U.S. patent application number 16/389030 was filed with the patent office on 2020-10-22 for integration of vehicle management system and power distribution control.
The applicant listed for this patent is The Boeing Company. Invention is credited to Fernando Dones, Joseph A. Schneider, Gregory Lloyd Sheffield.
Application Number | 20200331624 16/389030 |
Document ID | / |
Family ID | 1000004051450 |
Filed Date | 2020-10-22 |
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United States Patent
Application |
20200331624 |
Kind Code |
A1 |
Sheffield; Gregory Lloyd ;
et al. |
October 22, 2020 |
INTEGRATION OF VEHICLE MANAGEMENT SYSTEM AND POWER DISTRIBUTION
CONTROL
Abstract
A vehicle management system (VMS) computer includes a data
processing system comprising a processor, a memory, and a power
distribution controller. The power distributions controller
includes a plurality of power distribution circuits that are each
controlled by the controller to supply power to end component
loads. The power distribution controller is communicably coupled to
the data processing system by a bus. The power distribution
controller is configured to control power generation by each of the
plurality of power distribution circuits such that each of the
plurality of power distribution circuits generates output power at
an adjustable voltage level output to a respective one of the end
component loads.
Inventors: |
Sheffield; Gregory Lloyd;
(St. Louis, MO) ; Dones; Fernando; (Thorton,
PA) ; Schneider; Joseph A.; (Havertown, PA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
The Boeing Company |
Chicago |
IL |
US |
|
|
Family ID: |
1000004051450 |
Appl. No.: |
16/389030 |
Filed: |
April 19, 2019 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B64D 2221/00 20130101;
B64D 41/00 20130101 |
International
Class: |
B64D 41/00 20060101
B64D041/00 |
Claims
1. A vehicle management system computer, comprising: a data
processing system comprising a processor and a memory; and a power
distribution controller comprising a plurality of power
distribution circuits that are each controlled by the power
distribution controller to supply power to end component loads, the
power distribution controller communicably coupled to the data
processing system by a bus; wherein the power distribution
controller is configured to control power generation by each of the
plurality of power distribution circuits such that each of the
plurality of power distribution circuits generates output power at
an adjustable voltage level output to a respective one of the end
component loads.
2. The vehicle management system computer of claim 1, wherein each
of the adjustable voltage levels is adjusted based on at least one
of a distance to the respective end component load, changes in a
load of the respective end component load over time, and changes in
the load of the respective end component load due to temperature
variation in the respective end component load.
3. The vehicle management system computer of claim 1, wherein the
power distribution controller is further configured to interrupt
operation of an individual power distribution circuit upon
detecting a fault.
4. The vehicle management system computer of claim 3, wherein the
fault is determined according to at least one of a sensed voltage
level, a sensed current level, and a sensed power level.
5. The vehicle management system computer of claim 3, wherein the
power distribution controller is further configured to shut down
the individual power distribution circuit without interrupting
remaining ones of the plurality of power distribution circuits.
6. The vehicle management system computer of claim 1, wherein the
power distribution controller is further configured to selectively
distribute power such that a critical end component load is
maintained at full power, and power to non-critical end component
loads is reduced when total power is insufficient to fully power
all end component loads simultaneously.
7. The vehicle management system computer of claim 6, wherein the
critical end component load is dynamically determined according to
a current aircraft operation.
8. The vehicle management system computer of claim 1, wherein the
power distribution controller is further configured to prioritize
the end component loads and to distribute power to the end
component loads according to a priority assigned to each end
component load.
9. A method for controlling electrical power distribution in a
vehicle, the method comprising: monitoring a power load on each of
a plurality of end components; and adjusting the power supplied to
each of the plurality of end components according to the power
load.
10. The method of claim 9, wherein adjusting the power supplied to
each of the plurality of end components comprises adjusting the
power supplied to a one of the plurality of end components
according to at least one of a distance to the respective end
component load, changes in a load of the respective end component
load over time, and changes in the load of the respective end
component load due to temperature variation in the respective end
component load.
11. The method of claim 9, further comprising: interrupting an
operation of an individual power distribution circuit upon
detecting a fault in a corresponding one of the plurality of end
components.
12. The method of claim 11, wherein the fault is determined
according to at least one of a sensed voltage level, a sensed
current level, and a sensed power level of the corresponding one of
the plurality of end components.
13. The method of claim 11, further comprising: shutting down the
individual power distribution circuit without interrupting
remaining ones of a plurality of power distribution circuits.
14. The method of claim 9, further comprising: selectively
distributing power to the plurality of end components such that a
critical end component load is maintained at full power and power
to a non-critical end component load is reduced when total power is
insufficient to fully power all end component loads simultaneously,
wherein the critical end component load corresponds to a first one
of the plurality of end components and the non-critical end
component load corresponds to a second one of the plurality of end
components.
