Power-by-wire (PBW) is a key element under subsonic transport flight systems technology with potential savings of over 10 percent in gross take-off-weight and in fuel consumption compared to today's transport aircraft. The PBW technology substitutes electrical actuation in place of centralized hydraulics, uses internal starter-motor/generators and eliminates the need for variable engine bleed air to supply cabin comfort. The application of advanced fiber optics to the electrical power system controls, to built-in-test (BITE) equipment, and to fly-by-light (FBL) flight controls provides additional benefits in lightning and high energy radio frequency (HERF) immunity over existing mechanical or even fly-by-wire controls. The program plan is reviewed and a snapshot is given of the key technologies and their benefits to all future aircraft, both civil and military

Sundberg, Gale R.

English

Power-by-wire (PBW) is a key element under subsonic transport flight systems technology with potential savings of over 10 percent in operating empty weight and in fuel consumption compared to today's transport aircraft. The PBW technology substitutes electrical actuation in place of centralized hydraulics, uses internal starter-motor/generators and eliminates the need for variable engine bleed air to supply cabin comfort. The application of advanced fiber optics to the electrical power system controls, to built-in-test (BIT) equipment, and to fly-by-light (FBL) flight controls provides additional benefits in lightning and high energy radio frequency (HERF) immunity over existing mechanical or even fly-by-wire controls. The program plan is reviewed and a snapshot is given of the key technologies and their benefits to all future aircraft, both civil and military

NASA Technical Reports Server

CIVIL AIR TRANSPORT:
N91"23053
A FRESH LOOK AT POWER-BY-WIRE AND FLY-BY-UGI-Fr __ _
Gale R. Sundberg
National Aeronautics and Space Administration
Lewis Research Center
Cleveland, Ohio 44135
Abstra=
Power-by-wire (PBW) is a key element under subsonic transport flight systems technology with
potential savings of over t 0 percent in operating empty weight and in fuel consumption compared to today's
transport aircraft. The PBW technology substitutes electrical actuation in place of centralized hydraulics,
uses Internal starter-motor/generators and eliminates the need for variable engine bleed air to supply cabin
comfort.
The application of advanced fiber optics to the electrical power system controls, to built-in-test (BIT)
equipment, and to fly-by-light (FBL) flight controls provides additional benefits in lightning and high energy
radio frequency (HERF) immunity over existing mechanical or even fly-by-wire controls. This paper will
review the program plan and give a snapshot of the key technologies and their benefits to all future air-
craft - civil and military.
Introduction
NASA in response to a directive from the U.S. Senate has developed a multiyear technology
development and validation plan that will help the United States retain its leadership in aeronautics research
and technology and compete in the international marketplace for future civil aircraft. One of the key
elements under subsonic transport flight systems technology is power-bywire (PBW) with potential savings
of over 10 percent in operating empty weight and fuel consumption compared to today's aircraft (Ref. 1).
Ry-by-Iight (FBL), which is the replacement of electronic data transmission, mechanical control linkages, and
electronic sensors with optical components and subsystems, is another key element.
In the NASA Lewis Research Center study reported In Ref. t the stated benefits are shown to be
possible through the Integration of an advanced secondary electrical power system into a civil transport
aircraft using a Boeing 767 as a baseline. While the particular benefits may depend on aircraft size and type,
engines, and specific electrical and flight control systems, the range of improvements is consistent with
available advanced technologies.
The primary weight reduction occurred in the secondary power system when the baseline hydraulic,
pneumatic and electrical subsystems were replaced with a single, advanced high frequency, sinusoidal
power management and distribution (PMAD) system with controlled energy flow and load management. An
advanced fly-by-wire flight control system using electrical actuators and advanced low fixed bleed high
bypass ratio engines contribute the remaining major advantages according to the NASA Lewis study. The
single electrical power system provides higher component utilization with significant reductions in parts
count, weight, failure modes, and cost of ownership.
The PBW technology eliminates the need for hydraulic actuation and for engine bleed air to supply
cabin comfort and anti-icing. It enables Integral starter/generators for engine starting and power generation
to be used with advanced energy-efficient engines without gearboxes. These changes significantly Improve
fuel efficiency and reduce aircraft weight. Improved safety and dispatch reliability combined with lower
maintenance and direct operating costs are additional tangible benefits.
