Technische Universität München

4 Power Generation and Distribution

4.1 Hydraulic Systems

4.2 Electrical Systems
4.3 Pneumatic Systems
4.4 Additional Power Systems

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4 Power Generation and Distribution
Technische Universität München

Introduction
Overview

4 forms of energy
Hydraulic Power Pneumatic Power Electrical Power Mechanical Power
Flight Control Air Conditioning Avionics Fuel Pump
Landing Gear Pressurization Commercial Oil Pump
Braking Anti-Ice Pumps Engine Start
Thrust reverser Engine Start De-Icing (200kW peak)
Doors Lights
3000psi/5000psi* Up to 3bar* 115VAC* 100kW*
distributed distributed distributed local

3 power system architectures (networks)

Trend: Power demand is increasing

* for transport aircraft in the size of an A330 or a B777

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4 Power Generation and Distribution
Technische Universität München

Introduction
Conventional Aircraft

Jet Fuel
Propulsion
Thrust (~40MW)

“System Power”
(~ 1.7 MW*)

Engine-driven Engine-driven High-pressure Fuel pumps and oil

electrical generators hydraulic pumps engine bleed air pumps on engine
(230kW) (240kW) (1.2 MW) (100kW)

Total non-thrust system power ~ 1.7MW*

* for transport aircraft in the size of an A330 or a B777

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4 Power Generation and Distribution
Technische Universität München

Introduction
More-Electric Aircraft

Jet Fuel
Propulsion
Thrust (~40MW)

Rationalization of power
sources and power networks Former hydraulic, pneumatic
“System Power” and mechanical systems are
 “Bleedless engine”
integrated into the innovative
Engine-driven
electrical architectures
Electrical Generators
NEW

Existing Electrical Electrical Electrical

Electrical Loads Cabin pressurization Flight control actuating Fuel pumping
Air Conditioning Landing Gear Engine systems
Anti-Ice Braking

Total non-thrust electrical system power ~ 1 MW*

* for transport aircraft in the size of an A330 or a B777

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4 Power Generation and Distribution
Technische Universität München

Introduction
Example: Bleed-Air vs. Electrical Environmental Control System

Full Thrust Climb Full Thrust Reverser

Full Blast Reduced Climb Econ Cruise Flight Idle Ground Idle
0.11
∆20%
0.10 Effect on the Thrust Specific Fuel Consumption Conventional
(TSFC) of the CF6-80E1, of bleed air (4.73 kg/s) Bleed Aircraft
𝑁ℎ
Thrust Specific Fuel

0.09 and electrical power off-take to power the

Consumption in 𝑘𝑔

Environmental Control System (ECS) ∆11%

0.08

0.07

0.06
∆6%
0.05 Baseline (no engine
power off-take) More Electric
0.04 Aircraft
0.03
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000
Time in 𝑠

Source: Slingerland, R. and Zandstra, S. (2007)

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
 4 Power Generation and Distribution
Technische Universität München

Introduction
Evolution of Electrical Power
𝑷𝒐𝒘𝒆𝒓* 𝒊𝒏 𝒌𝑾
More-electric aircraft
1200 with new electrical
technologies and
no-bleed system
B787
1000

Airbus
2 Engines
800 Boeing
Airbus More-electric aircraft
4 Engines
Boeing with new electrical
A380
600 technologies

A350
400 B747-400 A340

B767 B777
B737 NG
200 A330
A310 A320

B737-200 B737 Classic

0 𝑬𝑰𝑺**
1960 1970 1980 1990 2000 2010 2020
*Primary Rated Power by Main Generators
Source: LLS
**Entry into Service (EIS) year of the aircraft or the first derivative of an aircraft family

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4 Power Generation and Distribution
Technische Universität München

Conclusion
• Three types of aircraft main power systems
 Hydraulic Systems  Chapter 4.1
 Electrical Systems  Chapter 4.2
 Pneumatic Systems  Chapter 4.3

• Trend and tendency to more electric aircraft  reduce number of energy forms by
innovative and highly-integrated electrical systems

Mechanical Power
Hydraulic Power
Primary Primary Electrical Power
Controls Controls Pneumatic Power
APU Controls
Cabin Cabin APU
Secondary Actuation
Systems Systems
Controls
Electrical
Distribution
Engine Central Engine Electrical
Systems Hydraulics Systems Distribution
Environmental Generator Environmental
Control Control

Landing Gearbox
Gear Wing Anti-Ice Starter Wing Anti-Ice
Engine Generator

“Conventional Aircraft” “More Electric Aircraft”

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
 Technische Universität München

4.1 Hydraulic Systems

4.1.1 Introduction to Hydraulic Systems

4.1.2 Hydraulic Fluid
4.1.3 Hydraulic System Design
4.1.4 Hydraulic System Components

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.1 Introduction to Hydraulic Systems
Technische Universität München