15. The method of claim 14, wherein the critical end component load
is dynamically determined according to a current aircraft
operation.
16. The method of claim 9, further comprising: prioritizing the
plurality of end components; and distributing power to the
plurality of end components according to a priority assigned to
each end component.
17. A vehicle management system for controlling electrical power
distribution in a vehicle, comprising: a processor; and a
non-transitory computer readable medium storing program code which,
when executed by the processor, performs a computer-implemented
method of electrical power distribution, the program code
comprising: program code for monitoring a power load on each of a
plurality of end components; and program code for adjusting the
power supplied to each of the plurality of end components according
to the power load, wherein adjusting the power supplied to each of
the plurality of end components comprises adjusting the power
supplied to a one of the plurality of end components according to
at least one of a distance to the respective end component load,
changes in a load of the respective end component load over time,
and changes in the load of the respective end component load due to
temperature variation in the respective end component load.
18. The vehicle management system of claim 17, further comprising:
program code for interrupting an operation of an individual power
distribution circuit upon detecting a fault in a corresponding one
of the plurality of end components without interrupting remaining
ones of a plurality of power distribution circuits.
19. The vehicle management system of claim 17, further comprising:
program code for selectively distributing power to the plurality of
end components such that a critical end component load is
maintained at full power and power to a non-critical end component
load is reduced when total power is insufficient to fully power all
end component loads simultaneously, wherein the critical end
component load corresponds to a first one of the plurality of end
components and the non-critical end component load corresponds to a
second one of the plurality of end components, and wherein the
critical end component load is dynamically determined according to
a current aircraft operation.
20. The vehicle management system of claim 17, further comprising:
program code for prioritizing the plurality of end components; and
program code for distributing power to the plurality of end
components according to a priority assigned to each end component.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is related to U.S. patent application Ser.
No. ______ (Atty. Docket No. 18-3725-US-NP) entitled "Vehicle
Management System and Replacement of Separate Power Distribution
Units" filed even date herewith, the contents of which are
incorporated herein by reference, and to U.S. patent application
Ser. No. ______ (Atty. Docket No. 18-3726-US-NP) entitled "Vehicle
Management System and Parallel Power Distribution Lines" filed even
date herewith, the contents of which are incorporated herein by
reference.
BACKGROUND INFORMATION
1. Field
[0002] The present disclosure relates generally to electrical power
distribution and, more specifically, to methods and a system for
controlling electrical power distribution in vehicles.
2. Background
[0003] Modern aircraft make use of many electric devices including,
for example, electric motors, electronic sensors, computers,
lights, and electronic displays. Each of these devices has its own
power requirements. Some require alternating current while others
require direct current. Additionally, the voltage, current, and
power levels of different components differ. In order to provide
power to each device on the aircraft requiring power, power
distribution controllers are utilized. However, current power
distribution controllers suffer from a number of disadvantages that
adversely impact the customization of power delivery, the ease of
assembly, and the weight. Therefore, it would be desirable to have
a power distribution system that improves upon existing systems and
addresses these and other problems.
SUMMARY
[0004] In one illustrative embodiment, a vehicle management system
computer includes a data processing system comprising a processor,
a memory, and a power distribution controller. The power
distribution controller includes a plurality of power distribution
circuits that are each controlled by the controller to supply power
to end component loads. The power distribution controller is
communicably coupled to the data processing system by a bus. The
power distribution controller is configured to control power
generation by each of the plurality of power distribution circuits
such that each of the plurality of power distribution circuits
generates output power at an adjustable voltage level output to a
respective one of the end component loads.
[0005] In another illustrative embodiment, a method for controlling
electrical power distribution in a vehicle includes monitoring a
power load on each of a plurality of end components. The method
also includes adjusting the power supplied to each of the plurality
of end components according to the power load.
[0006] In yet another illustrative embodiment, a vehicle management
system for controlling electrical power distribution in a vehicle
includes a processor and a non-transitory computer readable medium
storing program code which, when executed by the processor,
performs a compute-implemented method of electrical power
distribution. The program code includes program code for monitoring
a power load on each of a plurality of end components. The program
code also includes program code for adjusting the power supplied to
each of the plurality of end components according to the power
load. Adjusting the power supplied to each of the plurality of end
components includes adjusting the power supplied to a one of the
plurality of end components according to at least one of a distance
to the respective end component load, changes in a load of the
respective end component load over time, and changes in the load of
the respective end component load due to temperature variation in
the respective end component load.