According to the study, eliminating the engine bleed for powedng the environmental control system
(EC$) and for anti-icing provided the largest single fuel savings of any proposed change. An electdc motor
driven ECS with electric Impulse driven de-icers are the proposed replacements.
L
_263'
/ ,
https://ntrs.nasa.gov/search.jsp?R=19910013740 2020-03-19T17:39:34+00:00Z
Subsequent to the NASA Lewis study, additional technologies have emerged. The application of
advanced fiber optics to the electrical power system controls, to built-in-test (BIT) equipment, and to
fly-by-light (FBL) flight controls provides additional benefits in lightning and high energy radio frequency
(HERF) Immunity over existing mechanical or even fly-by-wire controls.
This paper wUlreview the program plan and take a fresh look at some of the key technologies and
their benefits to all future aircraft - civilian and military. Figure I shows the payoffs and the major tasks
planned for the PBW element. Figure 2 summarizes the primary elements of the FBL/PBW 5-yr program
plan under the NASA Subsonic Transport Initiative.
The Electrical Powerl_lant
The heart of the electrical power system is a multiredundant, fault tolerant, mlcroprocessor
controlled, power management and distribution (PMAD) system. It incorporates bidirectional invertersdriven
through a high frequency, resonant utility bus connected to Internal starter-motor/generators, thereby
eliminating gearboxes and the need for separate APU's and engine starters. The high frequency utility bus
permits all the advantages of ac for stability, fault deadng, differential monitoring and control, as well as
signlfioant crew/technician safety because of its low energy per pulse nature and ease of ground fault
interruption. Rgure 3 shows a typloal utility bus architecture for an ac PMAD system using advanced
electronic switching for power conditioning, control, distribution, protection and a fault tolerant architecture(Ref. 1).
The characteristics of the advanced PMAD system provide the conduit to the benefits for PBW In
civil transport and perhaps certain military aircraft. The resonant, high frequency
(> 10 kHz) link drive enables either muttiphase low frequency ac sources or dc sources to operate at their
optimum voltage and frequency at the Input. Since the main invertersswitch at the zero crossing of either
current or voltage, they minimize power losses, component stress, EMI/EMC and the need for heavy, bulky
filters. The high frequency bidirectional conversion and synthesis significantly reduces the size and mass
of the electronics components, controls and systematics.
The key benefit, however, comes in the ability to drive all kinds of motors (including rugged
Induction motors with high temperature capability) in either diractlon with Independent control of torque,
speed and maximized, efficient operation over the entire speed range. In effect, all load control including
variable speed motor drive is accomplished by sorting and steeringthe high frequency sinusoidal pulses to
the appropriate power switch, motor winding or energy storage element. Voltage regulation, power quality
and energy flow are determined and managed at all times and within specified limits. Multiple levels of
redundancy are easily accommodated In the system, providing fault containment, fault recovery, and
maximized end-to-end efficiency.
Electrical Actuation
Existing electrical actuation technology in the 5- to 50-hp range will be adapted to the flight control
and other actuation requlrernants on an aircraft. Prototype electrical actuators operating from the distributed
power bus will be built and demonstrated in a full avionics control environment.
The electric actuators would replace hydraulic actuators, servovalves, and mechanical control
linkages. An advanced electrloal actuation system Includes electromechanical and/or electrohydraulic
actuators, load receivers, redundant digital data buses, and remote terminals. Electrical actuators perform
the same functions as hydraulic actuators with lower weight, higher efficiency and without sizing restrictions.(R_. 2)
The digital data bus and electro-optical sensors and controls promise to be a much lighter weight,
more reliable and EMI Immune approach then fly-by-wire or mechanical controls. Also, many functions
264
previously done with hardware can now be done with software. This may indude such functions as control
surface damping and trim.
Mlcrochip level BIT wUl be built into the hardware to provide a *fingerprint', which may include
component characteristics, test Information and validation parameters. Such smart BIT chips could provide
health self-testing for preflight checkout, for in-flight status and for maintenance assistance and records.
The keys to autonomous, growable power and control systems are simple, smart, repUcativelogic
structures. Pushing the intelligence down to the power switch and circuit level enables easy verification,
validation, status, and maintainability. It provides step-by-step transitions from manual to autonomous
controls. Integrated health monitoring, Incipient fault prediction and a controlled evolution of power and
avionic systems are readily accommodated with each node communicating with other nodes via simple,
common words. This enables distributed intelligence for fault containment, fault tolerance, and autonomous
control without massive software investments.
