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Abstract
As part of the More Electric Initiative, there is a significant interest in designing energy-optimized More Electric Aircraft,
where electric power meets all non-propulsive power requirements. To achieve this goal, the aircraft subsystems must be
analyzed much earlier than in the traditional design process. This means that the designer must be able to compare
competing subsystem solutions with only limited knowledge regarding aircraft geometry and other design characteristics.
The methodology presented in this work allows such tradeoffs to be performed and is driven by subsystem requirements
definition, component modeling and simulation, identification of critical or constraining flight conditions, and evaluation
of competing architectures at the vehicle and mission level. The methodology is applied to the flight control actuation
system, where electric control surface actuators are likely to replace conventional centralized hydraulics in future More
Electric Aircraft. While the potential benefits of electric actuation are generally accepted, there is considerable debate
regarding the most suitable electric actuator electrohydrostatic or electromechanical. These two actuator types form
the basis of the competing solutions analyzed in this work, which focuses on a small narrowbody aircraft such as the
Boeing 737-800. The competing architectures are compared at both the vehicle and mission levels, using as metrics
subsystem weight and mission fuel burn, respectively. As shown in this work, the use of this methodology aids the
decision-making process by allowing the designer to rapidly evaluate the significance of any performance advantage
between the competing solutions.
Keywords
More Electric Aircraft, More Electric Initiative, electric actuator, electrohydrostatic actuator, electromechanical actuator
Date received: 28 February 2014; accepted: 13 June 2014
Chakraborty et al.
1089
Figure 1. Integrating subsystem sizing into the traditional aircraft sizing activity in the conceptual design phase. (a) Methodology
linking subsystem sizing with traditional conceptual design phase aircraft sizing, with feed-back information flow to enable design
cycling in response to subsystem changes and (b) Application to flight control actuation system with electrically actuated flight
control surfaces.
EHA: electrohydrostatic actuator; EMA: electromechanical actuator.
1090
conguration architectures were developed. For additional details regarding the use of Pacelab SysArc for
aircraft architectural analysis, the interested reader is
referred to Chakraborty et al.16 The proposed methodology can of course be applied using other analysis
tools as well.
Chakraborty et al.
1091
(a)
(b)
Figure 2. Comparison of hinge moments predicted using Roskams method with flight test data from NASAs F-18 SRA. (a) Abrupt
roll doublet - full stick (left): M 0.72, h 7,620 m (25,000 ft), q-bar 13.60 kPa (284 lbf/ft2) and (b) Abrupt aileron reversal - full stick
(left): M 0.84, h 7,620 m (25,000 ft), q-bar 18.29 kPa (382 lbf/ft2).
1092
between control surface angular movement and actuator ram linear movement for hinged control surfaces
is governed by the kinematics of the control surface to
actuator linkage (Figure 4(a)). This allows the actuators output force FL, ram speed v, and ram position
x to be computed from the control surfaces hinge
moment, angular rate, and angular position.
Actuating load
Rate
No.
per aircraft
Ailerons
Elevators
Rudder
Flight spoilers
Ground spoilers
Trailing edge flaps
Leading edge slats
Krueger flaps
4,200 Nm
7,600 Nm
8,200 Nm
4,200 Nm
3,800 Nm
51,000 N
6,300 N
5,600 Nm
60 /s
60 /s
60 /s
60 /s
40 /s
102 mm/s
60 mm/s
16 /s
2
2
1
8
4
4
8
4
The actuator is sized based on the required loadspeed envelope, shown notionally in Figure 4(b). Its
stall load F0, no-load (maximum) speed vmax, and
stroke xmax can be computed from the maximum
control surface hinge moment Mh,max , maximum
angular rate _max , control surface angular range
max , and the linkage kinematics (Figure 4(a)).
Electrohydrostatic actuator
In the EHA, a bidirectional motor is directly mated to
a bidirectional, xed-displacement pump, which actuates a hydraulic cylinder whose piston is connected to
the actuator output ram (Figure 5(a)). The cylinder
pressure dierence p required to achieve an output
force FL, and a piston velocity x_ with acceleration x is
given by
p
1
mr x cx_ FL
Ap
(a)
(b)
Figure 4. Control surface linkage kinematics and actuator load-speed envelope. (a) Actuation of hinged control surface using linear
actuator and (b) actuator load versus speed envelope.