[0007] The features and functions can be achieved independently in
various embodiments of the present disclosure or may be combined in
yet other embodiments in which further details can be seen with
reference to the following description and drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0008] The novel features believed characteristic of the
illustrative embodiments are set forth in the appended claims. The
illustrative embodiments, however, as well as a preferred mode of
use, further objectives and features thereof, will best be
understood by reference to the following detailed description of an
illustrative embodiment of the present disclosure when read in
conjunction with the accompanying drawings, wherein:
[0009] FIG. 1 is an illustration of an aircraft in which an
illustrative embodiment may be implemented;
[0010] FIG. 2 is an illustration of an aircraft and its power
distribution system in accordance with an illustrative
embodiment;
[0011] FIG. 3 is an illustration of a vehicle electric power
distribution system in accordance with an illustrative
embodiment;
[0012] FIG. 4 is a flowchart of a method for selectively supplying
electrical power to a plurality of end component loads in
accordance with an illustrative embodiment;
[0013] FIG. 5 is a flowchart of a method for adjusting a settable
circuit breaker in accordance with an illustrative embodiment;
[0014] FIG. 6 is a flowchart of a method for providing power to an
end component load through a pair of power distribution lines in
accordance with an illustrative embodiment;
[0015] FIG. 7 is an illustration of a block diagram of a data
processing system in accordance with an illustrative
embodiment;
[0016] FIG. 8 is an illustration of an aircraft manufacturing and
service method in the form of a block diagram in accordance with an
illustrative embodiment; and
[0017] FIG. 9 is an illustration of an aircraft in the form of a
block diagram in which an illustrative embodiment may be
implemented.
DETAILED DESCRIPTION
[0018] The different illustrative embodiments recognize and take
into account one or more different considerations. For example, the
illustrative embodiments recognize and take into account that
existing aircraft power distribution techniques and power
management schemes are inefficient. The illustrative embodiments
recognize and take into account that existing power distribution
with an aircraft use disparate power devices (e.g., circuit
breakers, filters, rectifiers, etc.) for integrating critical
elements (i.e., component, unit, subsystem, system, etc.) within a
vehicle management system (VMS) architecture. For example, the
illustrative embodiments recognize and take into account that
existing power distribution systems allocate worst case power to
each critical element with a viewpoint to all or none
functionality. Additionally, the illustrative embodiments recognize
and take into account that existing power distribution solutions
require several dedicated power lines from a power circuit breaker
panel or solid state distribution unit to multiple devices within a
given system or subsystem using fixed voltage/current settings.
Furthermore, the illustrative embodiments recognize and take into
account that this practice limits the ability of integrator
opportunities to optimize distributive power during varying
operational conditions (e.g., startup, take-off, cruise, landing,
etc.) or to support partial system/subsystem functionality.
[0019] Additionally, the illustrative embodiments recognize and
take into account that providing power to an end component over two
parallel power distribution lines where each can supply full power
in the event of interruption in the other line extends the life of
the parallel power distribution lines.
[0020] Additionally, the illustrative embodiments recognize and
take into account that existing power distribution schemes within
aircraft use disparate power devices (e.g., circuit breakers,
filter, rectifiers, etc.) for integrating critical elements (e.g.,
component, unit, subsystem, system, etc.) within a vehicle
management system (VMS) architecture and that the use of disparate
power devices negatively impacts time-sensitive management of
safety critical elements. Thus, in an illustrative embodiment, the
power distribution controller is integrated with the VMS to improve
time sensitivity in management of safety critical elements.
[0021] Additionally, the illustrative embodiments recognize and
take into account that it is beneficial to monitor sensed voltage
and current levels, spikes in power, and interruptions in power and
interrupt an individual power distribution circuit vie a settable
circuit breaker upon detecting a sensed voltage, current, or power
level indicative of a fault and to shut down individual power
distribution circuits without interrupting operation of the
remaining plurality of power distribution circuits.
[0022] Embodiments of the disclosure provide integration of the
power distribution functionality within the VMS computing
infrastructure, thereby providing improved power management
capabilities. Embodiments of the disclosure support dynamic
reconfiguration within the entire system/subsystem during
time-sensitive startup or shutdown, various flight phases, fault
conditions, and other conditional states. Dynamic reconfiguration,
among other benefits, supports extending the life of the overall
system and platform. Embodiments of the present disclosure reduce
wiring and installation weight associated with power distribution
lines, support hierarchical power management and shedding
techniques, allow for optimal dynamic power allocation during
various operational conditions, and provide solutions for reducing
power-up latency times for time-sensitive functions. Additionally,
embodiments of the present disclosure extend the useful life of the
systems and platforms, improve fault detection and isolation
related to distributive power, extends flight duration of
battery-dependent platforms, and reduces the number of disparate
power components (e.g., rectifiers, transformers, breakers, etc.)
to clean up and manage power.
[0023] Embodiments of the present disclosure provide substantially
optimized power distribution and power management, especially for
all electrical and battery dependent platforms. Embodiments of the
present disclosure also provide means for flight safety critical
systems to support time-sensitive startup, recovery, shutdown, and
fault conditions. Embodiments of the present disclosure reduce
non-recurring, recurring, and life cycle costs as compared to prior
art power distribution schemes by providing a common filtered power
distribution system. Additionally, embodiments of the present
disclosure improve sustainment capabilities with increased fault
detection and isolation, improve platform system reliability with
the use of power shedding techniques for extending the life of
systems, reduces installation weight with a lower wire/cable count
and reduced wire/cable lengths, optimizes power during varying
operational conditions, and reduces wiring manufacturing recurring
and non-recurring costs.
