Aircraft Electrical Architecture With HVDC Peak Power Buffering
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Solution Overview
Problem
Current aircraft electrical architectures are inefficient due to the high mass and low power density of traditional generators, limited utility of auxiliary power units (APU) and ram air turbines (RAT), and the need for precise voltage and frequency regulation in high-voltage direct current (HVDC) networks, which complicates energy recovery and increases onboard mass.
Innovation Solution
A new electrical architecture featuring a monobloc secondary electrical network that can receive energy from main generators and regenerative loads, with energy storage capabilities, allowing for temporary energy storage and supply during consumption peaks, and enabling energy recovery without the need for bulky converters.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If traditional generators are used with precise voltage and frequency regulation in HVDC networks, then power quality is improved, but device complexity and onboard mass increase
Solution Approach 1:
The patent merges the secondary electrical network with the energy storage device, eliminating the need for separate converters. The secondary network is directly connected to the energy storage device, allowing energy transfer without complex conversion equipment while maintaining power quality through the network's inherent voltage stabilization capabilities
Solution Approach 2:
The secondary electrical network serves multiple functions: it stores energy, provides voltage stabilization, enables energy recovery from regenerative loads, and supplies power during peak consumption periods. This multi-functionality eliminates the need for dedicated converters for each function, reducing overall system complexity
2Reliability
If auxiliary power units and ram air turbines are installed for emergency power, then reliability is improved, but onboard mass increases
Solution Approach 1:
The energy storage device in the secondary electrical network serves as a universal power source that can provide emergency power, absorb regenerative energy, and supply peak power demands. This single multi-functional component replaces the need for separate APU and RAT systems, significantly reducing onboard mass while maintaining emergency power capability
Solution Approach 2:
The secondary electrical network with energy storage provides self-sufficient emergency power capability without requiring external auxiliary power units. The system can autonomously supply power during emergencies using stored energy, eliminating the need for polluting APU operations and heavy RAT installations
3Reliability
If main generators are oversized to handle peak consumption, then power supply reliability is improved, but weight and loss of substance increase
Solution Approach 1:
The energy storage device in the secondary electrical network is pre-charged during periods of low demand to provide power during peak consumption periods. This preliminary energy storage eliminates the need to oversize generators, allowing them to be sized for average load while the storage system handles peak demands
Solution Approach 2:
The patent changes the operational parameters of the electrical system by introducing a secondary network with energy storage that can dynamically adjust power availability. This allows the main generators to operate at optimal, lower power levels while the energy storage system provides the additional power capacity needed during peaks, reducing generator mass
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This architecture reduces the mass and improves the utilization of generators, allows for efficient energy recovery, and simplifies the electrical system by eliminating the need for excessive converters, thereby enhancing the overall efficiency and reliability of the aircraft's electrical power distribution.
Implementation Method 1
an electrical energy storage device directly connected to the secondary network
Implementation Method 2
an electrical energy converter between the secondary electrical network and a main electrical network allowing the transfer of energy
Data Source
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AI summary
The invention relates to an electrical architecture of an aircraft comprising: - several main generators (GEN1, GEB2) each associated with a propulsion engine of the aircraft - several main electrical networks (AC1, AC2, Essential AC) each associated with a main generator under nominal operating conditions, - a single-unit secondary electrical network (RES), - an electrical energy storage device (BAT-HVDC) directly connected to the secondary network, - a first electrical energy converter (CP1) disposed between the secondary electrical network and a first of the main electrical networks allowing the transfer of energy from the first of the main electrical networks to the secondary electrical network, the first electrical energy converter (CP1) being intended to supply electrical energy to the electrical energy storage device under nominal operating conditions,- a second electrical energy converter (CP2) positioned between the secondary electrical network and a second of the main electrical networks, enabling the transfer of energy from the secondary electrical network to the second of the main electrical networks.