Regenerative Electric Power for More Electric Aircraft

Yuhang Deng, Simon Y. Foo, Indranil Bhattacharya

Department of Electrical and Computer Engineering, FAMU-FSU College of Engineering
Florida State University, Tallahassee, FL, 32310, USA
[email protected], [email protected], [email protected]

Abstract- The More Electric Aircraft (MEA) emphasizes the actuators. Electro-mechanical (EMA) and electro-hydrostatic
utilization of electrical power as opposed to hydraulic, (EHA) flight actuators are used in a more electric aircraft
pneumatic, and mechanical power for optimizing aircraft instead of traditional hydraulic actuators with a central
performance and life cycle cost. The main sources of
hydraulic system [3,4]. The EMA and EHA employ motors
regenerative energy in the more electric aircraft power
powered from the power distribution bus, 270V DC [5]
distribution system are the aircraft actuation systems: ailerons,
rudder, flaps, spoilers, horizontal stabilizers and others. Instead
distribution bus through DC-AC inverters.
of dissipating the energy as heat, the regenerative electric energy While the motor speed is reduced, the electromagnetic
from the motor drives can be stored in energy storage elements torque reverses in direction and the kinetic energy associated
such as flywheels, ultra-capacitors and batteries. Using the with the motor load inertia is converted into electrical energy,
Simcaps toolbox, an aileron model with the electro-mechanical which now acts as a generator. This regenerative mode of
actuator (EMA) is developed in Matlab/Simulink. This operation is typical for flight control actuators during their
regenerative power system consisting of a synchronous operational cycle. As opposite to the normal power flow from
generator, three-phase-to dc boost rectifier, EMA including an
the sources to the loads, the reverse power flow occurs when
input filter, ESE and a bidirectional dc-dc converter interfacing
certain loads in the system work in regenerative mode. The
with ESE is presented. A single-phase half-bridge bidirectional
dc-dc converter is used in this configuration. Two power
energy coming from a regenerating subsystem tends to raise
management control strategies are applied in this simulation the DC bus voltage unless this energy is utilized by certain
study, load-leveling and load-following procedures. In both means. When no other load with sufficient power
strategies, ESE compensates for the difference between the consumption is present at the moment of regeneration, and no
electric drive requirements and the power provided by power measures are taken to utilize the regenerative energy, the bus
distribution bus. Considering some important factors, such as voltage can easily rise beyond allowable limits specified by
weight, size and durability of the ESE, the load-following control MILSTD-704E [6] shown in Fig.I. This phenomenon may
strategy appears to be the most suitable for a regenerative
affect the flight control and cause damage to the equipment
power system in the more electric aircraft.
connected to the bus.
DC bus
voltage
(V)
I. INTRODUCTION
330
Aiming at global energy optimization of aircraft, the
concept "More Electric Aircraft" (MEA) becomes more
interesting for the aeronautical industry. Electric equipment is
260
replacing hydraulic, pneumatic and mechanical equipment in 270
the domains of propulsion, control and auxiliary systems [1].
250
Hence, all electrically powered subsystems become parts of
an electric power distribution system (PDS), which unites all
electrical sources and loads of an aircraft by means of a 200
power distribution bus. Compared with the conventional
power distribution network, the more electric aircraft o 0.01 0.02 0.04
architecture will demonstrate significant weight gains, Fig.! DC bus voltage specifications according to MIL-STD-704E
reduced maintenance requirements and increased reliability
and also increased passenger comfort. Current advancements Currently, industry uses the approach with damping
surrounding aircraft systems can be grouped into the areas of resistors connected to the bus to dissipate the regenerative
flight controls, power generation and management, and energy. Unfortunately, the amount of this energy is so high
engine controls. that the resistors require liquid cooling. This solution
Conventional flight control actuation, known as fly-by­ complicates the system and reduces the benefits of the "more
wire, is controlled electrically, but powered hydraulically. electric approach" in aircraft design. Instead of dissipating the
These systems rely on a complicated circuit of high-pressure energy as heat, the regenerative electric energy can be stored
hydraulics running throughout the aircraft to supply the in energy storage elements (ESE) such as ultra-capacitors,
hydraulic pressure needed to move each control surface. The and batteries [7]. This energy, at a later time, can then be fed
goal of power-by-wire [2] is to significantly reduce or on the power bus to provide power to electrical loads on the
eliminate altogether the hydraulic connection, and its aircraft. This regenerative power system consisting of a
associated risks, by providing electrical power straight to the

