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Induction Generator Based More Electric Architectures For INDUCTION GENERATOR BASED MORE ELECTRIC ARCHITECTURES FOR COMMERCIAL TRANSPORT AIRCRAFT by Yijiang Jia APPROVED BY SUPERVISORY COMMITTEE: Kaushik Rajashekara, Chair Bilal Akin, Co-Chair Babak Fahimi Hoi Lee Prasanna U R Copyright c 2016 Yijiang Jia All rights reserved INDUCTION GENERATOR BASED MORE ELECTRIC ARCHITECTURES FOR COMMERCIAL TRANSPORT AIRCRAFT by YIJIANG JIA, BS, MS DISSERTATION Presented to the Faculty of The University of Texas at Dallas in Partial Fulfillment of the Requirements for the Degree of DOCTOR OF PHILOSOPHY IN ELECTRICAL ENGINEERING THE UNIVERSITY OF TEXAS AT DALLAS December 2016 ACKNOWLEDGMENTS I would like to express my most sincere gratitude to my advisor, Dr. Kaushik Rajashekara, for his insightful guidance and patient support throughout my entire study toward the PhD. Dr. Rajashekara educated me with valuable critiques and constructive suggestions as a great academic advisor, and inspired me with warm-hearted kindness and enthusiastic encourage- ment as an admired mentor. I would like to thank Dr. Akin, Dr. Fahimi, Dr. Lee, and Dr. Prasanna for being on my dissertation committee. I gratefully appreciate the time they spend on my behalf. I would also like to thank Dr. Hao Huang from GE Aviation for his valuable advice and enlightenment for my research. I would also like to thank all of my colleagues in the Power Electronics and Drives Laboratory for their helpful advice to my research and enjoyable time we spend together after work. I would like to express my great appreciation to my wife, Yinghui, my parents, Donglin and Hong, for all their love to me. October 2016 iv INDUCTION GENERATOR BASED MORE ELECTRIC ARCHITECTURES FOR COMMERCIAL TRANSPORT AIRCRAFT Yijiang Jia, PhD The University of Texas at Dallas, 2016 Supervising Professor: Kaushik Rajashekara, Chair In the trend toward more electric aircraft, optimizing the performance of the new electri- cal power system in terms of reliability, fault-tolerance, size, weight, efficiency and cost is quite a challenging task, in which the type of the generator has great impact on the overall performance of the system. This dissertation explores and evaluates the option of using an induction generator for the distributed electrical power system of commercial transport more electric aircraft. In this dissertation, induction generator based electrical power generation and management system architectures are developed for both the main engine generation system and auxiliary power unit system. The application of induction generator in the pro- posed systems improves the system power density compared to synchronous generator based systems, and avoids the excessive faulty current issue caused by permanent magnet (PM) generators. In the main engine generation system, an induction generator based AC/DC hybrid electric power generation system under twin-shaft twin-generator concept is proposed. The proposed AC/DC hybrid generation architecture supplies constant voltage variable frequency power directly from the generator winding terminals, and enables load sharing between the two engine shafts. Control schemes are developed to regulate the AC load voltage and coordinate DC power generation between the two generators. The feasibility of operation of the proposed v system is demonstrated by both computer simulation and hardware-in-the-loop real-time emulation. An auxiliary power unit (APU) that allows the regenerative power from the actuators to be absorbed by the turbine shaft of the APU is proposed. An open-end winding induc- tion starter/generator is used to provide direct power flow path from the electro-hydrostatic actuators (EHAs) and/or electro-magnetic actuators (EMAs) to the power source, and to create a separate electric actuation bus without significant additional hardware require- ment. A closed-loop control scheme for regulating both main DC bus and actuation DC bus voltages in aircraft emergency power mode is developed and verified by simulation in MATLAB/Simulink. A modular back-up power link unit for re-configurable fault-tolerant actuation system archi- tecture is also proposed to provide additional power supply path for the flight safety critical actuator loads in the proposed auxiliary power unit based regenerative power management strategy. A closed-loop control scheme for extracting constant and steady power flow from the primary power source through the modular back-up power link unit is developed and verified by simulation in MATLAB/Simulink. The proposed more electric architectures in this dissertation provide solutions for electrifi- cation development of aircraft systems in terms of enhancing the electric power generation capacity of the aircraft, reducing the hardware requirement of the electric power genera- tion and distribution system, managing the high peak and regenerative power flow from the EHA/EMAs, and enhancing the reliability and availability of the flight safety critical actuation system and the regenerative power management system. vi TABLE OF CONTENTS ACKNOWLEDGMENTS . iv ABSTRACT . v LIST OF FIGURES . x LIST OF TABLES . xiv CHAPTER 1 INTRODUCTION . 