飞机供电特性及应用英文

飞机的电源系统名词解释在现代航空业中，飞机的电源系统是飞行的关键要素之一。

它不仅为机上各种设备和系统提供电力，同时也保证了飞机正常运行所需的能源供应。

在本文中，我们将对一些与飞机电源系统相关的重要名词进行解释，以帮助读者更好地了解这个领域的专业术语。

一、直流电（Direct Current，简写为DC）直流电是指电流方向不变的电流形式。

在飞机电源系统中，直流电主要由直流发电机或飞机主电池提供。

直流电在飞机上用来供应低电压设备和系统，如仪表板、通信设备和飞控系统等。

二、交流电（Alternating Current，简写为AC）交流电是电流方向和大小周期性变化的电流形式。

在飞机电源系统中，交流电通常由交流发电机或飞机的辅助动力装置（如APU）提供。

交流电主要用于高功率设备和系统，如电动机、起落架系统和空调系统等。

三、静电发电机（Static Electricity Generator）静电发电机是飞机电源系统中的一种装置，用来转换飞机在飞行过程中产生的空气动力能量为电能。

静电发电机通常由马兰诺夫效应或空气摩擦效应产生静电放电，通过电荷转移来产生电流。

这种发电机经常用于静电放电防护和电源备用。

四、直流发电机（Direct Current Generator）直流发电机是飞机电源系统中的一种主要设备，它通过转子与定子之间的旋转相对运动产生电能。

直流发电机通常由飞机引擎的齿轮箱或附属动力装置带动。

它在飞机上负责主要的电力供应，为直流电设备和系统充电。

五、交流发电机（Alternating Current Generator）交流发电机是飞机电源系统中的另一类重要设备，它可以产生交流电能。

交流发电机通过转子上的定子产生变化的磁场，从而使电路中的导线产生电动势。

交流发电机通常由飞机引擎的主发电机驱动，并将电能传输给飞机的交流电设备和系统。

六、整流器（Rectifier）整流器是一种电子器件，用于将交流电转换为直流电。

Power Supply Requirements for Aviation Electrical EquipmentThe power supply for aviation electrical equipment is crucial for ensuring the safe and reliable operation of aircraft. The following are the power requirements for aircraft electrical equipment:Voltage and Current Ratings: Aviation electrical equipment must be designed to operate within specified voltage and current ratings. These ratings are typically lower than those used for ground-based equipment due to the unique operating conditions in aircraft.Stability and Reliability: The power supply for aviation electrical equipment must be stable and reliable, able to provide consistent power even under varying conditions such as altitude, temperature, and vibration.Isolation and Protection: To prevent electrical faults from affecting other systems or components, aviation electrical equipment should be isolated and protected. This includes the use of fuses, circuit breakers, and isolation transformers.Surge Protection: Aircraft are subject to electrical surges caused by lightning strikes or other external factors. Therefore, aviation electrical equipment must be equipped with surge protection devices to protect against these surges.Redundancy and Backup Systems: To ensure the continuous operation of critical systems, aviation electrical equipment often incorporates redundancy and backup systems. These systems allow for the failure of one component or system without compromising the overall performance of the aircraft.Compatibility and Standardization: To ensure compatibility and interoperability, aviation electrical equipment should adhere to industry standards and specifications. This facilitates the integration of different components and systems within the aircraft.飞机用电设备的电源供应对于确保飞机的安全和可靠运行至关重要。

飞机配电系统(aircraft electrical power distribution system)简介飞机发电机与地面或应急电源的电能进行转换、传输、分配与控制保护的系统（见飞机电气系统）。