978-1-4799-6585-4/14/$31.00 ©2014 IEEE

bidirectional converter and energy storage elements is an The converter steady-state working operation principle is
essential part of a more electric aircraft. This paper shown in Fig.4, which illustrates the key waveforms over a
summarizes some of the research that has been undertaken for full switching cycle in boost mode at duty ratio D=O.S. The
such a regenerative electric power system in the EMA flight operation principle and analysis is based on transformer
actuator of a more electric aircraft. primary referred circuit. VPI is the voltage across the LVS
switches PI. V Sl is the voltage across the HVS switches SI'
VI is the DC link voltage across the LVS and V2 is the DC
II. CONFIGURATION OF A REGENERATIVE ELECTRIC
POWER SYSTEM
link voltage across the HVS. lin is the current of the input
ESE. In boost mode, LVS control signals lead HVS control
A regenerative electric power system is present in Fig.2. signal and <1»0. Power is transferred from LVS to HVS. The
The regenerative power system consists of a three-phase averaged signal model can be expressed as follows in
synchronous generator, three-phase-to dc boost rectifier, the equation (1). The output power can be calculated as
EMA including an input filter, ESE and a bidirectional dc-dc equation (2).
converter interfacing with ESE. The battery or ultra-capacitor
can be employed to reduce the cost and achieve the maximum
. I I
efficiency of the system. In such a system, ESE is required to <1;n >=-< V:n >-- <v, >
absorb the regenerative electric energy during deceleration Ld, 2Ld, (1)
and provide peak power during acceleration transients <v. >=�<l > ¢(J[-¢) <v >
respectively. The power flow is bidirectional between the I Cp 2J[{J)LsCp 2
m

ESE and the DC bus. A bidirectional dc-dc converter of high

<V, >= ¢(J[-¢) <v, > 2_<V, > __

efficiency and high power density serves as the core of the 2J[{J)LsCs R· Cs
energy management system.
P
o
= ¢(lr - ¢) v.t v.2
4lrwL,
(2)

Electrom
Boost tnput
echanical
Rectifier Filter V1
Actuators
3-0 to DC
(EMA) VP'

V2
v" J

1
O.5V1

V"P t--- - - - - +-i----"----t-----+-----t

O.5V1
Fig.2 Configuration of a regenerative electric power system '
-: <Jt- O.5V2

A. Bidirectional DC-DC Converter

A number of topologies are proposed to interface with ESE

V
.�1-+---
- !Ii---�
----7--+-- --=- -+--
L-------7,-!,
, ,
I -+--
1 - -
. O.5V2

[8-10]. A single phase half-bridge bidirectional dc-dc

converter in Fig.3 is selected in this study because of (1)
minimwn nwnber of devices to achieve higher power density,
"' � �� , ,

(2) current source input to have current regulate control, (3) Fig.4 The idealized operating waveforms when converter works in
transformer isolated to interface with low voltage ESE and boost mode, D=O.5
high voltage DC bus, (4) soft-switching to have higher
efficiency. The power flow is controlled by the phase shift B. Aileron model with EMA actuator
between active bridges at low voltage side and high voltage
side. The commutation inductor Ls is acting as the In SimulinkiMatlab, Simscape is the software with tools for
intermediate element to store and transfer the power. The modeling and simulating multidomain physical systems, such
single phase half-bridge topology can be extended to two as those with mechanical, hydraulic, pneumatic, thermal,
phases and three phases to achieve higher power density, electrical, and electromagnetic components. Simscape models
higher efficiency for higher input current. employ a Physical Network approach to model building:
Low Voltage Side High Voltage Side components (blocks) corresponding to physical elements such
as pwnps, motors, and op-amps, are joined by lines
corresponding to the physical connections that transmit
power. This approach lets you describe the physical structure
Co VBUS of a system rather than the underlying mathematics. From
your model, which closely resembles a schematic, Simscape
technology automatically constructs equations that
characterize the behavior of the system. These equations are
integrated with the rest of the Simulink model.
Fig.3 Single phase half-bridge bidirectional dc-dc converter