Electro-ootlcal Controls
The fly-by-light (FBL) controls are proposed as a replacement of electrical data transmission,
mechanical control linkages and electronic sensors with optical components and subsystems. They
circumvent electromagnetic interference (EMI) concerns in applying digital controls by providing lifetime
Immunity to signal EMI without need for shielding. The FBL technology will demonstrate optical sensors and
Interfaces with improved lightning and HERF Immunity.
The FBL program will identify, develop, and evaluate an optical sensor suite. The sensors will be
Integrated Into innovative electro-optical based fault-tolerant architectures using optical networks and
multiplexer/demultiplexer techniques. Performance and reliabilityassessments ofthe fault tolerant processor
and architectures will provide a basis for developing hardware and software for flight test and Inservice
evaluation.
Several ongoing activities will feed technology Into the FBL program: the fiber optical control
system Integration (FOCSI) program, the optical propulsion management Interface system being designed
Into the advanced transport operating system aircraft, and a fiber optical transmitter/receiver with a dc
4-GHz bandwidth. An extensive data base and experimental investigation of lightning effects on digital elec-
tronics will serve as a baseline for assessing FBL enhancements to the flight control system.
Summary
The goal of the FBL/PBW program is to accomplish credible flight tests and demonstration of full
authority, all digital FBL/PBW transport aircraft systems. Performance will be evaluated Inthe stress of flight
environments. The program will use the NASA advanced transport operating system aircraft. Using parallel
operation of expedmental equipment on the basic aircraft will maximize flight test safety.
The flight tests will be designed to verify and evaluate the integrated system. FAA participation and
coordination will be Integral to developing a prototype certification model.
R_ference
1. Hoffman, A.C. et al., A_lvanced Secondary Power System for Transport Aircraft, NASA TP-2463;
May, 1985.
2. Sundberg, G. R., Advanced Launch System (ALSO: Electrical Actuation and Power Systems
Improve Operability and Cost Picture, NASA TM-102547; May, 1990.
265
POWER-BY-WIRETECHNOLOGY
HERE IS WHAT WE PLANTO DO
DEMONSTRATEFAULTTOLERANT
ELECTRICALPOWERSYSTEM
• ELIMINATECATASTROPHIC
POWERFAILURES
. SAFEFORPASSENGERS/CREW
. IMMUNETOUGHTNING,HERF
VAUOATE_ 1Ni OTUOYk)DgQ 717
""' J10"/,NC WEiGt,,rr10% FUELUSAGE
I,HIEELECTRICACTUATIONANOENVlRONMBfTAL |
. MAINTAINADLITY J
UQE _ E3 EN_NE TEOtNOL_Y I
• ELIMINATESBLEEDPENALTY
• INCORPORAT SINTEGRAL
STARTER/GENERATORS
pnov_ eUCT-INTBIlr(g_ n
I
• AUTOCHECK-OUT i
I• SMA,RT EQUIPMENT&CABL,E
_qm6401,11
FI6UItlE 1. - U TASKSNID BENEFITS OF POVER-BY-tlIRE TECHNOLOGY.
f
OPTICAl.
OEVF.I,.O_
• L=VALUAli_
FAULT-TOLERANT ELECTRO,4)PTIC
ARCHITECTURE DESIGN
& 8ENSOa INTEGRATION
m4_
INTEalIAII'EO 8ylnlgll
VALIDATION AND VBUFIoA'noN i
I _o_r_! " FAULT TOLERANT _
EL__(_NIL=I'liC _ OEVELOP_ENT , , ........ A I I_ i
FIGURE 2. - ELE]W_ OF FLY-BY-LISIfl/POIER-DY-VIRE _.
266
ORIGINAL PAGE IS
OF POOR q=J,_.nY
I IO-Hz groundservicepower
+
Dull high-voltage, high-
fmulncy buses
I BI-dlnctlonal
converter with
chaRe c trol
l Hot _ blttory bus
ffBC I IJft dcbus
ECS! air-conditioner
controllerlmok)r
I Left flight control bus
left main bus
frlKIulncy to I Transformer
i Lift utility bus
I
, I
J Lift galley bus
Bi-dlractioml [
converter with
charge ontrol
Uninterrupted
computerbus
ECS2alr-condlUoner ]controllerlmMor
Right fl ight control bus I
Right mainbus I
I
Transformer I High frlqulncy to l
I 400*Hz synthesizerJI
Transformer
Right utility bus i
I Highfrwluency to4OO-Hzsynthesizer ]
Low-vollmjebus I 4DIFHzbus J
RigM glll*y bus 'l
BC buscontroller
B! bus isolator
[CS invlronmnlal control system
FI6ONE3. - ADV_D _ DISTRIBUTIONSYSTER.