1 1.1 Motivation . 1 1.2 Research objectives . 3 1.2.1 Main engine electrical power generation system architecture and elec- tric starter/generators . 3 1.2.2 Regenerative power management architecture and auxiliary power unit 4 1.2.3 Re-configurable fault-tolerant actuation system architecture using electro- hydrostatic or electro-mechanical actuators . 5 1.3 Summary of dissertation organization . 6 CHAPTER 2 CURRENT TRENDS AND CHALLENGES OF MORE ELECTRIC AIRCRAFT ARCHITECTURE . 8 2.1 Conventional and more electric aircraft architectures . 8 2.2 Trends of electrification and state-of-the-art architectures of the major sub- systems of more electric aircraft . 12 2.2.1 More electric engine: load sharing and new starter/generator . 13 2.2.2 Progressions in electrical power system . 19 2.2.3 Electrification of hydraulic systems: power management and load sep- aration . 24 2.3 Future trends and expectations for the next generation more electric aircraft Architectures . 27 CHAPTER 3 INDUCTION GENERATOR BASED AC/DC HYBRID POWER GEN- ERATION SYSTEM FOR MORE ELECTRIC ENGINE . 32 3.1 Introduction: AC and DC primary main engine electric power generation architectures . 32 3.2 Direct AC power generation architectures for frequency insensitive loads on high pressure spool . 36 3.3 Proposed AC/DC hybrid power generation architecture . 38 vii 3.4 High pressure spool generation subsystem modeling and operating principle in generating mode: instantaneous power control theory based approach . 41 3.5 High pressure spool generation subsystem modeling and operating principle in generating mode: field orientation control theory based approach . 45 3.6 Low pressure spool generation subsystem operating principles and DC voltage regulation . 50 3.7 Closed-loop control scheme for generating mode of operation . 50 3.7.1 Instantaneous power control theory based control scheme for high pres- sure spool generation subsystem . 52 3.7.2 Field oriented control theory based control scheme for high pressure spool generation subsystem . 54 3.7.3 Control scheme for low pressure shaft generation subsystem . 56 3.8 Computer simulation results for instantaneous power control theory based control scheme . 57 3.9 Computer simulation results for field orientation control theory based control scheme . 60 3.10 Hardware-in-the-loop real-time emulation results . 64 3.11 Summary . 69 CHAPTER 4 AN INDUCTION GENERATOR BASED AUXILIARY POWER UNIT FOR POWER GENERATION AND MANAGEMENT SYSTEM FOR MORE ELEC- TRIC AIRCRAFT . 70 4.1 Introduction . 70 4.2 Open-end winding induction generator and inverter/rectirfier unit model . 73 4.3 System operating principle . 76 4.3.1 Self-start mode of operation . 77 4.3.2 Main engine start mode of operation . 77 4.3.3 Cooling mode of operation . 78 4.3.4 Emergency power mode of operation . 79 4.4 System operating constraints and design considerations . 80 4.5 Control scheme in emergency power mode . 83 4.6 Simulation results . 84 4.7 Summary . 89 viii CHAPTER 5 A MODULAR BACK-UP POWER LINK UNIT FOR A RE-CONFIGURABLE FAULT-TOLERANT ACTUATION SYSTEM ARCHITECTURE WITH SEPARATED POWER SUPPLY IN MORE ELECTRIC AIRCRAFT . 90 5.1 Introduction . 91 5.2 A re-configurable fault-tolerant actuation system architecture with modular back-up power links . 94 5.3 Modeling and operation of the modular back-up power link unit . 98 5.4 Closed-loop control scheme of the modular back-up power link unit for emer- gency charging . 103 5.5 Simulation results . 104 5.6 Summary . 108 CHAPTER 6 CONCLUSION AND FUTURE WORK . 109 6.1 Conclusions . 109 6.2 Future work . 111 REFERENCES . 113 BIOGRAPHICAL SKETCH . 122 CURRICULUM VITAE ix LIST OF FIGURES 2.1 Non-propulsive power distribution of conventional aircraft . 9 2.2 A possible non-propulsive power system concept of more electric aircraft . 12 2.3 More electric engine system . 13 2.4 Diagram of load sharing between multiple spools . 14 2.5 The power optimized aircraft engine . 15 2.6 Diagram of main engine start using electrical power from APU . 17 2.7 Increasing electrical power demand in commercial air transport market . 19 2.8 IDG based constant voltage constant frequency electrical power system for con- ventional aircraft . 21 2.9 Constant voltage variable frequency electrical power system in Boeing 787 . 23 2.10 Potential DC primary electrical power system for more electric aircraft . 24 2.11 Actutators for aircraft flight control systems . 25 2.12 A potential electrical power system architecture with separated actuation DC bus 27 2.13 Schematic diagram of hybrid electric propulsion architecture . 28 2.14 Schematic diagram of hybrid turbo electric propulsion architecture . 29 3.1 System configuration of a wound field synchronous generator based AC primary generation system . 34 3.2 A potential system configuration of a DC primary generation system . 35 3.3 Circuit diagram of conventional shunt connected induction generation system . 36 3.4 Inverter-load topology in the battery compensated series connected induction generation system . 37 3.5 System configuration of the proposed Open-end Winding Induction Generation System .
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