Background and Definitions

Hydraulic systems are based on two physical principles:

Hydrostatics Hydrodynamics

“The study of incompressible “The study of fluids in motion”

fluids at rest”
High Pressure

𝐹1 𝐹2
𝐹1 𝐹2
=
𝐴1 𝐴2
Low Pressure

Aircraft hydraulic systems are hydrostatic working systems

Institute of Aircraft Design Slide 244

Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.1 Introduction to Hydraulic Systems
Technische Universität München

Background and Definitions

Principle of Hydrostatic Power Transmission 𝑝

• A pressure is applied to the fluid by a pump or piston 𝐹 𝐹

𝐴
• The Force 𝐹 depends on the pressure 𝑝 in the
𝑠
cylinder and the cross section 𝐴 of the cylinder

• The Work 𝑊 can be calculated as a product of the Force: 𝐹 =𝑝∙𝐴 in [𝑁]

applied force 𝐹 and the distance 𝑠 the piston moves
Work: 𝑊 =𝐹∙𝑠 in [𝑁𝑚]
• Due to the moving of the piston, the cylinder needs a
specific amount of hydraulic fluid flow rate 𝑉 Power: 𝑃 = 𝑃ℎ𝑦𝑑 in [𝑊]
𝐹∙𝑠
=𝑝∙𝑉 =𝑝∙𝑄
• The pumps of the hydraulic system generate the 𝑡

required hydraulic Power 𝑃ℎ𝑦𝑑

𝑝 Static pressure 𝑃𝑎 , [𝑚𝑁2]
𝐴 Area [𝑚2 ]
• 𝑃ℎ𝑦𝑑 can be varied by varying the fluid flow rate 𝑉 at a
𝑠 Distance [𝑚]
preferably constant system pressure 𝑝 𝑉, 𝑄 Flow rate
3
[𝑚𝑠 ]

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.1 Introduction to Hydraulic Systems
Technische Universität München

Principles of Hydraulic Systems

Hydrostatic Power Hydrostatic Power

Transmission Transmission

Power Source Pipes and Loads

Pumps Motors
(engine) Valves (e.g. actuators)

Hydraulic System

Mechanical Power Switch and control Mechanical Power

Transmission signals Transmission

The hydraulic system acts as a transmission between the power source (engine)
and several different loads (e.g. control surfaces actuators).

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.1 Introduction to Hydraulic Systems
Technische Universität München

Principles of Hydraulic Systems

Why Use Hydraulics?

• Effective and efficient method of power amplification

• Precise control of load rate, position and magnitude

ADP Air Driven Pump
• Ability to handle multiple loads simultaneously
EMP Electric Motor Pump
EDP Engine-Driven Pump
• Smooth, vibration free power output GEN Generator (electric)

• Hydraulic fluid transmission medium for heat

transfer/lubricant

• Example: Flight Control System ADP

Hydraulic Storage
GEN
 Hydraulic system transmits and
Conditioning
EMP
and controls power from engine
RAT
to flight control actuators
Pilot GEN

 Pilot commands move actuators Inputs

EDP
Flight
Control
with little efforts Actuators
Source: Eaton (2010), modified

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.1 Introduction to Hydraulic Systems
Technische Universität München

Power Sources
• Mechanical
 Engine Driven Pump (EDP) – primary hydraulic power source
 Power Transfer Unit (PTU) – mechanically transfers hydraulic power between
systems

• Electrical
 Electric Motor Pump (EMP) used as backup or auxiliary power
 Electric driven power pack used for powering actuation zones used for ground
check-out or actuation doors when engines are not running

• Pneumatic
 (Bleed-)Air Driven Pump (ADP) used for backup power
 Ram Air Turbine (RAT) driven pump deployed when all engines are inoperative and
uses ram air to drive the pump
 Accumulator provides high transient power by releasing stored energy, also used for
emergency and parking brake

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.1 Introduction to Hydraulic Systems
Technische Universität München

Power Sources
Example: Boeing 767 (EIS 1982)
ENGINE 2 3000 PSI 115VAC ENGINE 1
Hydraulics 3-Phase

1x 120kVA 1x 120kVA
(CF) (CF)

EDP EDP
GEN 2 GEN 1
2 1
RAT

EMP EMP
4 EMP EMP 1
ADP
3 2

Delivery
170 32 32 168 (50) 32 32 170
in l/min

RIGHT CENTER LEFT

202 l/min 232 (+ 50) l/min 202 l/min
@3000 psi @3000 psi @3000 psi

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.1 Introduction to Hydraulic Systems
Technische Universität München

Power Sources
Example: Boeing 787 (EIS 2011)
ENGINE 2 5000 PSI 230VAC ENGINE 1
Hydraulics 3-Phase

2x 250kVA 2x 250kVA
S/G (VF) S/G (VF)

