starter/generators 121 , 122 , and the first primary AC buses 211 L, 211 R via starting switch relays 283 . No further description of the right electric system 20 R will be given.
  • the left electric system 20 L and the right electric system 20 R are configured in such a manner that the essential buses 22 L, 22 R are connected together via a right-left connection relay 284 , the secondary AC buses 23 L, 23 R are connected together via a right-left connection relay 284 , and the first DC buses 241 L, 241 R are connected together via a right-left connection relay 284 . Furthermore, the first primary AC buses 211 L, 211 R are connected together via secondary power supply relays 282 and connected to the APU starter/generators 121 , 122 via secondary power supply relays 282 . Each of the left electric system 20 L and the right electric system 20 R 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 electric system by switching of the right-left connection relays 284 present between the power supply buses.
  • the left electric system 20 L and the right electric system 20 R are configured such that their first lower systems are connected together.
  • the electric power can be supplied from the starter/generator 141 L, 142 L which is the AC power supply in the left electric system 20 L to the right electric system 20 R, and the electric power can be supplied from the secondary battery 13 L which is the DC power supply in the left electric system 20 L to the right electric system 20 R.
  • the electric power can be supplied from the right electric system 20 R to the left electric system 20 L in the same manner.
  • APU starter/generators 121 , 122 and the RAT generator 171 are connected to both of the left electric system 20 L and the right electric system 20 R, they are able to supply the electric power to both of the left electric system 20 L and the right electric system 20 R.
  • the electric systems 20 L, 20 R are connected together via the power supply buses.
  • a double redundancy system in which the electric systems 20 L, 20 R are connected together is constructed.
  • each of the electric systems 20 L, 20 R is constructed by the first lower system and the second lower system.
  • the lower systems are connected together, thereby constructing substantially quadplex redundant systems.
  • the entire electric system can be maintained. This can further improve reliability of the electric systems. Since the right-left connection relays 284 (two secondary power supply relays 282 between the first primary AC buses 211 L, 211 R) are present between the first electric systems 20 L, 20 R, the electric systems 20 L, 20 R are not always electrically connected together.
  • the secondary batteries 13 L, 13 R are connected to the second lower systems of the electric systems 20 L, 20 R.
  • the AC power stabilizing devices 30 L, 30 R surrounded by one-dotted lines in FIG. 2 are included in the second lower systems, respectively. Therefore, the second lower systems in which a great change in the electric power occurs, due to the fact that the control surface actuators 151 are connected to the second lower systems, can be stabilized. This will be described later.
  • the electric system 20 L includes the first PWM converter 253 L, the second PWM converter 254 L and the boost converter 332 L
  • the electric system 20 R includes the first PWM converter 253 R, the second PWM converter 254 R and the boost converter 332 R. Therefore, in the electric systems 20 L, 20 R, an area in which AC flows and an area in which DC flows are defined.
  • AC area the former area
  • DC area the latter area
  • the first primary AC buses 211 L, 211 R and the second primary AC buses 212 L, 212 R are power supply buses in the AC area
  • the second DC buses 242 L, 242 R and the first DC buses 241 L, 241 R are power supply buses in the DC area.
  • the DC bus switch relays 286 are present.
  • 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 212 L, 212 R via the backup bus 29 , three-phase AC power (referred to as “RAT AC power” for easier description) generated in the RAT generator 171 is supplied to the primary AC buses 212 L, 212 R via the backup bus 29 .
  • RAT AC power three-phase AC power
  • the RAT AC power is supplied only to the power loads 15 which are at least required to enable the aircraft 100 to fly in safety, i.e., the control surface actuators 151 and electrified devices connected to the essential buses 22 L, 22 R.
  • the RAT AC power is supplied to the control surface actuators 151 via the second primary AC buses 212 L, 212 R.
  • the RAT AC power is supplied to the AC power stabilizing devices 30 L, 30 R, via the second primary AC buses 212 L, 212 R, converted into the DC power by the AC power stabilizing devices 30 L, 30 R, and supplied to the essential buses 22 L, 22 R by way of the voltage converters 262 L, 262 R and the rectifier elements 252 L, 252 R.
  • the RAT AC power is not supplied to, for example, the other power loads 152 . Therefore, the DC bus switch relays 286 present between the second PWM converters 254 L, 254 R constituting the AC power stabilizing devices 30 L, 30 R and the second DC buses 242 L, 242 R are switched to a cut-off state, the secondary power supply relays 282 present between the first primary AC buses 211 L, 211 R and the first PWM converters 253 L, 253 R are switched to a cut-off state, and the secondary power supply relays 282 present between the second primary AC buses 212 L, 212 R and the first primary AC buses 211 L, 211 R are switched to a cut-off state. In this way, the RAT AC power supplied to the other power loads 152 is cut off.
  • the starter/generators 141 L, 142 L, 141 R, 142 R which are one AC power supplies among the power supply devices are provided in the left engine 11 L and the right engine 11 R, and generate three-phase AC power.
  • the voltage and frequency of the three-phase AC power are not particularly limited.
  • the voltage is 230 VAC and the frequency is a variable frequency (VF) of 360 ⁇ 800 Hz.
  • the voltage may be 115 VAC and the frequency may be 360 ⁇ 800 HzVF.
  • One of the starter/generators 141 L, 142 L and one of the starter/generators 141 R, 142 R have a voltage of 230 VAC or 115 VAC and a constant frequency (CF) of AC 400 Hz.
  • the voltage of the starter/generators 141 L, 142 L, 141 R, 142 R is 115 VAC, the transformers 261 L, 261 R, shown in FIG. 1 , may be omitted.
  • the APU starter/generators 121 , 122 which are one of the AC power supplies, is mounted to a micro gas turbine (not shown) included in the APU 12 and generates three-phase AC power like the starter/generators 141 L, 142 L, 141 R, 142 R.
  • the micro gas turbine is constructed such that a turbine and a compressor are coupled together coaxially, and the APU starter/generators 121 , 122 are attached to a compressor shaft.
  • the three-phase AC power generated in the APU starter/generator 121 , 122 may be, in the present embodiment, 230 VAC in voltage and 400 HzCF in frequency, or may be 115 VAC in voltage and 400 HzCF in frequency.
  • the RAT generator 171 which is an AC power supply in emergencies is an AC power generator which generates electric power by rotation of a propeller of the RAT 17 .
  • the RAT generator 171 is configured to generate necessary and minimum three-phase AC power to enable the aircraft 100 to fly 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 second primary AC buses 212 L, 212 R.
  • the TRUs 251 L, 251 R convert the electric power of 230 VAC from the first primary AC buses 211 L, 211 R into electric power of 28 VDC.
  • the DC buses 27 L, 27 R are power supply buses used to supply the electric power of 28 VDC obtained by conversion by the TRUs 251 L, 251 R, to the essential buses 22 L, 22 R.
  • the essential buses 22 L, 22 R are power supply buses in which its rated current is 28 VDC.
  • the essential buses 22 L, 22 R are used to supply the electric power of 28 VDC obtained by conversion in the TRUs 251 L, 251 R, to control systems which are important in manipulation of the aircraft 100 (e.g., display device or control device, etc., which are important in manipulation of the aircraft 100 ).
  • the transformers 261 L, 261 R decrease the voltage of the AC power of AC230V from the first primary AC buses 211 L, 211 R to 115 VAC.
  • the secondary AC buses 23 L, 23 R are used to supply the electric power of 115 VAC obtained by voltage decrease in the transformers 261 L, 261 R, to the electrified devices or electronic devices which are incorporated into the aircraft 100 .
  • the AC power stabilizing device 30 L is interposed between the AC power supply (starter/generator 141 L, 142 L) and the secondary battery 13 L to regulate a voltage of the second primary AC bus 212 L, thereby stabilizing the second primary AC bus 212 L.
