A Review of More-Electric Aircraft

The More-Electric Aircraft (MEA) underlines the utilization of the electrical power to power the non-propulsive aircraft systems. Adopting the MEA achieves numerous advantages such as optimizing the aircraft performance and decreasing operating and maintenance costs. Moreover, the MEA reduces the emission of the air pollutant gases from the aircraft, which can contribute in solving the problem of climate change. However, the MEA put some challenge on the aircraft electrical system either in the amount of the required power or the processing and management of this power. This paper introduces a review for the MEA. The review includes the different options of generation and power system architectures.

[1]  S. Mollov,et al.  System modeling of advanced electric power distribution architectures for large aircraft , 2000 .

[2]  Barrie Mecrow,et al.  Fault-tolerant permanent magnet machine drives , 1995 .

[3]  R.E.J. Quigley.  More Electric Aircraft , 1993, Proceedings Eighth Annual Applied Power Electronics Conference and Exposition,.

[4]  Chin E. Lin,et al.  A prototype induction generator VSCF system for aircraft , 1995, Proceedings IEEE Conference on Industrial Automation and Control Emerging Technology Applications.

[5]  S. J. Cutts,et al.  A collaborative approach to the More Electric Aircraft , 2002 .

[6]  K. C. Reinhardt,et al.  Wide-bandgap power electronics for the More Electric Aircraft , 1996, IECEC 96. Proceedings of the 31st Intersociety Energy Conversion Engineering Conference.

[7]  M.J.J. Cronin,et al.  The all-electric aircraft , 1990 .

[8]  R.C. Bansal,et al.  Three-phase self-excited induction generators: an overview , 2005, IEEE Transactions on Energy Conversion.

[9]  P.H. Mellor,et al.  A wide-speed-range hybrid variable-reluctance/permanent-magnet generator for future embedded aircraft generation systems , 2005, IEEE Transactions on Industry Applications.

[10]  A.J. Forsyth,et al.  Single-phase controller design for a fault-tolerant permanent magnet generator , 2008, 2008 IEEE Vehicle Power and Propulsion Conference.

[11]  Chi-Yao Wu,et al.  Acoustic noise cancellation techniques for switched reluctance drives , 1995, IAS '95. Conference Record of the 1995 IEEE Industry Applications Conference Thirtieth IAS Annual Meeting.

[12]  D. R. Trainer,et al.  Analysis and practical evaluation of an 18-pulse rectifier for aerospace applications , 2004 .

[13]  T.-L. Ho,et al.  Aircraft VSCF generator expert system , 1988, IEEE Aerospace and Electronic Systems Magazine.

[14]  J. S. Cloyd,et al.  A status of the United States Air Force's More Electric Aircraft initiative , 1997, IECEC-97 Proceedings of the Thirty-Second Intersociety Energy Conversion Engineering Conference (Cat. No.97CH6203).

[15]  M. J. Cronin,et al.  Advanced Electrical System (AES) , 1990, IEEE Conference on Aerospace and Electronics.

[16]  T. L. Skvarenina,et al.  Simulation and analysis of a switched reluctance generator/More Electric Aircraft power system , 1996, IECEC 96. Proceedings of the 31st Intersociety Energy Conversion Engineering Conference.

[17]  C. Ferreira,et al.  Detailed design of a 30-kW switched reluctance starter/generator system for a gas turbine engine application , 1993, Conference Record of the 1993 IEEE Industry Applications Conference Twenty-Eighth IAS Annual Meeting.

[18]  Ian Moir.  The all-electric aircraft-major challenges , 1998 .

[19]  Andrew Cross,et al.  Modelling and Simulation Strategies for the Electric Systems of Large Passenger Aircraft , 2002 .

[20]  U. Drofenik,et al.  12-pulse rectifier for more electric aircraft applications , 2003, IEEE International Conference on Industrial Technology, 2003.

[21]  N. M. Shah,et al.  Power management and distribution system for a more-electric aircraft (MADMEL)-program status , 1996 .

[22]  M. A. Maldonado,et al.  Power management and distribution system for a more-electric aircraft (MADMEL) , 1999 .