EDP S/G S/G S/G S/G EDP

2 4 3 2 1 1

RAT

EMP EMP EMP EMP

4 3 2 1

Delivery
177 27 145 (59) 145 27 177
in l/min

RIGHT CENTER LEFT

204 l/min 290 (+ 59) l/min 204 l/min
@5000 psi @5000 psi @5000 psi

More-electric hydraulic system (but still triple redundant)

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.1 Introduction to Hydraulic Systems
Technische Universität München

Hydraulic System Loads

• Landing Gear
Extension, retraction, locking, steering,
braking

• Primary Flight Controls

Rudder, elevator, aileron, active (multi-
function) spoiler

• Secondary Flight Controls

slats, flaps, horizontal stabilizer,
spoiler/speed brakes, trim

• Utility Systems
Thrust reverser, cargo handling, doors,
ramps, emergency electrical power
generation

Source: airliners.net

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.1 Introduction to Hydraulic Systems
Technische Universität München

Hydraulic System Interfaces

Electrical System Flight Controls

Electrical power
Flow under normal and
variations under normal
all emergency
and all emergency
conditions – priority flow
conditions
Hydraulic System when LG, flaps are also
demanding flow

Nacelle / Engine Avionics Landing Gear

Signals from pressure, Flow under normal and all
Pad speed as a function of
temperature, fluid quantity emergency conditions –
flight regime – idle to take-off
sensors; Signal to retract / extend / steer
solenoids, electric motors
Source: Eaton (2010)

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.1 Introduction to Hydraulic Systems
Technische Universität München

Design Challenges
• Hydraulic system complexity (increases with
aircraft size/weight)

• High level of redundancy (e.g. FCS)

• Leakages (drawback of high pressure)

• Contamination
Source: b737.org.uk
• Bad heat dissipation due to low velocities
View on the hydraulic system inside the main
landing gear bay of a Boeing 737-800
• Flow losses

• Temperature-sensitive fluid properties

• Heavy  high pressure, low fluid density

High requirements on hydraulic system fluids, architecture design and system

components
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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
 Technische Universität München

4.1 Hydraulic Systems

4.1.1 Introduction to Hydraulic Systems

4.1.2 Hydraulic Fluids
4.1.3 Hydraulic System Design
4.1.4 Hydraulic System Components

Institute of Aircraft Design Slide 254

Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.2 Hydraulic Fluids
Technische Universität München

Overview
• Hydraulic fluids are used to transmit and distribute
forces to various units to be actuated

• Liquids or hydraulic fluid are able to do this, because

they are almost incompressible

• Manufacturers of hydraulic devices usually specify

the type of the hydraulic fluid best suited for use
with their equipment in view of following parameters:
 working conditions Skydrol hydraulic fluid is given a
purple dye to make it easy to
 the service required distinguish them from other fluids

 temperatures expected
 pressures the fluid must withstand
 the possibilities of corrosion

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.2 Hydraulic Fluids
Technische Universität München

Properties and Characteristics

• Viscosity
 Measure for the internal resistance to flow
 Viscosity increases as temperature decreases
 High viscosity: good seal at pumps, valves, and pistons
 Low viscosity: low flow resistance, low power loss and lower temperatures

• Chemical Stability
 Ability to resist oxidation and deterioration for long periods

• Flash Point
 Temperature where a fluid ignites momentarily or flash when a flame is applied

• Fire Point
 Temperature where a fluid ignites and continues to burn when exposed to a spark
or flame

Institute of Aircraft Design Slide 256

Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.2 Hydraulic Fluids
Technische Universität München

Classification

Hydraulic Fluids

Environmentally Fire-resistant Fire-resistant

Mineral oil based
acceptable water-containing water-free
hydraulic fluids
hydraulic fluids hydraulic fluid hydraulic fluids

DIN 51524 ISO 15380 ISO 12922 ISO 12922

HL HLP HLPD HFDU HFDR

• Hydraulic fluid with corrosion, • Synthetic anhydrous fluids composed

oxidation and verified wear of phosphate esters
protection additives • Water-free
• Used in military aviation • Fire resistant
• Not fire resistant • Used in civil aviation (e.g. Skydrol®)

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.2 Hydraulic Fluids
Technische Universität München

Typical Hydraulic Fluids

Property Unit HyJet 5 Skydrol PE-5 Skydrol 5 Skydrol LD-4

𝑔
Density @ 25°C 0.997 0.993 0.974 1.006
𝑐𝑚3
1350 (-54°C) 1076 (-54°C) 2085 (-54°C) 1185 (-54°C)
Viscosity 𝑚𝑚2 10.8 (38°C) 9.53 (38°C) 9.23 (38°C) 11.42 (38°C)
𝑠
3.7 (99°C) 3.31 (99°C) 3.18 (99°C) 3.93 (99°C)