它由馈电电缆、汇流条、配电板以及配电器件等组成。

配电系统保证对飞机各部分可靠地输配电能，管理各类电气负载并保护用电设备。

20世纪40年代以来随着飞机电气系统的完善，飞机配电器件也实现了系列化。

50年代中开始制订标准和规范。

大型飞机的发展使配电系统的重量在飞机供电系统总重中占居主要地位。

在某些飞机中有上千个断路器，电缆重量达供电系统总重的7 0％。

60年代末，飞机配电向着多路传输总线控制的固态配电方向发展。

70年代开始将电气系统与电子、武器和操纵等系统通过多路传输总线交联在一起并由计算机控制。

配电方式按机载供电的性质可分为低压直流、高压直流和交流配电三种方式。

直流电网常采用负线与机身搭接的单线制，交流电网常采用三相四线制。

按结构配置可分为集中配电和分散配电。

集中配电，不论一台或多台发电机只配置一个电源汇流条，因而操作和维护都比较简单。

但汇流条一旦出现故障便会影响飞机的全部供电。

分散式配电有多组可以相互隔离或联接的汇流条，局部故障不致关系全局，而且功率线长度减少，重量减轻。

配电系统按控制方式分为常规式、遥控式和固态式3种。

常规式配电的功率线全部引入座舱内的配电中心。

遥控式配电的配电中心接近用电设备，由遥控信号通过功率控制器操纵，座舱内只引入控制线。

固态式配电由一条多路传输总线传递全部控制信号。

这种方式取消了众多的控制线，减轻了重量，提高了自动化程度。

用电设备的重要性及其在飞行中各个阶段的作用不尽相同，在巡航、战斗、起飞、着陆等各阶段可实行不同的负载管理方案。

出现故障时，管理方式更应改变。

在飞行中，需要综合考虑各种因素决定怎样切换负载，或转换为应急供电等，以确保对重要设备可靠供电。

负载管理方式分为人工管理和自动管理两种。

电子设备民用和军用脉动电压试验的区别XU X X，WU Z.Difference Between Civil and Military Ripple Voltage Test of Airborne 28 V DC Electronic Equipment［54 - 57.DOI：10. 16311/j. audioe. 2020. 11. 013电子设备民用和军用脉动电压试验的区别徐星星，吴 振苏州长风航空电子有限公司，江苏苏州电子设备均需要对供电电源的抗干扰能力进行考核，包括电压变化、电子设备的脉动电压，但考核测试方法略有不同。

因此，准的脉动电压考核方法的试验要求和试验配置等。

Difference Between Civil and Military Ripple Voltage Test of Airborne 28 V DC Electronic EquipmentXU Xingxing, WU Zhen(Suzhou Changfeng Aviation Electronics Co., Ltd., Suzhou 215010, China)Airborne 28 V DC electronic equipment needs to evaluate the anti-interference ability of power supply, including voltage change, voltage sag, interruption, transient, ripple and so on. Ripple voltage of airborne 28 V DC electronic equipment needs to be tested for both military aircraft and civil aircraft, but test methods are slightly different. This paper compares test requirements and test configurations of the two standard ripple voltage test methods for military aircraft and civil aircraft.DO-160G standards; ripple voltage; electronic equipment飞机上的供电电源瞬时中断、电为保证设备的需要考核机载设备的电源抗干扰能力。

TRU变压整流器功能：在以交流电为主的电源系统中，变压整流器将交流电转变为直流电，为飞机的直流负载提供电源。

INV静止变流器功能：1在直流电为主电源的飞机上提供交流电源，即用作二次电源。

2在交流电为主电源的飞机上将电瓶的直流电变为交流电提供应急交流电源3在复频交流电为主电源的飞机上，提供恒频交流电源旋转变流机功能：在低压直流电源系统中将低压直流电变换为交流电或是高压直流电. 电源参数选择因素：电压、频率、相数蓄电池:结构：极板、电解液、隔板、电池容器及附件组成。

航空铅酸蓄电池由12个单体电池串联组成，每个单体电池输出电压为2.1V。

参数：电动势（约为25V）、内电阻0.01~0.001欧、放电电压、容量。

影响容量的因素：1极板面积大小，及活性物质的多少2温度与容量成正比3放电电流与容量成反比4放电方式：连续或断续。

Pb-BAT极板材料：正极板是二氧化铅，负极板是铅pb，电解液是稀硫酸。

放电方程式：Pb+2H2SO4+PbO2→PbSO4+2H2O+PbSO4放电特点：主要指放电过程中蓄电池的电动势（放电时由于孔隙内电解液的密度比外面要小E=0.84+d(电解液密度)）、内电阻（放电过程中，电解液密度总是降低的，其电阻势必增大）、端电压（减小）、容量（在低温、大电流和连续放电情况下，到终了电压的时间显著缩短，因些容量也减小；反之容量增大）变化规律。

放电程度检测方法：是指已放出电量占额定容量的百分比。

我们可以通过测量放电电压或电解液的密度的方法，来判断蓄电池的放电程度。

恒压充电：优缺点优点：1在充电设备提供足够充电电流的情况下，充电速度快。

在开始充电的30分钟内就可以将完全放电的电瓶充到90%的容量。

2充电设备简单。

3电解液的水分损失比较小。

缺点：1冲击电流大。

2各单元电池充电不平衡，有些单元过充，有些单元充电不足。

3当充电设备的电压设定过高或过低时，容易造成电瓶过充或充电不足。

常见故障及原因：铅酸电瓶：极板硬化（硫酸铅的再结晶过程）、自放电（极板上和电解液中存在杂质）、活性物质脱落（电解液温度过高；经常以大电流充、放电；猛烈撞击和震动）镍镉电瓶：自放电现象（温度越高越严重）、爬碱故障及内部短路（一系列化学反应；极板上的活性物质有不均匀的硬颗粒；某个单体发生微短路）、记忆效应（由于连续充电而电池中某些活性物质长期得不到放电而引起的）直流发电机：结构:直流发电机由两部分组成，一部分可以绕轴旋转，叫做转子；另一部分静止不动，叫做定子。