[0024] Various embodiments of the present disclosure provide
dedicated clean power source(s) to send components, dynamic
reconfiguration of power distribution during power optimization
flight phases, dynamic reconfiguration of the power distribution
during fault conditions, dynamic reconfiguration to support
extending the life of the overall system and platform, and provide
sequential power enablement to support hierarchical time sensitive
layers/paths. Additionally, various embodiments of the present
disclosure provide for partial functionality to end components
rather than simply all or none as provided for by prior art
systems.
[0025] Some benefits provided by one or more embodiments of the
present disclosure include reduced power distribution complexity,
allowing for optimal dynamic power allocation during various
operational conditions, reduce power-up latency times for
time-sensitive functions, extends the useful life of systems and
platforms, and improved fault detection and isolation related to
distributive power.
[0026] In contrast to prior art power distribution systems, the
illustrative embodiments provide consolidated power distribution
within the VMS computing architecture. Furthermore, the
illustrative embodiments provide clean distributed power within the
VMS, provide for cross-channel power management and shedding
communications, and provide for dynamic reconfigurable electronic
circuit breakers.
[0027] Referring now to the figures and, in particular, with
reference to FIG. 1, an illustration of an aircraft is depicted in
which an illustrative embodiment may be implemented. In this
illustrative example, aircraft 100 has wing 102 and wing 104
connected to body 106. Aircraft 100 includes engine 108 connected
to wing 102 and engine 110 connected to wing 104.
[0028] Body 106 has tail section 112. Horizontal stabilizer 114,
horizontal stabilizer 116, and vertical stabilizer 118 are
connected to tail section 112 of body 106. Aircraft 100 is an
example of an aircraft in which the disclosed enhanced autobrake
system may be implemented.
[0029] As used herein, "a number of," when used with reference to
items, means one or more items. For example, "a number of power
distribution control units 218" is one or more different types of
power distribution control units 218.
[0030] Further, the phrase "at least one of," when used with a list
of items, means different combinations of one or more of the listed
items may be used, and only one of each item in the list may be
needed. In other words, "at least one of" means any combination of
items and number of items may be used from the list, but not all of
the items in the list are required. The item may be a particular
object, a thing, or a category.
[0031] For example, without limitation, "at least one of item A,
item B, or item C" may include item A, item A and item B, or item
C. This example also may include item A, item B, and item C or item
B and item C. Of course, any combinations of these items may be
present. In some illustrative examples, "at least one of" may be,
for example, without limitation, two of item A; one of item B; and
ten of item C; four of item B and seven of item C; or other
suitable combinations.
[0032] This illustration of aircraft 100 is provided for purposes
of illustrating one environment in which the different illustrative
embodiments may be implemented. The illustration of aircraft 100 in
FIG. 1 is not meant to imply architectural limitations as to the
manner in which different illustrative embodiments may be
implemented. For example, aircraft 100 is shown as a commercial
passenger aircraft. The different illustrative embodiments may be
applied to other types of aircraft, such as a private passenger
aircraft, a rotorcraft, or other suitable types of aircraft.
[0033] Turning now to FIG. 2, an illustration of an aircraft and
its power distribution system is depicted in accordance with an
illustrative embodiment. Aircraft 200 is an example of an aircraft
that may be implemented as aircraft 100 depicted in FIG. 1.
Aircraft 200 includes vehicle management system (VMS) 201, a number
of power sources 280, a number of end component loads 248, and a
number of bundled power and communication lines 246. In an
embodiment, the power distribution lines are separate from the
communication lines. In an alternate embodiment, the power
distribution is supplied over the communication lines such as via
power over Ethernet. The number of power sources 280 may include a
number of alternating current (AC) power sources 282, a number of
direct current (DC) power sources 284, and a number of batteries
286. A bundled cable is a compilation of numerous wires that are
harnessed or lashed together to provide an easier and quicker
installation. Bundled cable provides several advantages over trying
to pull single loose wires and cables. For example, by binding the
many wires and cables into a bundled cable harness, the wires and
cables can be better secured against the adverse effects of
vibrations, abrasions, moisture, and will extend the life of the
cable. Furthermore, by combining the wires into a bundle, usage of
space is optimized, and the risk of shorting out is decreased
substantially. Since the installer has only a single pull of cable
to install (as opposed to multiple wires), installation time is
decreased dramatically.