(a)
(b)
Figure 5. Notional schematic of electrohydrostatic and electromechanical actuators. (a) Electrohydrostatic actuator (EHA) and
(b) electromechanical actuator (EMA).
Chakraborty et al.
1093
Qtot
,
Dpump
p
p Dpump
h
!max
m
Ap vmax
,
Dpump
mmax
pmax Dpump
h
Electromechanical actuator
In the EMA, a bidirectional motor drives a reduction
gearbox (GB) which in turn drives a ballscrew (BS)
that converts the rotational motion of the GB output
shaft to the linear motion of the actuator output ram
(Figure 5(b)). The gearing ratios of the BS and the GB
were dened as
Gbs
!bs
,
v
Ggb
!m
!bs
mmax
F0
bs Gbs gb Ggb
7
1094
400
VAC
in
0:02
kg
9
To determine the magnitude of the under-prediction, the masses predicted using equation (10) were
compared against published masses of electric actuators available from previous analyses or ight tests.
For each such case, the actuator was sized to the same
stall load, no-load rate, and stroke as the published
actuators. Additional information regarding the actuator layout (such as electrohydraulic (EH) or electromechanical redundancy) was incorporated whenever
available (Abbreviations: 3 three phase, PMM
permanent magnet machine, FDP xed displacement pump, EH electrohydraulic, TC tandem
cylinder, BLDCM brushless DC motor, BS ballscrew, SRM switched reluctance machine, M/P
motor/pump, M/GB motor/gearbox.). A calibration
factor of 1.15 (i.e., 15%) applied to the predicted
cylinder, pump, BS, and GB masses produced reasonable agreement, as shown in Tables 2 and 3 for EHA
and EMA, respectively.
Source
Stall load
No load rate
Stroke
Layout
Published weight
Predicted weight
Navarro7
59.16 kN (13,300 lbf)
195.6 mm/s (7.7 in/s)
114.3 mm (4.5 in)
1 3 PMM ! 1 FDP
18.8 kg (41.5 lb)
19.1 kg (42 lb)
EH: electrohydraulic; PMM: permanent magnet machine; FDP: fixed displacement pump; TC: tandem cylinder;
3: three-phase.
Jensen et al.
58.72 kN (13,200 lbf)
170.2 mm/s (6.7 in/s)
104.8 mm (4.125 in)
2 3 BLDCM ! 1 BS
11.8 kg (26 lb)
11.8 kg (26 lb)
Transport spoiler
C-141 aileron
14
Thompson6
84.74 kN (19,050 lbf)
118.1 mm/s (4.65 in/s)
137.9 mm (5.43 in)
2 M/GB ! 1 BS
15.9 kg (35 lb)
16.8 kg (37 lb)
BLDCM: brushless DC motor; SRM: switched reluctance machine; M/GB: motor/gearbox; BS: ballscrew; 3: three-phase; 5: five-phase.
Chakraborty et al.
1095
Figure 7. Configuration 1: TE flaps actuated by EMA-LS. All other surfaces actuated by EHA. Configuration 2: Ailerons, elevators,
rudder actuated by EHA. LE slats, Krueger flaps, and spoilers actuated by EMA. TE flaps actuated by EMA-LS.
EHA: electrohydrostatic actuator; EMA: electromechanical actuator; TEF: trailing edge flap.
1096
Chakraborty et al.
1097
Name
No.
Act./surf.
Design
Unit
Group
Design
Unit
Group
Aileron
Elevator
Rudder
Flight spoiler
Ground spoiler
Krueger flap
LE slat
TE flap
Total weight of actuators !
Electrical wiring
2
2
1
8
4
4
8
4
2
2
3
1
1
1
1
2
EHA
EHA
EHA
EHA
EHA
EHA
EHA
EMA-LS
Total !
Length (m)
571
Total !
15.8
25.6
27.0
10.2
8.4
19.9
16.3
44.5
63.2
102.4
81.0
81.6
33.6
79.6
130.4
356.0
927.8
Weight (kg)
544
1471.8
EHA
EHA
EHA
EMA
EMA
EMA
EMA
EMA-LS
Total !
Length (m)
571
Total !