GJB 181B-2012《飞机供电特性》作者：wangxin 发布日期：2014年09月01日点击量：100 gjb 181B-2012〈〈飞机供电特性》规定了飞机电气系统中用电设备输入端的供电特性，同时也对采用本特性供电的用电设备给出了相关要求，本标准适用于飞机供电系统、外部电源与用电设备之间的协调。

gjb 181B-2012不仅是飞机供电系统的顶层标准，更是供电系统和用电设备的接口标准，涉及到飞机电气系统的各个方面。

gjb 181B-2012设范围、弓I用文件、术语和定义、一般要求、详细要求和应用指南等6章。

云规定了飞机电气系统的术语，对飞机电气系统、工作状态和特性参数等常用术语给出明确的定义，统一了概念；然后，从飞机电气系统涉及的飞机供电系统、用电设备、外部电源和试验等四个方面提出通用性要求；进一步对分别各种供电类型的特性作出了详细规定，并从对供电的影响方面提出了对用电设备的要求。

gjb 181B-2012规定的供电类型包括：a) 115V、400Hz 三相交流；b) 115V、360Hz~800Hz 三相交流；c) 220V、50Hz单相交流；d) 28V直流；e) 270V 直流。

基本覆盖了目前飞机电气系统设计中涉及到的主要供电类型，其中220V、50Hz单相交流供电系统仅用于商用货架产品。

gjb 181B-2012与gjb 181A-2003相比，主要修订内容如下：a) 增加了一些新的术语和定义，如电流调制、功率因数、脉冲负载、非线性负载、频率变化率等；b) 交流变频供电系统的频率范围由320 Hz〜640 Hz修订为360 Hz〜800 Hz,更改了电压瞬变特性，增加了频率变化率等要求；c) 增加了交流单相220 V、50 Hz供电特性要求；d) 增加并完善了影响供电系统的相关负载特性要求。