978-1-4799-6585-4/14/$31.00 ©2014 IEEE

 Using the toolbox Simscape, an aileron model driven by The simulation results of the aileron model driven by the
the EMA actuator is built and simulated in SimulinkiMatlab. EMA in more electric aircraft are shown from Fig.9 to Fig.I2.
Aileron Angle Reference The aileron mass is I8kg. In Fig.9, the actual aileron angle
8

6 1/ follows the reference command quite well in a driving cycle.

4 \ In Fig.10, the DC motor speed of the EMA is acquired by the
2 / \
0
simulation. Fig.II shows how much force of the EMA to
8
I drive the aileron. Meanwhile the DC motor electric power is
6 I \ /
4 II \ / present in Fig.I2. During the motor speed is decreasing, the
2 f-- regenerative electric power is produced as the negative value
0
5 10 in Fig.I2. An EMA can store a significant amount of
Time(s)
Fig.S Aileron angle reference of a driving cycle rotational inertia within the motors while it is moving. If the
output shaft is stopped suddenly, this stored energy can
The aileron angle reference signal of a driving cycle is damage the actuator. Therefore, this amount of the
shown in Fig.5. Fig. 6 shows an aileron model schematic for regenerative power is to be utilized in a reusable and efficient
simulation. It consists of mechanical parts, including way.
cylinders, joints and sensors. The components are from the
toolbox SimMechanics. To drive the aileron, an EMA is used Aileron Reference Angle and Actual Angle
8
in the more electric aircraft. The EMA consists of a dc-dc 6 r�
converter, dc motor, and a mechanical part with a gearbox, 4 \
and a ball screw mechanism. The EMA and its controller 2 II \
models are illustrated in Fig.7. The converter has a feedback a II
control with dc motor speed and current, where two control 8 If \ !J
loops exist. Outer loop is the motor speed loop and inner loop 6 II \ II
is the motor current loop. The speed reference comes from 4 II \ II
the difference between the aileron position command and the 2 II ,,-- U
actual position feedback. Overall the aileron model driven by a

the EMA simulation schematic is present in Fig.8. 2

5 10
nne(s)

Fig.9 Aileron reference angle and actual angle

DC Motor Speed
800

600
1/

Ir-
400

200

\
II
a

II
IL
Fig.6 Aileron physical model -200

1'--
5 10
Tlma(s)

� --f �-lm-�S-lli
�

.. ., l.b
Fig.! 0 DC motor speed in the EMA

l�'� d�
"
DC M�.' W.�G." .
v Pw Screw � Actuator Force
_, V Vr
I 1000
� . = �-D
� Wref R REV ' LeodSa'""Force
Error
v r-- Ir-
GoOn
Peed & Cumnt Control PWM & H-Bridge
500
Simulink System-A.... ",ged

I
r--, I'-- L L
Fig.7 EMA actuator and its controller r
� -500

�
IJ... _10CXl
Actuator Force -.J
"-
-1500

-2000 \.

