Analysis of New Step-up and Step-down Direct

Symmetric 18-pulse Topologies for Aircraft

Autotransformer-Rectifier Units
Alexander Uan-Zo-li, Rolando P. Burgos, Frederic Lacaux, Arman Roshan, Fred Wang and Dushan Boroyevich

Center for Power Electronics Systems (CPES)

Department of Electrical and Computer Engineering
Virginia Polytechnic Institute and State University
Blacksburg, VA 24061-0111 USA

Abstract—Among possible 18-pulse Autotransformer-
Rectifier-Unit (ATRU) topologies, Direct Symmetric circuit (DS-
ATRU) demonstrates relatively low complexity, it is insensitive to
impedance mismatch and distortions of input voltage and has low
common mode voltage. This paper proposes new step-up and step-
down Direct Symmetric 18-pulse ATRU topologies for aircraft
application. Serious study of proposed topologies was performed.
The authors analyzed the kVA ratings, effects of leakage
inductance on compliance with input current harmonic
requirements, power sharing between diode bridges, common
mode voltage and output ripple. The comparison is carried out for
the full range of the input line frequency from 400 to 800Hz. Key
analyses and results obtained with Saber simulations are
presented for validation of the presented work. Some
experimental results are shown.
I. INTRODUCTION
Today, the More Electric Aircraft (MEA) initiative aims for
the replacement of Constant Frequency Generators (CFG) by
variable frequency generators (VFG), which eliminates all the
complexities associated with the integrated mechanical
frequency controller of CFG [1], [2]. This approach was
successfully proven on business jets (Bombardier Global
Express), airliners (McDonnell Douglas MD-90), and is the
selected technology for the Airbus A-380 [2], [3]. This in turn
has drastically changed aircraft electric power systems, which
may now employ either variable frequency AC, DC, or a
hybrid AC and DC system for power distribution [4], [5] and
[6]. Aircraft power electronics have also been affected by this
trend, as the need for conversion and driving equipment has
become manifest. A number of static power converters have
already been studied and tested [3], [7], [8], [9], [10] and [11].
The work on this area however is far from being mature; and
new technologies, structures, and topologies have yet to be
established.
Recently, the usage of AC-DC conversion has become a
common feature upon the aircraft electric power distribution.
For constant frequency systems for instance, Transformer
Rectifier Units (TRU’s) are employed to generate low voltage
DC. For variable frequency systems, the AC-DC conversion is
used to generate the DC bus, which supplies power to both
DC-DC and DC/AC secondary converters. There exist two
alternative types of AC/DC conversion techniques, the PWM
active front-ends and passive multi-pulse converters.
Seemingly, the former approach still requires considerable
development for aircraft applications given the stringent
operational and reliability goals that must be met. The latter on
the contrary may be readily employed given its sheer
simplicity and the vast existent knowledge in industry. Also,
given that there is no need for isolation, the autotransformers
have obvious advantages over transformers due to reduced
kVA ratings, size and weight. Given the stringent requirements
for the input harmonics and output voltage ripple of the
AC/DC equipment, 18-pulse topologies are a natural choice for
the aircraft application.
A number of possible topologies and winding configurations
were recently proposed [12], [13], [14], [15] and [16]. Among
possible 18-pulse Autotransformer-Rectifier-Unit (ATRU)
topologies, Direct Symmetric circuit (DS-ATRU) demonstrates
relatively low complexity, is insensitive to impedance
mismatch and distortions of the input voltage and has low
common mode voltage [17]. Due to these reasons, 18-pulse
DS-ATRU is a logical choice for passive rectification for the
aircraft application.
This paper presents new step-up and step-down variations of
DS-ATRU. The proposed circuits are analyzed in order to
assess the feasibility of employing them in electrical power
systems of aircrafts. Particular attention is given to their correct
operation at relatively high and variable line frequency. The
following items are chosen to be analyzed: KVA ratings, input
harmonic distortion (harmonics and THD), DC voltage
regulation, common-mode voltage, impact of impedance
mismatch between converter paths, impact of harmonic voltage
distortion, and impact of leakage inductance on the operation
of ATRU’s at high frequency.
II. DIRECT SYMMETRIC TOPOLOGY
A. Operation of DS-ATRU
The block diagram of DS-ATRU is shown in Fig. 1 and the
vector diagrams of three consecutive conduction intervals are
demonstrated in Fig. 2. As can be observed, the

This work made use of Engineering Research Center Shared Facilities supported by the National Science Foundation under NSF Award Number EEC-
9731677 and the CPES Industry Partnership Program. Any opinions, findings and conclusions or recommendations expressed in this material are those of the
author(s) and do not necessarily reflect those of the National Science Foundation. This work was conducted with the use of Saber Sketch®, donated in kind by
Synopsis Inc of the CPES Industry Partnership Program. 1142
0-7803-9033-4/05/$20.00 ©2005 IEEE.