  • the AC power stabilizing device 30 R is interposed between the AC power supply (starter/generator 141 R, 142 R) and the secondary battery 13 R to regulate a voltage of the second primary AC bus 212 R, thereby stabilizing the second primary AC bus 212 R.
  • the specific configuration of the AC power stabilizing devices 30 L, 30 R will be described later, along with the boost converters 332 L, 332 R in the AC power stabilizing devices 30 L, 30 R.
  • the secondary batteries 13 L, 13 R are DC power supplies of the electric systems 20 L, 20 R, respectively. In the present embodiment, the secondary batteries 13 L, 13 R have a rated voltage of 250V and a capacity of 10 AH (Ampere-Hour).
  • the secondary batteries 13 L, 13 R are configured to absorb regenerative power from a great power load 15 (e.g., actuator, etc.) and transiently supply electric power to the power loads 15 .
  • the secondary batteries 13 L, 13 R may have a rated voltage which allows the regenerative power from the power loads 15 to be absorbed thereinto.
  • the rated voltage is 250V as described above, but is not limited to this value.
  • the capacity of the secondary batteries 13 L, 13 R is 10 AH as described above, but is not limited to this value.
  • the rated voltage of the secondary battery is 24 VDC (see secondary battery 913 in FIG. 14 ) or 28 VDC.
  • the rated voltage of the secondary batteries 13 L, 13 R of the present embodiment is 250V, and is substantially equal to the voltage (230 VAC) of the starter/generators 141 L, 142 L, 141 R, 142 R or the voltage of the APU starter/generators 121 , 122 .
  • the rated voltage of the DC power supplies (secondary batteries 13 L, 13 R, capacitors described later, etc.) used in the present embodiment is at least about ten times (specifically, about 8 to 12 times) as great as the rated voltage of a secondary battery of a conventional general aircraft and is at least (specifically, about 0.9 to 1.1 times) as great as the rated voltage of the AC power supplies 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.
  • the voltage converters 262 L, 262 R decrease 250 VDC from the secondary batteries 13 L, 13 R to 28 VDC.
  • the rectifier elements 252 L, 252 R rectify the electric power of 28 VDC which is the decreased voltage such that the electric power is flowed toward the essential buses 22 L, 22 R. Therefore, the essential buses 22 L, 22 R can be supplied with the electric power from the secondary batteries 13 L, 13 R in the second lower systems, as well as the electric power from the first primary AC buses 211 L, 211 R in the first lower systems.
  • the PWM converters 253 L, 254 L, 253 R, 254 R connected to the primary AC buses 211 L, 212 L, 211 R, 212 R convert the electric power of 230 VAC from the primary AC buses 211 L, 212 L, 211 R, 212 R into electric power of +/ ⁇ 270 VDC.
  • the second PWM converters 254 L, 254 R in the second lower systems are able to convert the DC power of 250 VDC from the secondary batteries 13 L, 13 R into the AC power of 230 VAC (of course, the first PWM converters 253 L, 253 R in the first lower systems may be able to perform DC-AC conversion).
  • the DC buses 241 L, 242 L, 241 R, 242 R connected to the PWM converters 253 L, 254 L, 253 R, 254 R supply the converted electric power of +/ ⁇ 270 VDC to the other power loads 152 via the motor controllers 331 .
  • the rated voltage of the DC buses 241 L, 242 L, 241 R, 242 R is +/ ⁇ 270 VDC.
  • the other power loads 152 include driving motors (expressed as “M” in FIG. 1 ). By supplying the AC power to the driving motors, the other power loads 152 are actuated.
  • the primary power supply relays 281 are relay components 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 supplies to the primary AC buses 211 L, 212 L, 211 R, 212 R, etc., and are in a disconnected state when the electric power is not supplied from the AC power supplies to the primary AC buses 211 L, 212 L, 211 R, 212 R, etc.
  • the secondary power supply relays 282 are relay components (except for the primary power supply relays 281 ) directly connected to the primary AC buses 211 L, 212 L, 211 R, 212 R.
  • the secondary power supply relays 282 are in a connected state when the electric power is supplied from the AC power supplies to the components via the 211 L, 212 L, 211 R, 212 R, and are in a disconnected state when the electric power is not supplied from the AC power supplies to the components via the 211 L, 212 L, 211 R, 212 R.
  • the starting switch relays 283 are, as described later, in a connected state in the case where the APU starter/generators 121 , 122 are activated. This allows the motor controllers 333 to be connected to the APU starter/generators 121 , 122 via a path (starting path) which does not include the primary AC buses 211 L, 212 L, 211 R, 212 R.
  • the starting switch relays 283 are in a disconnected state in the case where the APU starter/generators 121 , 122 are not activated by the motor controllers 333 .
  • the right-left connection relays 284 are relay components which enable the electric power to be supplied between the left electric system 20 L and the right electric system 20 R.
  • the right-left connection relays 284 are in the connected state in the case where the electric power is supplied from one of the electric systems 20 L, 20 R to the other of the electric systems 20 L, 20 R, and are in the disconnected state in the case where the electric power is not supplied from one of the electric systems 20 L, 20 R to the other of the electric systems 20 L, 20 R.
  • the right-left connection relays 284 are in the disconnected state under the state in which both of the left and right starter/generators 141 L, 142 L, 141 R, 142 R are operating normally, and are in the connected state under the state in which only one of the left and right starter/generators 141 L, 142 L, 141 R, 142 R is operating normally, the AC power is supplied from the APU starter/generators 121 , 122 , etc.
  • the DC power supply switch relays 285 are relay components which allow the DC power supplied from the first primary AC buses 211 L, 211 R via the TRUs 251 L, 251 R and the DC buses 27 L, 27 R to be supplied to the essential buses 22 L, 22 R.
  • 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 211 L, 211 R via the TRUs 251 L, 251 R and the DC buses 27 L, 27 R and are in a disconnected state in a case where the electric power cannot be supplied from the primary AC buses 21 L, 21 R to the essential buses 22 L, 22 R.
  • the DC bus switch relays 286 are relay components connected to the first DC buses 241 L, 241 R and the second DC buses 242 L, 242 R.
  • the DC bus switch relays 286 are in a connected state in the case where the electric power is supplied from the first PWM converters 253 L, 253 R or the second PWM converters 254 L, 254 R, and are in a disconnected state in the case where the electric power is not supplied from the first PWM converters 253 L, 253 R or the second PWM converters 254 L, 254 R.
  • the DC bus switch relays 286 are in a connected state when electric power communication is performed between the first DC buses 241 L, 241 R and the second DC buses 242 L, 242 R (i.e., between the first lower system and the second lower system) and are in a disconnected state when electric power communication is performed between the first DC buses 241 L, 241 R and the second DC buses 242 L, 242 R.
  • the motor switch relays 287 are relay components provided between the motor controllers 331 , 333 and the other power loads 152 .
  • the motor switch relays 287 are in a connected state in the case where the electric power is supplied to the motors of the power loads 15 and are in a disconnected state in the case where the electric power is not supplied to the motors of the power loads 15 .
  • power supply devices power supply buses, rectifiers, transformers, motor controllers, etc.
  • power supply devices power supply buses, rectifiers, transformers, etc., which are known in the field of the aircraft, may be used, except for special cases.
  • the power loads 15 control surface actuators 151 and the other power loads 152
  • the power loads 15 may be known electrified devices incorporated into the aircraft and actuated by the electric power.
  • the AC power stabilizing device 30 L, 30 R of the present embodiment includes at least a primary AC bus monitoring section 33 , a DC bus monitoring section 34 , a secondary battery monitoring section 35 , and a power stabilizing control section 36 , and control the boost converters 332 L, 332 R and the second PWM converters 254 L, 254 R.
  • FIG. 3 is a schematic block diagram showing the overall configuration of the AC power stabilizing device 30 L, 30 R.