[0034] The number of end component loads 248 may include flight
deck instruments, breaking system components, motors to move the
flaps on the wings, motors to extend and retract landing gear, as
well as other components on aircraft 200 that require electrical
power to function. End component loads 248 include critical end
components 270 and non-critical end components 272. Critical end
components 270 may be any component that is necessary for the safe
operation of aircraft 200 at a given time. The identification of
end component loads 248 as critical end component 270 or
non-critical end component 272 may vary with time and the
particular operation of aircraft 200. For example, one of end
component loads 248 may be considered critical end component 270
during take-off, but may be considered non-critical component 272
during level flight.
[0035] VMS 201 includes data processing system 202, a number of
communication units 212, power distribution controller 214, and
communication bus 210 communicatively connecting data processing
system 202, the number of communication units 212, and power
distribution controller 214. Data processing system 202 includes a
number of processors 204, memory 206, and a number of storage units
208. By integrating power distribution controller 214 with data
processing system 202 within the VMS 201 via communication bus 210,
time-sensitive determinations regarding readjusting power
distribution can be made more quickly than in prior art systems
that lack integration of power distribution controller 214 with VMS
201.
[0036] Power distribution controller 214 includes power
distribution control system 216, critical end component determiner
250, and monitor 260. Power distribution control system 216
includes a number of power distribution control units 218. Each of
power distribution control units 218 includes power distribution
control circuit 240, settable circuit breakers 242, and parallel
power distribution lines 244. Power distribution control units 218
are controlled by power distribution controller 214.
[0037] Power distribution control circuits 240 are each controlled
by power distribution controller 214 to supply power to end
component loads 248. Power distribution controller 214 is
communicably coupled to data processing system 202 by communication
bus 210. Communication bus 210 also coupled communication units 212
to power distribution controller 214 and to data processing system
202. Power distribution controller 214 may also include controller
processor 215 to perform power distribution control functions such
as selective distribution of power 256, selective shut down 258,
and monitor 260 that monitors end component loads 248. Controller
processor 215 may also include critical end component determiner
250 to determine, for example, aircraft operation 252 and end
component priority 254.
[0038] Power distribution controller 214 is configured to control
power generation by each of a plurality of power distribution
control circuits 240 such that each of the plurality of power
distribution control circuits 240 generates output power at
adjustable voltage level 220 to a respective one of end component
loads 248. In an embodiment, each one of adjustable voltage level
220 is adjusted based on at least one of distance 222 to the
respective one of end component loads 248, changes in load 224 of
the respective one of end component loads 248 over time 226, and
changes in load 224 of the respective one of end component loads
248 due to a variation of temperature 228 in the respective one of
end component loads 248. Power distribution controller 214 is also
configured to interrupt 230 operation of an individual one of power
distribution circuits 240 upon detecting a fault. The fault is
determined, for example, according to at least one of sensed
voltage level 234, sensed current level 236, and sensed power level
238.
[0039] Power distribution controller 214 is also configured to shut
down the individual one of power distribution circuits 240 without
interrupting remaining ones of the plurality of power distribution
circuits 240 when, for example, a fault is detected on one of power
distribution control circuits 240. By having control of as to when
different parts of the system come online, a particular one of end
component loads 248 can start operating immediately upon power up.
End component loads 248 do not have to check if other parts of
aircraft 200 are on before powering up because power distribution
controller 214 will bring other ones of end component loads 248
online in proper order. Thus, by eliminating the checks of other
system's statuses within aircraft 200, startup time can be
improved. Furthermore, power distribution controller 214 is also
configured for selective distribution power 256 such that critical
end component load 270 is maintained at full power and power to
non-critical end component load 272 is reduced when total power is
insufficient to fully power all of end component loads 248
simultaneously. Critical end component load 270 is dynamically
determined by critical end component determiner 250 according to,
for example, a current aircraft operation 252 and end component
priority 254. End component loads 248 that are critical depends on
the type of aircraft operation 252. For example, end component
loads 248 that are critical 270 during take-off may be different
from those that are critical 270 during landing and both of which
may be different from those that are critical 270 during level
flight. End component priority 254 may be determined based on
aircraft operation 252. Thus, if there is insufficient power to
power all end component loads 248 fully, priority is given to the
most critical 270 one of end component loads 248 to ensure that at
least these end component loads 248 are fully powered. This allows
for a hierarchical prioritization of the various end components to
ensure that the most important end components receive full power
while other less important components may receive less than full
power or no power at all if there is insufficient power to power
all end components.
[0040] Each of power distribution control units 218 corresponds to
a respective one of end component loads 248 to supply power to a
corresponding one of end component loads 248 through parallel power
distribution lines 244. Each of parallel power distribution lines
244 supplies power to the end components such that if power through
one of parallel power distribution lines 244 is lost, the other one
of parallel power distribution lines 244 will provide full power to
the corresponding one of end component loads 248. Unless, power is
lost on one line, each of parallel power distribution lines 244
provides only a portion of the power to the respective one of end
component loads 248. Providing power in this manner extends the
life of parallel power distribution lines 244.