MIL-STD-704F12 MARCH 2004SUPERSEDINGMIL-STD-704E1 MAY 1991DEPARTMENT OF DEFENSEINTERFACE STANDARDAIRCRAFT ELECTRIC POWERCHARACTERISTICSAMSC N/A AREA SESSFOREWORD1. This standard is approved for use by all Departments and Agencies of the Department of Defense.2. The purpose of this interface standard is to ensure compatibility between the aircraft electric system, external power, and airborne utilization equipment.3. Comments, suggestions, or questions on this document should be addressed to Commander, Naval Air Systems Command, Code4.1.4, Highway 547, Lakehurst, NJ 08733-5100 or email to thomas.omara@. Since contact information can change, you may want to verify the currency of this address information using the ASSIST Online database at .PARAGRAPH PAGE FORWARD (ii)1. SCOPE (1)1.1 Scope (1)2. APPLICABLE DOCUMENT (1)2.1 General (1)2.2 Government documents (1)2.2.1 Specifications, standards and handbooks (1)2.3 Order of precedence (1)3. DEFINITIONS (1)3.1 Acronyms used in this standard (1)3.2 Abnormal operation (2)3.3 AC voltage (2)3.4 Aircraft electric power systems (2)3.5 Crest factor (2)3.6 Current (2)3.7 Current modulation (2)3.8 DC voltage (2)3.9 Distortion (3)3.10 Distortion factor (3)3.11 Distortion spectrum (3)3.12 Electric starting operation (3)3.13 Emergency operation (3)3.14 External power source (3)3.15 Frequency (3)3.16 Frequency modulation (3)3.17 Load unbalance (3)3.18 Normal operation (3)3.19 Overfrequency and underfrequency (4)3.20 Overvoltage and undervoltage (4)3.21 Point of regulation (4)3.22 Power factor (4)3.23 Pulsed load (4)3.24 Rate of change of frequency (4)3.25 Ripple (4)3.26 Steady state (4)3.27 Transfer operation (4)3.28 Transient (5)3.29 Utilization equipment (5)3.30 Utilization equipment terminals (5)3.31 Voltage modulation (5)3.32 Voltage phase difference (5)3.33 Voltage unbalance (5)PARAGRAPH PAGE 4. GENERAL REQUIREMENTS (5)4.1 Aircraft electric power system requirements (5)4.1.1 Aircraft electric power system performance (5)4.1.2 Electric power source characteristics (5)4.1.3 Protective devices (6)4.2 Aircraft utilization equipment requirements (6)4.2.1 Power compatibility (6)4.2.2 Operation (6)4.2.2.1 Normal operation (6)4.2.2.2 Abnormal operation (6)4.2.2.3 Transfer operation (6)4.2.2.4 Emergency operation (6)4.2.2.5 Starting operation (6)4.2.3 Power failure (7)4.2.4 AC power utilization (7)4.3 External power source requirement (7)4.4 Test requirements (7)5. DETAILED REQUIREMENTS (7)5.1 Transfer operation characteristics (7)5.2 AC power characteristics (7)5.2.1 Type system (7)5.2.2 Phase sequence (8)5.2.3 Normal operation (8)5.2.4 Abnormal operation (8)5.2.5 Emergency operation (8)5.3 DC power characteristics (8)5.3.1 Type system (8)5.3.2 28 volts DC system (8)5.3.2.1 Normal operation (8)5.3.2.2 Abnormal operation (8)5.3.2.3 Emergency operation (9)5.3.2.4 Electric starting (9)5.3.3 270 volts DC system (9)5.3.3.1 Normal operation (9)5.3.3.2 Abnormal operation (9)5.3.3.3 Emergency operation (9)5.4 Load characteristics (9)5.4.1 Grounding (9)5.4.2 Load unbalance (9)5.4.3 Power factor (9)5.4.4 Polarity or phase reversal (9)5.4.5 Multiple input terminals (9)PARAGRAPH PAGE 6. NOTES (10)6.1 Intended use (10)6.2 Considerations (10)6.3 Supersession data (10)6.4 International standardization implementation (10)6.5 Changes from previous issue (10)6.6 Application of this standard in utilization equipment specifications (10)6.7 Pulsed load design issues (11)6.8 Non-linear loads and effects (11)6.9 Precedence (11)6.10 Guidance and lessons learned (11)6.10.1 Compatibility and testing (11)6.10.2 Compatibility and installation (12)6.11 Subject term (keyword) listing (12)TABLESI AC normal operation characteristics - 400 Hertz (see 5.2.3) (13)II AC normal operation characteristics - variable frequency (see 5.2.3) (13)III AC normal operation characteristics - 60 Hertz (see 5.2.3) (14)IV DC normal operation characteristics (see 5.3.2.1, 5.3.4.1) (14)FIGURES1 Load unbalance limits for three phase utilization equipment (15)2 Phasor diagram showing required phase sequence relationship (16)3 Envelope of normal 400 Hz and variable frequency AC voltage transient (17)4 Limits for 400 Hz and variable frequency AC overvoltage and undervoltage (18)5 Envelope of normal 400 Hz AC frequency transient (19)6 Limits for 400 Hz AC overfrequency or underfrequency (20)7 Maximum distortion spectrum of 400 Hz and variable frequency AC voltage (21)8 Envelope of normal 60 Hz voltage transient (22)9 Limits for 60 Hz AC overvoltage and undervoltage (23)10 Envelope of normal 60 Hz AC frequency transient (24)11 Limits for 60 Hz AC overfrequency and underfrequency (25)12 Maximum distortion spectrum of 60 Hz AC voltage (26)13 Envelope of normal voltage transients for 28 volts DC system (27)14 Limits for overvoltage and undervoltage for 28 volts DC system (28)15 Maximum distortion spectrum for 28 volts DC system (29)16 Envelope of normal voltage transient for 270 volts DC system (30)17 Limits for DC overvoltage and undervoltage for 270 volts DC system (31)18 Maximum distortion spectrum for 270 volts DC system. (32)CONCLUDING MATERIAL (33)1. SCOPE1.1 Scope. This standard establishes the requirements and characteristics of aircraft electric power provided at the input terminals of electric utilization equipment. MIL-HDBK-704-1 through-8 defines test methods and procedures for determining airborne utilization equipment compliance with the electric power characteristics requirements defined herein. Electromagnetic interference and voltage spikes are not covered by this standard.2. APPLICABLE DOCUMENTS2.1 General. The document listed in this section is specified in sections 3, 4, and 5 of this standard. This section does not include documents cited in other sections of this standard or recommended for additional information or as examples. While every effort has been made to ensure the completeness of this list, document users are cautioned that they must meet all specified requirements documents cited in sections 3, 4, and 5 of this standard, whether or not they are listed.2.2 Government documents.2.2.1 Specifications, standards and handbooks. The following specifications, standards, and handbooks form a part of this document to the extent specified herein. Unless otherwise specified, the issues of these documents are those cited in the solicitation or contract.INTERNATIONAL STANDARDIZATION AGREEMENTSSTANAG 3456 Aircraft Electrical System Characteristics(Copies of this document are available online at /quicksearch/ or or from the Standardization Document Order Desk, 700 Robbins Avenue, Building 4D, Philadelphia, PA 19111-5094.)2.3 Order of precedence. In the event of a conflict between the text of this document and the references cited herein, the text of this standard takes precedence. Nothing in this document, however, supersedes applicable laws and