Pour Point °𝐶 < -62 < -62 < -62 < -62

Flash Point1 °𝐶 174 172 159 171

Fire Point2 °𝐶 185 191 183 182

Bulk Modulus3 bar 14478 16202 14479 15927

Airbus (excluding A350), Airbus, Boeing

Boeing (excluding
Manufacturer Airbus, Boeing, Boeing (excluding (excluding B787),
- B787), Bombardier (C
approvals Gulfstream, Fokker B787), Bombardier, Bombardier (C Series
Series only), Lockheed
Lockheed only), COMAC
1 Temperature at which fluid gives off vapor in sufficient quantity to ignite when a flame is applied
2 Temperature at which vapor will not stop burning after flashing when flame is removed
3 Fluid’s resistance to uniform compression @38°C
Source: Eastman (2014)

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.2 Hydraulic Fluids
Technische Universität München

Hydraulic Fluid Density

Possible fuel savings by using the lowest density phosphate ester based hydraulic fluid*

Possible weight savings Resulting fuel savings

Aircraft Model
in kg per year in kg

2.9 12 954 4013

12.8 54 3441 14472

5.6 23.6 1465 6173

5.8 24.5 1417 5969

12.5 52.7 3373 14186

* Skydrol 5

Source: Eastman (2014)

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
 Technische Universität München

4.1 Hydraulic Systems

4.1.1 Introduction to Hydraulic Systems

4.1.2 Hydraulic Fluids
4.1.3 Hydraulic System Design
4.1.4 Hydraulic System Components

Institute of Aircraft Design Slide 260

Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.3 Hydraulic System Design
Technische Universität München

Overview
Key Design Driver
• Safe Operation
• Required System Functions
• Flight safety of each system: if critical  no single failure fail (e.g. flight control system)

Key System Parameter

• Pressure: common are 3000 psi and 5000 psi
• Integrity: flight critical system or loss or degradation can be tolerated
• Flow rate
• Emergency or reversionary use
• Heat load and power dissipation
• Duty Cycle – ratio of energy demand (load profile)

Scope and scale of a hydraulic system must be determined by analyzing the

different demands of integrity and power

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.3 Hydraulic System Design
Technische Universität München

Key System Parameter

Hydraulic Load Profile

𝑄 [%]
Ground Taxi T/O Climb Cruise Descend Approach Landing

100
Available Flow
85
Design case for
hydraulic system
Gear
Doors
60
Slats
Flaps Extensive Gear
Required
power gap Doors
Flow
Slats
Flaps

Primary Flight Controls + (internal Leakages)

Hydraulic load profile of a typical commercial aircraft

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.3 Hydraulic System Design
Technische Universität München

Top Level Hydraulic System Design LEFT RIGHT

CENTER

Conventional

• Multiple independent centralized systems

EDP EDP
 Each engine drives dedicated pump(s) 1 EMP ADP RAT 2

 No fluid transfer between systems to maintain

Roll 3
integrity Roll1 Roll 2
Pitch 3
Pitch 1 Pitch 2
• System segregation Yaw 3
Yaw 1 Yaw 2
Landing
 Prevent single rotor or tire burst from impacting Others Gear Others
Emergency
multiple systems Normal Brake
Brake Nose wheel
 Route lines and locate components far apart Steering
Others
EMP EMP
• Multiple control channels (for critical functions) PTU

 Flight control: Needs multiple independent

actuators or control surfaces EDP Engine Driven Pump PTU Power Transfer Unit
EMP Electric Motor Pump RAT Ram Air Turbine
 Fail-safe failure modes (e.g. landing gear can ADP Air Driven Pump Engine Bleed Air

extend by gravity/mechanically locked down) Source: Eaton (2010), modified

Institute of Aircraft Design Slide 263

Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.3 Hydraulic System Design
Technische Universität München

Top Level Hydraulic System Design LEFT RIGHT

CENTER

More Electric Aircraft GEN GEN

1 2

• Two independent centralized systems

EDP EDP
 Each engine drives dedicated pump(s) 1 RAT 2

 No fluid transfer between systems (integrity)

Roll 3
Roll1 Roll 2
• System segregation Zonal
Pitch 1 Pitch 3 Pitch 2

 Separate components/pipes to prevent single

Yaw 3
Yaw 1 Yaw 2
Others
rotor or tire burst to impact multiple systems Others Others
Landing Emergency
Gear Brake
• More local and dedicated electric systems Normal
Landing
Nose wheel
Gear/Brake
Brake steering
Emergency
 Tail zonal system for pitch, yaw Power
EMP EMP

 Aileron actuators for roll

 Electric driven hydraulic power pack for
EDP Engine Driven Pump PTU Power Transfer Unit
emergency landing gear and brake EMP Electric Motor Pump RAT Ram Air Turbine
GEN Electric Generator Electrical Signals
Examples: Airbus A380, Boeing 787
Source: Eaton (2010), modified

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.3 Hydraulic System Design
Technische Universität München