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autotransformer is used to create two additional 3-phase
systems, one leading the input AC supply voltage by 40
degrees, the other lagging by 40 degrees, with the amplitudes
of the created phase voltages equal to the amplitude of the
supply voltages. The three resultant three-phase systems are
then connected to the diode bridges (it is possible to use
compensating inductors to counteract the impedance mismatch
between conduction paths). The outputs of the rectifiers are
directly fed to the load. At each moment, there are two bridges
conducting load current, with one rectifier producing positive
current, and the other negative current. The angle between the
utilized phase vectors is 160 degrees, so the line-to-line voltage
used by rectifiers is 14% higher than the line-to-line voltage of
the input line. In average, each rectifier bridge conducts one
third of the total output power. Each bridge diode conducts full
load DC current for the duration of 40 degrees.

Compensating Forward
AC Supply Inductors Bridge

Through
Bridge
Autotransformer

Lagging
Bridge
Fig. 1 Block Diagram of DS-ATRU

Vc Vcpp Vcpp Vcpp

Vc Vc
Vap Vap Vap

Vcp Vcp
Va Va Va

Vbpp Vbpp
Vapp Vapp Vapp
Vb Vb Vb
Vbp Vbp Vbp
Fig. 2 Vector diagram of three consecutive conduction intervals

B. Description of possible winding configurations and
their comparison
Fig. 3 shows three winding configurations of the DS-
ATRU, accordingly T-Delta [15], Delta [15] and Polygon
[18]. Fig. 4 demonstrates how each of the winding
configurations creates three 3-phase systems shifted by 40
degrees. Table 1 shows the comparison of the winding
configurations based on autotransformer manufacturability
(number of unconnected windings per 3-phase
autotransformer leg) and power rating. It is clear that Delta
and T-Delta configurations offer the lowest possible power
rating, which translates in smaller physical size of the
autotransformer. It can be seen that Polygon has the
smallest number of unconnected windings, which
translates in higher manufacturability and potentially the
lowest leakage.

Va
Va Va

Vap Vapp Vap Vapp Vapp

Vcpp Vap
Vcpp Vbp
Vbp Vcpp Vbp

Vc Vb
Vc Vb
Vb
Vc
Vcp Vbpp
Vcp Vbpp
Vcp Vbpp
Fig. 3 T-Delta, Delta and Polygon winding configurations of DS-ATRU

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 k1 Vc
Vcpp
k2 k1 Vc
Vc Vap
Vcp Vcpp Vcp k2
Vcpp
Vcp k1
Vbpp Vap Vbpp Va
Vap
Vbpp k2
Vapp
Vb Va Vb Va Vb
Vbp
Vapp Vbp Vapp
Vbp
Fig. 4 Vector Diagrams of T-ATRU, D-ATRU and P-ATRU windings

Table 1 Comparison of DS winding configurations for TS-ATRU. All proposed topologies feature very small
Parameter of T- Delta Polygon increase in number of windings, while preserving the
Comparison\Winding Delta symmetry between the created phases and providing required
Number of unconnected 5 3 2 voltage. The main problem with the shown topologies is that
windings per transformer all created phases are at different angle to the input phase. This
leg [#] would create additional harmonics due to imbalance in
kVA Rating [%] 55.4 51.4 83 impedances. The authors also looked at these topologies with
more symmetric output vectors. Fig. 6 and Fig. 7 show the
C. Variations of Direct Symmetric Topology for simulated the input currents and the harmonic contents of the
increased and decreased voltage input current for the step-down Delta DS-ATRU with
In order to satisfy the requirements of the aircraft power symmetric distribution of the AC vectors and input voltage of
system, it may become necessary to modify the existing 231V, 400Hz and 800Hz input line. SaberR Synopsis Simulator
topology of DS-ATRU in order to provide lower or higher was used to obtain the simulation results. It can be easily
value of the output voltage [19]. Fig. 5 shows vector diagrams noticed that the circuit exhibits the 18-pulse operation with
of some of the proposed step-down and step-up variations of relatively small harmonic distortion of the input voltage. The
the DS-ATRU, which are based on the Delta winding leakage and parasitic parameters used for the simulation were
configuration. It is also possible to show the same variations obtained from the analysis of the existing ATRU technologies.