regulations unless a specific exemption has been obtained.3. DEFINITIONS3.1 Acronyms used in this standard. The acronyms used in this standard are defined as follows:a. AC −Alternating Currentb. COTS −Commercial Off-The-Shelfc. DC −Direct Currentd. DoD −Department of Defensee. kVA −kilovolt-amperef. NATO −North Atlantic Treaty Organizationg. POR −Point of Regulationh. RMS −Root Mean Squarei. STANAG −Standardization Agreementj. VA −Volt-ampere3.2 Abnormal operation. Abnormal operation occurs when a malfunction or failure in the electric system has taken place and the protective devices of the system are operating to remove the malfunction or failure from the remainder of the system before the limits for abnormal operation are exceeded. The power source may operate in a degraded mode on a continuous basis where the power characteristics supplied to the utilization equipment exceed normal operation limits but remain within the limits for abnormal operation.3.3 AC voltage. AC voltage is the root mean square (RMS) phase to neutral value for each half cycle.a. Steady state AC voltage is the time average of the RMS voltage over a period not to exceed one second.b. Peak AC voltage is the maximum absolute value of the instantaneous voltage.c. The direct current (DC) component of the AC voltage is the average value of the voltage.3.4 Aircraft electric power systems. An aircraft electric power system consists of a main power source, emergency power source, power conversion equipment, control and protection devices, and an interconnection network (wires, cables, connectors, etc.). The main power is derived from aircraft generators driven by the aircraft propulsion engines. Emergency power is derived from batteries, engine bleed air, independent auxiliary power units, ram air driven generators, or hydraulically driven generators.3.5 Crest factor. The crest factor is the absolute value of the ratio of the peak to the RMS value for each half cycle of the voltage waveform.3.6 Current. Alternating Current (AC) current is the RMS value for one half cycle measured between consecutive zero crossings of the fundamental frequency component. Direct Current (DC) current is the instantaneous value.3.7 Current modulation. Current modulation is the difference between maximum current and minimum current. Percent current modulation is the ratio of the current modulation to the average (mean for DC, RMS of the fundamental for AC) current multiplied by 100 over a one second period.3.8 DC voltage. Steady state DC voltage is the time average of the instantaneous DC voltage over a period not to exceed one second.3.9 Distortion. AC distortion is the RMS value of the AC waveform exclusive of the fundamental. In a DC system, DC distortion is the RMS value of the alternating voltage component on the DC voltage.3.10 Distortion factor. The AC distortion factor is the ratio of the AC distortion to the RMS value of the fundamental component. The DC distortion factor is the ratio of the DC distortion to the DC steady state voltage.3.11 Distortion spectrum. The distortion spectrum quantifies AC or DC distortion in terms of the amplitude of each frequency component. The distortion spectrum includes the components resulting from amplitude and frequency modulation as well as harmonic and non-harmonic components of the waveform.3.12 Electric starting operation. Electric starting operation is a specialized case of normal electric system operating conditions where the normal voltage limits may be exceeded due to the high electric demand. The voltage limits for normal operation may be exceeded during the following starting conditions:a. An electric start of the propulsion engine. (Battery power, aircraft DC power or external power applied on the aircraft bus.)b. A battery start of an auxiliary power unit.3.13 Emergency operation. Emergency operation occurs following the loss of the main generating equipment when a limited electric source, independent of the main system, is used to power a reduced complement of distribution and utilization equipment selected to maintain flight and personnel safety.3.14 External power source. The external power source refers to the ground or shipboard power source used to provide power to the aircraft's electrical distribution system.3.15 Frequency. Frequency is the reciprocal of the period of the AC voltage waveform. The unit of frequency is Hertz (Hz). Steady state frequency is the time average of the frequency over a period not to exceed one second.3.16 Frequency modulation. Frequency modulation is the difference between the maximum and minimum frequency values that occur in a one-minute period during steady state operating conditions. Frequency modulation is a measure of the stability of the power system's frequency regulation.3.17 Load unbalance. Load unbalance for a three-phase load is the difference between the highest and lowest phase loads.3.18 Normal operation. Normal operation occurs when the system is operating as intended in the absence of any fault or malfunction that degrades performance beyond established requirements. It includes all system functions required for aircraft operation exceptduring the electric starting of propulsion engines and the battery start of an auxiliary power unit. Normal operation includes switching of utilization equipment, prime mover speed changes, synchronizing and paralleling of power sources, and operation from external power sources.Transfer operation, as defined herein, is a normal function. It is treated separately in this standard because of the power interruption that it may produce.Conducted switching spikes, which are excursions of the instantaneous voltage not exceeding 50 microseconds, are normal operation characteristics.3.19 Overfrequency and underfrequency. Overfrequency and underfrequency are those frequencies that exceed the limits for normal operation and are limited by the action of protective devices.3.20 Overvoltage and undervoltage. Overvoltage and undervoltage are those voltages that exceed the limits for normal operation and are limited by the action of protective devices.3.21 Point of regulation. The POR is that point at which a power generation source senses and regulates the system voltage. The POR should be at the input terminals of the line contactor connecting the power source to the load bus.3.22 Power factor. The ratio of real power (measured in watts) to apparent power (measured in volt-amperes).3.23 Pulsed load. Pulsed loads are loads whose power requirement varies under steady state conditions because of underlying physical phenomena or the inherent operating mode of equipment.3.24 Rate of change of frequency. The rate of change of frequency is defined as the ratio of the absolute difference in frequency over a designated period of time to the designated period of