  • FIG. 4 is a schematic block diagram showing the configuration of control performed by the power stabilizing control section 36 . Therefore, in FIG. 4 , for easier description, the primary AC bus monitoring section 33 , the DC bus monitoring section 34 and the secondary battery monitoring section 35 shown in FIG. 3 are omitted.
  • the second PWM converter 254 L, 254 R is included in the second lower system of the electric system 20 L, 20 R and is able to perform mutual conversion between the DC power and the AC power, between the secondary battery 13 L, 13 R which is the DC power supply and the AC power supply.
  • the AC power supplies include the first starter/generator 141 L, 141 R in the first lower system of FIG. 3 or the APU starter/generator 121 , 122 , as well as the second starter/generator 142 L, 142 R in the second lower system of FIG. 4 . This is because, as described above, the lower systems are connected together to construct a multiple redundancy system.
  • the second PWM converter 254 L, 254 R is configured to stabilize the second primary AC bus 212 L, 212 R in accordance with the control performed by the power stabilizing control section 36 .
  • the specific configuration of the second PWM converter 254 L, 254 R is not particularly limited.
  • a PWM converter circuit using, IGBT (Insulated Gate Bipolar Transistor) and an auto transformer (three-phase transformer) for decreasing the voltage is used as the second PWM converter 254 L, 254 R.
  • An inverter circuit side of the second PWM converter 254 L, 254 R is connected to the motor controller 331 , 333 , while an auto transformer side thereof is connected to the AC power supply such as the second starter/generator 142 L, 142 R.
  • the auto transformer decreases the voltage, and then the AC power is converted into the DC power, thereby enabling the supply of the DC power corresponding to the rated voltage of +/ ⁇ 270V of the second DC bus 242 L, 242 R.
  • the first PWM converter 253 L, 253 R has the same configuration as that of the second PWM converter 254 L, 254 R.
  • the boost converter 332 L, 332 R is connected to the secondary battery 13 L, 13 R and boosts the DC power from the secondary battery 13 L, 13 R to supply the DC power to the motor controller 331 .
  • the DC power supplied to the power load 15 is +/ ⁇ 270 VDC and the DC power from the secondary battery 13 L, 13 R is 250 VDC.
  • the boost converter 332 L, 332 R boosts the voltage up to a voltage which is about twice greater.
  • the specific configuration of the boost converter 332 L, 332 R is not particular limited. In the present embodiment, for example, a bidirectional boost chopper circuit using IGBT is used as the boost converter 332 L, 332 R.
  • the boost converter 332 L, 332 R may be omitted if it is not necessary to boost the DC power from the secondary battery 13 L, 13 R.
  • the motor controller 331 , 333 of FIG. 4 is connected to the second PWM converter 254 L, 254 R via the second DC bus 242 L, 242 R (see FIG. 2 ) and controls the driving motor built in the power load 15 .
  • the specific configuration of the motor controller 331 , 333 is not particularly limited. In the present embodiment, an inverter circuit similar to that of the second PWM converter 254 L, 254 R is used, as the motor controller 331 , 333 .
  • the boost converter 332 L and the second PWM converter 254 L constitute the power converter section in the electric system 20 L
  • the boost converter 332 R and the second PWM converter 254 R constitute the power converter section in the electric system 20 R.
  • the power stabilizing control section 36 as described later causes the power converter section to enable mutual conversion between the DC power and the AC power, between the DC power supply (secondary battery 13 L, 13 R) and the AC power supply (starter/generator 141 L, 142 L, 141 R, 142 R, the APU starter/generator 121 , 122 , and the RAT generator 171 ).
  • the second PWM converter 254 L, 254 R which is the rectifier in the second lower system, serves as the power converter section in the electric system 20 L, 20 R.
  • the boost converter 332 L, 332 R and the second PWM converter 254 L, 254 R are sometimes simply referred to as “power converter section.”
  • the second PWM converter 254 L, 254 R is bidirectionally connected to the boost converter 332 L, 332 R in the example of FIG. 2 , they are connected to each other actually via the second DC bus 242 L, 242 R as shown in FIG. 4 .
  • the primary AC bus monitoring section 33 monitors at least one of a change in the voltage and a change in the frequency of the second primary AC bus 212 L, 212 R, and outputs a measurement voltage value which is a monitoring result (arrow ml in FIG. 3 ) to the power stabilizing control section 36 .
  • the specific configuration of the primary AC bus monitoring section 33 is not particularly limited, but a known AC power monitoring unit or the like may be suitably used.
  • the secondary battery monitoring section 35 monitors the SOC of the secondary battery 13 L, 13 R and outputs a monitoring result (arrow m3 in FIG. 3 ) to the power stabilizing control section 36 .
  • the specific configuration of the secondary battery monitoring section 35 is not particularly limited, but a known SOC detector capable of detecting the SOC of the secondary battery 13 L, 13 R may be suitably used.
  • the SOC detector there is known an SOC detector using an integration SOC method which integrates a charging/discharging current, or an instantaneous SOC method which estimates the SOC based on a battery voltage, a battery current, a battery temperature, etc., either of which can be suitably used.
  • the SOC detector configured to make compensation for an accumulated error generated in the integration SOC method by the instantaneous SOC method is used. This makes it possible to suppress the error of SOC from being accumulated even after a long-time use of the SOC detector. Therefore, accurate SOC can be output to the power stabilizing control section 36 . As a result, the AC power stabilizing device 30 L, 30 R can stabilize the electric system 20 L, 20 R more accurately.
  • the power stabilizing control section 36 is a controller of the AC power stabilizing device 30 L, 30 R.
  • the primary AC bus monitoring section 33 monitors a voltage and frequency in the second primary AC bus 212 L, 212 R
  • the DC bus monitoring section 34 monitors the voltage in the second DC bus 242 L, 242 R
  • the power converter section the boost converter 332 L, 332 R and the second PWM converter 254 L, 254 R
  • the SOC of the secondary battery 13 L, 13 R which is monitored by the secondary battery monitoring section 35 , is used for the control.
  • information indicating an APU starting command, a generator activated state, a power supply stabilization start command, etc., which are obtained in the electric system 20 L, 20 R, are output (arrow m0 in FIG. 3 ) to the power stabilizing control section 36 and used to control the power converter section.
  • the specific configuration of the power stabilizing control section 36 of the present embodiment is not particularly limited.
  • the power stabilizing control section 36 may be configured as a logic circuit including a known switching element, a known subtractor, a known comparator, etc., to generate the above stated power command signal.
  • the power stabilizing control section 36 may be a functional configuration implemented by the operation of a CPU of a microcontroller which is the power stabilizing control section 36 , according to programs stored in a memory of the microcontroller.
  • FIGS. 5A to 5C , FIG. 6 and FIGS. 7A and 7B an exemplary specific configuration of the power stabilizing control section 36 will be described with reference to FIGS. 5A to 5C , FIG. 6 and FIGS. 7A and 7B .
  • the reference voltage value of the boost converter 332 L, 332 R constituting the power converter section is controlled (regulated) so that the active power of the second PWM converter 254 L, 254 R is controlled and the reactive power of the second PWM converter 254 L, 254 R is controlled, thereby stabilizing the second primary AC bus 212 L, 212 R.
  • the power stabilizing control section 36 includes a circuit (hereinafter referred to as a boost converter control circuit) for controlling the boost converter 332 L, 332 R, as shown in FIG. 5A , a circuit (hereinafter referred to as PWM converter control circuit) for controlling the second PWM converter 254 L, 254 R, as shown in FIG. 5B , and a SOC compensation circuit for making compensation for the SOC of the secondary battery 13 L, 13 R as shown in FIG. 5C .
  • a boost converter control circuit for controlling the boost converter 332 L, 332 R, as shown in FIG. 5A
  • PWM converter control circuit for controlling the second PWM converter 254 L, 254 R, as shown in FIG. 5B
  • SOC compensation circuit for making compensation for the SOC of the secondary battery 13 L, 13 R as shown in FIG. 5C .