OR!_'_3'_L PACE LS
267


Civil air transport: A fresh look at power-by-wire and fly-by-light

NASA Technical Memorandum 102574
1
1
....Civil Air_Transport: A Fresh Look at
Power-by-Wire and Fly-by-Light
Gale R. Sundberg
Lewis Research Center
Cleveland, Ohio
Prepared for the
National Aerospace and Electronics Conference (NAECON)
sponsored by the institute for_jectrical and Electronics Engineers
Dayton, Ohio, May 21-25, 1990
_= (NA_A-TM-]O2b7'+) CIVIL ATk TRANSPGqT: A
FoESH L_,,OK AT POWFE-_,Y-WIRE AND rLY-,_ -LIGHT
(NASA) 6 p CqCt. 09C
N90-ZI283
uncl dS
0277356G3133
https://ntrs.nasa.gov/search.jsp?R=19900011967 2020-03-19T23:18:15+00:00Z
i _ _ _ _l _ ",m _
CIVIL AIR TRANSPORT: A FRESH LOOK AT POWER-BY-WIRE AND FLY-BY-LIGHT
Gale R. Sundberg
National Aeronautics and Space Administration
Lewis Research Center
Cleveland, Ohlo 44135
cf_
!
L#J
|
Abstract
Power-by-wlre (PBW) Is a key element under sub-
sonic transport flight systems technology wlth poten-
tlal savings of over I0 percent In gross take off
weight and In fuel consumption compared to today's
transport aircraft, The PBW technology substitutes
electrical actuation In place of centralized hydraul-
Its, uses internal starter-motor/generators and ellml-
nates the need for variable englne bleed air to supply
cabin comfort.
The application of advanced fiber optics to the
electrical power system controls, to bulIt-in-test
(BITE) equipment, and to fly-by-llght (FBL) flight con-
trols provides addltlonal benefits In llghtnlng and
hlgh energy radio frequency (HERr) immunity over exist-
Ing mechanical or even fly-by-wire controls. Thls paper
wlll review the program plan and glve a snapshot of the
key technologies and their benefits to a11 future alr-
craft - civil and military.
Introductlon
NASA In response to a directive from the U.S. Sen-
ate has developed a multlyear technology development
and validation plan that wlll help the United States
retaln Its leadershlp In aeronautics research and tech-
nology and compete In the international marketplace for
future clvil aircraft. One of the key elements under
subsonic transport f11ght systems technology Is power-
by-wlre (PBW) wlth potential savings of over I0 percent
In gross take-off-weight (GTOW) and fuel consumption
compared to today's alrcraft (Ref. I). Fly-by-llght
(FBL), whlch Is the replacement of electronic data
transmission, mechanical control linkages, and elec-
tronic sensors wlth optical components and subsystems,
Is another key element.
In the NASA Lewls Research Center study reported
in Ref. I the stated benefits are shown to be possible
through the integration of an advanced secondary elec-
trical power system Into a civil transport aircraft
uslng a Boeing 767 as a baseline. While the particu-
lar benefits may depend on aircraft slze and type,
engines, and specific electrical and flight control
systems, the range of improvements Is consistent with
available advanced technologies.
The primary weight reduction occurred In the sec-
ondary power system when the baseline hydraulic, pneu-
matic and electrlcal subsystems were replaced wlth a
slngle, advanced high frequency, slnusoldal power man-
agement and distribution (PMAD) system wlth controlled
energy flow and load management. An advanced fly-by-
wlre f11ght control system using electrlcal actuators
and advanced low fixed bleed hlgh bypass ratio engines
contribute the remaining major advantages according to
the NASA Lewis study. The single electrlcal power sys-
tem provides hlgher component ut111zatlon wlth slgnlfl-
cant reductions in parts count, weight, failure modes,
and cost of ownership.