time. The unit of rate of change of frequency is designated Hertz per second (Hz/s).3.25 Ripple. Ripple is the variation of voltage about the steady state DC voltage during steady state electric system operation. Sources of ripple may include, but are not limited to, voltage regulation instability of the DC power source, commutation/rectification within the DC power source, and load variations within utilization equipment.Ripple amplitude is the maximum absolute value of the difference between the steady state and the instantaneous DC voltage.3.26 Steady state. Steady state is that condition in which the characteristics remain within the limits for normal operation steady state characteristics throughout an arbitrarily long period of time. Steady state conditions may include lesser transients.3.27 Transfer operation. Transfer operation occurs when the electric system transfers between power sources, including transfers from or to external power sources.3.28 Transient. A transient is a changing value of a characteristic that usually occurs asa result of normal disturbances such as electric load change and engine speed change. A transient may also occur as a result of a momentary power interruption or an abnormal disturbance such as fault clearing.a. Transients that do not exceed the steady state limits are defined as lesser transients.b. Transients that exceed the steady state limits but remain within the specified normal transients limits are defined as normal transients.c. Transients that exceed normal transients limits as a result of an abnormal disturbance and eventually return to steady state limits are defined as abnormal transients.3.29 Utilization equipment. Utilization equipment is that equipment which receives power from the electric power system.3.30 Utilization equipment terminals. Utilization equipment terminals provide the interface with the electric power system. Power interconnections, within the utilization equipment or equipment system, are excluded.3.31 Voltage modulation. Voltage modulation is the variation of AC voltage during steady state AC electric system operation. Sources of voltage modulation may include, but are not limited to, voltage regulation stability of the AC power source, generator speed variations, and load variations within utilization equipment. Voltage modulation amplitude is the difference between the maximum and minimum AC voltage values that occur in a one second period during steady state operating conditions.3.32 Voltage phase difference. The voltage phase difference is the difference in electrical degrees between the fundamental components of any two-phase voltages taken at consecutive zero crossings traced in the negative to positive direction.3.33 Voltage unbalance. Voltage unbalance is defined as the maximum difference between RMS phase voltage amplitudes at the utilization equipment terminals.4. GENERAL REQUIREMENTS4.1 Aircraft electric power system requirements.4.1.1 Aircraft electric power system performance. The aircraft electric power system shall provide electric power having the characteristics specified in this standard at the utilization equipment terminals during all operations of the power system.4.1.2 Electrical power source characteristics. The characteristics of the electrical power measured at the output terminals of an unregulated power source or the POR of a regulated power source shall be within the limits specified in the applicable detail specification of thepower source. It is the responsibility of the airframe manufacturer or modifier to provide the distribution and protection network to the terminals of the utilization equipment while maintaining the power characteristics specified in this standard.4.1.3 Protective devices. Protective devices shall function independently of control and regulation equipment.4.2 Aircraft utilization equipment requirements.4.2.1 Power compatibility. Utilization equipment shall be compatible with the power characteristics specified herein. Utilization equipment shall not require electric power of better quality than specified herein. Utilization equipment shall be compatible with the applicable aircraft specification requirements for control of electromagnetic interference and voltage spikes induced by lightning, electromagnetic pulses, and power switching. Electromagnetic interference and voltage spikes are not covered by this standard.4.2.2 Operation. When supplied electric power having characteristics specified herein, aircraft utilization equipment shall provide the level of performance required by its detail specification for each operating condition. Operation of utilization equipment shall not cause the power characteristics at its terminals to exceed the limits specified herein. Utilization equipment operation under any electric system operating condition shall not have an adverse effect on or cause malfunction of the electric system.4.2.2.1 Normal operation. Utilization equipment shall provide the level of performance specified in its detail specification.4.2.2.2 Abnormal operation. Utilization equipment shall be permitted a degradation or loss of function unless otherwise specified in its detail specification. Utilization equipment shall not suffer damage or cause an unsafe condition. Utilization equipment shall automatically resume full performance when normal operation of the electrical system is restored.4.2.2.3 Transfer operation. Utilization equipment may not be required to operate under the transfer condition unless a level of performance is specified by its detail specification. Utilization equipment shall automatically resume specified performance when normal operating characteristics are resumed.4.2.2.4 Emergency operation. Utilization equipment shall provide the level of performance specified in its detail specification when such performance is essential for flight or safety.4.2.2.5 Starting operation. Utilization equipment shall provide the level of performance specified in its detail specification when performance is essential during the starting operation.4.2.3 Power failure. The loss of power (AC or DC) or the loss of one or more phases of AC power to any utilization equipment terminal shall not result in an unsafe condition or damage to utilization equipment.4.2.4 AC power utilization. Utilization equipment that requires more than 0.5 kVA of AC power shall be configured to utilize three-phase steady state balanced power. Load unbalance of individual utilization equipment shall be within the limits of figure 1. The load unbalance of utilization equipment whose total load is greater than 30 kVA shall be no greater than 3.33 percent of its total three-phase load. Single-phase AC power shall be used only on a line-to-neutral basis. AC power shall not be half-wave rectified.4.3 External power source requirement. External