For many years, engineers have dreamed of using fully electric aircraft. They envisioned a concept called 'wire controlled power supply', in which electrical power can move the flight surface of an aircraft. Today, the editor will proceedAnalysis of A380 Power Supply and DistributionLet's see if this groundbreaking airplane has revolutionary progress? Due to the complex, heavy, maintenance intensive, and (in combat) fragile hydraulic systems that operate under high temperature and pressure with flammable liquids, they will never return. The distance of oil pipes, pumps, and valves will also disappear. Weight can be transferred from the pipeline system to passengers, fuel, or mission payloads.

The transition to fully electric aircraft is still many years ahead. But aircraft engineers have already tested the static hydraulic actuator (EHA), which combines electric and hydraulic power: thus, the idea of "more electric aircraft" has evolved. EHA is electric, but it uses a small hydraulic pump and oil tank to convert electricity into hydraulic power. Airbus has been using EHA flight control technology for over a decade. The A320 and A340 flight test benches have been in operation since 1993-94 and 2000, respectively. The US military's Joint Strike Fighter and C-141 Electric Interstellar Launch Vehicle programs have also tested the EHA system.

Airbus has set EHA flight control benchmarks for its upcoming ultra large aircraft. The related concept based on A380 is variable frequency (VF) power generation, which will be able to generate more electricity more reliably, with lower maintenance costs and lighter weight compared to current systems.

Airbus also has benchmark variable frequency (VF) power generation. VF power generation allows designers to discard the complex, bulky, and difficult to maintain equipment necessary to convert the variable speed mechanical power generated by the engine into constant frequency electricity traditionally used in aircraft systems. Recently, Airbus has chosen a joint venture between Thales and TRW Aviation Systems (formerly known as LucasAir) to provide VF power systems for the A380.

It is not surprising that due to the use of this "higher power" flight control device and the power requirements of the cabin and kitchen of this large aircraft, the A380 requires more electricity than hydraulic aircraft of the same size. Airbus plans to use four variable frequency generators, each with an output of 150 kV amperes (kVA). Comes said that the company expects a demand of 380 kVA for cruising in the near future. Therefore, switching to variable frequency power generation can improve reliability. We don't need a constant speed drive, it's one of the main fragile components of the generator. He expects the reliability of power generation to increase by about 50%.

TRW was the first to adopt variable frequency technology on Bombardier's Global Express business aircraft, which uses the company's 40 kVA variable frequency generator. TRW has also designed 90kVA and 120kVA generators and is developing a 150kVA generator for the A380. For large aircraft, variable frequency power generation is a new thing. The power frequency or cycle time remains constant during 80% to 90% of flight, but may vary between 400 and 800 Hz during takeoff and landing. EHA is designed to be compatible with VF. TRW's VF developers also hope to ensure power quality. They adopted the Mil-STd-704E power quality standard using VF technology to reduce the impact on user devices. They have also developed advanced electromagnetic technology, high-speed electronic voltage regulation, and system protection functions to maintain high levels of power quality over a wide output range.

Frequency conversion technology has improved the reliability of the entire power system and reduced operating costs. TRW estimates that due to changes in generator technology, airlines can save up to $16 in operating costs per flight hour. The new variable frequency generator is also designed to be cheaper than the current system. TRW also expects the emergence of distributed electronic engine control systems within 10 to 15 years. For example, the company hopes to launch an "intelligent" electronic fuel metering device. The idea is to reduce weight and increase reliability, "Fuchs said. TRW sees the days of decentralized control instead of centralized control. Fox predicts that "in the future, every unit will have built-in electronic devices." This will pave the way for the next step - providing "intelligent diagnostics" for engine units. Distributed electronic control devices will reduce the weight of engine control systems and achieve excellent engine performance.