The PBW technology el_mlnates the need for
supply hydrau11c actuatlon and for englne bleed air to cabin
comfort and anti-Iclng. It enables Integral starter/
generators for engine startlng and power generatlon to
be used wlth advanced energy-efflclent engines without
gearboxes. These changes significantly Improve rue!
efflclency and reduce alrcraft weight. Improved safety
and dispatch rellab111ty comblned wlth lower malnte-
nance and direct operating costs are additional tangl-
ble benefits.
According to the study, e11mlnatlng the englne
bleed for powerlng the envlronmental control system
(ECS) and for anti-lclng provided the largest single
fuel savlngs of any proposed change. An electrlc motor
driven ECS wlth electric Impulse driven de-icers are
the proposed replacements.
Subsequent to the NASA Lewis study, addltlonal
technologies have emerged. The app11catlon of advanced
flber optics to the electrlcal power system controls,
to bullt-ln-test (BITE) equipment, and to fly-by-llght
(FBL) flight controls provides additional benefits In
11ghtnlng and hlgh energy radio frequency (HERr) Immu-
nlty over existing mechanical or even fly-by-wlre
controls.
This paper will review the program plan and take a
fresh look at some of the key technologles and their
beneflts to all future aircraft - civilian and military.
Figure I shows the payoffs and the major tasks planned
for the PBW element. Figure 2 summarizes the prlmary
elements of the FBL/PBW 5-yr program plan under the
ClvlI Transport Inltlatlve.
The Electrical Powerp]ant
The heart of the electrical power system is a
multlredundant, fau]t tolerant, microprocessor con-
trolled, power management and dlstrlbutlon (PMAD) sys-
tem. It incorporates bidirectional Inverters driven
through a hlgh frequency, resonant utlIlty bus connected
to internal starter-n_)tor/generators, thereby ellmlnat-
Ing gearboxes and the need for separate APU's and engine
starters. The hlgh frequency utlllty bus permits all
the advantages of ac for stability, fault clearing, dlf-
ferentlal monltorlng and control, as well as slgnlficant
crew/technlclan safety because of Its low energy per
pulse nature and ease of ground fault Interruption.
Figure 3 shows a typical utlIlty bus architecture for an
ac PMAD system using advanced electronic switching for
power conditioning, control, dlstrlbutlon, protection
and a fault tolerant architecture (Ref. I).
ThecharacteristicsoFtheadvancedPMAD system
provlde the conduit to the benefits For PBW In civil
transport and perhaps certain military aircraft. The
resonant, high Frequency (>]0 kHz) ]Ink drive enables
either muItiphase low frequency ac sources or dc sources
to operate at their optimum voltage and Frequency at the
Input. Since the main Inverters switch at the zero
crossing of either current or voltage, they mlnlmlze
power losses, component stress, EMI/EMC and the need For
heavy, bulky filters. The hlgh Frequency bldirectlona]
conversion and synthesis slgnIFIcantly reduces the slze
and mass of the electronics components, controls and
systematlcs.
The key beneflt, however, comes in De ablllty to
drive all kinds of motors (Including rugged Induction
motors wlth high temperature capability) In either
direction with Independent control of torque, speed and
maximized, efficient operation over the entire speed
range. In effect, all load control including variable
speed motor drive is accomplished by sorting and steer-
Ing the hlgh frequency slnusoldal pulses to the appro-
priate power switch, motor winding or energy storage
element. Voltage regulation, power quallty and energy
flow are determined and managed at all tlmes and within
specified limits. Multiple levels of redundancy are
easily accommodated In the system, prov_dlng fault
containment, fault recovery, and maximized end-to-end
efficlency.
Electrical Actuatlon
Existing electrical actuation technology in the
5- to 50-hp range will be adapted to the flight control
and other actuation requirements on an aircraft. Proto-
type electrical actuators operating from the distributed
power bus will be built and demonstrated In a full
avlonIcs control environment.
The electric actuators would replace hydraulic
actuators, servovalves, and mechanical control linkages.
An advanced electrical actuation system Includes elec-
tromechanlcal and/or electrohydraullc actuators, load
receivers, redundant digital data buses, and remote ter-
minals. Electrical actuators perform the same functions
as hydraulic actuators with lower welght, hlgher effl-
ciency and without slzlng restrictions.
The dlgltal data bus and electro-optlcal sensors
and controls promise to be a much lighter welght, more
fellable and EMI Immune approach than fly-by-wlre or
mechanical controls. Also, many functions prevlously
done wlth hardware can now be done with software. Thls
may Include such functlons as control surface damping
and trlm.