electric power sources shall supply power having the characteristics specified in this standard at the power input terminals of the aircraft electric utilization equipment. In order to allow for steady state voltage drop between the aircraft external power receptacle and the aircraft utilization equipment terminals, the voltage at the external power receptacle shall be as follows:a. AC system 113 to 118 volts (AC voltage drop of 0 to 5 volts)b. 28 VDC system 24 to 29 volts (DC voltage drop of 0 to 2 volts)c. 270 VDC system 260 to 280 volts (DC voltage drop of 0 to 10 volts)4.4 Test requirements. Equipment testing is required to demonstrate utilization equipment compatibility with the electric power characteristics of this standard. Utilization equipment test requirements shall be in accordance with the equipment detail specification. The applicable test methods of MIL-HDBK-704 shall be used to determine that the utilization equipment complies with this standard. Aircraft shall be tested to demonstrate that the aircraft electric system power characteristics are within the limits of this standard throughout all operating conditions of the aircraft and its utilization equipment. Aircraft test requirements shall be in accordance with the aircraft detail specification.5. DETAILED REQUIREMENTS5.1 Transfer operation characteristics. Under conditions of bus or power source transfers, voltage and frequency shall not vary between zero and normal operating limits for longer than 50 milliseconds. A normal transient may occur upon completion of a transfer.5.2 AC power characteristics.5.2.1 Type system. AC systems shall provide electrical power using single-phase or three-phase wire-connected grounded neutral systems. The voltage waveform shall be a sine wave with a nominal voltage of 115/200 volts and a nominal frequency of 400 Hz. Variable frequency and double-voltage systems may be used as alternative electrical power systems. Variable frequency systems have frequencies varying from 360 to 800 Hz with a nominal voltage of 115/200 volts. Double-voltage systems have nominal voltages of 230/400 volts and a nominal frequency of 400 Hz. A third alternative for secondary electric power systems is single-phase 60Hz systems. These systems have a nominal voltage of 115 volts with a nominal frequency of 60 Hz and are used in support of COTS equipment only.All power types may not be available on all aircraft platforms. The selection of the input power type for utilization equipment shall take into consideration the aircraft power types available on the intended platform and the capacity of the electrical system of that aircraft platform.5.2.2 Phase sequence. The phase sequence shall be A-B-C and aircraft wiring and equipment terminals shall be marked accordingly. Generator terminals shall be marked T1-T2-T3 corresponding to A-B-C, respectively. The phase sequence shall be counterclockwise (positive) as shown on figure 2.5.2.3 Normal operation. Normal operation characteristics shall be in accordance with figures 3, 5, and 7, table I for 400 Hz systems and table II for variable frequency systems; and figures 8, 10 and 12, and table III for 60 Hz systems.For variable frequency systems the rate of change of frequency from onset of a normal frequency transient measured for over a period of time of greater than 25 milliseconds shall not exceed 250 Hz per second.5.2.4 Abnormal operation. The overvoltage and undervoltage values shall be within the limits of figure 4 for 400 Hz and variable frequency systems and figure 9 for 60 Hz systems. The overfrequency and underfrequency values shall be within the limits of figure 6 for 400 Hz systems, and figure 11 for 60 Hz systems. The overfrequency and underfrequency for variable frequency systems shall not exceed the 360 - 800 Hz steady state values.For variable frequency systems the rate of change of frequency from onset of an abnormal frequency transient measured for over a period of time of greater than 25 milliseconds shall not exceed 500 Hz per second.5.2.5 Emergency operation. All power characteristics in emergency operation shall be the same as normal operation.5.3 DC power characteristics.5.3.1 Type system. DC systems shall provide power using direct current, two-wire or negative ground return system having a nominal voltage of 28 Volts or 270 Volts. These systems shall conform to figures 13, 14, 15, 16, 17, 18 and table IV.5.3.2 28 volts DC system.5.3.2.1 Normal operation. Normal operation characteristics shall be in accordance with figures 13, 15 and table IV.5.3.2.2 Abnormal operation. Overvoltage and undervoltage values shall be within the limits of figure 14.5.3.2.3 Emergency operation. The DC steady state voltage in emergency operation shall be between 16 and 29 volts.5.3.2.4 Electric starting. The DC voltage in electric starting operation shall be between 12 and 29 volts. Electric starting of an auxiliary power unit (other than battery starts) is a normal operating function and is not included under this condition.5.3.3 270 volts DC system.5.3.3.1 Normal operation. Normal operation characteristics shall be in accordance with figures 16 and 18 and table IV.5.3.3.2 Abnormal operation. Overvoltage and undervoltage values shall be within the limits of figure 17.5.3.3.3 Emergency operation. All power characteristics in emergency operation shall be the same as normal operation.5.4 Load characteristics.5.4.1 Grounding. All electrical power input terminals, including AC neutral and DC negative terminals, shall be electrically isolated from case ground. Equipment chassis shall not be used for power returns.5.4.2 Load unbalance. Load unbalance of three-phase AC equipment shall be in accordance with figure 1. Load unbalance of equipment exceeding 30 kVA shall not exceed3.33 percent of the total three-phase load.5.4.3 Power factor. Power factor of AC equipment greater than 500 VA shall be between 0.85 lagging and unity when operating at 50 percent or more of its rated load current in steady state condition. AC equipment shall not have leading power factor when operating at more than 100 VA.5.4.4 Polarity or phase reversal. Three-phase AC equipment shall not be damaged by reversal of input phase sequence. Single-phase AC equipment shall not be damaged by reversal of line and neutral connections. DC equipment shall not be damaged by reversal of positive and negative connections. Employing a positive physical means to prevent phase or polarity reversal shall also fulfill this requirement.5.4.5 Multiple input terminals. Equipment having multiple input terminals for connection to more than one power source shall isolate the inputs from each other so that one power source cannot supply power to another. AC inputs shall not be paralleled. DC inputs shall be protected with blocking diodes if they are paralleled.。