  • the power stabilizing control section 36 further includes a circuit (hereinafter referred to as reference voltage regulating circuit) for regulating a reference voltage in the boost converter control circuit, as shown in FIG. 6 or FIG. 7A , 7 B.
  • the reference voltage regulating circuit of FIG. 6 is a circuit for use in the case where the AC power supply is the generator (VF generator) of a variable frequency (VF).
  • the reference voltage regulating circuit of FIG. 7 is a circuit for use in the case where the AC power supply is the generator (CF generator) of a constant frequency (CF).
  • the comparator/controller 343 is a controller which generates an output current command value Idc_ref used to control the boost converter 332 L, 332 R.
  • a proportional constant K is preset in the comparator/controller 343 .
  • the PWM converter control circuit includes a comparator/controller 344 , a second subtractor 342 , and a PI processor 345 .
  • the DC bus monitoring section 34 monitors the voltage in the second DC bus 242 L, 242 R.
  • the DC bus monitoring section 34 outputs the measurement voltage value Vdcm as a monitoring result m2 to the second subtractor 342 (see FIG. 3 ).
  • a reference voltage value Vdc_ref_pwm of the second PWM converter 254 L, 254 R is set.
  • the second subtractor 342 subtracts the measurement voltage value Vdcm from the reference voltage value Vdc_ref_pwm, and outputs the resulting subtraction value (deviation, Vdc_ref_pwm ⁇ Vdcm) to the PI processor 345 .
  • the PI processor 345 performs PI (proportional integral) control on the subtraction value to generate the active power command value Pcmd.
  • a subtraction value VrefQ of the measurement voltage is generated and output to the comparator/controller 344 .
  • the comparator/controller 344 generates a reactive power command value Qcmd which is the value obtained by multiplying the subtraction value VrefQ by the constant ⁇ Kq.
  • the calculated active power command value Pcmd and the calculated reactive power command value Qcmd are output to the second PWM converter 254 L, 254 R.
  • the subtractor 351 compares the target value SOCref to the measurement value SOCm and subtracts the measurement value SOCm from the target value SOCref.
  • the resulting subtraction value SOCdiff (SOCref ⁇ SOC) is output to the upper/lower value limiter 352 .
  • the upper/lower value limiter 352 generates a compensation voltage value Vsoc_cmp and outputs the compensation voltage value Vsoc_cmp to the reference voltage regulating circuit.
  • the reference voltage regulating circuit includes a first lag processor 361 , a second lag processor 362 , a subtractor 363 , a first comparator/controller 364 and an adder 365 .
  • the primary AC bus monitoring section 33 constituting the AC power stabilizing device 30 L, 30 R monitors a voltage in the second primary AC bus 212 L, 212 R.
  • the primary AC bus monitoring section 33 outputs a measurement voltage value Vacm as a monitoring result m1 to the first lag processor 361 (see FIGS. 3 and 4 ).
  • the first lag processor 361 indicates a time lag associated with a filter, which occurs in the measurement voltage value Vacm.
  • the first lag processor 361 generates a system voltage value Vgen as the output, and outputs the system voltage value Vgen to the second lag processor 362 and to the subtractor 363 .
  • a time constant Tm of the first lag processor 361 is set as a measurement lag time.
  • the second lag processor 362 performs time lag processing on the system voltage value Vgen to generate a system voltage target value Vref, and outputs the system voltage target value Vref to the subtractor 363 .
  • the time constant T of the second lag processor 362 can be set suitably, and set to 10 seconds in the present embodiment.
  • the subtractor 363 subtracts the system voltage value Vgen from the system voltage target value Vref, and outputs the resulting subtraction value VrefQ (deviation, Vref ⁇ Vgen) to the first comparator/controller 364 .
  • the subtractor 363 also outputs the generated subtraction value VrefQ to the PWM converter control circuit of FIG. 5B .
  • the subtraction value VrefQ is used as an input signal used to control the reactive power in the PWM converter control circuit.
  • the first comparator/controller 364 is a controller which generates a reference voltage command value Vdc_ref_bst in the boost converter control circuit.
  • a proportional constant Kv is preset in the first comparator/controller 364 .
  • the first comparator/controller 364 multiplies the subtraction value output from the subtractor 363 by the proportional constant Kv to generate a basic value of the reference voltage command value, and outputs the basic value to the adder 365 .
  • the target value Vdc_ref of the reference voltage is preset.
  • the compensation voltage value Vsoc_cmp generated in the SOC compensation circuit is output to the adder 365 . Therefore, the adder 365 adds the target value Vdc_ref and the compensation voltage value Vsoc_cmp to the basic value output from the first comparator/controller 364 to generate the reference voltage command value Vdc_ref_bst.
  • the reference voltage command value Vdc_ref_bst is output to the first subtractor 341 in the boost converter control circuit.
  • the reference voltage command value Vdc_ref_bst is used as an input signal used for controlling the active power in the PWM converter control circuit.
  • the reference voltage regulating circuit includes a signal generating circuit of FIG. 7A and a signal generating circuit of FIG. 7B .
  • the former is a circuit for generating the input signal used for controlling the reactive power in the PWM converter control circuit and therefore is referred to as a reactive power control signal generating circuit, for easier description.
  • the latter is a circuit for generating the input signal used for controlling the active power in the PWM converter control circuit and therefore is referred to as an active power control signal generating circuit, for easier description.
  • the reactive power control signal generating circuit includes a first lag processor 371 , a second lag processor 372 and a subtractor 375 .
  • the primary AC bus monitoring section 33 monitors the voltage in the second primary AC bus 212 L, 212 R, and outputs the measurement voltage value Vacm as a monitoring result m1 to the first lag processor 371 as shown in FIG. 7A .
  • the first lag processor 371 indicates a time lag associated with a filter.
  • the first lag processor 371 generates a system voltage value Vgen as the output, and outputs the system voltage value Vgen to the second lag processor 372 and to the subtractor 375 .
  • the second lag processor 372 performs time lag processing on the system voltage value Vgen to generate a system voltage target value Vref, and outputs the system voltage target value Vref to the subtractor 375 .
  • the subtractor 375 subtracts the system voltage value Vgen from the system voltage target value Vref to generate the subtraction value VrefQ, and outputs the resulting subtraction value VrefQ to the PWM converter control circuit of FIG. 5 B.
  • the subtraction value VrefQ is used as an input signal used to control the reactive power in the PWM converter control circuit.
  • the time constant Tm of the first lag processor 371 and the time constant T of the second lag processor 372 are identical to those of the reference voltage regulating circuit for the VF generator.
  • the active power control signal generating circuit includes a third lag processor 373 , a PLL processor 374 , a second subtractor 376 , a comparator/controller 377 , and an adder 378 .
  • the primary AC bus monitoring section 33 outputs the measurement voltage value Vacm (monitoring result m1, see FIG. 3 ) to the PLL processor 374 .
  • the PLL processor 374 performs phase locked loop processing on the measurement voltage value Vacm to generate a system frequency Fgen in the electric system 20 L, 20 R, and outputs the system frequency Fgen to the third lag processor 373 .
  • the third lag processor 373 is identical in configuration to the second lag processor 372 .
  • the third lag processor 373 performs time lag processing on the system frequency Fgen to generate a system frequency target value Fref and outputs the system frequency target value Fref to the second subtractor 376 .
  • the second subtractor 376 subtracts the system frequency Fgen from the system frequency target value Fref and outputs the resulting subtraction value (deviation, Fref ⁇ Fgen) to the comparator/controller 377 .
  • a proportional constant Kf is preset in the comparator/controller 377 .
  • the comparator/controller 377 multiplies the subtraction value by the proportional constant Kf, and outputs the resulting multiplication value to the adder 378 .
  • a target value Vdc_ref of the reference voltage is preset in the adder 378 .
  • the compensation voltage value Vsoc_cmp generated in the SOC compensation circuit is output to the adder 378 .