Va VcD Vcpp

Vapp
Vap Vc
VaD Vapp
Vcp

Vcpp 40° 40° 40°

VaD
Vbp 40°
Va
Vbpp Vb
VbD
VcD
Vapp
Vc Vb
VbD Vbp

Vcp Vbpp

Fig. 5 Vector Diagrams for step-down and step-up variations of Delta DS-ATRU

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Fig. 6 ATRU Input current and its harmonic content at 400Hz, 231V input line
Fig. 7 ATRU Input current and its harmonic content at 800Hz, 231V input line
III. PERFORMANCE EVALUATION
A serious study of DS-ATRU topologies was performed.
The authors analyzed the kVA ratings, effects of leakage
inductance on compliance with input current harmonic
requirements, power sharing between diode bridges, common
mode voltage and output ripple using Synopsis Saber
simulations on the switching models of the equipment.
A. Effects of leakage coupling on the input current distortion
Because the decreases in voltage with additional winding is
normally relatively low, the authors studied the influence of
coupling on the standard ATRU topologies, without the step
down or step up capability. Fig. 8 shows detailed schematic of
the winding configuration of the T-Delta DS-ATRU. This
topology was evaluated by [20], but still some questions
remained unanswered. In order to carefully analyze the effects
of coupling, the authors propose to use a fully coupled model
of the leakage, which takes into account the coupling between
all leakages of all windings of the same autotransformer core
leg. Such approach is rather complex, but it allows to observe
the influence of all circuit leakage parameters, and provides
invaluable aid to designers of the autotransformer [21]. Fig. 9
shows the approach to modeling, for example, of the five
windings of one autotransformer core leg – where each leakage
inductance (defined as inductance, which does not create flux
coupled with windings positioned on the other legs) is coupled
with all windings on the same leg [22]. Figs. 10-15 show some
preliminary data, demonstrating the effects of coupling of the
winding of the same leg – on the THD of the input current. As
can be observed, such dependence is far from simple and some
effects were not expected.
Based on the analysis of the relationship of THD of the
ATRU input currents and winding leakage coupling, the
authors came up with the following preliminary conclusions:
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T H D = 5 .3 %
T H D = 5 .3 %
T H D = 3 .7 4 %
• Only couplings of the windings on the same leg are
important;
• Couplings between Nk1 windings are not important and
can be ignored;
• Couplings between adjacent Nk1 and Nk2 are not
important and can be ignored;
• Couplings between opposite windings Nk1 and Nk2 are
important and must be modeled.
B. Simulation and Assessment of normal ATRU Operating
Conditions
Figs. 16 and 17 show the harmonic content of the input
current of the step-down D-ATRU supplied by balanced 3-
phase voltage, 230V, 400Hz and 800Hz accordingly as a
function of output load. As one can see, the harmonics are
relatively small. Fig. 18 shows the common mode voltage of
the ATRU as a function of output load for balanced 3-phase
voltage. Again, the proposed ATRU topology demonstrates
low common mode voltage, being less than 12V at maximum
output power, while supplied by 230V, 800Hz supply.
C. Simulation and Assessment of Abnormal ATRU
Operating Conditions
Figs. 19-24 show simulated input current, input voltage,
output common mode voltage and output ripple for the cases of
abnormal operating conditions. The results can be summarized
as follows:
• The step-down D-ATRU presents a minimum common-mode
voltage with balanced power supply of 9V at 360 Hz and 3V
at 800 Hz.
• With 6Vac unbalance, the common mode voltage is 62 V at
360 Hz and 24 V at 800 Hz
• With 12 Vac unbalance the common mode voltage of the
step-down D-ATRU is 118V at 360 Hz and 47V at 800 Hz
The input voltage unbalance together with phase
displacement introduces the 2nd order voltage and current
harmonics and affects the common-mode voltage, which unbalance and voltage modulation generates 3rd and even
surpassed 62V. Voltage modulation introduces current sub- order harmonics of relatively high level. DC offset in the AC
harmonics, i.e., harmonics below fundamental frequency (360 input voltage supply generates further power unbalance
Hz in this case). That leads to low frequency harmonics on the between phases. The combined effect of the dc offset,
DC voltage, i.e., between DC and 2nd order harmonics. harmonic distortion, and phase unbalance and voltage
Voltage harmonic distortion (5th harmonic injection) increases modulation can saturate the autotransformer core, even though
the ATRU input current distortion. Presence of the voltage a small gap was used to prevent saturation.