[0041] Power distribution controller 214 includes a plurality of
settable circuit breakers 242 such that each of the plurality of
settable circuit breakers 242 corresponds to a respective one of
the plurality of power distribution control circuits 240 within a
respective one of power distribution control units 218. Power
distribution controller 214 is configured to monitor 260 sensed
voltage, sensed current levels, spikes in the internal power
distribution circuits 240, and interruptions in the internal power
distribution circuits 240. Power distribution controller 214 is
also configured to interrupt 230 a respective one of the plurality
of power distribution control circuits 240 via settable circuit
breaker 242 upon fault detection 232 detecting at least one of
sensed voltage level 234 indicative of a fault, sensed current
level 236 indicative of a fault, and sensed power level 238
indicative of a fault. Each of settable circuit breakers 242
includes a respective settable circuit breaker range, wherein each
of the respective settable circuit breaker ranges is adjusted to
interrupt 230 operation of an individual one of power distribution
control circuits 240 based on at least one of a plurality of
conditions in addition to the sensed voltage, current, and power
levels. The plurality of conditions include, for example, at least
one of a run (i.e., power connection) to the respective end
component load, distance 222 to the respective one of end component
loads 248, a change in load of the respective one of end component
loads 248 over time 226, and a change in the load of the respective
one of end component loads 248 due to variation in temperature 228.
The selectable circuit breaker range for each of settable circuit
breakers 242 is dynamically determined and may be different for
different ones of end component loads 248. The selectable circuit
breaker range may be determined according to aircraft operation 252
and/or end component priority 254. Thus, the level at which
settable circuit breakers 242 interrupt power for a given one of
end component loads 248 may vary over time depending on a current
operation of the aircraft (e.g., take-off, landing, level flight,
etc.) and/or end component priority 254 to ensure that the critical
end components are properly powered.
[0042] Parallel power distribution lines 244 from each of power
distribution control units 218 is bundled 246 with respective ones
of communication lines 262 from communication units 212 to provided
bundled power and communication lines 264 to end component loads
248. Each one of end component loads 248 corresponds to a separate
one of power distribution control units 218 and communication units
212 such that each end component load has its own bundled power and
communication lines 264. In an embodiment, parallel power
distribution lines 244 are pairs of parallel power distribution
lines.
[0043] Turning now to FIG. 3, an illustration of a vehicle electric
power distribution system is depicted in accordance with an
illustrative embodiment. System 300 is an example of a VMS that can
be implemented in an aircraft such as aircraft 200 depicted in FIG.
2. System 300 includes a plurality of vehicle management system
(VMS) computers 302 and a plurality of end components 308. Each VMS
computer includes an integrated power distribution controller 304
and an integrated deterministic communication unit 306. Both of
power distribution controller 304 and deterministic communication
unit 306 are coupled to VMS computer 302 by a bus. VMS computer 302
may be implemented as data processing system 202 in FIG. 2; power
distribution controller 304 may be implemented as power
distribution controller 214 in FIG. 2; and deterministic
communication unit 306 may be implemented as one of communication
units 212 in FIG. 2.
[0044] Each deterministic communication unit 306 communicates with
a respective one of end components 308 as well as other end
systems. Each power distribution controller 304 receives AC power,
DC power, and battery power from one or more power sources and
provides a clean power output to a respective one of end components
308. The power distribution lines from power distribution
controller 304 are bundled with the communication lines from
deterministic communication units 306 to form consolidated
communication and power lines 310. This simplifies wiring since a
single bundled or consolidated cable carrying all the communication
and power lines is provided thereby requiring a single line pull
for each end component 308 during aircraft assembly. This single
line pull also speeds up wiring during aircraft assembly.
Additionally, consolidated communication power lines 310, such as a
single consolidated cable, reduces overall weight in the aircraft
and reduces the volume occupied by the wiring. Power distribution
controller 304 provides power to a corresponding one of end
components 308 in a form suitable for the corresponding one of end
component 308 (i.e., in an AC format or a DC format). Power
distribution controller 304 may use battery power to supply power
to some end components. Additionally, some end components may
normally use another power source other than battery power, but can
be powered by the battery when the normal power source fails.