Top Level Hydraulic System Design

Example: Airbus A380 (EIS 2007)
GEN APU GEN

GEN GEN GEN GEN

1 2 3 4
Engine 1 Engine 2 Engine 3 Engine 4

RAT

EDP EDP EDP EDP EDP EDP EDP EDP

Isolations Contactor (RAT)

EMP EMP

EMP EMP
Thrust Reversers Eng 2 T/R Eng 3 T/R
Ailerons L/R Inboard/Outboard L/R Midboard L/R Inboard L/R Inboard/Outboard
Spoilers L/R 2,4,6,8 L/R Spoiler 6 L/R Spoiler 5 L/R 1, 3, 5, 7
Rudder Upper/Lower Upper/Lower Lower Upper Upper/Lower
Elevators L Outboard/Inboard L Inboard/R Outboard L Outboard/ R Inboard R Outboard/Inboard
THS Pitch Trim PMV Pitch Trim PMV Pitch Trim
Slat/Flaps Slats/Flaps PMV Slats PMF Flaps
Braking LEGHS Wing Gear Brakes Body Gear LEHGS
PV Priority Valve
BPS BPS PMV Pressure Maintaining Valve BPS
PV Gen Electrical Generator PV
EDP Engine Driven Pump Body Gears
Landing Gear Wing Gears
EMP Electrical Motor Pump Body Wheel
Actuation Nose Gears PV
LEHGS Local Electro-Hydraulic Generation System
Wheel Backup Nose Wheel
Note: See also the Airbus A380 Flight Control System Actuation Distribution
Steering Hand Pump Cargo Doors in Chapter 2.3 Flight Control System Architecture

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.3 Hydraulic System Design
Technische Universität München

Top Level Hydraulic System Design

Example: Airbus A380

Hydraulic System Green E1 & E2 Yellow

Primary Power EDP (4) GEN (2) EDP (4)

Supplement Power RAT**

EMP (2) EMP (2)
(on-demand)

Operated Systems Ailerons (I/B+O/B) Thrust reversers (engine Ailerons (I/B + M/B)
Spoilers (2,4,6,8) 2/3) Ailerons* (M/B+I/B) Spoilers (1,3,5,7)
Rudders Spoilers* (5/6) Rudders
Elevators left Rudders* Elevators right
THS pitch trim Elevators* THS pitch trim
Slats + Flaps THS pitch trim* (E1) Slats + Flaps
Braking wing gear Slats* (E1) Braking (body gear)
Gear actuation (wing/nose) Gear actuation (body gear),
Wheel steering (nose gear) Wheel steering (body wheel)
Cargo door (hand pump)

* Standby EDP Engine Driven Pump RAT Ram Air Turbine

** RAT-Pump as Back-up EMP Electric Motor Pump THS Trimable Horizontal Stabilizer

Note: See also the Airbus A380 Flight Control System Actuation Distribution
in Chapter 2.3 Flight Control System Architecture (Slide 152)

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.3 Hydraulic System Design
Technische Universität München

Top Level Hydraulic System Design

Units A320-200 A330-200 A340-600 A350-900 A380-800

MTOW kg 73500 230900 368000 268000 569000

Engines - 2 2 4 2 4

Nom. Operating 3000/207 3000/207 3000/207 5000/345 5000/345

psi/bar
Pressure
2H G/Y 2H G/Y
Systems - 3H G/B/Y 3H G/B/Y 3H G/B/Y
2E E1/E2 2E E1/E2

G 1 EDPP G 2 EDPP G 2 EDPP G 2 EDPP G 4 EDPP

1 EMPA 1 EMPA 1 EMPG 1 EMPG
1 RAT 1 RAT
Y 1 EDPP Y 1 EDP Y 1 EDP Y 2 EDPP Y 4 EDPP
Architecture,
1 EMPM 1 EMPM 1 EMPM 1 EMPG 1 EMPG
Pumps and -
Distribution B 1 EDPP B 1 EDPP B 1 EDPP E1/2 EHA E1/2 EHA/EBHA
1 RATM 1 EMPM 1 EMPM EBHA LEGHS
LEGHS 1 RAT
Note: 1 RAT
PTU between G and Y

P Primary power G/B/Y Green/Blue/Yellow System EDP Engine Driven Pump EHA Electro-Hydrostatic Actuator
A Automatic backup E1/E2 Electrical System 1/2 EMP Electrical Motor Pump EBHA Electrical Back-Up Hydraulic Actuator
M Manual backup RAT Ram Air Turbine
G Ground handling only PTU Power Transfer Unit

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Aircraft Systems| Prof. Dr.-Ing. M. Hornung Summer Term 2020
4.1.3 Hydraulic System Design
Technische Universität München