  • the adder 378 adds the target value Vdc_ref of the reference voltage and the compensation voltage value Vsoc_cmp to the multiplication value to generate the reference voltage command value Vdc_ref_bst.
  • the reference voltage command value Vdc_ref_bst is, as described above, output to the first subtractor 341 in the boost converter control circuit.
  • the reference voltage command value Vdc_ref_bst is used as an input signal used for controlling the active power in the PWM converter control circuit.
  • the measurement voltage value Vacm decreases.
  • the reference voltage command value Vdc_ref_bst input signal used for controlling the active power
  • the output current command value Idc_ref becomes a plus value, so that the boost converter 332 L, 332 R discharges the electric power, and as a result, the measurement voltage value Vdcm increases.
  • the active power command value Pcmd becomes minus.
  • the second PWM converter 254 L, 254 R supplies the electric power to the second primary AC bus 212 L, 212 R.
  • the voltage decrease (drop) in the second primary AC bus 212 L, 212 R is made up for, and the voltage is stabilized (electric system is stabilized).
  • the subtraction value VrefQ of the measurement voltage (input signal used for controlling the active power) in the reference voltage regulating circuit of FIG. 6 becomes minus.
  • the reactive power command value Qcmd becomes plus, so that the reactive power with a lagging power factor is output from the second PWM converter 254 L, 254 R.
  • the power stabilizing control section 36 i.e., the reference voltage regulating circuit ( FIG. 6 ), the boost converter control circuit (see FIG. 5A ), and the PWM converter control circuit (see FIG. 5B ) perform control which is the reverse of the above mentioned control (control for addressing the voltage decrease).
  • the voltage in the second DC bus 242 L, 242 R and the voltage in the second primary AC bus 212 L, 212 R are stabilized (electric system is stabilized).
  • the power stabilizing control section 36 causes the power converter section to charge the DC power supply (secondary battery 13 L, 13 R) with the active power in proportion to the voltage increase, to output the reactive power with a leading power factor in proportion to the voltage increase, or to charge the DC power supply with the active power and output the reactive power with a leading power factor in proportion to the voltage increase.
  • the power stabilizing control section 36 causes the power converter section to discharge the active power from the DC power supply in proportion to the voltage decrease, to output the reactive power with a lagging power factor in proportion to the voltage decrease, or to discharge the active power from the DC power supply and output the reactive power with a lagging power factor in proportion to the voltage decrease. This makes it possible to effectively suppress a temporary voltage decrease from occurring in the electric system 20 L, 20 R, as will be described later.
  • the measurement voltage value Vacm decreases, and the system frequency Fgen decreases and as a result the reference voltage command value Vdc_ref_bst decreases in the active power control signal generating circuit of FIG. 7B .
  • the output current command value Idc_ref, the measurement voltage value Vdcm and the active power command value Pcmd change, and the second PWM converter 254 L, 254 R supplies the electric power to the second primary AC bus 212 L, 212 R.
  • the power stabilizing control section 36 i.e., the active power control signal generating circuit (see FIG. 7B ), the reactive power control signal generating circuit (see FIG. 7A ), the boost converter control circuit (see FIG. 5A ), and the PWM converter control circuit (see FIG. 5B ) perform control which is the reverse of the above mentioned control (control for addressing the voltage decrease).
  • the active power is controlled based on the change in the system frequency, or the reactive power is controlled based on the change in the system voltage, thereby stabilizing the voltage and the frequency (stabilizing the electric system).
  • the power stabilizing control section 36 causes the power converter section to charge the DC power supply (secondary battery 13 L, 13 R) with the active power in proportion to the frequency increase, while if the voltage increase is monitored, the power stabilizing control section 36 causes the power converter section to output the reactive power with a leading power factor in proportion to the voltage increase. This makes it possible to effectively suppress a voltage increase due to temporary regenerative power generated in the electric system 20 L, 20 R, as will be described later.
  • the power stabilizing control section 36 causes the power converter section to discharge the active power from the DC power supply in proportion to the frequency decrease, while if the voltage decrease is monitored, the power stabilizing control section 36 causes the power converter section to output reactive power with a lagging power factor in proportion to the voltage decrease. This makes it possible to effectively suppress a temporary voltage decrease generated in the electric system 20 L, 20 R, as will be described later.
  • the SOC compensation circuit of FIG. 5C generates the compensation voltage value Vsoc_cmp so that the SOC of the secondary battery 13 L, 13 R maintains a predetermined value.
  • the compensation voltage value Vsoc_cmp is used to regulate the reference voltage. Therefore, charging/discharging can be adjusted while maintaining the SOC in a substantially constant state.
  • FIGS. 9A , 9 B, and 10 to 12 stabilization of the electric system 20 L, 20 R will be described, for the case of the control surface actuator 151 in which great regenerative power is more likely to occur and for the case of the other power load 152 other than the control surface actuator 151 , among the power loads 15 .
  • the stabilizing system of the present embodiment is configured to transition among five states including a deactivated state, under control performed by the AC power stabilizing device 30 L, 30 R.
  • a state M 0 at the center is the deactivated state.
  • the AC power stabilizing device 30 L, 30 R starts the APU 12 , and therefore the stabilizing system transitions to a state M 1 at an upper side in FIG. 8 : an APU starting state.
  • the stabilizing system returns to the state M 0 : deactivated state.
  • the stabilizing system transitions to a state M 4 at a lower side in FIG. 8 : backup state, while if deactivation of the backup is requested, the stabilizing system returns to the state M 0 : deactivated state.
  • the stabilizing system transitions to a state M 2 at a right side in FIG. 8 : a VF power supply stabilization state.
  • the starter/generator 141 L, 142 L, 141 R, 142 R is deactivated or deactivation of stabilization is requested, the stabilizing system returns to the state M 0 : deactivated state.
  • the stabilizing system transitions to a state M 3 at a left side in FIG. 8 : CF power stabilization state. If the starter/generator 141 L, 142 L, 141 R, 142 R is deactivated, or deactivation of stabilization is requested, the stabilizing system returns to the state M 0 : deactivated state.
  • the AC power stabilizing device 30 L, 30 R is able to perform control so that the electric power in the second primary AC bus 212 L, 212 R is stabilized.
  • the RAT generator 171 is the CF generator having a constant frequency.
  • the stabilizing system transitions to the state M 3 : CF power stabilization state.
  • the RAT generator 171 is deactivated or deactivation of the stabilization is requested, the stabilizing system returns to the state M 0 : deactivated state.
  • the stabilizing system returns to the state M 4 : backup state if the backup is requested.
  • the stabilizing system returns to the state M 0 : deactivated state.
  • the APU starter/generator 121 , 122 is activated by using at least one motor controller 331 included in the electric system 20 L, 20 R.
  • the motor controller 333 used in this starting is referred to as “starter/motor controller” for easier description.
  • starter/motor controller the motor controller 333 in the second lower system of the right electric system 20 R is “starter/motor controller” and is connectable to the APU starter/generator 121 , 122 as well as the other power load 152 .
  • the discharged electric power is supplied from the boost converter 332 R to the APU starter/generator 121 , 122 via the second DC bus 242 R and the starter/motor controller 333 (see FIG. 2 ).
  • the starter/motor controller 333 By control by the starter/motor controller 333 , the APU starter/generator 121 , 122 is started.
  • the stabilizing system transitions from the state M 0 to the state M 1 , in which the power stabilizing control section 36 causes the power converter section to boost the DC power from the secondary battery 13 L, 13 R and supplies the DC power to the starter/motor controller 333 .
  • the starter/motor controller 333 controls the APU starter/generator 121 , 122 , thereby allowing the APU 12 to be activated.