[23]  O. Wasynczuk,et al.  Simulation of a switched reluctance, More Electric Aircraft power system using a graphical user interface , 1997, IECEC-97 Proceedings of the Thirty-Second Intersociety Energy Conversion Engineering Conference (Cat. No.97CH6203).

[24]  M. J. Provost.  The More Electric Aero-engine: a general overview from an engine manufacturer , 2002 .

[25]  L. Andrade,et al.  Design of Boeing 777 electric system , 1992, IEEE Aerospace and Electronic Systems Magazine.

[26]  R. I. Jones,et al.  The More Electric Aircraft: the past and the future? , 1999 .

[27]  J.A. Ortega,et al.  Moving towards a more electric aircraft , 2007, IEEE Aerospace and Electronic Systems Magazine.

[28]  John James Anthony Cullen,et al.  Favourable slot and pole number combinations for fault-tolerant PM machines , 2004 .

[29]  Ian Moir,et al.  More-electric aircraft-system considerations , 1999 .

[30]  J. Haylock,et al.  A comparative study of permanent magnet and switched reluctance motors for high performance fault tolerant applications , 1995, IAS '95. Conference Record of the 1995 IEEE Industry Applications Conference Thirtieth IAS Annual Meeting.

[31]  T. F. Glennon,et al.  Fault tolerant generating and distribution system architecture , 1998 .

[32]  Eric Monmasson,et al.  Control of a doubly fed induction generator for aircraft application , 2003, IECON'03. 29th Annual Conference of the IEEE Industrial Electronics Society (IEEE Cat. No.03CH37468).

[33]  Mehrdad Ehsani,et al.  Aircraft power systems: technology, state of the art, and future trends , 2000 .

[34]  W.N. Lawless,et al.  Energy storage at 77 K in multilayer ceramic capacitors , 1996, IECEC 96. Proceedings of the 31st Intersociety Energy Conversion Engineering Conference.

[35]  P. Walia,et al.  Power Management and Distribution System for a More-Electric Aircraft (MADMEL)-program status , 1997, IECEC-97 Proceedings of the Thirty-Second Intersociety Energy Conversion Engineering Conference (Cat. No.97CH6203).

[36]  B. T. Drager,et al.  Sensorless switched reluctance starter/generator performance , 1997 .

[37]  Cross,et al.  Single-phase active rectifier selection for fault tolerant machine , 1988 .

[38]  A. Brockschmidt.  Electrical environments in aerospace applications , 1999, IEEE International Electric Machines and Drives Conference. IEMDC'99. Proceedings (Cat. No.99EX272).

[39]  Eike Richter,et al.  Performance evaluation of a 250 kW switched reluctance starter generator , 1995, IAS '95. Conference Record of the 1995 IEEE Industry Applications Conference Thirtieth IAS Annual Meeting.

[40]  Phil Mellor,et al.  Aircraft embedded generation systems , 2002 .

[41]  L. J. Feiner.  Power electronics transforms aircraft systems , 1994, Proceedings of WESCON '94.

[42]  J. A. Weimer,et al.  Electrical power technology for the more electric aircraft , 1993, [1993 Proceedings] AIAA/IEEE Digital Avionics Systems Conference.

[43]  C. Cossar,et al.  Microprocessor controlled DC power supply for the generator control unit of a future aircraft generator with a wide operating speed range , 2004 .

[44]  A. J. Mitcham,et al.  Permanent magnet generator options for the More Electric Aircraft , 2002 .

[45]  S. R. Jones,et al.  Detailed design of a 30-kW switched reluctance starter/generator system for a gas turbine engine application , 1993 .

[46]  R. J. Frye,et al.  Advanced secondary power system for transport aircraft , 1985 .

[47]  N. Grum,et al.  An integrated LP shaft generator for the more electric aircraft , 1998 .

[48]  Ramesh C. Bansal,et al.  Bibliography on the application of induction generators in nonconventional energy systems , 2003 .

[49]  M. D. Kankam,et al.  Potential starter/generator technologies for future aerospace applications , 1996, NAECON 1996.

[50]  Ian Moir,et al.  Aircraft Systems: Mechanical, Electrical, and Avionics Subsystems Integration , 2008 .