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Luiz Andrade
Sundstrand Aerospace Electric Power Systems
Rockford, Illinois
and
Carl Tenning
Boeing Commercial Airplane Group
Seattle, Washington
ABSTRACT
The electric power system chosen for the Boeing 777 is an L-ENGINE SECONDARY APU PRIMARY R-ENGINE
IDG EXTPOWER GW EXTPOWER IDG
example of the advances seen in response to market demands
for superior performance and reliability. The system is being
designed to take advantage of technologically-proven concepts,
as well as new concepts to provide a fully automated state-of-
the-art system. The system is comprised of two independent
electrical systems, namely the main and backup. The main
electric system includes two engine-driven integrated drive rn
L-I 15 VAC R-115 VAC
generators, a generator driven by the auxiliary power unit, three B L-ENGINE
A C K U T F R-ENGINE
G W
generator control units, and a bus power control unit. The
backup electric system includes two engine-driven generators
and one integrated convertericontrol unit to provide the
LFFT-L
redundancy of electrical sources equivalent to a three-engine
airplane. Automation of the system is performed by the state-of- T- CONVERTER
through a newly developed ARINC 629 communication bus. Fig. 1. Main and AC Backup Power
In addition to providing monitoring and built-in-test
information to the aircraft information management system electric generating systems', a main system and a backup
computer. the control units use this communication bus to system (Figure 1). Both systems have a generator on each of
communicate among themselves to provide many control and the propulsion engines. In addition, the main system has a third
protection functions. By using this communication bus, the generator on the auxiliary power unit (APU). The main electric
number of discrete wires previously required for similar systems generating system is the normal in-flight source of electric
has been significantly reduced, thereby allowing considerable power. The generators in the main system are 3-phase, 115-
reduction of the interface circuits and reduction in weight. Vac, line-to-neutral, constant-speed, 400-Hz machines. Each
engine-driven generator is integrated with a constant speed
MAIN SYSTEM DESCRIPTION
drive, which together are called an integrated drive generator
The Boeing 777 is a large twin-engine jet transport designed (IDG). On the APU, which operates at constant speed, only
for regional and longer range operations. There are two separate the generator portion is installed. The electrical loads are
Based on a presentation at NAECON '92 ' There is also an emergency generator driven by a ram air turbine, which is not covered
0885/8985/92 $ 3 . 0 0 0 IEEE 1992 in this paper.
LOADS ON BN GEN
FUEL JETTISON
EQUIP COOLING
BIU GEN
CAPACITY
APU GEN+
90kVA -
Ext. Pwr.
10. Antiskid system ground power would be supplied from external services. Since
11. Stall warning 120-kVA ground power sources are not universally available,
12. APU start the airplane is designed to be supportable on external power
13. Fuel crossfeed from a single 90-kVA ground power source. To do this,
14. Cargo heat control automatic load shedding is installed so that a single 90-kVA
15. Rudder trim external power source is not overloaded. With external power
16. Attitude Control System transponder limited to 90-kVA, available galley service is limited to
17. Flight management computer system (partial) approximately 24-kVA while on external power. For engine
start on external power, all galley services and utility services
The 777 backup electrical is functionally the equivalent of are automatically shed prior to engine start to insure the ability
the 767 hydraulic-driven generator, but with substantially more to start other heavy loads such as the electric driven hydraulic
electrical capacity. In addition to the same services as provided pumps. A second external power receptacle is installed so that
by the 767 hydraulic-driven generator, the 777 backup power full galley services can be supplied on the ground from two
system also provides the following: 90-kVA ground power sources when the APU is not in use.
With the APU operating, a full 120-kVA is available from
1. One fuel boost pump in each main fuel tank the APU generator. This is sufficient electrical power to support
2. Captains No. 1 window heat all required electrical loads through engine start, with
3. First Officers flight instruments approximately 54-kVA available for galley services (Figure 4).
4. Flight management computing system This is about the same capacity for galley services on the ground
(full function) as on the Boeing 747-400 and somewhat more than on the
5. Lavatory controls Boeing 767 (Figure 5), but which has proven to be sufficient,
6. Autopilot flight director system because full galley services are not normally required during
7. Landing lights, wing tip lights, this time. However, a new feature was added to the Boeing
and strobe lights 777 to permit full galley services on the ground (140-kVA
8. Additional passenger cabin lighting installed galley capacity). By connecting the primary external
power to the right 115-Vac main bus, the APU generator can
GROUND OPERATION be used at the same time as external power, unlike the 767 which
connects external power between the bus tie breakers. External
Ground power may be supplied from either the APU power can be supplied to the right 115-Vac main bus while
generator, from an external power source, or both. If the APU the APU supplies the left 115-Vac main bus. This was made
is inoperative or the APU is not used for economic reasons, possible at no weight or cost penalty by connecting the primary
The Boeing 777 electrical power system and the 767 electrical
power system are designed to protect the system against
electrical faults (short circuits) or equipment failure that would
lead to unsafe operating temperatures or further loss of services.
The addition of unbalanced current protection to the Boeing
777 has allowed a simplification of the differential current
protection scheme with a reduction in the quantity of current
transformers.
EQUIPMENT DESCRIPTION
November 16 19,1992 -
Hynes Convention Center
Boston, MA
Main Program Topics
H Elecw-optic Systems
H Optical Sensors and Measurement Systems
H Diode Lasen:Technology and Applications
H Optical Communications Technology and Systems
H Solid-state Laser Technology and Applications
H Optoelectronic Technology and Applications
H Gas and Short Wavelengrh Lasers and Applications
Optoelectronics Packaging and Manufacturing
Special Symposia
H Applications of UV and VUV Lasers
W Applied Optical Diagnostics of Semiconductor Materials and
Devices
W Medical Applications of Lasers
H Engineering Symposium
H Optoelectronic Interconnections
H Diode Lasers in Optical Recording