2020年36期应用科技科技创新与应用Technology Innovation and Application飞机270V 高压直流供电系统应用分析杨刚（上海飞机设计研究院民用飞机模拟飞行国家重点实验室，上海201210）引言多电飞机是全电飞机发展的一个过渡过程，飞机原有的液压、气压和机械系统由电力系统部分取代[1-2]。

随着多电化技术的广泛应用，飞机电源系统的复杂化、机载电驱动负载数量的增多、用电功率需求的增大，对多电飞机电气系统的供电体制要求逐渐增高。

相对于400Hz 交流系统，270V 高压直流系统具有以下优势[3]：（1）由发动机直接驱动的变速交流发电机发出的交流电变换成270V 直流电，从而省去了其他有关装置，使得系统尺寸更小、重量更轻、效率更高，由此热耗更低、燃料消耗减少。

（2）大部分用电设备的供电电流最适合采用高压直流。

（3）能获得更可靠而且更简单的不间断供电。

（4）在常规的飞机电压水平上，270V DC 比400Hz AC 对人体更安全。

采用270V 高压直流供电涉及到飞机供电体制的重大变革，包括发电、配电以及用电设备的根本性变化[4]。

为了协调发电、配电以及用电设备的关系，规范它们之间的准则，研究飞机270V 高压直流供电系统的应用是非常必要和及时的。

1飞机270V 高压直流供电系统构成飞机270V 高压直流供电系统是由经特殊设计以满足使用要求的各类电源与控制设备所组成。

这些要求包括电气性能、功率控制、电源/负载余度、部件/系统的可靠性和维修性。

系统主要由以下部分构成：（1）无刷直流发电机和发电机控制器。

（2）270V 直流功率变换和调节。

（3）270V 直流配电（负载管理装置和汇流条）。

（4）功率开关装置（接触器、断路器和功率控制器）。

（5）270V 直流用电（直接用电、直流变换器和变流器）。

（6）功率控制处理器。

2系统性能分析2.1供电特性应包括飞机270V 高压直流系统（即发电、调节、配电、控制与用电设备）的全部性能要求，这些要求以符合GJB 181A-2003的供电接口和按照GJB 860确定电气负载的方法为基础。

俄罗斯飞机供电特性标准简介王宏霞 王守方(三 一研究所)摘要 介绍了俄罗斯标准 !19705-89 飞机和直升机供电系统通用要求和电能质量规定 的主要内容,并与有关美军标及我国国军标作了比较和分析,指出了某些条款在理解上和应用中应注意的问题。

关键词 飞机电源 供电特性 俄罗斯标准随着机载用电设备的增加和消耗电能容量的增大,各国都非常重视对飞机供电特性的研究,并结合本国实际情况制定了各自的标准,作为设计飞机供电系统和用电设备电源时应遵循的准则。

俄标 !19705-89 飞机和直升机供电系统通用要求和电能质量规定 和我国军用标准GJB181-86 飞机供电特性及对用电设备的要求 及美国军用标准M IL-STD-704A 飞机供电特性及应用 (以下分别简称俄标、国军标、美标704A)一样都是协调飞机电源和用电设备之间关系的标准。

虽然俄标和国军标在制定过程中都参照了美标,但经分析发现,俄罗斯基于航空工业的强大实力,在标准编制过程中又做了充分的研究和试验工作,使编制的标准具有许多与美标不同的特点,标准具有很好的适用性和协调性。

下面对俄标作些简要介绍与初步分析,以供大家加深对飞机供电特性标准的理解并在应用中注意一些问题。

1 通用要求俄标对飞机供电特性除规定电源种类、接>0.1~<0.3(mm),而极限偏差仍为 0.1mm。

2.5 45 倒角的角度极限偏差在实际加工中,45 倒角角度极限偏差主要由加工设备和刀具保证。

旧标准对尺寸小于、等于3mm的倒角角度偏差规定为 10 ,由于这一规定过于偏大,已无实际意义,故新标准将45 倒角角度极限偏差统一规定为 5 。

2.6 塑压件尺寸偏差GB/T14486-93 工程塑料模塑塑料件尺寸公差 的公差等级和偏差值是根据塑压件实际误差变化规律而确定的,是先进合理的。

目前航空系统已有部分厂所贯彻了该标准。

为了使新标准更符合生产实际情况,并使塑压件的标注公差与未注公差相互协调,故新标准的塑压件尺寸公差按GB/T14486-93进行了修订。