15.8
25.6
27.0
9.0
8.9
13.4
9.7
44.5
63.2
102.4
81.0
72.0
35.6
53.6
77.6
356.0
841.4
Weight (kg)
544
1385.4
AWG
4/0
AWG
4/0
EHA: electrohydrostatic actuator; EMA-LS: electromechanically actuated leadscrew; EMA: electromechanical actuator.
Figure 8. Representative flight profile for mission level analysis. In addition to the 3000 NM (380 min) flight shown,
shorter flights of 350 NM (63 min), 850 NM (132 min), and
1350 NM (202 min) were also evaluated with representative
cruise altitudes.
Gact
!m,req !
Pem
in
pe
!
Ppe
in
11
Pbus
Certain control surface motions (e.g., ap deployment/retraction) occur only during a fraction of the
duration of a mission segment. For these, the average
power consumption over the duration of the mission
segment P seg was computed using the mean power
consumed during the motion P and the activity ratio
as follows
tactive
0:1 P
2 0, 1, ) P seg P
tseg
12
1098
Aileron
Motion !
Ground
Takeoff
Climb
Cruise
Descent
Landing
/
1/1
0.12/0.2
0.12/0.2
0.5/0.5
0.12/0.2
0.4/0.53
Elevator
cps
0.4
0.4
0.2
0.4
0.3
0.3
Rudder
/
1/1
0.2/0.2
0.2/0.2
0.3/0.3
0.2/0.2
0.53/0.53
/
1/1
0.2/0.2
0.2/0.2
0.3/0.3
0.2/0.2
0.53/0.53
cps
0.4
0.4
0.2
0.4
0.3
0.3
Flt. spoiler
cps
0.4
0.4
0.2
0.4
0.3
0.3
1
0.12
0.12
0.5
0.12
0.4
cps
0.4
0.4
0.2
0.4
0.3
0.3
Type
Unit
Ground
Takeoff
Climb
Cruise
Descent
Landing
OEI
ECS
Instruments
Equipment
Fuel
Fuel
Wing IPS
Cowl IPS
Lights
Hyd. users
Misc.
Demand
per
Engine
Bleedless
Electric
Electric
EMDP
EDP
Electric
Bleed air
Electric
EDP
Electric
Electric
Mechanical
Bleed
kVA
kVA
kVA
kVA
kW
kVA
kg/s
kVA
kW
kVA
kVA
kW
kg/s
129
8
60
7.5
7.5
17
2.2
10
1.43
5
124
4.9
1.1
129
8
60
7.5
7.5
17
2.2
10
0
5
124
4.1
1.1
210
8
60
7.5
7.5
25
2.2
10
0.67
5
171
4.5
0
210
8
65
7.5
7.5
25
0
10
0
5
173
4.1
0
210
8
0
7.5
7.5
25
2.2
10
0.44
5
139
4.4
1.1
129
8
0
7.5
7.5
17
2.2
10
9.83
5
92
9.5
1.1
204
8
0
7.5
7.5
17
1.1
10
9.83
5
260
15.2
1.1
ECS: environmental control system; OEI: one engine inoperative; IPS: ice protection system; EMDP: electric motor driven pump; EDP: engine driven
pump.
Chakraborty et al.
1099
Table 7. Actuation power requirements for PFCS and SFCS for Configurations 1 and 2 (averaged
over mission segment duration).
Configuration 1 (kW)
Configuration 2 (kW)
Segment
Ground
Takeoff
Climb
Cruise
Turbulence
Descent
Landing
PFCS
SFCS
Total
PFCS
SFCS
Total
0.02
0.24
0.67
0.99
4.96
0.97
3.26
1.19
0.22
0.55
0.54
0.22
1.21
0.46
1.22
0.99
4.96
1.51
3.48
0.02
0.23
0.67
0.98
4.92
0.96
3.24
1.20
0.25
0.59
0.57
0.26
1.22
0.48
1.26
0.98
4.92
1.53
3.50
PFCS: primary flight control surfaces; SFCS: secondary flight control surfaces
350 NM
850 NM
1350 NM
3000 NM
0.06
0.08
0.09
0.11
1100
Conflict of interest
None declared.
Acknowledgements
The authors would like to thank Mr. Christopher Perullo,
Research Engineer II at the Aerospace Systems Design
Laboratory, for supporting their investigation on the propulsion side with his expertise and experience with the EDS
and NPSS tools.
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