  • the starter/generator 141 L and the second starter/generator 142 L in the left engine 11 L and the first starter/generator 141 R and the second starter/generator 142 R in the right engine 11 R are actuated, by the starter/motor controller 333 , by the electric power supplied from the APU starter/generator 121 , 122 . Therefore, the starter/generators 141 L, 142 L, 141 R, 142 R start generating the electric power. As indicated by block arrow F2 in FIG. 9B , the three-phase AC power is supplied to the primary AC bus 211 L, 212 L, 211 R, 212 R.
  • the stabilizing system returns from the state M 1 of FIG. 8 to the state M 0 of FIG. 8 .
  • the starter/generator 141 L, 142 L, 141 R, 142 R is activated and start of stabilization is requested, the stabilizing system returns from the state M 0 of FIG. 8 to the state M 2 of FIG. 8 .
  • the electric power is supplied from the generators to the corresponding power supply buses.
  • the control surface actuator 151 is connected to the second primary AC bus 212 L, 212 R.
  • the AC power stabilizing device 30 L monitors a voltage in the second primary AC bus 212 L
  • the AC power stabilizing device 30 R monitors a voltage in the second primary AC bus 212 R.
  • the first PWM converter 253 L backs-up the second PWM converter 254 L
  • the first PWM converter 253 R backs-up the second PWM converter 254 R.
  • the control surface actuator 151 is supplied with the electric power from the second primary AC bus 212 L, 212 R. As indicated by the block arrow F22, the electric power is supplied to the other power load 152 via the second PWM converter 254 L, 254 R or via the first PWM converter 253 L, 253 R (not shown in FIG. 9B ).
  • the AC power stabilizing device 30 L, 30 R charges the secondary battery 13 L, 13 R.
  • the secondary battery monitoring section 35 in the power stabilizing control section 36 monitors the SOC of the secondary battery 13 L, 13 R and controls the boost converter 332 L, 332 R according to a monitoring result (SOC), thereby charging the secondary battery 13 L, 13 R.
  • the power command signal is a gate drive signal for causing a plurality of switching elements (e.g., power semiconductor elements) constituting the boost converter 332 L, 332 R or the second PWM converter 254 L, 254 R to be turned ON/OFF.
  • the power stabilizing control section 36 causes the power converter section to convert the AC power from the starter/generator 141 L, 142 L, 141 R, 142 R into the DC power and supplies the DC power to the secondary battery 13 L, 13 R, thereby charging the secondary battery 13 L, 13 R.
  • the AC power supplied from the starter/generator 141 L, 142 L, 141 R, 142 R is mainly supplied to the control surface actuator 151 and the other power load 152 . Therefore, in FIG. 9B , the block arrows F2, F21, and F22 indicating electric power supply to the power load 15 are indicated by relatively bold-lines, while the block arrow F3 indicating electric power supply to the secondary battery 13 L, 13 R for charging is indicated by a relatively thin-line.
  • the AC power stabilizing device 30 L, 30 R performs stabilization control in such a manner that, for example, the secondary battery 13 L, 13 R absorbs the regenerative power or supplies electric power to make up for deficient electric power due to the voltage decrease.
  • the regenerative power and make-up electric power are collectively indicated by bidirectional block arrow R0.
  • the power stabilizing control section 36 if it is detected that the regenerative power occurs in the second primary AC bus 212 L, 212 R whose power state is monitored by the primary AC bus monitoring section 33 (not shown in FIG. 4 ), the power stabilizing control section 36 generates the power command signal s 1 , s 2 and outputs the power command signal s 1 , s 2 to the power converter section so that the electric power is supplied from the second DC bus 242 L, 242 R to the secondary battery 13 L, 13 R.
  • the switching elements are switched based on the power command signal.
  • the regenerative power which has flowed into the second DC bus 242 L, 242 R flows toward the secondary battery 13 L, 13 R as indicated by block arrow R0-3 (the same direction as that of the block arrow F3) in FIG. 4 .
  • the secondary battery 13 L, 13 R is configured to have a higher voltage sufficient to absorb the regenerative power, the generated regenerative power can be charged into and thereby favorably absorbed into the secondary battery 13 L, 13 R.
  • the power stabilizing control section 36 generates the power command signal s 1 , s 2 and outputs the power command signal s 1 , s 2 to the power converter section so that the electric power is supplied from the secondary battery 13 L, 13 R to the second DC bus 242 L, 242 R.
  • the switching elements are switched based on the power command signal.
  • the DC power from the secondary battery 13 L, 13 R can be supplied to the second DC bus 242 L, 242 R as indicated by the block arrow R0-4 of FIG. 4 . Therefore, even when the starter/generator 141 L, 142 L, 141 R, 142 R or the APU starter/generator 121 , 122 which is/are supplying the electric power to the second primary AC bus 212 L, 212 R, is/are in the overloaded state, this overloaded state can be made up for by the electric power supplied from the secondary battery 13 L, 13 R.
  • the AC power stabilizing device 30 L, 30 R monitors the voltage in the second primary AC bus 212 L, 212 R and the voltage in the second DC bus 242 L, 242 R and controls charging/discharging of the DC power supply (the secondary battery 13 L, 13 R). Therefore, the significant regenerative power can be absorbed by the DC power supply via the second DC bus 242 L, 242 R or deficient electric power due to the temporary voltage decrease can be made up for by the electric power supplied from the DC power supply.
  • the AC power stabilizing device 30 L, 30 R controls the power converter section (boost converter 332 L, 332 R and the second PWM converter 254 L, 254 R) to output the reactive power with a leading power factor in proportion to the voltage increase. By this control, the voltage increase can be suppressed.
  • the AC power stabilizing device 30 L, 30 R controls the power converter section to output the reactive power with a lagging power factor in proportion to the voltage decrease. By this control, the voltage decrease can be suppressed.
  • the electric system stabilizing system for the aircraft of the present invention is capable of favorably stabilizing the electric system 20 L, 20 R while avoiding a weight increase.
  • the power stabilizing control section 36 in the AC power stabilizing device 30 L, 30 R causes the power converter section to supply the electric power from the secondary battery 13 L, 13 R to the second primary AC bus 212 L, 212 R, and the second DC bus 242 L, 242 R.
  • This state corresponds to the state M 4 in FIG. 8 : backup state.
  • the power stabilizing control section 36 causes the power converter section to convert the DC power from the secondary battery 13 L, 13 R into AC power so that the AC power can be supplied to the electrified devices temporarily (for a specified time) via the second primary AC bus 212 L, 212 R.
  • the auxiliary generator such as the APU starter/generator 121 , 122 , the RAT generator 171 , etc.
  • the power stabilizing control section 36 causes the power converter section to supply the DC power from the secondary battery 13 L, 13 R.
  • the power stabilizing control section 36 receives a signal indicating deactivation of the starter/generator 141 L, 142 L, 141 R, 142 R, and a backup request from the control system of the electric system 20 L, 20 R, the power stabilizing control section 36 generates the power command signal s 1 , s 2 and outputs the power command signal s 1 , s 2 to the power converter section so that the electric power is supplied from the secondary battery 13 L, 13 R toward the second primary AC bus 212 L, 212 R.
  • the switching elements are switched based on the power command signal, and the DC power from the secondary battery 13 L, 13 R flows toward the second primary AC bus 212 L, 212 R as indicated by the block arrow F4 in FIG. 4 (the same direction as that of the block arrow R0-4).
  • the electric power can be supplied from the secondary battery 13 L, 13 R to the control surface actuator 151 via the second primary AC bus 212 L, 212 R as indicated by the block arrow F4 of FIG. 11 .
  • Important power loads 15 which are at least required to enable the aircraft 100 to fly in safety, are connected to the essential bus 22 L, 22 R.
  • the DC power from the secondary battery 13 L, 13 R can be supplied to the essential bus 22 L, 22 R via the voltage converter 262 L, 262 R, and the rectifier element 252 L, 252 R.
  • the essential bus 22 L, 22 R is supplied with the DC power obtained by converting in the transformer/rectifier 251 L, 251 R, the AC power supplied from the starter/generator 141 L, 141 R, via the first primary AC bus 211 L, 211 R.