Top Level Hydraulic System Design

Units B737 B747 B767 B777 B787

MTOW kg 79000 396830 181437 351535 227930

Engines - 2 4 2 2 2

Nom. Operating 3000/207 3000/207 3000/207 3000/207 5000/345

psi/bar
Pressure

Systems - 3H A/B/STBY 4H 1/2/3/4 3H L/C/R 3H L/C/R 3H L/C/R

A 1 EDPP L 1 EDPP L 1 EDPP L 1 EDPP

1 1 EDPP
1 EMPM 1 EMPD 1 EMPD 1 EMPD
1 ADPD
B 1 EDPP C 1 ADPP C 2 EMPP C 2 EMPP
2 1 EDPP
1 EMPM 2 EMPM 2 ADPD 1 RAT
Architecture, 1 EMPD
1 RAT 1 RAT
Pumps and -
Distribution STBY 1 EMPA,M 3 1 EDPP R 1 EDPP R 1 EDPP R 1 EDPP
1 EMPD 1 EMP 1 EMPD 1 EMPD
4 1 EDPP
Note:
PTU between G and Y
1 EMPG
1 ADPD
P Primary power A/B/STBY System A/B/Standby EDP Engine Driven Pump
A Automatic backup 1/2/3/4 System 1/2/3/4 EMP Electrical Motor Pump
D Demand pumps L/C/R Left/Center/Right RAT Ram Air Turbine
G Ground handling only E1/E2 Electrical System 1/2 PTU Power Transfer Unit

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Dual Channel Hydraulic System (simplified)

Demand
Signals
Fuel
NRV
Reservoir Heat
Reservoir
Exchanger

SOV Actuator Actuator

NRV
Pump Filter

Accumulator
System Supply Power M P
Tandem
System Pressure Transfer Unit Actuator
(PTU)
System Return P M
Accumulator

Pump Filter
NRV

SOV Actuator Actuator

Heat
Reservoir
Reservoir
Exchanger
NRV
Fuel
Demand
Signals
Source: Moir and Seabridge, Aircraft Systems (2008), modified

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System Supply
Example: Boeing 777 System Pressure
System Return

Reservoir Fill
Selector Valve
NRV Return Return Return NRV

Reservoir Reservoir Reservoir

Left Center Right
Heat Heat Heat
Exchanger Exchanger Exchanger

SOV Landing SOV

Gear
Alternate
Extend C1 C2
L DC Hyd R
EDP ACMP ACMP EDP
Pump

ISLN

L R
ACMP C1 C2 ACMP
RAT
ISLN ADP ADP

Tail Flight Tail Flight

Controls Controls

Wing Flight Nose Langing Main Landing LE Slats Tail Flight Wing Flight
Controls Gear Actuation Gear Actuation Primary Drive Controls Controls
Thrust Nose Wheel Main Gear TE Flaps Wing Flight Thrust
Reverser Steering Steering Primary Drive Controls Reverser

Alternate/Res Normal
EDP Engine Driven Pump SOV Shut-Off Valve Brakes Brakes
ACMP AC Motor Pump ISLN Isolation (Valve)
ADP Air-Driven Pump NRV Non-Return Valve
Source: AMT Airframe Handbook Vol. 2 (2012), modified

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Example: Boeing 777

Details

Hydraulic System Left Center Right

Primary Power EDP (1) EMP (2) EDP (1)

Supplement Power* ACMP (1) ADP (2) + RAT** ACMP (1)

Operated Systems Thrust-reverser (T/R) left Wing flight controls Thrust-reverser (T/R) right,
Wing flight controls Tail flight controls Wing flight controls
Tail flight controls Slats + Flaps Tail flight controls
Alternate brakes Normal brake system
Gear actuation (nose + main)
Wheel steering

* Standby EDP Engine Driven Pump

** RAT-Pump as Back-up EMP Electric Motor Pump
RAT Ram Air Turbine

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Conclusions
• Aircraft hydraulic systems are designed for high levels of safety using multiple levels
of redundancy

• Fly-by-wire systems require high levels of redundancy

• Hydraulic system complexity increases with aircraft weight

• Tendency towards More/All-Electric Aircraft

 Future high power engine-core mounted electric generators

 Electric power will replace (all) hydraulic and pneumatic power for all flight controls,
environmental controls, de-icing, etc.

 Flight control actuators will likely remain hydraulic, using Electro-Hydrostatic

Actuators (EHA) or local hydraulic systems (e.g. Integrated Hydraulic Power Packs)

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 Technische Universität München

4.1 Hydraulic Systems

4.1.1 Introduction to Hydraulic Systems

4.1.2 Background
4.1.3 Hydraulic System Design
4.1.4 Hydraulic System Components

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Overview
(1) Reservoir
6
(2) Pumps 1
4
(3) Filter 4 8 8
4
(4) Valves 2 3
5 7 8
(5) Accumulator 2 3
(6) Heat exchanger 4
4 8 8
(7) Power Transfer Unit 4
1
(8) Actuators (see Chapter 2.3) 6

Schematic of a typical dual channel hydraulic system

Further Components (not shown)
• Ram Air Turbine (emergency supply)
• Sensors
• Seals

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(1) Reservoir
Overview

• Storage of fluid and replenishing fluid losses due to leakage

• Overflow basin for excesses caused by

 thermal expansion
 piston and rod displacement

• Purging the fluid of contained air

• Reservoirs are either pressurized or non pressurized.