Status and Health
MIcrochlp level BITE w11l be built Into the hard-
ware to provide a "F1ngerprlnt", which may include com-
ponent characterlstIcs, test InFormatlon and valldatlon
parameters. Such smart BITE chips could provide health
self-testlng for pre-FIIght checkout, For In-flight sta-
tus and For malntenance assistance and records.
The keys to autonomous, growable power and control
systems are simple, smart, repllcatlve logic structures.
Pushing the Inte111gence down to the power switch and
circuit level enables easy verIflcatlon, validatlon,
status, and malntalnablllty. It provides step-by-step
transltlons from manual to autonomous controls. Inte-
grated health monltorlng, Inciplent Fault prediction and
a controlled evolution of power and avlonlc systems are
readily accommodated wlth each node communicating wlth
other nodes vla simple, common words. Thls enables dls-
tributed Intelllgence For Fault containment, Fault tol-
erance, and autonomous control without massive software
Investments.
Electro-optlcal Controls
The Fly-by-llght (FBL) controls are proposed as a
replacement of electrical data transmission, mechanical
control linkages and electronic sensors wlth optical
components and subsystems_ They circumvent electromag-
netic Interference (EMI) concerns In applying dlgltal
controls by providing lifetime immunity to signal EMI
without need for shielding. The FBL technology will
demonstrate optical sensors and Interfaces wlth Improved
lightning and HERF Immunlty.
The FBL program wlll identify, develop, and evalu-
ate an optical sensor suite. The sensors will be
Integrated Into Innovatlve electro-optlcal based Fault-
tolerant archltectures using optical networks and
multlplexer/demultlplexer techniques. Performance and
reliability assessments of the fault tolerant processors
and architectures will provide a basis For developlng
hardware and software For fllght test and Inservlce
evaluation.
Several ongoing actlvlties wi11 feed technology
Into the FBL program: the Fiber optical control system
integration (FOCSI) program, the optical propulsion
management Interface system being designed Into the
advanced transport operatlng system aircraft, and a
f|ber optical transmltter/recelver with adc 4-GHz band-
width. An extensive data base and experimental Investl-
gation of 11ghtnlng effects on digital electronics will
serve as a baseline For assessing FBL enhancements to
the fllght control system.
Summar Z
The goal of the FBL/PBN program is to accomplish
credible flight tests and demonstration of Full author-
Ity, all dlgltal FBL/PBN transport alrcraft systems.
Performance will be evaluated In the stress of flight
environments. The program will use the NASA advanced
transport operating system aircraft. Using parallel
operation of experimental equipment on the basic alr-
craft will maximize Flight test safety.
The f11ght tests will be designed to verify and
evaluate the Integrated system. FAA participation and
coordination wlll be Integral to developing a prototype
certification model.
Reference
I. Hoffman, A.C. et a1., Advanced Secondary Power
System For Transport Alrcraft, NASA TP-2463; May
1985.
POWER-BY-WIRE TECHNOLOGY
HEREIS WHAT WE PLANTO DO
DEMONSTRATE FAULT TOLERANT
ELECTRICAL POWER SYSTEM
• ELIMINATE CATASTROPHIC
POWER FAILURES
• SAFE FOR PASSENGERS/CREW
• IMMUNE TO LIGHTNING, HERF
USEELECTRICACTUATIONAND ENVIRONMENTAL
CONTROLSYSTEM;VARIABLESPEEDPUMPS
• OPERABILITY
• MAINTAINABILITY
PROVIDEBUILT-INTEST (BITE)VALIDATELeRC1985STUDY USEEXISTINGE3 ENGINETECHNOLOGYBOEING767
PBW SAVES
10%NC WEIGHT
10%FUELUSAGE
FIGURE 1. - RAJORTASKSAND 8ENEFtTS OF POHER-BY-gIRE TECHNOLOGY.
• ELIMINATESBLEEDPENALTY
• INCORPORATESINTEGRAL
STARTER/GENERATORS
• AUTOCHECK-OUT
• SMARTEQUIPMENT& CABLE
GRSgO-O01 11
OPTICAL SENSOR
DEVELOPMENT
& EVALUATION
[ PRESSU,RE]
r FAULT-TOLERANT ELECTRO-OPTIC _
ARCHITECTURE DESIGN
& SENSOR INTEGRATION
OPT1CA
ENC, INE & AIRF'P,A J_ SENSORLS f
f_WER-Byo_RE SYSTE_
DEVELOPMENT k_
ALLi.c-LECTRtC ARCt-ff_CTURE
FIGURE 2. - ELEI_NTS OF FLY-BY-L]GHT/POk'ER-BY-WIRE PROGRAR.