5 10
Time(s)

Fig.ll Aileron Force on the EMA

Fig.8 Aileron model driven by the EMA actuator

978-1-4799-6585-4/14/$31.00 ©2014 IEEE

 3000 2500

l\
2500 2000
� �p r.verS pplie by SE
2000 r\ 1500
�� pof"erA sorb d by SE

�
1500
1000
�

� I�
1000

500 II'- 500

� �
- '-- '--

0 n 0 I� � �
-500
22L � �
-500

-1000
-1000
-1500
0 5 10
Tlme(s) -1500
5 10
Time(s)
Fig.12 DC motor electric power
Fig.14 ESE power curve of a driving cycle in a load-leveling
power management strategy
III. POWER MANAGEMENT CONTROL STRATEGY

Two power management strategies are applied in this 3000

study. The fIrst strategy is utilizing the power distribution DC 11- Electric Drive Power
Distribution DC Bus Power
2500
bus as a load-leveling source. Power distribution DC bus is
controlled to supply the average power of the motor drive 2000 II-.
plus system loss of a driving cycle. The electric drive power 1500

is demonstrated in Fig.I3 while the average power value � 1000

during the whole drive cycle is 312W.The ESE power curve
j 500 r;-
shows that the ESE compensates for the difference between Iff 1- r-- r--
0
the electric drive requirements and the power provided by the If
power distribution bus in load-leveling power management -500

strategy (in Fig.14, negative values for ESE power indicate -1000

that energy is entering the ESE). -1500

0 5 10
Another power management strategy is the load-following Time(s)

procedure, which allows the ESE to be minimized. In this Fig. I S Power distribution of a driving cycle in a load-following
case, the ESE on the aircraft can have the minimum capacity power management strategy
necessary to feed the aircraft auxiliaries and permit energy
1500
economy during regenerative braking. The power distribution
between DC bus, ESE and electric motor drive is reported in 1000 �� po er Su pplie byE E

�� po erAb orbe �
byE E
Fig.IS. The limited contribution of ESE is evident from 500

Fig.I6 comparing with the power curve shown in Fig.I4.

v
r\ � l\ �
Considering some important factors, such as weight, size and y
� -500
durability of the ESE, the load-following control strategy
appears to be the most suitable for a regenerative electric J -1000

power system. This is because it minimizes the on-board -1500

storage system, whose main function would then be to -2000

recover energy during regenerative braking. -2500

-300°
0 5 10
3000 Time(s)

2500 I Electric Drive Power

Average Power
�
Fig.16 ESE power curve of a driving cycle in a load-following
2000 1\ power management strategy

1500
IV. CONCLUSIONS
g 1000
j
� 50 a f\- The main sources of regenerative energy in the more
electric aircraft power distribution system are the aircraft
0 I
actuation systems: ailerons, rudder, flaps, spoilers, horizontal
-500 stabilizers and others. Regeneration can occur either when an
-1000 actuation system is requested to process a reference motion
-15°0 with aiding aerodynamic forces or when a fast response from
0 5 10
llme(s) an actuator is requested resulting in a high rate of
Fig.13 Electric drive power of a driving cycle deceleration. In the fIrst case the source of regenerative
energy is an aerodynamic force that acts on the flight surface
in the same direction as the actuator movement. In the second

978-1-4799-6585-4/14/$31.00 ©2014 IEEE

case the regenerative energy comes from energy stored in the
inertia of the moving actuator's parts.
The regenerative power occurs as a transient disturbance on
the DC bus and results in intolerably large voltage swings on
the bus. If this part of energy is not utilized well, it may
damage the flight control actuation and other loads on the DC
bus. Hence, the individual component design must take into
account the system level transient phenomena that occur due
to the process of the regeneration of power.
In this paper, using the toolbox Simscape, an aileron model
driven by the EMA is built and simulated in
SimulinkiMatiab. The regenerative electric energy from the
actuators can be stored in ESE such as ultra-capacitor and
batteries. A single-phase half-bridge bidirectional dc-dc
converter is used interfacing with ESE in this configuration.
Two power management control strategies are applied in this
simulation study, load-leveling and load-following
procedures. In both strategies, ESE compensates for the
difference between the electric drive requirements and the
power provided by power distribution bus. Considering some
important factors, such as weight, size and durability of the
ESE, the load-following control strategy appears to be the
most suitable for a regenerative power system in the more
electric aircraft.

ACKNOWLEDGEMENT
The authors would like to acknowledge partial funding of
this project from the Boeing Company.

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