  • the DC power from the secondary battery 13 L, 13 R in a higher voltage state is decreased in voltage by the voltage converter 262 L, 262 R, and always supplied to the essential bus 22 L, 22 R via the rectifier element 252 L, 252 R.
  • the RAT 17 is deployed outside the aircraft 100 , and the RAT generator 171 of the RAT 17 is activated as schematically shown in FIG. 12 .
  • the RAT generator 171 is able to supply the electric power to the electric loads which are essential (requisite) for the aircraft 100 to fly in safety.
  • the electric power supplied from the RAT generator 171 is indicated by the block arrow F5.
  • the electric loads which are essential for the aircraft to fly in safety include the control surface actuator 151 and the electrified devices connected to the essential buses 22 L, 22 R.
  • the control surface actuator 151 is the power load 15 (electrified device) which transiently requires a great load amount.
  • the RAT generator 171 is an emergency power supply, and therefore has a smaller power generation capacity than the /starter/generator 141 L, 142 L, 141 R, 142 R, etc.
  • a change is more likely to occur in the voltage or frequency (or both of the voltage and frequency) as compared to the case of using another AC power supplies. This might result in, for example, a situation in which the power load amount increases (overloaded) temporarily or the regenerative power is generated.
  • the AC power stabilizing device 30 L, 30 R performs stabilization control in such a manner that the AC power stabilizing device 30 L, 30 R causes the secondary battery 13 L, 13 R to absorb the voltage increase or to supply the electric power to make up for the deficient electric power due to the voltage decrease. Therefore, in the case where the RAT generator 171 is the AC power supply, the stabilizing system of the present embodiment can stabilize the electric system 20 L, 20 R more effectively.
  • the electric power is supplied from the RAT generator 171 to the control surface actuator 151 via the second primary AC bus 212 L, 212 R. Even when a temporary power load amount increases or regenerative power is generated, because of the control surface actuator 151 , the AC power stabilizing device 30 L, 30 R performs stabilization control and thereby suppress such a voltage change (or frequency change).
  • the power stabilizing control section 36 causes the power converter section (boost converter 332 L, 332 R and second PWM converter 254 L, 254 R) in the AC power stabilizing device 30 L, 30 R to be able to convert the AC power of the RAT generator 171 into the DC power. Therefore, as indicated by the arrow F5 in FIG. 11 , this DC power can be supplied to the essential bus 22 L, 22 R. Therefore, in the case of using the RAT generator 171 as the AC power supply, the AC power stabilizing device 30 L, 30 R can not only stabilize the electric system 20 L, 20 R but also serve as the power converter used to supply the DC power to the essential bus 22 L, 22 R.
  • the electric system stabilizing system for the aircraft of the present embodiment has an advantage that redundancy is improved or stabilization of the electric is improved, etc., as compared to the conventional general electric system.
  • conventional electric system 920 L, 920 R fundamentally has the same configuration as that of the electric system 20 L, 20 R of FIG. 2 of the present embodiment.
  • a secondary battery 913 is connected to a secondary AC bus 23 L in the first lower system in the left electric system 920 L via a secondary battery charger 924 .
  • the secondary battery 913 is connected to the essential bus 22 L, 22 R.
  • a charging switch relay 288 is interposed between the secondary battery charger 924 and the secondary battery 913 , while a battery power supply switch relay 289 is interposed between the secondary battery 913 and the essential bus 22 L, 22 R.
  • the control surface actuator 151 connected to the primary AC bus 212 L, 212 R is not shown.
  • An APU starting secondary battery 922 is connected to a secondary AC bus 23 R in the first lower system in the right electric system 920 R via an APU starting secondary battery charger 925 .
  • a second DC bus 242 in the second lower system is connected to the APU starting secondary battery 922 via a booster 923 .
  • a charging switch relay 288 is interposed between the APU starting secondary battery charger 925 and the APU starting secondary battery 922 .
  • auto transformers (ATRUs) 953 L, 953 R are present between the primary AC buses 211 L, 212 L, 211 R, 212 R and the DC buses 241 L, 242 L, 241 R, 242 R.
  • the ATRUs 255 L, 255 R are rectifiers for converting the AC power from the primary AC buses 211 L, 212 L, 211 R, 212 R into the DC power supplied toward the DC buses 241 L, 242 L, 241 R, 242 R.
  • the secondary battery 913 which is a DC power supply of the essential bus 22 L, 22 R, and the APU starting secondary battery 922 provided exclusively for starting of the APU 12 .
  • these second batteries 913 , 922 are not connected to the AC power stabilizing device 30 L, 30 R of the present embodiment. Therefore, it is required that the second batteries 913 , 922 be connected to the secondary battery charger 924 and the APU starting secondary battery charger 925 , respectively, for the purpose of charging.
  • the APU starting secondary battery 922 is 24 VDC, it is necessary to boost the electric power by using the booster 923 to start the APU 12 .
  • a backup transformer/rectifier 926 is connected to a backup bus 29 connected to the RAT generator 171 .
  • the backup transformer/rectifier 926 converts the AC power from the RAT generator 171 into the DC power and supplies the DC power to the essential bus 22 L, 22 R, and is connected to the essential bus 22 L, 22 R via the DC power supply switch relay 285 .
  • the chargers 924 , 925 are required to be provided to correspond to the secondary batteries 913 , 922 (DC power supply), respectively.
  • the booster 923 is required.
  • a path including the backup transformer/rectifier 926 and the DC power supply switch relay 285 is required.
  • the battery power supply switch relay 289 is required. Because of this, the kinds of the components (chargers, boosters, starting controllers, etc.) in the electric system increase, which may make the configuration of the electric system more complicated, and may possibly increase weight and cost, as compared to the present embodiment.
  • the rated voltage of the secondary battery 913 is 24 VDC and is substantially equal to the rated voltage 28 VDC of the essential bus 22 L, 22 R. Therefore, to charge the secondary battery 913 , a dedicated charger 924 is necessary. Since the secondary battery 913 is charged by using the charger 924 for exclusive use via the secondary AC bus 23 L, it is required that the battery power supply switch relay 289 intervene between the secondary battery 913 and the essential bus 22 L, 22 R. For this reason, the secondary battery 913 cannot be always be connected to the essential bus 22 L, 22 R.
  • the electric system 20 L, 20 R of the present embodiment is configured such that the secondary battery 13 L, 13 R is always connectable to the essential bus 22 L, 22 R via the voltage converter 262 L, 262 R. Because of this, the discontinuation of the electric power will not occur even during switching to the emergency power supply. This eliminates a need for the emergency power supply to be built into the electrified device connected to the essential bus 22 L, 22 R. As a result, a weight of the electrified device will not occur and reliability can be improved.
  • the left electric system 20 L includes the AC power stabilizing device 30 L and the secondary battery 13 L
  • the right electric system 20 R includes the AC power stabilizing device 30 R and the secondary battery 13 R. Therefore, a doubled system for starting the APU 12 using the DC power supply is attained, and a doubled DC power supply for backing-up the essential bus 22 L, 22 R is attained.
  • each of the four lower systems includes one PWM converter. Therefore, even when the PWM converter in any one of the lower systems fails, the PWM converter in another lower system can be activated by switching the DC bus switch relay 286 present between the first DC bus 241 L, 241 R and the second DC bus 242 L, 242 R. Thus, redundancy can be improved.
  • the chargers 924 , 925 become unnecessary and the APU starting controller 921 and the booster 923 become unnecessary.
  • the path including the backup transformer/rectifier 926 and the DC power supply switch relay 285 becomes unnecessary in supply of the backup electric power from the RAT generator 171 .
  • the battery power supply switch relay 289 which may be a cause of the instantaneous discontinuation becomes unnecessary.
