2021 IEEE Vehicle Power and Propulsion Conference (VPPC) 2021
DOI: 10.1109/vppc53923.2021.9699199
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Suitability and Performance Evaluation of Active Rectifier Topologies for More Electric Aircraft

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Cited by 2 publications
(6 citation statements)
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“…Thus, for a maximum theoretical linear m of 1.15 [32], a singlestage rectification possibility arises if V conv ≤ 109 V AC as depicted in Figure 2b. Consequently, in order to replace the passive ATRU for an active boost-type rectifier while fulfilling the DO-160G operating requirements, two different scenarios are possible [28]:…”
Section: Evaluation and Limitations Of Active Rectifier Topologiesmentioning
confidence: 99%
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“…Thus, for a maximum theoretical linear m of 1.15 [32], a singlestage rectification possibility arises if V conv ≤ 109 V AC as depicted in Figure 2b. Consequently, in order to replace the passive ATRU for an active boost-type rectifier while fulfilling the DO-160G operating requirements, two different scenarios are possible [28]:…”
Section: Evaluation and Limitations Of Active Rectifier Topologiesmentioning
confidence: 99%
“…From the analysis results, in a previous work [28], it was concluded that, among the active rectifier topologies, two-level boost configurations were preferred for this application due to their relatively high efficiency, low filtering efforts required at relatively higher switching frequencies (comparable to three-level topologies at ≈ 80-100 kHz), the low number of power devices, and simplicity. Concretely, single-stage configuration presents greater potential in terms of efficiency and simplicity.…”
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confidence: 90%
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