L N K 1A
Va R k1

Nk1b Nk1a
L N K 1B R k1
Vap Vapp
Vcpp L N K 2A R k2
Vbp

Np L N K 2B R k2

Vc Nk2b Nk2a Vb
L NP RP

Vbpp
Vcp
Fig. 8 Autotransformer winding configuration Fig. 9 Modeling of the autotransformer core winding

0.06 0.065 0.05

THD THD THD
0.05 0.055
0.045
0.04 0.045

0.03 0.035 0.04

0.025
0.02
0.015 0.035
0.01
0.005
0 0.03
0 0.2 0.4 0.5 0.8 1 -0.005 0 0.2 0.4 0.5 0.8 1 0 0.2 0.4 0.5 0.8 1

Fig. 10 THD as a function of the Nk1a-Nk1b Fig. 11 THD as a function of the Nk2a–Nk2b Fig. 12 THD as a function of the Nk2–Np
coupling coupling coupling

0.07 0.055 0.14

THD THD
0.12
0.05 THD
0.05 0.1
0.045 0.08
0.03 0.06
0.04
0.04
0.01 0.035
0.02

0.03 0
0 0.2 0.4 0.5 0.8 1 0 0.2 0.4 0.5 0.8 1 0 0.2 0.4 0.5 0.8 1
-0.01

Fig. 13 THD as a function of the Nk1–Np Fig. 14 THD as a function of the Nk1b–Nk2a Fig. 15 THD as a function of the Nk1a–Nk2a
coupling coupling coupling

5.00 5.00
14
4.50 4.50

4.00 4.00 12
3.50 3.50
10
3.00 3.00

[%] 2.50 [%] 2.50

8
[Volts]

2.00 2.00

1.50 1.50 6
1.00 1.00

0.50
4
0.50 200% 200%
100% 100%
0.00
0.00
50%
Load Current [% I-5
50%
Load Current [%
2
I-5 25% I-7 25%
I-7 I-11
I-11 I-13 0%
I-13 0% I-17

Harmonic Order
I-17
I-19
I-35
I-37
Harmonic Order
I-19
I-35
I-37 0
0 100 200 300 400 500 600
Fig. 16 Harmonic of Input Current as a function of Fig. 17 Harmonic of Input Current as a function of Fig. 18 Output common mode voltage of the
output load, balanced supply400Hz, 230V output load, balanced supply400Hz, 230V ATRU, balanced supply 400Hz and 800Hz,
230Vrms

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 Fig. 19 Input Currents and voltage for 6Vac Fig. 20 Common mode voltage for 6Vac Fig. 21 Output voltage ripple for 6Vac input
input unbalance input unbalance unbalance

Fig. 22 Input Currents and voltage for 12Vac Fig. 23 Common mode voltage for 12Vac Fig. 24 Output voltage ripple for 12Vac
input unbalance input unbalance input unbalance

IV. EXPERIMENTAL RESULTS
In order to validate the proposed circuits, the authors built a
scaled-down prototype of the step-down DS-ATRU with
symmetric outputs. Figs. 25-27 show the input phase voltages
Va, Vb and Vc and the created step-down voltages VaD, VbD,
VcD, as well as the leading the input supply by 40 degrees
voltages Vap, Vbp and Vcp, and lagging by 40 degrees
voltages Vapp, Vbpp and Vcpp – under no load conditions.
Figs. 28-29 show the voltages Va, VaD, Vap and Vapp under
load conditions, supplied by 400Hz and 800Hz input line. Figs.
30-31 show the currents flowing into the rectifier from the
voltages VaD, Vap and Vapp, under load conditions when
ATRU is supplied by 400Hz and 800Hz input line. Lastly,
Figs. 32 and 33 show the input current of the ATRU under load
at 400Hz and 800Hz supply. It can be seen that the ATRU
demonstrates 18-pulse rectification of the input voltage, while
providing necessary step-down of the input voltage.

Fig. 25 Voltages Va, Vad, Vap, Vapp under no Fig. 26 Voltages Vb, VbD Vbp, Vbpp under no Fig. 27 Voltages Vb, VbD Vbp, Vbpp under no-
load conditions load conditions load conditions

Fig. 28 Voltages Va, Vad, Vap, Vapp, 400Hz, Fig. 29 Voltages Va, Vad, Vap, Vapp 800Hz, Fig. 30 Currents Iad, Iap, Iapp 400Hz, Voltage
under load under load Va, under load

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 Fig. 31 Currents Iad, Iap, Iapp, Voltage Va, Fig. 32 Currents Ia, Ib, Ic, Voltage Va, 400Hz,
800Hz, under load
CONCLUSION
This paper proposes new step-up and step-down Direct
Symmetric 18-pulse ATRU topologies for aircraft application.
Also, it includes comparison of different types of the DS-
Topologies and detailed analysis of new step-up and step-down
versions of DS-ATRU. Some key figures and results were
shown in this paper. The authors analyzed the kVA ratings,
effects of leakage inductance on compliance with input current
harmonic requirements, power sharing between diode bridges,
common mode voltage and output ripple. The comparison is
carried out for the full range of the input line frequency from
400 to 800Hz. Key analyses and results obtained with Saber
simulations are presented for validation of the presented work.
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