• Pressurization is required because the reservoirs are

 often located in non-pressurized areas Source: b737.org.uk

Hydraulic system B reservoir

 and at high altitude there is not enough of the Boeing 737

pressure to move the fluid to the pump inlet

• Transport aircraft reservoirs are typically pressurized by

bleed air
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(1) Reservoir
Components installed on an air pressurized
Pressure relief valve Vent line
reservoir:

• Pressure relief valve: prevents over pressure

From
pressurization
• Sight glasses: for visual indication for the crew Return and
module
fill line
• Sample valve: to draw a sample of the hydraulic Quantity
Indicator/
fluid transmitter

• Drain valve: used to drain fluid out (for Drain/Sample

Valve
maintenance) EDP supply line

• Temperature transducer: provides fluid ACMP supply line

temperature information for the flight deck Components of an air-pressurized reservoir

• Quantity transmitter: transmits fluid quantity to

the flight deck

Source: AMT Airframe Handbook Vol. 2 (2012)

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(2) Pumps
• Pumps transport the hydraulic fluid at a defined system pressure from the reservoir
via a system of distribution lines and valves to the system loads (e.g. actuators)

• Because of the high pressure required for transport aircraft only hydrostatic acting
displacement pumps are used

• All aircraft hydraulic systems have one or more power-driven pumps

• Power-driven pumps are the primary power source

 Engine Driven Pump (EDP)
 Electric Motor Pump (EMP)
 Air Driven Pump (ADP)

• As a general rule, electrical motor pumps are installed for use as backup or during
ground operations

• Ram Air Turbine (RAT) to generate emergency hydraulic (or electrical) power

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(2) Pumps
Pump Types
Gear Pump Vane pump
Outlet
• Fixed displacement – Used
on engine fuel controls, • Contamination tolerant
gearbox lube systems • Catastrophic failure modes
• High pressure capability

Outlet Port
• Contamination tolerant

Inlet Port
• Not good above 1500 psi (2000 psi)
Inlet

Gerotor pump Piston pump

Inlet Port Swash

Plate
Drive Shaft

Outlet Port

• Fixed displacement • (Fixed or) variable displacement pump

• Used on gearbox lube systems • Not contamination tolerant
• Contamination tolerant • Standard solution for aircraft hydraulics
• Not good above 1000 psi • High pressure capability (>5000 psi)
Source: AMT Airframe Handbook Vol. 2 (2012)

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(2) Pumps
Increasing
Decreasing
Delivery
Variable Displacement Pump Delivery

Inlet
• Universally used pump type is a variable Port
Drive
Shaft
delivery, constant pressure pump Outlet Cylinder Block
Port
Swash-
• Possible to meet varying power demand plate

• The system pressure controls the angle of the Feedback Spring

Schematics of a variable
swashplate displacement pump
Flow
5%
• The pressure can be maintained within 5% of
Pump
nominal except during the short transitional internal
leakage
stages from low flow to high flow

• This also helps to optimize the overall efficiency

of the system (𝜂 = 90% … 95%)

Nominally constant pressure Pressure

pump characteristics

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(2) Pumps
𝑸, 𝒑
Design Considerations

• Pump Size 𝑄𝑚𝑎𝑥

𝑝1
 Case 1: Enough flow rate at normal 𝑝

conditions (pressure, number of revolutions) 𝑝2

𝑄1

 Case 2: Acceptable hydraulic fluid power

(pressure, flow rate) at engine idle 𝑄2
𝒏
(approach, landing)
𝑛𝑚𝑖𝑛 𝑛𝑛𝑜𝑟𝑚 𝑛𝑚𝑎𝑥

• Hydraulic Pump Power Demand

Overall pump efficiency 𝜂𝑃 is used to calculate the required shaft drive power 𝑃𝑆ℎ𝑎𝑓𝑡 to
generate a required flow rate 𝑄 and a pressure increase of ∆𝑝 = 𝑝𝑜𝑢𝑡𝑙𝑒𝑡 − 𝑝𝑖𝑛𝑙𝑒𝑡

𝑃ℎ𝑦𝑑 𝑄 ∙ ∆𝑝
𝑃𝑆ℎ𝑎𝑓𝑡 = =
𝜂𝑃 𝜂𝑃

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(2) Pumps
𝜼
Efficiency
Volumetric Efficiency 𝜼𝒗
1
Overall pump efficiency 𝜂𝑃 considers losses due to
leakage or bypass losses due to internal fluid and 𝜂𝑃 = 𝜂𝑉 ∙ 𝜂𝑀
mechanical friction.