[0045] Turning now to FIG. 4, a flowchart of a method for
selectively supplying electrical power to a plurality of end
component loads is depicted in accordance with an illustrative
embodiment. Method 400 may be implemented in, for example, vehicle
management system 201 depicted in FIG. 2. In an embodiment, method
400 is implemented in power distribution controller 214 depicted in
FIG. 2. Method 400 begins by monitoring a power load on each of a
plurality of end components (step 402). Next, power supplied to
each of the plurality of end components is adjusted according to
the power load (step 404). Next, operation mode (e.g., take-off,
landing, level flight, etc.) of an aircraft is determined (step
406). Next, the end components are prioritized according to the
operation mode of the aircraft and according to the nature of the
end component (e.g., the function provided by the end component)
(step 408). Next, it is determined whether there is sufficient
power to fully power all end components (step 410). If, at step
410, it is determined that insufficient power exists to fully power
all end components, then method 400 proceeds to step 412 where the
power supplied to each of the plurality of end components is
adjusted according to the priority of the end components to ensure
that the most critical end components receive full power. If,
sufficient power exists to fully power all end components, then
method 400 proceeds to step 414 where it is determined whether a
fault has occurred in one of the power distribution lines or end
components. If no fault has occurred, method 400 may end. If a
fault has occurred, method 400 proceeds to step 416 where the power
to the individual power distribution circuit corresponding to where
the fault occurred is interrupted or shut down, after which, method
400 may end.
[0046] Turning now to FIG. 5, a flowchart of a method for adjusting
a settable circuit breaker is depicted in accordance with an
illustrative embodiment. Method 500 begins by monitoring a sensed
voltage level, a sensed current level, a sensed power level, power
spikes, and power interruptions in each of power supplies for each
of end components (step 502). Next, the power supplied to each of
the plurality of end components is adjusted according to the power
load (step 504). Next, an operation mode of the aircraft is
determined (step 506), and then the end components are prioritized
according to the operation mode and the nature of each individual
end component (step 508). Next, a settable circuit breaker is
adjusted dynamically according to the sensed power voltage levels,
sensed current levels, sensed power levels, power spikes, power
interruptions, the operation mode of the aircraft, and the
priorities of the end components (step 510). Adjusting the settable
circuit breakers allows the system to prevent or mitigate damage to
a component based on the current power conditions as well as ensure
that high priority end components remain functional. Afterwards,
method 500 terminates.
[0047] Turning now to FIG. 6, a flowchart of a method for providing
power to an end component load through a pair of power distribution
lines is depicted in accordance with an illustrative embodiment.
Method 600 begins by determining a first power level for a first of
a pair of power distribution lines and a power level for a second
of the pair of power distribution lines (step 602). Next, the power
is transmitted to the end component load over the pair of power
distribution lines (step 604). Next, it is determined whether power
delivery has been interrupted in one of the pair of power
distribution lines (step 606). If not, then method 600 may end. If
power has been interrupted in one of the pair of power distribution
lines, then the power delivery is readjusted to provide full power
to the end component over the remaining one of the pair of power
distribution lines (step 608), after which, method 600 may end.
[0048] Turning now to FIG. 7, an illustration of a block diagram of
a data processing system is depicted in accordance with an
illustrative embodiment. Data processing system 700 may be used to
implement VMS 201, data processing system 202, and/or power
distribution controller 214 depicted in FIG. 2. Data processing
system 700 may also be used to implement VMS computer 302 and/or
power distribution controller 304 depicted in FIG. 3. As depicted,
data processing system 700 includes communications framework 702,
which provides communications between processor unit 704, storage
devices 706, communications unit 708, input/output unit 710, and
display 712. In some cases, communications framework 702 may be
implemented as a bus system.
[0049] Processor unit 704 is configured to execute instructions for
software to perform a number of operations. Processor unit 704 may
comprise a number of processors, a multi-processor core, and/or
some other type of processor, depending on the implementation. In
some cases, processor unit 704 may take the form of a hardware
unit, such as a circuit system, an application specific integrated
circuit (ASIC), a programmable logic device, or some other suitable
type of hardware unit.
[0050] Instructions for the operating system, applications, and/or
programs run by processor unit 704 may be located in storage
devices 706. Storage devices 706 may be in communication with
processor unit 704 through communications framework 702. As used
herein, a storage device, also referred to as a computer-readable
storage device, is any piece of hardware capable of storing
information on a temporary and/or permanent basis. This information
may include, but is not limited to, data, program code, and/or
other information.
[0051] Memory 714 and persistent storage 716 are examples of
storage devices 706. Memory 714 may take the form of, for example,
a random access memory or some type of volatile or non-volatile
storage device. Persistent storage 716 may comprise any number of
components or devices. For example, persistent storage 716 may
comprise a hard drive, a flash memory, a rewritable optical disk, a
rewritable magnetic tape, or some combination of the above. The
media used by persistent storage 716 may or may not be
removable.
[0052] Communications unit 708 allows data processing system 700 to
communicate with other data processing systems and/or devices.
Communications unit 708 may provide communications using physical
and/or wireless communications links.
[0053] Input/output unit 710 allows input to be received from and
output to be sent to other devices connected to data processing
system 700. For example, input/output unit 710 may allow user input
to be received through a keyboard, a mouse, and/or some other type
of input device. As another example, input/output unit 710 may
allow output to be sent to a printer connected to data processing
system 700.