INTEGRATED SYSTEM
VERIRCATION
EMI ENV1RONMEN'T J
it_.m"z,m_.HEt_ I
J-_-ql -_,,= II °s_
J
fFLIGHT EVALUATION 1
Left
engine
I Bi-directional I ! Bi-directionalconve rte r " converter
I 60-Hz groundservicep wer
+
_L I Bi-directional
conveMer with
cha rge cont rot
'I Hot dc batter,/bus I
-IBcI Leftdcbus I
l ECSI air-conditioner I ]controller/motor BC
I LeftflightcontrolbusIscI
[i Leftmainbus IBcI
400-Hz s},nthesizer
, 1
I =o-.z,.,II_=-vo._e,u,]
I _ Ram airturbine
I Left utility bus IBcl
I
Highfrequencyt°ll Transformer I400-Hz sy thesizer
, I
Dual high-voltage, high-
frequency buses
I Left galley bus IBCI
/
EE]-
¢
E_-
¢
_-[EF
I Bi-directional I IBi-directionalconverter converter
Bi-directional
converter with
charge control
Uninterrupted
computer bus
I Rightbatterybus I8cI--
controller/motor
1
_z
IBcI Rightf,ightcontrolbusI
18cI ,_h,ma,nbo,,!
400-Hz synthesizer
I .... !
LLow-vmagebusJl 4{]O-Hzbus
IB_! ._.,o,,,,_b°.I
4]O-Hz synthesizerI
L_-_o,o_e_o,I i _-"z_,',I
El 1so Rightga,,eybus I
BC bus controller
BI bus isolator
ECS environmental control system
FIGURE 3. - ADVANCED POWER D[STRIBLITIONSYSTEM.
National Aeronautics and
Space Administration
t. Report No, 2. Government Accession No.
NASA TM-102574
4. Title and Subtitle
Civil Air Transport: A Fresh Look at Power-by-Wire and Fly-by-Light
7. Author(s)
Gale R. Sundberg
9. Performing Organization Name and Address
National Aeronautics and Space Administration
Lewis Research Center
Cleveland, Ohio 44135-3191
12 Sponsoring Agency Name and Address
National Aeronautics and Space Administration
Washington, D.C. 20546-0001
3. Recipient's Catalog No.
5. Report Date
6. Performing Organization Code
8. Performing Organization Report No.
E-5402
Report Documentation Page
10. Work Unit No.
506-41-41
11. Contract or Grant No.
13. Type of Report and Period Covered
Technical Memorandum
14. Sponsoring Agency Code
15. Supplementary Notes
Prepared for the National Aerospace and Electronics Conference (NAECON) sponsored by the Institute of
Electrical and Electronics Engineers, Dayton, Ohio, May 21-25, 1990.
!16. Abstract
Power-by-wire (PBW) is a key element under subsonic transport flight systems technology with potential savings
of over 107_ercent in gross take-off-weight and in fuel consumption compared to today's transport aircraft. The
PBW technology substitutes electrical actuation in place of centralized hydraulics, uses internal starter-
motor/generators and eliminates the need for variable engine bleed air to supply cabin comfort. The application
of advanced fiber optics to the electrical power system controls, to built-in-test (BITE) equipment, and to fly-by-
light (FBL) flight controls provides additional benefits in lightning and high energy radio frequency (HERF)i_-.- =:--
immunity over existing mechanical or even fly-by-wire controls. This paper will review the program plan "a'nd
give a snapshot of the key technologies and their benefits to all future aircraft--civil and military.\
17. Key Words (Suggested by Author(s))
Electrical actuators; Electrical power systems;
Secondary power; Power-by-wire; Civil transport
18. Distribution Statement
Unclassified- Unlimited
Subject Category 33
19. Security Classif. (of this report) 20. Security Classif. (of this page) 21. No. of pages
Unclassified Unclassified 6
NASAFORM1626OCT86 *For sale by the National Technical Information Service, Springfield, Virginia 22161
22. Price*
A02



Civil air transport: A fresh look at power-by-wire and fly-by-light

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