  • the voltage in the DC bus 241 L, 242 L, 241 R, 242 R can be stabilized as compared to the ATRU 255 L, 255 R.
  • the ATRU has a drawback that it is capable of performing only AC to DC conversion and a voltage decreases occurs if a power load amount increases.
  • the PWM converter is capable of performing both of AC to DC conversion and DC to AC conversion, and is configured to boost a voltage of AC power and supply DC power of a constant voltage. Therefore, in the present embodiment, the voltage in the DC bus connected to the PWM converter can be stabilized. Moreover, the DC bus is maintained at a constant voltage by the power stabilizing device.
  • an input voltage range of the motor controller 331 , 333 at a downstream side can be set high. This has an advantage that the size of the motor controller 331 , 332 can be reduced as compared to the conventional configuration.
  • the secondary battery 13 L, 13 R has a high rated voltage sufficient to absorb a great power load, and is configured to supply the electric power to the starter/motor controller 333 via the power converter section (boost converter 332 L, 332 R) in the electric system 20 L, 20 R. For this reason, a current having a small value is sufficient to start the APU 12 . Therefore, it becomes possible to reduce wires for a current with a great magnitude which is used to start the APU 12 . This results in a reduced weight of a fuselage.
  • the secondary batteries 13 L, 13 R having the rated voltage of 250V are illustrated as the DC power supplies, the present invention is not limited to this.
  • the DC power supplies may be capacitors having an equal rated voltage, or a combination of capacitors and secondary batteries.
  • an electric double-layer capacitor having a high capacity which is named ultra capacitor, may be used.
  • the DC power supplies are not limited to the secondary batteries 13 L, 13 R so long as they can absorb the regenerative power from the power loads 15 .
  • a plurality of secondary batteries and/or capacitors may be combined to form DC power supplies provided that the weight of the aircraft is not increased excessively.
  • the DC power supplies are the capacitors, stabilization of the electric system can be achieved but the APU 12 cannot be started.
  • a DC power supply for starting may be provided separately.
  • the stabilizing system of the present invention is suitably widely used in the aircraft 100 in which the MEA has progressed, the entire of the hydraulic system 40 and the entire of the breed air system 50 , or most of them need not be electrified.
  • the great regenerative power in FIG. 10 is more likely to occur when great power loads 15 are present in the electric system 20 L, 20 R.
  • Such power loads 15 include the control surface actuator 151 , another motor, etc.
  • control surface actuator 151 is used to operate the control surface of the aircraft 100 and operates rapidly according to the motion of the aircraft 100 . Since a great regenerative power from the control surface actuator 151 is more likely to occur during the motion of the aircraft 100 , the stabilizing system of the present invention is suitably employed in the aircraft 100 in which at least the control surface actuator 151 is electrified (electrically driven).
  • each of the electric systems 20 L, 20 R includes the first lower system and the second lower system
  • the present invention is not limited to this.
  • Each of the electric systems 20 L, 20 R may be constructed of three or more lower systems.
  • each of the electric systems 20 L, 20 R may be configured not to include a lower system, but each electric system 20 may be constructed of a single system.
  • the lower systems in each of the electric systems 20 L, 20 R need not be equal in number.
  • the AC power stabilizing devices 30 L, 30 R are provided in the second lower systems, the present invention is not limited to this.
  • the AC power stabilizing devices 30 L, 30 R may be provided in the first lower systems or in both of the first lower systems and the second lower systems.
  • An electric system stabilizing system for the aircraft according to Embodiment 2 of the present invention has the same configuration as that of the electric system stabilizing system for the aircraft according to Embodiment 1, except that the secondary batteries 13 L, 13 R are bidirectionally connected to the second DC buses 242 L, 242 R via the boost converters 332 L, 332 R (bold-line arrow in FIG. 13 ) while keeping the ATRUs 255 L, 255 R, as shown in FIG. 13 , instead of replacing the conventional ATRUs by the PWM converters.
  • the DC power supplied to the second DC bus 242 L, 242 R via the ATRU 255 L, 255 R is directly controlled to indirectly control the electric power in the second primary AC bus 212 L, 212 R.
  • the power stabilizing control section 36 (see FIGS. 3 and 4 ) monitors a voltage in the second primary AC bus 212 L, 212 R or a voltage in the second DC bus 242 L, 242 R. If the voltage is higher than a preset range, the power stabilizing control section 36 increases a charging current to the secondary battery 13 L, 13 R. This can increase a power load amount in the second primary AC bus 212 L, 212 R via the ATRU 255 L, 255 R, and hence indirectly decrease the voltage.
  • the power stabilizing control section 36 increases a discharging current from the secondary battery 13 L, 13 R to increase the amount of electric power supplied to the motor controller 331 , 333 at a downstream side. This can decrease a power load amount in the second primary AC bus 212 L, 212 R via the ATRU 255 L, 255 R, and hence indirectly increase the voltage.
  • Embodiment 1 it is not necessary to build the resistor into the controller of the control surface actuator 151 to consume the regenerative power by heat generation, or it is not necessary to increase a power generation capacity of the AC power supplies adaptively to a maximum load.
  • the electric power can be supplied from the secondary battery 13 L, 13 R continuously. Therefore, without instantaneous discontinuation due to the switching of the relay components, the electric power can be supplied for make-up.
  • the left electric system 20 L includes the AC power stabilizing device 30 L and the secondary battery 13 L
  • the right electric system 20 R includes the AC power stabilizing device 30 R and the secondary battery 13 R. Therefore, a doubled system for starting the APU 12 using the DC power supplies is attained.
  • the secondary batteries 13 L, 13 R can be utilized as power supply devices for supplying the electric power for starting (activating) the APU 12 , and wires for a current with a great magnitude is reduced.
  • the rectifiers provided between the second primary AC buses 212 L, 212 R and the second DC buses 242 L, 242 R are not limited to the ATRUs 255 L, 255 R, but may be known transformer/rectifiers for converting AC power into DC power.
  • the rectifiers provided between the essential buses 22 L, 22 R and the starter/generator 141 L, 142 L, 141 R, 142 R are not limited to TRU 251 L, 252 R, but may be known transformers/rectifiers which convert the AC power into the DC power.
  • the present invention is suitably used in fields of stabilization of electric systems in commercial aircrafts, in particular, in fields of MEAs in which at least a portion of a power system, other than an electric system, is electrified (electrically driven).

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Supply And Distribution Of Alternating Current (AREA)
  • Control Of Eletrric Generators (AREA)
US13/561,572 2012-07-30 2012-07-30 Electric system stabilizing system for aircraft Abandoned US20140197681A1 (en)

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US13/561,572 US20140197681A1 (en) 2012-07-30 2012-07-30 Electric system stabilizing system for aircraft
CA2871962A CA2871962C (en) 2012-07-30 2013-07-29 Electric system stabilizing system for aircraft
PCT/US2013/052583 WO2014022316A1 (en) 2012-07-30 2013-07-29 Electric system stabilizing system for aircraft
US14/418,075 US10029631B2 (en) 2012-07-30 2013-07-29 Electric system stabilizing system for aircraft
BR112014030778-4A BR112014030778B1 (pt) 2012-07-30 2013-07-29 Sistema e método de estabilização de sistema elétrico para aeronave
CN201380039140.3A CN104471818B (zh) 2012-07-30 2013-07-29 用于飞机的电力系统稳定系统
EP13825807.4A EP2880734B1 (en) 2012-07-30 2013-07-29 Electric system stabilizing system for aircraft
CA2971338A CA2971338C (en) 2012-07-30 2013-07-29 Electric system stabilizing system for aircraft
CA3019466A CA3019466C (en) 2012-07-30 2013-07-29 Electric system stabilizing system for aircraft
JP2015525494A JP6397409B2 (ja) 2012-07-30 2013-07-29 航空機用電気系統安定化システム

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US10029631B2 (en) 2018-07-24
CA2871962C (en) 2020-12-22
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