[0054] Display 712 is configured to display information to a user.
Display 712 may comprise, for example, without limitation, a
monitor, a touch screen, a laser display, a holographic display, a
virtual display device, and/or some other type of display
device.
[0055] In this illustrative example, the processes of the different
illustrative embodiments may be performed by processor unit 704
using computer-implemented instructions. These instructions may be
referred to as program code, computer usable program code, or
computer-readable program code and may be read and executed by one
or more processors in processor unit 704.
[0056] In these examples, program code 718 is located in a
functional form on computer-readable media 720, which is
selectively removable, and may be loaded onto or transferred to
data processing system 700 for execution by processor unit 704.
Program code 718 and computer-readable media 720 together form
computer program product 722. In this illustrative example,
computer-readable media 720 may be computer-readable storage media
724 or computer-readable signal media 726.
[0057] Computer-readable storage media 724 is a physical or
tangible storage device used to store program code 718, rather than
a medium that propagates or transmits program code 718.
Computer-readable storage media 724 may be, for example, without
limitation, an optical or magnetic disk or a persistent storage
device that is connected to data processing system 700.
[0058] Alternatively, program code 718 may be transferred to data
processing system 700 using computer-readable signal media 726.
Computer-readable signal media 726 may be, for example, a
propagated data signal containing program code 718. This data
signal may be an electromagnetic signal, an optical signal, and/or
some other type of signal that can be transmitted over physical
and/or wireless communications links.
[0059] Illustrative embodiments of the present disclosure may be
described in the context of aircraft manufacturing and service
method 800 as shown in FIG. 8 and aircraft 900 as shown in FIG. 9.
Turning first to FIG. 8, an illustration of an aircraft
manufacturing and service method is depicted in accordance with an
illustrative embodiment. During pre-production, aircraft
manufacturing and service method 800 may include specification and
design 802 of aircraft 900 in FIG. 9 and material procurement
804.
[0060] During production, component and subassembly manufacturing
806 and system integration 808 of aircraft 900 takes place.
Thereafter, aircraft 900 may go through certification and delivery
810 in order to be placed in service 812. While in service 812 by a
customer, aircraft 900 is scheduled for routine maintenance and
service 814, which may include modification, reconfiguration,
refurbishment, and other maintenance or service.
[0061] Each of the processes of aircraft manufacturing and service
method 800 may be performed or carried out by a system integrator,
a third party, and/or an operator. In these examples, the operator
may be a customer. For the purposes of this description, a system
integrator may include, without limitation, any number of aircraft
manufacturers and major-system subcontractors; a third party may
include, without limitation, any number of vendors, subcontractors,
and suppliers; and an operator may be an airline, a leasing
company, a military entity, a service organization, and so on.
[0062] With reference now to FIG. 9, an illustration of an aircraft
is depicted in which an illustrative embodiment may be implemented.
In this example, aircraft 900 is produced by aircraft manufacturing
and service method 800 in FIG. 8 and may include airframe 902 with
plurality of systems 904 and interior 906. Examples of systems 904
include one or more of propulsion system 908, electrical system
910, hydraulic system 912, and environmental system 914. Any number
of other systems may be included. Although an aerospace example is
shown, different illustrative embodiments may be applied to other
industries, such as the automotive industry.
[0063] Apparatuses and methods embodied herein may be employed
during at least one of the stages of aircraft manufacturing and
service method 800. One or more illustrative embodiments may be
used during component and subassembly manufacturing 806 of FIG. 8.
For example, the power distribution controller 214 may be installed
in the aircraft 100 during the aircraft manufacturing and service
method 800.
[0064] The flowcharts and block diagrams in the different depicted
embodiments illustrate the architecture, functionality, and
operation of some possible implementations of apparatuses and
methods in an illustrative embodiment. In this regard, each block
in the flowcharts or block diagrams may represent at least one of a
module, a segment, a function, or a portion of an operation or
step. For example, one or more of the blocks may be implemented as
program code.
[0065] In some alternative implementations of an illustrative
embodiment, the function or functions noted in the blocks may occur
out of the order noted in the figures. For example, in some cases,
two blocks shown in succession may be performed substantially
concurrently, or the blocks may sometimes be performed in the
reverse order, depending upon the functionality involved. Also,
other blocks may be added in addition to the illustrated blocks in
a flowchart or block diagram.
[0066] The description of the different illustrative embodiments
has been presented for purposes of illustration and description,
and is not intended to be exhaustive or limited to the embodiments
in the form disclosed. Many modifications and variations will be
apparent to those of ordinary skill in the art. Further, different
illustrative embodiments may provide different features as compared
to other illustrative embodiments. The embodiment or embodiments
selected are chosen and described in order to best explain the
principles of the embodiments, the practical application, and to
enable others of ordinary skill in the art to understand the
disclosure for various embodiments with various modifications as
are suited to the particular use contemplated.
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