• Volumetric efficiency 𝜼𝑽
Theoretical Flow: 𝑄𝑇 = 𝐷 ∙ 𝜔 Operating
Range
Actual Pump Flow: 𝑄𝑃 = 𝑄𝑇 − 𝑄𝐿 ∆𝒑
𝜼𝒇∙ 𝝎
Leakage Flow: 𝑄𝐿 = 𝐶𝑆 𝐷 ∙ 𝜂∆𝑝
𝑓
𝑄𝑇 −𝑄𝐿
𝜂𝑉 = = 1 − 𝐶𝑆 ∙ (𝜂∆𝑝𝜔)
𝑄𝑇 𝑓
• Mechanical efficiency 𝜼𝑴
𝑃 𝑄𝑇 ∙∆𝑝
Theoretical Torque: 𝑇𝑇 = = = 𝐷 ∙ ∆𝑝
𝜔 𝜔 𝜂𝑚 = 𝑇𝑇𝑇 = 1
𝜂𝑓 𝜔
𝑃 1+𝐶𝐹 +𝐶𝐷 ( )
Actual Pump Torque: 𝑇𝑃 = 𝑇𝑇 + 𝑇𝑉 + 𝑇𝐹 ∆𝑝

= 𝐷∆𝑝 + 𝐶𝐷 𝐷𝜂𝑓 + 𝐶𝐹 𝐷∆𝑝

Viscous Coulomb
friction friction

D Displaced Volume 𝑚3 ∆𝑝 Pressure change 𝑘𝑔 𝐶𝑆 Constant (leakage) − 𝐶𝐹 Constant (coulomb) −

𝑟𝑎𝑑 𝑚∙𝑠2
𝑘𝑔
𝜔 Rotational speed [𝑟𝑎𝑑] 𝜂𝑓 Fluid viscosity 𝑚∙𝑠 𝐶𝐷 Constant (viscous) −
𝑠

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(2) Pumps
Example: Engine Driven Pump (Boeing 777)

Type: Variable displacement, pressure

compensated, inline piston hydraulic IN

pump
OUT
Model: PV3-300-16D Inlet Pressure
Case Pressure
Control Pressure

Flow: 182 l/min (48 gpm), Outlet Pressure

Cross section view the

4315 rpm (schematic)

Pressure: 3000 psi (207 bar),

pressure compensated inline pumps
IN
Weight: 18.18 kg (dry pump weight)

OUT

External view of the engine driven pump of

the Boeing 777 hydraulic system

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(3) Filters Bypass relief

valve (3.5 bar)

• Filters are screening or straining devices used to clean the

IN OUT
hydraulic fluid, preventing foreign particles and
contaminating substances from remaining in the system

• Filters provide adequate control of the contamination Body

Filter
problem during all normal hydraulic system operations Element

• Filters are installed in the pressure line, in the return line,

Filter
and in the pump case drain line of each hydraulic system Bowl

Micronic type hydraulic filter

• A bypass valve allows routing the fluid directly to outlet
port if filter element is clogged

• Filter element types

 Micron (specially treated paper)
Solids > 10μm are filtered out
 Porous metal 1 micron = 1µm

 Magnetic Size comparison in microns

Source: AMT Airframe Handbook Vol. 2 (2012)

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(4) Valves
• There are two general types of valves used in aircraft hydraulic systems:

 Flow control valves

Control direction of fluid flow in the hydraulic system

 Pressure control valves

Control speed and pressure of the whole system or subsystems within required
ranges

• All valves (and pipes) act as resistances in the line of flow

• The fluid has to be forced by the pressure differential through passages and openings

• Valves can be signaled either mechanically or electrically by means of solenoids

• Valves contain elements with small clearances between relatively moving parts  to avoid
deterioration it is necessary to filter out particles down to 10 microns (= 10 µm)

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(5) Accumulators
• Accumulators can be used to store an amount of pressurized hydraulic fluid for on
demand providing of the hydraulic system

• Dampen (= absorb energy) pressure surges in the system caused by

 actuation of a unit
 the effort of the pump – to maintain pressure at a preset level

(6) Heat Exchanger

• A heat exchanger cools the hydraulic fluid returning

Inlet
to the reservoir Outlet

• They are typically installed in the fuel tank

and positioned in low-pressure lines

• Hydraulic fluid cooling by thermal transfer

between the hot hydraulic fluid and the cool fuel Fin-type heat exchanger mounted in
fuel tank

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(7) Power Transfer Unit

• The Power Transfer Unit (PTU) is able to transfer power but no fluid between two
independent hydraulic systems

• PTU provides an alternate power source to supply the additional volume of hydraulic fluid

• The PTU operates automatically when several (failure) conditions are met

Source: AMT Airframe Handbook Vol. 2 (2012)

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